JP7691866B2 - Control device and transmission system - Google Patents

Description

The present invention relates to a control device and a transmission system.

For example, Patent Document 1 discloses a control device for a human-powered vehicle. The control device for a human-powered vehicle in Patent Document 1 controls a transmission in response to an input signal to change the gear ratio.

JP 2016-074407 A

The object of the present invention is to provide a control device for a human-powered vehicle that suppresses unintended changes to the gear ratio of the human-powered vehicle.

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 that changes a gear ratio, which is the ratio of the rotational speed of the wheels to the rotational speed of the crankshaft of the human-powered vehicle, and the control unit has, as control states of the transmission, a first control state in which the control unit controls the transmission to change the gear ratio in response to a first parameter related to the rotational speed of the crankshaft detected by a detection unit of the human-powered vehicle changing from within a first predetermined range to outside the first predetermined range, and a second control state in which the control unit controls the transmission to change the gear ratio in response to a second parameter calculated based on information about the human-powered vehicle changing from within a second predetermined range to outside the second predetermined range, and the control unit switches the control state from one of the first control state and the second control state to the other in response to a pedal force of the human-powered vehicle.
According to the control device of the first aspect, the control state of the transmission is switched from one of the first control state and the second control state to the other in response to the pedal force of the human-powered vehicle, whereby the gear ratio is appropriately changed and unintended changes in the gear ratio of the human-powered vehicle are suppressed.

In a control device of a second aspect according to the first aspect, the control unit controls the transmission in the first control state when a pedal force of the human-powered vehicle is equal to or greater than a predetermined value, and controls the transmission in the second control state when a pedal force of the human-powered vehicle is less than the predetermined value.
According to the control device of the second aspect, the control state of the transmission is switched between the first control state and the second control state depending on whether the pedal force of the human-powered vehicle is equal to or greater than a predetermined value, so that the gear ratio is appropriately changed and unintended changes in the gear ratio of the human-powered vehicle are suppressed.

In a control device of a third aspect according to the first aspect or the second aspect, the information relating to the human-powered vehicle includes at least one of the gear ratio, the vehicle speed of the human-powered vehicle, and the circumference of the wheels of the human-powered vehicle.
According to the control device of the third aspect, the second parameter can be suitably set.

In a control device of a fourth aspect according to the third aspect, when the control state is switched from the first control state to the second control state, the control unit corrects the second parameter so that the second parameter is included within the second predetermined range.
According to the control device of the fourth aspect described above, unintended changes in the gear ratio of the human-powered vehicle caused by the second parameter not being within the second predetermined range are suppressed.

In a control device of a fifth aspect according to any one of the first to fourth aspects, the control unit controls the transmission so as to suppress a change in the gear ratio for a predetermined period of time when switching the control state from one of the first control state and the second control state to the other.
According to the control device of the fifth aspect, changes in the gear ratio are suppressed for a predetermined period of time, so that unintended changes in the gear ratio of the human-powered vehicle are suppressed.

A control device according to a sixth aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit that controls a transmission that changes a gear ratio, which is a ratio of the rotational speed of the wheels to the rotational speed of the crankshaft of the human-powered vehicle, and the control unit has, as control states of the transmission, a first control state in which the control unit controls the transmission to change the gear ratio in response to a first parameter related to the rotational speed of the crankshaft detected by a detection unit of the human-powered vehicle changing from within a first predetermined range to outside the first predetermined range, and a second control state in which the control unit controls the transmission to change the gear ratio in response to a second parameter calculated based on information related to the human-powered vehicle changing from within a second predetermined range to outside the second predetermined range, and the control unit is configured to be able to switch the control state from one of the first control state and the second control state to the other, and when switching the control state from the first control state to the second control state, the control unit corrects the second parameter so that the second parameter is included within the second predetermined range.
According to the control device of the sixth aspect, the second parameter is included within the second predetermined range when the second control state is switched to. As a result, according to the transmission of the sixth aspect, unintended changes in the gear ratio of the human-powered vehicle are suppressed when the second control state is switched to.

In the control device of a seventh aspect according to the sixth aspect, the information relating to the human-powered vehicle includes a vehicle speed and the gear ratio of the human-powered vehicle, and the control unit corrects the second parameter in accordance with the vehicle speed and the gear ratio.
According to the control device of the seventh aspect, the second parameter can be suitably set.

In the control device of an eighth aspect according to the sixth or seventh aspect, in the second control state, the control unit controls the transmission by referring to a predetermined table representing the second parameter defined based on the vehicle speed of the human-powered vehicle and the gear ratio of the human-powered vehicle.
According to the control device of the eighth aspect, unintended changes to the gear ratio of the human-powered vehicle are suppressed.

In the control device of a ninth aspect according to the eighth aspect, the control unit changes the specified table according to the vehicle speed of the human-powered vehicle and the gear ratio of the human-powered vehicle when the control state is switched to the second control state.
According to the control device of the ninth aspect, unintended changes to the gear ratio of the human-powered vehicle are suppressed.

In a control device according to a tenth aspect of the present invention, which is in accordance with any one of the sixth to ninth aspects, the control unit switches the control state from one of the first control state and the second control state to the other in response to the pedal force of the human-powered vehicle.

The control device of the tenth aspect further switches between the first control state and the second control state in response to the pedaling force, so that the control state is appropriately changed. This prevents unintended changes to the gear ratio of the human-powered vehicle.

In the control device of an eleventh aspect according to the tenth aspect, when the control state is switched from one of the first control state and the second control state to the other, the control unit controls the transmission so as to suppress a change in the gear ratio for a predetermined period of time.
According to the control device of the eleventh aspect, changes in the gear ratio are suppressed for a predetermined period of time, so that unintended changes in the gear ratio of the human-powered vehicle are suppressed.

A control device according to a twelfth aspect of the present invention is a control device for a human-powered vehicle, and includes a control unit that controls a transmission that changes a gear ratio, which is a ratio of the rotational speed of the wheels to the rotational speed of the crankshaft of the human-powered vehicle, and the control unit has, as control states of the transmission, a first control state in which the control unit controls the transmission to change the gear ratio in response to a first parameter related to the rotational speed of the crankshaft detected by a detection unit of the human-powered vehicle changing from within a first predetermined range to outside the first predetermined range, and a second control state in which the control unit controls the transmission to change the gear ratio in response to a second parameter calculated based on information related to the human-powered vehicle changing from within a second predetermined range to outside the second predetermined range, and the control unit is configured to be able to switch the control state from one of the first control state and the second control state to the other, and when switching the control state from one of the first control state and the second control state to the other, the control unit controls the transmission to suppress a change in the gear ratio for a predetermined period of time.
According to the control device of the twelfth aspect, unintended shifts in the gear ratio of the human-powered vehicle that occur when the reference parameters are changed are suppressed.

