JP2020125066A - Control apparatus and gear change system - Google Patents

Abstract

To provide a control apparatus capable of contributing to smooth running of a personally-driven vehicle, and a gear change system.SOLUTION: A control apparatus comprises a control part that controls a transmission of a personally-driven vehicle in accordance with gear change conditions. The control part controls the transmission so as to suppress shift-down gear change for decreasing a change gear ratio of the personally-driven vehicle in a predetermined state in which a vehicle speed of the personally-driven vehicle is in a predetermined speed range, and controls the transmission so as to release the suppression of the shift-down gear change in accordance with travel information on a running state of the personally-driven vehicle.SELECTED DRAWING: Figure 7

Description

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

A transmission system for controlling a transmission of a human-powered vehicle is known. A conventional transmission system controls a transmission so that the rotation speed of a crank is maintained within a predetermined range according to a shift condition defined based on a rotation speed of a crank of a human-powered vehicle and a threshold value. Patent Document 1 discloses an example of a conventional transmission system.

Japanese Patent Publication No. 10-511621

It is desirable that passengers riding 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 human-powered vehicle.

A control device according to a first aspect of the present invention includes a control unit that controls a transmission of a human-powered vehicle according to a shift condition. Controlling the transmission so as to suppress shift-down gear shifts in which the gear ratio of the human-powered vehicle becomes smaller, and canceling the suppression of the shift-down gear shift in accordance with travel information relating to the traveling state of the human-powered vehicle. And controlling the transmission.
According to the control device of the first aspect, the unnecessary shift-down shift in the predetermined state is suppressed, and the suppression of the shift-down shift is released at the timing according to the traveling information, so that the shift device can realize smooth shift. .. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device of the second aspect according to the first aspect, the travel information includes at least one of cadence, torque acting on a crank of the human-powered vehicle, the vehicle speed, acceleration, and power.
According to the control device of the second aspect, it is possible to contribute to comfortable running of the human powered vehicle.

In the control device of the third aspect according to the second aspect, the traveling information includes the vehicle speed, and the control unit releases the suppression of the downshift when the vehicle speed is out of the predetermined speed range. Control the transmission.
According to the control device of the third aspect, the suppression of the shift-down shift is released at the timing corresponding to the vehicle speed, so that the shift device can realize smooth shift. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device according to the fourth aspect according to the second or third aspect, the travel information includes the cadence, and the control unit releases the suppression of the downshift when the cadence is equal to or more than a predetermined cadence. And controlling the transmission.
According to the control device of the fourth aspect, the suppression of the shift-down shift is released at the timing corresponding to the cadence, so that the shift device can realize smooth shift. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device according to the fifth aspect according to the fourth aspect, the predetermined cadence is set based on the threshold value for the downshift that defines the shift condition.
According to the control device of the fifth aspect, it is possible to contribute to comfortable running of the human-powered vehicle.

In the control device according to the sixth aspect according to any one of the second to fifth aspects, the travel information includes the torque, and the control unit, when the torque is equal to or higher than the first torque, shifts downshifts. The transmission is controlled so as to release the suppression of.
According to the control device of the sixth aspect, since the suppression of the shift-down shift is released at the timing according to the torque, the shift device can realize smooth shift. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device according to the seventh aspect according to the sixth aspect, the traveling state further includes the acceleration, and the control unit suppresses the shift down shift regardless of the torque as long as the acceleration is equal to or higher than a predetermined acceleration. The transmission is controlled to do so.
According to the control device of the seventh aspect, unnecessary shift-down gear shifts in response to a request from an occupant riding in a human-powered vehicle are suppressed, so that a smooth gear shift can be realized by the gear shift device. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device according to the eighth aspect according to the sixth or seventh aspect, the first torque is included in a range of 70 Nm or more and less than 100 Nm.
According to the control device of the eighth aspect, it is possible to contribute to comfortable running of the human-powered vehicle.

In the control device of the ninth aspect according to any one of the sixth to eighth aspects, in the predetermined state, the controller causes the standing still load of an occupant on the human-powered vehicle to load the human-powered vehicle. The shift device is controlled so as to suppress the downshift.
According to the control device of the ninth aspect, when the suppression of the shift down shift is released at the timing according to the torque, the suppression of the shift down shift is continued if the torque is the load due to the standing still. For this reason, unnecessary downshifts are suppressed, which contributes to comfortable running of the human-powered vehicle.

In the control device of the tenth aspect according to any one of the sixth to ninth aspects, the control unit includes a first mode and a second mode different from the first mode, and in the first mode. When the torque is equal to or higher than the first torque, the transmission is controlled to release the suppression of the downshift, and in the second mode, the torque is equal to or higher than the second torque. Then, the transmission is controlled to release the restriction of the downshift.
According to the control device of the tenth aspect, the suppression of the shift-down shift is released at timings corresponding to various modes, so that a smooth shift can be realized by the transmission. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device according to the eleventh aspect according to the tenth aspect, the second torque is 100 Nm or more.
According to the control device of the eleventh aspect, it is possible to contribute to comfortable running of the human-powered vehicle in the second mode.

In the control device according to the twelfth aspect according to the tenth or eleventh aspect, the control unit controls the gear ratio of the human-powered vehicle to become a designated gear ratio when the vehicle speed changes to reach the predetermined state. The transmission is controlled, and in the second mode, the transmission is controlled so that the gear ratio of the human-powered vehicle is maintained at or above the designated gear ratio.
According to the control device of the twelfth aspect, a smooth gear shift is realized by the transmission device, which can contribute to comfortable running of the human-powered vehicle. Further, since the gear ratio of the human-powered vehicle in the second mode is maintained at or above the designated gear ratio, it is possible to suppress unnecessary downshifts.

