JP7792832B2 - control device - Google Patents

Description

This disclosure relates to a control device.

Patent Document 1 discloses a control device that automatically selects the gear ratio of a transmission installed on a bicycle.

Japanese Patent Application Laid-Open No. 2019-202733

One of the objectives of this disclosure is to provide a control device that can improve rider safety.

A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle. The control device includes a control unit that controls the transmission of the human-powered vehicle. When the rider is in a dancing position, the control unit controls the transmission to restrict an increase in the gear ratio, and controls the transmission to allow a decrease in the gear ratio.

With the control device of the first aspect, when the rider is in a standing position, the control unit can suppress the occurrence of shocks associated with gear changes that increase the gear ratio. As a result, the control device can prevent the rider from taking their feet off the pedals. The control device can improve rider safety.

In the control device of the second aspect according to the first aspect, when the rider's posture is the dancing posture, the control unit sets the gear shift threshold for reducing the gear ratio to a first gear shift threshold.

According to the control device of the second aspect, when the rider's posture is standing, the control unit allows a gear change that reduces the gear ratio based on the first gear change threshold. Therefore, for example, when the rider's posture is standing, the human-powered vehicle is traveling uphill, and the cadence is decreasing, the control unit can change the gear so that the gear ratio in the transmission is reduced. Therefore, the control device can reduce the load on the rider. The control device can, for example, prevent the human-powered vehicle from tipping over on an uphill slope. The control device can further improve the safety of the rider.

In the control device of the third aspect according to the second aspect, the first gear shift threshold is greater than the second gear shift threshold that reduces the gear ratio when the rider's posture is not the dancing posture and the road surface gradient is a gradient corresponding to a flat road.

With the control device of the third aspect, for example, the control unit can reduce the gear ratio earlier than when the rider is in a sitting position and the human-powered vehicle is traveling on a flat road. As a result, the control device can prevent the human-powered vehicle from tipping over on an uphill slope, for example. The control device can further improve rider safety.

In a control device of a fourth aspect according to any one of the first to third aspects, when the rider's posture is the dancing posture and the road surface gradient is equal to or greater than a predetermined uphill gradient, the control unit controls the transmission to restrict an increase in the gear ratio and controls the transmission to allow a decrease in the gear ratio.

According to the control device of the fourth aspect, when the rider is in a standing position and the human-powered vehicle is traveling uphill, the control unit can prevent the rider's feet from coming off the pedals due to the impact associated with a gear change that increases the gear ratio. Therefore, the control device can further improve rider safety. When the rider is in a standing position, the human-powered vehicle is traveling uphill, and the cadence decreases, the control unit can change the gear so that the gear ratio in the transmission decreases. Therefore, the control device can reduce the load on the rider. The control device can, for example, prevent the human-powered vehicle from tipping over on an uphill slope. The control device can further improve rider safety.

In the control device of the fifth aspect according to the fourth aspect, when the rider's posture is the dancing posture, the road surface gradient is less than a predetermined uphill gradient, and the gear ratio is equal to or greater than a predetermined gear ratio, the control unit controls the transmission to restrict an increase in the gear ratio and controls the transmission to allow a decrease in the gear ratio.

According to the control device of the fifth aspect, the control unit can prevent the rider's feet from coming off the pedals due to the shock that accompanies a gear change that increases the gear ratio. This allows the control unit to improve rider safety. For example, if the cadence decreases, the control unit can change the gear so that the gear ratio in the gear change device decreases. This allows the control unit to further reduce the rider's load.

In the control device of a sixth aspect according to any one of the first to third aspects, when the rider's posture is the dancing posture, the control unit controls the transmission to restrict an increase in the gear ratio, and controls the transmission to allow a decrease in the gear ratio, regardless of the road gradient.

With the control device of the sixth aspect, when the rider is in a standing position, the control unit can prevent the rider's feet from coming off the pedals due to the impact associated with a gear change that increases the gear ratio. As a result, the control device can further improve rider safety.

In the control device of aspect 7 according to any one of aspects 1 to 6, the control unit controls the transmission so that the gear ratio changes based on cadence.

According to the control device of the seventh aspect, when the rider is in a standing position, the control unit can change the gear ratio of the transmission based on the cadence. Therefore, for example, if the cadence decreases, the control unit can reduce the gear ratio, further reducing the rider's load.

In the control device of the eighth aspect according to the seventh aspect, the control unit controls the transmission to reduce the gear ratio when the rider's posture is the dancing posture and the cadence is less than the lower limit cadence.

According to the control device of the eighth aspect, when the cadence drops, the control unit reduces the gear ratio, thereby reducing the load on the rider. Therefore, when the rider is in a dancing position, the control device can prevent the human-powered vehicle from losing balance due to a drop in cadence. The control device can prevent the human-powered vehicle from tipping over, further improving the safety of the rider.

In the control device of the ninth aspect according to the eighth aspect, the control unit controls the transmission to reduce the gear ratio when the cadence is less than the lower limit cadence for a predetermined consecutive time.

According to the control device of the ninth aspect, the control unit can accurately determine a decrease in cadence. As a result, the control device can accurately execute control to reduce the gear ratio in accordance with the decrease in cadence.

In the control device of aspect 10 according to any one of aspects 1 to 9, the control unit controls the transmission to prohibit a gear change that would increase the gear ratio when the rider's posture is the dancing posture.

According to the control device of the tenth aspect, when the rider is in a standing position, the control unit can prevent the occurrence of shocks associated with a gear change that increases the gear ratio. As a result, the control device can prevent the rider from taking their feet off the pedals. Therefore, the control device can further improve rider safety.

In the control device of aspect 11 according to any one of aspects 1 to 10, the control unit detects the dancing posture according to the motion state of the human-powered vehicle.

The control device on the 11th side can accurately detect dancing posture.

In the control device of any one of aspects 1 to 11 and aspect 12, the control unit detects the dancing posture in response to pulsations in the motion state of the human-powered vehicle.

The control device on the 12th side can detect dancing posture more accurately.

In the control device of aspect 13 according to any one of aspects 1 to 12, the control unit detects the dancing posture in accordance with at least one of the yaw angle pulsation of the human-powered vehicle, the roll angle pulsation of the human-powered vehicle, the vehicle speed pulsation of the human-powered vehicle, and the cadence pulsation of the human-powered vehicle.

The control device of the thirteenth aspect detects the rider's dancing posture based on the actual behavior of the human-powered vehicle when in the dancing posture. As a result, the control device can accurately detect the dancing posture.

In the control device of the fourteenth aspect according to the thirteenth aspect, the control unit detects the dancing posture in accordance with the pulsation of the yaw angle of the human-powered vehicle and the pulsation of the roll angle of the human-powered vehicle.

The control device of the fourteenth aspect can accurately detect the rider's dancing posture by detecting the rider's posture using two pulsations: the yaw angle pulsation of the human-powered vehicle and the roll angle pulsation of the human-powered vehicle.

In the control device of aspect 15 according to aspect 14, the control unit detects the dancing posture when the period of the pulsation of the yaw angle and the period of the pulsation of the roll angle match.

According to the control device of the fifteenth aspect, the control unit detects the dancing posture based on the actual behavior of the human-powered vehicle as it travels in the dancing posture. This allows the control device to detect the dancing posture more accurately.

In the control device of aspect 16 according to aspect 14 or 15, the control unit detects the dancing posture when the rotation direction of the human-powered vehicle based on the yaw angle and the tilt direction of the human-powered vehicle based on the roll angle coincide.

According to the control device of the sixteenth aspect, the control unit detects the dancing posture based on the behavior of the human-powered vehicle that occurs when the vehicle is traveling in the dancing posture. This allows the control device to detect the dancing posture more accurately.

In the control device of aspect 17 according to any one of aspects 14 to 16, the control unit detects the dancing posture based on a value obtained by superimposing the magnitude of the yaw angle and the magnitude of the roll angle.

