JP7540901B2 - Control device for human-powered vehicles - Google Patents

Description

The present invention relates to a control device for a human-powered vehicle.

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 controls a transmission that changes the gear ratio of the human-powered vehicle.

JP 2013-47085 A

One of the objectives of the present invention is to provide a control device for a human-powered vehicle that can optimally control the transmission.

A control device according to a first aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit that controls a transmission to change a gear ratio, which is the ratio of the rotational speed of the wheels of the human-powered vehicle to the rotational speed of the crankshaft of the human-powered vehicle, and the control unit controls the transmission to change the gear ratio when the rotational speed of the crankshaft goes from within a first range to outside the first range, and a first threshold value that defines the first range when the gear ratio is equal to or less than the first gear ratio is different from the first threshold value when the gear ratio is greater than the first gear ratio.
According to the control device of the first aspect described above, since a suitable first threshold value can be used when the gear ratio is equal to or less than the first gear ratio and when the gear ratio is greater than the first gear ratio, the transmission can be controlled in a suitable manner.

In a control device of a second aspect according to the first aspect, a first threshold value defining the first range when the gear ratio is equal to or less than a first gear ratio is greater than the first threshold value when the gear ratio is greater than the first gear ratio.
According to the control device of the second aspect described above, the first threshold value that defines the first range when the gear ratio is equal to or less than the first gear ratio can be greater than the first threshold value when the gear ratio is greater than the first gear ratio.

In the control device of a third aspect according to the first or second aspect, the control unit changes the first threshold value in accordance with a load of a rider of the human-powered vehicle.
According to the control device of the third aspect, it is possible to use a first threshold value that is suitable for the load of the rider.

In the control device of a fourth aspect according to the third aspect, the first threshold value when the rider's load is equal to or greater than a predetermined load and the gear ratio is the first gear ratio is greater than the first threshold value when the rider's load is less than the predetermined load and the gear ratio is the first gear ratio.
According to the control device of the fourth aspect, the first threshold value when the rider's load is equal to or greater than a predetermined load and the gear ratio is the first gear ratio can be made larger than the first threshold value when the rider's load is less than the predetermined load and the gear ratio is the first gear ratio.

In the control device of a fifth aspect according to the third or fourth aspect, the control unit changes the first threshold value in response to a load of the rider during a predetermined period of time.
According to the control device of the fifth aspect, the first threshold value can be changed in response to the load of the rider during a predetermined period of time.

In the control device of a sixth aspect according to any one of the third to fifth aspects, the load of the rider includes a human-powered driving force input by the rider to the human-powered vehicle.
According to the control device of the sixth aspect, the first threshold value can be changed in response to the manual driving force.

In the control device of a seventh aspect according to the sixth aspect, the human-powered driving force includes a torque in a rotational direction of the crankshaft input to the crankshaft of the human-powered vehicle by the rider.
According to the control device of the seventh aspect described above, the first threshold value can be changed in accordance with the torque in the rotational direction of the crankshaft that is input to the crankshaft of the human-powered vehicle by the rider.

In the control device of an eighth aspect according to any one of the first to seventh aspects, the first threshold value when the gear ratio is equal to or smaller than the first gear ratio is larger as the gear ratio is smaller.
According to the control device of the eighth aspect described above, the first threshold value used when the gear ratio is equal to or smaller than the first gear ratio can be set to a larger value as the gear ratio becomes smaller.

In the control device of a ninth aspect according to any one of the first to eighth aspects, the control unit controls the transmission to increase the gear ratio when the rotational speed of the crankshaft goes from within the first range to outside the first range.
According to the control device of the ninth aspect described above, when the rotation speed of the crankshaft goes from within the first range to outside the first range, the transmission can be controlled so as to increase the speed change ratio.

