control device

Abstract

To provide a control device which can contribute to comfort travel of a man-power drive vehicle.SOLUTION: A control device of a man-power drive vehicle includes a control part for controlling a shift ratio of a transmission device of the man-power drive vehicle according to a transmission condition according to a condition of the man-power drive vehicle and input from an operation device. Even if a transmission condition that the transmission device is controlled is established so that the shift ratio becomes constant after the transmission device is controlled so that the shift ratio is one of large and small according to the input from the operation device, the control part controls the transmission device so that the change of the shift ratio of the transmission device is suppressed under a first transmission suppression condition. Even if a transmission condition that the transmission device is controlled is established so that the shift ratio becomes the other of large and small after the transmission device is controlled so that the shift ratio is one of large and small according to the input from the operation device, the control part controls the transmission device so that the change of the shift ratio of the transmission device is suppressed under a second transmission suppression condition different from the first transmission suppression condition.SELECTED DRAWING: Figure 6

Description

Technical Field

[0005]

[0001] The present disclosure relates to a control device for a human-powered vehicle.

Background Art

[0002] In Patent Document 1, when changing the gear ratio of a transmission of a human-powered vehicle in response to an input from an operating device during automatic shift control for automatically changing the gear ratio of the transmission of the human-powered vehicle according to the cadence of the human-powered vehicle, a control device that suppresses the change in the gear ratio by automatic shift control is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] One object of the present disclosure is to provide a control device that can contribute to comfortable running of a human-powered vehicle by suitably changing a shift suppression condition according to the state of the human-powered vehicle and an input from an operating device that changes the gear ratio of a transmission of the human-powered vehicle.

Means for Solving the Problems

[0005] The control device of the first aspect of this disclosure is a control device for a human-powered vehicle. The control device includes a control unit that controls the gear ratio of the transmission of the human-powered vehicle in response to a gear shift condition corresponding to the state of the human-powered vehicle and an input from an operating device. The control unit controls the transmission so that, after the transmission is controlled to have a gear ratio that is either large or small, in response to an input from the operating device, the gear shift condition is met such that the change in the gear ratio of the transmission is suppressed by a first gear shift suppression condition, even if the gear shift condition is met such that the gear ratio is either large or small, in response to an input from the operating device, even if the gear shift condition is met such that the change in the gear ratio of the transmission is suppressed by a second gear shift suppression condition different from the first gear shift suppression condition.

[0006] The control device on the first side can contribute to the comfortable driving of the human-powered vehicle by suitably changing the gear shift suppression conditions according to the state of the human-powered vehicle and the input from the operating device.

[0007] In a control device of the second side relating to the first side, the first gear shift suppression condition is that the period elapsed since the gear ratio was changed in response to the input from the operating device is within a first predetermined period. The second gear shift suppression condition is that the period elapsed since the gear ratio was changed in response to the input from the operating device is within a second predetermined period. The second predetermined period is different from the first predetermined period.

[0008] According to the control device on the second side, the period for which the transmission is controlled to suppress changes in the gear ratio can be set differently depending on the combination of the gear shift direction of manual shifting and the gear shift direction of subsequent shifting due to the fulfillment of gear shifting conditions. Therefore, the control device can contribute to the comfortable driving of human-powered vehicles.

[0009] In a control device for a third side corresponding to a second side, the second predetermined period is longer than the first predetermined period.

[0010] According to the control device on the third side, the gear shift suppression period can be made longer than the gear shift suppression period when the direction of gear shift in the previous gear ratio in response to input from the operating device differs from the direction of gear shift in the current gear ratio due to the fulfillment of the gear shift conditions. Therefore, the control device can prevent the gear ratio from returning to the previous gear ratio after it has been manually changed by the rider's will due to the fulfillment of gear shift conditions, thereby contributing to the comfortable driving of a human-powered vehicle.

[0011] In a control device of a fourth side according to the second or third side, the control unit controls the transmission such that the gear ratio is prohibited from being changed to one of the gear conditions until the first predetermined period has elapsed.

[0012] According to the control device on the fourth side, after the control device is controlled to change the gear ratio in response to input from the operating device, even if the gear change conditions are met, the change in the gear ratio can be prohibited until a first predetermined period has elapsed since the previous gear ratio change. Therefore, the control device can contribute to the comfortable driving of a human-powered vehicle.

[0013] In a control device of a fifth side according to at least one of the second to fourth sides, the control unit controls the transmission such that the gear ratio is prohibited from being changed to the other based on the gear shift condition until the second predetermined period has elapsed.

[0014] According to the control device on the fifth side, after the control device is controlled to change the gear ratio in response to input from the operating device, even if the gear change conditions are met, the change in the gear ratio can be prohibited until a second predetermined period has elapsed since the previous gear ratio change. Therefore, the control device can contribute to the comfortable driving of a human-powered vehicle.

[0015] In a control device of a sixth side that conforms to at least one of the second to fifth sides, the first predetermined period and the second predetermined period are time.

[0016] According to the control device on the sixth side, after a change in the gear ratio in response to input from the operating device, the time for controlling the transmission to suppress a change in the gear ratio even if the gear change conditions are met can be set differently depending on the combination of gear shift directions in two consecutive gear ratio changes. Therefore, the control device can contribute to the comfortable driving of a human-powered vehicle.

[0017] In a control device for a seventh side that conforms to at least one of the second to sixth sides, the second predetermined period is longer than three times the first predetermined period.

[0018] The Side 7 According to the control device, when the direction of the gear ratio change in the previous gear ratio change in response to input from the operating device differs from the direction of the gear ratio change in the current gear ratio change due to the fulfillment of the gear ratio conditions, the change in gear ratio can be suppressed for a significantly longer period compared to when the gear ratio changes in direction are the same. Therefore, the control device can contribute to the comfortable driving of human-powered vehicles.

[0019] In a control device of an eighth side that conforms to at least one of the second to seventh sides, the second predetermined period is five times the first predetermined period.

[0020] According to the control device on the eighth side, if the direction of the gear ratio change in the previous gear ratio change in response to the input from the operating device differs from the direction of the gear ratio change in the current gear ratio change due to the fulfillment of the gear change conditions, the change in gear ratio can be suppressed for a longer period than when the gear ratio changes in direction are the same. Therefore, the control device can contribute to the comfortable driving of human-powered vehicles.

[0021] In a control device of the ninth side that conforms to at least one of the second to eighth sides, the first predetermined period is a time greater than 0 seconds and less than 3 seconds.

