control device

Abstract

To provide a control device that controls a speed change gear in accordance with a vibration state of a human power-driven vehicle, so as to be able to contribute to comfortable travelling of the human power-driven vehicle.SOLUTION: The control device comprises a control part that when a cadence concerning a rotation speed of a crank shaft of a human power-driven vehicle satisfies a speed change condition, controls a speed change gear so that a change gear ratio is changed. The control part sets the speed change condition so that a speed change condition in a case where a vehicle speed of the human power-driven vehicle is a first vehicle speed is different from a speed change condition in a case where the vehicle speed is a second vehicle speed different from the first vehicle speed.SELECTED DRAWING: Figure 7

Description

Technical Field

[0001] The present disclosure relates to a control device.

Background Art

[0002] Patent Document 1 discloses a control device that automatically selects a gear ratio of a speed change device provided in a bicycle.

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 setting shift conditions according to the vehicle speed.

Means for Solving the Problems

[0005] A control device according to a first aspect of the present disclosure includes a control unit that controls a speed change device to change a gear ratio when a cadence related to the rotational speed of the crankshaft of a human-powered vehicle satisfies a shift condition. The control unit sets the shift condition so that the shift condition when the vehicle speed of the human-powered vehicle is a first vehicle speed is different from the shift condition when the vehicle speed is a second vehicle speed different from the first vehicle speed.

[0006] According to the control device of the first aspect, the control unit can appropriately change the gear ratio of the speed change device of the human-powered vehicle by setting the shift condition according to the vehicle speed of the human-powered vehicle. Therefore, the control device can contribute to comfortable running of the human-powered vehicle.

[0007] In the control device of the second side corresponding to the first side, the control unit controls the transmission to change the gear ratio when the cadence exceeds a predetermined cadence range, and sets the predetermined cadence range based on the vehicle speed.

[0008] According to the control device on the second side, the control unit can suitably change the gear ratio of the transmission of a human-powered vehicle with respect to the vehicle speed and cadence by setting a predetermined cadence range based on the vehicle speed. Therefore, the control device can further contribute to the comfortable driving of the human-powered vehicle.

[0009] In a control device of the third side relating to the second side, the predetermined cadence range is a range that is greater than or equal to the lower limit cadence and less than or equal to the upper limit cadence, and the control unit sets at least one of the lower limit cadence and the upper limit cadence based on the vehicle speed.

[0010] According to the control device on the third side, the control unit can set a predetermined cadence range corresponding to the vehicle speed by setting at least one of a lower limit cadence and an upper limit cadence based on the vehicle speed. Therefore, the control device can further contribute to the comfortable riding of a human-powered vehicle.

[0011] In the control device of the fourth side according to the third side, at least one of the lower cadence and the upper cadence is set by the user.

[0012] According to the control device on the fourth side, the control unit can set a suitable predetermined cadence range according to the rider's condition and other factors. Therefore, the control device can further contribute to the comfortable riding of a human-powered vehicle.

[0013] In the control device of the fifth side corresponding to the fourth side, at least one of the lower limit cadence and the upper limit cadence increases as the vehicle speed increases.

[0014] According to the control device on the fifth side, for example, when the vehicle speed increases, the control unit suppresses an increase in the gear ratio by increasing the upper limit of cadence. For example, when the vehicle speed increases, the control unit promotes a decrease in the gear ratio by increasing the lower limit of cadence. The control unit can suppress an increase in the rider's load when the vehicle speed increases. Therefore, the control device can further contribute to the comfortable riding of human-powered vehicles.

[0015] In a control device of a sixth aspect that conforms to any one of the third to fifth aspects, the predetermined cadence range includes a reference cadence, and at least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence.

[0016] According to the control device on the sixth side, the control unit can set a predetermined cadence range by setting a reference cadence based on the vehicle speed. The control unit can set a suitable predetermined cadence range. Therefore, the control device can further contribute to the comfortable driving of a human-powered vehicle.

[0017] In the control device of the seventh side according to the sixth side, the reference cadence increases as the vehicle speed increases.

[0018] According to the control device on the seventh side, when the vehicle speed increases, the control unit can set a predetermined cadence range to suppress an increase in the rider's load. Therefore, the control device can further contribute to the comfortable riding of human-powered vehicles.

[0019] In a control device of the eighth side according to the sixth or seventh side, if the target reference cadence set based on the vehicle speed is greater than the reference cadence, the control unit increases the reference cadence by a predetermined increase rate so that the reference cadence becomes the target reference cadence.

[0020] According to the control device of the eighth aspect, when the target reference cadence is changed, the control unit can suppress the increase in the change amount of the predetermined cadence range. For example, when the cadence is constant, the control unit can suppress the shift caused by the change in the predetermined cadence range based on the vehicle speed. The control unit can set the predetermined cadence range based on the vehicle speed without giving the rider a sense of discomfort. Therefore, the control device can further contribute to the comfortable running of the human-powered vehicle.

[0021] In the control device of the ninth aspect according to the eighth aspect, when the vehicle speed is equal to or higher than the first vehicle speed threshold value, the control unit changes the target reference cadence, and the first vehicle speed threshold value includes a plurality of threshold values.

[0022] According to the control device of the ninth aspect, the control unit can set at least three or more predetermined cadence ranges according to the increase in the vehicle speed. When the vehicle speed increases, the control unit can set a suitable predetermined cadence range. Therefore, the control device can further contribute to the comfortable running of the human-powered vehicle.

[0023] In the control device of the tenth aspect according to any one of the sixth to ninth aspects, when the target reference cadence set based on the vehicle speed is smaller than the reference cadence, the control unit decreases the reference cadence at a predetermined reduction rate so that the reference cadence becomes the target reference cadence.

[0024] According to the control device of the tenth aspect, when the target reference cadence is changed, the control unit can suppress the increase in the change amount of the predetermined cadence range. For example, when the cadence is constant, the control unit can suppress the shift caused by the change in the predetermined cadence range based on the vehicle speed. The control unit can set the predetermined cadence range based on the vehicle speed without giving the rider a sense of discomfort. Therefore, the control device can further contribute to the comfortable running of the human-powered vehicle.

[0025] In the control device of the 11th aspect according to the 10th aspect, when the vehicle speed becomes equal to or lower than the second vehicle speed threshold value, the control unit changes the target reference cadence, and the second vehicle speed threshold value includes a plurality of threshold values.

[0026] According to the control device of the 11th aspect, the control unit can set at least three or more predetermined cadence ranges in response to a decrease in the vehicle speed. When the vehicle speed decreases, the control unit can set a suitable predetermined cadence range. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

[0027] In the control device of the 12th aspect according to any one of the 8th to 11th aspects, the target reference cadence is set by the user.

[0028] According to the control device of the 12th aspect, the control unit can set a suitable target reference cadence according to the state of the rider or the like. The control unit can set a predetermined cadence range for each target reference cadence. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

[0029] In the control device of the 13th aspect according to any one of the 2nd to 12th aspects, the vehicle speed is the average vehicle speed over a predetermined time.

