JP2004084950A - Control device of first-second speed changers of bicycle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To restrain mechanical noise; and to restrain wear of a part by quickly performing speed changing operation even when a rider desires to change a speed at once in a plurality of stages. <P>SOLUTION: This device has a shift control unit 90 for generating a shift command for controlling operation of a first speed changer and a second speed changer. The shift control unit 90 has a checking unit 111 for checking second operation of the first speed changer after first operation of the first speed changer. This check is caused by a change of an operation mode (for example, a change to automatic mode operation from manual mode operation) or the other reference on the basis of the operation of the first speed changer. <P>COPYRIGHT: (C)2004,JPO

Description

The present invention relates to a bicycle control device, and more particularly, to a device for shifting a bicycle transmission.

Electronically controlled bicycles typically have a front transmission associated with the front pedal assembly, a rear transmission associated with the rear wheels, a motor for each transmission, and a control unit for controlling each motor. And a shift control device such as a lever or switch for giving a shift command to the control unit. The control unit controls the motor of each transmission based on the electric signal received from the shift control device.

In known electronically controlled bicycles, the transmission increases or decreases the speed or gear by one step for each shift command received from the shift control device, and the front or rear transmission changes the shift command. Operate at least once every time. As a result, when the rider wants to change the speed in a plurality of steps at a time, the speed changing operation is substantially delayed, and considerable mechanical noise is generated, which may cause parts to be worn.

The present invention relates to various features of an apparatus for shifting a bicycle transmission. In one embodiment of the present invention, which can be used to control a first transmission and a second transmission of a bicycle, the apparatus of the invention comprises a shift command for controlling operation of the first transmission and the second transmission. And a shift control unit that generates The shift control unit includes a blocking unit that blocks the second operation of the first transmission after the first operation of the first transmission. Desirably, such blocking is caused by a change in operating mode (eg, a change from manual mode operation to automatic mode operation) based on operation of the first transmission, or by other criteria.

FIG. 1 is a side view of a bicycle 10 that includes a particular embodiment of a device for shifting a bicycle transmission. The bicycle 10 is any type of bicycle, and in this embodiment, the bicycle 10 supports a top tube 22, a head tube 24, a down tube 26 extending downward from the head tube 24, a seat 32, and extends downward from the top tube 22. A bottom bracket (not shown) provided at a connection portion between the seat tube 30, the down tube 26, and the seat tube 30, a pair of seat stays 34 extending rearward and downward from the top tube 22, and a pair of chain stays extending rearward from the bottom bracket. A typical frame 18 is provided. A fork 42 is rotatably supported within the head tube 24, and a front wheel 46 is rotatably supported at the lower end of the fork 42. Handlebar 50 controls the direction of rotation of fork 42 and front wheel 46 in a well-known manner.

A rear wheel 54 having a plurality of coaxially mounted rear sprockets 56 is rotatably supported at a connection portion between the seat stay 34 and the chain stay 38 and supports a plurality of front (chain wheel) sprockets 62. Are rotatably supported in the bottom bracket. Usually, two or three sprockets 62 rotate coaxially and integrally with the pedal assembly 58.

The pedal assembly 58 has a pair of crank arms 59, each of which has a pedal 60 attached to its distal end. A chain 66 is engaged with one front sprocket 62 and one rear sprocket 56. The front derailleur 70 moves the chain 66 from one front sprocket 62 to another front sprocket 62, and the rear derailleur 74 moves the chain 66 from one rear sprocket 56 to another rear sprocket 56. These operations are well-known operations.

In this embodiment, the front derailleur 70 is controlled by pulling and loosening a conventional Bowden-type control cable 78 connected to a front derailleur motor 82 (FIG. 2) provided in a motor assembly 84, and a rear derailleur. 74 is controlled by pulling or loosening a Bowden-type control cable 86 connected to a rear derailleur motor 83 provided in a motor assembly 84. Of course, in some embodiments, a single motor may have a similar function by being connected to a structure that pulls individual cables through a clutch, and such a configuration may be regarded as a separate motor. Can be. A front derailleur position sensor 87 and a rear derailleur position sensor 88 are provided to detect the operating positions of the front derailleur 70 and the rear derailleur 74, respectively. These position sensors output signals that identify which front sprocket 62 and rear sprocket 56 are currently engaged with the chain 66. Such a position sensor is composed of, for example, a known potentiometer for detecting the positions of the output shafts of the front derailleur motor 82 and the rear derailleur motor 83, but there are many other known configurations having these functions. Exists. A speed sensor 91 for receiving a signal from a magnet 89 attached to the front wheel 46 to detect the speed of the bicycle by a known method is attached to the fork 42, and outputs a signal indicating the rotation of the crank arm 59. A rotation sensor 92 (FIG. 2) is mounted on the pedal assembly 58. In this embodiment, four signals are output each time the crank arm 59 rotates. Such a signal is output by an optical wheel rotating with the pedal assembly 58, by a magnetic wheel having four magnets, or by other devices.