In the control device of a thirteenth aspect in accordance with the twelfth aspect, the control unit sets the specified period according to information relating to the human-powered vehicle, and the information relating to the human-powered vehicle includes at least one of the rotational speed of the crankshaft, the torque acting on the crankshaft, the power acting on the crankshaft, the vehicle speed of the human-powered vehicle, the inclination angle of the human-powered vehicle, the direction of change of the gear ratio of the human-powered vehicle, and the output value of a motor that provides driving force to the human-powered vehicle.
According to the control device of the thirteenth aspect, the predetermined period is appropriately set.

In the control device of a fourteenth aspect according to the twelfth or thirteenth aspect, the control unit switches between the first control state and the second control state in response to a pedal depression force of the human-powered vehicle.
According to the control device of the fourteenth aspect, the control state is preferably changed because the first control state and the second control state are switched in response to the pedal depression force, and therefore unintended changes in the gear ratio of the human-powered vehicle are suppressed.

In a control device of a fifteenth aspect according to any one of the twelfth to fourteenth aspects, when switching from the first control state to the second control state, the control unit corrects the second parameter so that the second parameter is included within the second predetermined range.
According to the control device of the fifteenth aspect, the second parameter is included within the second predetermined range when the second control state is switched to, which prevents an unintended change in the gear ratio of the human-powered vehicle when the second control state is switched to.

In the control device of a 16th aspect according to any one of the first to fifteenth aspects, the first predetermined range includes a first threshold value and a second threshold value smaller than the first threshold value, and the control unit controls the transmission in a first shift direction so that the gear ratio becomes larger when the first parameter is equal to or greater than the first threshold value, and controls the transmission in a second shift direction so that the gear ratio becomes smaller when the first parameter is equal to or less than the second threshold value.
According to the control device of the sixteenth aspect, the gear ratio of the human-powered vehicle is suitably changed.

In the control device of a 17th aspect according to any one of the first to sixteenth aspects, the second predetermined range includes a third threshold value and a fourth threshold value smaller than the third threshold value, and the control unit controls the transmission in a first shift direction so that the gear ratio becomes larger when the second parameter is equal to or greater than the third threshold value, and controls the transmission in a second shift direction so that the gear ratio becomes smaller when the second parameter is equal to or less than the fourth threshold value.
According to the control device of the seventeenth aspect, the gear ratio of the human-powered vehicle is suitably changed.

In the control device of an 18th aspect according to any one of the first to seventeenth aspects, the first predetermined range includes a first threshold value and a second threshold value smaller than the first threshold value, the control unit controls the transmission in a first gear shift direction so that the gear ratio becomes larger when the first parameter is equal to or greater than the first threshold value, and controls the transmission in a second gear shift direction so that the gear ratio becomes smaller when the first parameter is equal to or less than the second threshold value, the second predetermined range includes a third threshold value and a fourth threshold value smaller than the third threshold value, the control unit controls the transmission in the first gear shift direction so that the gear ratio becomes larger when the second parameter is equal to or greater than the third threshold value, and controls the transmission in the second gear shift direction so that the gear ratio becomes smaller when the second parameter is equal to or less than the fourth threshold value, and a difference between the third threshold value and the fourth threshold value is different from a difference between the first threshold value and the second threshold value.
According to the control device of the eighteenth aspect, the gear ratio of the human-powered vehicle is suitably changed.

In the control device of a nineteenth aspect according to the eighteenth aspect, a difference between the third threshold value and the fourth threshold value is greater than a difference between the first threshold value and the second threshold value.
According to the control device of the nineteenth aspect, unintended changes in the gear ratio of the human-powered vehicle are suppressed in the second control state.

A transmission system according to a twentieth aspect of the present invention includes the control device according to any one of the first to nineteenth aspects and the transmission.
According to the transmission system of the twentieth aspect, unintended changes in the transmission ratio of the human-powered vehicle are suppressed.

The control device and transmission system of the present invention prevent unintended changes to the transmission ratio of a human-powered vehicle.

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; 11 is a graph illustrating an example of a relationship between a first parameter and a threshold value. 10 is a graph showing an example of a relationship between a second parameter and a threshold value. 5 is a flowchart showing an example of a first selection control executed by a control unit of the first embodiment. 10 is a flowchart showing an example of a second correction control executed by a control unit according to a second embodiment. 13 is a flowchart showing an example of a second gear shift suppression control executed by a control unit of a third embodiment.

<First embodiment>

With reference to Figures 1 to 5, a transmission system S including a control device 50 for a human-powered vehicle 10 of the first embodiment and a transmission 38 will be described. In the following, the control device 50 for the human-powered vehicle 10 will be simply referred to as the control device 50. 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 human-powered driving force. The human-powered vehicle 10 includes not only human-powered driving force but also E-bikes that use the driving force of an electric motor for propulsion. E-bikes include electrically assisted bicycles 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 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.

Preferably, the human-powered vehicle 10 further includes a battery 36. The battery 36 includes one or more battery elements. The battery elements include a rechargeable battery. The battery 36 is configured to supply power to the control device 50. The battery 36 is preferably connected to the control unit 52 of the control device 50 so as to be able to communicate with the control unit 52 via wired or wireless communication. The battery 36 can communicate with the control unit 52, for example, via power line communication (PLC), a controller area network (CAN), or a universal asynchronous receiver/transmitter (UART).

