JP2023171126A - Control device - Google Patents

Abstract

To provide a control device which can customize a shift range allowed in automatic transmission by a user, and can suppress narrowing of a range of a shift ratio in the automatic transmission.SOLUTION: A control device is a control device of a man-power drive vehicle. The control device includes a control part for controlling a transmission device on the basis of a transmission condition of the man-power drive vehicle. When the transmission device is controlled by the transmission condition, the control part is configured so as to control the transmission device so that change in a shift ratio of the transmission device is allowed within a shift allowable range that is the range of the shift ratio. When the transmission device is controlled by the transmission condition, the control part is configured so as to control the transmission device so that the shift ratio of the transmission device is not changed to an outside of the shift allowable range. The transmission allowable range is configured to be capable of being set by a user from a settable range. The settable range is a range narrower than a total shift range that is all the shift ratios capable of being shifted by the transmission device.SELECTED DRAWING: Figure 8

Description

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

Patent Document 1 discloses a control device that automatically selects a gear ratio of a transmission installed on a bicycle. The control device changes the gear ratio within a predetermined gear ratio range. The control device can change the range of the predetermined gear ratio.

Utility model registration No. 3199830

One of the objects of the present disclosure is to provide a control device that allows a user to customize a shift range allowed in automatic shifting and suppresses narrowing of the gear ratio range in automatic shifting.

A control device according to the first aspect of the present disclosure is a control device for a human-powered vehicle. The control device includes a control section that controls a transmission based on a transmission condition of the human-powered vehicle. When the transmission is controlled according to the transmission condition, the control unit controls the transmission so that a change in the transmission ratio of the transmission is permitted within a transmission tolerance range that is a range of transmission ratios. It is configured as follows. The control unit is configured to control the transmission so that the transmission ratio of the transmission is not changed outside the allowable shift range when the transmission is controlled according to the transmission condition. The permissible shift range is configured to be settable by the user from a settable range. The settable range is narrower than a full speed change range that is all speed change ratios that can be changed by the transmission device.

The control device of the first aspect can set the allowable shift range based on the user's operation from the settable range. The control device allows the user to customize the allowable shift range for automatic shifting, and can prevent the range of gear ratios for automatic shifting from narrowing.

In the second aspect of the control device according to the first aspect, the allowable shift range is a range equal to or greater than the first lower limit gear ratio.

According to the control device of the second aspect, the control unit can suppress excessive downshifting during automatic gear shifting. For example, when the human-powered vehicle travels on a road with a downward slope, the control unit can suppress excessive downshifting. Therefore, the control device can contribute to comfortable driving of the human-powered vehicle.

In the control device according to the third aspect according to the second aspect, the first lower limit gear ratio is configured to be settable by a user from within the settable range.

According to the control device of the third aspect, the control unit can set the first lower limit gear ratio of the allowable shift range from the settable range according to the user's preference. The control device can set an allowable shift range for automatic shift according to the user's preference.

In the control device of the fourth aspect according to any one of the first to third aspects, the settable range is a range equal to or less than the second upper limit speed ratio.

According to the control device of the fourth aspect, the control unit can prevent the allowable shift range from becoming narrower. For example, when the shift tolerance range is narrow, fewer gear ratios are used by the transmission during automatic shifting, which reduces the marketability of a human-powered vehicle that performs automatic shifting. By setting the settable range to a range equal to or lower than the second upper limit speed ratio, the control device can suppress deterioration in marketability of the human-powered vehicle that performs automatic gear shifting.

In the control device of the fifth aspect according to the fourth aspect, the control section sets the second upper limit speed ratio according to specifications of the human-powered vehicle.

According to the control device of the fifth aspect, the control unit can set a suitable settable range for the human-powered vehicle. The control unit can set the allowable shift range according to the user's preference from among the settable range suitable for the human-powered vehicle. Therefore, the control device can contribute to comfortable driving of the human-powered vehicle.

In the control device of the sixth aspect according to the fifth aspect, the specifications of the human-powered vehicle include a tire circumference of the human-powered vehicle.

According to the control device of the sixth aspect, the control unit can set a suitable shift tolerance range for the circumference of the tire of the human-powered vehicle. The control unit can set the allowable shift range according to the user's preference from among the settable range suitable for the human-powered vehicle. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the seventh aspect according to the fifth or sixth aspect, the specifications of the human-powered vehicle include all gear ratios that can be changed by the transmission.

According to the control device of the seventh aspect, the control unit can set the second upper limit gear ratio according to the gear ratio that can be changed by the transmission. The control unit can set a suitable settable range for the gear ratio that can be changed by the transmission.

In the control device according to the eighth aspect according to any one of the fifth to seventh aspects, the control unit adds a first predetermined value to a recommended gear ratio calculated according to specifications of the human-powered vehicle. , setting the second upper limit speed ratio.

According to the control device of the eighth aspect, the control unit can set the settable range including the recommended gear ratio. The control unit can set a suitable settable range according to the specifications of the human-powered vehicle. Therefore, the control device can ensure the degree of freedom in setting the allowable shift range by the user, and can prevent the range of gear ratios that can be realized in automatic shifting from becoming narrower.

In the control device according to the ninth aspect according to any one of the first to eighth aspects, the control unit causes a display device to display the settable range.

According to the control device of the ninth aspect, the control unit can accurately notify the user of the settable range. The control device can reduce the load on the user in setting the shiftable range.

In the control device according to the tenth aspect according to the eighth or ninth aspect, the control unit displays the recommended gear ratio on a display device.