As clearly shown in FIG. 2, the shift control unit 90 is operatively connected to the motor assembly 84 via a shift command communication line 94 and based on information from the position sensors 87 and 88, It is operatively connected to position sensors 87 and 88 via a shift position communication path 96 to generate a shift command (TC) signal for controlling the operation of 84. A manually operated shift command unit 98, including a shift up switch 98A and a shift down switch 98B, via a shift command channel 102 for transmitting an electrical shift command (described in detail below) to the shift control unit 90. It is connected to the speed change control unit 90.

The shift control unit 90 further includes a signal received from the position sensors 87 and 88 via the shift position communication path 96, a signal received from the speed sensor 91 via the speed communication path 105, and a crank rotation communication from the crank rotation sensor 92. An automatic shift control unit 103 is provided for automatically generating a TC signal (based on an internally generated and processed shift command) using the signal received over the path 106. The automatic shift control unit 103 stores a wheel circumference, a crank rotation table, generates a TC signal based on the crank rotation, and generates a speed table and / or an acceleration according to a known programming technique. Alternatively, a parameter memory 107 for storing an acceleration table is provided. The parameter memory 107 may be a hardware table memory, a software table memory, or another configuration that provides similar information. The shift control unit 90 has a blocking unit 111 for blocking generation of a TC signal for operating the front derailleur 70 in a manner described later. The mode switch 108 is effectively connected to the shift control unit 90 via the mode communication path 109, and switches between an automatic mode operation and a manual mode operation.

Another input 110 may be operatively connected to the shift control unit 90 via a communication path 112 for communication of other information from a heart rate sensor, a tilt sensor, a pedal or other torque sensor, or the like. The program of the parameter memory 107 and the program of the automatic shift control unit 103 may be configured to generate the TC signal in any combination according to these other inputs. Of course, depending on the embodiment, the shift control unit 90 may be operated only manually, and in other embodiments, the shift control unit 90 may be operated only automatically. In this embodiment, the communication paths 94, 96, 102, 105, 106, and 109 may be in the form of electrical wiring, but in other embodiments, these communication paths may be optical fibers, wireless communication paths, or other configurations. Good.

When shift control unit 90 receives at least one shift command requesting to shift through N speed stages to the desired speed stage (where N is an integer greater than 1), shift control unit 90 causes front derailleur 70 to shift. A TC signal (digital or analog) is generated such that the rear derailleur 74 performs a total of M operations to reach a target speed stage in combination (where M is an integer smaller than N). To achieve this, the shift control unit 90 has a memory 120 for storing a table containing information for controlling the operation of the front derailleur 70 and the rear derailleur 74. The table memory 120 may be a hardware table memory, a software table memory, or another configuration that provides similar information. The contents of the table memory 120 differ depending on the configuration of the bicycle. Three examples are described below, but other configurations will be readily apparent to those of ordinary skill in the art.

3A-3E are timing diagrams illustrating various embodiments of the timing of the shift command generated by the shift command unit 98 and the TC signal generated by the shift control unit 90. FIG. In each figure, the shift command signal is low active. FIG. 3A shows that the shift command signal is generated by the shift command unit 98 at a time interval P shorter than the predetermined time interval X. In this embodiment, such a shift command signal is assumed to be a spurious signal, and no operation is performed. Of course, in other embodiments, such shift command signals may cause certain functions. FIG. 3B shows that the shift command signal is generated by the shift command unit 98 in the time interval Q longer than the time interval X. In this embodiment, such a shift command signal requires a shift by one speed step, and a TC signal is generated accordingly. FIG. 3C shows that the shift command signal is generated by the shift command unit 98 at a time interval R that is longer than the time interval X and longer than the time interval Y, where, for measurement purposes, Interval Y starts at the same time as time interval X but is longer than time interval X. In this embodiment, such a shift command signal requires shifting by two speed steps, and a TC signal is generated accordingly.