[0030] According to the control device of the 13th aspect, the control unit can set a predetermined cadence range in which the influence of noise included in the detected vehicle speed is suppressed. The control unit can accurately set a predetermined cadence range according to the average vehicle speed. The control unit can preferably change the gear ratio of the transmission of the human-powered vehicle based on the predetermined cadence range set according to the average vehicle speed. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

[0031] In the control device of the 14th aspect according to the 13th aspect, the average vehicle speed is initialized when the cadence is equal to or lower than a predetermined cadence.

[0032] According to the control device on side 14, the control unit can calculate the average vehicle speed according to the rider's load state. The control unit can set shift conditions according to the rider's load state. The control unit can set shift conditions that are suitable for the rider's condition. Therefore, the control device can further contribute to the comfortable riding of human-powered vehicles.

[0033] In a control device of the 15th side according to the 13th or 14th side, if the acceleration of the human-powered vehicle is greater than or equal to an acceleration determination threshold, or less than or equal to a deceleration determination threshold, the average vehicle speed for a predetermined elapsed time after the acceleration becomes greater than or equal to the acceleration determination threshold or less than or equal to the deceleration determination threshold is maintained at the average vehicle speed before the acceleration becomes greater than or equal to the acceleration determination threshold or less than or equal to the deceleration determination threshold.

[0034] According to the control device on side 15, the control unit can calculate an average vehicle speed in which the influence of noise included in the detected acceleration is suppressed. The control unit can set a suitable predetermined cadence range according to the average vehicle speed. Based on the predetermined cadence range set according to the average vehicle speed, the control unit can suitably change the gear ratio of the transmission of the human-powered vehicle. Therefore, the control device can further contribute to the comfortable driving of the human-powered vehicle.

[0035] In the control device of the 16th side according to the 13th or 14th side, the average vehicle speed is calculated based on the vehicle speed when the acceleration of the human-powered vehicle is less than an acceleration determination threshold and greater than a deceleration determination threshold.

[0036] According to the control device on side 16, the control unit can calculate an average vehicle speed in which the influence of noise included in the detected acceleration is suppressed. The control unit can set a suitable predetermined cadence range according to the average vehicle speed. Based on the predetermined cadence range set according to the average vehicle speed, the control unit can suitably change the gear ratio of the transmission of the human-powered vehicle. Therefore, the control device can further contribute to the comfortable driving of the human-powered vehicle.

[0037] In a control device of the 17th side according to any one of the 2nd to 16th sides, the control unit sets the gear shift condition based on the vehicle speed when the inclination of the human-powered vehicle is within a predetermined inclination range, and the predetermined inclination range includes the inclination when the human-powered vehicle is traveling on a horizontal road surface.

[0038] According to the control device on side 17, when a human-powered vehicle is traveling on a road surface where changes in cadence due to air resistance are likely to occur, the control unit sets the gear shift conditions based on the vehicle speed. The control unit can set gear shift conditions that are suitable for air resistance. Therefore, the control device can further contribute to the comfortable ride of the human-powered vehicle.

[0039] In a control device of the 18th side that conforms to any one of the second to 17th sides, the control unit sets the predetermined cadence range based on the inclination of the human-powered vehicle.

[0040] According to the control device on side 18, the control unit can set shifting conditions according to the incline. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0041] In the control device of the 19th side corresponding to the 18th side, the control unit sets the predetermined cadence range to suppress the reduction in the gear ratio when the human-powered vehicle is traveling downhill.

[0042] According to the control device on side 19, when a human-powered vehicle is traveling downhill and the rider is rotating the crank, the control unit can suppress any discomfort the rider may experience. Therefore, the control device can further contribute to the comfortable riding of the human-powered vehicle.

[0043] In a control device of the 20th side that follows any one of the 1st to 19th sides, the control unit sets the shift conditions according to the vehicle speed and which of the multiple modes the automatic shift mode is.

[0044] According to the control device on side 20, the control unit can set optimal shifting conditions according to the vehicle speed and automatic shift mode. Therefore, the control device can further contribute to the comfortable driving of human-powered vehicles.

[0045] According to the control device of the 21st side corresponding to the 20th side, the control unit sets the gear shift conditions according to whether the automatic transmission mode is a first mode or a second mode different from the first mode. The control unit sets the gear shift conditions such that the gear shift conditions when the automatic transmission mode is the first mode are different from the gear shift conditions when the automatic transmission mode is the second mode.

[0046] According to the control device on side 21, the control unit can set suitable shifting conditions according to the first mode and the second mode. Therefore, the control device can further contribute to the comfortable driving of the human-powered vehicle.

[0047] According to the control device of the 22nd side corresponding to the 21st side, the control unit controls the transmission to change the gear ratio when the cadence exceeds a predetermined cadence range. The predetermined cadence range includes a reference cadence. The second mode has a higher reference cadence than the first mode.

[0048] According to the control device on side 22, when the automatic transmission mode is the second mode, the control unit can make the gear ratio of the transmission smaller than in the first mode. When the automatic transmission mode is the second mode, the control device can reduce the load on the rider's muscles. Therefore, the control device can further contribute to the comfortable riding of human-powered vehicles.

[0049] In a control device of a 23rd side according to any one of the 20th to 22nd sides, the control unit sets the gear shift conditions according to whether the automatic transmission mode is a first mode or a third mode different from the first mode. The control unit sets the gear shift conditions such that the gear shift conditions when the automatic transmission mode is the first mode are different from the gear shift conditions when the automatic transmission mode is the third mode.

[0050] According to the control device on side 23, the control unit can set suitable shifting conditions according to the first mode and the third mode. Therefore, the control device can further contribute to the comfortable driving of the human-powered vehicle.

[0051] According to the control device of the 24th side in accordance with the 23rd side, the control unit controls the transmission to change the gear ratio when the cadence exceeds a predetermined cadence range. The predetermined cadence range includes a reference cadence. In the third mode, the reference cadence is smaller than in the first mode.

[0052] According to the control device on side 24, when the automatic transmission mode is the third mode, the control unit can increase the gear ratio of the transmission compared to the first mode. When the automatic transmission mode is the third mode, the control device can increase the speed of the human-powered vehicle with a lower cadence. Therefore, the control device can further contribute to the comfortable ride of the human-powered vehicle. [Effects of the Invention]

[0053] According to the control device of this disclosure, by setting the gear shift conditions according to the vehicle speed, it is possible to contribute to the comfortable driving of a human-powered vehicle. [Brief explanation of the drawing]

[0054] [Figure 1] Figure 1 is a side view of a human-powered vehicle equipped with a control device according to the first embodiment. [Figure 2] Figure 2 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device according to the first embodiment. [Figure 3] Figure 3 shows a method for changing the inclination state according to the first embodiment. [Figure 4] Figure 4 is a diagram (part 1) showing the predetermined cadence range for each inclination state according to the first embodiment. [Figure 5] Figure 5 is a diagram (part 2) showing the predetermined cadence range for each inclination state according to the first embodiment. [Figure 6] Figure 6 is a state transition diagram of the driving state of a human-powered vehicle according to the first embodiment. [Figure 7] Figure 7 is a flowchart showing an example of the control flow of the control device according to the first embodiment. [Figure 8] Figure 8 is a state transition diagram of the vehicle speed state according to the first embodiment. [Figure 9] Figure 9 shows the relationship between the vehicle speed state and the automatic transmission mode in a human-powered vehicle according to the second embodiment. [Figure 10] Figure 10 is a flowchart showing an example of the control flow of the control device according to the second embodiment. [Modes for carrying out the invention]

[0055] (First Embodiment) 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, hybrid bikes, city bikes, cargo bikes, handcycles, and recumbent bikes, as long as it can be driven by human power at least. The human-powered vehicle 10 may be a single-wheeled vehicle or a vehicle with 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.

