control device

Abstract

To provide a control device that can contribute to comfortable running of a human-driven vehicle by appropriately changing a speed change suppression condition in accordance with an obliquity region of a road surface.SOLUTION: A control device controls a human-driven vehicle, and comprises a control part that sets an obliquity region in accordance with the obliquity of a road surface on which the human-driven vehicle runs and controls a speed change device on the basis of a speed change condition for the human-driven vehicle. When a speed change suppression condition is satisfied, the control part controls the speed change device so that a change gear ratio of the speed change device is prevented from changing even if the speed change condition is satisfied. The control part changes the speed change condition in accordance with an obliquity region of the road surface on which the human-driven vehicle runs.SELECTED DRAWING: Figure 6

Description

Technical Field

[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 transmission control that automatically changes 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 transmission 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 driving of a human-powered vehicle by suitably changing a shift suppression condition according to a slope region of a road surface.

Means for Solving the Problems

[0005] The control device according to the first aspect is a control device for a human-powered vehicle. The control device includes a control unit that sets a slope region according to the slope of the road surface on which the human-powered vehicle travels and controls a transmission based on the shift condition of the human-powered vehicle. When the shift suppression condition is satisfied, the control unit controls the transmission so that the change in the gear ratio of the transmission is suppressed even if the shift condition is satisfied. The control unit changes the shift suppression condition according to the slope region of the road surface on which the human-powered vehicle travels.

[0006] According to the control device on the first side, by suitably changing the gear shift suppression conditions according to the slope region of the road surface, it can contribute to the comfortable driving of a human-powered vehicle.

[0007] In a control device on a second side corresponding to a first side, the control unit modifies the gear shift suppression conditions so as to relax the gear shift suppression conditions when the uphill gradient of the road surface is greater than a predetermined first incline.

[0008] According to the control device on the second side, when the uphill gradient of the road surface is greater than the first gradient, the control of the transmission that reduces the gear ratio is suppressed, thereby preventing an increase in the load on the rider. Therefore, the control device can contribute to the comfortable riding of a human-powered vehicle.

[0009] In the control device of the third side relating to the second side, the gear shift suppression condition includes a first gear shift suppression condition. The control unit modifies the first gear shift suppression condition so that it is met when the rotation of the crank of the human-powered vehicle changes from a state in which rotation of the crank has stopped to a state in which rotation of the crank has started, and so that the first gear shift suppression condition is relaxed according to the slope region of the road surface.

[0010] According to the control device on the third side, for example, the first gear shift suppression condition can be relaxed when the uphill gradient of the road surface is greater than the first gradient. As a result, the control device is more likely to change to a smaller gear ratio after pedaling has started, thus reducing the load on the rider. Therefore, the control device can contribute to the comfortable ride of a human-powered vehicle.

[0011] In a control device of a fourth side relating to a second or third side, the gear shift suppression condition includes a second gear shift suppression condition. The control unit changes the second gear shift suppression condition so that it is met when the rotational force of the crank of the human-powered vehicle is transmitted from a state in which it is not transmitted to the wheels of the human-powered vehicle to a state in which it is transmitted to the wheels, and the second gear shift suppression condition is relaxed according to the slope region of the road surface.

[0012] According to the control device on the fourth side, for example, the second gear shift suppression condition can be relaxed when the uphill gradient of the road surface is greater than the first gradient. As a result, the control device is more likely to change the gear ratio to a smaller value after the state in which the rotational force of the crank is transmitted from a state in which it is not transmitted to the wheels to a state in which it is transmitted to the wheels, thereby reducing the load on the rider. Therefore, the control device can contribute to the comfortable riding 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 so that the gear ratio is changed in response to an input from an operating device. Even if the slope of the road surface is greater than the first slope and the gear suppression conditions are changed so that the gear suppression conditions are relaxed, if the control unit controls the transmission so that the gear ratio is changed in response to an input from an operating device, the control unit controls the transmission so that the change in the gear ratio is suppressed even if the gear condition is met.

[0014] According to the control device on the fifth side, if the gear ratio is changed in response to input from the operating device, the gear ratio can be maintained even if the gear shifting conditions are met, as changed by the rider's will. Therefore, the control device can contribute to the comfortable riding of a human-powered vehicle.

[0015] In a control device of a sixth side according to at least one of the second to fifth sides, the control unit controls the transmission device such that, if the uphill gradient of the road surface is greater than a second gradient greater than 0 percent and less than the first gradient, the transmission suppression condition is not relaxed, and the change in the gear ratio of the transmission device is suppressed even if the transmission condition is met.

