JP2019177846A - Control device and transmission system - Google Patents

Abstract

To provide a control device and a transmission system capable of contributing to comfortable driving of a humanly propelled vehicle.SOLUTION: A control device includes a control part which is configured to automatically control a transmission which is installed on a humanly propelled vehicle in accordance with a shift condition. The control part performs predetermined control relating to the transmission in accordance with information relating to traction of a wheel of the humanly propelled vehicle.SELECTED DRAWING: Figure 7

Description

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

  2. Description of the Related Art A transmission system that automatically controls a transmission device mounted on a manpowered vehicle according to a transmission condition is known. The conventional transmission system controls the transmission so that the rotation speed of the crank is maintained within a predetermined range in accordance with a transmission condition defined based on the rotation speed and the threshold value of the crank of the manpowered vehicle. Patent Document 1 discloses an example of a conventional transmission system.

Japanese National Patent Publication No. 10-511621

It is desirable that a user who rides on a human-powered vehicle can travel comfortably.
An object of the present invention is to provide a control device and a transmission system that can contribute to comfortable driving of a manpowered vehicle.

The control device according to the first aspect of the present invention includes a control unit that automatically controls a transmission device mounted on a manpowered vehicle according to a speed change condition, and the control unit relates to traction of wheels of the manpowered vehicle. In accordance with the information, predetermined control related to the transmission is executed.
Since the predetermined control related to the transmission is executed according to the information about the traction, it can contribute to comfortable driving of the manpowered vehicle.

In the control device according to the second aspect according to the first aspect, the information related to the traction includes information related to a slip ratio of the wheel.
Since the predetermined control related to the transmission is executed according to the information about the slip ratio, it can contribute to comfortable travel of the manpowered vehicle.

In the control device according to the third aspect according to the second aspect, the predetermined control includes control for changing a gear ratio of the human-powered vehicle.
Since the gear ratio of the manpowered vehicle is changed according to the information regarding the slip ratio, it can contribute to comfortable driving of the manpowered vehicle.

In the control device according to the fourth aspect according to the third aspect, the control unit is in a state where the wheel is idling, or in a state where the wheel is predicted to idle immediately after, according to information on the slip ratio. Increase the gear ratio.
When the transmission is controlled so as to increase the gear ratio, the torque acting on the crank of the manpowered vehicle is reduced, so that idling of the wheels can be suppressed. For this reason, it can contribute to the comfortable driving | running | working of a man-powered vehicle.

In the control device according to the fifth aspect according to the third or fourth aspect, the control unit increases the speed ratio when the slip ratio is less than the first slip ratio.
Since the transmission is controlled so that the gear ratio becomes large when idling of the wheel is assumed, it is possible to contribute to comfortable driving of the manpower-driven vehicle.

In the control device of the sixth aspect according to any one of the third to fifth aspects, the control unit is in a state where the wheel is locked or immediately after the wheel according to information on the slip ratio. The gear ratio is reduced in a state where the gear is predicted to be locked.
When the wheel of a manpowered vehicle is braked, the vehicle speed of the manpowered vehicle decreases. For this reason, it is possible to contribute to comfortable travel of the manpowered vehicle by controlling the transmission so that the transmission gear ratio becomes small.

In the control device of the seventh side according to any one of the third to sixth sides, the control unit reduces the speed ratio when the slip ratio is equal to or higher than the second slip ratio.
Since the transmission is controlled so that the gear ratio is reduced when the wheels are locked, it is possible to contribute to comfortable travel of the manpower-driven vehicle.

In the control device of the eighth aspect according to any one of the third to seventh aspects, the control unit, when the slip ratio is greater than or equal to the third slip ratio and less than the fourth slip ratio, Therefore, the gear ratio is not changed.
For this reason, it can contribute to the comfortable driving | running | working of a man-powered vehicle.

In the control device of the ninth aspect according to any one of the third to eighth aspects, the control unit changes the change ratio according to the slip ratio to first change information different from the slip ratio. The gear ratio is changed accordingly.
Since the gear ratio of the manpowered vehicle is changed according to the first change information, it is possible to contribute to comfortable travel of the manpowered vehicle.

In the control device according to the tenth aspect according to the ninth aspect, the first change information includes at least an elapsed time since the change of the speed ratio according to the slip ratio, and a state of a road surface on which the manpowered vehicle travels. Including one.
For this reason, it can contribute to the comfortable driving | running | working of a man-powered vehicle.

In the control device according to the eleventh aspect according to the tenth aspect, the control unit changes the speed ratio when the elapsed time is equal to or longer than a predetermined time.
When the elapsed time is equal to or longer than the predetermined time, it is assumed that the slip rate is stable. For this reason, it can contribute to comfortable driving | running | working of a man-powered vehicle by changing the gear ratio of a man-powered vehicle according to 1st change information.

In the control device according to the twelfth aspect according to the tenth or eleventh aspect, the control unit changes the speed ratio when the road surface state is stable.
When the road surface state is stable, it is assumed that the slip ratio is stable. For this reason, it can contribute to comfortable driving | running | working of a man-powered vehicle by changing the gear ratio of a man-powered vehicle according to 1st change information.

In the control device of the thirteenth side according to any one of the ninth to twelfth sides, the control unit changes in accordance with the slip ratio so as to coincide with the speed ratio before change in accordance with the slip ratio. The speed ratio is changed according to the first change information so as to approach the previous speed ratio or to coincide with the speed ratio according to the speed change condition.
For this reason, it can contribute to the comfortable driving | running | working of a man-powered vehicle.