The control device of the seventeenth aspect can detect the rider's posture regardless of the mounting direction of the sensors that detect the yaw angle and roll angle.

In the control device of aspect 18 according to aspect 17, the control unit detects the dancing posture when the difference between the magnitude of the first peak value of the yaw angle and the magnitude of the second peak value of the roll angle is smaller than a predetermined value.

The control device of the eighteenth aspect can detect a dancing posture regardless of the mounting direction of the sensors that detect the yaw angle and roll angle.

In the control device of aspect 19 according to aspect 18, the control unit detects the dancing posture when the difference between the first peak value at a predetermined timing and the second peak value at the predetermined timing is smaller than the predetermined value.

According to the control device of the nineteenth aspect, the control unit detects the dancing posture based on the difference between the first peak value and the second peak value at the same predetermined timing. This allows the control device to detect the dancing posture more accurately.

In the control device of aspect 20 according to any one of aspects 14 to 19, the control unit detects the dancing posture when a first timing at which a first peak value of the yaw angle is detected coincides with a second timing at which a second peak value of the roll angle is detected.

In the control device of the twentieth aspect, the control unit detects a dancing posture when the timing at which the rotation direction of the handlebars of the human-powered vehicle changes coincides with the timing at which the direction of tilt of the human-powered vehicle to the left or right changes. This allows the control device to detect the dancing posture even more accurately.

In the control device of aspect 21 according to any one of aspects 14 to 20, the control unit detects a first peak value of the yaw angle and a second peak value of the roll angle in accordance with a pedaling cycle.

According to the control device of the twenty-first aspect, the control unit detects the first peak value of the yaw angle and the second peak value of the roll angle in accordance with the rider's pedal depression. This allows the control device to detect the dancing posture even more accurately.

In the control device of aspect 22 according to aspect 21, the control unit calculates the pedaling period based on the detected cadence.

According to the control device of the twenty-second aspect, the control unit calculates the pedaling period using the detected cadence and predicts the time when the maximum value of the yaw angle or the minimum value of the yaw angle will occur based on the calculated pedaling period. The control unit predicts the time when the maximum value of the roll angle or the minimum value of the roll angle will occur based on the pedaling period. The control unit then detects a standing posture based on the first peak value occurring at the predicted time and the second peak value occurring at the predicted time. Therefore, the control device can quickly detect a standing posture when the rider's posture changes to that posture.

In the control device of aspect 23 according to aspect 21 or 22, the control unit detects a first peak value of the yaw angle at the top dead center and bottom dead center of the pedal of the human-powered vehicle, and a second peak value of the roll angle at the top dead center and bottom dead center.

According to the control device of the twenty-third aspect, the control unit detects the dancing posture based on behavior related to the human-powered vehicle that occurs when the pedal is depressed while in a standing posture. This allows the control device to detect the dancing posture more accurately.

The control device disclosed herein can improve rider safety.

FIG. 1 is a side view of a human-powered vehicle equipped with a control device according to a first embodiment. FIG. 2 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device according to the first embodiment. FIG. 3 is a diagram showing an example of the amplitude of the yaw angle and the amplitude of the roll angle when the human-powered vehicle according to the first embodiment is in a dancing posture. FIG. 4 is a flowchart showing an example of a control flow for detecting the rider's posture in the control device according to the first embodiment. FIG. 5 is a flowchart showing an example of a control flow for controlling the transmission in the control device according to the first embodiment. FIG. 6 is a diagram showing the tilted state according to the first embodiment. FIG. 7 is a diagram (part 1) showing the predetermined cadence range in each inclination state. FIG. 8 is a diagram (part 2) showing the predetermined cadence range in each inclination state. FIG. 9 is a flowchart showing an example of a control flow for controlling the transmission in the control device according to the second embodiment. FIG. 10 is a flowchart showing an example of a control flow for controlling the transmission in the control device according to the third embodiment.

(First embodiment)
A control device 30 for a human-powered vehicle will be described with reference to FIGS. 1 to 8 . A human-powered vehicle is a vehicle that has at least one wheel and can be driven at least by human power. As shown in FIG. 1 , the human-powered vehicle 10 is, for example, a mountain bike. The human-powered vehicle 10 is not limited to mountain bikes and may be other bicycles, such as road bikes, cross bikes, city bikes, cargo bikes, hand cycles, and recumbent bikes, as long as they can be driven at least by human power. The human-powered vehicle 10 may be a unicycle or a vehicle with three or more wheels. The human-powered vehicle 10 may be equipped with an electric drive unit. The electric drive unit is configured to assist the propulsion of the human-powered vehicle 10.

Hereinafter, the human-powered vehicle 10 may be described using a Cartesian coordinate system having an X-axis, a Y-axis, and a Z-axis. The X-axis corresponds to the fore-and-aft direction of the human-powered vehicle 10. The Y-axis corresponds to the left-and-right direction of the human-powered vehicle 10. The Z-axis corresponds to the up-and-down direction of the human-powered vehicle 10. In this specification, the following directional terms "front," "rear," "forward," "rearward," "left," "right," "sideways," "upward," and "downward," as well as any other similar directional terms, refer to those directions determined with reference to a rider facing the handlebars 12J at a reference position on the human-powered vehicle 10 (e.g., on the saddle 48A or seat).

The human-powered vehicle 10 includes a frame 12. The frame 12 includes, for example, a head tube 12A, a top tube 12B, a down tube 12C, seat stays 12D, chain stays 12E, and a seat tube 12F. The human-powered vehicle 10 includes a front fork 12G, a stem 12H, and a handlebar 12J. The front fork 12G and the stem 12H are connected to the head tube 12A. The handlebar 12J is connected to the stem 12H. The human-powered vehicle 10 includes wheels 14, a drivetrain 16, and a transmission system 18. The wheels 14 include a front wheel 14A and a rear wheel 14B. The front wheel 14A is connected to the front fork 12G. The rear wheel 14B is connected to the connection between the seat stays 12D and the chain stays 12E. A seat post 48 is attached to the seat tube 12F. The seat post 48 is configured to adjust the height of the saddle 48A from the road surface by changing the length of the portion that protrudes from the seat tube 12F.

The drivetrain 16 is configured to transmit manual driving force to the rear wheel 14B. The drivetrain 16 includes a pair of pedals 20, a crank 22, a front chainwheel 24, a chain 26, and a rear sprocket 28. When the crank 22 is rotated by manual driving force applied to the pair of pedals 20, the front chainwheel 24 rotates. The rotational force of the front chainwheel 24 is transmitted to the rear sprocket 28 via the chain 26. The wheel 14 rotates as the rear sprocket 28 rotates. The rear sprocket 28 includes multiple sprockets. The rear sprocket 28 includes multiple sprockets with different numbers of teeth.

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

The gear shifting system 18 includes a control device 30 and a transmission 32. The control device 30 is provided, for example, on the frame 12. The control device 30 may also be housed in the down tube 12C. The control device 30 may also be provided on the transmission 32. The control device 30 operates using power supplied from a battery 34.

The transmission 32 is provided in the transmission path of the human-powered driving force. The transmission path of the human-powered driving force is the path along which the human-powered driving force applied to the pedals 20 is transmitted to the wheels 14. The transmission 32 includes an external gearbox. The transmission 32 includes, for example, a rear derailleur 36. The transmission 32 may also include a front derailleur. In this embodiment, the transmission 32 includes the rear derailleur 36, the chain 26, and the rear sprocket 28. The gear ratio of the transmission 32 is changed by switching the rear sprocket 28 that meshes with the chain 26 using the rear derailleur 36.

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

The gear shifting system 18 is configured to be able to change the gear ratio of the gear shift device 32 in a manual gear shifting mode and an automatic gear shifting mode. The control device 30 has two gear shifting modes: a manual gear shifting mode and an automatic gear shifting mode. The gear shifting mode can be switched by the rider.