In the control device according to the thirteenth aspect according to any one of the first to eleventh aspects, the control unit controls the gear ratio of the human-powered vehicle to change to a specified gear ratio when the vehicle speed changes to reach the predetermined state. The transmission is controlled so that
According to the control device of the thirteenth aspect, smooth gear shifting is realized by the transmission device, which can contribute to comfortable running of the human-powered vehicle.

In the control device according to the fourteenth aspect according to the twelfth or thirteenth aspect, the control unit controls the gear ratio of the human-powered vehicle to become the designated gear ratio when the vehicle speed decreases to reach the predetermined state. The transmission is controlled.
According to the control device of the fourteenth aspect, smooth gear shifting is realized by the gear shift device, which contributes to comfortable running of the human-powered vehicle.

In the control device of the fifteenth aspect according to any one of the first to fourteenth aspects, the predetermined speed range includes a speed range lower than a predetermined speed.
According to the control device of the fifteenth aspect, unnecessary shift-down gear shifts in a predetermined state are suppressed, so that smooth gear shifts can be realized by the gear shift device. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

In the control device of the sixteenth aspect according to any one of the first to fifteenth aspects, in the predetermined state, the control unit allows the shift-up gear shift in which the gear ratio of the human-powered vehicle increases. Control the transmission.
According to the control device of the sixteenth aspect, since a smooth gear shift is realized by the transmission device, it is possible to contribute to comfortable running of the human-powered vehicle.

In the control device according to the seventeenth aspect according to the sixteenth aspect, the control section controls the transmission device so as to always permit the upshift.
According to the control device of the seventeenth aspect, a smooth gear shift is realized by the transmission device, which can contribute to comfortable running of the human-powered vehicle.

A transmission system according to an eighteenth aspect of the present invention includes the control device and the transmission device.
According to the gear shift system of the eighteenth aspect, unnecessary shift-down gear shifts in a predetermined state are suppressed, and the shift-down gear shift restraint is released at a timing according to the travel information. Therefore, a smooth gear shift by the transmission can be realized. .. Therefore, it can contribute to the comfortable running of the human-powered vehicle.

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

1 is a side view of a human-powered vehicle including a transmission system according to a first embodiment. FIG. 2 is a block diagram showing an electrical connection relationship between the control device of FIG. 1 and various elements. 3 is a map showing an example of shift conditions used for controlling the transmission of FIG. 1. The flowchart which shows an example of the 1st automatic shift control which the control apparatus of FIG. 1 performs. The flowchart which shows an example of the 1st switching control which the control apparatus of FIG. 1 performs. 3 is a flowchart showing an example of designated shift control executed by the control device of FIG. The flowchart which shows an example of the 1st shift suppression control which the control apparatus of FIG. 1 performs. The flowchart which shows an example of the 2nd gearshift suppression control which a control apparatus performs in the gearshift system of 2nd Embodiment. In the transmission system of 3rd Embodiment, the flowchart which shows an example of the 3rd shift suppression control which a control apparatus performs. In the transmission system of a 4th embodiment, the flow chart which shows an example of the 2nd automatic transmission control which a control device performs. The flowchart which shows an example of the 2nd switching control which the control apparatus of FIG. 10 performs. The flowchart which shows an example of the 4th shift suppression control which the control apparatus of FIG. 10 performs.

<First Embodiment>
A manual drive vehicle A including a transmission system 10 will be described with reference to FIG. 1.
Here, the human-powered vehicle means a vehicle that at least partially uses human power as a 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 that uses only an internal combustion engine as a driving force is not included in a human-powered vehicle. Usually, a small and light vehicle is assumed as the human-powered vehicle, and a vehicle that does not require a license for driving on a public road is assumed. The illustrated human-powered vehicle A is a bicycle including an electric auxiliary unit E that assists the propulsion of the human-powered vehicle A by using electric energy. Specifically, the illustrated human-powered vehicle A is a trekking bike. The human-powered 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, for example, 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 crank shaft C1 rotatably supported by the frame A1, and a pair of crank arms C2 provided at both ends of the crank shaft 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 crank shaft 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 human-powered driving force applied to the pedal PD by the passenger riding on 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 electric auxiliary unit E operates to assist the propulsion of the human-powered vehicle A. The electric auxiliary unit E operates according to, for example, a human-powered driving force applied to the pedal PD. The electric auxiliary unit E includes a motor E1. The electric auxiliary unit E operates by electric power supplied from a battery BT mounted on the human-powered vehicle A.

The transmission system 10 includes a control device 12 and a transmission device 20. The control device 12 is housed in the housing E2 of the electric auxiliary unit E, for example. The control device 12 operates by the electric power supplied from the battery BT.

The transmission 20 is configured to be mechanically or electrically driven according to the operation of the shift lever SL, for example. When the transmission 20 is electrically driven, the transmission 20 operates by the electric power supplied from the battery BT or the electric power supplied from the dedicated power source mounted on the transmission 20. The shift lever SL includes at least one of the first shift lever SL1 and the second shift lever SL2 (see FIG. 2). As used herein, the phrase "at least one" means "one or more" of the desired options. As an example, the expression "at least one" as used herein means "only one option" or "both two options" if the number of options is two. As another example, the expression "at least one" as used herein means "only one option" or "a combination of any two or more options" if the number of options is three or more. Means When the first shift lever SL1 is operated, the transmission 20 operates so that the gear ratio of the human-powered vehicle A increases. When the second shift lever SL2 is operated, the transmission 20 operates so that the gear ratio of the human-powered vehicle A becomes smaller.