According to the control device of the tenth aspect, the control unit can reliably notify the user of the recommended gear ratio. The control device can reduce the load on the user in setting the shiftable range.

In the control device according to the eleventh aspect according to any one of the second to tenth aspects, the allowable shift range is a range that is greater than or equal to the first lower limit gear ratio and less than or equal to the first upper limit gear ratio. The difference between the first upper limit speed ratio and the first lower limit speed ratio is larger than a second predetermined value.

By having a shift tolerance range larger than the second predetermined value, the control device according to the eleventh aspect can suppress deterioration in marketability of the human-powered vehicle.

In the control device according to the twelfth aspect according to any one of the fourth to eleventh aspects, the settable range is a range that is greater than or equal to the second lower limit gear ratio and less than or equal to the second upper limit gear ratio. The difference between the second upper limit speed ratio and the second lower limit speed ratio is larger than a third predetermined value.

The control device according to the twelfth aspect can ensure the degree of freedom in setting the allowable shift range by the user.

In the control device of the thirteenth aspect according to any one of the first to twelfth aspects, the control unit sets a slope area according to a slope of a road surface on which the human-powered vehicle runs. The control unit has the shift tolerance range for the slope region.

According to the control device of the thirteenth aspect, the control unit can set a suitable shift tolerance range for the slope region. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the fourteenth aspect according to the thirteenth aspect, the slope area includes a first slope area and a second slope area. The second slope area is an area where the slope of the upward slope is greater than that of the first slope area. The permissible shift range is a range that is equal to or greater than the first lower limit gear ratio. The first lower limit speed ratio in the second slope area is smaller than the first lower limit speed ratio in the first slope area.

According to the control device of the fourteenth aspect, when the slope of the uphill slope is large, the control unit reduces the speed ratio that is allowed to be used within the speed change tolerance range. When the slope of the upward slope is large, the control unit can reduce the gear ratio. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the fifteenth aspect according to the thirteenth or fourteenth aspect, the control section has the settable range for the slope area.

According to the control device of the fifteenth aspect, the control unit can set a suitable settable range for the slope region. The control device can prevent a shift tolerance range that is not suitable for the slope region from being set.

In the control device of the sixteenth aspect according to the fifteenth aspect, the slope area includes a first slope area and a second slope area. The second slope area is an area where the slope of the upward slope is greater than that of the first slope area. The settable range is a range below the second upper limit speed ratio. The second upper limit speed ratio in the second slope region is smaller than the second upper limit speed ratio in the first slope region.

According to the control device of the 16th aspect, when the slope of the uphill slope is large, the control unit can set a suitable settable range for the slope region by reducing the second upper limit speed ratio of the settable range. The control device can prevent a shift tolerance range that is not suitable for the slope region from being set.

According to the control device of the present disclosure, the user can customize the shift range allowed in automatic shifting, and it is possible to prevent the range of gear ratios in automatic shifting from becoming narrower.

FIG. 1 is a side view of a human-powered vehicle equipped with a control device according to an embodiment. FIG. 2 is a block diagram showing the electrical configuration of a human-powered vehicle including a control device according to an embodiment. FIG. 3 is a diagram illustrating a method of changing the slope area according to the embodiment. FIG. 4 is a diagram (part 1) showing a predetermined cadence range in each slope region according to the embodiment. FIG. 5 is a diagram (part 2) showing the predetermined cadence range in each slope region according to the embodiment. FIG. 6 is a flowchart illustrating an example of a control flow in the control device according to the embodiment. FIG. 7 is a diagram showing a display example of the display device according to the embodiment. FIG. 8 is a diagram illustrating a settable range and a shift allowable range in the control device according to the embodiment. FIG. 9 is a diagram showing an inclination region and a shift tolerance range according to the embodiment.

With reference to FIGS. 1 to 9, a control device 30 for a human-powered vehicle will be described. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least human-powered driving force. 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 a mountain bike, but may include other bicycles such as a road bike, a cross bike, a city bike, a cargo bike, a hand cycle, and a recumbent bike, as long as they can be driven by at least human power. It's okay. The human-powered vehicle 10 may be a one-wheeled vehicle or a vehicle having three or more wheels. The human powered vehicle 10 may include an electric drive unit. The electric drive unit is configured to assist in propulsion of the human-powered vehicle 10.

In the following, a Cartesian coordinate system having an X-axis, a Y-axis, and a Z-axis may be used to describe the human-powered vehicle 10. The X-axis corresponds to the front-rear direction of the human-powered vehicle 10. The Y-axis corresponds to the left-right direction of the human-powered vehicle 10. The Z-axis corresponds to the vertical direction of the human-powered vehicle 10. In this specification, the following terms indicating directions refer to those directions determined based on the rider facing the handlebar 12H at a reference position (for example, on the saddle or seat) of the human-powered vehicle 10. Terms that indicate direction include "front," "rear," "front," "rear," "left," "right," "lateral," "upward," and "downward." as well as any other similar directional terms.

Human-powered vehicle 10 includes a frame 12 . The frame 12 includes, for example, a head tube 12A, a top tube 12B, a down tube 12C, a seatstay 12D, and a chainstay 12E. The human powered vehicle 10 includes a front fork 12F, a stem 12G, and a handlebar 12H. The front fork 12F and stem 12G are connected to the head tube 12A. Handlebar 12H is connected to stem 12G. Human-powered vehicle 10 includes wheels 14, a drive train 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 a front fork 12F. The rear wheel 14B is connected to a connecting portion of the seatstay 12D and the chainstay 12E. A display device 70 is attached to the handlebar 12H.