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

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

The control unit 52 includes a calculation device such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include multiple calculation devices. The multiple calculation devices may be located remotely from each other. The control unit 52 is configured to comprehensively control the operation of the entire transmission system 18, for example, by the calculation device executing a program stored in ROM using RAM as a working area. In addition to the transmission 32 of the human-powered vehicle 10, the control unit 52 may also control various components installed on the human-powered vehicle 10. The control unit 52 may, for example, control an electric drive unit.

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

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

The first interface 52A to the sixth interface 52F include, for example, at least one of a cable connection port and a wireless communication device. The wireless communication device includes, for example, a short-range wireless communication unit. The short-range wireless communication unit is configured to perform wireless communication based on a wireless communication standard such as Bluetooth (registered trademark) or ANT+.

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

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

The vehicle speed sensor 60 is configured to output a signal when it detects a magnetic field. The control unit 52 is configured to calculate the traveling speed of the human-powered vehicle 10, for example, based on the time interval or width of the signal output from the vehicle speed sensor 60 as the wheels 14 rotate, and information related to the circumference of the wheels 14. The vehicle speed sensor 60 may have any configuration as long as it is configured to output information related to the speed of the human-powered vehicle 10, and may include not only a magnetic sensor but also other sensors such as an optical sensor, an acceleration sensor, or a GPS receiver.

The crank rotation sensor 62 is configured to output information corresponding to the rotational state of the crank 22 to the control unit 52. The crank rotation sensor 62 is configured, for example, to detect information corresponding to the rotational speed of the crank 22. The crank rotation sensor 62 is configured, for example, to detect the top dead center and bottom dead center of the pedal 20 of the human-powered vehicle 10. The crank rotation sensor 62 includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet, whose magnetic field strength varies circumferentially, is provided on a member that rotates in conjunction with the rotation axis of the crank 22, or on the power transmission path from the rotation axis of the crank 22 to the front chainwheel 24. For example, the crank rotation sensor 62 is positioned so that the magnetic field strength is greatest at the top dead center and bottom dead center of the pedal 20.

For example, if no one-way clutch is provided between the rotation axis of the crank 22 and the front chain wheel 24, an annular magnet may be provided on the front chain wheel 24. The crank rotation sensor 62 may have any configuration as long as it is configured to output information corresponding to the rotation state of the crank 22, and may include an optical sensor, acceleration sensor, gyro sensor, torque sensor, etc. instead of a magnetic sensor.

The attitude angle sensor 64 is configured to output information regarding the attitude angle of the human-powered vehicle 10 to the control unit 52. The attitude angle sensor 64 includes an angular velocity sensor. The attitude angle sensor 64 may also include an acceleration sensor. The attitude angle of the human-powered vehicle 10 includes the yaw angle of the human-powered vehicle 10, the roll angle of the human-powered vehicle 10, and the pitch angle of the human-powered vehicle 10.

The attitude angle sensor 64 is configured to output information corresponding to the angular velocity in the X-, Y-, and Z-axis directions. The attitude angle sensor 64 is mounted on the human-powered vehicle 10 so that the Z-axis is aligned with the direction of gravity when the vehicle is in a standard state with the front wheels 14A and rear wheels 14B in contact with a horizontal surface and standing upright. Specifically, the attitude angle sensor 64 is mounted on the human-powered vehicle 10 so that the positive Z-axis direction is aligned with the vertical direction when the vehicle is in an upright state with the front wheels 14A and rear wheels 14B in contact with a horizontal surface. The attitude angle sensor 64 is mounted on the human-powered vehicle 10 so that the X-axis is aligned with the fore-and-aft direction of the vehicle when the vehicle is in an upright state with the front wheels 14A and rear wheels 14B in contact with a horizontal surface. Specifically, the attitude angle sensor 64 is installed so that the positive direction of the X-axis coincides with the forward direction of the human-powered vehicle 10 when the front wheels 14A and rear wheels 14B are placed on a horizontal surface and the vehicle is upright. The attitude angle sensor 64 is installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are out of phase with each other. For example, when the steering wheel is turned to the right, the attitude angle sensor 64 is installed so that the yaw angle has a positive amplitude. When the human-powered vehicle 10 is tilted to the right, the attitude angle sensor 64 is installed so that the roll angle has a negative amplitude. The attitude angle sensor 64 may also be installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in phase with each other. For example, when the steering wheel is turned to the right, the attitude angle sensor 64 is installed so that the yaw angle has a positive amplitude. When the human-powered vehicle 10 is tilted to the right, the attitude angle sensor 64 is positioned so that the roll angle has a positive amplitude. The pitch angle of the human-powered vehicle 10 corresponds to the gradient of the road on which the human-powered vehicle 10 is traveling. When the human-powered vehicle 10 is traveling uphill, the pitch angle is a positive value. When the human-powered vehicle 10 is traveling downhill, the pitch angle is a negative value.

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

The external device 68 is, for example, a device that can change the settings of the human-powered vehicle 10 from outside. The external device 68 includes at least one of a smart device and a personal computer. The smart device includes at least one of a wearable device such as a smartwatch, a smartphone, and a tablet computer.

The gearshift operating device 38 includes an operating switch that is operated by the user's fingers, etc. Preferably, the gearshift operating device 38 includes an operating switch for upshifting and an operating switch for downshifting. The gearshift operating device 38 is preferably provided on the handlebar 12J.

The control unit 52 detects the rider's posture according to the motion state of the human-powered vehicle 10. The rider's posture includes a sitting posture and a standing posture. A sitting posture is a posture in which the rider sits on the saddle 48A and presses on the pedals 20. A dancing posture is a posture in which the rider presses on the pedals 20 without sitting on the saddle 48A.

The control unit 52 detects the standing posture according to the motion state of the human-powered vehicle 10. The control unit 52 detects the standing posture according to the pulsation of the motion state of the human-powered vehicle 10. The control unit 52 detects the standing posture according to at least one of the pulsation of the yaw angle of the human-powered vehicle 10, the pulsation of the roll angle of the human-powered vehicle 10, the pulsation of the vehicle speed of the human-powered vehicle 10, and the pulsation of the cadence of the human-powered vehicle 10. For example, the control unit 52 detects the rider's posture according to the pulsation of the yaw angle of the human-powered vehicle 10 and the pulsation of the roll angle of the human-powered vehicle 10. The cadence includes the rotational speed of the crankshaft of the human-powered vehicle 10. The cadence may be calculated by dividing the rotational speed of the rear wheel 14B of the human-powered vehicle 10 by the gear ratio of the transmission 32.

When the rider is in a dancing position, the human-powered vehicle 10 is driven while swaying left and right. In other words, when the rider is in a dancing position, the human-powered vehicle 10 is tilted alternately left and right. When the rider is in a dancing position, the handlebars 12J of the human-powered vehicle 10 are rotated in accordance with the left and right sway of the human-powered vehicle 10.

When the rider is in a dancing position, as shown in Figure 3, the amplitude of the roll angle of the human-powered vehicle 10 and the amplitude of the yaw angle of the human-powered vehicle 10 change periodically. In Figure 3, the change in the amplitude of the yaw angle is indicated by a dashed line. In Figure 3, the change in the amplitude of the roll angle is indicated by a solid line. The attitude angle sensor 64 is installed on the human-powered vehicle 10 so that the pulsation of the roll angle of the human-powered vehicle 10 and the pulsation of the yaw angle of the human-powered vehicle 10 are in opposite phase. In Figure 3, at time t0, the rider's position changes from a sitting position to a dancing position. When the rider is in a dancing position and the human-powered vehicle 10 is tilted to the right, for example, the handlebar 12J of the human-powered vehicle 10 is rotated to the right. When the human-powered vehicle 10 is tilted to the left, the handlebar 12J of the human-powered vehicle 10 is rotated to the left. When the tilt of the human-powered vehicle 10 changes from right to left, the rotation of the handlebars changes from right to left. In other words, when the rider's posture is a standing posture, the pulsation of the roll angle of the human-powered vehicle 10 and the pulsation of the yaw angle of the human-powered vehicle 10 are correlated. Therefore, when the rider's posture is a standing posture, the timing when the roll angle reaches its maximum value and the timing when the yaw angle reaches its minimum value coincide. When the rider's posture is a standing posture, the timing when the roll angle reaches its minimum value and the timing when the yaw angle reaches its maximum value coincide. "Agreement" includes not only perfect agreement, but also imperfect agreement due to detection errors and differences in occurrence timing. In other words, "agreement" includes an acceptable range within which agreement can be considered.