In the control device of a tenth aspect according to the ninth aspect, an upper limit of the first range is defined by the first threshold value, and the control unit controls the transmission to increase the gear ratio when the rotational speed of the crankshaft becomes greater than the first threshold value.
According to the control device of the tenth aspect, when the rotation speed of the crankshaft becomes higher than the first threshold value, the transmission is controlled to increase the gear ratio, thereby suppressing an increase in the rotation speed of the crankshaft, and thus suppressing a decrease in the rider's load.

In the control device of an eleventh aspect according to any one of the first to tenth aspects, the control unit controls the transmission to reduce the gear ratio when the rotational speed of the crankshaft goes from within a second range to outside the second range.
According to the control device of the eleventh aspect, when the rotation speed of the crankshaft goes from within the second range to outside the second range, the transmission can be controlled so as to reduce the gear ratio.

In the control device of a twelfth aspect according to the eleventh aspect, the lower limit of the second range is defined by a second threshold value, and the control unit controls the transmission to reduce the gear ratio when the rotational speed of the crankshaft becomes smaller than the second threshold value.
According to the control device of the twelfth aspect, when the rotation speed of the crankshaft becomes lower than the second threshold, the transmission is controlled to reduce the gear ratio, thereby suppressing a decrease in the rotation speed of the crankshaft, and thus suppressing an increase in the load on the rider.

In the control device of a thirteenth aspect according to the twelfth aspect, the second threshold value when the gear ratio is equal to or smaller than the first gear ratio is equal to the second threshold value when the gear ratio is greater than the first gear ratio.
According to the control device of the thirteenth aspect, the transmission can be controlled using the same second threshold value when the gear ratio is equal to or smaller than the first gear ratio and when the gear ratio is greater than the first gear ratio.

In the control device of a fourteenth aspect according to any one of the first to thirteenth aspects, the control unit changes the gear ratio to a second gear ratio in at least one of a case where the human-powered vehicle stops traveling and a case where the human-powered vehicle resumes traveling, and the first gear ratio is equal to or less than the second gear ratio.
According to the control device of the fourteenth aspect, when the gear ratio is equal to or less than the second gear ratio, the first threshold value can be made different between when the gear ratio is equal to or less than the first gear ratio and when the gear ratio is greater than the first gear ratio.

The control device for a human-powered vehicle disclosed herein can effectively control the transmission.

1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. 1 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment; 3 is a flowchart of a process executed by the control unit of FIG. 2 to control the transmission.

<Embodiment>
A control device 50 for a human-powered vehicle according to an embodiment will be described with reference to Figs. 1 to 3. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven at least by human-powered driving force. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, one-wheeled vehicles and vehicles with three or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be driven only by a human-powered driving force H. The human-powered vehicle 10 includes an E-bike that uses not only the human-powered driving force H but also the driving force of an electric motor for propulsion. The E-bike includes an electrically assisted bicycle whose propulsion is assisted by an electric motor. In the following embodiment, the human-powered vehicle 10 will be described as a bicycle.

The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human-powered vehicle 10 further includes wheels 14 and a vehicle body 16. The wheels 14 include a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes a crank shaft 12A that can rotate relative to the frame 18, and a pair of crank arms 12B that are respectively provided at the axial ends of the crank shaft 12A. A pair of pedals 20 are respectively connected to each crank arm 12B. The rear wheel 14A is driven by the rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 is connected to the rear wheel 14A by a drive mechanism 22. The drive mechanism 22 includes a first rotating body 24 that is connected to the crank shaft 12A. The crankshaft 12A may be connected to the first rotating body 24 so as to rotate integrally with it, or may be connected via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to rotate the rear wheel 14A forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward.

A front wheel 14B is attached to the frame 18 via a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In this embodiment, the rear wheel 14A is connected to the crank 12 by the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by the drive mechanism 22.