[0022] According to the control device on the ninth side, if the direction of the previous gear ratio change in response to the input from the operating device is the same as the direction of the current gear ratio change due to the fulfillment of the gear change conditions, the gear ratio can be changed within 3 seconds in accordance with the rider's intention and in response to the input from the operating device. Therefore, the control device can contribute to the comfortable driving of a human-powered vehicle.

[0023] In a control device for a tenth side surface according to at least any one of the first to ninth side surfaces, the control unit sets the first shift suppression condition and the second shift suppression condition when the transmission is controlled such that the gear ratio becomes either large or small according to an input from the operating device.

[0024] According to the control device for the tenth side surface, if there is no manual change of the gear ratio, the first shift suppression condition and the second shift suppression condition are not set. For this reason, according to the control device for the tenth side surface, after the gear ratio is changed not by changing the gear ratio according to an input from the operating device but by the establishment of the shift condition, the gear ratio can be changed when the shift condition is established, regardless of the first shift suppression condition and the second shift suppression condition. Therefore, the control device can contribute to comfortable running of the human-powered vehicle.

[0025] In a control device for an eleventh side surface according to at least any one of the first to tenth side surfaces, the shift condition has a predetermined cadence range. The control unit controls the transmission such that the gear ratio is such that the cadence falls within the cadence range.

[0026] According to the control device for the eleventh side surface, by keeping the cadence within the predetermined cadence range, the load on the rider can be maintained within a certain range. Therefore, the control device can contribute to comfortable running of the human-powered vehicle.

[0027] In a control device for a twelfth side surface according to the eleventh side surface, the cadence range has a lower limit threshold. The control unit determines that the shift condition is established when the cadence is smaller than the lower limit threshold, and controls the transmission such that the gear ratio becomes smaller.

[0028] According to the control device on the 12th side, for example, when the load on the rider increases and the cadence falls below a lower threshold, the gear ratio can be changed to decrease, thereby reducing rider fatigue. Therefore, the control device can contribute to the comfortable riding of a human-powered vehicle.

[0029] In a control device of the 13th side according to the 11th or 12th side, the control unit controls the transmission to reduce the gear ratio after the transmission has been controlled to reduce the gear ratio in response to an input from the operating device, if the cadence is less than the lower threshold in the cadence range and the first gear reduction condition is not met.

[0030] According to the control device on the 13th side, for example, if the load on the rider increases after a manual downshift and the cadence falls below the lower limit threshold, the gear ratio is changed to a smaller value unless the first gear shift suppression condition is met, thereby reducing rider fatigue.

[0031] In a control device of the 14th side, which follows at least one of the 11th to 13th sides, the control unit controls the transmission to decrease the gear ratio after the transmission has been controlled to increase the gear ratio in response to an input from the operating device, if the cadence is less than the lower threshold in the cadence range and the second gear suppression condition is not met.

[0032] According to the control device on the 14th side, for example, if the load on the rider increases after a manual upshift and the cadence falls below the lower threshold, the gear ratio is changed to a smaller value unless the second gear shift suppression condition is met, thereby reducing rider fatigue.

[0033] In a control device of the 15th side that follows at least one of the 11th to 14th sides, the cadence range has an upper threshold value. The control unit determines that the gear shifting condition is met when the cadence is greater than the upper threshold value, and controls the gear shifting device to increase the gear ratio.

[0034] According to the control device on side 15, for example, when the load on the rider decreases and the cadence exceeds the upper threshold, the gear ratio can be changed to increase the gear ratio, thereby increasing the riding speed while decreasing the cadence. Therefore, the control device can contribute to the comfortable riding of a human-powered vehicle.

[0035] In a control device of the 16th side, which follows at least one of the 11th to 15th sides, the control unit controls the transmission to increase the gear ratio after the transmission has been controlled to increase the gear ratio in response to an input from the operating device, if the cadence is greater than the upper threshold in the cadence range and the first gear suppression condition is not met.

[0036] According to the control device on side 16, for example, if the load on the rider decreases after a manual upshift and the cadence exceeds the upper threshold, and the first gear shift suppression condition is not met, the gear ratio is changed to increase, thereby increasing the riding speed.

[0037] In a control device of the 17th side, which follows at least one of the 11th to 16th sides, the control unit controls the transmission to increase the gear ratio after the transmission has been controlled to decrease the gear ratio in response to an input from the operating device, if the cadence is greater than the upper threshold in the cadence range and the second gear suppression condition is not met.

[0038] According to the control device on side 17, for example, if the load on the rider decreases after a manual downshift and the cadence exceeds the upper threshold, and the second gear shift suppression condition is not met, the gear ratio is changed to increase, thereby increasing the riding speed. [Effects of the Invention]

[0039] According to the control device of this disclosure, by suitably changing the gear change suppression conditions in accordance with the state of the human-powered vehicle and the input from the operating device for changing the gear ratio of the transmission of the human-powered vehicle, it is possible to contribute to the comfortable driving of the human-powered vehicle. [Brief explanation of the drawing]

[0040] [Figure 1] Figure 1 is a side view of a human-powered vehicle equipped with a control device according to the embodiment. [Figure 2] Figure 2 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device according to an embodiment. [Figure 3] Figure 3 shows a method for changing the inclination state according to the embodiment. [Figure 4] Figure 4 is a diagram (part 1) showing the predetermined cadence range for each inclination state according to the embodiment. [Figure 5] Figure 5 is a diagram (part 2) showing the predetermined cadence range for each inclination state according to the embodiment. [Figure 6] Figure 6 is a flowchart showing an example of the manual gear shift acceptance process according to the embodiment. [Figure 7] Figure 7 is a flowchart showing an example of the automatic gear shift determination process according to the embodiment. [Modes for carrying out the invention]

[0041] A control device 30 for a human-powered vehicle will be described with reference to Figures 1 to 7. The human-powered vehicle 10 is a vehicle having at least one wheel and capable of being driven by at least human power. As shown in Figure 1, the human-powered vehicle 10 is, for example, a mountain bike. The human-powered vehicle 10 is not limited to a mountain bike, and may be other bicycles such as road bikes, cross bikes, city bikes, cargo bikes, handcycles, and recumbent bikes, as long as it can be driven by at least human power. The human-powered vehicle 10 may be a unicycle or a vehicle having three or more wheels. The human-powered vehicle 10 may be equipped with an electric drive unit. The electric drive unit is configured to assist in the propulsion of the human-powered vehicle 10.