The transmission 20 includes an external transmission. In one example, transmission 20 includes at least one of a front derailleur 22 and a rear derailleur 24. The front derailleur 22 is provided near the front sprocket D1. As the front derailleur 22 is driven, the front sprocket D1 around which the chain D3 is wound is changed, and the gear ratio of the manually driven vehicle A is changed. The gear ratio of the human-powered vehicle A is defined based on the relationship between the number of teeth of the front sprocket D1 and the number of teeth of the rear sprocket D2. In one example, the gear ratio of the manually driven vehicle A is defined by the ratio of the rotation speed of the rear sprocket D2 to the rotation speed of the front sprocket D1. That is, the gear ratio of the manually driven vehicle A is defined by the ratio of the number of teeth of the front sprocket D1 to the number of teeth of the rear sprocket D2. The rear derailleur 24 is provided at the rear end A3 of the frame A1. As the rear derailleur 24 is driven, the rear sprocket D2 around which the chain D3 is wound is changed, and the gear ratio of the manually driven vehicle A is changed.

When both the front derailleur 22 and the rear derailleur 24 are mounted on the human-powered vehicle A, the shift lever SL may include a pair of first shift levers SL1 and a pair of second shift levers SL2. When one of the first shift levers SL1 is operated, the front derailleur 22 operates so that the gear ratio of the human-powered vehicle A increases. When the other first shift lever SL1 is operated, the rear derailleur 24 operates so that the gear ratio of the human-powered vehicle A increases. When one of the second shift levers SL2 is operated, the front derailleur 22 operates so that the gear ratio of the manually driven vehicle A becomes smaller. When the other second shift lever SL2 is operated, the rear derailleur 24 operates so that the gear ratio of the human-powered vehicle A becomes smaller. The transmission 20 may include an internal transmission instead of the external transmission. In this case, the internal transmission is provided, for example, on the hub HR of the rear wheel WR. The transmission 20 may include a continuously variable transmission instead of the external transmission. In this case, the continuously variable transmission is provided, for example, on the hub HR of the rear wheels WR.

A specific configuration of the control device 12 will be described with reference to FIG.
The control device 12 includes a control unit 14 that controls the transmission 20 of the human-powered vehicle A according to a shift condition. The control unit 14 is a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 14 executes the first automatic shift control that automatically controls the transmission 20 of the human-powered vehicle A according to the shift condition. The control unit 14 can also control the transmission 20 according to the operation of the shift lever SL. The control unit 14 may further control various components mounted on the human-powered vehicle A in addition to the transmission 20 of the manually-powered vehicle A. The control device 12 further includes a storage unit 16 that stores various types of information. The storage unit 16 includes a non-volatile memory and a volatile memory. The storage unit 16 stores, for example, various programs for control, preset information, and the like.

As shown in FIG. 3, the shift condition is defined based on the reference value RV and the threshold value TH. The reference value RV includes vehicle information regarding the human-powered vehicle A. The vehicle information includes at least one of traveling information regarding a traveling state of the human-powered vehicle A and environmental information regarding a traveling environment of the human-driven vehicle A. The traveling information includes at least one of cadence, torque acting on the crank C of the human-powered vehicle A, vehicle speed, acceleration, and power. The cadence is synonymous with the rotation speed of the crank C. Power is the product of cadence and torque. The environmental information includes at least one of road surface information regarding a road surface condition, air resistance information regarding air resistance, weather information regarding weather, and temperature information regarding temperature. In the present embodiment, the reference value RV includes cadence. The control unit 14 acquires the reference value RV by various sensors mounted on the human-powered vehicle A, for example.

The threshold TH includes a first threshold TH1 and a second threshold TH2. The control unit 14 controls the transmission device 20 so as to execute a shift-up shift in which the gear ratio of the human-powered vehicle A increases according to the relationship between the reference value RV and the first threshold value TH1. The control unit 14 controls the transmission device 20 to execute a downshift that reduces the gear ratio of the human-powered vehicle A according to the relationship between the reference value RV and the second threshold value TH2. The first threshold TH1 is different from the second threshold TH2. In this case, the first threshold TH1 and the second threshold TH2 have a predetermined range. In one example, the first threshold TH1 differs from the second threshold TH2 by a predetermined value PV. The predetermined value PV is a predetermined width that defines a predetermined range. In the present embodiment, the first threshold TH1 is larger than the second threshold TH2. In one example, the control unit 14 controls the transmission device 20 to execute the shift-up shift when the reference value RV becomes equal to or higher than the first threshold TH1, and executes the shift-down shift when the reference value RV becomes less than the second threshold TH2. The transmission 20 is controlled to do so.

When the reference value RV is greater than or equal to the first threshold value TH1 and the current gear ratio of the human-powered vehicle A is the maximum gear ratio, the control unit 14 controls the transmission 20 to maintain the gear ratio of the human-powered vehicle A. To do. The maximum gear ratio of the human-powered vehicle A is the maximum gear ratio based on the relationship between the front sprocket D1 and the rear sprocket D2. When the reference value RV is less than the second threshold value TH2 and the current gear ratio of the human-powered vehicle A is the minimum gear ratio, the control unit 14 controls the transmission 20 to maintain the gear ratio of the human-powered vehicle A. To do. The minimum gear ratio of the human-powered vehicle A is the minimum gear ratio based on the relationship between the front sprocket D1 and the rear sprocket D2.

The control unit 14 includes a plurality of shift modes. The plurality of shift modes include an auto mode in which transmission 20 is automatically controlled according to shift conditions, and a manual mode in which transmission 20 is controlled according to operation of shift lever SL. The control unit 14 executes the first automatic shift control in the auto mode, for example. When the shift lever SL is operated in the automatic mode, the control unit 14 may control the transmission 20 according to the operation of the shift lever SL. In the manual mode, the control unit 14 does not automatically control the transmission 20 according to the shift condition. Instead of or in addition to the auto mode and the manual mode, the plurality of shift modes may further include one or a plurality of auto modes having different shift conditions. In addition to or in addition to the automatic mode and manual mode, multiple shift modes include an auto mode that automatically controls only the shift-up shift according to shift conditions, and an automatic mode that only shifts down-shift according to shift conditions. It may further include at least one of the automatic modes for controlling. Information about various shift modes is stored in the storage unit 16, for example.