[0016] According to the control device on the sixth side, in situations where the uphill gradient of the road surface is smaller than the first gradient and the likelihood of a sudden change in the load on the rider is low, unnecessary changes in the gear ratio can be suppressed. Therefore, the control device can contribute to the comfortable riding of human-powered vehicles.

[0017] In the control device of the seventh side according to the fifth side, the gear shift suppression condition includes a third gear shift suppression condition and a fourth gear shift suppression condition different from the third gear shift suppression condition. The control unit controls the transmission so that the third gear shift suppression condition is met when the uphill gradient of the road surface is a third gradient greater than a predetermined first gradient, and even if the gear shift condition is met, the change in the gear ratio of the transmission is suppressed by the third gear shift suppression condition. The control unit controls the transmission so that the fourth gear shift suppression condition is met when the uphill gradient of the road surface is a fourth gradient greater than a predetermined third gradient, and even if the gear shift condition is met, the change in the gear ratio of the transmission is suppressed by the fourth gear shift suppression condition. ru.

[0018] According to the control device on the seventh side, for example, the fourth gear reduction condition can be set lower than the third gear reduction condition. This makes it easier for the control device to change the gear ratio so that, for example, after changing the gear ratio in response to the input of the operating device, if the uphill gradient of the road surface is greater than the first gradient, the gear ratio decreases as the uphill gradient of the road surface increases. Therefore, the control device can contribute to the comfortable driving of human-powered vehicles.

[0019] The 1 In a control device of the eighth side that conforms to at least one of the seventh side, the control unit controls the gear shift so that the gear ratio falls within a predetermined cadence range.

[0020] The 8 According to the side-mounted control device, by keeping the cadence within a predetermined range, the load on the rider can be maintained within a certain range. Therefore, the control device can contribute to the comfortable riding of a human-powered vehicle.

[0021] In the control device of the ninth side according to the eighth side, the cadence range has an upper threshold and a lower threshold.

[0022] According to the control device of the ninth aspect, by selecting an upper limit value and a lower limit value that do not impose an excessive load on the rider, the fatigue of the rider can be reduced. Therefore, the control device can contribute to the comfortable running of the human-powered vehicle.

[0023] In the control device of the tenth aspect according to the ninth aspect, when the cadence is smaller than the lower threshold value and the shift suppression condition is not satisfied, the control unit controls the transmission so that the gear ratio becomes smaller.

[0024] According to the control device of the tenth aspect, for example, when the load applied to the rider increases and the cadence becomes smaller than the lower threshold value, the fatigue of the rider can be reduced by changing the gear ratio so that the gear ratio becomes smaller. Therefore, the control device can contribute to the comfortable running of the human-powered vehicle.

[0025] In the control device of the eleventh aspect according to the ninth or tenth aspect, when the cadence is larger than the upper threshold value and the shift suppression condition is not satisfied, the control unit controls the transmission so that the gear ratio becomes larger.

[0026] According to the control device of the eleventh aspect, for example, when the load applied to the rider decreases and the cadence becomes larger than the upper threshold value, the running speed can be increased while reducing the cadence by changing the gear ratio so that the gear ratio becomes larger. Therefore, the control device can contribute to the comfortable running of the human-powered vehicle.

Effect of the Invention

[0027] According to the control device of the present disclosure, by suitably changing the shift suppression condition according to the slope region of the road surface, it is possible to contribute to the comfortable running of the human-powered vehicle.

Brief Description of the Drawings

[0028] [Figure 1] FIG. 1 is a side view of a human-powered vehicle equipped with the 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 shows an example of a gear shift suppression table according to the embodiment. [Figure 7] Figure 7 is a flowchart showing an example of the gear shift acceptance process according to the embodiment. [Figure 8] Figure 8 shows a modified example of the gear shift suppression table according to the embodiment. [Modes for carrying out the invention]

[0029] A control device 30 for a human-powered vehicle will be described with reference to Figures 1 to 8. 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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+.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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 incline is calculated using the corrected acceleration in the X-axis direction.

[0053] 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.

[0054] 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.

[0055] 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. Preferably, the operating device 38 is mounted on the handlebar 12H.

[0056] The control unit 52 sets the slope region according to the road surface on which the human-powered vehicle 10 travels. The control unit 52 changes the slope region as shown in Figure 3 based on the slope detected by the inclination sensor 64. The slope region includes seven regions: "FLAT", "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3". "FLAT" includes a horizontal road surface. "UP1", "UP2", and "UP3" include road surfaces that are sloped 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 are sloped 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".