FIG. 3D shows how the composite shift command signal appearing on the two channels A and B is generated by the shift command unit 98. In this example, the shift command signal appearing on channel A is generated at a time interval S longer than time interval X. The shift command signal is generated on channel B before the end of time interval Y. In this embodiment, such a combined shift command signal requires shifting by two speed steps, and a TC signal is generated accordingly. Such a composite signal may be generated by two individually operating switches, but often has a plunger having an electrical contact that contacts the other two electrical contacts continuously and redundantly It is more convenient to generate such a signal. Such a switch may be used to generate the signal shown in FIGS. 3A-3C by depressing the plunger enough to activate one of the other two electrical contacts. Is also possible. Of course, many ways of generating such a signal would be devised. FIG. 3E illustrates how successive shift command signals are generated by shift command unit 98. In this example, two consecutive shift command signals are generated during a time interval T between each other. Such an operation is similar to a double-click operation of a computer mouse. In this embodiment, such successive shift command signals require shifting by two speed steps, and a TC signal is generated accordingly. Each upshift switch 98A and downshift switch 98B uses any of the techniques shown in FIGS. 3A-3E to suit the application.

Table 1 shows the transmission ratio for a bicycle having two front sprockets 62 and eight rear sprockets 56, and Table 2 shows shift commands and instructions for operation of the front derailleur 70 and the rear derailleur 74 for this configuration. The TC signal is shown. The shift control unit 90 is programmed by hardwired logic, software, or other methods, and generates an appropriate TC signal on the communication path 94 in response to the indicated shift command.

　表３は、３個のフロントスプロケット６２及び８個のリアスプロケット５６を有する自転車の変速比を示し、表４は、この構成のためのフロントディレイラー７０及びリアディレイラー７４の動作のためのシフト命令及びＴＣ信号を示している。

Table 3 shows the transmission ratio for a bicycle having three front sprockets 62 and eight rear sprockets 56, and Table 4 shows shift commands and instructions for operation of the front derailleur 70 and the rear derailleur 74 for this configuration. The TC signal is shown.

　表５は、スプロケットの組合せの禁止された範囲の概念を実行する際に、同じ構成のためのフロントディレイラー７０及びリアディレイラー７４の動作のためのシフト命令及びＴＣ信号を示している。そのような禁止されたスプロケットの組合せは通常、大きいフロントスプロケットと大きいリアスプロケットとの組合せであり、これは過大なチェーンのテンションを生じる。また、小さなフロントスプロケットと小さなリアスプロケットとの組合せであり、これは過大なチェーンの緩みを生ずる。

Table 5 shows shift commands and TC signals for operation of the front derailleur 70 and the rear derailleur 74 for the same configuration in implementing the forbidden range concept of sprocket combinations. Such a forbidden sprocket combination is usually a combination of a large front sprocket and a large rear sprocket, which results in excessive chain tension. It is also a combination of a small front sprocket and a small rear sprocket, which results in excessive chain slack.

　全ての例において、２つの速度段階を介した変化を要求するシフト命令の中には、１つのディレイラーの１つの動作のみを要求するものがあることに注意する必要がある。例えば、チェーン６６が、歯数３４のフロントスプロケット６２と歯数３３のリアスプロケット５６に係合している第１の構成を想定すると、ギア比１．０３の速度ステージである。もし、シフト命令ユニット９８（又は自動シフト制御ユニット１０３）が２段階アップシフト命令（２つの連続したギア比）を示す信号を生成すると、変速制御ユニット９０は、フロントディレイラー７０を１段階動かしてチェーン６６が歯数４６のフロントスプロケット６２に係合するようなＴＣ信号を生成し、その結果、ギア比１．３９の速度ステージとなる。

It should be noted that in all examples, some shift commands that require a change through two speed stages require only one operation of one derailleur. For example, assuming a first configuration in which a chain 66 is engaged with a front sprocket 62 having 34 teeth and a rear sprocket 56 having 33 teeth, the speed stage has a gear ratio of 1.03. If the shift command unit 98 (or the automatic shift control unit 103) generates a signal indicating a two-step upshift command (two consecutive gear ratios), the shift control unit 90 moves the front derailleur 70 one step to change the chain. 66 generates a TC signal to engage the front sprocket 62 with 46 teeth, resulting in a speed stage with a gear ratio of 1.39.

In contrast, the prior art electrically controlled bicycle moves the rear derailleur 74 from the rear sprocket 56 having 33 teeth to the rear sprocket 56 having 29 teeth, and then to the rear sprocket 56 having 25 teeth. The result is a speed stage with a gear ratio of 1.36. Such prior art requires a total of two operations instead of the one operation shown in this embodiment.