The control unit 14 executes the first switching control for switching the shift mode according to the first switching operation. In the present embodiment, the control unit 14 switches between the auto mode and the manual mode when the first switching operation is input. The first switching operation includes an operation different from a normal operation performed by the passenger while the human-powered vehicle A is traveling. For this reason, erroneous operation by the passenger can be suppressed. For example, when at least one of the first switching condition to the fourth switching condition is satisfied, the control unit 14 determines that the first switching operation is input.

The control unit 14 determines that the first switching condition is satisfied when the first shift lever SL1 and the second shift lever SL2 are continuously operated. In one example, the control unit 14 determines that the first switching condition is satisfied when the first shift lever SL1 and the second shift lever SL2 are alternately operated four times or more continuously within a predetermined period. Specifically, the control unit 14 operates the first shift lever SL1, the second shift lever SL2, the first shift lever SL1, and the second shift lever SL1 within a predetermined period. It is determined that the first switching condition is satisfied when the shift lever SL2 is operated. The operation pattern of the shift levers SL1 and SL2 that defines the establishment of the first switching condition can be changed as appropriate. The control unit 14 does not control the transmission 20 according to the operation of the shift levers SL1 and SL2 within a predetermined period.

The control unit 14 determines that the second switching condition is satisfied when the second shift lever SL2 is continuously operated a plurality of times in the state where the gear ratio of the human-powered vehicle A is the minimum gear ratio. In one example, when the gear ratio of the human-powered vehicle A is at the minimum gear ratio, when the second shift lever SL2 is operated once, a warning sound is issued and the second shift lever SL2 is operated twice continuously. And the information regarding the current gear ratio of the human-powered vehicle A is notified, and when the second shift lever SL2 is operated three times in succession, the second switching condition is satisfied. Various information notified by the operation of the second shift lever SL2 is notified by a notification device such as a cycle computer mounted on the human-powered vehicle A, for example. In the state where the gear ratio of the human-powered vehicle A is the minimum gear ratio, the control unit 14 operates the second shift lever SL2 three times in a row and determines that the second switching condition is satisfied, and then the second shift lever SL2 is satisfied. It may be determined that the second switching condition is satisfied each time the SL2 is operated. In this example, the notification device may notify information about the current shift mode. In the state where the gear ratio of the human-powered vehicle A is the minimum gear ratio, the control unit 14 operates the gear shift mode every time the second shift lever SL2 is operated after the second shift lever SL2 is operated three times in succession. It may be determined that the second switching condition is satisfied when the second switching condition is provisionally switched and the second shift lever SL2 is long-pressed or a predetermined time elapses. In this case, the shift mode is set to the tentative shift mode at the time when the second shift lever SL2 is pressed for a long time or when a predetermined time has elapsed. In this example, information about the provisional shift mode may be notified by the notification device. When the manual mode is switched to the automatic mode when the second switching condition is satisfied, the control unit 14 determines that the second switching condition is satisfied when the first shift lever SL1 is operated, and returns to the manual mode. Good. The control unit 14 determines that the second switching condition is satisfied when the first shift lever SL1 is continuously operated a plurality of times in the same manner as described above while the gear ratio of the human-powered vehicle A is at the maximum gear ratio. You may.

The control unit 14 determines that the third switching condition is satisfied when the assist operation unit capable of changing the assist mode is operated in the assist mode in which the assist ratio of the human-powered vehicle A is the smallest. The assist operation unit includes a first assist operation unit that can change the assist mode so that the assist ratio of the human-powered vehicle A becomes large, and a first assist operation unit that can change the assist mode so that the assist ratio of the human-powered vehicle A becomes small. Includes 2 assist operation parts. The assist operation unit is provided in, for example, a cycle computer or the like mounted on the human-powered vehicle A. In one example, in the assist mode in which the assist ratio of the human-powered vehicle A is the smallest, the control unit 14 tentatively switches the shift mode each time the second assist operation unit is operated, and by operating the first assist operation unit, It is determined that the third switching condition is satisfied. In this case, the shift mode is set to the provisional shift mode at the time when the first assist operation portion is operated. In this example, information about the provisional shift mode may be notified by the notification device. The control unit 14 may determine that the third switching condition is satisfied each time the second assist operation unit is operated in the assist mode in which the assist ratio of the human-powered vehicle A is the smallest. In this example, the notification device may notify information about the current shift mode. The control unit 14 may determine that the third switching condition is satisfied when the assist operation unit is operated in the assist mode in which the assist ratio of the human-powered vehicle A is the largest, as in the above description.

The control unit 14 determines that the fourth switching condition is satisfied when the shift lever SL is operated in a state where the gear ratio of the human-powered vehicle A is the minimum gear ratio and the pedal PD is rotated in the reverse direction. In one example, the control unit 14 shifts the shift mode every time the second shift lever SL2 is operated in a state where the gear ratio of the human-powered vehicle A is at the minimum gear ratio and when the pedal PD is reversely rotated by 180 degrees or more. Is temporarily switched, and it is determined that the fourth switching condition is satisfied by operating the first shift lever SL1. In this case, the shift mode is set to the provisional shift mode at the time when the first shift lever SL1 is operated. In this example, information about the provisional shift mode may be notified by the notification device. The control unit 14 sets the fourth switching condition every time the second shift lever SL2 is operated in a state where the gear ratio of the human-powered vehicle A is the minimum gear ratio and the pedal PD is reversely rotated by 180 degrees or more. You may judge that it is materialized. In this example, the notification device may notify information about the current shift mode. When the shift lever SL is operated in the same manner as described above in the state where the gear ratio of the human-powered vehicle A is the maximum gear ratio and the pedal PD is rotated in the reverse direction, the control unit 14 operates the fourth switching condition. May be determined to hold.