The human-powered vehicle 10 includes a transmission 36. The transmission 36 changes a transmission ratio R, which is the ratio of the rotation speed W of the wheels 14 of the human-powered vehicle 10 to the rotation speed C of the crankshaft 12A of the human-powered vehicle 10. The transmission ratio R is the ratio of the rotation speed of the drive wheel to the rotation speed C of the crankshaft 12A. In this embodiment, the drive wheel is the rear wheel 14A. The transmission 36 includes at least one of a front derailleur, a rear derailleur, and an internal gearbox. When the transmission 36 includes an internal gearbox, the internal gearbox is provided, for example, in the hub of the rear wheel 14A. The transmission 36 is configured to be operated by an actuator 38. The actuator 38 includes an electric actuator. The actuator 38 includes, for example, an electric motor.

The control device 50 includes a control unit 52. The control unit 52 includes a processor that executes a predetermined control program. The processor includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The processor may be provided in a plurality of locations that are separate from one another. The control unit 52 may include one or more microcomputers. Preferably, the control device 50 further includes a memory unit 54. The memory unit 54 stores various control programs and information used in various control processes. The memory unit 54 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random access memory).

Preferably, the human-powered vehicle 10 includes a crank rotation sensor 40. The crank rotation sensor 40 is configured to detect information corresponding to the rotation speed C of the crankshaft 12A. The crank rotation sensor 40 is provided, for example, on the frame 18 of the human-powered vehicle 10. The crank rotation sensor 40 includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12A, a member that rotates in conjunction with the crankshaft 12A, or a power transmission path between the crankshaft 12A and the first rotating body 24. The crank rotation sensor 40 outputs a signal corresponding to the rotation speed C of the crankshaft 12A. The magnet may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the human-powered driving force H from the crankshaft 12A to the first rotating body 24. For example, the magnet may be provided on the first rotor 24 when the first one-way clutch is not provided between the crankshaft 12A and the first rotor 24. The crank rotation sensor 40 may include an optical sensor, an acceleration sensor, a gyro sensor, a torque sensor, or the like, instead of a magnetic sensor. The crank rotation sensor 40 is connected to the control unit 52 via a wireless communication device or an electric cable. Preferably, the crank rotation sensor 40 is configured to output a predetermined number of detection signals during one rotation of the crank 12. The predetermined number is, for example, 2 or more. Preferably, the predetermined number is 4 or more. The predetermined number is preferably a multiple of 4. Preferably, the predetermined number is 8, 12, or 16. The crank rotation sensor 40 may be configured to include a vehicle speed sensor. If the crank rotation sensor 40 includes a vehicle speed sensor, for example, the control unit 52 is configured to calculate the rotation speed C of the crankshaft 12A based on the vehicle speed detected by the vehicle speed sensor and the gear ratio R.

Preferably, the human-powered vehicle 10 includes a torque sensor 42. The torque sensor 42 is configured to output a signal corresponding to the torque applied to the crank 12 by the human-powered driving force H. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor 42 is preferably provided upstream of the first one-way clutch in the power transmission path. The torque sensor 42 includes a strain sensor, a magnetostrictive sensor, or a pressure sensor. The strain sensor includes a strain gauge. The torque sensor 42 is provided in the power transmission path or in a member included in the power transmission path or in the vicinity of a member included in the power transmission path. The member included in the power transmission path is, for example, the crankshaft 12A, a member that transmits the human-powered driving force H between the crankshaft 12A and the first rotating body 24, the crank arm 12B, or the pedal 20. The torque sensor 42 is connected to the control unit 52 via a wireless communication device or an electric cable. The torque sensor 42 may have any configuration as long as it can acquire information about the human driving force H, and may include, for example, a sensor that detects the pressure applied to the pedal 20 or a sensor that detects the tension of the chain.