The control unit 52 detects the rider's posture by executing the control flow shown in Figure 4.

In step S10, the control unit 52 detects the yaw angle and roll angle of the human-powered vehicle 10. The control unit 52 detects the yaw angle and roll angle of the human-powered vehicle 10 based on information output from the attitude angle sensor 64. After detecting the yaw angle and roll angle of the human-powered vehicle 10 in step S10, the control unit 52 proceeds to step S11.

In step S11, the control unit 52 performs averaging processing. The control unit 52 performs averaging processing on the detected yaw angle of the human-powered vehicle 10 and the detected roll angle of the human-powered vehicle 10. After performing the averaging processing in step S11, the control unit 52 proceeds to step S12.

In step S12, the control unit 52 determines whether a maximum or minimum value of the yaw angle of the human-powered vehicle 10 has been detected. The control unit 52 determines whether a maximum or minimum value of the yaw angle has been detected based on the yaw angle at a predetermined determination time. The predetermined determination time is a pre-set time. The predetermined determination time includes the time from the current time to a predetermined detection time ago. The predetermined detection time is the time during which a change in the rotation direction of the handlebar 12J can be detected in the dancing position. The predetermined detection time is the time during which a change in the left-right tilt direction of the human-powered vehicle 10 can be detected in the dancing position. The predetermined detection time is also the time corresponding to the difference between the change in the rotation direction of the handlebar 12J in the dancing position and the change in the left-right tilt direction of the human-powered vehicle 10 in the dancing position. If the control unit 52 detects a maximum or minimum value of the yaw angle in step S12, the control unit 52 proceeds to step S13. If the control unit 52 does not detect a maximum or minimum value of the yaw angle in step S12, it ends this control flow.

In step S13, the control unit 52 determines whether a maximum or minimum roll angle of the human-powered vehicle 10 has been detected. Based on the roll angle at a predetermined determination time, the control unit 52 determines whether a maximum or minimum roll angle has been detected. If the control unit 52 detects a maximum or minimum roll angle in step S13, it proceeds to step S14. If the control unit 52 does not detect a maximum or minimum roll angle in step S13, it ends the current control flow.

In step S14, the control unit 52 determines whether the combination of the yaw angle and the roll angle satisfies a predetermined combination condition. The predetermined combination condition is determined by the settings of the attitude angle sensor 64. For example, if the attitude angle sensor 64 is installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in opposite phase, the predetermined combination condition includes a condition where the yaw angle is at a maximum value and the roll angle is at a minimum value. If the attitude angle sensor 64 is installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in opposite phase, the predetermined combination condition includes a condition where the yaw angle is at a minimum value and the roll angle is at a maximum value. For example, if the attitude angle sensor 64 is installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in phase, the predetermined combination condition includes a condition in which the yaw angle is at a maximum value and the roll angle is also at a maximum value. If the attitude angle sensor 64 is installed so that the yaw angle pulsation of the human-powered vehicle 10 and the roll angle pulsation of the human-powered vehicle 10 are in phase, the predetermined combination condition includes a condition in which the yaw angle is at a minimum value and the roll angle is also at a minimum value. If the control unit 52 determines in step S14 that the combination of the yaw angle and the roll angle satisfies the predetermined combination condition, it proceeds to step S15. If the control unit 52 determines in step S14 that the combination of the yaw angle and the roll angle does not satisfy the predetermined combination condition, it terminates the current control flow.

In step S15, the control unit 52 calculates the pedaling period. The control unit 52 calculates the pedaling period based on the detected cadence. The pedaling period is the time it takes for the pedal 20 to rotate once. The control unit 52 calculates the pedaling period based on the current cadence. After calculating the pedaling period, the control unit 52 proceeds to step S16.

In step S16, the control unit 52 calculates the predetermined timing when the pedal 20 will be at top dead center and bottom dead center. The control unit 52 calculates the predetermined timing based on the pedaling cycle. The control unit 52 predicts the timing when the pedal 20 will be at top dead center and bottom dead center based on the current cadence. The control unit 52 calculates the timing that is half the pedaling cycle as the predetermined timing. The predetermined timing is the timing when the roll angle of the human-powered vehicle 10 is predicted to reach a maximum value or a minimum value. The predetermined timing is the timing when the yaw angle of the human-powered vehicle 10 is predicted to reach a maximum value or a minimum value.

When the rider is in a dancing position, the rider depresses the pedals 20 in time with the timing of switching the tilt direction of the human-powered vehicle 10 to the left or right. In other words, the timing at which the tilt direction of the human-powered vehicle 10 switches to the left or right coincides with the timing at which the pedals 20 reach top dead center and bottom dead center. Therefore, when the rider is in a dancing position, the timing at which the maximum and minimum values of the roll angle appear coincide with the timing at which the pedals 20 reach top dead center and bottom dead center. Similarly, when the rider is in a dancing position, the timing at which the maximum and minimum values of the yaw angle appear coincide with the timing at which the pedals 20 reach top dead center and bottom dead center. The specified timing includes the difference between the timing at which the pedals 20 reach top dead center and bottom dead center in the dancing position and the timing at which the tilt direction of the human-powered vehicle 10 switches in the dancing position. After calculating the predetermined timing in step S16, the control unit 52 proceeds to step S17.

In step S17, the control unit 52 determines whether the current timing is a predetermined timing. The control unit 52 determines whether the timing at which the combination of yaw angle and roll angle satisfies a predetermined combination condition is a predetermined timing. If the control unit 52 determines that the current timing is a predetermined timing, the control unit 52 proceeds to step S18. If the control unit 52 determines that the current timing is not a predetermined timing, the control unit 52 ends the current control flow.

In step S18, the control unit 52 detects the first peak value of the yaw angle and the second peak value of the roll angle. The control unit 52 detects the first peak value of the yaw angle and the second peak value of the roll angle according to the pedaling cycle. The control unit 52 detects the first peak value of the yaw angle at a predetermined timing and the second peak value of the roll angle at a predetermined timing. The control unit 52 detects the first peak value of the yaw angle at the top dead center and the bottom dead center of the pedal 20 of the human-powered vehicle 10. The control unit 52 detects the second peak value of the roll angle at the top dead center and the bottom dead center of the pedal 20 of the human-powered vehicle 10. The control unit 52 detects the maximum value of the yaw angle or the yaw angle detected in step S12 as the first peak value. The control unit 52 detects the maximum value of the roll angle or the minimum value of the roll angle detected in step S13 as the second peak value. After detecting the first peak value and the second peak value in step S18, the control unit 52 proceeds to step S19.

In step S19, the control unit 52 calculates the difference between the magnitude of the first peak value and the magnitude of the second peak value. The control unit 52 calculates the difference by subtracting the absolute value of the first peak value from the absolute value of the second peak value. After calculating the difference between the magnitude of the first peak value and the magnitude of the second peak value in step S19, the control unit 52 proceeds to step S20.