The control unit 14 controls the transmission 20 so as to suppress the shift-down shift, and then executes the first shift suppression control that controls the transmission 20 so as to release the suppression of the shift-down shift. The control unit 14 controls the transmission 20 so as to suppress the shift-down shift in which the gear ratio of the human-powered vehicle A becomes small in a predetermined state where the vehicle speed of the human-powered vehicle A is within a predetermined speed range. The predetermined speed range includes a speed range lower than the predetermined speed. Specifically, the predetermined speed range includes a speed range of 0 km/h or more and less than the predetermined speed. The predetermined speed is 15 km/h or less. Preferably, the predetermined speed is 12 km/h or less. In this embodiment, the predetermined speed is 12 km/h. The predetermined speed range may be stored in the storage unit 16 so that the passenger can change the predetermined speed range. In one example, the predetermined state includes a state in which the passenger starts pedaling the pedal PD, a state in which the passenger slows down the pedal PD, and the like. The control unit 14 shifts to suppress at least one of the shift down shift according to the shift condition and the shift down shift according to the operation of the second shift lever SL2 while the shift down shift is suppressed. Control the device 20. In the present embodiment, the control unit 14 controls the transmission 20 so as to suppress the shift down shift according to the shift condition during the period in which the shift down shift is suppressed. The control unit 14 may control the transmission 20 so as to allow the shift down shift according to the operation of the second shift lever SL2 while the shift down shift is being suppressed. In a predetermined state, the control unit 14 controls the transmission device 20 so as to permit the upshift that increases the gear ratio of the human-powered vehicle A. In one example, the control unit 14 controls the transmission 20 so as to always allow the upshift.

The control unit 14 controls the transmission 20 so as to release the suppression of the shift-down shift according to the traveling information regarding the traveling state of the human-powered vehicle A. The traveling information used as a condition for canceling the restriction of the shift-down shift includes the vehicle speed. In one example, the control unit 14 controls the transmission 20 so as to release the suppression of the downshift when the vehicle speed is outside the predetermined speed range. The outside of the predetermined speed range includes a speed range different from the predetermined speed range. In the present embodiment, the outside of the predetermined speed range includes a speed range of 12 km/h or more. When the control of the downshift is released, the control unit 14 controls the transmission device 20 to allow the downshift according to the shift condition.

The control unit 14 executes the designated gear shift control that controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio. The designated gear ratio is stored in the storage unit 16 so that the passenger can change it, for example. When the vehicle speed changes so as to reach a predetermined state, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio. The expression "the vehicle speed changes so as to reach the predetermined state" includes at least one of a state in which the vehicle speed changes to a predetermined speed range and a state immediately before the vehicle speed changes to the predetermined speed range. In one example, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio when the vehicle speed decreases to reach the predetermined state. The expression “the vehicle speed decreases to reach the predetermined state” includes at least one of a state where the vehicle speed decreases to the predetermined speed range and a state immediately before the vehicle speed decreases to the predetermined speed range. In addition to the designated gear shift control, the control unit 14 sets the gear ratio of the human-powered vehicle A to the designated gear ratio immediately before the human-powered vehicle A stops, when the human-powered vehicle A is stopped, or when the human-powered vehicle A starts to move. The transmission 20 may be controlled so as to obtain the ratio.

When controlling the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio when the human-powered vehicle A is stopped, the control unit 14 attaches the chain D3 to the front sprocket D1 and the rear sprocket D2 at the gear shift destination. In preparation for changing over, the transmission 20 is controlled so that at least one of the movable member of the front derailleur 22 and the movable member of the rear derailleur 24 operates. In this case, as the front sprocket D1 and the rear sprocket D2 rotate with the start of the human-powered vehicle A, the gear ratio of the human-powered vehicle A is changed to the designated gear ratio.

As shown in FIG. 2, the human-powered vehicle A further includes a detection device DD that detects various types of information. The detection device DD is configured to detect traveling information regarding the traveling state of the human-powered vehicle A, for example. In one example, the detection device DD includes various sensors capable of detecting travel information. In the present embodiment, the detection device DD includes a sensor that can detect information about cadence and a sensor that can detect information about vehicle speed. The detection device DD outputs the detected travel information to the control unit 14. The control unit 14 acquires travel information from the detection device DD and executes various controls according to the travel information.

The first automatic shift control executed by the control device 12 will be described with reference to FIG.
The control unit 14 executes the first automatic shift control according to the following processing, for example. The control unit 14 acquires the reference value RV in step S11. In one example, the control unit 14 acquires information regarding cadence from the detection device DD. In step S12, the control unit 14 determines whether the reference value RV is greater than or equal to the first threshold TH1. When determining in step S12 that the reference value RV is greater than or equal to the first threshold value TH1, the control unit 14 proceeds to the process of step S13.

In step S13, the control unit 14 determines whether or not the current gear ratio of the human-powered vehicle A is the maximum gear ratio. When determining in step S13 that the current gear ratio of the human-powered vehicle A is the maximum gear ratio, the control unit 14 returns the process to step S11. When determining in step S13 that the current gear ratio of the human-powered vehicle A is not the maximum gear ratio, the control unit 14 proceeds to the process of step S14. In step S14, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A increases.

When it is determined in step S12 that the reference value RV is less than the first threshold TH1, the control unit 14 proceeds to the process of step S15. In step S15, the control unit 14 determines whether the reference value RV is less than the second threshold value TH2. When the control unit 14 determines in step S15 that the reference value RV is greater than or equal to the second threshold value TH2, the control unit 14 returns the process to step S11. When it is determined in step S15 that the reference value RV is less than the second threshold value TH2, the control unit 14 proceeds to the process of step S16.