[0042] In the following, the human-powered vehicle 10 may be described using a Cartesian coordinate system having X, Y, and Z axes. The X axis corresponds to the longitudinal direction of the human-powered vehicle 10. The Y axis corresponds to the lateral direction of the human-powered vehicle 10. The Z axis corresponds to the vertical direction of the human-powered vehicle 10. In this specification, the following terms indicating directions refer to those directions determined with respect to a rider facing the handlebars 12H at a reference position of the human-powered vehicle 10 (for example, on the saddle 48A or on the seat). The terms indicating directions include “front,” “rear,” “forward,” “backward,” “left,” “right,” “sideways,” “upward,” and “downward,” as well as any other similar terms indicating directions.

[0043] The human-powered vehicle 10 includes a frame 12. The frame 12 includes, for example, a head tube 12A, a top tube 12B, a down tube 12C, a seat stay 12D, and a chain stay 12E. The human-powered vehicle 10 includes a front fork 12F, a stem 12G, and a handlebar 12H. The front fork 12F and the stem 12G are connected to the head tube 12A. The handlebar 12H is connected to the stem 12G. The human-powered vehicle 10 comprises wheels 14, a drivetrain 16, and a gear shifting system 18. The wheels 14 include a front wheel 14A and a rear wheel 14B. The front wheel 14A is connected to the front fork 12F. The rear wheel 14B is connected to the connection between the seat stay 12D and the chain stay 12E.

[0044] The drivetrain 16 is configured to transmit human power to the rear wheel 14B. The drivetrain 16 includes a pair of pedals 20, a crank 22, a front chainring 24, a chain 26, and a rear sprocket 28. When the crank 22 rotates due to the human power applied to the pair of pedals 20, the front chainring 24 rotates. The rotational force of the front chainring 24 is transmitted to the rear sprocket 28 via the chain 26. The rotation of the rear sprocket 28 causes the wheel 14 to rotate. The rear sprocket 28 includes multiple sprockets. The rear sprocket 28 includes multiple sprockets with different numbers of teeth.

[0045] The drivetrain 16 may include pulleys and a belt instead of the front chainwheel 24, rear sprocket 28, and chain 26. The drivetrain 16 may also include bevel gears and a shaft. The crank 22 includes a first crank arm connected to the first axial end of the crankshaft and a second crank arm connected to the second axial end of the crankshaft. The drivetrain 16 may also include other components such as a one-way clutch, other sprockets, or other chains. The front chainwheel 24 may include multiple chainwheels. Preferably, the axis of rotation of the front chainwheel 24 is coaxial with the axis of rotation of the crank 22. The axis of rotation of the rear sprocket 28 is coaxial with the axis of rotation of the rear wheel 14B.

[0046] The gear shifting system 18 includes a control device 30 and a gear shifter 32. The control device 30 is, for example, mounted on the frame 12. The control device 30 may also be housed in the downtube 12C. The control device 30 may also be mounted on the gear shifter 32. The control device 30 is powered by electricity supplied from a battery 34.

[0047] The gear shifter 32 is located in the transmission path for human-powered driving force. The transmission path for human-powered driving force is the path from the human-powered driving force applied to the pedals 20 to the wheels 14. The gear shifter 32 includes an external derailleur. The gear shifter 32 includes, for example, a rear derailleur 36. The gear shifter 32 may also include a front derailleur. In this embodiment, the gear shifter 32 includes a rear derailleur 36, a chain 26, and a rear sprocket 28. The gear ratio of the gear shifter 32 is changed by switching the rear sprocket 28 that meshes with the chain 26 via the rear derailleur 36.

[0048] The gear ratio is determined based on the relationship between the number of teeth on the front chainring 24 and the number of teeth on the rear sprocket 28. In one example, the gear ratio is defined as the ratio of the number of teeth on the front chainring 24 to the number of teeth on the rear sprocket 28. If the gear ratio is R, the number of teeth on the rear sprocket 28 is TR, and the number of teeth on the front chainring 24 is TF, then the gear ratio R is expressed as R = TF / TR. The number of teeth on the rear sprocket 28 may be replaced by the rotational speed of the wheel 14, and the number of teeth on the front chainring 24 TF may be replaced by the rotational speed of the crank 22. In this case, the gear ratio R is expressed as the rotational speed of the wheel 14 relative to the rotational speed of the crank 22. The gear shifter 32 may include an internal gear hub instead of an external gear hub. The internal gear hub is, for example, located on the hub of the rear wheel 14B. The gear shifter 32 may include a continuously variable transmission instead of an external gear hub. The continuously variable transmission is installed, for example, in the hub of the rear wheel 14B.

[0049] The transmission system 18 is configured to change the gear ratio of the transmission 32 through a manual transmission mode and an automatic transmission mode. The control device 30 has a manual transmission mode and an automatic transmission mode as transmission modes. The transmission mode is switched by the rider.

[0050] When the gear shift mode is set to manual gear shift mode, the gear shift system 18 is configured to drive the gear shift 32 in response to, for example, the operation of the control device 38. The gear shift 32 includes an electric actuator 40. The gear shift 32 is powered by power supplied from the battery 34. The gear shift 32 may also be powered by a dedicated battery for the gear shift 32. In this embodiment, the electric actuator 40 drives the rear derailleur 36. The electric actuator 40 is provided, for example, on the rear derailleur 36. The electric actuator 40 may be connected to the rear derailleur 36 via a Bowden cable. The electric actuator 40 includes, for example, an electric motor and a reduction gear connected to the electric motor. When the gear shift mode is automatic gear shift mode, the gear shift system 18 is configured to drive the gear shift 32 in response to input information and gear shift conditions from the human-powered vehicle 10.

[0051] As shown in Figure 2, the control device 30 comprises a storage unit 50 and a control unit 52. The storage unit 50 includes, for example, storage devices such as non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of ROM (Read Only Memory), flash memory, and hard disk. The volatile memory includes, for example, RAM (Random Access Memory). The storage unit 50 stores programs used by the control unit 52 for control. The storage unit 50 stores, for example, information regarding gear shift conditions, first gear shift suppression conditions, and second gear shift suppression conditions.

[0052] The control unit 52 includes, for example, a processing unit such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include multiple processing units. The multiple processing units may be located at different distances from each other. The control unit 52 is configured to comprehensively control the operation of the entire transmission system 18, for example, by having the processing units execute programs stored in ROM using RAM as a workspace. In addition to the transmission 32 of the human-powered vehicle 10, the control unit 52 may further control various components mounted on the human-powered vehicle 10. For example, the control unit 52 may control an electric drive unit.