The control unit 52 controls the transmission 36. When the rotation speed C of the crankshaft 12A goes from within the first range W1 to outside the first range W1, the control unit 52 controls the transmission 36 to change the gear ratio R. The first range W1 is defined by a first threshold C1. In this embodiment, the upper limit of the first range W1 is defined by the first threshold C1. The first range W1 includes a range equal to or less than the first threshold C1. When the rotation speed C of the crankshaft 12A goes from within the first range W1 to outside the first range W1, the control unit 52 controls the transmission 36 to increase the gear ratio R. When the rotation speed C of the crankshaft 12A becomes greater than the first threshold C1, the control unit 52 controls the transmission 36 to increase the gear ratio R. When the rotation speed C of the crankshaft 12A is greater than the first threshold C1, the control unit 52 increases the gear ratio R, thereby increasing the rider's load. As a result, the rotation speed C of the crankshaft 12A tends to fall below the first threshold C1.

The first threshold C1 that defines the first range W1 when the gear ratio R is equal to or less than the first gear ratio R1 is different from the first threshold C1 when the gear ratio R is greater than the first gear ratio R1. Preferably, the first threshold C1 that defines the first range W1 when the gear ratio R is equal to or less than the first gear ratio R1 is greater than the first threshold C1 when the gear ratio R is greater than the first gear ratio R1.

Preferably, the control unit 52 changes the gear ratio R to the second gear ratio R2 at least when the human-powered vehicle 10 stops traveling and when the human-powered vehicle 10 resumes traveling. Preferably, the first gear ratio R1 is equal to or less than the second gear ratio R2.

Table 1 shows a first example of the relationship between a transmission 36 that can change the gear ratio R in 12 steps and the first threshold value C1. The gear ratio R increases as the gear stage increases. The gear ratio RA5 of the fifth gear shown in Table 1 corresponds to the second gear ratio R2. The gear ratios RA1 to RA4 of the first to fourth gears shown in Table 1 correspond to the first gear ratio R1. In Table 1, when the gear ratio R is equal to or greater than the gear ratio RA5, the first threshold value C1 is the reference value CA. In Table 1, when the gear ratio R is smaller than the gear ratio RA5, the first threshold value C1 is the reference value CA plus the first value CX. The reference value CA in Table 1 is, for example, 80 rpm. The first value CX in Table 1 is, for example, 30 rpm.

The control unit 52 may change the first threshold C1 according to the load L of the rider of the human-powered vehicle. Preferably, the rider's load L includes a human-powered driving force H input by the rider to the human-powered vehicle 10. Preferably, the human-powered driving force H includes a torque HT in the rotational direction of the crankshaft 12A input by the rider to the crankshaft 12A of the human-powered vehicle 10.

For example, the first threshold C1 when the rider's load L is equal to or greater than the predetermined load LX and the gear ratio R is the first gear ratio R1 is greater than the first threshold C1 when the rider's load L is less than the predetermined load LX and the gear ratio R is the first gear ratio R1. Preferably, the control unit 52 changes the first threshold C1 according to the rider's load L in the predetermined period TX. The control unit 52 calculates the rider's load L, for example, at each predetermined period. The predetermined period is, for example, the detection period of the torque sensor 42. The predetermined period may be longer than the detection period of the torque sensor 42. For example, the control unit 52 determines that the rider's load L is less than the predetermined load LX when the rider's load L is less than the predetermined load LX multiple times in a plurality of consecutive predetermined periods. The control unit 52 determines that the rider's load L is less than the predetermined load LX when the load L is less than the predetermined load LX for a predetermined number of times or more out of the multiple predetermined periods.

Table 2 shows a second example of the relationship between the transmission 36, which can change the gear ratio R in 12 stages, and the first threshold C1. The gear ratio RA5 of the fifth stage shown in Table 2 corresponds to the second gear ratio R2. The gear ratios RA1 to RA4 of the first to fourth stages shown in Table 2 correspond to the first gear ratio R1. In Table 2, when the gear ratio R is equal to or greater than the gear ratio RA5, the first threshold C1 is the reference value CA regardless of the magnitude of the load L. In Table 2, when the gear ratio R is smaller than the gear ratio RA5 and the load L is smaller than the predetermined load LX, the first threshold C1 is the reference value CA. In Table 2, when the gear ratio R is smaller than the gear ratio RA5 and the load L is equal to or greater than the predetermined load LX, the first threshold C1 is the reference value CA plus the second value CY. The reference value CA in Table 2 is, for example, 80 rpm. The second value CY in Table 2 is, for example, 10 rpm. The predetermined load LX in Table 2 is, for example, 10 Nm or more and 70 Nm or less. The predetermined load LX in Table 2 is, for example, 25 Nm or more and 45 Nm or less.