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

The human-powered vehicle 10 further includes a detection unit 40. The detection unit 40 is configured to detect information related to the human-powered vehicle 10. The information related to the human-powered vehicle 10 includes at least one of the rotation speed of the crankshaft 12A, the torque acting on the crankshaft 12A, the power acting on the crankshaft 12A, the vehicle speed of the human-powered vehicle 10, the tilt angle of the human-powered vehicle 10, the direction of change of the gear ratio of the human-powered vehicle 10, and the output value of the motor 58 that applies driving force to the human-powered vehicle 10. The information related to the human-powered vehicle 10 may include the current gear ratio of the human-powered vehicle 10. When the information related to the human-powered vehicle 10 includes the rotation speed of the crankshaft 12A, the detection unit 40 includes a crank rotation sensor 42. When the information related to the human-powered vehicle 10 or the parameter P includes the vehicle speed, the detection unit 40 includes a vehicle speed sensor 44. When the information or parameter P related to the human-powered vehicle 10 includes a torque acting on the crankshaft 12A, the detection unit 40 includes a human-powered driving force detection unit 46. When the information or parameter P related to the human-powered vehicle 10 includes a power, the detection unit 40 includes a crank rotation sensor 42 and a human-powered driving force detection unit 46. When the information or parameter P related to the human-powered vehicle 10 includes an inclination angle, the detection unit 40 includes an inclination detection unit 48. When the information or parameter P related to the human-powered vehicle 10 includes a direction of change of the gear ratio, the detection unit 40 is configured to be able to detect the direction of change of the gear ratio by the transmission 38. When the information related to the human-powered vehicle 10 includes an output value of a motor 58 that applies driving force to the human-powered vehicle 10, the detection unit 40 is configured to be able to detect the output of the motor 58.

Preferably, the detection unit 40 is configured to detect the parameter P two or more times in a predetermined period TA. The predetermined period TA is, for example, the period for one rotation of the crank 12, the period for one rotation of the wheel 14, or a predetermined time TB. The predetermined time TB is set to, for example, a time shorter than the time it takes for the crank 12 to rotate once when a typical rider rides the human-powered vehicle 10 on a flat road, such as one second. The detection unit 40 may be configured to detect the parameter P once in the predetermined period TA.

The crank rotation sensor 42 is configured to detect information corresponding to the rotation speed of the crankshaft 12A. The crank rotation sensor 42 is provided, for example, on the frame 18 of the human-powered vehicle 10. The crank rotation sensor 42 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 42 outputs a signal corresponding to the rotation speed of the crank 12. 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 from the crankshaft 12A to the first rotating body 24. For example, the magnet may be provided on the first rotating body 24 when a first one-way clutch is not provided between the crankshaft 12A and the first rotating body 24. The crank rotation sensor 42 may include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor instead of a magnetic sensor. The crank rotation sensor 42 is connected to the control unit 52 via a wireless communication device or an electric cable. Preferably, the crank rotation sensor 42 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 42 may be configured to include a vehicle speed sensor. When the crank rotation sensor 42 includes a vehicle speed sensor, for example, the control unit 52 is configured to calculate the rotation speed of the crank 12 according to the vehicle speed detected by the vehicle speed sensor and the gear ratio.

The vehicle speed sensor 44 is configured to detect information corresponding to the rotation speed of the wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 44 is configured to detect, for example, a magnet provided on the wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 44 outputs a signal corresponding to the rotation speed of the wheel 14. The control unit 52 can calculate the vehicle speed of the human-powered vehicle 10 based on the rotation speed of the wheel 14 and information related to the circumference of the wheel 14. The circumference of the wheel 14 is, for example, the circumference of the tire. Information related to the circumference of the wheel 14 is stored in the memory unit 54. The vehicle speed sensor 44 includes, for example, a magnetic reed constituting a reed switch, or a Hall element. The vehicle speed sensor 44 may be configured to be attached to the chain stay of the frame 18 of the human-powered vehicle 10 and detect a magnet attached to the rear wheel 14A, or may be configured to be attached to the front fork 30 and detect a magnet attached to the front wheel 14B. The vehicle speed sensor 44 is not limited to a configuration that detects a magnet provided on the wheel 14, and may be configured to include, for example, an optical sensor. The vehicle speed sensor 44 is connected to the control unit 52 via a wireless communication device or an electric cable. Preferably, the vehicle speed sensor 44 is configured to output a predetermined number of detection signals, for example, during one rotation of the wheel 14. 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. In this embodiment, the vehicle speed sensor 44 is configured such that the reed switch detects the magnet two or more times when the wheel 14 rotates once.

The manual driving force detection unit 46 includes, for example, a torque sensor. The torque sensor is configured to output a signal corresponding to the torque applied to the crankshaft 12A by the manual driving force. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor is preferably provided upstream of the first one-way clutch in the power transmission path. The torque sensor includes a strain sensor, a magnetostrictive sensor, or a pressure sensor. The strain sensor includes a strain gauge. The torque sensor 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 manual driving force between the crankshaft 12A and the first rotating body 24, the crank arm 12B, or the pedal 20. The torque sensor is connected to the control unit 52 via a wireless communication device or an electric cable. The manual driving force detection unit 46 may have any configuration as long as it can obtain information related to the manual driving force, 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. Preferably, the torque sensor 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 inclination detection unit 48 is configured to detect the inclination angle of the road surface on which the human-powered vehicle 10 runs. The inclination angle of the road surface on which the human-powered vehicle 10 runs can be detected by the inclination angle in the traveling direction of the human-powered vehicle 10. The inclination angle of the road surface on which the human-powered vehicle 10 runs corresponds to the inclination angle of the human-powered vehicle 10 with respect to the horizontal plane. In one example, the inclination detection unit 48 includes an inclination sensor. An example of the inclination sensor is a gyro sensor or an acceleration sensor. In another example, the inclination detection unit 48 includes a GPS (Global positioning system) receiving unit. The control unit 52 may calculate the inclination angle of the road surface on which the human-powered vehicle 10 runs according to the GPS information acquired by the GPS receiving unit and the road surface gradient included in the map information previously recorded in the memory unit 54. The inclination detection unit 48 is connected to the control unit 52 via a wireless communication device or an electric cable. Preferably, the inclination detection unit 48 is configured to output a predetermined number of detection signals at a predetermined time TB. The predetermined number of times is, for example, 2 or more. Preferably, the predetermined number of times is 4 or more. The predetermined number of times is preferably a multiple of 4. Preferably, the predetermined number of times is 8, 12, or 16.

The detection unit 40 may be configured to receive a global positioning system (GPS) to detect the position information of the human-powered vehicle 10. The control unit 52 detects the vehicle speed of the human-powered vehicle 10 from changes in the position information of the human-powered vehicle 10 from the detection unit 40 over a predetermined period of time. The control unit 52 may be configured to detect the tilt angle of the human-powered vehicle 10 by referring to map information stored in the memory unit 54, for example.

The control device 50 includes a control unit 52. The control unit 52 controls the transmission 38, which changes the gear ratio, which is the ratio of the rotation speed of the wheels 14 to the rotation speed of the crankshaft 12A of the human-powered vehicle 10. The control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The arithmetic processing unit may be provided in multiple locations that are separated from each other. 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). The memory unit 54 stores the output mode of the motor 58.