[0053] The control unit 52 is connected to the vehicle speed sensor 60, the crank rotation sensor 62, the tilt sensor 64, the input device 66, the operating device 38, and the electric actuator 40 via an electrical cable and at least one wireless communication device. The control unit 52 is connected to the external device 68 via an electrical cable and at least one wireless communication device. The control unit 52 is connected to the battery 34 via an electrical cable.

[0054] Preferably, the control unit 52 includes a first interface 52A. The first interface 52A is configured to input information detected by the vehicle speed sensor 60. Preferably, the control unit 52 includes a second interface 52B. The second interface 52B is configured to input information detected by the crank rotation sensor 62. Preferably, the control unit 52 includes a third interface 52C. The third interface 52C is configured to input information detected by the tilt sensor 64. Preferably, the control unit 52 includes a fourth interface 52D. The fourth interface 52D is configured to input information received by the input device 66. Preferably, the control unit 52 includes a fifth interface 52E. The fifth interface 52E is configured to input information transmitted from an external device 68. Preferably, the control unit 52 includes a sixth interface 52F. The sixth interface 52F is configured to input information transmitted from the operating device 38.

[0055] The first interface 52A to the sixth interface 52F include, for example, a cable connection port and at least one wireless communication device. The wireless communication device includes, for example, a short-range wireless communication unit. The short-range wireless communication unit is configured to communicate wirelessly based on wireless communication standards such as Bluetooth® and ANT+.

[0056] An electrical cable connected to a vehicle speed sensor 60 may be fixed to the first interface 52A. An electrical cable connected to a crank rotation sensor 62 may be fixed to the second interface 52B. An electrical cable connected to a tilt sensor 64 may be fixed to the third interface 52C. An electrical cable connected to an input device 66 may be fixed to the fourth interface 52D. A fifth interface 52E may include, for example, a wireless communication device. An electrical cable connected to an operating device 38 may be connected to the sixth interface 52F.

[0057] The vehicle speed sensor 60 is configured to output information regarding the speed of the human-powered vehicle 10 to the control unit 52. The vehicle speed sensor 60 is configured to output a signal corresponding to the rotational speed of the wheel 14. The vehicle speed sensor 60 is installed, for example, on the chainstay 12E of the human-powered vehicle 10. The vehicle speed sensor 60 includes a magnetic sensor. The vehicle speed sensor 60 is configured to detect the magnetic field of a magnet attached to the spokes, disc brake rotor, or hub of the wheel 14. One or more magnets are provided.

[0058] The vehicle speed sensor 60 is configured to output a signal when it detects a magnetic field. The control unit 52 is configured to calculate the travel speed of the human-powered vehicle 10 based, for example, the time interval or width of the signal output from the vehicle speed sensor 60 in conjunction with the rotation of the wheel 14, and information regarding the circumference of the wheel 14. The vehicle speed sensor 60 can have any configuration as long as it is configured to output information regarding the speed of the human-powered vehicle 10, and is not limited to a magnetic sensor; it may also include other sensors such as an optical sensor, an acceleration sensor, or a GPS receiver.

[0059] The crank rotation sensor 62 is configured to output information corresponding to the rotation state of the crank 22 to the control unit 52. The crank rotation sensor 62 is configured to detect information corresponding to the rotation speed of the crank 22, for example. The crank rotation sensor 62 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in a member that rotates in conjunction with the rotation axis of the crank 22, or in the power transmission path between the rotation axis of the crank 22 and the front chain wheel 24.

[0060] For example, if a one-way clutch is not provided between the rotation axis of the crank 22 and the front chainring 24, an annular magnet may be provided on the front chainring 24. The crank rotation sensor 62 can have any configuration as long as it is configured to output information corresponding to the rotation state of the crank 22, and may include an optical sensor, acceleration sensor, gyro sensor, or torque sensor instead of a magnetic sensor.

[0061] The tilt sensor 64 is configured to output information regarding the incline to the control unit 52. The tilt sensor 64 may include, for example, an acceleration sensor. The tilt sensor 64 may also include an angular velocity sensor. The incline is the slope of the road surface on which the human-powered vehicle 10 travels. That is, the incline is the attitude angle of the human-powered vehicle 10. When the human-powered vehicle 10 travels uphill, the incline is a positive value. When the human-powered vehicle 10 travels downhill, the incline is a negative value.

[0062] The tilt sensor 64 is configured to output information corresponding to the acceleration in the axial directions of the X, Y, and Z axes. The tilt sensor 64 is installed on the human-powered vehicle 10 so that the Z axis is aligned with the direction of gravity in a reference state where the front wheels 14A and rear wheels 14B are grounded on a horizontal surface and the vehicle is upright. Specifically, the tilt sensor 64 is installed on the human-powered vehicle 10 so that the positive direction of the Z axis coincides with the vertical direction when the vehicle is upright with the front wheels 14A and rear wheels 14B grounded on a horizontal surface. The tilt sensor 64 is installed on the human-powered vehicle 10 so that the X axis is aligned with the longitudinal direction of the human-powered vehicle 10 when the vehicle is upright with the front wheels 14A and rear wheels 14B grounded on a horizontal surface. Specifically, the tilt sensor 64 is installed so that the positive direction of the X axis coincides with the forward direction of the human-powered vehicle 10 when the vehicle is upright with the front wheels 14A and rear wheels 14B grounded on a horizontal surface and the vehicle is upright.

[0063] The slope is calculated by detecting the angle between the positive Z-axis and the direction of gravity from the acceleration along the X, Y, and Z axes. The angle between the positive Z-axis and the direction of gravity is the pitch angle around the Y-axis. The slope is detected as the pitch angle around the Y-axis.

[0064] When the human-powered vehicle 10 is in motion, the acceleration in the X-axis direction detected by the tilt sensor 64 includes the acceleration of the human-powered vehicle 10 as it moves. The acceleration in the X-axis direction is calculated by correcting the acceleration in the X-axis direction detected by the tilt sensor 64 with the acceleration in the X-axis direction calculated from the vehicle speed detected by the vehicle speed sensor 60. The incline is calculated using the corrected acceleration in the X-axis direction.

[0065] The input device 66 is configured to output the input information to the control unit 52. The input device 66 may include, for example, a cycle computer. The input device 66 may be detachably mounted on the human-powered vehicle 10. The input device 66 may also include a smartphone.