Table 3 shows a third example of the relationship between the transmission 36 capable of changing the gear ratio R in 12 stages and the first threshold value C1. The gear ratio RA5 of the fifth stage shown in Table 3 corresponds to the second gear ratio R2. The gear ratios RA1 to RA4 of the first to fourth stages shown in Table 3 correspond to the first gear ratio R1. In Table 3, when the gear ratio R is equal to or greater than the gear ratio RA5, the first threshold value C1 is the reference value CA regardless of the magnitude of the load L. In Table 3, when the gear ratio R is smaller than the gear ratio RA5, and when the load L is smaller than the predetermined load LX, and when the load L is smaller than the first load LY, the first threshold value C1 is a value obtained by adding the third value CZ to the reference value CA. In Table 3, when the gear ratio R is smaller than the gear ratio RA5, and when the load L is smaller than the predetermined load LX, and when the load L is equal to or greater than the first load LY, the first threshold C1 is a value obtained by adding the fifth value CW to the reference value CA. Preferably, the fourth value CV is greater than the third value CZ. Preferably, the fifth value CW is greater than the fourth value CV. The reference value CA in Table 3 is, for example, 80 rpm. The third value CZ in Table 3 is, for example, 5 rpm. The fourth value CV in Table 3 is, for example, 10 rpm. The fifth value CW in Table 3 is, for example, 20 rpm. The predetermined load LX in Table 3 is, for example, 0 Nm or more and 30 Nm or less. The predetermined load LX in Table 3 is, for example, 5 Nm or more and 15 Nm or less. The first load LY in Table 3 is, for example, 5 Nm or more and 70 Nm or less. The predetermined load LX in Table 3 is, for example, 10 Nm or more and 45 Nm or less.

The first threshold C1 when the gear ratio R is equal to or less than the first gear ratio R1 may be larger as the gear ratio R is smaller. Table 4 shows an example of the relationship between the gear ratio R , the load L , and the first threshold C1 when the gear ratio R is equal to or less than the first gear ratio R1 and the first threshold C1 becomes larger as the gear ratio R becomes smaller. The predetermined load LX in Table 4 is, for example, 0 Nm or more and 30 Nm or less. The predetermined load LX in Table 4 is, for example, 5 Nm or more and 15 Nm or less. The first load LY in Table 4 is, for example, 5 Nm or more and 70 Nm or less. The predetermined load LX in Table 4 is, for example, 10 Nm or more and 45 Nm or less.

Preferably, when the rotation speed C of the crankshaft 12A goes from within the second range W2 to outside the second range W2, the control unit 52 controls the transmission 36 to reduce the gear ratio R. The second range W2 is defined by the second threshold C2. In this embodiment, the lower limit of the second range W2 is defined by the second threshold C2. The second range W2 includes a range equal to or greater than the second threshold C2. When the rotation speed C of the crankshaft 12A becomes smaller than the second threshold C2, the control unit 52 controls the transmission 36 to reduce the gear ratio R. When the rotation speed C of the crankshaft 12A is smaller than the second threshold C2, the control unit 52 reduces the gear ratio R, thereby reducing the rider's load. For this reason, the rotation speed C of the crankshaft 12A is more likely to become equal to or greater than the second threshold C2.