Drive train 16 is configured to transmit human power driving force to rear wheels 14B. 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 the human power applied to the pair of pedals 20, the front chainwheel 24 is rotated. The rotational force of the front chainwheel 24 is transmitted to the rear sprocket 28 via the chain 26. The wheels 14 rotate as the rear sprocket 28 rotates. Rear sprocket 28 includes a plurality of sprockets. The rear sprocket 28 includes a plurality of sprockets having different numbers of teeth.

The drive train 16 may include a pulley and a belt instead of the front chain wheel 24, rear sprocket 28, and chain 26. Drivetrain 16 may include bevel gears and shafts. 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. Drivetrain 16 may include other components such as one-way clutches, other sprockets, or other chains. Front chainwheel 24 may include a plurality of chainwheels. Preferably, the rotational axis of the front chainwheel 24 is arranged coaxially with the rotational axis of the crank 22. The rotation axis of the rear sprocket 28 is arranged coaxially with the rotation axis of the rear wheel 14B.

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

The transmission 32 is provided on a transmission path for human power driving force. The transmission path of the human power driving force is a path through which the human power driving force applied to the pedals 20 is transmitted to the wheels 14. Transmission device 32 includes an external transmission. The transmission 32 includes, for example, a rear derailleur 36. Transmission device 32 may include a front derailleur. The transmission 32 of this embodiment includes a rear derailleur 36, a chain 26, and a rear sprocket 28. By switching the rear sprocket 28 that engages with the chain 26 by the rear derailleur 36, the gear ratio of the transmission 32 is changed.

The gear ratio is defined based on the relationship between the number of teeth of the front chainwheel 24 and the number of teeth of 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. When the gear ratio is R, the number of teeth of the rear sprocket 28 is TR, and the number of teeth of the front chainwheel 24 is TF, the gear ratio R is expressed as R=TF/TR. The number of teeth of the rear sprocket 28 may be replaced by the rotational speed of the wheel 14, and the number of teeth TF of the front chainwheel 24 may be replaced by the rotational speed of the crank 22. In this case, the gear ratio R is expressed by the rotational speed of the wheels 14 relative 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, at the hub of the rear wheel 14B. The transmission 32 may include a continuously variable transmission instead of the external transmission. The continuously variable transmission is provided, for example, at the hub of the rear wheel 14B.

The transmission system 18 is configured to be able to change the transmission ratio of the transmission 32 in a manual transmission mode and an automatic transmission mode. The control device 30 has a manual shift mode and an automatic shift mode as shift modes. The speed change mode is switched by the rider.

When the speed change mode is set to manual speed change mode, the speed change system 18 is configured such that the speed change device 32 is driven in accordance with the operation of the speed change operating device 38, for example. Transmission device 32 includes an electric actuator 40. The transmission 32 operates using electric power supplied from the battery 34. The transmission 32 may be supplied with power from a dedicated battery for the transmission 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. Electric actuator 40 may be connected to rear derailleur 36 via a Bowden cable. Electric actuator 40 includes, for example, an electric motor and a reduction gear connected to the electric motor. When the speed change mode is the automatic speed change mode, the speed change system 18 is configured so that the speed change device 32 is driven according to the input information of the human-powered vehicle 10 and the speed change conditions.

The control device 30 includes a storage section 50 and a control section 52, as shown in FIG. The storage unit 50 includes storage devices such as nonvolatile memory and volatile memory, for example. Nonvolatile memory includes, for example, at least one of ROM (Read Only Memory), flash memory, and hard disk. Volatile memory includes, for example, RAM (Random Access Memory). The storage unit 50 stores programs used by the control unit 52 for control. The storage unit 50 stores, for example, information regarding shift conditions.

The control unit 52 includes, for example, an arithmetic device such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include a plurality of computing devices. The plurality of arithmetic devices may be provided at positions separated from each other. The control unit 52 is configured to control the overall operation of the entire transmission system 18 by, for example, having the arithmetic unit execute a program stored in the ROM using the RAM as a work area. The control unit 52 may further control various components mounted on the human-powered vehicle 10 in addition to the transmission 32 of the human-powered vehicle 10. The control unit 52 may control an electric drive unit, for example.

The control unit 52 includes at least one of a vehicle speed sensor 60, a crank rotation sensor 62, an inclination sensor 64, a display device 70, a shift operation device 38, an electric actuator 40, an electric cable, and a wireless communication device. connected via. The control unit 52 is connected to an external device 68 via at least one of an electric cable and a wireless communication device. The control unit 52 is connected to the battery 34 via an electric 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 tilt sensor 64. Preferably, the control unit 52 includes a fourth interface 52D. Fourth interface 52D is configured to input information received by display device 70. Preferably, the control unit 52 includes a fifth interface 52E. The fifth interface 52E is configured to input information sent 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 speed change 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 wirelessly communicate based on wireless communication standards such as Bluetooth (registered trademark) and ANT+, for example.

An electric cable connected to the vehicle speed sensor 60 may be fixed to the first interface 52A. An electric cable connected to the crank rotation sensor 62 may be fixed to the second interface 52B. An electric cable connected to the tilt sensor 64 may be fixed to the third interface 52C. An electric cable connected to the display device 70 may be fixed to the fourth interface 52D. The fifth interface 52E includes, for example, a wireless communication device. An electric cable connected to the speed change operating device 38 may be connected to the sixth interface 52F.