[0056] 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 front-to-back direction of the human-powered vehicle 10. The Y axis corresponds to the left-to-right direction of the human-powered vehicle 10. The Z axis corresponds to the up-to-down direction of the human-powered vehicle 10.

[0057] 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 also includes a front fork 12F, a stem 12G, and a handlebar 12H. The front fork 12F and stem 12G are connected to the head tube 12A. The handlebar 12H is connected to the stem 12G. The human-powered vehicle 10 also includes 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.

[0058] 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.

[0059] The drivetrain 16 may include pulleys and a belt instead of the front chainwheel 24, rear sprocket 28, and chain 26, and may also include bevel gears and shafts. 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 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 located coaxially with the axis of rotation of the crank 22. The axis of rotation of the rear sprocket 28 is located coaxially with the axis of rotation of the rear wheel 14B.

[0060] 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 down tube 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.

[0061] 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 when the human-powered driving force applied to the pedals 20 is transmitted 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.

[0062] 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 provided, for example, 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.

[0063] The transmission system 18 is configured to change the gear ratio of the transmission 32 through manual and automatic transmission modes. The control device 30 has manual and automatic transmission modes as transmission modes. The transmission mode is switched by the rider.

[0064] 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 gear shift operating 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.

[0065] 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 also stores, for example, information regarding gear shifting conditions.

[0066] 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 working area. 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.

[0067] 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, and the electric actuator 40 via at least one of an electrical cable and a wireless communication device. The control unit 52 is connected to the external device 68 via at least one of an electrical cable and a wireless communication device. The control unit 52 is connected to the battery 34 via an electrical cable.

[0068] 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 gear shift operating device 38.

[0069] The first interface 52A to the sixth interface 52F include, for example, at least one of a cable connection port and a 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 wirelessly communicate based on wireless communication standards such as Bluetooth® and ANT+.

[0070] An electrical cable connected to the vehicle speed sensor 60 may be fixed to the first interface 52A. An electrical cable connected to the crank rotation sensor 62 may be fixed to the second interface 52B. An electrical cable connected to the tilt sensor 64 may be fixed to the third interface 52C. An electrical cable connected to the input device 66 may be fixed to the fourth interface 52D. The fifth interface 52E includes, for example, a wireless communication device. An electrical cable connected to the gear shift operating device 38 may be connected to the sixth interface 52F.

[0071] 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 one or more magnets attached to the spokes, disc brake rotor, or hub of the wheel 14.

[0072] 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, on 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.

[0073] 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.

[0074] 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.

[0075] The tilt sensor 64 is configured to output information regarding the tilt 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 tilt is the attitude angle of the human-powered vehicle 10. The tilt includes the attitude angle of the human-powered vehicle 10 with respect to the road surface on which the human-powered vehicle 10 is traveling. When the human-powered vehicle 10 is traveling uphill, the tilt is a positive value. When the human-powered vehicle 10 is traveling downhill, the tilt is a negative value.

[0076] 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.

[0077] The inclination 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 inclination is detected as the pitch angle around the Y-axis.

[0078] 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 during its movement. 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 tilt is calculated using the corrected acceleration in the X-axis direction.

[0079] The input device 66 is configured to output the input information to the control unit 52. The input device 66 includes, 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.

[0080] The external device 68 is, for example, a device that can change the settings of the human-powered vehicle 10 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.

[0081] The gear shift control device 38 includes an operating switch that is operated by the user's fingers or the like. Preferably, the gear shift control device 38 includes an operating switch for upshifting and an operating switch for downshifting. Preferably, the gear shift control device 38 is mounted on the handlebar 12H.

[0082] If the shift mode is automatic shift mode and the state variables related to the drive of the human-powered vehicle 10 satisfy the shift condition, the control unit 52 controls the transmission 32 to change the gear ratio. The state variables related to the drive of the human-powered vehicle 10 include at least one of cadence, speed, and human-powered driving force acting on the drivetrain 16. For example, the state variable related to the drive of the human-powered vehicle 10 is cadence. Cadence includes the rotational speed of the crankshaft of the human-powered vehicle 10. If the cadence related to the rotational speed of the crankshaft of the human-powered vehicle 10 satisfies the shift condition, the control unit 52 controls the transmission 32 to change the gear ratio. 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. The control unit 52 sets the shift condition based on the incline state.

[0083] The control unit 52 changes the inclination state as shown in Figure 3 based on the inclination detected by the inclination sensor 64. The inclination state includes seven states: "FLAT", "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3". "FLAT" includes a state of a horizontal road surface. "UP1", "UP2", and "UP3" include states of an uphill inclination relative to the direction of travel of the human-powered vehicle 10. "UP2" is a state of a greater uphill inclination than "UP1". "UP3" is a state of a greater uphill inclination than "UP2". "DW1", "DW2", and "DW3" include states of a downhill inclination relative to the direction of travel of the human-powered vehicle 10. "DW2" is a state of a greater downhill inclination than "DW1". "DW3" is a state of a greater downhill inclination than "DW2".

[0084] For example, if the slope state is "FLAT" and the slope is greater than or equal to the first threshold, the slope state 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 state is "UP1" and the slope is greater than or equal to the second threshold for one hour or more, the slope state 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 state is "UP2" and the slope is greater than or equal to the third threshold for two hours or more, the slope state 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.

[0085] If the slope state is "UP3" and the slope is below the 4th threshold, the slope state is changed from "UP3" to "UP2". The 4th threshold is a pre-set value. The 4th threshold is smaller than the 3rd threshold. If the slope state is "UP2" and the slope is below the 5th threshold, the slope state is changed from "UP2" to "UP1". The 5th threshold is a pre-set value. The 5th threshold is smaller than the 2nd threshold. If the slope state is "UP1" and the slope is below the 6th threshold, the slope state is changed from "UP1" to "FLAT". The 6th threshold is a pre-set value. The 6th threshold is smaller than the 1st threshold.

[0086] If the slope state is "FLAT" and the slope is below the 7th threshold, the slope state is changed from "FLAT" to "DW1". The 7th threshold is a preset value. The 7th threshold is a value that indicates a downward slope. If the slope state is "DW1" and the slope is below the 8th threshold for 3 hours or more, the slope state 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 state is "DW2" and the slope is below the 9th threshold for 4 hours or more, the slope state 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.

[0087] If the slope state is "DW3" and the slope is greater than or equal to the 10th threshold, the slope state is changed from "DW3" to "DW2". The 10th threshold is a preset value. The 10th threshold is greater than the 9th threshold. If the slope state is "DW2" and the slope is greater than or equal to the 11th threshold, the slope state is changed from "DW2" to "DW1". The 11th threshold is a preset value. The 11th threshold is greater than the 8th threshold. If the slope state is "DW1" and the slope is greater than or equal to the 12th threshold, the slope state is changed from "DW1" to "FLAT". The 12th threshold is a preset value. The 12th threshold is greater than the 7th threshold.