[0066] The external device 68 is, for example, a device that allows the settings of the human-powered vehicle 10 to be changed from the outside. The external device 68 includes at least one of a smart device and a personal computer. The smart device includes at least one of a wearable device such as a smartwatch, a smartphone, and a tablet computer.

[0067] The operating device 38 includes operating switches that are operated by the user's fingers or the like. Preferably, the operating device 38 includes an operating switch for shifting up and an operating switch for shifting down. Shifting up is an operation of the transmission 32 in which the gear ratio of the transmission 32 is changed to an increased value. Shifting down is an operation of the transmission 32 in which the gear ratio of the transmission 32 is changed to a decreased value. Preferably, the operating device 38 is provided on the handlebar 12H.

[0068] The control unit 52 changes the slope region as shown in Figure 3 based on the slope detected by the tilt sensor 64. The slope region includes seven areas: "FLAT", "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3". "FLAT" includes a horizontal road surface. "UP1", "UP2", and "UP3" include road surfaces that slope uphill with respect to the direction of travel of the human-powered vehicle 10. "UP2" is a region with a greater uphill slope than "UP1". "UP3" is a region with a greater uphill slope than "UP2". "DW1", "DW2", and "DW3" include road surfaces that slope downhill with respect to the direction of travel of the human-powered vehicle 10. "DW2" is a region with a greater downhill slope than "DW1". "DW3" is a region with a greater downhill slope than "DW2".

[0069] For example, if the slope area is "FLAT" and the slope is greater than or equal to the first threshold, the slope area is changed from "FLAT" to "UP1". The first threshold is a preset value. The first threshold is a value that indicates an uphill slope. If the slope area is "UP1" and the slope is greater than or equal to the second threshold for one hour or more, the slope area is changed from "UP1" to "UP2". The second threshold is a preset value. The second threshold is greater than the first threshold. The first hour is a preset time. If the slope area is "UP2" and the slope is greater than or equal to the third threshold for two hours or more, the slope area is changed from "UP2" to "UP3". The third threshold is a preset value. The third threshold is greater than the second threshold. The second hour is a preset time. The second hour may be the same as the first hour.

[0070] If the slope region is "UP3" and the slope is below the 4th threshold, the slope region is changed from "UP3" to "UP2". The 4th threshold is a preset value. The 4th threshold is smaller than the 3rd threshold. If the slope region is "UP2" and the slope is below the 5th threshold, the slope region is changed from "UP2" to "UP1". The 5th threshold is a preset value. The 5th threshold is smaller than the 2nd threshold. If the slope region is "UP1" and the slope is below the 6th threshold, the slope region is changed from "UP1" to "FLAT". The 6th threshold is a preset value. The 6th threshold is smaller than the 1st threshold.

[0071] If the slope area is "FLAT" and the slope is below the 7th threshold, the slope area is changed from "FLAT" to "DW1". The 7th threshold is a preset value. The 7th threshold is a value that indicates a downhill slope. If the slope area is "DW1" and the slope remains below the 8th threshold for 3 hours or more, the slope area is changed from "DW1" to "DW2". The 8th threshold is a preset value. The 3rd hour is a preset time. The 8th threshold is smaller than the 7th threshold. If the slope area is "DW2" and the slope remains below the 9th threshold for 4 hours or more, the slope area is changed from "DW2" to "DW3". The 9th threshold is a preset value. The 9th threshold is smaller than the 8th threshold. The 4th hour is a preset time. The 4th hour may be the same as the 3rd hour.

[0072] If the gradient region is "DW3" and the gradient is greater than or equal to the 10th threshold, the gradient region is changed from "DW3" to "DW2". The 10th threshold is a preset value. The 10th threshold is greater than the 9th threshold. If the gradient region is "DW2" and the gradient is greater than or equal to the 11th threshold, the gradient region is changed from "DW2" to "DW1". The 11th threshold is a preset value. The 11th threshold is greater than the 8th threshold. If the gradient region is "DW1" and the gradient is greater than or equal to the 12th threshold, the gradient region is changed from "DW1" to "FLAT". The 12th threshold is a preset value. The 12th threshold is greater than the 7th threshold.

[0073] The control unit 52 controls the gear ratio of the gearbox 32 of the human-powered vehicle 10 according to the gear shifting conditions according to the state of the human-powered vehicle 10 and the input from the operating device 38. The control unit 52 changes the gear shifting conditions according to the slope region. The gear shifting conditions have a predetermined cadence range. The control unit 52 controls the gearbox 32 so that the gear ratio falls within the cadence range.

[0074] The cadence range has a lower threshold. When the cadence is less than the lower threshold, the control unit 52 determines that the gear shifting condition is met and controls the gear shifter 32 to decrease the gear ratio. The cadence range has an upper threshold. When the cadence is greater than the upper threshold, the control unit 52 determines that the gear shifting condition is met and controls the gear shifter 32 to increase the gear ratio.

[0075] The cadence range is set based on the gradient region. The cadence range may be set by the user. At least one of the lower and upper thresholds of the cadence range may be set by the user. The user includes the rider. For example, the cadence range may be set via at least one of the input device 66 and the external device 68. The cadence includes the rotational speed of the crank axle of the human-powered vehicle 10. The cadence may be calculated by dividing the rotational speed of the rear wheel 14B of the human-powered vehicle 10 by the gear ratio of the transmission 32.

[0076] The control unit 52 sets the cadence range based on the gradient region. The cadence range is set for each gradient region, as shown in Figures 4 and 5. The same cadence range may be set for multiple gradient regions.

[0077] When the gradient area is "FLAT", the cadence range is set to the first cadence range. The first cadence range is the range above the first lower threshold and below the first upper threshold. The first lower threshold is set by subtracting the first predetermined value from the reference cadence. The first predetermined value is a value that is set in advance. The first upper threshold is set by adding the first predetermined value to the reference cadence.

[0078] When the gradient area is "UP1", the cadence range is set to the second cadence range. The second cadence range is the range that is greater than or equal to the second lower threshold and less than or equal to the second upper threshold. The second lower threshold is the same as the first lower threshold. The second lower threshold may be a different value from the first lower threshold. The second upper threshold is set by adding a second predetermined value to the standard cadence. The second predetermined value is a value that is set in advance. The second predetermined value is greater than the first predetermined value. The second upper threshold is greater than the first upper threshold.