In the control device according to the fourteenth aspect according to any one of the second to thirteenth aspects, the predetermined control includes control for changing the speed change condition.
Since the speed change condition is changed according to the information regarding the slip ratio, it is possible to contribute to comfortable driving of the manually driven vehicle.

In the control device according to the fifteenth aspect according to the fourteenth aspect, the control unit changes the speed change condition when the slip ratio is less than a fifth slip ratio.
Since the speed change condition is changed when the idling of the wheel is assumed, it is possible to contribute to comfortable driving of the manpower driven vehicle.

In the control device according to the sixteenth aspect according to the fourteenth or fifteenth aspect, the control unit changes the speed change condition when the slip ratio is equal to or greater than a sixth slip ratio.
Since the speed change condition is changed when the wheels are locked, it is possible to contribute to comfortable driving of the manpowered vehicle.

In the control device according to the seventeenth aspect according to any one of the fourteenth to sixteenth aspects, the control unit determines whether the slip ratio is greater than or equal to a seventh slip ratio and less than an eighth slip ratio. Therefore, the shifting conditions are not changed.
For this reason, it can contribute to the comfortable driving | running | working of a man-powered vehicle.

In the control device according to the eighteenth aspect according to any one of the fourteenth to seventeenth aspects, the control unit changes the shift condition according to the slip ratio to second change information different from the slip ratio. The shift conditions are changed accordingly.
Since the speed change condition is changed according to the second change information, it is possible to contribute to comfortable travel of the manpowered vehicle.

In the control device of the nineteenth aspect according to the eighteenth aspect, the second change information includes at least an elapsed time since the change of the speed change condition according to the slip ratio, and a state of a road surface on which the manpowered vehicle travels. Including one.
For this reason, it can contribute to the comfortable driving | running | working of a man-powered vehicle.

In the control device according to the twentieth aspect according to the nineteenth aspect, the control unit changes the speed change condition when the elapsed time is equal to or longer than a predetermined time.
When the elapsed time is equal to or longer than the predetermined time, it is assumed that the slip rate is stable. For this reason, by changing the speed change condition according to the second change information, it is possible to contribute to comfortable driving of the human-powered vehicle.

In the control device on the twenty-first side according to the nineteenth or twentieth side, the control unit changes the speed change condition when the road surface state is stable.
When the road surface state is stable, it is assumed that the slip ratio is stable. For this reason, by changing the speed change condition according to the second change information, it is possible to contribute to comfortable driving of the human-powered vehicle.

In the control device according to the twenty-second aspect according to any one of the eighteenth to twenty-first aspects, the control unit may match the speed change condition before the change according to the slip ratio, or may be set to the slip ratio. The shift condition is changed according to the second change information so as to approach the shift condition before the corresponding change.
For this reason, it can contribute to the comfortable driving | running | working of a man-powered vehicle.

A speed change system according to a twenty-third aspect of the present invention includes the control device and the speed change device.
Since the predetermined control related to the transmission is executed according to the information about the traction of the wheels, it can contribute to comfortable driving of the manpowered vehicle.

A transmission system according to a twenty-fourth aspect of the present invention is a control unit that switches between a first mode that automatically controls a transmission device mounted on a manpowered vehicle according to a transmission condition and a second mode that does not control the transmission device. And an operation unit including an operable switch, and the control unit selects one of the first mode and the second mode when the switch is operated, and the switch is not operated. The other of the first mode and the second mode is automatically selected.
Since the first mode and the second mode are switched according to the operation of the operation unit, it is possible to contribute to comfortable traveling of the manpowered vehicle. In addition, since the first mode and the second mode are switched only when the switch continues to be operated, erroneous operations by the user can be reduced.

In the transmission system according to the twenty-fifth aspect according to the twenty-fourth aspect, the control unit selects one of the first mode and the second mode or detects that the switch is not operated. The other of the first mode and the second mode is automatically selected after a predetermined time has elapsed.
For this reason, the first mode and the second mode are switched at a suitable timing.

In the transmission system on the twenty-sixth side according to the twenty-fourth side, the switch is operable so that it can take a first operation position and a second operation position, and the operation unit moves to the second operation position. And a biasing member that biases the switch, wherein the control unit selects one of the first mode and the second mode when the switch is operated to the first operation position, and the switch Is operated to the second operation position, the other of the first mode and the second mode is selected.
For this reason, the operativity of an operation part improves.

A transmission system according to a twenty-seventh aspect of the present invention is a control unit that switches between a first mode that automatically controls a transmission device mounted on a manpowered vehicle according to a transmission condition and a second mode that does not control the transmission device. And a switch capable of taking the first operation position and the second operation position, and an operation unit including a biasing member that biases the switch so as to move to the second operation position, the control unit comprising: When the switch is operated to the first operation position, one of the first mode and the second mode is selected, and when the switch is operated to the second operation position, the first mode and the second mode are selected. Select the other of the second modes.
Since the first mode and the second mode are switched according to the operation of the operation unit, it is possible to contribute to comfortable traveling of the manpowered vehicle. In addition, since the first mode and the second mode are switched according to the operation position of the switch, erroneous operations by the user can be reduced.

  According to the control device and the speed change system of the present invention, it is possible to contribute to comfortable traveling of the human-powered vehicle.