The method and apparatus described above are advantageous in that many front / rear sprocket combinations result in substantially the same gear ratio. The TC signal is generated based on the fact that a combination of front and rear sprockets requires a minimum number of operations of the front derailleur 70 and / or the rear derailleur 74 to obtain the desired gear ratio. In general, a particularly favorable result is that for a given combination of front and rear sprockets, the resulting change in gear ratio upon switching from one front sprocket to another is substantially from one rear sprocket. This is achieved by selecting the front and rear sprockets to be the total number of gear ratio changes when switching to another rear sprocket. In the above embodiment, the change in gear ratio that results when switching from one front sprocket to another front sprocket is relative to the change in gear ratio when switching from one rear sprocket to another rear sprocket. It is substantially doubled. If an incompatible shift command signal is received, for example, a shift-up command when the chain 66 is engaged with the largest front sprocket 62 and the smallest rear sprocket 56, the table memory 110 will tell the system about an incorrect An indication can be provided to generate an audible alarm indicating that the request has been made. In such a situation, the front derailleur 70 and the rear derailleur 74 remain stationary.

It is desirable to prevent the front derailleur 70 from being multiplexed and suddenly shifted continuously or automatically in order not to give the rider the impact of excessive speed changes. The shift control unit 90 includes a blocking unit 111 for preventing such a situation from occurring. Generally, the blocking unit 111 blocks the continuous operation of the front derailleur 70 based on a predetermined time interval or by the rotation speed of a rotating member such as the crank arm 59. FIG. 4 is a flowchart showing the operation of the blocking unit 111.

When the shift control unit 90 operates the front derailleur 70 in step 200, the blocking unit 111 sets a shift prohibition flag in step 204. This flag inhibits further generation of a TC instruction to operate front derailleur 70. Thereafter, in step 208, it is checked whether the shift control unit 90 is operating in the automatic mode or the manual mode as a set by the mode switch 108. If it is determined that the shift control unit 90 is operating in the automatic mode, it is checked in step 212 whether a specified time interval has elapsed since the last operation of the front derailleur 70. In this embodiment, the prescribed time interval is 15 seconds. If the specified time interval has elapsed, the blocking unit 111 resets the shift prohibition flag in step 216 and cancels the prohibition. However, if it is determined in step 212 that the specified time interval has not elapsed, it is determined in step 220 whether the first specified number of crank rotation signals has been received since the last operation of the front derailleur 70. To check. In this embodiment, it is desirable to prohibit further shifting of the front derailleur 70 while the crank arm 59 rotates about 3.5 times in the operation in the automatic mode (the reason will be described later). Therefore, the first specified number of crank rotation signals is set to “14” (3.5 × 4). If the first specified number of crank rotation signals have been received, the blocking unit 111 resets the shift prohibition flag in step 216. Otherwise, the process in step 222 is continued.

If it is determined in step 208 that the shift control unit 90 is operating in the manual mode, in step 224, it is determined whether the second specified number of crank rotation signals has been received since the last operation of the front derailleur 70. Check In this embodiment, it is desirable to prohibit further shifting of the front derailleur 70 while the crank arm 59 makes one rotation in the operation in the manual mode (the reason will be described later). Therefore, the second specified number of the crank rotation signals is set to “4”. If the second specified number of crank rotation signals have been received, the blocking unit 111 resets the shift prohibition flag in step 216, and continues the processing in step 222.

(4) In step 222, it is checked whether the shift prohibition flag has been reset. If reset, the normal processing is restarted in step 226, and the shift control unit 90 operates the front derailleur 70 as necessary. However, if the shift prohibition flag is still set, any shift of the rear derailleur 74 used to obtain the desired gear is permitted in step 228, but the processing in step 208 continues. In other words, in this embodiment, even when the abrupt continuous operation of the rear derailleur 74 is included, the gear between the currently set gear and the desired gear is set rather than causing the abrupt continuous operation of the front derailleur 70. Preferably, the ratio difference is absorbed by the rear derailleur 74. This blocking depends on the number of times the rear derailleur needs to be moved (determined empirically) and the configuration provided around each rear sprocket (eg, as disclosed in US Pat. No. 4,889,521). And the current crank speed. Therefore, in this embodiment, the shift prohibition flag is set while the crank arm makes 3.5 rotations in the automatic mode operation, and the shift prohibition flag is set only while the crank arm makes one rotation in the other manual mode operation. It is. Perhaps the rider will want more control over the shift in manual mode operation.