[0088] When the shift mode is automatic shift mode and the state variable related to the drive of the human-powered vehicle 10 is cadence, the shift condition is a condition related to cadence. If the cadence exceeds a predetermined cadence range, the control unit 52 determines that the shift condition is met. If the cadence exceeds the predetermined cadence range, the control unit 52 controls the gear shift device 32 to change the gear ratio. The predetermined cadence range is the range that is greater than or equal to the lower limit cadence and less than or equal to the upper limit cadence. The predetermined cadence range includes the reference cadence. At least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence. If the cadence is greater than the upper limit cadence, the control unit 52 controls the gear shift device 32 to increase the gear ratio. If the cadence is less than the lower limit cadence, the control unit 52 controls the gear shift device 32 to decrease the gear ratio. The predetermined cadence range is set based on the incline state. A predetermined cadence range may be set by the user. A reference cadence may be set by the user. At least one of the lower and upper cadence limits may be set by the user. The user includes a rider. For example, the predetermined cadence range may be set via at least one of the input device 66 and the external device 68.

[0089] The control unit 52 sets a predetermined cadence range based on the inclination of the human-powered vehicle 10. The predetermined cadence range is set for each inclination state, as shown in Figures 4 and 5. The same predetermined cadence range may be set for multiple inclination states.

[0090] When the incline is "FLAT", the predetermined cadence range is set to the first predetermined cadence range. The first predetermined cadence range is the range that is greater than or equal to the first lower limit cadence and less than or equal to the first upper limit cadence. The first lower limit cadence 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 limit cadence is set by adding the first predetermined value to the reference cadence.

[0091] When the incline is "UP1", the predetermined cadence range is set to the second predetermined cadence range. The second predetermined cadence range is the range that is greater than or equal to the second lower limit cadence and less than or equal to the second upper limit cadence. The second lower limit cadence is the same as the first lower limit cadence. The second lower limit cadence may be a different value from the first lower limit cadence. The second upper limit cadence is set by adding the second predetermined value to the base 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 limit cadence is greater than the first upper limit cadence.

[0092] When the incline is "UP2", the predetermined cadence range is set to the third predetermined cadence range. The third predetermined cadence range is the range that is greater than or equal to the third lower limit cadence and less than or equal to the third upper limit cadence. The third lower limit cadence is greater than the second lower limit cadence. The third lower limit cadence is set by subtracting the third predetermined value from the larger of the cadence when the incline is greater than or equal to the second threshold cadence and the reference cadence. The third predetermined value is a value that is set in advance. The third upper limit cadence is greater than the second upper limit cadence. For example, the third upper limit cadence is the larger of the value obtained by adding the fourth predetermined value to the reference cadence and the fifth predetermined value. The fourth predetermined value is a value that is set in advance. The fourth predetermined value is greater than the second predetermined value. The fifth predetermined value is a value that is set in advance. The fifth predetermined value is an upper limit that is set regardless of the reference cadence.

[0093] When the incline is "UP3", the predetermined cadence range is set to the fourth predetermined cadence range. The fourth predetermined cadence range is the range that is greater than or equal to the fourth lower limit cadence and less than or equal to the fourth upper limit cadence. The fourth lower limit cadence is greater than the third lower limit cadence. For example, the fourth lower limit cadence is set by subtracting the sixth predetermined value from the larger of the cadence when the incline is greater than or equal to the third threshold cadence and the reference cadence. The sixth predetermined value is a value that is set in advance. The sixth predetermined value is less than the fourth predetermined value. The fourth upper limit cadence is the same as the third upper limit cadence. The fourth upper limit cadence may be a value greater than the third upper limit cadence.

[0094] When the incline is "DW1", the predetermined cadence range is set to the fifth predetermined cadence range. The fifth predetermined cadence range is the range that is greater than or equal to the fifth lower limit cadence and less than or equal to the fifth upper limit cadence. For example, the fifth predetermined cadence range is the same range as the first predetermined cadence range. The fifth predetermined cadence range may be set to a range different from the first predetermined cadence range. For example, the fifth lower limit cadence may be smaller than the first lower limit cadence. The control unit 52 may set the predetermined cadence range in such a way as to suppress the gear ratio from becoming smaller when the human-powered vehicle 10 is traveling downhill.

[0095] When the incline is "DW2", the predetermined cadence range is set to the 6th predetermined cadence range. The 6th predetermined cadence range is the range that is greater than or equal to the 6th lower limit cadence and less than or equal to the 6th upper limit cadence. The 6th lower limit cadence is less than the 1st lower limit cadence. The 6th lower limit cadence is set by subtracting the 7th predetermined value from the reference cadence. The 7th predetermined value is a value that is set in advance. The 7th predetermined value is greater than the 1st predetermined value. The 6th upper limit cadence is less than the 1st upper limit cadence. The 6th upper limit cadence is set by adding the 8th predetermined value to the reference cadence. The 8th predetermined value is a value that is set in advance. The 8th predetermined value is less than the 1st predetermined value. The 6th lower limit cadence may be a lower limit value that is set regardless of the reference cadence.

[0096] When the incline is "DW3", the predetermined cadence range is set to the 7th predetermined cadence range. The 7th predetermined cadence range is the range that is greater than or equal to the 7th lower limit cadence and less than or equal to the 7th upper limit cadence. The 7th lower limit cadence is less than the 6th lower limit cadence. The 7th lower limit cadence is set by subtracting the 9th predetermined value from the reference cadence. The 9th predetermined value is a value that is set in advance. The 9th predetermined value is greater than the 7th predetermined value. The 7th upper limit cadence is the same as the 6th upper limit cadence. The 7th upper limit cadence may be a different value from the 6th upper limit cadence. The 7th predetermined cadence range may be set to the same range as the 6th predetermined cadence range. At least one of the 7th upper limit cadence and the 7th lower limit cadence may be a lower limit value that is set regardless of the reference cadence.

[0097] As shown in Figure 6, the control unit 52 sets the driving state of the human-powered vehicle 10 based on the vehicle speed and acceleration. The acceleration is calculated by differentiating the vehicle speed with respect to time. The control unit 52 sets the driving state of the human-powered vehicle 10 to one of the following: "stopped," "accelerating," "cruising," and "deceleration." The control unit 52 sets the driving state of the human-powered vehicle 10 when the shift mode is automatic shift mode. The control unit 52 sets the driving state of the human-powered vehicle 10 until the automatic shift mode is deactivated or until the power supply is cut off. The control unit 52 may also set the driving state of the human-powered vehicle 10 when the shift mode is manual mode.

[0098] If the vehicle speed is zero, the control unit 52 sets the driving state to "stopped". If the driving state is "stopped" and the vehicle speed is greater than zero, the control unit 52 changes the driving state from "stopped" to "accelerating". If the driving state is "accelerating" and the acceleration is zero or greater, the control unit 52 maintains the driving state in the "accelerating" state. If the driving state is "accelerating" and the acceleration is less than zero, the control unit 52 changes the driving state from "accelerating" to "cruising". If the acceleration is less than zero, the human-powered vehicle 10 decelerates.