In step S16, the control unit 14 determines whether or not the current gear ratio of the human-powered vehicle A is the minimum gear ratio. When determining in step S16 that the current gear ratio of the human-powered vehicle A is the minimum gear ratio, the control unit 14 returns the process to step S11. When the control unit 14 determines in step S16 that the current gear ratio of the human-powered vehicle A is not the minimum gear ratio, the control unit 14 proceeds to the process of step S17. In step S17, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes small. Through the above processing, the processing from step S11 to step S17 is ended. The control unit 14 repeatedly executes the first automatic shift control including the processes of steps S11 to S17 while the human-powered vehicle A is traveling, for example.

The first switching control executed by the control device 12 will be described with reference to FIG.
The control unit 14 executes the first switching control according to the following processing, for example. The control unit 14 determines in step S21 whether the first switching operation is input. Specifically, the control unit 14 determines that the first switching operation is input when at least one of the first switching condition to the fourth switching condition is satisfied. When determining in step S21 that the first switching operation has not been input, the control unit 14 repeats the process of step S21. When determining in step S21 that the first switching operation has been input, the control unit 14 proceeds to the process of step S22. The control unit 14 switches the shift mode in step S22. In one example, the control unit 14 switches between the auto mode and the manual mode. Through the above processing, the processing from step S21 to step S22 ends. The control unit 14 repeatedly executes the first switching control including the processes of steps S21 to S22 while the human-powered vehicle A is traveling, for example. The control unit 14 may not execute the first switching control.

The designated shift control executed by the control device 12 will be described with reference to FIG.
The control unit 14 executes the designated shift control according to the following processing, for example. The control part 14 acquires driving information in step S31. Specifically, the control unit 14 acquires information regarding the vehicle speed from the detection device DD. In step S32, the control unit 14 determines whether or not the vehicle speed has decreased to reach the predetermined state. When the control unit 14 determines in step S32 that the vehicle speed has not decreased to reach the predetermined state, the control unit 14 returns the process to step S31. When the control unit 14 determines in step S32 that the vehicle speed has decreased to reach the predetermined state, the control unit 14 proceeds to the process of step S33. In step S33, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the designated gear ratio. Through the above processing, the processing from step S31 to step S33 ends. The control unit 14 repeatedly executes the designated shift control including the processes of steps S31 to S33 while the human-powered vehicle A is traveling, for example. The control unit 14 may not execute the designated shift control.

The first shift suppression control executed by the control device 12 will be described with reference to FIG. 7.
The control unit 14 executes the first shift suppression control according to the following processing, for example. The control part 14 acquires driving information in step S41. Specifically, the control unit 14 acquires information regarding the vehicle speed from the detection device DD. The control part 14 determines whether it is a predetermined state in step S42. When determining in step S42 that the control unit 14 is not in the predetermined state, the control unit 14 returns the process to step S41. When determining in step S42 that the control unit 14 is in the predetermined state, the control unit 14 proceeds to the process of step S43. In step S43, the control unit 14 controls the transmission 20 so as to suppress the downshift.

In step S44, the control unit 14 determines whether the vehicle speed is outside the predetermined speed range. When it is determined in step S44 that the vehicle speed is not outside the predetermined speed range, the control unit 14 proceeds to step S45. In step S45, the control unit 14 acquires the travel information as in step S41, and proceeds to the process of step S44. When it is determined in step S44 that the vehicle speed is outside the predetermined speed range, the control unit 14 proceeds to the process of step S46. In step S46, the control unit 14 controls the transmission 20 so as to release the suppression of the downshift. Through the above processing, the processing from step S41 to step S46 ends. The control unit 14 repeatedly executes the first shift suppression control including the processes of steps S41 to S46 while the human-powered vehicle A is traveling, for example.

<Second Embodiment>
The transmission system 10 according to the second embodiment will be described with reference to FIG. The same components as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and the duplicate description will be omitted.

The control unit 14 controls the transmission 20 to suppress the shift-down shift instead of or in addition to the first shift suppression control, and then controls the transmission 20 to release the suppression of the shift-down shift. The second shift suppression control is executed. The control unit 14 preferably executes the second shift suppression control in parallel with the first shift suppression control. In the second shift suppression control, the control for canceling the suppression of the downshift is different from the first shift suppression control.

The control unit 14 controls the transmission 20 so as to release the suppression of the shift-down shift according to the traveling information regarding the traveling state of the human-powered vehicle A. The traveling information used as a condition for canceling the restriction of the shift-down shift includes cadence. In one example, the control unit 14 controls the transmission device 20 so as to release the suppression of the downshift when the cadence is equal to or greater than the predetermined cadence. The predetermined cadence is set based on a threshold value TH for downshifting that defines a shift condition. In other words, the predetermined cadence is set based on the second threshold value TH2 that defines the shift condition. In one example, the predetermined cadence matches the cadence corresponding to the second threshold TH2. In this embodiment, the predetermined cadence is 55 rpm. The predetermined cadence may be stored in the storage unit 16 so that the passenger can change the predetermined cadence. When the shift down shift is released, the control unit 14 controls the transmission device 20 to allow the shift down shift according to the shift condition.

The second shift suppression control executed by the control device 12 will be described with reference to FIG. 8.
The control unit 14 executes the second shift suppression control according to the following processing, for example. The control part 14 acquires driving information in step S51. Specifically, the control unit 14 acquires information about the cadence and information about the vehicle speed from the detection device DD. In step S52 and step S53, the control unit 14 executes substantially the same processing as step S42 and step S43 shown in FIG.

In step S54, the control unit 14 determines whether or not the cadence is equal to or greater than the predetermined cadence. When it is determined in step S54 that the cadence is less than the predetermined cadence, the control unit 14 proceeds to the process of step S55. In step S55, the control unit 14 acquires the travel information similarly to step S51, and proceeds to the processing of step S54. In step S55, the control unit 14 may acquire only the information about the cadence as the traveling information. When it is determined in step S54 that the cadence is greater than or equal to the predetermined cadence, the control unit 14 proceeds to the process of step S56. In step S56, the control unit 14 controls the transmission 20 so as to release the suppression of the downshift.