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] The control unit 52 controls the transmission 32 based on the gear shifting conditions of the human-powered vehicle 10. The control unit 52 changes the gear shifting conditions according to the gradient region. The gear shifting conditions have a predetermined cadence range. The predetermined cadence range has an upper threshold and a lower threshold. The control unit 52 controls the transmission 32 so that the gear ratio falls within the predetermined cadence range.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] For example, if the transmission mode is automatic transmission mode, frequent changes in the transmission ratio due to the fulfillment of transmission conditions may cause discomfort to the rider. Therefore, when the transmission suppression conditions are met, the control unit 52 controls the transmission 32 so that changes in the transmission ratio are suppressed even when the transmission conditions are met.

[0072] However, if the transmission 32 is controlled to change the gear ratio, and then controlled under uniform gear ratio suppression conditions regardless of the situation of the human-powered vehicle 10, comfort may not be improved. For example, if the transmission 32 is controlled to suppress the change in gear ratio even when the gear ratio conditions are met while climbing a slope, the load on the rider may increase significantly, potentially causing fatigue.

[0073] Therefore, the control unit 52 changes the gear shift suppression conditions according to the slope region of the road surface on which the human-powered vehicle 10 is traveling. For example, if the uphill slope of the road surface is greater than a predetermined first slope, the control unit 52 changes the gear shift suppression conditions so that the gear shift suppression conditions are relaxed.

[0074] The first slope is, for example, the slope region of "UP1". The first slope may also be the maximum slope within the slope region of "UP1". The first slope may also be the slope region of "UP2". The first slope may also be the maximum slope within the slope region of "UP2". The first slope may also be the slope region of "UP3". The first slope may also be the maximum slope within the slope region of "UP3".

[0075] The gear shift suppression conditions include a first gear shift suppression condition. The control unit 52 determines that the first gear shift suppression condition is met when the rotation of the crank 22 of the human-powered vehicle 10 changes from a state where it has stopped to a state where it has started to rotate, and modifies the first gear shift suppression condition so that it is relaxed according to the slope region of the road surface.

[0076] The first gear shift suppression condition is that the period elapsed since the gear ratio was changed is within a first predetermined period. The first predetermined period is a number of hours. The first predetermined period is greater than 0 seconds and less than 5 seconds. For example, the first predetermined period is 5 seconds. The control unit 52 shortens the first predetermined period from 5 seconds to 1 second by changing the first gear shift suppression condition so that the first gear shift suppression condition is relaxed.

[0077] The gear shift suppression conditions include a second gear shift suppression condition. The control unit 52 determines that the second gear shift suppression condition is met when the rotational force of the crank 22 of the human-powered vehicle 10 is transmitted to the wheels 14 of the human-powered vehicle 10, and modifies the second gear shift suppression condition so that it is relaxed according to the slope region of the road surface.

[0078] The second gear shift suppression condition is that the period elapsed since the gear ratio was changed is within a second predetermined period. The second predetermined period is a number of hours. The second predetermined period is greater than 0 seconds and less than 5 seconds. For example, the second predetermined period is 5 seconds. The control unit 52 shortens the second predetermined period from 5 seconds to 1 second by changing the second gear shift suppression condition so that the second gear shift suppression condition is relaxed.

[0079] The second predetermined period may be of a different length than the first predetermined period. The length of the second predetermined period shortened when the second gear shift suppression condition is changed may be different from the length of the first predetermined period shortened when the first gear shift suppression condition is changed.

[0080] 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 the first predetermined distance. The second predetermined period may be the period during which the human-powered vehicle 10 travels the second predetermined distance. The first predetermined distance may be the same distance as the second predetermined distance. The first predetermined distance may be a different distance from the second predetermined distance.

[0081] The first predetermined period may be the period during which the crank 22 rotates continuously for a first predetermined rotational speed. The second predetermined period may be the period during which the crank 22 rotates continuously for a second predetermined rotational speed. The first predetermined rotational speed may be the same as the second predetermined rotational speed. The first predetermined rotational speed may be different from the second predetermined rotational speed.

[0082] The control unit 52 controls the gear shift device 32 so as to suppress the change in gear ratio if the first gear shift suppression condition is met within a first predetermined period after starting to pedal. Starting to pedal refers to the state of the human-powered vehicle 10 when the rotation of the crank 22 of the human-powered vehicle 10 starts to rotate again, after the rotation of the crank 22 has stopped.