[0099] If the driving state is "cruising state" and the acceleration condition is met, the control unit 52 changes the driving state from "cruising state" to "acceleration state". If the state in which the acceleration is equal to or greater than the acceleration judgment threshold continues for the first judgment time or longer, the control unit 52 determines that the acceleration condition is met. If the state in which the acceleration is equal to or greater than the acceleration judgment threshold does not continue for the first judgment time or longer, the control unit 52 determines that the acceleration condition is not met. The acceleration judgment threshold is a preset value. The acceleration judgment threshold is a positive value. The first judgment time is a preset time. The first judgment time is the time it takes for the change in acceleration caused by noise to converge.

[0100] If the driving state is "cruising state" and the deceleration condition is met, the control unit 52 changes the driving state from "cruising state" to "deceleration state". If the state in which the acceleration is below the deceleration judgment threshold continues for a first judgment time or longer, the control unit 52 determines that the deceleration condition is met. If the state in which the acceleration is below the deceleration judgment threshold does not continue for a first judgment time or longer, the control unit 52 determines that the deceleration condition is not met. The deceleration judgment threshold is a value that is set in advance. The deceleration judgment threshold is a negative value.

[0101] If the driving state is "cruising state" and the vehicle speed is zero, the control unit 52 changes the driving state from "cruising state" to "stopped". If the driving state is "cruising state", the acceleration is less than the acceleration judgment threshold, the acceleration is greater than the deceleration judgment threshold, and the vehicle speed is not zero, the control unit 52 maintains the driving state in "cruising state".

[0102] If the driving state is "deceleration state" and the acceleration is greater than zero, the control unit 52 changes the driving state from "deceleration state" to "cruising state". If the driving state is "deceleration state" and the vehicle speed is zero, the control unit 52 changes the driving state from "deceleration state" to "stopped". If the driving state is "deceleration state" and the acceleration is zero or less, the control unit 52 maintains the driving state in "deceleration state".

[0103] When the shift mode is set to automatic shift mode, the control unit 52 sets the shift conditions such that the shift conditions when the speed of the human-powered vehicle 10 is at a first speed are different from the shift conditions when the speed is at a second speed which is different from the first speed. The control unit 52 sets a predetermined cadence range based on the vehicle speed. The vehicle speed used to set the shift conditions is the average vehicle speed over a predetermined period of time. The predetermined period of time is a time set in advance. The average vehicle speed is the average vehicle speed when the running state of the human-powered vehicle 10 is in a "cruising state" and the inclination state of the human-powered vehicle 10 is "FLAT". The control unit 52 calculates the average vehicle speed. If the acceleration of the human-powered vehicle 10 is greater than or equal to the acceleration judgment threshold, the average vehicle speed for a predetermined period of time after the acceleration judgment threshold is exceeded is maintained at the average vehicle speed before the acceleration judgment threshold was exceeded. If the acceleration of the human-powered vehicle 10 is below a deceleration threshold, the average vehicle speed for a predetermined elapsed time after the acceleration falls below the deceleration threshold is maintained at the average vehicle speed before the acceleration fell below the deceleration threshold. The predetermined elapsed time is a preset time. The predetermined elapsed time is the time it takes for changes in vehicle speed caused by noise to converge. The predetermined elapsed time is the same as the first judgment time. The predetermined elapsed time may be a different time from the first judgment time. Vehicle speeds detected during the predetermined elapsed time after the acceleration of the human-powered vehicle 10 exceeds the acceleration threshold are not used in the calculation of the average vehicle speed. Vehicle speeds detected during the predetermined elapsed time after the acceleration of the human-powered vehicle 10 falls below the deceleration threshold are not used in the calculation of the average vehicle speed. The average vehicle speed may be calculated based on the vehicle speed when the acceleration of the human-powered vehicle 10 is less than the acceleration threshold and greater than the deceleration threshold. If the cadence is below a predetermined cadence, the average vehicle speed is initialized. The predetermined cadence is a preset cadence. The predetermined cadence is the cadence when the rider is coasting and not rotating the crank 22. For example, the predetermined cadence is zero. If the cadence is less than or equal to the predetermined cadence, the average speed will be zero. The average speed may be calculated without using the speed when the cadence is less than or equal to the predetermined cadence.

[0104] When the gear shift mode is automatic gear shift mode, the control unit 52 sets a predetermined cadence range by executing the control flow shown in Figure 7.

[0105] In step S10, the control unit 52 determines whether the inclination state of the human-powered vehicle 10 is "FLAT". If the inclination state is not "FLAT", the control unit 52 proceeds to step S11. In step S11, the control unit 52 sets a predetermined cadence range according to the inclination state. For example, if the inclination state is "UP1", the control unit 52 sets the predetermined cadence range to the second predetermined cadence range. After setting the predetermined cadence range, the control unit 52 terminates the current process.

[0106] If the inclination state of the human-powered vehicle 10 is "FLAT", the control unit 52 proceeds to step S12. In step S12, the control unit 52 determines whether the driving state of the human-powered vehicle 10 is "cruising state". If the driving state is not "cruising state", the control unit 52 proceeds to step S13. In step S13, the control unit 52 sets the predetermined cadence range to the first predetermined cadence range. The first predetermined cadence range set in step S13 is not changed according to the vehicle speed. After setting the predetermined cadence range to the first predetermined cadence range, the control unit 52 terminates the current process.

[0107] In step S13, if the driving state of the human-powered vehicle 10 is "cruising state", the control unit 52 proceeds to step S14. In step S14, the control unit 52 sets the vehicle speed state. The vehicle speed state includes four states: "LOW", "MID", "HIGH", and "EXT HIGH". The vehicle speed state may include two states, or three states. The vehicle speed state may include five or more states. As shown in Figure 8, the control unit 52 sets the vehicle speed state from "LOW", "MID", "HIGH", and "EXT HIGH" based on the average vehicle speed. The initial state of the vehicle speed state is, for example, "MID". The initial state of the vehicle speed state is not limited to "MID". The initial state of the vehicle speed state may also be "LOW". When power supply is started, the control unit 52 sets the vehicle speed state to the initial state.

[0108] "LOW" is the vehicle speed state with the lowest average vehicle speed. "MID" is the vehicle speed state with a higher average vehicle speed than "LOW". "HIGH" is the vehicle speed state with a higher average vehicle speed than "MID". "EXT HIGH" is the vehicle speed state with a higher average vehicle speed than "HIGH". The control unit 52 only allows transitions of the vehicle speed state from the current state to at least one of the following vehicle speed states: one with an average vehicle speed one step higher than the current state, and one with an average vehicle speed one step lower than the current state. For example, the control unit 52 allows a transition from "MID" to "HIGH" or "LOW", but does not allow a transition from "MID" to "EXT HIGH". If the vehicle speed state is "MID" and the average vehicle speed corresponds to "EXT HIGH", the control unit 52 changes the vehicle speed state from "MID" to "HIGH". If the average vehicle speed remains at "EXT HIGH," the control unit 52 changes the vehicle speed state from "HIGH" to "EXT HIGH." The control unit 52 may permit any change to the vehicle speed state.