Through the above processing, the processing from step S51 to step S56 ends. The control unit 14 repeatedly executes the second shift suppression control including the processes of steps S51 to S56 while the human-powered vehicle A is traveling, for example. When executing the second shift suppression control in parallel with the first shift suppression control, the control unit 14 terminates each shift suppression control when any one of step S46 and step S56 is executed.

<Third Embodiment>
The speed change system 10 of the third embodiment will be described with reference to FIG. 9. The same components as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and the duplicate description will be omitted.

The control unit 14 controls the transmission 20 to suppress the shift-down shift instead of or in addition to the first shift suppression control, and then controls the transmission 20 to release the suppression of the shift-down shift. The third shift suppression control is executed. The control unit 14 preferably executes the third shift suppression control in parallel with the first shift suppression control. In the third shift suppression control, the control for canceling the suppression of the downshift is different from the first shift suppression control.

The control unit 14 controls the transmission 20 so as to release the suppression of the shift-down shift according to the traveling information regarding the traveling state of the human-powered vehicle A. The travel information used as a condition for canceling the restriction of the downshift is a torque. In one example, the control unit 14 controls the transmission device 20 to release the suppression of the downshift when the torque becomes equal to or higher than the first torque. The first torque is included in the range of 70 Nm or more and less than 100 Nm. In other words, the first torque is 70 Nm or more and less than 100 Nm. In this embodiment, the first torque is 70 Nm. The first torque may be included in a range of 30 Nm or more and less than 70 Nm. The first torque may be stored in the storage unit 16 so that the passenger can change the first torque.

The travel information used as a condition for canceling the restriction of the shift-down gear shift further includes acceleration. In one example, the control unit 14 controls the transmission 20 so as to suppress the shift-down shift regardless of the torque when the acceleration is equal to or higher than the predetermined acceleration. The predetermined acceleration is an acceleration that defines a positive acceleration. In other words, when the human-powered vehicle A is accelerating, the acceleration is equal to or higher than the predetermined acceleration. In the present embodiment, the control unit 14 controls the transmission 20 so as to release the suppression of the shift-down shift when the torque is the first torque or more and the acceleration is less than the predetermined acceleration. When the shift down shift is released, the control unit 14 controls the transmission device 20 to allow the shift down shift according to the shift condition.

In a predetermined state, the control unit 14 controls the transmission 20 so as to suppress the shift-down shift even when the load due to the standing still of the passenger riding in the human-powered vehicle A is input to the human-powered vehicle A. .. In other words, in a predetermined state, the control unit 14 controls the transmission 20 so as to suppress the shift down shift regardless of the torque when the load due to the standing still is input to the pedal PD. Whether the load due to the standing still is input to the human-powered vehicle A is determined based on, for example, vehicle speed, torque, and cadence. In one example, when the vehicle speed is lower than the SS vehicle speed and the cadence is lower than the SS cadence but the torque is equal to or higher than the SS torque, it is determined that the load due to the standing still is input to the human-powered vehicle A. The SS vehicle speed, the SS torque, and the SS cadence are set based on, for example, information on a general standing still. In the third embodiment, the detection device DD further includes a sensor capable of detecting information regarding torque and a sensor capable of detecting information regarding acceleration.

The third shift suppression control executed by the control device 12 will be described with reference to FIG. 9.
The control unit 14 executes the third shift suppression control according to the following processing, for example. The control part 14 acquires driving information in step S61. Specifically, the control unit 14 acquires information about cadence, information about vehicle speed, information about torque, and information about acceleration from the detection device DD. In step S62 and step S63, the control unit 14 executes substantially the same processing as step S42 and step S43 shown in FIG.

The control unit 14 determines in step S64 whether the torque is equal to or greater than the first torque. When the control unit 14 determines in step S64 that the torque is less than the first torque, the control unit 14 proceeds to the process of step S65. In step S65, the control unit 14 acquires the travel information similarly to step S61, and proceeds to the process of step S64. In step S65, the control unit 14 may acquire only the cadence information, the torque information, and the acceleration information as the travel information. When it is determined in step S64 that the torque is equal to or greater than the first torque, the control unit 14 proceeds to the process of step S66. The control unit 14 determines in step S66 whether or not the acceleration is equal to or higher than a predetermined acceleration. When it is determined in step S66 that the acceleration is equal to or higher than the predetermined acceleration, the control unit 14 proceeds to the process of step S65. When the control unit 14 determines in step S66 that the acceleration is less than the predetermined acceleration, the control unit 14 proceeds to the process of step S67.

In step S67, the control unit 14 determines whether or not the load due to the standing still has been input to the human-powered vehicle A. When determining in step S67 that the load due to the standing still has been input to the human-powered vehicle A, the control unit 14 proceeds to the processing of step S65. When the control unit 14 determines in step S67 that the load due to the standing still is not input to the manually driven vehicle A, the control unit 14 proceeds to the process of step S68. In step S68, the control unit 14 controls the transmission 20 so as to release the suppression of the downshift.

Through the above processing, the processing from step S61 to step S68 ends. The control unit 14 repeatedly executes the third shift suppression control including the processing of steps S61 to S68 while the human-powered vehicle A is traveling, for example. When executing the third shift suppression control in parallel with the first shift suppression control, the control unit 14 terminates each shift suppression control when any one of step S46 and step S68 is executed. The control unit 14 may execute the third shift suppression control in parallel with the first shift suppression control and the second shift suppression control. In the processing of steps S61 to S68 shown in FIG. 9, at least one processing of steps S66 and S67 may be omitted.

<Fourth Embodiment>
A transmission system 10 according to the fourth embodiment will be described with reference to FIGS. 10 to 12. The same components as those in the third embodiment are designated by the same reference numerals as those in the third embodiment, and redundant description will be omitted.