[0083] For example, if the uphill gradient of the road surface is less than or equal to the first gradient after starting to pedal, the control unit 52 controls the gear shift device 32 so that the gear ratio cannot be changed based on the gear shift conditions until 5 seconds have elapsed. If the uphill gradient of the road surface is greater than the first gradient after starting to pedal, the control unit 52 controls the gear shift device 32 so that the gear ratio cannot be changed based on the gear shift conditions until 1 second has elapsed.

[0084] The control unit 52 controls the transmission 32 so as to suppress the change in gear ratio if the second gear change suppression condition is met within the second predetermined period after coasting. Coasting refers to a state in which the rotational force of the crank 22 of the human-powered vehicle 10 is not transmitted to the wheels 14 of the human-powered vehicle 10. After coasting refers to the state of the human-powered vehicle 10 when the rotational force of the crank 22 of the human-powered vehicle 10 is transmitted to the wheels 14, rather than when it is not.

[0085] For example, if the uphill gradient of the road surface is less than or equal to the first gradient after coasting, the control unit 52 controls the transmission 32 so that the gear ratio cannot be changed based on the gear shifting conditions until 5 seconds have elapsed. If the uphill gradient of the road surface is greater than the first gradient after coasting, the control unit 52 controls the transmission 32 so that the gear ratio cannot be changed based on the gear shifting conditions until 1 second has elapsed.

[0086] The control unit 52 controls the transmission 32 so that the gear ratio becomes smaller when the cadence is less than the lower threshold and the gear shift suppression condition is not met. The control unit 52 controls the transmission 32 so that the gear ratio becomes larger when the cadence is greater than the upper threshold and the gear shift suppression condition is not met.

[0087] The control unit 52 accepts manual intervention for changing the gear ratio, regardless of whether it is in manual or automatic shift mode. Manual intervention refers to a state in the human-powered vehicle 10 in which the transmission 32 is controlled to change the gear ratio in response to input from the operating device 38.

[0088] The control unit 52 controls the transmission 32 so that the gear ratio is changed in response to input from the operating device 38, regardless of whether it is in manual or automatic shift mode. Even if the uphill gradient of the road surface is greater than the first gradient and the shift suppression conditions are changed to relax the shift suppression conditions, if the control unit 52 controls the transmission 32 so that the gear ratio is changed in response to input from the operating device 38, the change in the gear ratio is suppressed even if the shift conditions are met.

[0089] The control unit controls the transmission 32 so as to suppress changes in the gear ratio of the transmission 32 even if the gear shifting conditions are met, without relaxing the gear shifting suppression conditions if the uphill gradient of the road surface is greater than a second gradient greater than 0 percent and less than the first gradient. In this case, the first gradient is, for example, the maximum gradient in the gradient region of "UP1". In this case, the second gradient is, for example, the uphill gradient of the road surface in the gradient region of "UP1" is greater than 0 percent.

[0090] The control device 30 pre-stores, for example, the gear shift suppression table shown in Figure 6 in the storage unit 50. The gear shift condition suppression table is a table that associates slope regions, human-powered vehicle states, and gear shift suppression conditions. In the gear shift suppression table, for example, when the human-powered vehicle state is after pedaling has started, the first gear shift suppression conditions are associated with slope regions "DW3", "DW2", "DW1", "FLAT", and "UP1". In the gear shift suppression table, for example, when the human-powered vehicle state is after pedaling has started, the first relaxed gear shift suppression conditions are associated with slope regions "UP2" and "UP3". The first relaxed gear shift condition is, for example, the first gear shift suppression condition that has been relaxed so that the first predetermined period is shortened.

[0091] In the gear shift suppression table, for example, if the human-powered vehicle is in a coasting state, the second gear shift suppression condition is associated with the gradient regions "DW3", "DW2", "DW1", "FLAT", and "UP1". In the gear shift suppression table, for example, if the human-powered vehicle is in a coasting state, the relaxed second gear shift suppression condition is associated with the gradient regions "UP2" and "UP3". The relaxed second gear shift condition is, for example, a second gear shift suppression condition that has been relaxed so that the second predetermined period is shortened. In the gear shift suppression table, for example, if the human-powered vehicle is in a manual intervention state, the first gear shift suppression condition or the second gear shift suppression condition is associated with all gradient regions.

[0092] The control unit 52 repeatedly executes the gear shift acceptance process shown in Figure 7 from the time power supply to the human-powered vehicle 10 is started until it is stopped. When power supply to the human-powered vehicle 10 is started, the control unit 52 determines in step S10 whether or not the gear shift condition has been met.