[0079] When the gradient region is "UP2" or "UP3", the cadence range is set to the third cadence range. The third cadence range is the range that is greater than or equal to the third lower threshold and less than or equal to the third upper threshold. The third lower threshold is greater than the second lower threshold. The third lower threshold is set by subtracting a third predetermined value from the standard cadence. The third predetermined value is a value that is set in advance. The third upper threshold is greater than the second upper threshold. For example, the third upper threshold is the value obtained by adding a fourth predetermined value to the third lower threshold. The fourth predetermined value is greater than the second predetermined value. The cadence ranges in "UP2" and "UP3" may be different ranges.

[0080] When the gradient region is "DW1", the cadence range is set to the first cadence range. The cadence ranges in "FLAT" and "DW1" may be different.

[0081] When the gradient region is "DW2", the cadence range is set to the 4th cadence range. The 4th cadence range is the range that is greater than or equal to the 4th lower threshold and less than or equal to the 4th upper threshold. The 4th lower threshold is smaller than the 1st lower threshold. The 4th lower threshold is set by subtracting the 5th predetermined value from the reference cadence. The 5th predetermined value is a value that is set in advance. The 5th predetermined value is larger than the 1st predetermined value. The 4th upper threshold is smaller than the 1st upper threshold. The 4th upper threshold is set by adding the 6th predetermined value to the reference cadence. The 6th predetermined value is a value that is set in advance. The 6th predetermined value is smaller than the 1st predetermined value.

[0082] When the gradient area is "DW3", the cadence range is set to the 5th cadence range. The 5th cadence range is the range that is greater than or equal to the 5th lower threshold and less than or equal to the 5th upper threshold. The 5th lower threshold is less than the 4th lower cadence. The 5th lower threshold is set by subtracting the 7th predetermined value from the standard cadence. The 7th predetermined value is a value that is set in advance. The 7th predetermined value is greater than the 5th predetermined value. The 5th upper threshold is the same as the 4th upper threshold. The 5th upper threshold is the same as the 4th upper threshold. threshold The value may be different from the given value.

[0083] When the transmission mode is set to automatic transmission mode, the control unit 52 receives input from the operating device 38 and controls the transmission 32 so that the gear ratio is changed in accordance with the input from the operating device 38. For example, if the transmission conditions for automatic transmission mode are met and the gear ratio is automatically changed immediately after a gear change in response to input from the operating device 38, the rider may experience discomfort.

[0084] For example, if the transmission 32 is controlled to increase the gear ratio in response to input from the operating device 38, and then immediately the gear shift condition is met and the transmission is controlled to increase the gear ratio again, it may behave in a way that is unintended by the rider, such as a multi-speed transmission. For example, if the transmission 32 is controlled to increase the gear ratio in response to input from the operating device 38, and then immediately the gear shift condition is met and the transmission is controlled to decrease the gear ratio again, it may behave in a way that cancels the input from the operating device 38 and negates the rider's intentions.

[0085] Therefore, the control unit 52 controls the transmission 32 so that the gear ratio is changed in response to the input from the operating device 38, and then controls the transmission 32 so that even if the gear shifting conditions are met, the change in the gear ratio is suppressed by the gear shift suppression conditions.

[0086] However, if the transmission 32 is controlled to change the gear ratio in response to input from the control device 38, and then controlled under a uniform gear ratio suppression condition regardless of whether the gear ratio is increasing or decreasing, comfort may not be improved.

[0087] Therefore, in response to the input from the operating device 38, the control unit 52 controls the transmission 32 so that after the transmission 32 is controlled to have either a large or small gear ratio, even if the gear conditions are met for the transmission 32 to be controlled to have either a large or small gear ratio, the control unit 52 controls the transmission 32 so that the change in the gear ratio of the transmission 32 is suppressed by the first gear suppression condition.

[0088] The control device 52 controls the transmission 32 so that, even if a shift condition is met in which the transmission 32 is controlled to have either a large or small gear ratio in response to input from the operating device 38, the change in the gear ratio of the transmission 32 is suppressed by a second shift suppression condition which is different from the first shift suppression condition.

[0089] The first gear shift suppression condition is that the period elapsed since the gear ratio was changed in response to the input from the operating device 38 is within the first predetermined period. The second gear shift suppression condition is that the period elapsed since the gear ratio was changed in response to the input from the operating device 38 is within the second predetermined period. The first predetermined period and the second predetermined period are times. The duration of the first predetermined period is different from the duration of the second predetermined period. The second predetermined period is longer than the first predetermined period.

[0090] The second predetermined period is longer than three times the first predetermined period. The second predetermined period is five times the first predetermined period. The first predetermined period is greater than 0 seconds and less than 3 seconds. For example, the first predetermined period is 1 second. For example, the second predetermined period is 5 seconds.

[0091] The first predetermined period and the second predetermined period include the concepts of the distance traveled by the human-powered vehicle 10 and the rotational speed of the crank 22. The first predetermined period may be the period during which the human-powered vehicle 10 travels a first predetermined distance. The second predetermined period may be the period during which the human-powered vehicle 10 travels a second predetermined distance that is different from the first predetermined distance. The first predetermined period may be the period during which the crank 22 rotates continuously for a first predetermined number of rotations. The second predetermined period may be the period during which the crank 22 rotates continuously for a second predetermined number of rotations that is different from the first predetermined number of rotations.

[0092] The control unit 52 sets a first gear shift suppression condition and a second gear shift suppression condition when the transmission 32 is controlled to either have a large or small gear ratio in response to input from the operating device 38.

[0093] The control unit 52 controls the operating device 3 8 If the period elapsed since the gear ratio was changed in response to the input from the control device 3 is within a first predetermined period, the first gear change suppression condition is met, and the transmission 32 is controlled to suppress the change in gear ratio. 8 If the period elapsed since the gear ratio was changed in response to the input is within the second predetermined period, the second gear ratio suppression condition is met, and the transmission 32 is controlled to suppress the change in the gear ratio.

[0094] The control unit 52 controls the transmission 32 so as to prevent the gear ratio from being changed in one direction based on the gear shift conditions until a first predetermined period has elapsed. For example, after the transmission 32 has been controlled to increase the gear ratio in response to an input from the operating device 38, even if a gear shift condition is met that would cause the transmission 32 to increase the gear ratio, the control unit 52 controls the transmission 32 so as to prevent the gear ratio from being changed based on the gear shift conditions until a first predetermined period has elapsed.