In step S20, the control unit 52 detects the rider's posture. The control unit 52 detects the rider's posture based on the combined value of the yaw angle and the roll angle. If the difference between the magnitude of the first peak value of the yaw angle and the magnitude of the second peak value of the roll angle is smaller than a predetermined value, the control unit 52 detects a dancing posture. If the difference between the first peak value at a predetermined timing and the second peak value at a predetermined timing is smaller than a predetermined value, the control unit 52 detects a dancing posture. If the difference is equal to or greater than a predetermined value, the control unit 52 detects a sitting posture. The predetermined value is set based on the difference between the magnitude of the first peak value that occurs when the rider's posture is a dancing posture and the magnitude of the second peak value that occurs when the rider's posture is a dancing posture. The predetermined value is set based on experiments, simulations, etc.

The control unit 52 controls the electric components in response to the yaw angle pulsation and the roll angle pulsation of the human-powered vehicle 10. The electric components include the transmission 32. The electric components may also include at least one of the electric drive unit, the seat post 48, and the braking device.

When the gear shift mode is automatic and the state variables related to the driving of the human-powered vehicle 10 satisfy the gear shift conditions, the control unit 52 controls the transmission 32 to change the gear ratio. The state variables related to the driving of the human-powered vehicle 10 include at least one of cadence, speed, and the human-powered driving force acting on the drivetrain 16. For example, the state variable related to the driving of the human-powered vehicle 10 is cadence. The control unit 52 controls the transmission 32 to change the gear ratio based on the cadence. When the cadence satisfies the gear shift conditions, the control unit 52 controls the transmission 32 to change the gear ratio.

The gear shift conditions include a first gear shift condition and a second gear shift condition. The control unit 52 sets the gear shift condition to either the first gear shift condition or the second gear shift condition depending on the rider's posture. The control unit 52 controls the transmission 32 of the human-powered vehicle 10 by executing the control flow shown in Figure 5.

In step S30, the control unit 52 determines whether the rider's posture is a standing posture. If the control unit 52 determines in step S30 that the rider's posture is a sitting posture, the control unit 52 proceeds to step S31. If the control unit 52 determines in step S30 that the rider's posture is a standing posture, the control unit 52 proceeds to step S33.

In step S31, the control unit 52 sets the gear shift condition to the first gear shift condition. The first gear shift condition is the basic gear shift condition for the human-powered vehicle 10. The first gear shift condition is met when the cadence exceeds the predetermined cadence range. The first gear shift condition is not met when the cadence does not exceed the predetermined cadence range. The predetermined cadence range is a range equal to or greater than the lower limit cadence and equal to or less than the upper limit cadence. The predetermined cadence range includes the reference cadence. At least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence. The predetermined cadence range is set based on the tilt state. If the gear shift condition is the first gear shift condition, the control unit 52 further sets gear shift conditions based on the tilt state of the human-powered vehicle 10.

The inclination state is the gradient of the road surface on which the human-powered vehicle 10 is traveling. As shown in Figure 6, the inclination state includes seven states: "Flat," "UP1," "UP2," "UP3," "DW1," "DW2," and "DW3."

"Flat" includes a state where the road surface is level. "UP1," "UP2," and "UP3" include states where the road is inclined upward relative to the direction of travel of the human-powered vehicle 10. "UP2" is a state where the upward slope is greater than "UP1." "UP3" is a state where the upward slope is greater than "UP2." "DW1," "DW2," and "DW3" include states where the road is inclined downward relative to the direction of travel of the human-powered vehicle 10. "DW2" is a state where the downward slope is greater than "DW1." "DW3" is a state where the downward slope is greater than "DW2."

For example, if the tilt state is "FLAT" and the pitch angle is greater than or equal to the first threshold, the tilt state is changed from "FLAT" to "UP1." The first threshold is a preset value. The first threshold is a value indicating an uphill slope. If the tilt state is "UP1" and the pitch angle is greater than or equal to the second threshold and continues for a first time period or longer, the tilt state is changed from "UP1" to "UP2." The second threshold is a preset value. The second threshold is greater than the first threshold. The first time period is a preset time period. If the tilt state is "UP2" and the pitch angle is greater than or equal to the third threshold and continues for a second time period or longer, the tilt state is changed from "UP2" to "UP3." The third threshold is a preset value. The third threshold is greater than the second threshold. The second time period is a preset time period. The second time period may be the same as the first time period.

When the tilt state is "UP3" and the pitch angle is equal to or less than the fourth threshold, the tilt state is changed from "UP3" to "UP2." The fourth threshold is a preset value. The fourth threshold is smaller than the third threshold. When the tilt state is "UP2" and the pitch angle is equal to or less than the fifth threshold, the tilt state is changed from "UP2" to "UP1." The fifth threshold is a preset value. The fifth threshold is smaller than the second threshold. When the tilt state is "UP1" and the pitch angle is equal to or less than the sixth threshold, the tilt state is changed from "UP1" to "FLAT." The sixth threshold is a preset value. The sixth threshold is smaller than the first threshold.

When the tilt state is "FLAT" and the pitch angle is less than or equal to the seventh threshold, the tilt state is changed from "FLAT" to "DW1." The seventh threshold is a preset value. The seventh threshold is a value indicating a downward slope. When the tilt state is "DW1" and the pitch angle is less than or equal to the eighth threshold for a period of three hours or more, the tilt state is changed from "DW1" to "DW2." The eighth threshold is a preset value. The third period is a preset period. The eighth threshold is smaller than the seventh threshold. When the tilt state is "DW2" and the pitch angle is less than the ninth threshold for a period of four hours or more, the tilt state is changed from "DW2" to "DW3." The ninth threshold is a preset value. The ninth threshold is smaller than the eighth threshold. The fourth period is a preset period. The fourth period may be the same as the third period.

If the tilt state is "DW3" and the pitch angle is greater than or equal to the tenth threshold, the tilt state is changed from "DW3" to "DW2." The tenth threshold is a preset value. The tenth threshold is greater than the ninth threshold. If the tilt state is "DW2" and the pitch angle is greater than or equal to the eleventh threshold, the tilt state is changed from "DW2" to "DW1." The eleventh threshold is a preset value. The eleventh threshold is greater than the eighth threshold. If the tilt state is "DW1" and the pitch angle is greater than or equal to the twelfth threshold, the tilt state is changed from "DW1" to "FLAT." The twelfth threshold is a preset value. The twelfth threshold is greater than the seventh threshold.

The specified cadence range is set for each incline state, as shown in Figures 7 and 8.

When the inclination state is "FLAT," the predetermined cadence range is set to the first predetermined cadence range. The first predetermined cadence range is the range equal to or greater than the first lower limit cadence and equal to or less than the first upper limit cadence. The first lower limit cadence is set by subtracting a first predetermined value from the reference cadence. The first predetermined value is a value that is set in advance. The first upper limit cadence is set by adding the first predetermined value to the reference cadence.

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

When the incline state is "UP2" or "UP3," the predetermined cadence range is set to the third predetermined cadence range. The third predetermined cadence range is the range equal to or greater than the third lower limit cadence and equal to or less than the third upper limit cadence. The third lower limit cadence is greater than the second lower limit cadence. The third lower limit cadence is set by subtracting a third predetermined value from the larger of the cadence when the pitch angle is equal to or greater than the second threshold and the reference cadence. The third predetermined value is a preset value. The third upper limit cadence is greater than the second upper limit cadence. For example, the third upper limit cadence is the value obtained by adding a fourth predetermined value to the third lower limit cadence. The fourth predetermined value is greater than the second predetermined value. The predetermined cadence ranges for "UP2" and "UP3" may be different ranges.

When the incline state is "DW1," the predetermined cadence range is set to the first predetermined cadence range. The predetermined cadence ranges for "FLAT" and "DW1" may be different ranges.