When changing from manual mode operation to automatic mode operation, the automatically selected gear may be very far from the currently selected gear. This may result in a sudden continuous operation of the front derailleur 70. Thus, the teachings of the present invention can be applied to mode changes as shown in step 232 of FIG. 4 and subsequent steps. Thus, the above features of the present invention can be used for many applications.

Although the various features of the present invention have been described above, further improvements can be made without departing from the spirit and scope of the present invention. For example, blocking may be based solely on time, or based on other factors such as the heart rate of the rider or the speed of the bicycle. The size, shape, position, or posture of various components can be changed as appropriate. The function of one element may be realized by two elements, and vice versa. Not all advantages need be present at the same time in a particular embodiment. All features unique to the prior art, alone or in combination with other features, may include additional concepts of the applicant's invention, including those concepts of construction and / or functionality embodied by such features. It should be considered a separate statement. Therefore, the scope of the present invention should not be limited to the specific configurations disclosed, or the first obvious disclosure of a particular configuration or feature.

1 is a side view of a bicycle including certain embodiments of a device for shifting a bicycle transmission. 1 is a block diagram of a particular embodiment of an apparatus for shifting a bicycle transmission. FIG. 3A is a timing diagram illustrating an electrical shift command signal that may be received by the control unit shown in FIG. FIG. 3B is a timing diagram illustrating another possible electrical shift command signal received by the control unit shown in FIG. FIG. 3C is a timing diagram illustrating another possible electrical shift command signal received by the control unit shown in FIG. FIG. 3D is a timing diagram illustrating a composite electrical shift command signal that may have been received by the control unit shown in FIG. FIG. 3E is a timing diagram illustrating another possible composite electrical shift command signal received by the control unit shown in FIG. 5 is a flowchart showing how the device prevents a continuous shift of the front derailleur.

Explanation of reference numerals

Reference Signs List 70 Front derailleur 74 Rear derailleur 90 Shift control unit 98 Shift command unit 103 Automatic shift control unit 107 Parameter memory 111 Blocking unit 112 Table memory

Claims (27)