The human-powered vehicle 10 further includes an alarm unit 56 that displays information related to the human-powered vehicle 10. The control unit 52 controls the alarm unit 56. The alarm unit 56 includes, for example, a display unit. The display unit includes, for example, a display panel. The display unit includes, for example, at least one of a portable electronic device, a display, a smartphone, a tablet computer, and a cycle computer. The alarm unit 56 may include a speaker. The information related to the human-powered vehicle 10 includes the vehicle speed of the human-powered vehicle 10 and the gear ratio of the human-powered vehicle 10.

The human-powered vehicle 10 further includes a motor 58 that provides driving force to the human-powered vehicle 10. The motor 58 provides propulsive force to the human-powered vehicle 10. The motor 58 includes one or more electric motors. The electric motor is, for example, a brushless motor. The motor 58 is configured to transmit rotational force to at least one of the power transmission path of the human-powered driving force from the pedals 20 to the rear wheel 14A and the front wheel 14B. The power transmission path of the human-powered driving force from the pedals 20 to the rear wheel 14A also includes the rear wheel 14A.

The human-powered vehicle 10 further includes an operating device 60 that receives an operation from a user and outputs a predetermined signal to at least the control unit 52. The operating device 60 outputs an operating signal that changes at least the gear ratio of the transmission 38. The operating signal includes a first operating signal that changes the gear ratio in a first gear shift direction, and a second operating signal that changes the gear ratio in a second gear shift direction. Preferably, the operating device 60 is composed of a plurality of operating units, and outputs the first gear shift signal or the second gear shift signal when the user operates the corresponding operating unit. More preferably, the operating device 60 outputs a switching signal that switches from one of the first control state and the second control state to the other. The switching signal includes a first switching signal that switches from the first control state to the second control state, and a second switching signal that switches from the second control state to the first control state.

The control unit 52 controls the transmission 38 according to the control state. The control unit 52 has, as the control state of the transmission 38, a first control state in which the transmission 38 is controlled to change the gear ratio in response to a first parameter P1 related to the rotation speed of the crankshaft 12A detected by the detection unit 40 of the human-powered vehicle 10 going from within a first predetermined range to outside the first predetermined range, and a second control state in which the transmission 38 is controlled to change the gear ratio in response to a second parameter P2 calculated based on information related to the human-powered vehicle 10 going from within a second predetermined range to outside the second predetermined range. The control unit 52 is configured to be able to switch the control state from either the first control state or the second control state to the other. The human-powered vehicle 10 is configured to control the transmission 38 in the first control state, for example, at the start of traveling, and to be able to change the control state in response to the establishment of a predetermined condition.

The first gear shift control executed by the control unit 52 will be described with reference to FIG. 3. The first gear shift control is a control executed by the control unit 52 in the first control state. The first predetermined range includes a first threshold value TH1 and a second threshold value TH2 smaller than the first threshold value TH1. When the first parameter P1 is equal to or greater than the first threshold value TH1, the control unit 52 controls the transmission 38 in the first gear shift direction so that the gear ratio becomes larger, and when the first parameter P1 is equal to or less than the second threshold value TH2, the control unit 52 controls the transmission 38 in the second gear shift direction so that the gear ratio becomes smaller.

The second gear shift control executed by the control unit 52 will be described with reference to FIG. 4. The second gear shift control is a control executed by the control unit 52 in the second control state. The second predetermined range includes a third threshold value TH3 and a fourth threshold value TH4 that is smaller than the third threshold value TH3. When the second parameter P2 is equal to or greater than the third threshold value TH3, the control unit 52 controls the transmission 38 in the first gear shift direction so that the gear ratio becomes larger, and when the second parameter P2 is equal to or less than the fourth threshold value TH4, the control unit 52 controls the transmission 38 in the second gear shift direction so that the gear ratio becomes smaller.

In one example, the difference between the third threshold TH3 and the fourth threshold TH4 is different from the difference between the first threshold TH1 and the second threshold TH2. In another example, the difference between the third threshold TH3 and the fourth threshold TH4 is the same as the difference between the first threshold TH1 and the second threshold TH2. In this embodiment, the difference between the third threshold TH3 and the fourth threshold TH4 is different from the difference between the first threshold TH1 and the second threshold TH2. The difference between the third threshold TH3 and the fourth threshold TH4 is greater than the difference between the first threshold TH1 and the second threshold TH2. In the first example, the first threshold TH1 is smaller than the third threshold TH3. In the second example, the second threshold TH2 is greater than the fourth threshold TH4. The third example includes both the first and second examples. When the third example includes both the first and second examples, for example, the first threshold TH1 is smaller than the third threshold TH3, and the second threshold TH2 is larger than the fourth threshold TH4.

The control unit 52 executes a first selection control that switches the control state from either the first control state or the second control state to the other in response to the pedal force of the human-powered vehicle 10. The first selection control is executed when the control unit 52 controls the transmission 38 in either the first control state or the second control state. The pedal force is detected by the human-powered driving force detection unit 46. In the first selection control, the control unit 52 switches from either the first gear shift control or the second gear shift control to the other in response to the pedal force of the human-powered vehicle 10. In one example, the control unit 52 controls the transmission 38 in the first control state when the pedal force of the human-powered vehicle 10 is equal to or greater than a predetermined value, and controls the transmission 38 in the second control state when the pedal force of the human-powered vehicle 10 is less than the predetermined value. The predetermined value is, for example, 5 Nm.

The calculation of the second parameter P2 will be described. The second parameter P2 is, for example, an estimated rotation speed of the crankshaft 12A of the human-powered vehicle 10. The second parameter P2 is calculated, for example, by the control unit 52. The information about the human-powered vehicle 10 used in the calculation of the second parameter P2 includes at least one of the gear ratio, the vehicle speed of the human-powered vehicle 10, and the circumference of the wheels 14 of the human-powered vehicle 10. In a first example, the control unit 52 calculates the second parameter P2 from the rotation speed and gear ratio of the wheels 14. The control unit 52 acquires the rotation speed of the wheels 14 from the vehicle speed sensor 44 that detects information corresponding to the rotation speed of the wheels 14. In a second example, the control unit 52 calculates the second parameter P2 from the gear ratio, the vehicle speed of the human-powered vehicle 10, and the circumference of the wheels 14 of the human-powered vehicle 10. The control unit 52 calculates the speed of the human-powered vehicle 10 from the change in position information, and calculates the rotation speed of the wheels 14 of the human-powered vehicle 10 from the speed of the human-powered vehicle 10 and the circumference of the wheels 14 of the human-powered vehicle 10. The estimated rotation speed of the crankshaft 12A, which is the second parameter P2, is calculated by dividing the rotation speed of the wheels 14 by the gear ratio. In the third example, the control unit 52 calculates the second parameter P2 from the speed of the human-powered vehicle 10 and the circumference of the wheels 14 of the human-powered vehicle 10. The control unit 52 calculates the speed of the human-powered vehicle 10 from the rotation speed of the wheels 14 and the circumference of the wheels 14. The control unit 52 calculates the second parameter P2 by referring to a correspondence table that corresponds the speed of the human-powered vehicle 10 and the second parameter P2, which is stored in the memory unit 54, for example.