When the inclination state is "DW2," the predetermined cadence range is set to the fourth predetermined cadence range. The fourth predetermined cadence range is the range equal to or greater than the fourth lower limit cadence and equal to or less than the fourth upper limit cadence. The fourth lower limit cadence is smaller than the first lower limit cadence. The fourth lower limit cadence is set by subtracting a fifth predetermined value from the reference cadence. The fifth predetermined value is a value set in advance. The fifth predetermined value is larger than the first predetermined value. The fourth upper limit cadence is smaller than the first upper limit cadence. The fourth upper limit cadence is set by adding a sixth predetermined value to the reference cadence. The sixth predetermined value is a value set in advance. The sixth predetermined value is smaller than the first predetermined value.

When the incline state is "DW3," the predetermined cadence range is set to the fifth predetermined cadence range. The fifth predetermined cadence range is the range equal to or greater than the fifth lower limit cadence and equal to or less than the fifth upper limit cadence. The fifth lower limit cadence is smaller than the fourth lower limit cadence. The fifth lower limit cadence is set by subtracting a seventh predetermined value from the reference cadence. The seventh predetermined value is a value that is set in advance. The seventh predetermined value is larger than the fifth predetermined value. The fifth upper limit cadence is the same as the fourth upper limit cadence. The fifth upper limit cadence may be a value different from the fourth upper limit cadence.

In step S31, the control unit 52 sets the gear shift condition to the first gear shift condition, and then proceeds to step S32.

In step S32, the control unit 52 controls the transmission 32 based on the first gear change condition. If the cadence exceeds the predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. If the cadence does not exceed the predetermined cadence range, the control unit 52 controls the transmission 32 to maintain the current gear ratio. If the cadence is greater than the upper cadence limit, the control unit 52 controls the transmission 32 to increase the gear ratio. If the cadence is less than the lower cadence limit, the control unit 52 controls the transmission 32 to decrease the gear ratio.

In step S33, the control unit 52 sets the gear shifting condition to the second gear shifting condition. When the rider's posture is a dancing posture, the control unit 52 changes the gear shifting condition of the transmission 32 from the first gear shifting condition to the second gear shifting condition. Under the second gear shifting condition, gear shifting in the transmission 32 is restricted. The second gear shifting condition is set to restrict gear shifting in the transmission 32 more than under the first gear shifting condition. The second gear shifting condition is set to restrict gear shifts that increase the gear ratio. Under the second gear shifting condition, the gear shift threshold that increases the gear ratio of the transmission 32 is higher than under the first gear shifting condition. Under the second gear shifting condition, the gear shift threshold that decreases the gear ratio of the transmission 32 is higher than under the first gear shifting condition. When the rider's posture is a dancing posture, the control unit 52 sets the gear shift threshold that decreases the gear ratio to the first gear shift threshold. The first gear shift threshold is higher than the second gear shift threshold. The second shifting threshold is a threshold for reducing the gear ratio when the rider is not in a standing position and the road gradient corresponds to a flat road. For example, the second shifting threshold corresponds to the first lower limit cadence of "FLAT" under the first shifting condition. The second shifting condition is met when the cadence exceeds the sixth predetermined cadence range. The second shifting condition is not met when the cadence does not exceed the sixth predetermined cadence range. The sixth predetermined cadence range is equal to or greater than the sixth lower limit cadence and equal to or less than the sixth upper limit cadence. The sixth upper limit cadence is greater than the upper limit cadence under the first shifting condition. For example, the sixth upper limit cadence is greater than the third upper limit cadence under the first shifting condition. The sixth lower limit cadence is greater than the lower limit cadence under the first shifting condition. For example, the sixth lower limit cadence is greater than the first lower limit cadence under the first shifting condition. The sixth lower limit cadence corresponds to the first shifting threshold. After setting the shifting condition to the second shifting condition in step S33, the control unit 52 proceeds to step S34. The second shifting condition may have a lower shifting threshold for reducing the gear ratio of the transmission 32 than the first shifting condition. For example, the sixth lower limit cadence may be lower than the lower limit cadence under the first shifting condition. In other words, the second shifting condition may be set to suppress shifts that reduce the gear ratio.

In step S34, the control unit 52 controls the transmission 32 based on the second gear shifting condition. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio, regardless of the road gradient. When the rider's posture is a standing posture, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio, regardless of the road gradient. When the cadence exceeds the sixth predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. When the cadence does not exceed the sixth predetermined cadence range, the control unit 52 controls the transmission 32 to maintain the current gear ratio. If the cadence is greater than the sixth upper limit cadence, the control unit 52 controls the transmission 32 to increase the gear ratio. If the cadence is less than the sixth lower limit cadence, the control unit 52 controls the transmission 32 to decrease the gear ratio. If the rider's posture is dancing and the cadence is less than the lower limit cadence, the control unit 52 controls the transmission 32 to decrease the gear ratio. If the cadence is less than the lower limit cadence for a predetermined consecutive time, the control unit 52 may control the transmission 32 to decrease the gear ratio. The predetermined time is a time that is set in advance. For example, the predetermined time is the time until the detected cadence stabilizes. If the rider's posture is dancing, the control unit 52 may control the transmission 32 to prohibit a gear change that would increase the gear ratio. In other words, the second gear change condition may be set to prohibit a gear change that would increase the gear ratio.

Second Embodiment
A human-powered vehicle 10 according to the second embodiment will now be described. Descriptions of the same configurations and controls as those of the human-powered vehicle 10 according to the first embodiment will be omitted. The human-powered vehicle 10 according to the second embodiment differs from the first embodiment in the process of setting the gear change conditions. The control unit 52 controls the transmission 32 by executing the control flow shown in FIG. 9.

The processing from steps S30 to S32 in Figure 9 is the same as the processing from steps S30 to S32 in Figure 5.

If the control unit 52 determines in step S30 that the rider's posture is a dancing posture, it proceeds to step S40.

In step S40, the control unit 52 determines whether the road surface gradient is less than a predetermined upward gradient. The predetermined upward gradient is a gradient that is set in advance. The predetermined upward gradient corresponds to "UP2," for example. If the control unit 52 determines in step S40 that the road surface gradient is less than the predetermined upward gradient, the control unit 52 proceeds to step S41. If the control unit 52 determines in step S40 that the road surface gradient is equal to or greater than the predetermined upward gradient, the control unit 52 proceeds to step S33. If the rider's posture is a standing posture and the road surface gradient is equal to or greater than the predetermined upward gradient, the control unit 52 sets the gear shift condition to the second gear shift condition in step S33.

In step S41, the control unit 52 determines whether the gear ratio of the transmission 32 is equal to or greater than a predetermined gear ratio. The predetermined gear ratio is a preset gear ratio. The predetermined gear ratio is the gear ratio on the higher speed side of the transmission 32. For example, if the transmission 32 can be shifted in 10 stages, the predetermined gear ratio is a gear ratio corresponding to 7 stages of shifting. If the control unit 52 determines in step S41 that the gear ratio is less than the predetermined gear ratio, it proceeds to step S31. If the rider's posture is a dancing posture and the gear ratio of the transmission 32 is less than the predetermined gear ratio, the control unit 52 sets the gear shifting condition to the first gear shifting condition in step S31. If the control unit 52 determines in step S41 that the gear ratio is equal to or greater than the predetermined gear ratio, it proceeds to step S33. If the rider's posture is a dancing posture and the gear ratio in the transmission 32 is equal to or greater than a predetermined gear ratio, the control unit 52 changes the gear shift condition from the first gear shift condition to the second gear shift condition in step S33.

The processing of step S33 is the same as the processing of step S33 in Figure 5. In step S33, the control unit 52 sets the gear shift condition to the second gear shift condition, and then proceeds to step S34.

In step S34, the control unit 52 controls the transmission 32 based on the second shifting condition, similar to step S34 in FIG. 5. When the rider's posture is standing and the road surface gradient is equal to or greater than a predetermined upward gradient, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is standing and the road surface gradient is equal to or greater than a predetermined upward gradient, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio. When the rider's posture is standing, the road surface gradient is less than a predetermined upward gradient, and the gear ratio is equal to or greater than a predetermined gear ratio, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is standing, the road surface gradient is less than a predetermined upward gradient, and the gear ratio is equal to or greater than a predetermined gear ratio, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio.