Preferably, the second threshold value C2 when the gear ratio R is equal to or less than the first gear ratio R1 is equal to the second threshold value C2 when the gear ratio R is greater than the first gear ratio R1. Preferably, in the case of a transmission 36 in which the gear ratio R can be changed in multiple stages, the second threshold value C2 is equal in all stages. The second threshold value C2 is, for example, 60 rpm.

The process of controlling the transmission 36 will be described with reference to FIG. 3. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in FIG. 3. When the flowchart in FIG. 3 ends, the control unit 52 repeats the process from step S11 after a predetermined period until the supply of power is stopped.

In step S11, the control unit 52 determines whether the human-powered vehicle 10 has started or stopped running. The control unit 52 determines whether the human-powered vehicle 10 has started or stopped running, for example, in accordance with at least one of the rotation speed C of the crankshaft 12A and the vehicle speed of the human-powered vehicle 10. If the human-powered vehicle 10 has started or stopped running in step S11, the control unit 52 proceeds to step S12.

In step S12, the control unit 52 determines whether the gear ratio R is the second gear ratio R2. If the gear ratio R is the second gear ratio R2, the control unit 52 ends the process. If the gear ratio R is not the second gear ratio R2, the control unit 52 proceeds to step S13. In step S13, the control unit 52 controls the transmission 36 to change the gear ratio R to the second gear ratio R2, and ends the process.

If the human-powered vehicle 10 does not start or stop traveling in step S11, i.e., if the human-powered vehicle 10 is traveling, the control unit 52 proceeds to step S14. In step S14, the control unit 52 sets a first threshold C1, and proceeds to step S15. For example, the control unit 52 calculates the first threshold C1 according to the gear ratio R and the load L using any one of Tables 1, 2, 3, and 4, and defines the first range W1 by the calculated first threshold C1.

In step S15, the control unit 52 determines whether the rotation speed C of the crankshaft 12A is outside the first range W1. If the rotation speed C of the crankshaft 12A is greater than the first threshold C1, the control unit 52 determines that the rotation speed C of the crankshaft 12A is outside the first range W1. In step S15, the control unit 52 performs a determination process using the first threshold C1 set in step S14. If the rotation speed C of the crankshaft 12A is outside the first range W1, the control unit 52 proceeds to step S16. In step S16, the control unit 52 controls the transmission 36 to increase the gear ratio R, and ends the process.

If the rotation speed C of the crankshaft 12A is not outside the first range W1 in step S15 , the control unit 52 proceeds to step S17. In step S17, the control unit 52 determines whether the rotation speed C of the crankshaft 12A is outside the second range W2. If the rotation speed C of the crankshaft 12A is smaller than the second threshold value C2, the control unit 52 determines that the rotation speed C of the crankshaft 12A is outside the second range W2. If the rotation speed C of the crankshaft 12A is outside the second range W2, the control unit 52 proceeds to step S18. In step S18, the control unit 52 controls the transmission 36 to reduce the gear ratio R, and ends the process.

The control unit 52 sets the first threshold C1, which defines the upper limit of the first range W1 when the gear ratio R is equal to or less than the first gear ratio R1, to be larger than the first threshold C1 when the gear ratio R is greater than the first gear ratio R1. Therefore, when the gear ratio R is small, the gear ratio R is unlikely to become large. For example, when the human-powered vehicle 10 travels on a steeply inclined uphill road, the human-powered vehicle 10 is likely to travel with the gear ratio R being equal to or less than the first gear ratio R1. When the human-powered vehicle 10 travels with the gear ratio R being equal to or less than the first gear ratio R1, for example, immediately after passing over a bump on the road surface, the rider's load L decreases, and the rotation speed C of the crankshaft 12A is likely to increase. When the gear ratio R is equal to or less than the first gear ratio R1, the control unit 52 sets the first threshold C1 to be large, so that the gear ratio R is unlikely to become large even if the rotation speed C of the crankshaft 12A increases.