Vehicle speed sensor 60 is configured to output information regarding the speed of human-powered vehicle 10 to control unit 52 . Vehicle speed sensor 60 is configured to output a signal according to the rotational speed of wheel 14. Vehicle speed sensor 60 is provided, for example, in chain stay 12E of human-powered vehicle 10. Vehicle speed sensor 60 includes a magnetic sensor. Vehicle speed sensor 60 is configured to detect the magnetic field of a magnet attached to a spoke of wheel 14, a disc brake rotor, or a hub. One or more magnets are provided.

Vehicle speed sensor 60 is configured to output a signal when detecting a magnetic field. The control unit 52 controls the human-powered vehicle 10 based on, for example, the time interval of the signal output from the vehicle speed sensor 60 as the wheel 14 rotates, or the width of the signal and information regarding the circumference of the wheel 14. The vehicle is configured to calculate travel speed. The vehicle speed sensor 60 may have any configuration as long as it is configured to output information regarding the speed of the human-powered vehicle 10, and is not limited to a magnetic sensor, but may also be an optical sensor, an acceleration sensor, or a GPS receiver. It may also include other sensors such as.

The crank rotation sensor 62 is configured to output information according to the rotational state of the crank 22 to the control unit 52. The crank rotation sensor 62 is configured to detect information according to the rotation speed of the crank 22, for example. The crank rotation sensor 62 includes a magnetic sensor that outputs a signal according to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided in a member that rotates in conjunction with the rotating shaft of the crank 22 or in a power transmission path between the rotating shaft of the crank 22 and the front chainwheel 24.

For example, if a one-way clutch is not provided between the rotating shaft of the crank 22 and the front chainwheel 24, the front chainwheel 24 may be provided with an annular magnet. The crank rotation sensor 62 may have any configuration as long as it is configured to output information according to the rotational state of the crank 22, and may be an optical sensor, an acceleration sensor, a gyro sensor, or an optical sensor instead of a magnetic sensor. , a torque sensor, etc.

The inclination sensor 64 is configured to output information regarding the inclination to the control unit 52. The tilt sensor 64 includes, for example, an acceleration sensor. Tilt sensor 64 may include an angular velocity sensor. The slope is the slope of the road surface on which the human-powered vehicle 10 runs. That is, the slope is the attitude angle of the human-powered vehicle 10. When the human-powered vehicle 10 travels uphill, the slope has a positive value. When the human-powered vehicle 10 travels downhill, the slope has a negative value.

The tilt sensor 64 is configured to output information according to acceleration in the axial directions of the X-axis, Y-axis, and Z-axis. The inclination sensor 64 is provided in the human-powered vehicle 10 so that the Z-axis is along the direction of gravity in a reference state in which the front wheels 14A and the rear wheels 14B are grounded on a horizontal plane and are upright. Specifically, the inclination sensor 64 is provided in the human-powered vehicle 10 so that the positive Z-axis direction coincides with the vertical direction when the front wheels 14A and the rear wheels 14B are in contact with the horizontal plane and stand upright. The inclination sensor 64 is provided in the human-powered vehicle 10 so that the X-axis is along the front-rear direction of the human-powered vehicle 10 in a state where the front wheels 14A and the rear wheels 14B are grounded on a horizontal plane and are stood upright. Specifically, the inclination sensor 64 is provided so that the positive direction of the X-axis coincides with the forward direction of the human-powered vehicle 10 in a state where the front wheels 14A and the rear wheels 14B are grounded on a horizontal plane and stood upright.

The slope is calculated by detecting the angle between the positive Z-axis direction and the direction of gravity from the accelerations on the X-axis, Y-axis, and Z-axis. The angle between the Z-axis positive direction and the gravity direction is a pitch angle around the Y-axis. The slope is detected as a pitch angle around the Y axis.

When the human-powered vehicle 10 is traveling, the acceleration in the X-axis direction detected by the inclination sensor 64 includes the acceleration when the human-powered vehicle 10 is traveling. The acceleration in the X-axis direction is calculated by correcting the acceleration in the X-axis direction detected by the tilt sensor 64 by the acceleration in the X-axis direction calculated from the vehicle speed detected by the vehicle speed sensor 60. The slope is calculated using the corrected acceleration in the X-axis direction.

The display device 70 is attached, for example, to the center position in the left-right direction on the handlebar 12H. Display device 70 may be attached to stem 12G. The display device 70 operates using power from an internal battery. The display device 70 may be configured to operate using power supplied from the battery 34. The display device 70 is removably installed on the human-powered vehicle 10.

The display device 70 includes a display panel. The display panel is, for example, a liquid crystal display panel or an organic EL display panel. The display device 70 displays at least one piece of information regarding the state of the human-powered vehicle 10 on a display panel. The at least one piece of information regarding the state of the human-powered vehicle 10 includes the vehicle speed of the human-powered vehicle 10, the cadence of the crank 22, the state of the transmission 32, the state of the electric drive unit, and the like. The state of the transmission 32 includes the current gear ratio in the transmission 32. The display device 70 is configured to output information input to the control device 30 to the control unit 52. The function of outputting input information to the control device 30 to the control unit 52 may be provided as an input device separate from the display device 70. The display device 70 may include, for example, a cycle computer, a smartphone, a tablet computer, a personal computer, or the like.