[0093] If the control unit 52 determines in step S10 that the gear shifting condition is not met, it terminates the current process. If the control unit 52 determines in step S10 that the gear shifting condition is met, it proceeds to step S11.

[0094] In step S11, the control unit 52 performs a slope region determination process. In the slope region determination process, the control unit 52 determines the slope region that includes the slope of the road surface on which the human-powered vehicle 10 is traveling, based on information detected by the inclination sensor 64, for example, and proceeds to step S12.

[0095] In step S12, the control unit 52 performs a human-powered vehicle state determination process. In the human-powered vehicle state determination process, the control unit 52 determines the state of the human-powered vehicle 10. For example, based on the information detected by the crank rotation sensor 62, the control unit 52 determines whether the human-powered vehicle 10 has started to pedal or not.

[0096] For example, the control unit 52 determines whether the state of the human-powered vehicle 10 is after coasting based on information detected by the vehicle speed sensor 60 and the crank rotation sensor 62. If the crank rotation sensor 62 has a torque sensor, the control unit 52 determines whether the state of the human-powered vehicle 10 is after coasting based on information detected by the crank rotation sensor 62. For example, the control unit 52 determines whether the state of the human-powered vehicle 10 is after manual intervention based on input from the operating device 38.

[0097] Control unit 5 2 In step S12, once the human-powered vehicle state determination process is completed, the system proceeds to step S13. In step S13, the control unit 52 executes the gear shift suppression condition setting process. In the gear shift suppression condition setting process, the control unit 52 refers to the gear shift suppression condition table and sets gear shift suppression conditions associated with the slope region determined by the slope region determination process and the state of the human-powered vehicle 10 determined by the human-powered vehicle state determination process.

[0098] Control unit 5 2 In step S13, once the gear shift suppression condition setting process is completed, the process moves to step S14. In step S14, the control unit 52 determines whether the gear shift suppression condition has been met. If the control unit 52 determines in step S14 that the gear shift suppression condition has been met, it terminates the current process.

[0099] If the control unit 52 determines in step S14 that the gear shift suppression condition is not met, it proceeds to step S15. 52 In step S15, the transmission 32 is controlled so that the gear ratio is changed, and the process ends.

[0100] The control device 30 can store the gear shift suppression condition table shown in Figure 8 in the storage unit 50 instead of the gear shift suppression condition table shown in Figure 6. In the gear shift suppression condition table shown in Figure 8, the gear shift suppression conditions include a third gear shift suppression condition and a fourth gear shift suppression condition that is different from the third gear shift suppression condition.

[0101] In the gear shift suppression condition table shown in Figure 8, when the state of the human-powered vehicle 10 is after manual intervention, the third gear shift suppression condition is associated with the slope region "UP2". In the gear shift suppression condition table shown in Figure 8, when the state of the human-powered vehicle 10 is after manual intervention, the fourth gear shift suppression condition is associated with the slope region "UP3".

[0102] When the gear shift suppression condition table shown in Figure 8 is stored in the storage unit 50, the control unit 52 determines that the third gear shift suppression condition is met when the uphill gradient of the road surface is greater than the predetermined first gradient (a third gradient), and even if the gear shift condition is met, the third gear shift suppression condition prevents the gear ratio of the transmission 32 from changing. Change speed device 32 This controls the slope. The third slope is, for example, the slope region of "UP2".

[0103] The control unit 52 controls the transmission 32 such that when the uphill gradient of the road surface is greater than a predetermined third gradient (a fourth gradient), the fourth gear shift suppression condition is met, and even if the gear shift condition is met, the fourth gear shift suppression condition suppresses the change in the gear ratio of the transmission 32. 4 The gradient is, for example, the gradient range of "UP3".

[0104] Control unit 5 2The fourth gear shift suppression condition is set so that the degree of suppression under the third gear shift suppression condition is lower than the degree of suppression under the third gear shift suppression condition. The third gear shift suppression condition is that the period elapsed since the gear ratio was changed is within the third predetermined period, which is shorter than the first predetermined period. The fourth gear shift suppression condition is that the period elapsed since the gear ratio was changed is within the fourth predetermined period, which is shorter than the third predetermined period.

[0105] This results in the control unit. 5 2, after manual intervention and when the road surface gradient is greater than the first gradient region, controls the transmission 32 in such a way that the gear ratio is more easily changed as the gradient region increases, while suppressing changes in the gear ratio.