An apparatus for controlling a first transmission and a second transmission in a bicycle,
A shift control unit that generates a shift command for controlling operations of the first transmission and the second transmission;
The shift control unit includes a blocking unit for blocking a second operation of the first transmission after a first operation of the first transmission.
Control device for first and second transmission of bicycle. The blocking unit blocks the second operation of the first transmission for a predetermined time interval after the first operation of the first transmission.
The control device for a first and second transmission of a bicycle according to claim 1. The shift control unit is connected to a rotation information communication path for receiving information indicating rotation of the rotating member,
The blocking unit blocks the second operation of the first transmission based on the rotation of the rotating member;
The control device for a first and second transmission of a bicycle according to claim 1. Information indicating the rotation of the rotating member includes a rotation instruction signal,
The blocking unit blocks the second operation of the first transmission until receiving a specified number of rotation instruction signals;
The control device for a first and second transmission of a bicycle according to claim 3. The rotation instruction signal includes a crank rotation instruction signal,
The blocking unit blocks the second operation of the first transmission until receiving a specified number of crank rotation instruction signals;
The control device for a first and second transmission of a bicycle according to claim 4. The shift control unit further includes an automatic shift control unit that automatically generates the shift command.
The control device for a first and second transmission of a bicycle according to claim 1. The speed change control unit is connected to a speed communication path for receiving information indicating a speed of the bicycle,
The shift control unit automatically generates a shift command based on the speed of the bicycle;
The control device for a first and second transmission of a bicycle according to claim 6. The automatic shift control unit operates in an automatic mode and a manual mode,
The control device for a first and second transmission of a bicycle according to claim 6. The transmission control unit is connected to a rotation information communication path for receiving information indicating rotation of a rotating member,
When the automatic shift control unit operates in the manual mode, the blocking unit prevents the second operation of the first transmission based on rotation of the rotating member;
9. The control device for a first and second transmission of a bicycle according to claim 8. Information indicating the rotation of the rotating member includes a rotation instruction signal,
When the automatic shift control unit operates in the manual mode, the second unit of the first transmission is blocked until the blocking unit receives a specified number of rotation instruction signals.
The control device for a first and second transmission of a bicycle according to claim 9. The rotation instruction signal includes a crank rotation instruction signal,
When the automatic shift control unit operates in the manual mode, the blocking unit blocks the second operation of the first transmission until the blocking unit receives a specified number of crank rotation instruction signals;
The control device for a first and second transmission of a bicycle according to claim 10. When the automatic shift control unit operates in the automatic mode, the blocking unit blocks the second operation of the first transmission for a predetermined time interval after the first operation of the first transmission;
9. The control device for a first and second transmission of a bicycle according to claim 8. The transmission control unit is connected to a rotation information communication path for receiving information indicating rotation of a rotating member,
When the automatic transmission control unit operates in the automatic mode, the blocking unit blocks the second operation of the first transmission based on rotation of the rotating member;
9. The control device for a first and second transmission of a bicycle according to claim 8. Information indicating the rotation of the rotating member includes a rotation instruction signal,
When the automatic transmission control unit operates in the automatic mode, the inhibition unit inhibits the second operation of the first transmission until the inhibition unit receives a first specified number of rotation instruction signals;
The control device for the first and second transmissions of a bicycle according to claim 13. The rotation instruction signal includes a crank rotation instruction signal,
When the automatic transmission control unit operates in the automatic mode, the automatic transmission control unit inhibits the second operation of the first transmission until the inhibition unit receives a first specified number of crank rotation instruction signals.
15. The control device for a first and second transmission of a bicycle according to claim 14. When the automatic shift control unit operates in the automatic mode, the blocking unit blocks the second operation of the first transmission for a predetermined time interval after the first operation of the first transmission;
15. The control device for a first and second transmission of a bicycle according to claim 14. When the automatic shift control unit operates in the manual mode, the blocking unit blocks the second operation of the first transmission until the blocking unit receives a second specified number of rotation instruction signals;
The control device for the first and second transmissions of a bicycle according to claim 16. A first specified number of the rotation instruction signals is different from the second specified number of the rotation instruction signals;
The control device for a first and second transmission of a bicycle according to claim 17. 19. The control device for a first and second transmission of a bicycle according to claim 18, wherein the first specified number of the rotation instruction signals is larger than the second specified number of the rotation instruction signals. When the automatic shift control unit switches from one of the automatic mode and the manual mode to the other, the blocking unit defines a second operation of the first transmission after a first operation of the first transmission. Block for a time interval of
9. The control device for a first and second transmission of a bicycle according to claim 8. When the automatic shift control unit switches from the manual mode to the automatic mode, the blocking unit causes the second operation of the first transmission to perform a predetermined time interval after the first operation of the first transmission. Prevent,
The control device for a first and second transmission of a bicycle according to claim 20. The shift control unit is connected to a rotation information communication path for receiving information indicating rotation of a rotating member,
When the automatic shift control unit switches from one of the automatic mode and the manual mode to the other, the blocking unit blocks the second operation of the first transmission based on rotation of the rotating member;
9. The control device for a first and second transmission of a bicycle according to claim 8. Information indicating the rotation of the rotating member includes a rotation instruction signal,
When the automatic shift control unit switches from one of the automatic mode and the manual mode to the other, the blocking unit blocks the second operation of the first transmission until a specified number of rotation instruction signals are received;
A control device for a first and second transmission of a bicycle according to claim 22. The rotation instruction signal includes a crank rotation instruction signal,
When the automatic shift control unit switches from the manual mode to the automatic mode, the blocking unit blocks the second operation of the first transmission until a specified number of crank rotation instruction signals are received;
The control device for the first and second transmissions of a bicycle according to claim 23. When the automatic shift control unit switches from one of the automatic mode and the manual mode to the other, the blocking unit defines a second operation of the first transmission after a first operation of the first transmission. Block for a time interval,
The control device for the first and second transmissions of a bicycle according to claim 24. The rotation instruction signal includes a crank rotation instruction signal,
When the automatic shift control unit switches from the manual mode to the automatic mode, the blocking unit blocks the second operation of the first transmission until receiving the specified number of crank rotation instruction signals, and When the automatic shift control unit switches from the manual mode to the automatic mode, the blocking unit causes the second operation of the first transmission to perform a predetermined time interval after the first operation of the first transmission. Prevent,
The control device for the first and second transmissions of a bicycle according to claim 25. A control device for a first and second transmission of a bicycle for controlling a first transmission and a second transmission of a bicycle,
A difference between a first gear ratio and an adjacent second gear ratio in the first transmission is larger than a difference between the first gear ratio and the adjacent second gear ratio in the second transmission;
A shift control unit that generates a shift command for controlling operations of the first transmission and the second transmission;
The shift control unit includes a blocking unit for blocking a second operation of the first transmission after a first operation of the first transmission;
Control device for first and second transmission of bicycle.

Images