[0109] If the vehicle speed state is "LOW" and the average vehicle speed is equal to or greater than the first predetermined vehicle speed, the control unit 52 changes the vehicle speed state from "LOW" to "MID". The first predetermined vehicle speed is a pre-set vehicle speed. For example, the first predetermined vehicle speed is 22 km / h.

[0110] If the vehicle speed state is "MID" and the average vehicle speed is greater than or equal to the second predetermined vehicle speed, the control unit 52 changes the vehicle speed state from "MID" to "HIGH". The second predetermined vehicle speed is a preset vehicle speed. The second predetermined vehicle speed is greater than the first predetermined vehicle speed. For example, the second predetermined vehicle speed is 27 km / h. If the vehicle speed state is "MID", the average vehicle speed is less than or equal to the third predetermined vehicle speed, and the average vehicle speed is greater than the fourth predetermined vehicle speed, the control unit 52 changes the vehicle speed state from "MID" to "LOW". The third predetermined vehicle speed is a preset vehicle speed. The third predetermined vehicle speed is less than the first predetermined vehicle speed. For example, the third predetermined vehicle speed is 20 km / h. The fourth predetermined vehicle speed is a preset vehicle speed. The fourth predetermined vehicle speed is less than the third predetermined vehicle speed. For example, the fourth predetermined vehicle speed is 15 km / h. In this case, even if the driving state is "cruising state," if the average vehicle speed is below the fourth predetermined vehicle speed, the control unit 52 maintains the vehicle speed state as "MID." If the vehicle speed state is "MID" and the average vehicle speed is below the third predetermined vehicle speed, the control unit 52 may change the vehicle speed state from "MID" to "LOW" even if the average vehicle speed is below the fourth predetermined vehicle speed.

[0111] If the vehicle speed state is "HIGH" and the average vehicle speed is equal to or greater than the 5th predetermined vehicle speed, the control unit 52 changes the vehicle speed state from "HIGH" to "EXT HIGH". The 5th predetermined vehicle speed is preset. The 5th predetermined vehicle speed is greater than the 2nd predetermined vehicle speed. For example, the 5th predetermined vehicle speed is 32 km / h. If the vehicle speed state is "HIGH" and the average vehicle speed is equal to or less than the 6th predetermined vehicle speed, the control unit 52 changes the vehicle speed state from "HIGH" to "MID". The 6th predetermined vehicle speed is preset. The 5th predetermined vehicle speed is less than the 2nd predetermined vehicle speed. For example, the 6th predetermined vehicle speed is 25 km / h.

[0112] If the vehicle speed state is "EXT HIGH" and the average vehicle speed is less than or equal to the 7th predetermined vehicle speed, the control unit 52 changes the vehicle speed state from "EXT HIGH" to "HIGH". The 7th predetermined vehicle speed is preset. The 7th predetermined vehicle speed is less than the 5th predetermined vehicle speed. For example, the 7th predetermined vehicle speed is 30 km / h.

[0113] After setting the vehicle speed state in step S14, the control unit 52 proceeds to step S15. From step S15 onward, the control unit 52 sets the gear shift conditions based on the average vehicle speed. The control unit 52 sets the gear shift conditions based on the average vehicle speed if the incline of the human-powered vehicle 10 is within a predetermined incline range. The predetermined incline range includes the state where the incline is "FLAT". The predetermined incline range includes the incline when the human-powered vehicle 10 is traveling on a horizontal road surface. The predetermined incline range is the range where the incline is greater than the seventh threshold and less than the first threshold.

[0114] In step S15, the control unit 52 sets a target reference cadence based on the average vehicle speed. The control unit 52 sets the target cadence based on the vehicle speed state. If the average vehicle speed is equal to or greater than the first vehicle speed threshold, the control unit 52 changes the target reference cadence. The first vehicle speed threshold is the vehicle speed at which the vehicle speed state is changed. The first vehicle speed threshold includes multiple thresholds. The first vehicle speed threshold includes a first predetermined vehicle speed, a second predetermined vehicle speed, and a fourth predetermined vehicle speed. If the average vehicle speed is equal to or less than the second vehicle speed threshold, the control unit 52 changes the target reference cadence. The second vehicle speed threshold is the vehicle speed at which the vehicle speed state is changed. The second vehicle speed threshold includes multiple thresholds. The second vehicle speed threshold includes a third predetermined vehicle speed, a fifth predetermined vehicle speed, and a sixth predetermined vehicle speed. The target reference cadence is set to a different value depending on each vehicle speed state. The target reference cadence may be set by the user.

[0115] When the vehicle speed state is "LOW", the control unit 52 sets the target reference cadence to the first target reference cadence. When the vehicle speed state is "MID", the control unit 52 sets the target reference cadence to the second target reference cadence. The second target reference cadence is greater than the first target reference cadence. For example, the second target reference cadence is 7.5 rpm greater than the first target reference cadence. When the vehicle speed state is "HIGH", the control unit 52 sets the target reference cadence to the third target reference cadence. The third target cadence is greater than the second target cadence. For example, the third target reference cadence is 7.5 rpm greater than the second target reference cadence. When the vehicle speed state is "EXT HIGH", the control unit 52 sets the target reference cadence to the fourth target reference cadence. The fourth target reference cadence is greater than the third target reference cadence. For example, the fourth target reference cadence is 7.5 rpm greater than the third target reference cadence. After setting the target reference cadence in step S15, the control unit 52 proceeds to step S16.

[0116] In step S16, the control unit 52 determines whether the current reference cadence matches the target reference cadence. If the current reference cadence matches the target reference cadence, the control unit 52 terminates the current process. If the current reference cadence does not match the target reference cadence, the control unit 52 proceeds to step S17.

[0117] In step S17, the control unit 52 changes the reference cadence. The control unit 52 sets the reference cadence relative to the target reference cadence. When power supply is started, the control unit 52 sets the target reference cadence of the initial vehicle speed state as the initial value of the reference cadence. Since the target reference cadence increases as the average vehicle speed increases, the reference cadence also increases as the average vehicle speed increases. The control unit 52 sets the reference cadence so that it gradually approaches the target reference cadence.

[0118] If the target reference cadence, set based on the average vehicle speed, is greater than the reference cadence, the control unit 52 increases the reference cadence by a predetermined increase rate so that the reference cadence becomes the target reference cadence. The predetermined increase rate is a preset value. The predetermined increase rate is the amount of increase in cadence per unit time. If the target reference cadence, set based on the average vehicle speed, is less than the reference cadence, the control unit 52 decreases the reference cadence by a predetermined decrease rate so that the reference cadence becomes the target reference cadence. The predetermined decrease rate is a preset value. The predetermined decrease rate is the amount of decrease in cadence per unit time. After changing the reference cadence in step S17, the control unit 52 proceeds to step S18.