The external device 68 is, for example, a device that can change the settings of the human-powered vehicle 10 from the outside. External device 68 includes at least one of a smart device and a personal computer. Smart devices include at least one of wearable devices such as smart watches, smartphones, and tablet computers.

The speed change operation device 38 includes an operation switch operated by a user's finger or the like. Preferably, the shift operation device 38 includes an operation switch for upshifting and an operation switch for downshifting. The speed change operation device 38 is preferably provided on the handlebar 12H.

The control unit 52 sets the slope area according to the slope of the road surface on which the human-powered vehicle 10 runs. The control unit 52 changes the slope area as shown in FIG. 3 based on the slope detected by the slope sensor 64. The slope area includes seven areas: "FLAT", "UP1", "UP2", "UP3", "DW1", "DW2", and "DW3". "FLAT" includes a horizontal road surface. “UP1,” “UP2,” and “UP3” include road surfaces that slope upward with respect to the traveling direction of the human-powered vehicle 10. “UP2” is a region with a larger upward slope than “UP1”. “UP3” is a region with a larger upward slope than “UP2”. “DW1,” “DW2,” and “DW3” include road surfaces that slope downward with respect to the traveling direction of the human-powered vehicle 10. “DW2” is a region with a larger downward slope than “DW1”. “DW3” is a region with a larger downward slope than “DW2”.

For example, if the slope area is "FLAT" and the slope is greater than or equal to the first threshold, the slope area is changed from "FLAT" to "UP1". The first threshold is a preset value. The first threshold value is a value indicating an upward slope. If the slope region is "UP1" and the state where the slope is equal to or higher than the second threshold continues for a first time or more, the slope region 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 is a preset time. If the slope region is "UP2" and the state in which the slope is equal to or higher than the third threshold continues for a second time or more, the slope region 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 is a preset time. The second time may be the same time as the first time.

If the slope area is "UP3" and the slope is less than or equal to the fourth threshold, the slope area is changed from "UP3" to "UP2". The fourth threshold is a preset value. The fourth threshold is smaller than the third threshold. If the slope area is "UP2" and the slope is less than or equal to the fifth threshold, the slope area is changed from "UP2" to "UP1". The fifth threshold is a preset value. The fifth threshold is smaller than the second threshold. If the slope area is "UP1" and the slope is less than or equal to the sixth threshold, the slope area is changed from "UP1" to "FLAT". The sixth threshold is a preset value. The sixth threshold is smaller than the first threshold.

If the slope area is "FLAT" and the slope is less than or equal to the seventh threshold, the slope area is changed from "FLAT" to "DW1". The seventh threshold is a preset value. The seventh threshold is a value indicating a downward slope. If the slope region is "DW1" and the state in which the slope is equal to or lower than the eighth threshold continues for a third time or more, the slope region is changed from "DW1" to "DW2." The eighth threshold is a preset value. The third time is a preset time. The eighth threshold is smaller than the seventh threshold. If the slope region is "DW2" and the state in which the slope is equal to or lower than the ninth threshold continues for the fourth time or more, the slope region is changed from "DW2" to "DW3." The ninth threshold is a preset value. The ninth threshold is smaller than the eighth threshold. The fourth time is a preset time. The fourth time may be the same time as the third time.

If the slope area is "DW3" and the slope is greater than or equal to the tenth threshold, the slope area is changed from "DW3" to "DW2." The tenth threshold is a preset value. The tenth threshold is greater than the ninth threshold. If the slope area is "DW2" and the slope is greater than or equal to the eleventh threshold, the slope area is changed from "DW2" to "DW1." The eleventh threshold is a value set in advance. The eleventh threshold is greater than the eighth threshold. If the slope area is "DW1" and the slope is greater than or equal to the twelfth threshold, the slope area is changed from "DW1" to "FLAT". The twelfth threshold is a preset value. The twelfth threshold is greater than the seventh threshold.

The control unit 52 changes the speed change conditions according to the slope area. The shift condition is a condition related to cadence. If the cadence exceeds the predetermined cadence range, the control unit 52 determines that the shift condition is satisfied. When the cadence exceeds the predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. The predetermined cadence range is greater than or equal to the lower limit cadence and less than or equal to the upper limit cadence. The predetermined cadence range includes a reference cadence. At least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence. When the cadence is greater than the upper limit cadence, the control unit 52 controls the transmission 32 to increase the gear ratio. When the cadence is smaller than the lower limit cadence, the control unit 52 controls the transmission 32 so that the gear ratio becomes smaller. The predetermined cadence range is set based on the slope area. The predetermined cadence range may be set by the user. The reference cadence may be set by the user. At least one of the lower limit cadence and the upper limit cadence may be set by the user. Users include riders. For example, the predetermined cadence range may be set via at least one of the display device 70 and the external device 68. 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 wheels 14B of the human-powered vehicle 10 by the gear ratio of the transmission 32.

The control unit 52 sets a predetermined cadence range based on the slope area. The predetermined cadence range is set for each slope region, as shown in FIGS. 4 and 5. The same predetermined cadence range may be set for a plurality of slope regions.

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

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

When the slope area is "UP2" or "UP3", the predetermined cadence range is set to the third predetermined cadence range. The third predetermined cadence range is a range that is greater than or equal to the third lower limit cadence and less than or equal to the third upper limit cadence. The third lower limit cadence is greater than the second lower limit cadence. The third lower limit cadence is set by subtracting the third predetermined value from the larger cadence of the cadence when the slope becomes equal to or higher than the second threshold and the reference cadence. The third predetermined value is a value set in advance. The third upper limit cadence is greater than the second upper limit cadence. For example, the third upper limit cadence is a value to which the fourth predetermined value is added to the third lower limit cadence. The fourth predetermined value is larger than the second predetermined value. The predetermined cadence ranges for "UP2" and "UP3" may be different ranges.