1 is a side view of a manpowered vehicle including a transmission system according to a first embodiment. The block diagram which shows the connection relation of the transmission system of FIG. 1, and various elements. The map which shows an example of the speed change conditions for controlling automatically the transmission of FIG. The map which shows the relationship between the slip ratio of the wheel of FIG. 1, and control regarding a gear ratio. The perspective view of the grip which shows the state by which the switch of FIG. 2 is operated to the 2nd operation position. The perspective view of a grip which shows the state by which the switch of FIG. 2 is operated to the 1st operation position. The flowchart which shows an example of the control which the control apparatus of FIG. 2 performs. In the transmission system of 2nd Embodiment, the map which shows the relationship between the slip ratio of a wheel and control regarding a transmission condition. In the transmission system of 2nd Embodiment, the map which shows an example of the transmission conditions for controlling a transmission automatically. The flowchart which shows an example of the control which the control apparatus of 2nd Embodiment performs.

(First embodiment)
A human-powered vehicle A including a transmission system 10 will be described with reference to FIG.
Here, the human-powered vehicle means a vehicle that uses human power at least partially with respect to the driving force for traveling, and includes a vehicle that electrically assists human power. Vehicles that use only motive power other than human power are not included in human-powered vehicles. In particular, a vehicle using only an internal combustion engine as a driving force is not included in a manpower driven vehicle. Usually, a man-powered vehicle is assumed to be a small light vehicle and a vehicle that does not require a license for driving on a public road. The illustrated manpowered vehicle A is a bicycle (e-bike) including an electric auxiliary unit E that assists the propulsion of the manpowered vehicle A using electric energy. Specifically, the illustrated manpowered vehicle A is a trekking bike. The manpowered vehicle A further includes a frame A1, a front fork A2, wheels W, a handle H, and a drive train B. The wheel W includes a front wheel WF and a rear wheel WR.

  The drive train B is configured as a chain drive type. The drive train B includes a crank C, a front sprocket D1, a rear sprocket D2, and a chain D3. The crank C includes a crankshaft C1 that is rotatably supported by the frame A1, and a pair of crank arms C2 provided at both ends of the crankshaft C1. A pedal PD is rotatably attached to the tip of each crank arm C2. The drive train B can be selected from any type, and may be a belt drive type or a shaft drive type.

  The front sprocket D1 is provided on the crank C so as to rotate integrally with the crankshaft C1. The rear sprocket D2 is provided on the hub HR of the rear wheel WR. The chain D3 is wound around the front sprocket D1 and the rear sprocket D2. The driving force applied to the pedal PD by the user boarding the human-powered vehicle A is transmitted to the rear wheel WR via the front sprocket D1, the chain D3, and the rear sprocket D2.

  The manpowered vehicle A further includes one or more components CO. The component CO includes at least one of a transmission device T, a braking device BD, a suspension SU, an adjustable seat post ASP, and an electric auxiliary unit E. The braking device BD, the suspension SU, and the adjustable seat post ASP may be mechanically driven according to the operation of the corresponding operation device, or may be electrically driven according to the operation of the corresponding operation device. . The electrically driven element of the component CO is supplied from, for example, electric power supplied from a battery BT mounted on the manpowered vehicle A or a dedicated power source (not shown) mounted on each component CO. It operates with the power that is used.

  The transmission T includes at least one of a front derailleur TF and a rear derailleur TR. The front derailleur TF is provided in the vicinity of the front sprocket D1. As the front derailleur TF is driven, the front sprocket D1 around which the chain D3 is wound is changed, and the gear ratio of the manpower-driven vehicle A is changed. The rear derailleur TR is provided at the rear end A3 of the frame A1. As the rear derailleur TR is driven, the rear sprocket D2 around which the chain D3 is wound is changed, and the gear ratio of the manpower-driven vehicle A is changed. The transmission device T may be configured to be mechanically or electrically driven according to an operation of a shift lever SL (operation device), for example. The transmission device T may be configured as an internal type such as an internal transmission hub.

  The braking device BD includes braking devices BD corresponding to the number of wheels W. In the present embodiment, a braking device BD corresponding to the front wheel WF and a braking device BD corresponding to the rear wheel WR are provided in the manpower driven vehicle A. The two braking devices BD have the same configuration. The braking device BD is a rim brake device that brakes the rim R of the manpowered vehicle A, for example. In one example, the corresponding braking device BD is mechanically or electrically driven in accordance with the operation of the brake lever BL (operation device). The brake device BD may be a disc brake device that brakes a disc brake rotor (not shown) mounted on the manpowered vehicle A.

  The suspension SU includes at least one of a front suspension SF and a rear suspension (not shown). The front suspension SF operates so that the impact received by the front wheel WF from the ground is reduced. The rear suspension operates so that the impact received by the rear wheel WR from the ground is reduced. The adjustable seat post ASP operates so that the height of the saddle SD with respect to the frame A1 is changed. The electric auxiliary unit E operates so that the propulsive force of the human-powered vehicle A is assisted. The electric auxiliary unit E operates according to the driving force applied to the pedal PD, for example. The electric auxiliary unit E includes an electric motor E1.

The configuration of the transmission system 10 will be described with reference to FIGS.
As shown in FIG. 2, the transmission system 10 includes a control device 12 and a transmission device T. The transmission system 10 is operated by electric power supplied from the battery BT, for example. The control device 12 includes a control unit 14 that automatically controls the transmission device T mounted on the manpowered vehicle A according to the transmission conditions. The control unit 14 is a CPU (Central Processing Unit) or MPU.
(Micro Processing Unit). The control part 14 can also control the transmission T according to the operation of the shift lever SL, for example.