[0119] In step S18, the control unit 52 updates the first predetermined cadence range. The control unit 52 sets at least one of a lower limit cadence and an upper limit cadence based on the average vehicle speed. The control unit 52 updates the first predetermined cadence range by setting the lower limit cadence and upper limit cadence relative to the reference cadence. At least one of the lower limit cadence and upper limit cadence increases as the average vehicle speed increases. For example, the lower limit cadence is a value smaller than the reference cadence by a first predetermined value. The upper limit cadence is a value larger than the reference cadence by a first predetermined value. The lower limit cadence and upper limit cadence are changed by changing the reference cadence based on the average vehicle speed. The control unit 52 changes the first predetermined cadence range based on the average vehicle speed. For example, as the average vehicle speed increases, the upper limit cadence increases. In this case, the larger the average vehicle speed, the more the gear ratio does not increase. For example, as the average vehicle speed increases, the lower limit cadence increases. In this case, the higher the average vehicle speed, the more the gear ratio decreases. The control unit 52 gradually shifts the first predetermined cadence range so that the reference cadence matches the target reference cadence.

[0120] For example, if the current vehicle speed state is "MID" and the average vehicle speed exceeds the second predetermined speed, the vehicle speed state is changed from "MID" to "HIGH". The target reference cadence is changed from the second target cadence to the third target cadence. The reference cadence is set to increase at a predetermined rate of increase. The lower limit cadence and upper limit cadence are set for the reference cadence, which increases at a predetermined rate of increase. The reference cadence is changed until it matches the third target cadence. The first predetermined cadence range is changed in accordance with the change in the reference cadence.

[0121] (Second Embodiment) A human-powered vehicle 10 according to the second embodiment will be described. Descriptions of the same configuration and control as the human-powered vehicle 10 according to the first embodiment will be omitted. The human-powered vehicle 10 according to the second embodiment has multiple modes as automatic transmission modes. The control unit 52 sets the transmission conditions according to the vehicle speed state and the automatic transmission mode. Specifically, when the inclination state is "FLAT" and the driving state is "cruising state", the control unit 52 sets the transmission conditions according to the vehicle speed state and the automatic transmission mode. The control unit 52 sets the transmission conditions according to the vehicle speed and whether the automatic transmission mode is one of the multiple modes. The control unit 52 sets the transmission conditions according to whether the automatic transmission mode is the first mode or the second mode. The second mode is different from the first mode. The control unit 52 sets the transmission conditions such that the transmission conditions when the automatic transmission mode is the first mode are different from the transmission conditions when the automatic transmission mode is the second mode. The control unit 52 sets the shift conditions according to whether the automatic transmission mode is the first mode or the third mode. The third mode is different from the first mode. The control unit 52 sets the shift conditions so that the shift conditions when the automatic transmission mode is the first mode are different from the shift conditions when the automatic transmission mode is the third mode.

[0122] The vehicle speed states include "LOW", "MID", "HIGH", and "EXT HIGH". The automatic transmission mode may include either the second mode or the third mode, and the first mode. The automatic transmission mode may include four or more modes. The first mode is the reference mode of the automatic transmission mode. The first mode corresponds, for example, to the automatic transmission mode according to the first embodiment. The second mode has a higher reference cadence than the first mode. The reference cadence of the second mode is higher than the reference cadence of the first mode at the same vehicle speed state. The third mode has a lower reference cadence than the first mode. The reference cadence of the third mode is lower than the reference cadence of the first mode at the same vehicle speed state.

[0123] As shown in Figure 9, the control unit 52 sets a target reference cadence based on the vehicle speed state and the automatic transmission mode. When the automatic transmission mode is the first mode, the control unit 52 sets the target reference cadence according to the vehicle speed state. When the automatic transmission mode is the first mode, the control unit 52 sets the target reference cadence to one of the first to fourth target reference cadences according to the vehicle speed state "LOW", "MID", "HIGH", and "EXT HIGH", similar to the first embodiment.

[0124] When the automatic shift mode is in mode 2, the control unit 52 sets the target cadence to one of the target cadences from target 5 to target 8, depending on the vehicle speed. When the automatic shift mode is in mode 2 and the vehicle speed is "LOW", the control unit 52 sets the target cadence to target 5. Target 5 is greater than target 1. For example, target 5 is 10 rpm greater than target 1. When the automatic shift mode is in mode 2 and the vehicle speed is "MID", the control unit 52 sets the target cadence to target 6. Target 6 is greater than target 2. For example, target 6 is 11.5 rpm greater than target 2. When the automatic shift mode is in mode 2 and the vehicle speed is "HIGH", the control unit 52 sets the target cadence to target 7. The seventh target cadence is greater than the third target cadence. For example, the seventh target cadence is 12.5 rpm greater than the third target cadence. When the automatic shift mode is the second mode and the vehicle speed state is "EXT HIGH", the control unit 52 sets the target cadence to the eighth target cadence. The eighth target cadence is greater than the fourth target cadence. For example, the eighth target cadence is 12.5 rpm greater than the fourth target cadence.

[0125] When the automatic transmission mode is set to the second mode, the control unit 52 sets the reference cadence to match each target cadence set according to the vehicle speed state. When the automatic transmission mode is set to the second mode, the control unit 52 sets a first predetermined cadence range relative to the reference cadence.

[0126] When the automatic shift mode is in the third mode, the control unit 52 sets the target cadence to one of the ninth to twelfth target cadences, depending on the vehicle speed state. When the automatic shift mode is in the third mode and the vehicle speed state is "LOW", the control unit 52 sets the target cadence to the ninth target cadence. The ninth target cadence is smaller than the first target cadence. For example, the ninth target cadence is 7.5 rpm smaller than the first target cadence. When the automatic shift mode is in the third mode and the vehicle speed state is "MID", the control unit 52 sets the target cadence to the tenth target cadence. The tenth target cadence is smaller than the second target cadence. For example, the tenth target cadence is 7.5 rpm smaller than the second target cadence. When the automatic shift mode is the third mode and the vehicle speed state is "HIGH", the control unit 52 sets the target cadence to the 11th target cadence. The 11th target cadence is smaller than the 4th target cadence. For example, the 11th target cadence is 7.5 rpm smaller than the 4th target cadence. When the automatic shift mode is the third mode and the vehicle speed state is "EXT HIGH", the control unit 52 sets the target cadence to the 12th target cadence. The 12th target cadence is smaller than the 4th target cadence. For example, the 12th target cadence is 7.5 rpm smaller than the 4th target cadence.

[0127] When the automatic transmission mode is set to the third mode, the control unit 52 sets the reference cadence to match each target cadence set according to the vehicle speed state. When the automatic transmission mode is set to the third mode, the control unit 52 sets a first predetermined cadence range relative to the reference cadence.

[0128] When the gear shift mode is automatic gear shift mode, the control unit 52 sets a predetermined cadence range by executing the control flow shown in Figure 10.

[0129] The processes from steps S10 to S14 are the same as the processes from steps S10 to S14 in Figure 7.

[0130] After setting the vehicle speed state in step S14, the control unit 52 sets the target cadence in step S20 based on the vehicle speed state and the automatic shift mode. The processes from steps S16 to S18 are the same as the processes from steps S16 to S18 in Figure 7.