[0095] For example, after the transmission 32 has been controlled to reduce the gear ratio in response to an input from the operating device 38, the control unit 52 controls the transmission 32 so that, even if the gear conditions for controlling the transmission 32 to reduce the gear ratio are met, the gear ratio change based on the gear conditions is prohibited until a first predetermined period has elapsed.

[0096] The control unit 52 controls the transmission 32 so as to prevent the gear ratio from being changed to the other gear ratio based on the gear shift conditions until a second predetermined period has elapsed. For example, even if a gear shift condition is met in which the transmission 32 is controlled to decrease the gear ratio after the transmission 32 has been controlled to increase the gear ratio in response to an input from the operating device 38, the control unit 52 controls the transmission 32 so as to prevent the gear ratio from being changed based on the gear shift conditions until a second predetermined period has elapsed.

[0097] For example, the control unit 52 controls the transmission 32 in such a way that, even if a shift condition is met in which the transmission 32 is controlled to increase the gear ratio after the transmission 32 has been controlled to decrease the gear ratio in response to an input from the operating device 38, the transmission 32 will not change the gear ratio based on the shift condition until a second predetermined period has elapsed.

[0098] The control unit 52 sets a first gear shift suppression condition and a second gear shift suppression condition when the transmission 32 is controlled to either have a large or small gear ratio in response to input from the operating device 38.

[0099] In response to input from the operating device 38, the control unit 52 controls the transmission 32 to reduce the gear ratio after the transmission 32 has been controlled to reduce the gear ratio, and if the cadence is less than the lower limit threshold in the cadence range and the first gear shift suppression condition is not met, it controls the transmission 32 to reduce the gear ratio.

[0100] In response to input from the operating device 38, the control unit 52 controls the transmission 32 to increase the gear ratio, and then, if the cadence is less than the lower limit threshold in the cadence range and the second gear suppression condition is not met, it controls the transmission 32 to decrease the gear ratio.

[0101] The control unit 52, in response to input from the operating device 38, controls the transmission 32 to increase the gear ratio, and then, if the cadence is greater than the upper limit threshold in the cadence range and the first gear shift suppression condition is not met, controls the transmission 32 to increase the gear ratio.

[0102] In response to input from the operating device 38, the control unit 52 controls the transmission 32 to increase the gear ratio after the transmission 32 has been controlled to decrease the gear ratio, if the cadence is greater than the upper threshold in the cadence range and the second gear suppression condition is not met.

[0103] During the period when the transmission mode is in automatic transmission mode, the control unit 52 repeatedly executes the manual transmission request process shown in Figure 6 until the power supply is cut off. In step S10, the control unit 52 determines whether there is input from the operating device 38. If the control unit 52 determines in step S10 that there is no input from the operating device 38, it terminates the current process.

[0104] If the control unit 52 determines in step S10 that there is input from the operating device 38, it proceeds to step S11. In step S11, the control unit 52 determines whether the input is from the shift-up switch.

[0105] If the control unit 52 determines in step S11 that there is input from the shift-up switch, it proceeds to step S12. In step S12, the control unit 52 disables automatic shift-up for 1 second and automatic shift-down for 5 seconds, and then terminates the current process. Automatic shift-up is an operation of the transmission 32 in which the transmission 32 is controlled to increase the gear ratio when the conditions for increasing the gear ratio are met. Automatic shift-down is an operation of the transmission 32 in which the transmission 32 is controlled to decrease the gear ratio when the conditions for decreasing the gear ratio are met. The time during which automatic shift-up is disabled in step S12 is the same as in step S1 2 The time for which automatic downshifting is prohibited in step S12 is not limited to 1 second, as long as it is shorter than the time for which automatic upshifting is prohibited in step S12.

[0106] If the control unit 52 determines in step S11 that the input is not from the shift-up switch, it determines that the input is from the shift-down switch and proceeds to step S13. In step S13, the control unit 52 disables automatic shift-up for 5 seconds and automatic shift-down for 1 second, and then terminates the current process. The time for which automatic shift-up is disabled in step S13 is not limited to 5 seconds, as long as it is longer than the time for which automatic shift-down is disabled in step S13. The time for which automatic shift-down is disabled in step S13 is not limited to 1 second, as long as it is shorter than the time for which automatic shift-up is disabled in step S13.

[0107] During the period when the shift mode is in automatic shift mode, the control unit 52 repeatedly executes the automatic shift determination process shown in Figure 7 until the power supply is cut off. In step S20, the control unit 52 determines whether the cadence is greater than the upper threshold.

[0108] The upper limit threshold is the first upper limit threshold when the slope region is "FLAT" or "DW1". The upper limit threshold is the second upper limit threshold when the slope region is "UP1". The upper limit threshold is the third upper limit threshold when the slope region is "UP2" or "UP3". The upper limit threshold is the fourth upper limit threshold when the slope region is "DW2". The upper limit threshold is the fifth upper limit threshold when the slope region is "DW3".

[0109] If the control unit 52 determines in step S20 that the cadence is greater than the upper threshold, it proceeds to step S21. In step S21, the control unit 52 determines whether it is the automatic shift-up prohibition period.

[0110] For example, the automatic upshift prohibition period is 1 second, set in step S12, if the previous gear ratio change was a change that increased the gear ratio in response to input from the operating device 38. The automatic upshift prohibition period is not limited to 1 second, as long as it is shorter than the automatic downshift prohibition period set in step S12, if the previous gear ratio change was a change that increased the gear ratio in response to input from the operating device 38. For example, the automatic upshift prohibition period is 5 seconds, set in step S13, if the previous gear ratio change was a change that decreased the gear ratio in response to input from the operating device 38. The automatic upshift prohibition period is not limited to 5 seconds, as long as it is longer than the automatic downshift prohibition period set in step S13, if the previous gear ratio change was a change that decreased the gear ratio in response to input from the operating device 38.

[0111] If the control unit 52 determines in step S21 that it is not the period during which automatic shift-up is prohibited, it proceeds to step S22. In step S22, the control unit 52 performs an automatic shift-up and terminates the current process. If the control unit 52 determines in step S21 that it is the period during which automatic shift-up is prohibited, it terminates the current process.

[0112] If the control unit 52 determines in step S20 that the cadence is below the upper threshold, it proceeds to step S23. In step S23, the control unit 52 determines whether the cadence is less than the lower threshold.

[0113] The lower threshold is the first lower threshold when the slope region is "FLAT" or "DW1". The lower threshold is the second lower threshold when the slope region is "UP1". The lower threshold is the third lower threshold when the slope region is "UP2" or "UP3". The lower threshold is the fourth lower threshold when the slope region is "DW2". The lower threshold is the fifth lower threshold when the slope region is "DW3".