  As shown in FIG. 3, the speed change condition is defined based on the reference value and the threshold value TH. The reference value includes at least one of travel information related to the travel state of the human-powered vehicle A and environmental information related to the travel environment of the human-powered vehicle A. The travel information includes at least one of cadence, torque acting on the crank C of the manpowered vehicle A, vehicle speed, acceleration, and power. Power is the product of cadence and torque. The environmental information includes at least one of road surface information related to a road surface condition, air resistance information related to air resistance, weather information related to weather, and temperature information related to temperature. The road surface information includes at least one of resistance information related to road surface resistance and gradient information related to road surface gradient. The resistance of the road surface varies depending on delamination, gravel, asphalt and the like. The air resistance information includes information regarding the air resistance acting on the user and the manpowered vehicle A when the manpowered vehicle A travels. In one example, the air resistance information includes wind information about wind power such as wind speed, wind pressure, and wind direction.

  The threshold value TH includes a first threshold value TH1 and a second threshold value TH2. The control unit 14 controls the transmission device T so that the speed ratio is increased according to the relationship between the reference value and the first threshold value TH1, and the speed ratio is decreased according to the relationship between the reference value and the second threshold value TH2. The transmission T is controlled as described above. In the present embodiment, the first threshold value TH1 is larger than the second threshold value TH2. That is, the thresholds TH1 and TH2 that define the speed change condition have hysteresis characteristics. In one example, the control unit 14 controls the transmission device T so that the gear ratio increases when the reference value exceeds the first threshold value TH1, and shifts so that the gear ratio decreases when the reference value falls below the second threshold value TH2. Control device T. The control unit 14 may be configured to control various components CO that are electrically driven in addition to the transmission device T.

As shown in FIG. 4, the control unit 14 executes predetermined control related to the transmission device T in accordance with information related to the traction of the wheels W of the manpowered vehicle A. The information regarding traction includes information regarding the slip rate S of the wheel W. The predetermined control includes control for changing the speed ratio of the manpowered vehicle A. For example, the control unit 14 calculates the slip ratio S based on the relationship between the vehicle speed and the rotational speed of the wheel W (hereinafter, “wheel speed Vw”). The vehicle speed is a vehicle body speed Vv at which the frame A1 of the human-powered vehicle A moves. The slip ratio S is a value obtained by dividing the difference between the vehicle body speed Vv and the wheel speed Vw by the vehicle body speed Vv. In one example, the control unit 14 calculates the slip ratio S based on the following formula [1].

When the slip ratio S is 0%, the wheel W normally rolls on the road surface without being locked or idling. In this case, the vehicle body speed Vv is equal to the wheel speed Vw. When the slip ratio S is 100%, the wheel W is locked. In this case, the wheel speed Vw is 0 km / h. When the slip ratio is a negative number, the state where the wheel W is idling is shown. In this case, the wheel speed Vw is larger than the vehicle body speed Vv.

  The control unit 14 increases the gear ratio in a state where the wheel W is idling or in a state where the wheel W is predicted to idle immediately after that according to the information regarding the slip ratio S. For example, when the slip rate S is less than the first slip rate TS1, the control unit 14 determines that the wheel W is idling or immediately after that the wheel W is idling. In one example, the controller 14 increases the gear ratio when the slip ratio S is less than the first slip ratio TS1.

  The first slip ratio TS1 is set, for example, according to any of the following first example and second example. In the first example, the first slip ratio TS1 is set based on the slip ratio S in a state where the wheel W is idling. In one example, the first slip ratio TS1 is set in advance based on the slip ratio S at which the wheel W starts to idle. In the second example, the first slip ratio TS1 is set based on the slip ratio S in a state where the wheels W are predicted to idle. In one example, the first slip ratio TS1 is set based on the following formula [2].

As the variable X, the current slip ratio S of the wheel W is substituted. The constant ΔT1 is substituted with a time predicted to be required until the wheel W starts to idle (hereinafter, “first predicted time”). The first predicted time is arbitrarily set in advance. As the constant TA, a value related to the slip ratio S at which the wheel W starts to idle is substituted. The first slip ratio TS1 is set in advance based on the slip ratio S such that the formula [2] is established, for example. Note that the control unit 14 may update the first slip ratio TS1 so that the equation [2] is established according to the relationship between the current slip ratio S and the time differential value of the slip ratio S.

  The control unit 14 reduces the gear ratio in a state where the wheel W is locked or a state where the wheel W is predicted to be locked immediately after according to the information regarding the slip ratio S. For example, when the slip ratio S is equal to or greater than the second slip ratio TS2, the control unit 14 determines that the wheel W is locked or that the wheel W is locked immediately after. In one example, the control unit 14 decreases the gear ratio when the slip ratio S is equal to or greater than the second slip ratio TS2. In the present embodiment, the second slip ratio TS2 is larger than the first slip ratio TS1.

The second slip ratio TS2 is set, for example, according to any of the following third example and fourth example. In the third example, the second slip ratio TS2 is set based on the slip ratio S in a state where the wheel W is locked. In one example, the second slip ratio TS2 is set in advance based on the slip ratio S at which the wheel W starts to lock. In the fourth example, the second slip ratio TS2 is set based on the slip ratio S in a state where the wheels W are predicted to be locked. In one example, the second slip ratio TS2 is set based on the following formula [3].

As the variable X, the current slip ratio S of the wheel W is substituted. The constant ΔT2 is substituted with a time predicted to be required until the wheel W starts to be locked (hereinafter, “second predicted time”). The second predicted time is arbitrarily set in advance. As the constant TB, a value related to the slip ratio S at which the wheel W starts to be locked is substituted. The second slip rate TS2 is set in advance based on the slip rate S such that, for example, Equation [3] holds. Note that the control unit 14 may update the second slip ratio TS2 so that the equation [3] is established according to the relationship between the current slip ratio S and the time differential value of the slip ratio S.