Preferably, when switching the control state from the first control state to the second control state, the control unit 52 executes a first correction control to correct the second parameter P2 so that the second parameter P2 falls within a second predetermined range. In the first correction control, the control unit 52 performs a calculation using a coefficient on the second parameter P2 to correct the difference from the first parameter P1 in the first control state to a predetermined value or less. The coefficient is set based on information about the human-powered vehicle 10. In one example, in the first correction control, if the second parameter P2 when switching to the second control state is equal to or greater than the third threshold value TH3, the control unit 52 corrects the second parameter P2 to be smaller than the third threshold value TH3. In the first correction control, if the second parameter P2 when switching to the second control state is equal to or less than the fourth threshold value TH4, the control unit 52 corrects the second parameter P2 to be larger than the fourth threshold value TH4. Preferably, when switching the control state from one of the first control state and the second control state to the other, the control unit 52 executes a first gear shift suppression control that controls the transmission 38 to suppress a change in the gear ratio for a predetermined period of time. In the first gear shift suppression control, the predetermined period is a fixed period.

The first selection control executed by the control unit 52 will be described with reference to FIG. 5. The control unit 52 repeatedly executes the first selection control when power is supplied from the battery 36 and the transmission 38 is controlled in either the first control state or the second control state.

In step S11, the control unit 52 determines whether the pedal force is equal to or greater than a predetermined value. If the determination is positive, the control unit 52 executes the process of step S12. If the determination is negative, the control unit 52 executes the process of step S13.

In step S12, the control unit 52 controls the transmission 38 in the first control state. After step S12 is completed, the control unit 52 ends the first selection control. In step S13, the control unit 52 controls the transmission 38 in the second control state. After step S13 is completed, the control unit 52 ends the first selection control.

Second Embodiment
A control device 50 of the second embodiment will be described. The control device 50 of the second embodiment is similar to the control device 50 of the first embodiment, except that the control device 50 of the second embodiment executes the second correction control instead of the first correction control to control the transmission 38. Configurations common to the first embodiment are given the same reference numerals as the first embodiment, and duplicated descriptions will be omitted.

When switching the control state from the first control state to the second control state, the control unit 52 executes a second correction control to correct the second parameter P2 so that the second parameter P2 falls within a second predetermined range. The second correction control differs from the first correction control in that the control unit 52 updates the predetermined table that it refers to.

The following describes the correction of the second parameter P2 by the control unit 52, which is performed by the second correction control. Information about the human-powered vehicle 10 used to correct the second parameter P2 includes the vehicle speed and gear ratio of the human-powered vehicle 10. The control unit 52 corrects the second parameter P2 according to the vehicle speed and gear ratio. The second parameter P2 is, for example, the estimated rotational speed of the crankshaft 12A of the human-powered vehicle 10.

In the second control state, the control unit 52 controls the transmission 38 by referring to a predetermined table that represents the second parameter P2 that is defined based on the vehicle speed of the human-powered vehicle 10 and the gear ratio of the human-powered vehicle 10. The predetermined table is stored, for example, in the memory unit 54. The predetermined table is a table that defines the value of the second parameter P2 from the vehicle speed of the human-powered vehicle 10 and the gear ratio of the human-powered vehicle 10 in the second control state. The control unit 52 controls the transmission 38 based on whether the value of the second parameter P2 obtained from the predetermined table is within a second predetermined range.

The control unit 52 changes the predetermined table according to the vehicle speed of the human-powered vehicle 10 and the gear ratio of the human-powered vehicle 10 when the control state is switched to the second control state. The change of the predetermined table performed in the second correction control will be described. The control unit 52 changes the predetermined table so that the reference second parameter PS2 of the predetermined table that is first referred to in the second control state is included in the second predetermined range. The control unit 52 calculates a predetermined coefficient so that the product of the estimated rotation speed of the crankshaft 12A of the human-powered vehicle 10 calculated based on the vehicle speed of the human-powered vehicle 10, the gear ratio of the human-powered vehicle 10, and the circumference of the wheels 14 at the time of switching to the second control state and the predetermined coefficient becomes the reference second parameter PS2. The control unit 52 updates the predetermined table using the predetermined coefficient. Preferably, the reference second parameter PS2 is an intermediate value between the third threshold value TH3 and the fourth threshold value TH4.

Table 1 shows an example of a predetermined table in which the vehicle speed of the human-powered vehicle 10 when switching to the second control state is 10 km/h, the gear with the smallest gear ratio is 1st gear, the gear with the largest gear ratio is 12th gear, the gear is 5th gear, and the reference second parameter PS2 is 70. In this embodiment, the number of teeth of the first rotating body 24 is 34, and the number of teeth of the second rotating body 26 is 51, 45, 39, 33, 28, 24, 21, 18, 16, 14, 12, and 10, in order from 1st gear to 12th gear. In this embodiment, the circumference of the wheel 14 is 2148 mm. The gear ratio is the number of teeth of the first rotating body 24 divided by the number of teeth of the second rotating body 26. In this embodiment, the gear ratio when the gear is 5th gear is expressed as 34/28, which is approximately 1.2. Normally, when the speed of the human-powered vehicle 10 is 10 km/h and the gear ratio is approximately 1.2, the estimated rotation speed of the crankshaft 12A is calculated from the vehicle speed, the circumference of the wheels 14, and the gear ratio, and is approximately 63.9 rpm. However, in this embodiment, the predetermined coefficient is calculated so that the second parameter P2 becomes 70, which is the reference second parameter PS2. In this case, the predetermined coefficient is calculated by dividing 63.9 rpm, which is the original estimated rotation speed of the crankshaft 12A, by 70, which is the reference second parameter PS2. In this case, the predetermined coefficient is 0.912.