When the slope area 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 slope area is "DW2", the predetermined cadence range is set to the fourth predetermined cadence range. The fourth predetermined cadence range is a range that is greater than or equal to the fourth lower limit cadence and less than or equal to the fourth upper limit cadence. The fourth lower limit cadence is smaller than the first lower limit cadence. The fourth lower limit cadence is set by subtracting the 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 slope area is "DW3", the predetermined cadence range is set to the fifth predetermined cadence range. The fifth predetermined cadence range is a range that is greater than or equal to the fifth lower limit cadence and less than or equal to 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 the seventh predetermined value from the reference cadence. The seventh predetermined value is a value 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 different value from the fourth upper limit cadence.

The control unit 52 controls the transmission 32 based on the transmission conditions of the human-powered vehicle 10 . When the gear ratio of the transmission device 32 is changed depending on the shift condition, the control unit 52 is configured to control the transmission device 32 so that the change in the gear ratio of the transmission device 32 is allowed within the shift tolerance range. Ru. When the gear ratio of the transmission 32 is changed depending on the gear change condition, the control unit 52 is configured to control the transmission 32 so that the gear ratio of the transmission 32 is not changed outside the allowable shift range. The allowable shift range is the range of the gear ratio of the transmission 32. The allowable shift range is a range in which shift is permitted when the shift mode is automatic shift mode. The allowable shift range is configured to be settable by the user from a settable range. The allowable speed change range is a range that is greater than or equal to the first lower limit speed change ratio. The first lower limit speed ratio is configured to be settable by the user from within a settable range. The allowable shift range is a range that is greater than or equal to the first lower limit gear ratio and less than or equal to the first upper limit gear ratio. The settable range is narrower than the entire shift range. The full speed change range is all the speed ratios that the transmission 32 can change. The settable range is a range below the second upper limit speed ratio. The settable range is a range that is greater than or equal to the second lower limit gear ratio and less than or equal to the second upper limit gear ratio.

The control unit 52 sets the allowable shift range by executing the control flow shown in FIG. The control flow shown in FIG. 6 is executed at predetermined timing. The predetermined timing includes the timing at which the display device 70 is operated by the user to set the allowable shift range. The predetermined timing may include, for example, the timing at which power supply to the control device 30 is started. The set shift tolerance range is stored in the storage unit 50.

The control unit 52 acquires information regarding the specifications of the human-powered vehicle 10 by the user in step S10. The control unit 52 acquires information regarding the specifications of the human-powered vehicle 10 via the display device 70. The specifications of the human-powered vehicle 10 include the tire circumference of the human-powered vehicle 10. The specifications of the human-powered vehicle 10 include all gear ratios that can be changed by the transmission 32.

After the control unit 52 acquires information regarding the specifications of the human-powered vehicle 10 in step S10, the process proceeds to step S11. The control unit 52 calculates a recommended gear ratio in step S11. The recommended gear ratio is calculated according to the specifications of the human-powered vehicle 10. The recommended gear ratio is a gear ratio recommended when starting the human-powered vehicle 10. The recommended gear ratio is a gear ratio recommended when rotation of the pedal 20 is started after the human-powered vehicle 10 has stopped. The control unit 52 uses equation (1) to calculate a gear ratio corresponding to the recommended gear ratio.

Fθ=Fdrive×Tcf/2π×Gratio/Lcrank...(1)

“Fθ” is the propulsive force of the human-powered vehicle 10. “Fdrive” is the pedal force of the human-powered vehicle 10. “Tcf” is the tire circumference of the human-powered vehicle 10. “Gratio” is the gear ratio of the human-powered vehicle 10. “Lcrank” is the length of the crank 22 of the human-powered vehicle 10. The propulsive force of the human-powered vehicle 10 and the pedal force of the human-powered vehicle 10 are set in advance as values suitable for the travel of the human-powered vehicle 10 . The length of the crank 22 of the human-powered vehicle 10 is defined as a preset length. When equation (1) is transformed, equation (2) is obtained.

Tcf×Gratio=Fθ×2π×Lcrank/Fdrive...(2)

The value on the right side of equation (2) is calculated using a preset value. That is, the value on the right side of equation (2) can be set as a predetermined value suitable for running the human-powered vehicle 10. When the tire circumference of the human-powered vehicle 10 is input, the gear ratio of the human-powered vehicle 10 is calculated using equation (3) with respect to the input tire circumference.

Gratio=(Fθ×2π×Lcrank)/(Fdrive×Tcf)...(3)

The control unit 52 calculates the gear ratio closest to the gear ratio calculated by equation (3) among the input gear ratios of the transmission device 32 as the recommended gear ratio. After the control unit 52 calculates the recommended gear ratio in step S11, the process proceeds to step S12.

The control unit 52 sets a settable range in step S12. The control unit 52 sets the second upper limit speed ratio according to the specifications of the human-powered vehicle 10. The control unit 52 sets the second upper limit speed ratio by adding the first predetermined value to the recommended speed ratio. The first predetermined value is, for example, a value that makes the gear ratio one step larger than the recommended gear ratio in all the gear ratios that the transmission 32 can change. For example, if the transmission device 32 can change the gear ratio corresponding to 1st to 10th gears, and the recommended gear ratio is the gear ratio corresponding to 5th gear, the first predetermined value is such that the second upper limit gear ratio is This value is the gear ratio corresponding to the 6th speed. The gear ratio is smaller toward the 1st speed side and larger toward the 10th speed side.