(Third embodiment)
A human-powered vehicle 10 according to the third embodiment will now be described. Descriptions of the same configurations and controls as those of the human-powered vehicle 10 according to the first embodiment will be omitted. The human-powered vehicle 10 according to the third embodiment differs from the first embodiment in the gear shift conditions based on the rider's posture.

The gear shift conditions include a first gear shift condition, a second gear shift condition, and a third gear shift condition. The control unit 52 controls the transmission 32 by executing the control flow shown in Figure 10.

The processing from steps S30 to S32 in Figure 10 is the same as the processing from steps S30 to S32 in Figure 5.

If the control unit 52 determines in step S30 that the rider's posture is a dancing posture, it proceeds to step S50.

In step S50, the control unit 52 determines whether the road surface gradient is less than a predetermined upward gradient. The predetermined upward gradient is the same as the predetermined upward gradient in the second embodiment. The predetermined upward gradient in the third embodiment may be a gradient different from the predetermined upward gradient in the second embodiment. If the control unit 52 determines in step S50 that the road surface gradient is less than the predetermined upward gradient, the control unit 52 proceeds to step S33. If the control unit 52 determines in step S50 that the road surface gradient is equal to or greater than the predetermined upward gradient, the control unit 52 proceeds to step S51.

The processing of step S33 is the same as the processing of step S33 in Figure 5. In step S33, the control unit 52 sets the gear shift condition to the second gear shift condition, and then proceeds to step S34.

In step S34, the control unit 52 controls the transmission 32 based on the second shifting condition, similar to step S34 in FIG. 5. When the rider's posture is standing and the road surface gradient is less than a predetermined upward gradient, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is standing and the road surface gradient is less than a predetermined upward gradient, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio.

In step S51, the control unit 52 sets the gear shift condition to the third gear shift condition. If the rider's posture is standing and the road gradient is equal to or greater than a predetermined uphill gradient, the control unit 52 changes the gear shift condition to the third gear shift condition. The third gear shift condition has a higher gear shift threshold for reducing the gear ratio of the transmission 32 than the first gear shift condition and the second gear shift condition. The third gear shift condition is met when the cadence exceeds the seventh predetermined cadence range. The third gear shift condition is not met when the cadence does not exceed the seventh predetermined cadence range. The seventh cadence range is a range equal to or greater than the seventh lower limit cadence and equal to or less than the seventh upper limit cadence. The seventh upper limit cadence is greater than the sixth upper limit cadence of the second gear shift condition. The seventh lower limit cadence is greater than the sixth lower limit cadence of the second gear shift condition. The seventh lower limit cadence is greater than the third lower limit cadence of the first shifting condition. The seventh lower limit cadence is, for example, 45 rpm. The seventh lower limit cadence may be less than the third lower limit cadence of the first shifting condition. After setting the shifting condition to the third shifting condition in step S51, the control unit 52 proceeds to step S52.

In step S52, the control unit 52 controls the transmission 32 based on the third gear change condition. When the rider's posture is standing and the road gradient is equal to or greater than a predetermined upward gradient, the control unit 52 controls the transmission 32 to restrict an increase in the gear ratio. When the rider's posture is standing and the road gradient is equal to or greater than a predetermined upward gradient, the control unit 52 controls the transmission 32 to allow a decrease in the gear ratio. When the cadence exceeds a seventh predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. When the cadence does not exceed the seventh predetermined cadence range, the control unit 52 controls the transmission 32 to maintain the current gear ratio. When the cadence is greater than the seventh upper cadence limit, the control unit 52 controls the transmission 32 to increase the gear ratio. If the cadence is lower than the seventh lower limit cadence, the control unit 52 controls the transmission 32 so that the gear ratio becomes smaller.

The third shift condition in the third embodiment may be applied to the shift condition in the second embodiment.

In a modified human-powered vehicle 10, if the yaw angle pulsation period and the roll angle pulsation period match, the control unit 52 may detect a dancing posture. The yaw angle pulsation period and the roll angle pulsation period are calculated according to the behavior of the human-powered vehicle 10 in the dancing posture. For example, the yaw angle pulsation period is calculated based on the maximum or minimum yaw angle values that occur when the handlebar 12J is rotated to the right, left, or right. The roll angle pulsation period is calculated based on the maximum or minimum roll angle values that occur when the human-powered vehicle 10 is tilted to the right, left, or right. The control unit 52 may detect a dancing posture based on the yaw angle pulsation period, the roll angle pulsation period, and the pedaling period. For example, if the yaw angle pulsation period, the roll angle pulsation period, and the pedaling period match, the control unit 52 may detect a dancing posture.

In a modified human-powered vehicle 10, the control unit 52 may detect a dancing posture if the rotation direction of the human-powered vehicle 10 based on the yaw angle and the tilt direction of the human-powered vehicle 10 based on the roll angle match. For example, if the handlebar 12J rotates to the right and the human-powered vehicle 10 tilts to the right in the left-right direction, the control unit 52 detects a dancing posture. For example, if the handlebar 12J rotates to the left and the human-powered vehicle 10 tilts to the left in the left-right direction, the control unit 52 detects a dancing posture. If the rotation direction of the human-powered vehicle 10 based on the yaw angle and the tilt direction of the human-powered vehicle 10 based on the roll angle match multiple times in succession, the control unit 52 may detect a dancing posture.

In a modified human-powered vehicle 10, the control unit 52 may detect the maximum or minimum value of the yaw angle as the first peak value. The control unit 52 may detect the maximum or minimum value of the roll angle as the second peak value. If the first timing at which the first peak value of the yaw angle is detected coincides with the second timing at which the second peak value of the roll angle is detected, the control unit 52 may detect a dancing posture. The first and second peak values may be detected in accordance with the behavior of the human-powered vehicle 10 in the dancing posture. For example, the first peak value is the maximum or minimum value of the yaw angle that occurs when the handlebar 12J is rotated from right to left. The second peak value is the maximum or minimum value of the roll angle that occurs when the tilt of the human-powered vehicle 10 is changed from right to left. If the first timing and the second timing coincide multiple times in succession, the control unit 52 may detect a dancing posture.

In a human-powered vehicle 10 according to a modified example, when the rider is in a standing position, the control unit 52 samples more data to calculate the vehicle speed of the human-powered vehicle 10 than when the rider is not in a standing position. For example, when the rider is in a sitting position, the control unit 52 calculates the vehicle speed based on the instantaneous value detected by the vehicle speed sensor 60. When the rider is in a standing position, the control unit 52 calculates the vehicle speed as the average value of the instantaneous values detected by the vehicle speed sensor 60 during one rotation of the wheel 14.

In a human-powered vehicle 10 according to a modified example, the control unit 52 may detect the rider's posture according to the pulsation of the vehicle speed of the human-powered vehicle 10. For example, when the rider presses the pedal 20, the vehicle speed of the human-powered vehicle 10 decreases when the pedal 20 is at the top dead center and bottom dead center, and increases when the pedal 20 is halfway between the top dead center and bottom dead center. In other words, the vehicle speed of the human-powered vehicle 10 pulsates, repeatedly increasing and decreasing according to the position of the pedal 20. In particular, when the rider is in a dancing position, the pulsation of the vehicle speed of the human-powered vehicle 10 increases.

In a human-powered vehicle 10 according to a modified example, the control unit 52 may detect the rider's posture according to the cadence pulsation of the human-powered vehicle 10. For example, when the rider presses the pedals 20, the cadence of the human-powered vehicle 10 decreases when the pedals 20 are at the top dead center and bottom dead center, and increases when the pedals 20 are halfway between the top dead center and bottom dead center. In other words, the cadence of the human-powered vehicle 10 pulsates, repeatedly increasing and decreasing according to the position of the pedals 20. In particular, when the rider is in a dancing position, the cadence pulsation of the human-powered vehicle 10 increases.