[0114] If the control unit 52 determines in step S23 that the cadence is less than the lower threshold, it proceeds to step S24. In step S24, the control unit 52 determines whether it is the period during which automatic downshifting is prohibited.

[0115] For example, the automatic downshift prohibition period is 1 second, set in step S13, if the previous gear ratio change was a change that decreased the gear ratio in response to input from the operating device 38. The automatic downshift prohibition period is not limited to 1 second, as long as it is shorter than the automatic upshift prohibition period set in step S13, if the previous gear ratio change was a change that decreased the gear ratio in response to input from the operating device 38. For example, the automatic downshift prohibition period is 5 seconds, set in step S12, if the previous gear ratio change was a change that increased the gear ratio in response to input from the operating device 38. The automatic downshift prohibition period is set in step S12, if the previous gear ratio change was a change that increased the gear ratio in response to input from the operating device 38. shift The duration is not limited to 5 seconds, as long as it is longer than the upload ban period.

[0116] If the control unit 52 determines in step S24 that it is not the period during which automatic downshifting is prohibited, it proceeds to step S25. In step S25, the control unit 52 performs an automatic downshift and terminates the current process. If the control unit 52 determines in step S24 that it is the period during which automatic downshifting is prohibited, it terminates the current process.

[0117] In the control device 30 of the embodiment, the manual shift mode may be omitted. In the control device 30 of the embodiment, any interface from the first interface 52A to the sixth interface 52F that is not necessary for control may be omitted.

[0118] As used herein, the expression "at least one" means "one or more" of the desired options. For example, as used herein, "at least one" means "only one option" or "both of the two options" if there are two options. As another example, as used herein, "at least one" means "only one option" or "a combination of two or more any options" if there are three or more options. [Explanation of symbols]

[0119] 10...Human-powered vehicle, 30...Control device, 32...Transmission device, 38...Operating device, 52...Control unit

Claims

1. A control device for a human-powered vehicle, The system includes a control unit that controls the gear ratio of the transmission of the human-powered vehicle so that the cadence falls within the predetermined cadence range, in accordance with the gear shift conditions corresponding to the state of the human-powered vehicle and the input from the operating device. The control unit, After the transmission is controlled to make the gear ratio large or small in response to the input from the operating device, even if the gear change condition is met in which the transmission is controlled to make the gear ratio one of the two, the transmission is controlled in such a way that the change in the gear ratio of the transmission is suppressed by the first gear change suppression condition. Even if the gear shift condition is met such that, after the gear shift ratio is controlled to be either large or small in response to the input from the operating device, the gear shift device is controlled to be the other gear shift ratio, the gear shift device is controlled so that the change in the gear shift ratio of the gear shift device is suppressed by a second gear shift suppression condition different from the first gear shift suppression condition. A control device that, after the gear shift device has been controlled to increase the gear ratio in response to an input from the operating device, controls the gear shift device to decrease the gear ratio if the cadence is less than the lower limit threshold in the cadence range and the second gear shift suppression condition is not met.

2. A control device for a human-powered vehicle, The system includes a control unit that controls the gear ratio of the transmission of the human-powered vehicle so that the cadence falls within the predetermined cadence range, in accordance with the gear shift conditions corresponding to the state of the human-powered vehicle and the input from the operating device. The control unit, After the transmission is controlled to make the gear ratio large or small in response to the input from the operating device, even if the gear change condition is met in which the transmission is controlled to make the gear ratio one of the two, the transmission is controlled in such a way that the change in the gear ratio of the transmission is suppressed by the first gear change suppression condition. Even if the gear shift condition is met such that, after the gear shift ratio is controlled to be either large or small in response to the input from the operating device, the gear shift device is controlled to be the other gear shift ratio, the gear shift device is controlled so that the change in the gear shift ratio of the gear shift device is suppressed by a second gear shift suppression condition different from the first gear shift suppression condition. A control device that, after the gear shift device has been controlled to increase the gear ratio in response to an input from the operating device, controls the gear shift device to increase the gear ratio if the cadence is greater than the upper threshold in the cadence range and the first gear shift suppression condition is not met.

3. The first gear shift suppression condition is that the period elapsed since the gear ratio was changed in response to the input from the operating device is within a first predetermined period. The second gear shift suppression condition is that the period elapsed since the gear ratio was changed in response to the input from the operating device is within the second predetermined period. The control device according to claim 1 or claim 2, wherein the second predetermined period is different from the first predetermined period.

4. The control device according to claim 3, wherein the second predetermined period is longer than the first predetermined period.

5. The control unit, The control device according to claim 3, which controls the transmission device such that the gear ratio is not changed to one of the gear conditions until the first predetermined period has elapsed.

6. The control device according to claim 3, wherein the control unit controls the transmission device such that the gear ratio is not changed to the other gear ratio based on the gear shift condition until the second predetermined period has elapsed.

7. The control device according to claim 3, wherein the first predetermined period and the second predetermined period are time.

8. The control device according to claim 3, wherein the second predetermined period is longer than three times the first predetermined period.

9. The control device according to claim 3, wherein the second predetermined period is five times the first predetermined period.

10. The control device according to claim 3, wherein the first predetermined period is a time greater than 0 seconds and less than 3 seconds.

11. The control device according to claim 1 or 2, wherein the control unit sets the first gear suppression condition and the second gear suppression condition when the gear shift device is controlled to be either large or small in response to an input from the operating device.

12. The cadence range has a lower threshold, The control device according to claim 1 or 2, wherein the control unit determines that the gear shifting condition is met when the cadence is less than the lower threshold, and controls the gear shifting device to reduce the gear ratio.

13. The control device according to claim 1 or 2, wherein the control unit controls the transmission to reduce the gear ratio in response to an input from the operating device, and then controls the transmission to reduce the gear ratio when the cadence is less than the lower threshold in the cadence range and the first gear reduction suppression condition is not met.

14. The aforementioned cadence range has an upper threshold, The control device according to claim 1 or 2, wherein the control unit determines that the gear shifting condition is met when the cadence is greater than the upper threshold, and controls the gear shifting device so that the gear ratio increases.

15. The control device according to claim 1 or 2, wherein the control unit controls the transmission to increase the gear ratio after the transmission has been controlled to decrease the gear ratio in response to an input from the operating device, and the cadence is greater than the upper threshold in the cadence range and the second gear suppression condition is not met.

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