  When the slip ratio S is equal to or higher than the third slip ratio TS3 and lower than the fourth slip ratio TS4, the control unit 14 does not change the gear ratio with respect to the slip ratio S. For example, the third slip ratio TS3 is preferably set to be equal to or higher than the first slip ratio TS1. In one example, the third slip ratio TS3 is the same as the first slip ratio TS1. For example, the fourth slip ratio TS4 is preferably set to be equal to or lower than the second slip ratio TS2. In one example, the fourth slip ratio TS4 is the same as the second slip ratio TS2.

  After changing the speed ratio according to the slip ratio S, the control unit 14 changes the speed ratio according to first change information different from the slip ratio S. The first change information includes at least one of the elapsed time from the change of the gear ratio according to the slip ratio S and the state of the road surface on which the manpowered vehicle A travels. In one example, the control unit 14 changes the gear ratio when the elapsed time is equal to or longer than a predetermined time. The predetermined time is arbitrarily set in advance. In one example, the control unit 14 changes the gear ratio when the road surface state is stable. Specifically, the control unit 14 changes the gear ratio when the road surface resistance is less than a predetermined resistance and the road surface gradient is less than the predetermined gradient. The control unit 14 approaches the speed ratio before the change according to the slip ratio S so as to match the speed ratio before the change according to the slip ratio S or matches the speed ratio according to the speed conditions. As described above, the gear ratio is changed according to the first change information.

  As shown in FIG. 2, the control device 12 further includes a storage unit 16 that stores information. The storage unit 16 includes a nonvolatile memory and a volatile memory. The storage unit 16 stores, for example, various programs for control, information set in advance, and the like. In one example, the storage unit 16 stores information on the shift conditions, information on the slip rate S, and the like.

  The manpowered vehicle A further includes a detection device DD that detects various types of information. The detection device DD includes a first detection unit DD1 that detects the slip ratio S of the wheel W, a second detection unit DD2 that detects first change information, and a third detection unit DD3 that detects a reference value. The first detection unit DD1 includes a sensor that detects the vehicle body speed Vv and a sensor that detects the wheel speed Vw (not shown). The second detection unit DD2 includes at least one of a sensor that detects elapsed time and a sensor that detects road surface information (not shown). The third detector DD3 is a sensor that detects cadence, a sensor that detects torque acting on the crank C, a sensor that detects vehicle speed, a sensor that detects acceleration, a sensor that detects road surface information, and a sensor that detects air resistance information. And at least one of a receiver for receiving weather information from the outside and a sensor for detecting temperature information (not shown). The sensor for detecting the torque may be a sensor used for control related to the electric auxiliary unit E, for example. In an example in which the vehicle speed is applied as a reference value that defines the speed change condition, the third detection unit DD3 may be omitted.

  The transmission system 10 further includes an operation unit 18 including an operable switch 18A. The control unit 14 switches between a first mode in which the transmission device T mounted on the manpowered vehicle A is automatically controlled according to a transmission condition and a second mode in which the transmission device T is not controlled. In one example, the control unit 14 switches between the first mode and the second mode according to the operation of the operation unit 18. In the present embodiment, the control unit 14 selects one of the first mode and the second mode while the switch 18A is operated, and automatically switches the other of the first mode and the second mode when the switch 18A is not operated. Select

  As shown in FIGS. 5 and 6, the operation unit 18 is provided on the handle H. In one example, the operation unit 18 is preferably provided in a range in which the user can operate while grasping the grip GR of the handle H. In the illustrated example, the operation unit 18 is provided on the grip GR of the handle H. The switch 18A can be operated so as to assume a first operation position (see FIG. 6) and a second operation position (see FIG. 5). An example of the switch 18A is a button switch. The first operation position is an operation position related to a state in which the switch 18A is operated. The second operation position is an operation position related to the initial state of the switch 18A. The operation unit 18 further includes a biasing member 18B (see FIG. 2) that biases the switch 18A so as to move to the second operation position. The biasing member 18B is provided in the grip GR so as to bias the switch 18A, for example. 5 and 6 show the grip GR without the shift lever SL and the configuration around it.

  The controller 14 selects one of the first mode and the second mode when the switch 18A is operated to the first operation position, and the first mode and the second mode when the switch 18A is operated to the second operation position. Select the other mode. For example, when the switch 18A is operated from the second operation position toward the first operation position, the control unit 14 selects one of the first mode and the second mode. For example, when the switch 18A is not operated, the control unit 14 automatically operates the switch 18A from the first operation position toward the second operation position by the urging force of the urging member 18B. Is automatically selected. In one example, the control unit 14 selects the second mode when the switch 18A is operated to the first operation position, and selects the first mode when the switch 18A is operated to the second operation position. The controller 14 selects the first mode or the second mode, or detects that the switch 18A is not operated, and then the first mode and the second mode after a predetermined time has elapsed. The other may be selected automatically.

With reference to FIG. 7, an example of the control executed by the control device 12 will be described.
For example, the control unit 14 performs the following control in the first mode. In step S11, the control unit 14 determines whether or not the slip ratio S is less than the first slip ratio TS1. When the control unit 14 determines in step S11 that the slip rate S is less than the first slip rate TS1, the control unit 14 proceeds to the processing in step S12. In step S12, the control unit 14 increases the gear ratio. Specifically, the control unit 14 controls the transmission device T so that the gear ratio is increased. When the process of step S12 is completed, the control unit 14 proceeds to the process of step S15.