In a modified human-powered vehicle 10, when the road gradient corresponds to a flat road, the control unit 52 may detect the rider's posture based on the yaw angle pulsation of the human-powered vehicle 10, the roll angle pulsation of the human-powered vehicle 10, and the vehicle speed pulsation of the human-powered vehicle 10. A gradient corresponding to a flat road is, for example, "FLAT," which indicates an inclined state. Gradient values corresponding to a flat road may also include "UP1" and "DW1." When the human-powered vehicle 10 travels downhill, the vehicle speed increases due to the influence of the weight of the human-powered vehicle 10 and the rider. Therefore, the vehicle speed pulsation of the human-powered vehicle 10 caused by the rider pressing the pedals 20 decreases. When the human-powered vehicle 10 travels uphill, the vehicle speed itself may decrease. Therefore, the vehicle speed pulsation of the human-powered vehicle 10 may decrease. Therefore, when the road surface gradient is both downward and upward, there is a risk that the detection accuracy of detecting the rider's posture based on the pulsation of the vehicle speed may decrease. In the human-powered vehicle 10 according to the modified example, the control unit 52 detects the rider's posture using the pulsation of the vehicle speed of the human-powered vehicle 10 only when the road surface gradient corresponds to a flat road.

For example, if the road surface gradient corresponds to a flat road, the control unit 52 calculates the predetermined timing based on the pulsation of the vehicle speed. If the road surface gradient corresponds to a flat road, the control unit 52 calculates the timing at which the pulsation of the vehicle speed reaches a minimum value as the predetermined timing. If the road surface gradient corresponds to a flat road, the control unit 52 may calculate a first predetermined timing based on the pedaling cycle and a second predetermined timing at which the pulsation of the vehicle speed reaches a minimum value. If the road surface gradient corresponds to a flat road, the control unit 52 may calculate the timing at which the first predetermined timing and the second predetermined timing coincide as the predetermined timing.

For example, if the road surface gradient corresponds to a flat road, the control unit 52 detects the minimum value of the vehicle speed as the third peak value. If the third timing at which the third peak value is detected coincides with the first timing at which the first peak value of the yaw angle is detected and the second timing at which the second peak value of the roll angle is detected, the control unit 52 may detect a dancing posture.

For example, if the road surface gradient corresponds to a flat road and the pulsation period of the yaw angle, the pulsation period of the roll angle, and the pulsation period of the vehicle speed match, the control unit 52 may detect a dancing posture.

In the control device 30 of the embodiment, the manual shift mode may be omitted. In the control device 30 of the embodiment, interfaces not required for control among the first interface 52A to the sixth interface 52F may be omitted.

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

10... Human-powered vehicle, 12J... Handlebar, 20... Pedal, 30... Control device, 32... Transmission, 52... Control unit, 60... Vehicle speed sensor, 62... Crank rotation sensor, 64... Attitude angle sensor

Claims (19)

A control device for a human-powered vehicle,
a control unit for controlling a transmission device of the human-powered vehicle,
The control unit
When the rider's posture is a dancing posture, the transmission is controlled to restrict an increase in the gear ratio, and the transmission is controlled to allow a decrease in the gear ratio;
When the rider's posture is the dancing posture, a gear shift threshold for reducing the gear ratio is set to a first gear shift threshold;
The control device wherein the first gear shift threshold is greater than a second gear shift threshold that reduces the gear ratio when the rider's posture is not the dancing posture and the road surface gradient is a gradient corresponding to a flat road. 2. The control device according to claim 1, wherein, when the rider is in the dancing posture and the road surface gradient is equal to or greater than a predetermined uphill gradient, the control unit controls the transmission to restrict an increase in the gear ratio and controls the transmission to allow a decrease in the gear ratio. A control device for a human-powered vehicle,
a control unit for controlling a transmission device of the human-powered vehicle,
The control unit
When the rider's posture is a dancing posture, the transmission is controlled to restrict an increase in the gear ratio, and the transmission is controlled to allow a decrease in the gear ratio;
When the rider's posture is the dancing posture, the road surface gradient is less than a predetermined uphill gradient, and the gear ratio is equal to or greater than a predetermined gear ratio, the control unit controls the transmission to restrict the gear ratio from becoming larger and controls the transmission to allow the gear ratio to become smaller. 2. The control device according to claim 1, wherein, when the rider is in the dancing posture, the control unit controls the transmission to restrict an increase in the gear ratio and controls the transmission to allow a decrease in the gear ratio, regardless of a road gradient. A control device for a human-powered vehicle,
a control unit that controls a transmission of the human-powered vehicle so that a gear ratio is changed based on a cadence;
The control unit
When the rider's posture is a dancing posture, the transmission is controlled to restrict an increase in the gear ratio, and the transmission is controlled to allow a decrease in the gear ratio;
a control device that controls the transmission so as to reduce the gear ratio when the rider's posture is the dancing posture and the cadence is less than a lower limit cadence for a predetermined consecutive time. The control device according to any one of claims 1 to 5 , wherein the control unit controls the transmission so as to prohibit a gear change that would increase the gear ratio when the rider's posture is the dancing posture. The control device according to claim 1 , wherein the control unit detects the dancing posture according to a motion state of the human-powered vehicle. The control device according to any one of claims 1 to 7 , wherein the control unit detects the dancing posture in response to pulsation in the motion state of the human-powered vehicle. The control device according to any one of claims 1 to 8, wherein the control unit detects the dancing posture in accordance with at least one of a yaw angle pulsation of the human-powered vehicle, a roll angle pulsation of the human-powered vehicle, a vehicle speed pulsation of the human-powered vehicle, and a cadence pulsation of the human-powered vehicle. A control device for a human-powered vehicle,
a control unit for controlling a transmission device of the human-powered vehicle,
The control unit
When the rider's posture is a dancing posture, the transmission is controlled to restrict an increase in the gear ratio, and the transmission is controlled to allow a decrease in the gear ratio;
The control unit detects the dancing posture in accordance with pulsation of a yaw angle of the human-powered vehicle and pulsation of a roll angle of the human-powered vehicle. The control device according to claim 10 , wherein the control unit detects the dancing posture when a period of the pulsation of the yaw angle and a period of the pulsation of the roll angle coincide with each other. 12. The control device according to claim 10 , wherein the control unit detects the dancing posture when a rotation direction of the human-powered vehicle based on the yaw angle and a tilt direction of the human-powered vehicle based on the roll angle coincide with each other. The control device according to claim 10 , wherein the control unit detects the dancing posture according to a value obtained by superimposing the magnitude of the yaw angle and the magnitude of the roll angle . The control device according to claim 13, wherein the control unit detects the dancing posture when a difference between a magnitude of the first peak value of the yaw angle and a magnitude of the second peak value of the roll angle is smaller than a predetermined value. The control device according to claim 14 , wherein the control unit detects the dancing posture when a difference between the first peak value at a predetermined timing and the second peak value at the predetermined timing is smaller than the predetermined value. The control device according to any one of claims 10 to 15, wherein the control unit detects the dancing posture when a first timing at which a first peak value of the yaw angle is detected and a second timing at which a second peak value of the roll angle is detected coincide with each other. The control device according to any one of claims 10 to 16 , wherein the control unit detects a first peak value of the yaw angle and a second peak value of the roll angle in accordance with a pedaling cycle. The control device according to claim 17 , wherein the control unit calculates the pedaling period based on a detected cadence. 19. The control device according to claim 17, wherein the control unit detects a first peak value of the yaw angle at a top dead center and a bottom dead center of a pedal of the human-powered vehicle, and a second peak value of the roll angle at the top dead center and the bottom dead center of the pedal.