The control unit 52 creates a predetermined table in a state in which the second parameter P2 is corrected so that the reference second parameter PS2 is within the second predetermined range. Specifically, the control unit 52 updates the predetermined table to the state of Table 1 using a predetermined coefficient of 0.912. In the second control state, the control unit 52 executes the second shift control based on the predetermined table shown in Table 1. The control unit 52 executes the second shift control based on the third threshold value TH3 and the fourth threshold value TH4. When the second parameter P2 is equal to or greater than the third threshold value TH3, the control unit 52 controls the transmission 38 in the first shift direction so that the gear ratio becomes larger, and when the second parameter P2 is equal to or less than the fourth threshold value TH4, the control unit 52 controls the transmission 38 in the second shift direction so that the gear ratio becomes smaller. In this case, the third threshold value is 80, and the fourth threshold value is 60. The range in Table 1 with a dark background is the second predetermined range. The control unit 52 controls the transmission 38 to shift in a first gear shift direction in which the gear ratio becomes larger when the speed of the human-powered vehicle 10 becomes 12 km/h or higher, and controls the transmission 38 to shift in a second gear shift direction in which the gear ratio becomes smaller when the speed of the human-powered vehicle 10 becomes 9 km/h or lower. The control unit 52 controls the transmission 38 according to a predetermined table corrected by a predetermined coefficient until the control state is switched from the second control state to the first control state.

Table 2 shows an example of a predetermined table in which the vehicle speed of the human-powered vehicle 10 when switching to the second control state is 15 km/h, the gear with the smallest gear ratio is 1st gear, the gear with the largest gear ratio is 12th gear, the gear is 7th gear, and the reference second parameter PS2 is 70. In this embodiment, the number of teeth of the first rotating body 24 is 34, and the number of teeth of the second rotating body 26 is 51, 45, 39, 33, 28, 24, 21, 18, 16, 14, 12, and 10, in order from 1st gear to 12th gear. In this embodiment, the circumference of the wheel 14 is 2148 mm. The gear ratio is the number of teeth of the first rotating body 24 divided by the number of teeth of the second rotating body 26. In this embodiment, the gear ratio when the gear is 7th gear is expressed as 34/21, which is approximately 1.9. Normally, when the speed of the human-powered vehicle 10 is 15 km/h and the gear ratio is approximately 1.9, the estimated rotation speed of the crankshaft 12A is calculated from the vehicle speed, the circumference of the wheels 14, and the gear ratio, and is approximately 71.8 rpm. However, in this embodiment, the predetermined coefficient is calculated so that the second parameter P2 becomes 70, which is the reference second parameter PS2. In this case, the predetermined coefficient is calculated by dividing 71.8 rpm, which is the original estimated rotation speed of the crankshaft 12A, by 70, which is the reference second parameter PS2. In this case, the predetermined coefficient is 1.026.

The control unit 52 creates a predetermined table in a state in which the second parameter P2 is corrected so that the reference second parameter PS2 is within the second predetermined range. Specifically, the control unit 52 updates the predetermined table to the state of Table 2 using a predetermined coefficient of 1.026. In the second control state, the control unit 52 executes the second shift control based on the predetermined table shown in Table 2. The control unit 52 executes the second shift control based on the third threshold value TH3 and the fourth threshold value TH4. When the second parameter P2 is equal to or greater than the third threshold value TH3, the control unit 52 controls the transmission 38 in the first shift direction so that the gear ratio becomes larger, and when the second parameter P2 is equal to or less than the fourth threshold value TH4, the control unit 52 controls the transmission 38 in the second shift direction so that the gear ratio becomes smaller. In this case, the third threshold value is 80, and the fourth threshold value is 60. The range represented by a dark background in Table 2 is the second predetermined range. The control unit 52 controls the transmission 38 to shift in a first gear shift direction in which the gear ratio becomes larger when the speed of the human-powered vehicle 10 becomes 18 km/h or higher, and controls the transmission 38 to shift in a second gear shift direction in which the gear ratio becomes smaller when the speed of the human-powered vehicle 10 becomes 13 km/h or lower. The control unit 52 controls the transmission 38 according to a predetermined table corrected by a predetermined coefficient until the control state is switched from the second control state to the first control state.

When a predetermined condition is satisfied, the control unit 52 switches the control state from either the first control state or the second control state to the other. The predetermined conditions include a first predetermined condition and a second predetermined condition. When the first predetermined condition is satisfied, the control state is switched from the first control state to the second control state. When the second predetermined condition is satisfied, the control state is switched from the second control state to the first control state. In one example, the control unit 52 executes a first selection control that switches the control state from either the first control state or the second control state to the other in accordance with the pedal force of the human-powered vehicle 10. When the pedal force is less than a predetermined value, the control unit 52 determines that the first predetermined condition is satisfied, and when the pedal force is equal to or greater than the predetermined value, the control unit 52 determines that the second predetermined condition is satisfied. In another example, when the operating device 60 is operated by the user, the control unit 52 executes a second selection control that switches the control state in accordance with a switching signal. When the control unit 52 receives the first switching signal, it determines that the first predetermined condition is satisfied, and when the control unit 52 receives the second switching signal, it determines that the second predetermined condition is satisfied. Preferably, when the control unit 52 switches the control state from one of the first control state and the second control state to the other, it executes a first gear shift suppression control that controls the transmission 38 to suppress a change in the gear ratio for a predetermined period of time.

The second correction control executed by the control unit 52 of the second embodiment will be described with reference to FIG. 6. The control unit 52 periodically executes the second correction control when power is supplied from the battery 36 and the transmission 38 is controlled in the first control state.

In step S21, the control unit 52 controls the transmission 38 in the first control state. In step S22, the control unit 52 determines whether or not the first predetermined condition is satisfied. If the determination is positive, the control unit 52 executes the process of step S23. If the determination is negative, the control unit 52 ends the second correction control.

In step S23, the control unit 52 acquires the vehicle speed and the gear ratio of the human-powered vehicle 10 from the detection unit 40. In step S24, the control unit 52 changes the predetermined table. In step S25, the control unit 52 controls the transmission 38 in the second control state.

In step S26, the control unit 52 determines whether or not the second predetermined condition is satisfied. If the determination is positive, the control unit 52 executes the process of step S27. If the determination is negative, the control unit 52 executes the processes of steps S25 and S26 again. In step S27, the control unit 52 controls the transmission 38 in the first control state. After step S27 is completed, the control unit 52 ends the second correction control.