[0106] 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.

[0107] 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]

[0108] 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 sets a gradient range according to the gradient of the road surface on which the human-powered vehicle travels, and controls the transmission based on the gear shifting conditions of the human-powered vehicle. The control unit, When the gear shift suppression condition is met, the transmission is controlled so that the change in the gear ratio of the transmission is suppressed even if the gear shift condition is met. The gear shift suppression conditions are changed according to the gradient region of the road surface on which the human-powered vehicle travels. If the uphill gradient of the road surface is greater than a predetermined first gradient, the gear shift suppression conditions are changed so that the gear shift suppression conditions are relaxed. The aforementioned gear shift suppression conditions include a first gear shift suppression condition, The control unit, A control device that modifies the first gear shift suppression condition so that it is met when the rotation of the crank of the human-powered vehicle changes from a stopped state to a state where the rotation of the crank begins, and the first gear shift suppression condition is relaxed according to the slope region of the road surface.

2. A control device for a human-powered vehicle, The system includes a control unit that sets a gradient range according to the gradient of the road surface on which the human-powered vehicle travels, and controls the transmission based on the gear shifting conditions of the human-powered vehicle. The control unit, When the gear shift suppression condition is met, the transmission is controlled so that the change in the gear ratio of the transmission is suppressed even if the gear shift condition is met. The gear shift suppression conditions are changed according to the gradient region of the road surface on which the human-powered vehicle travels. If the uphill gradient of the road surface is greater than a predetermined first gradient, the gear shift suppression conditions are changed so that the gear shift suppression conditions are relaxed. The aforementioned gear shift suppression conditions include a second gear shift suppression condition. The control unit, A control device that modifies the second gear shift suppression condition so that it is met when the rotational force of the crank of the human-powered vehicle is transmitted from a state in which it is not transmitted to the wheels of the human-powered vehicle to a state in which it is transmitted to the wheels, and the second gear shift suppression condition is relaxed according to the slope region of the road surface.

3. A control device for a human-powered vehicle, The system includes a control unit that sets a gradient range according to the gradient of the road surface on which the human-powered vehicle travels, and controls the transmission based on the gear shifting conditions of the human-powered vehicle. The control unit, When the gear shift suppression condition is met, the transmission is controlled so that the change in the gear ratio of the transmission is suppressed even if the gear shift condition is met. The gear shift suppression conditions are changed according to the gradient region of the road surface on which the human-powered vehicle travels. If the uphill gradient of the road surface is greater than a predetermined first gradient, the gear shift suppression conditions are changed so that the gear shift suppression conditions are relaxed. The transmission is controlled so that the gear ratio is changed in response to input from the operating device. A control device that, even if the uphill gradient of the road surface is greater than the first gradient and the gear shift suppression conditions are changed to relax the gear shift suppression conditions, controls the gear shift device so that the gear ratio is changed in response to input from the operating device, thereby suppressing the change in the gear ratio even if the gear shift conditions are met.

4. The control unit, The control device according to claim 1, wherein, when the uphill gradient of the road surface is greater than a second gradient greater than 0 percent and less than the first gradient, the gear shift suppression condition is not relaxed, and the gear shift device is controlled so that a change in the gear ratio of the gear shift device is suppressed even if the gear shift condition is met.

5. The aforementioned gear shift suppression conditions include a third gear shift suppression condition and a fourth gear shift suppression condition that is different from the third gear shift suppression condition. The control unit, When the uphill gradient of the road surface is greater than a predetermined first gradient, the third gear shift suppression condition is met, and even if the gear shift condition is met, the gear shift device is controlled so that the change in the gear ratio of the gear shift device is suppressed by the third gear shift suppression condition. The control device according to claim 3, wherein the fourth gear shift suppression condition is met when the uphill gradient of the road surface is greater than a predetermined third gradient, and the transmission is controlled such that even if the gear shift condition is met, the fourth gear shift suppression condition suppresses the change in the gear ratio of the transmission.

6. The control unit, A control device according to any one of claims 1 to 5, which controls the gear shifting device so that the gear ratio falls within a predetermined cadence range.

7. The control device according to claim 6, wherein the cadence range has an upper threshold and a lower threshold.

8. The control unit, The control device according to claim 7, which controls the transmission to reduce the gear ratio when the cadence is less than the lower threshold and the gear shift suppression condition is not met.

9. The control unit, The control device according to claim 7, which controls the transmission to increase the gear ratio when the cadence is greater than the upper threshold and the gear shift suppression condition is not met.

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