[0131] The control unit 52 may set a gear shift suppression time according to each automatic gear shift mode. The gear shift suppression time is the time during which gear shifting is prohibited after coasting. When the automatic gear shift mode is the first mode, the control unit 52 sets the gear shift suppression time to the first suppression time. When the automatic gear shift mode is the second mode, the control unit 52 sets the gear shift suppression time to the second suppression time. The second suppression time is shorter than the first suppression time. When the automatic gear shift mode is the second mode, the time from the end of coasting until the start of gear shifting determination is shorter than when the automatic gear shift mode is the first mode. When the automatic gear shift mode is the third mode, the control unit 52 sets the gear shift suppression time to the third suppression time. The third suppression time is longer than the first suppression time. When the automatic gear shift mode is the third mode, the control unit 52 slows down the responsiveness of gear shifting to cadence. This allows the control unit 52 to prevent, for example, a change in the gear ratio immediately after coasting is completed.

[0132] When the incline is "UP2", the control unit 52 may set a lower limit cadence according to each automatic transmission mode. When the incline is "UP2", the control unit 52 may set a third predetermined value according to each automatic transmission mode. For example, when the automatic transmission mode is the second mode, the control unit 52 makes the third predetermined value smaller than the third predetermined value when the automatic transmission mode is the first mode. This allows the control unit 52 to quickly reduce the gear ratio when the automatic transmission mode is the second mode, the road surface on which the human-powered vehicle 10 is traveling is uphill, and the cadence decreases.

[0133] In the modified version, the control device 30 may set a predetermined cadence range based on the vehicle speed, regardless of the inclination state of the human-powered vehicle 10. When the inclination state of the human-powered vehicle 10 is one of "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3", the control device 30 in the modified version may set a predetermined cadence range based on the vehicle speed.

[0134] In the control device 30 of the embodiment, the manual shift mode may be omitted. In the control device 30 of the embodiment, among the first interface 52A to the sixth interface 52F, interfaces that are not necessary for control may be omitted.

[0135] 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]

[0136] 10...Human-powered vehicle, 18...Transmission system, 22...Crank, 30...Control device, 32...Transmission device, 52...Control unit, 60...Vehicle speed sensor, 62...Crank rotation sensor, 64...Tilt sensor

Claims

1. The vehicle is equipped with a control unit that controls the transmission to change the gear ratio when the cadence, which is related to the rotational speed of the crankshaft of a human-powered vehicle, satisfies the gear shifting conditions. The control unit, The gear shift conditions are set such that the gear shift conditions when the vehicle speed of the human-powered vehicle is a first vehicle speed are different from the gear shift conditions when the vehicle speed is a second vehicle speed different from the first vehicle speed. If the cadence exceeds a predetermined cadence range, the transmission is controlled to change the gear ratio. Based on the vehicle speed, the predetermined cadence range is set, The predetermined cadence range is a range that is greater than or equal to the lower limit cadence and less than or equal to the upper limit cadence. A control device in which the lower limit cadence and the upper limit cadence increase as the vehicle speed increases.

2. The control device according to claim 1, wherein the control unit sets at least one of the lower limit cadence and the upper limit cadence based on the vehicle speed.

3. The control device according to claim 2, wherein at least one of the lower cadence and the upper cadence is set by the user.

4. The predetermined cadence range includes a reference cadence which is the basis for setting the predetermined cadence range. The control device according to any one of claims 1 to 3, wherein at least one of the lower limit cadence and the upper limit cadence is set by subtracting or adding a predetermined value to the reference cadence.

5. The control device according to claim 4, wherein the reference cadence increases as the vehicle speed increases.

6. The control device according to claim 4 or 5, wherein the control unit increases the reference cadence by a predetermined increase rate so that the reference cadence becomes the target reference cadence when the target reference cadence set based on the vehicle speed is greater than the reference cadence.

7. The control unit changes the target reference cadence when the vehicle speed becomes equal to or greater than the first vehicle speed threshold. The control device according to claim 6, wherein the first vehicle speed threshold includes a plurality of thresholds.

8. The control device according to any one of claims 4 to 7, wherein the control unit reduces the reference cadence by a predetermined reduction rate so that the reference cadence becomes the target reference cadence when the target reference cadence set based on the vehicle speed is smaller than the reference cadence.

9. The control unit changes the target reference cadence when the vehicle speed falls below the second vehicle speed threshold. The control device according to claim 8, wherein the second vehicle speed threshold includes a plurality of thresholds.

10. The control device according to any one of claims 6 to 9, wherein the target reference cadence is set by the user.

11. The control device according to any one of claims 1 to 10, wherein the vehicle speed is the average vehicle speed over a predetermined period of time.

12. The control device according to claim 11, wherein the average vehicle speed is initialized when the cadence is less than or equal to a predetermined cadence.

13. The control device according to claim 11 or 12, wherein if the acceleration of the human-powered vehicle is greater than or equal to an acceleration threshold, or less than or equal to a deceleration threshold, the average vehicle speed for a predetermined elapsed time after the acceleration becomes greater than or equal to the acceleration threshold, or less than or equal to the deceleration threshold, is maintained at the average vehicle speed before the acceleration becomes greater than or equal to the acceleration threshold, or less than or equal to the deceleration threshold.

14. The control device according to claim 11 or 12, wherein the average vehicle speed is calculated based on the vehicle speed when the acceleration of the human-powered vehicle is less than an acceleration determination threshold and greater than a deceleration determination threshold.

15. The control unit sets the gear shifting conditions based on the vehicle speed when the inclination of the human-powered vehicle is within a predetermined inclination range. The control device according to any one of claims 1 to 14, wherein the predetermined inclination range includes the inclination when the human-powered vehicle travels on a horizontal road surface.

16. The control device according to claim 15, wherein the control unit sets the predetermined cadence range based on the inclination of the human-powered vehicle when the inclination of the human-powered vehicle is outside the predetermined inclination range.

17. The control device according to claim 16, wherein the control unit sets the predetermined cadence range to suppress the reduction in the gear ratio when the human-powered vehicle is traveling downhill.

18. The control device according to any one of claims 1 to 17, wherein the control unit sets the gear shift conditions according to the vehicle speed and which of the multiple automatic shift modes the automatic shift mode is.

19. The control unit sets the gear shift conditions according to whether the automatic shift mode is the first mode or a second mode different from the first mode. The control device according to claim 18, wherein the control unit sets the gear conditions such that the gear conditions when the automatic transmission mode is the first mode are different from the gear conditions when the automatic transmission mode is the second mode.

20. The control unit controls the transmission to change the gear ratio when the cadence exceeds a predetermined cadence range. The predetermined cadence range includes a reference cadence which is the basis for setting the predetermined cadence range. The control device according to claim 19, wherein the second mode has a reference cadence greater than that of the first mode.

21. The control unit sets the gear shift conditions according to whether the automatic shift mode is the first mode or a third mode different from the first mode. The control device according to any one of claims 18 to 20, wherein the control unit sets the gear conditions such that the gear conditions when the automatic transmission mode is the first mode are different from the gear conditions when the automatic transmission mode is the third mode.

22. The control unit controls the transmission to change the gear ratio when the cadence exceeds a predetermined cadence range. The predetermined cadence range includes a reference cadence which is the basis for setting the predetermined cadence range. The control device according to claim 21, wherein the third mode has a smaller reference cadence than the first mode.

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