If the control unit 14 determines in step S11 that the slip rate S is equal to or greater than the first slip rate TS1, the control unit 14 proceeds to the processing in step S13. In step S13, the control unit 14 determines whether or not the slip rate S is equal to or greater than the second slip rate TS2. When it is determined in step S13 that the slip ratio S is less than the second slip ratio TS2, the control unit 14 returns the process to step S11. Specifically, when it is determined that the slip ratio S is equal to or greater than the first slip ratio TS1 and less than the second slip ratio TS2, the control unit 14 does not change the gear ratio with respect to the slip ratio S. In other words, when it is determined that the slip ratio S is equal to or higher than the third slip ratio TS3 and lower than the fourth slip ratio TS4, the control unit 14 does not change the gear ratio with respect to the slip ratio S.

  If the control unit 14 determines in step S13 that the slip rate S is equal to or greater than the second slip rate TS2, the control unit 14 proceeds to the processing in step S14. In step S14, the control unit 14 decreases the gear ratio. Specifically, the control unit 14 controls the transmission device T so that the gear ratio becomes small. In step S15, the control unit 14 changes the speed ratio according to the first change information. Through the above processing, the processing in steps S11 to S15 is completed. The control part 14 repeats the process of step S11-step S15 in the period when 1st mode is continued.

(Second Embodiment)
With reference to FIGS. 8-10, the transmission system 10 of 2nd Embodiment is demonstrated. About the structure which is common in 1st Embodiment, the code | symbol same as 1st Embodiment is attached | subjected and the overlapping description is abbreviate | omitted.

  As shown in FIG. 8, the control unit 14 performs predetermined control related to the transmission device T in accordance with information related to the slip rate S of the wheels W. The predetermined control includes control for changing the speed change condition. The control unit 14 changes the speed change condition in a state where the wheel W is idling or in a state where the wheel W is predicted to idle immediately after that according to the information regarding the slip ratio S. For example, when the slip ratio S is less than the fifth slip ratio TS5, the control unit 14 determines that the wheel W is idling or immediately after that the wheel W is idling. In one example, the control unit 14 changes the speed change condition when the slip ratio S is less than the fifth slip ratio TS5. The fifth slip ratio TS5 is set, for example, by the same method as the first slip ratio TS1.

  The control unit 14 changes the speed change condition in a state where the wheel W is locked or a state where the wheel W is predicted to be locked immediately after according to the information regarding the slip ratio S. For example, when the slip ratio S is equal to or greater than the sixth slip ratio TS6, the control unit 14 determines that the wheel W is locked or that the wheel W is locked immediately after. In one example, the control unit 14 changes the speed change condition when the slip ratio S is equal to or greater than the sixth slip ratio TS6. In the present embodiment, the sixth slip ratio TS6 is larger than the fifth slip ratio TS5. The sixth slip ratio TS6 is set, for example, by the same method as the second slip ratio TS2.

  When the slip ratio S is equal to or greater than the seventh slip ratio TS7 and less than the eighth slip ratio TS8, the control unit 14 does not change the shift condition for the slip ratio S. The seventh slip ratio TS7 is preferably set to, for example, a fifth slip ratio TS5 or higher. In one example, the seventh slip ratio TS7 is the same as the fifth slip ratio TS5. For example, the eighth slip ratio TS8 is preferably set to be equal to or less than the sixth slip ratio TS6. In one example, the eighth slip ratio TS8 is the same as the sixth slip ratio TS6.

  As shown in FIG. 9, when the slip ratio S is less than the fifth slip ratio TS5, the control unit 14 changes at least one of the first threshold TH1 and the second threshold TH2. For example, when the slip ratio S is less than the fifth slip ratio TS5, the control unit 14 changes the shift condition so that the shift condition regarding the first threshold value TH1 is easily established. Specifically, when the slip ratio S is less than the fifth slip ratio TS5, the control unit 14 decreases the first threshold value TH1. The first threshold TH1 indicated by a solid line in FIG. 9 is an example of the first threshold TH1 before the change. The first threshold value TH1 of the two-dot chain line shown in FIG. 9 is an example of the changed first threshold value TH1 that is changed so that the shift condition is easily satisfied.

When the slip ratio S is equal to or greater than the sixth slip ratio TS6, the control unit 14 determines the first threshold value TH1.
At least one of the second threshold TH2 is changed. For example, when the slip ratio S is equal to or greater than the sixth slip ratio TS6, the control unit 14 changes the shift condition so that the shift condition regarding the second threshold value TH2 is easily established. Specifically, the control unit 14 increases the second threshold value TH2 when the slip ratio S is equal to or greater than the sixth slip ratio TS6. The solid line second threshold TH2 shown in FIG. 9 is an example of the second threshold TH2 before the change. The second threshold value TH2 indicated by the two-dot chain line shown in FIG. 9 is an example of the changed second threshold value TH2 that is changed so that the shift condition is easily satisfied.

  After changing the speed change condition according to the slip ratio S, the control unit 14 changes the speed change condition according to second change information different from the slip ratio S. The second change information includes at least one of the elapsed time from the change of the shift condition according to the slip ratio S and the state of the road surface on which the manpowered vehicle A travels. In one example, the control unit 14 changes the speed change condition when the elapsed time is equal to or longer than a predetermined time. The predetermined time is arbitrarily set in advance. In one example, the control unit 14 changes the speed change condition when the road surface state is stable. Specifically, when the road surface resistance is less than a predetermined resistance and the road surface gradient is less than the predetermined gradient, the control unit 14 changes the speed change condition. The control unit 14 sets the speed change condition according to the second change information so as to match the speed change condition before the change according to the slip ratio S, or to approach the speed change condition before the change according to the slip ratio S. change.