The control unit 52 sets the first threshold value C1 when the rider's load L is equal to or greater than the predetermined load LX and the gear ratio R is the first gear ratio R1 to be greater than the first threshold value C1 when the rider's load L is less than the predetermined load LX and the gear ratio R is the first gear ratio R1. Therefore, when the human-powered vehicle 10 is traveling with the gear ratio R being equal to or less than the first gear ratio R1, the gear ratio R is less likely to become large unless the rotation speed C of the crankshaft 12A becomes larger as the rider's load L becomes greater than the predetermined load LX. For example, when the human-powered vehicle 10 goes over a bump in the road surface, the rider's load L is likely to become greater than the predetermined load LX. When the gear ratio R is equal to or less than the first gear ratio R1 and the rider's load L is greater than a predetermined load LX, for example, immediately after going over a bump in the road surface, the rider's load L decreases and the rotation speed C of the crankshaft 12A is likely to increase. When the gear ratio R is equal to or less than the first gear ratio R1 and the rider's load L is greater than the predetermined load LX, the control unit 52 increases the first threshold C1, so that the gear ratio R is less likely to increase even if the rotation speed C of the crankshaft 12A increases.

The control unit 52 changes the first threshold C1 according to the rider's load L during the specified period TX, so that, for example, if the rider's load L temporarily decreases immediately after going over a bump on the road surface, the first threshold C1 is unlikely to become small. This makes it possible to prevent the gear ratio R from being changed due to a temporary decrease in the rider's load L.

<Modification>
The explanations of the embodiments are examples of forms that a control device for a human-powered vehicle according to the present disclosure can take, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present disclosure can take forms, for example, modified versions of the embodiments shown below, or a combination of at least two mutually compatible modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as in the embodiments, and descriptions thereof are omitted.

The first threshold C1 may be a value that defines the lower limit of the first range W1. In this case, the second threshold C2 is preferably a value that defines the upper limit of the second range W2.

- The second threshold C2 when the gear ratio R is equal to or less than the first gear ratio R1 may be different from the second threshold C2 when the gear ratio R is greater than the first gear ratio R1. For example, the second threshold C2 when the gear ratio R is equal to or less than the first gear ratio R1 is greater than the second threshold C2 when the gear ratio R is greater than the first gear ratio R1. For example, the second threshold C2 when the gear ratio R is equal to or less than the first gear ratio R1 is smaller than the second threshold C2 when the gear ratio R is greater than the first gear ratio R1.

The load L of the rider may include the gradient of the road on which the human-powered vehicle 10 is traveling . In this case, for example, the human-powered vehicle 10 is equipped with an inclination angle detection unit. The inclination angle detection unit includes, for example, an inclination sensor and a GPS device that can acquire the road gradient of the travel path. The control unit 52 calculates the road gradient in response to the signal input from the inclination angle detection unit, and changes the first threshold value C1 in response to the road gradient.

- The human-powered driving force H may be a force input by the rider to the crank arm 12B of the human-powered vehicle 10, or a force input to the pedal 20.

The term "at least one" as used herein means "one or more" of the desired options. As an example, the term "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the term "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more.

10... human-powered vehicle, 12A... crankshaft, 14... wheels, 36... transmission, 50... control device, 52... control unit.

Claims (16)