After setting the settable range in step S12, the control unit 52 moves to step S13. The control unit 52 causes the display device 70 to display the settable range in step S13. The control unit 52 causes the display device 70 to display the recommended gear ratio. The control unit 52 may cause the display device 70 to display either the settable range or the recommended gear ratio. For example, if the transmission 32 can change the gear ratio corresponding to 1st to 10th gears, and the recommended gear ratio is the gear ratio corresponding to 5th gear, the display device 70 will display the following information as shown in FIG. The settable range and recommended gear ratio are displayed. For example, the display device 70 shows lines corresponding to all the gear ratios of the transmission 32, whereas lines corresponding to gear ratios included in the settable range correspond to gear ratios not included in the settable range. Lines are displayed with different types of lines. In FIG. 7, lines corresponding to speed ratios included in the settable range are shown by solid lines. In FIG. 7, lines corresponding to speed ratios that are not included in the settable range are indicated by broken lines. Lines corresponding to gear ratios included in the settable range may be displayed in different colors from lines corresponding to gear ratios not included in the settable range. On the display device 70, the recommended gear ratio is displayed separately from other gear ratios. For example, the gear ratio corresponding to the recommended gear ratio is displayed with at least one of the type of line and the color of the line distinguished from other gear ratios. In FIG. 7, the recommended gear ratio is indicated by a thick solid line. The method of displaying the settable range and recommended gear ratio on the display device 70 is not limited to the method shown in FIG. 7 .

In step S13, the control unit 52 causes the display device 70 to display the settable range and the recommended gear ratio, and then proceeds to step S14. The control unit 52 sets an allowable shift range in step S14. The control unit 52 sets an allowable shift range based on the user's operation of the display device 70.

For example, as shown in FIG. 8, if the transmission 32 can change the gear ratio corresponding to 1st to 10th gears, and the recommended gear ratio is the gear ratio corresponding to 5th gear, the settable range is 1. Includes gear ratios corresponding to 6th to 6th speeds. The second lower limit gear ratio is a gear ratio corresponding to the first speed. The second upper limit gear ratio is a gear ratio corresponding to the 6th speed. When the first lower limit gear ratio of the allowable shift range is set by the user to a gear ratio corresponding to 5th speed, the allowable shift range includes the gear ratios corresponding to 5th to 10th speeds.

The control unit 52 has a shift tolerance range for the slope region. The slope area includes a first slope area and a second slope area. The slope area includes a third slope area. For example, as shown in FIG. 9, the first slope area includes "DW3", "DW2", "DW1", and "FLAT". The second slope area includes "UP1" and "UP2". The third slope area includes "UP3". The second slope area is an area where the uphill slope is greater than the first slope area. The third slope area is an area where the uphill slope is greater than the second slope area. The control unit 52 has a shift tolerance range for each slope region. The allowable shift range includes a first allowable shift range, a second allowable shift range, and a third allowable shift range. The allowable shift range may be 4 or more.

When the slope region is the first slope region, the control unit 52 sets the shift tolerance range to the first shift tolerance range. When the slope region is the second slope region, the control unit 52 sets the shift tolerance range to the second shift tolerance range. When the slope region is the third slope region, the control unit 52 sets the shift tolerance range to the third shift tolerance range.

The first shift tolerance range is a shift tolerance range set by the control flow shown in FIG. 6 . The first shift tolerance range is a range set by the user from the settable range. The second allowable shift range is a range in which use of a range in which the gear ratio of the transmission 32 is smaller is permitted than in the first allowable shift range. The first lower limit gear ratio of the second allowable shift range is smaller than the second lower limit gear ratio of the first allowable shift range. The first lower limit speed ratio in the second slope region is smaller than the first lower limit speed ratio in the first slope region. For example, the first lower limit gear ratio of the second shift tolerance range is the gear ratio closest to the gear ratio obtained by subtracting a predetermined subtraction value from the first lower limit gear ratio of the first shift tolerance range, among the gear ratios of the transmission 32. It is a ratio. The predetermined subtraction value is a value set in advance. The second allowable shift range is set according to the first allowable shift range set by the user.

The third allowable shift range is a range in which use of a range in which the gear ratio of the transmission device 32 is smaller is permitted than in the second allowable shift range. For example, the third shift tolerance range is a range in which use of all gear ratios of the transmission 32 is permitted.

For example, if the transmission device 32 can change the gear ratio corresponding to 1st to 10th gears, and the user sets the first lower limit gear ratio of the allowable shift range to the gear ratio corresponding to 5th gear, the first gear ratio The allowable range includes gear ratios corresponding to 5th to 10th speeds. In each allowable speed change range shown in FIG. 9, a schematic diagram of the rear sprocket 28 corresponding to the speed change ratio is shown. In FIG. 9, a schematic diagram of the rear sprocket 28 corresponding to a speed ratio that is allowed to be used is shown by a solid line. In each allowable shift range shown in FIG. 9, a schematic diagram of the rear sprocket 28 corresponding to the gear ratio at which the shift is limited is indicated by a broken line. The first lower limit gear ratio of the second shift tolerance range is set, for example, to a gear ratio corresponding to third speed. The second shift tolerance range includes gear ratios corresponding to 3rd to 10th speeds. The third shift tolerance range includes a gear ratio corresponding to 1st to 10th speeds.