With reference to FIG. 10, an example of the control executed by the control device 12 will be described.
For example, the control unit 14 performs the following control in the first mode. In step S21, the controller 14 determines whether or not the slip ratio S is less than the fifth slip ratio TS5. When the control unit 14 determines in step S21 that the slip rate S is less than the fifth slip rate TS5, the control unit 14 proceeds to the processing in step S22. In step S22, the control unit 14 decreases the first threshold value TH1. Specifically, the control unit 14 changes the speed change condition so that the first threshold value TH1 becomes small. When the process of step S22 is completed, the control unit 14 proceeds to the process of step S25.

  When the control unit 14 determines in step S21 that the slip rate S is equal to or greater than the fifth slip rate TS5, the control unit 14 proceeds to the processing in step S23. In step S23, the controller 14 determines whether or not the slip rate S is equal to or greater than the sixth slip rate TS6. When it is determined in step S23 that the slip ratio S is less than the sixth slip ratio TS6, the control unit 14 returns the process to step S21. Specifically, when it is determined that the slip ratio S is equal to or greater than the fifth slip ratio TS5 and less than the sixth slip ratio TS6, the control unit 14 does not change the speed change condition for the slip ratio S. In other words, when it is determined that the slip ratio S is equal to or higher than the seventh slip ratio TS7 and lower than the eighth slip ratio TS8, the control unit 14 does not change the speed change condition for the slip ratio S.

  When the control unit 14 determines in step S23 that the slip rate S is equal to or greater than the sixth slip rate TS6, the control unit 14 proceeds to the processing in step S24. In step S24, the control unit 14 increases the second threshold value TH2. Specifically, the control unit 14 changes the speed change condition so that the second threshold value TH2 is increased. In step S25, the control unit 14 changes the speed change condition according to the second change information. Through the above processing, the processing from step S21 to step S25 is completed. The control part 14 repeats the process of step S21-step S25 in the period when 1st mode is continued.

(Modification)
The description regarding each said embodiment is an illustration of the form which the control apparatus and transmission system according to this invention can take, and it does not intend restrict | limiting the form. The control device and the transmission system according to the present invention may take a form in which, for example, the following modifications of the above-described embodiments and at least two modifications not contradicting each other are combined. In the following modified examples, the same reference numerals as those of the respective embodiments are assigned to portions common to those of the respective embodiments, and the description thereof is omitted.

  -The control content of the control part 14 of 1st Embodiment can be changed arbitrarily. In the first example, the control unit 14 decreases the gear ratio when the slip ratio S is less than the first slip ratio TS1. In the second example, the control unit 14 increases the gear ratio when the slip ratio S is equal to or greater than the second slip ratio TS2.

  -The control content of the control part 14 of 2nd Embodiment can be changed arbitrarily. In the first example, the control unit 14 increases the first threshold value TH1 when the slip ratio S is less than the fifth slip ratio TS5. In the second example, when the slip ratio S is less than the fifth slip ratio TS5, the control unit 14 decreases the second threshold value TH2. In the third example, when the slip ratio S is less than the fifth slip ratio TS5, the control unit 14 increases the second threshold value TH2. In the fourth example, the control unit 14 decreases the first threshold value TH1 when the slip ratio S is equal to or greater than the sixth slip ratio TS6. In the fifth example, the control unit 14 increases the first threshold value TH1 when the slip ratio S is equal to or greater than the sixth slip ratio TS6. In the sixth example, when the slip ratio S is equal to or greater than the sixth slip ratio TS6, the control unit 14 decreases the second threshold value TH2.

  -Information about traction can be changed arbitrarily. In one example, the information regarding traction includes information regarding torque acting on the crank C of the manpowered vehicle A. In this case, the control unit 14 may increase the speed ratio and change the speed change condition in a state where the wheel W is idling or is predicted to idle idly immediately after according to information on the torque. May be. Further, the control unit 14 may reduce the speed ratio in a state where the wheel W is locked or a state where the wheel W is predicted to be locked immediately after the wheel W is locked in accordance with information on the torque. It may be changed.

  The configuration of the switch 18A can be arbitrarily changed. In the first example, the switch 18A is a lever switch. In the second example, the switch 18A is a touch switch. In this case, the urging member 18B is omitted from the operation unit 18.

  The arrangement of the operation unit 18 can be arbitrarily changed. In the first example, the operation unit 18 is provided at or near the battery BT. In the second example, the operation unit 18 is provided on the frame A1 or the front fork A2.

  -The control content regarding the operation part 18 can be changed arbitrarily. In the first example, the control unit 14 selects one of the first mode and the second mode when the switch 18A is operated, and selects the other of the first mode and the second mode when the switch 18A is operated again. . In the second example, the control unit 14 selects one of the first mode and the second mode when the switch 18A is pressed for a long time, and selects the other of the first mode and the second mode when the switch 18A is pressed for a long time. select.

  The configuration of the transmission system 10 can be arbitrarily changed. In one example, the transmission system 10 includes a control unit 14 that switches between a first mode in which the transmission device T mounted on the manpowered vehicle A is automatically controlled according to a transmission condition and a second mode in which the transmission device T is not controlled. Is provided. The transmission system 10 further includes an operation unit 18 including a switch 18A that can take the first operation position and the second operation position, and an urging member 18B that urges the switch 18A to move to the second operation position. An example of the switch 18A is a button switch or a lever switch. The controller 14 selects one of the first mode and the second mode when the switch 18A is operated to the first operation position, and the first mode and the second mode when the switch 18A is operated to the second operation position. Select the other mode.