A control device for a human-powered vehicle,
a control unit that controls a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel of the human-powered vehicle to a rotation speed of a crankshaft of the human-powered vehicle,
the control unit controls the transmission to change the gear ratio when the rotation speed of the crankshaft goes from within a first range to outside the first range;
A control device, wherein a first threshold value that defines the first range when the gear ratio is equal to or less than a first gear ratio is greater than the first threshold value when the gear ratio is greater than the first gear ratio. The control device according to claim 1 , wherein the control unit changes the first threshold value in accordance with a load of a rider of the human-powered vehicle. A control device for a human-powered vehicle,
a control unit that controls a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel of the human-powered vehicle to a rotation speed of a crankshaft of the human-powered vehicle,
the control unit controls the transmission to change the gear ratio when the rotation speed of the crankshaft goes from within a first range to outside the first range;
a first threshold value that defines the first range when the gear ratio is equal to or smaller than a first gear ratio is different from the first threshold value when the gear ratio is greater than the first gear ratio,
The control unit changes the first threshold value in accordance with a load of a rider of the human-powered vehicle,
a control device, wherein the first threshold value when the rider's load is equal to or greater than a predetermined load and the gear ratio is the first gear ratio is greater than the first threshold value when the rider's load is less than the predetermined load and the gear ratio is the first gear ratio . 3. The control device according to claim 2, wherein the first threshold value when the rider's load is equal to or greater than a predetermined load and the gear ratio is the first gear ratio is greater than the first threshold value when the rider's load is less than the predetermined load and the gear ratio is the first gear ratio. The control device according to claim 2 , wherein the control unit changes the first threshold value in accordance with a load of the rider during a predetermined period of time. The control device according to claim 2 , wherein the load of the rider includes a human-powered driving force input by the rider to the human-powered vehicle. The control device according to claim 6 , wherein the human-powered driving force includes a torque input by the rider to the crankshaft of the human-powered vehicle in a rotational direction of the crankshaft. A control device for a human-powered vehicle,
a control unit that controls a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel of the human-powered vehicle to a rotation speed of a crankshaft of the human-powered vehicle,
the control unit controls the transmission to change the gear ratio when the rotation speed of the crankshaft goes from within a first range to outside the first range;
a first threshold value that defines the first range when the gear ratio is equal to or smaller than a first gear ratio is different from the first threshold value when the gear ratio is greater than the first gear ratio,
The smaller the gear ratio is, the larger the first threshold value is when the gear ratio is equal to or smaller than the first gear ratio . The control device according to claim 1 , wherein the first threshold value when the gear ratio is equal to or smaller than the first gear ratio increases as the gear ratio decreases. The control device according to claim 1 , wherein the control unit controls the transmission to increase the gear ratio when the rotation speed of the crankshaft goes from within the first range to outside the first range. an upper limit of the first range is defined by the first threshold;
The control device according to claim 10 , wherein the control unit controls the transmission to increase the gear ratio when the rotation speed of the crankshaft becomes greater than the first threshold value. The control device according to claim 1 , wherein the control unit controls the transmission to reduce the gear ratio when the rotation speed of the crankshaft goes from within a second range to outside the second range. the lower limit of the second range is defined by a second threshold value;
The control device according to claim 12 , wherein the control unit controls the transmission to reduce the gear ratio when the rotation speed of the crankshaft becomes smaller than the second threshold value. A control device for a human-powered vehicle,
a control unit that controls a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel of the human-powered vehicle to a rotation speed of a crankshaft of the human-powered vehicle,
the control unit controls the transmission to change the gear ratio when the rotation speed of the crankshaft goes from within a first range to outside the first range;
a first threshold value that defines the first range when the gear ratio is equal to or smaller than a first gear ratio is different from the first threshold value when the gear ratio is greater than the first gear ratio,
the control unit controls the transmission to reduce the gear ratio when the rotation speed of the crankshaft goes from within a second range to outside the second range,
the lower limit of the second range is defined by a second threshold value;
the control unit controls the transmission to reduce the gear ratio when the rotation speed of the crankshaft becomes smaller than the second threshold value;
The second threshold value when the gear ratio is equal to or smaller than the first gear ratio is equal to the second threshold value when the gear ratio is greater than the first gear ratio . The control device according to claim 13 , wherein the second threshold value when the gear ratio is equal to or smaller than the first gear ratio is equal to the second threshold value when the gear ratio is greater than the first gear ratio. the control unit changes the gear ratio to a second gear ratio in at least one of a case where the human-powered vehicle stops traveling and a case where the human-powered vehicle resumes traveling;
The control device according to claim 1 , wherein the first gear ratio is equal to or less than the second gear ratio.