Third Embodiment
A control device 50 of the third embodiment will be described. The control device 50 of the third embodiment is similar to the control device 50 of the first and second embodiments, except that the control device 50 executes the second shift suppression control instead of the first shift suppression control. The same reference numerals are used for the configurations common to the first and second embodiments, and duplicated descriptions will be omitted.

When the control state is switched from one of the first control state and the second control state to the other, the control unit 52 executes a second gear shift suppression control that controls the transmission 38 to suppress a change in the gear ratio for a predetermined period. In the second gear shift suppression control, the control unit 52 sets the predetermined period according to information about the human-powered vehicle 10. The information about the human-powered vehicle 10 includes at least one of the rotation speed of the crankshaft 12A, the torque acting on the crankshaft 12A, the power acting on the crankshaft 12A, the vehicle speed of the human-powered vehicle 10, the tilt angle of the human-powered vehicle 10, the direction of change in the gear ratio of the human-powered vehicle 10, and the output value of the motor 58 that applies driving force to the human-powered vehicle 10. In one example, when the information about the human-powered vehicle 10 includes the rotation speed of the crankshaft 12A, the predetermined period is set based on the rotation speed of the crankshaft 12A. When the information about the human-powered vehicle 10 includes the torque acting on the crankshaft 12A, the predetermined period is set based on the torque. If the information about the human-powered vehicle 10 includes the power acting on the crankshaft 12A, the predetermined period is set based on the power. The power is defined as the product of the rotation speed and torque of the crankshaft 12A. If the information about the human-powered vehicle 10 includes the vehicle speed of the human-powered vehicle 10, the predetermined period is set based on the vehicle speed. If the information about the human-powered vehicle 10 includes the tilt angle of the human-powered vehicle 10, the predetermined period is set based on the tilt angle. If the information about the human-powered vehicle 10 includes the direction of change of the gear ratio of the human-powered vehicle 10, the predetermined period is set based on whether the gear change direction is the first gear change direction or the second gear change direction. If the information about the human-powered vehicle 10 includes the output value of the motor 58 that applies driving force to the human-powered vehicle 10, the predetermined period is set according to the output value of the motor 58. The predetermined period may be set in relation to the information about the human-powered vehicle 10 and the predetermined value, or the predetermined period may be set according to a numerical value included in the information about the human-powered vehicle 10.

The predetermined period when switching from the first control state to the second control state and the predetermined period when switching from the second control state to the first control state may be the same or different. In yet another example, when the predetermined period is set according to at least one of the rotation speed of the crankshaft 12A and the rotation angle of the crankshaft 12A, the predetermined period may be set according to the number of strokes equivalent to the number of half rotations of the crankshaft 12A.

When a predetermined condition is satisfied, the control unit 52 switches the control state from either the first control state or the second control state to the other. The predetermined conditions include a first predetermined condition and a second predetermined condition. When the first predetermined condition is satisfied, the control state is switched from the first control state to the second control state. When the second predetermined condition is satisfied, the control state is switched from the second control state to the first control state. In one example, the control unit 52 executes a first selection control that switches between the first control state and the second control state according to the pedal force of the human-powered vehicle 10. When the pedal force is less than a predetermined value, the control unit 52 determines that the first predetermined condition is satisfied, and when the pedal force is equal to or greater than the predetermined value, the control unit 52 determines that the second predetermined condition is satisfied. In another example, when the user operates the operating device 60, the control unit 52 executes a second selection control that switches according to a switching signal. When the control unit 52 receives a first switching signal, the control unit 52 determines that the first predetermined condition is satisfied, and when the control unit 52 receives a second switching signal, the control unit 52 determines that the second predetermined condition is satisfied. Preferably, when switching from the first control state to the second control state, the control unit 52 executes a first correction control or a second correction control for correcting the second parameter P2 so that the second parameter P2 falls within a second predetermined range. The control unit 52 performs a calculation using a predetermined coefficient on the second parameter P2 to correct the difference between the second parameter P2 and the first parameter P1 so that it is equal to or smaller than a predetermined value. In one example, when the second parameter P2 is equal to or larger than a third threshold value TH3, the control unit 52 corrects the second parameter P2 so that it is smaller than the third threshold value TH3. When the second parameter P2 is equal to or smaller than a fourth threshold value TH4, the control unit 52 corrects the second parameter P2 so that it is larger than the fourth threshold value TH4.

The second shift suppression control executed by the control unit 52 of the third embodiment will be described with reference to FIG. 7. The control unit 52 repeatedly executes the second shift suppression control when power is supplied from the battery 36 and the transmission 38 is controlled in either the first control state or the second control state.

In step S31, the control unit 52 determines whether or not a predetermined condition is satisfied. If the determination is affirmative, the control unit 52 executes the process of step S32. If the determination is negative, the control unit 52 ends the second shift suppression control.

In step S32, the control unit 52 changes from one of the first control state or the second control state to the other. In step S33, the control unit 52 sets a predetermined period and controls the transmission 38 so that changes in the gear ratio are suppressed during the predetermined period. In step S34, the control unit 52 controls the transmission 38 in the other of the first control state or the second control state. After step S34 is completed, the control unit 52 ends the second gear shift suppression control.

<Modification>
The explanations of each embodiment are merely examples of forms that the control device and the gear shift system according to the present invention can take, and are not intended to limit the forms. The control device and the gear shift system according to the present invention can take, 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 the embodiments, and their explanations are omitted.

- When the vehicle speed of the human-powered vehicle 10 is equal to or lower than a predetermined speed, switching from either the first control state or the second control state to the other may be suppressed.

- The motor 58 may have a first output mode and a second output mode, each of which has a different output amount, and the control unit 52 may change at least one of the selection control, correction control, and shift suppression control for each output mode. The first output mode and the second output mode have different assist ratios, which are the ratios of the motor 58 output to the human torque input to the human-powered vehicle 10. In one example, the control unit 52 changes the predetermined value of the pedal force for each output mode in the first selection control. In one example, the control unit 52 changes at least a part of the values in the predetermined table for each output mode in the second correction control. In one example, the control unit 52 changes the predetermined period for each output mode in the second shift suppression control.

- In the information about the human-powered vehicle 10, the wheel diameter may be used instead of the circumference of the wheel 14. In this case, the control unit 52 may calculate the circumference of the wheel 14 by multiplying the wheel diameter by pi.

- 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, 38... transmission, 50... control device, 52... control unit, 58... motor, 60... operating device, P... parameters, S... transmission system.