In the control device 30 of the human-powered vehicle 10 according to the modification, the difference between the first lower limit gear ratio of the allowable shift range and the first upper limit gear ratio of the allowable shift range is larger than the second predetermined value. The second predetermined value is a preset value. The second predetermined value is set to suppress a decrease in the usable gear ratio in the automatic shift mode.

In the control device 30 of the human-powered vehicle 10 according to the modification, the difference between the second lower limit speed ratio of the settable range and the second upper limit speed ratio of the settable range is larger than the third predetermined value. The third predetermined value is a preset value. The third predetermined value is set to prevent the allowable shift range that can be set by the user from becoming narrower. The third predetermined value is set to suppress a decrease in the degree of freedom in customizing the allowable shift range.

In the control device 30 of the human-powered vehicle 10 according to the modification, the control unit 52 may have a settable range for the slope area. For example, when the slope area includes a first slope area to a third slope area, a settable range may be provided for each slope area. The control unit 52 sets a settable range for each slope area by changing the first predetermined value to be added to the recommended gear ratio according to each slope area. The second upper limit speed ratio in the second slope region is smaller than the second upper limit speed ratio in the first slope region. The control unit 52 sets the allowable shift range in each slope area based on the user's operation from each settable range corresponding to each slope area.

In the control device 30 of the human-powered vehicle 10 according to the modification, the control unit 52 may set the second lower limit gear ratio of the settable range according to the recommended gear ratio. For example, the control unit 52 sets the second lower limit speed ratio by subtracting the fourth predetermined value from the recommended speed ratio.

In the control device 30 of the human-powered vehicle 10 according to the modification, the first upper limit speed ratio of the allowable speed change range may be set by the user.

In the control device 30 of the embodiment, the manual shift mode may be omitted. In the control device 30 of the embodiment, interfaces unnecessary for control among the first interface 52A to the sixth interface 52F may be omitted.

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

DESCRIPTION OF SYMBOLS 10... Human powered vehicle, 30... Control device, 32... Transmission device, 52... Control part, 64... Inclination sensor

In step S13 , the control unit 52 causes the display device 70 to display the settable range and the recommended gear ratio, and then proceeds to step S14. The control unit 52 sets an allowable shift range in step S14. The control unit 52 sets an allowable shift range based on the user's operation of the display device 70.

Claims (16)

A control device for a human-powered vehicle,
comprising a control unit that controls a transmission based on a transmission condition of the human-powered vehicle;
The control unit includes:
When the transmission is controlled according to the transmission condition, the transmission is configured to be controlled such that a change in the transmission ratio of the transmission is permitted within a permissible transmission range that is a range of transmission ratios;
When the transmission is controlled according to the shift condition, the transmission is configured to be controlled so that the gear ratio of the transmission is not changed outside the allowable shift range;
The permissible shift range is configured to be settable by the user from a settable range,
In the control device, the settable range is a range narrower than a full speed change range that is all speed change ratios that can be changed by the transmission device. The control device according to claim 1, wherein the shift tolerance range is a range equal to or greater than a first lower limit gear ratio. The control device according to claim 2, wherein the first lower limit speed ratio is configured to be settable by a user from within the settable range. The control device according to claim 1, wherein the settable range is a range below a second upper limit speed ratio. The control device according to claim 4, wherein the control unit sets the second upper limit speed ratio according to specifications of the human-powered vehicle. The control device according to claim 5, wherein the specifications of the human-powered vehicle include a tire circumference of the human-powered vehicle. 6. The control device according to claim 5, wherein the specifications of the human-powered vehicle include all gear ratios that can be changed by the transmission. The control device according to claim 5, wherein the control unit sets the second upper limit speed ratio by adding a first predetermined value to a recommended speed ratio calculated according to specifications of the human-powered vehicle. The control device according to claim 1, wherein the control unit displays the settable range on a display device. The control device according to claim 8, wherein the control unit displays the recommended gear ratio on a display device. The permissible shift range is a range that is greater than or equal to the first lower limit gear ratio and less than or equal to the first upper limit gear ratio,
The control device according to claim 2, wherein a difference between the first upper limit speed ratio and the first lower limit speed ratio is larger than a second predetermined value. The settable range is a range that is greater than or equal to the second lower limit gear ratio and less than or equal to the second upper limit gear ratio,
The control device according to claim 4, wherein a difference between the second upper limit speed ratio and the second lower limit speed ratio is larger than a third predetermined value. The control unit includes:
setting a slope area according to the slope of the road surface on which the human-powered vehicle runs;
The control device according to claim 1, having the shift tolerance range for the slope region. The slope area includes a first slope area and a second slope area,
The second slope area is an area where the uphill slope is larger than the first slope area,
The permissible speed change range is a range equal to or greater than the first lower limit speed ratio,
The control device according to claim 13, wherein the first lower limit speed ratio in the second slope region is smaller than the first lower limit speed ratio in the first slope region. The control device according to claim 13, wherein the control unit has the settable range for the slope area. The slope area includes a first slope area and a second slope area,
The second slope area is an area where the uphill slope is larger than the first slope area,
The settable range is a range below the second upper limit speed ratio,
The control device according to claim 15, wherein the second upper limit speed ratio in the second slope region is smaller than the second upper limit speed ratio in the first slope region.

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