  -The kind of man-powered vehicle A can be changed arbitrarily. In the first example, the manpowered vehicle A is a road bike, a mountain bike, a cross bike, a city cycle, a cargo bike, or a recumbent. In the second example, the manpowered vehicle A is a kick skater.

DESCRIPTION OF SYMBOLS 10 ... Transmission system, 12 ... Control apparatus, 14 ... Control part, 18 ... Operation part, 18A ... Switch, 18B ... Energizing member, A ... Manual drive vehicle, S ... Slip rate, T ... Transmission, TS1 ... 1st Slip rate, TS2 ... 2nd slip rate, TS3 ... 3rd slip rate, TS4 ... 4th slip rate, TS5 ... 5th slip rate, TS6 ... 6th slip rate, TS7 ... 7th slip rate, TS8 ... 8th slip Rate, W ... wheel.

Claims (27)

A control unit that automatically controls a transmission mounted on a manpowered vehicle according to a shift condition,
The said control part is a control apparatus which performs the predetermined control relevant to the said transmission apparatus according to the information regarding the traction of the wheel of the said man-powered vehicle.   The control device according to claim 1, wherein the information related to the traction includes information related to a slip ratio of the wheel.   The control device according to claim 2, wherein the predetermined control includes control for changing a gear ratio of the human-powered vehicle.   The said control part increases the said gear ratio in the state which the said wheel is idling according to the information regarding the said slip ratio, or the state where it is estimated that the said wheel idles immediately after this. Control device.   The control device according to claim 3 or 4, wherein the control unit increases the speed ratio when the slip ratio is less than a first slip ratio.   The said control part makes the said gear ratio small in the state which the said wheel locks according to the information regarding the said slip ratio, or the state where it is estimated that the said wheel locks immediately after. The control device according to any one of the above.   The said control part is a control apparatus as described in any one of Claims 3-6 which makes the said gear ratio small when the said slip ratio is more than a 2nd slip ratio.   The said control part does not change the said gear ratio with respect to the said slip ratio, when the said slip ratio is more than 3rd slip ratio and less than 4th slip ratio. Control device.   The said control part changes the said gear ratio according to the 1st change information different from the said slip ratio after the change of the said gear ratio according to the said slip ratio. Control device.   10. The control device according to claim 9, wherein the first change information includes at least one of an elapsed time since the change of the speed ratio according to the slip ratio and a state of a road surface on which the human-powered vehicle travels.   The control device according to claim 10, wherein the control unit changes the speed ratio when the elapsed time is equal to or longer than a predetermined time.   The control device according to claim 10 or 11, wherein the control unit changes the speed ratio when a state of the road surface is stable.   The control unit approaches the speed ratio before the change according to the slip ratio so as to match the speed ratio before the change according to the slip ratio or matches the speed ratio according to the speed condition. The control device according to any one of claims 9 to 12, wherein the speed ratio is changed according to the first change information. The control device according to any one of claims 2 to 13, wherein the predetermined control includes control for changing the speed change condition.   The control device according to claim 14, wherein the control unit changes the speed change condition when the slip ratio is less than a fifth slip ratio.   The control device according to claim 14 or 15, wherein the control unit changes the speed change condition when the slip ratio is equal to or greater than a sixth slip ratio.   The control unit according to any one of claims 14 to 16, wherein when the slip ratio is equal to or greater than a seventh slip ratio and less than an eighth slip ratio, the shift condition is not changed with respect to the slip ratio. Control device.   18. The control unit according to claim 14, wherein the control unit changes the shift condition according to second change information different from the slip ratio after the change of the shift condition according to the slip ratio. Control device.   The control device according to claim 18, wherein the second change information includes at least one of an elapsed time since the change of the speed change condition according to the slip ratio and a state of a road surface on which the human-powered vehicle travels.   The control device according to claim 19, wherein the control unit changes the speed change condition when the elapsed time is equal to or longer than a predetermined time.   The control device according to claim 19 or 20, wherein the control unit changes the speed change condition when a state of the road surface is stable.   The control unit responds to the second change information so as to match the speed change condition before the change according to the slip ratio or to approach the speed change condition before the change according to the slip ratio. The control device according to any one of claims 18 to 21, wherein the shift condition is changed. The control device according to any one of claims 1 to 22,
A transmission system comprising the transmission. A control unit that switches between a first mode that automatically controls a transmission mounted on a manpowered vehicle according to a transmission condition, and a second mode that does not control the transmission;
An operation unit including an operable switch,
The control unit selects one of the first mode and the second mode in a state where the switch is operated, and automatically switches the other of the first mode and the second mode when the switch is not operated. Select the gear shifting system.   The control unit selects one of the first mode and the second mode, or detects that the switch is not operated, and then the first mode and the second mode after a lapse of a predetermined time. 25. A transmission system according to claim 24, wherein the other of the modes is automatically selected. The switch is operable so that it can take a first operation position and a second operation position;
The operation unit further includes a biasing member that biases the switch so as to move to the second operation position,
The control unit selects one of the first mode and the second mode when the switch is operated to the first operation position, and the control unit selects the first mode when the switch is operated to the second operation position. 25. The transmission system according to claim 24, wherein the other of the first mode and the second mode is selected. A control unit that switches between a first mode that automatically controls a transmission mounted on a manpowered vehicle according to a transmission condition, and a second mode that does not control the transmission;
A switch capable of taking a first operation position and a second operation position, and an operation unit including an urging member that urges the switch to move to the second operation position,
The control unit selects one of the first mode and the second mode when the switch is operated to the first operation position, and the control unit selects the first mode when the switch is operated to the second operation position. A transmission system that selects the other of the first mode and the second mode.