Claims (20)

A control device for a human-powered vehicle,
a control unit for controlling a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel to a rotation speed of a crankshaft of the human-powered vehicle;
The control unit, as a control state of the transmission,
a first control state in which the transmission is controlled to change the gear ratio in response to a first parameter relating to a rotational speed of the crankshaft detected by a detection unit of the human-powered vehicle being changed from within a first predetermined range to outside the first predetermined range;
a second control state in which the transmission is controlled to change the gear ratio in response to a second parameter calculated based on information relating to the human-powered vehicle going from a second predetermined range to outside the second predetermined range,
the control unit switches the control state from one of the first control state and the second control state to the other in response to a pedal depression force of the human-powered vehicle ,
the first parameter is a rotational speed of the crankshaft,
The second parameter is an estimated rotation speed of the crankshaft calculated based on the rotation speed of the wheels or vehicle speed . The control device according to claim 1, wherein the control unit controls the transmission in the first control state when the pedal force of the human-powered vehicle is equal to or greater than a predetermined value, and controls the transmission in the second control state when the pedal force of the human-powered vehicle is less than the predetermined value. 3. The control device according to claim 1, wherein the second parameter is calculated based on the rotation speed of the wheel or the vehicle speed, and at least one of the gear ratio and the circumference of the wheel . The control device according to claim 3, wherein when the control state is switched from the first control state to the second control state, the control unit corrects the second parameter so that the second parameter is within the second predetermined range. The control device according to any one of claims 1 to 4, wherein the control unit controls the transmission to suppress a change in the gear ratio for a predetermined period of time when the control state is switched from one of the first control state and the second control state to the other. A control device for a human-powered vehicle,
a control unit for controlling a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel to a rotation speed of a crankshaft of the human-powered vehicle;
The control unit, as a control state of the transmission,
a first control state in which the transmission is controlled to change the gear ratio in response to a first parameter relating to a rotational speed of the crankshaft detected by a detection unit of the human-powered vehicle being changed from within a first predetermined range to outside the first predetermined range;
a second control state in which the transmission is controlled to change the gear ratio in response to a second parameter, which is calculated based on information about the human-powered vehicle and is different from the first parameter, going from within a second predetermined range to outside the second predetermined range;
The control unit is configured to be able to switch the control state from one of the first control state and the second control state to the other,
A control device, wherein the control unit, when switching the control state from the first control state to the second control state, corrects the second parameter so that the second parameter is within the second predetermined range. the information relating to the human-powered vehicle includes a vehicle speed of the human-powered vehicle and the gear ratio;
The control device according to claim 6 , wherein the control unit corrects the second parameter in accordance with the vehicle speed and the gear ratio. 8. The control device according to claim 6, wherein the control unit controls the transmission in the second control state by referring to a predetermined table that represents the second parameter defined based on a vehicle speed of the human-powered vehicle and the gear ratio. The control device according to claim 8 , wherein the control unit changes the predetermined table in accordance with a vehicle speed of the human-powered vehicle when the control state is switched to the second control state and the gear ratio . The control device according to any one of claims 6 to 9, wherein the control unit switches the control state from one of the first control state and the second control state to the other in response to a pedal force applied to the human-powered vehicle. The control device according to claim 10, wherein the control unit controls the transmission to suppress a change in the gear ratio for a predetermined period of time when the control state is switched from one of the first control state and the second control state to the other. A control device for a human-powered vehicle,
a control unit for controlling a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel to a rotation speed of a crankshaft of the human-powered vehicle;
The control unit, as a control state of the transmission,
a first control state in which the transmission is controlled to change the gear ratio in response to a first parameter relating to a rotational speed of the crankshaft detected by a detection unit of the human-powered vehicle being changed from within a first predetermined range to outside the first predetermined range;
a second control state in which the transmission is controlled to change the gear ratio in response to a second parameter, which is calculated based on information about the human-powered vehicle and is different from the first parameter, going from within a second predetermined range to outside the second predetermined range;
The control unit is configured to be able to switch the control state from one of the first control state and the second control state to the other,
The control unit controls the transmission so as to suppress a change in the gear ratio for a predetermined period of time when the control state is switched from one of the first control state and the second control state to the other. 13. The control device according to claim 12, wherein the control unit sets the predetermined period according to information about the human-powered vehicle, and the information about the human-powered vehicle includes at least one of the rotational speed of the crankshaft, the torque acting on the crankshaft, the power acting on the crankshaft, the vehicle speed of the human-powered vehicle, the inclination angle of the human-powered vehicle, the direction of change of the gear ratio, and the output value of a motor that provides driving force to the human-powered vehicle. The control device according to claim 12 or 13, wherein the control unit switches between the first control state and the second control state in response to a pedal force applied to the human-powered vehicle. The control device according to any one of claims 12 to 14, wherein the control unit corrects the second parameter so that the second parameter falls within the second predetermined range when switching from the first control state to the second control state. the first predetermined range includes a first threshold value and a second threshold value that is smaller than the first threshold value;
16. The control device according to claim 1, wherein the control unit controls the transmission in a first shift direction so that the gear ratio becomes larger when the first parameter is equal to or greater than the first threshold value, and controls the transmission in a second shift direction so that the gear ratio becomes smaller when the first parameter is equal to or less than the second threshold value. the second predetermined range includes a third threshold value and a fourth threshold value that is smaller than the third threshold value,
17. The control device according to claim 1, wherein the control unit controls the transmission in a first shift direction so that the gear ratio becomes larger when the second parameter is equal to or greater than the third threshold, and controls the transmission in a second shift direction so that the gear ratio becomes smaller when the second parameter is equal to or less than the fourth threshold. the first predetermined range includes a first threshold value and a second threshold value that is smaller than the first threshold value;
the control unit controls the transmission in a first gear shift direction so as to increase the gear ratio when the first parameter is equal to or greater than the first threshold, and controls the transmission in a second gear shift direction so as to decrease the gear ratio when the first parameter is equal to or less than the second threshold;
the second predetermined range includes a third threshold value and a fourth threshold value that is smaller than the third threshold value,
the control unit controls the transmission in a first gear shift direction so as to increase the gear ratio when the second parameter is equal to or greater than the third threshold, and controls the transmission in a second gear shift direction so as to decrease the gear ratio when the second parameter is equal to or less than the fourth threshold;
The control device according to claim 1 , wherein a difference between the third threshold and the fourth threshold is different from a difference between the first threshold and the second threshold. The control device according to claim 18, wherein the difference between the third threshold and the fourth threshold is greater than the difference between the first threshold and the second threshold. A control device according to any one of claims 1 to 19;
and the transmission device.