The control unit 14 includes a first mode and a second mode different from the first mode. The first mode and the second mode are included in the auto mode in which the transmission 20 of the human-powered vehicle A is automatically controlled according to the shift conditions. The first mode and the second mode are different from each other in the control mode regarding the transmission 20. In one example, the first mode and the second mode are a control mode in which the transmission 20 is automatically controlled according to a shift condition, and a control mode in which the transmission 20 is controlled so as to release the suppression of the downshift. At least one is different from each other. For example, in the first mode, the control unit 14 executes the first automatic shift control that automatically controls the transmission 20 of the human-powered vehicle A according to the shift condition. In the second mode, for example, the control unit 14 executes the second automatic shift control that automatically controls the transmission 20 of the human-powered vehicle A according to the shift conditions, instead of the first automatic shift control. The control unit 14 may further include one or more modes in which control modes regarding the transmission 20 are different from each other, instead of or in addition to the first mode and the second mode. Information about various modes is stored in the storage unit 16, for example.

In the second mode, the control unit 14 controls the transmission 20 according to the relationship between the reference value RV and the threshold value TH, as in the first automatic shift control. The control unit 14 controls the transmission 20 in the second mode so that the gear ratio of the human-powered vehicle A is maintained at a specified gear ratio or higher. In one example, the control unit 14 controls the transmission 20 in the second mode so that the gear ratio of the human-powered vehicle A is less than the designated gear ratio in response to the operation of the second shift lever SL2. The transmission 20 is controlled so that the gear ratio of the drive vehicle A does not fall below the designated gear ratio.

The control unit 14 may automatically switch between the first mode and the second mode, or may manually switch between the first mode and the second mode. When the first mode and the second mode are automatically switched, the control unit 14 responds to at least one of vehicle information regarding the human-powered vehicle A and passenger information regarding a passenger on the human-powered vehicle A. The automatic switching control for switching between the first mode and the second mode is executed. The occupant information includes at least one of heart rate, myoelectric potential, sweat rate, and body temperature. When the first mode and the second mode are manually switched, the control unit 14 executes the second switching control for switching the first mode and the second mode according to the second switching operation.

In the present embodiment, the control unit 14 switches between the first mode and the second mode when the second switching operation is input. The second switching operation includes an operation different from the normal operation performed by the passenger while the human-powered vehicle A is traveling. For this reason, erroneous operation by the passenger can be suppressed. For example, when at least one of the fifth switching condition and the sixth switching condition is satisfied, the control unit 14 determines that the second switching operation is input.

The control unit 14 determines that the fifth switching condition is satisfied when two or more operation units mounted on the human-powered vehicle A are simultaneously operated. In one example, the control unit 14 determines that the fifth switching condition is satisfied when the first shift lever SL1 and the second shift lever SL2 are simultaneously operated. In a preferred example, the control unit 14 establishes the fifth switching condition when the first shift lever SL1 and the second shift lever SL2 are simultaneously operated in a state where there is no pedaling including a state in which the occupant pedals the pedal PD. Then determine. When the first shift lever SL1 and the second shift lever SL2 are simultaneously operated, the control unit 14 does not control the transmission 20 according to the operation of the shift levers SL1 and SL2. The control unit 14 may determine that the fifth switching condition is satisfied when one of the shift levers SL1 and SL2 and one of the assist operating units are simultaneously operated.

The control unit 14 determines that the sixth switching condition is satisfied when one of the two operation units mounted on the human-powered vehicle A is operated while the other operation unit is long-pressed. judge. In one example, the control unit 14 determines that the sixth switching condition is satisfied when one of the shift levers SL1 and SL2 is long-pressed and the other shift lever SL1 and SL2 is operated. In a preferable example, the control unit 14 sets the sixth switching condition when the shift levers SL1 and SL2 are operated while the other shift levers SL1 and SL2 are long-pressed without pedaling. Determined to hold. The control unit 14 controls the transmission device 20 according to the operation of the shift levers SL1 and SL2 when the other shift levers SL1 and SL2 are operated while the one shift levers SL1 and SL2 are being pressed and operated. do not do. The control unit 14 may determine that the sixth switching condition is satisfied if one of the assist operating units is operated while one of the shift levers SL1 and SL2 is being pressed for a long time. The control unit 14 may determine that the sixth switching condition is satisfied if one of the shift levers SL1 and SL2 is operated while one of the assist operation units is being pressed for a long time.

For example, in the first mode, the control unit 14 controls the transmission 20 so as to suppress the downshift, and then controls the transmission 20 so as to release the suppression of the downshift. Execute. Specifically, the control unit 14 controls the transmission 20 so as to release the suppression of the downshift when the torque becomes equal to or higher than the first torque in the first mode. In the first mode, the control unit 14 preferably executes the third shift suppression control in parallel with the first shift suppression control. For example, in the second mode, the control unit 14 controls the transmission device 20 to suppress the shift-down shift instead of the third shift suppression control, and then releases the suppression of the shift-down shift. 4th gear shift suppression control for controlling is executed. In the second mode, the control unit 14 preferably executes the fourth shift suppression control in parallel with the first shift suppression control. In the fourth shift suppression control, the control for canceling the suppression of the downshift is different from the third shift suppression control.

In the second mode, the control unit 14 controls the transmission device 20 so as to release the suppression of the downshift in accordance with the traveling information regarding the traveling state of the human-powered vehicle A. The travel information used as a condition for canceling the restriction of the downshift is a torque. In one example, the control unit 14 controls the transmission 20 so as to release the suppression of the downshift when the torque becomes equal to or higher than the second torque that is larger than the first torque in the second mode. The second torque is 100 Nm or more. In this embodiment, the second torque is 100 Nm. The second torque may be included in a range of 70 Nm or more and less than 100 Nm. The second torque may be stored in the storage unit 16 so that the passenger can change the second torque.

With reference to FIG. 10, the second automatic shift control executed by the control device 12 will be described.
The control unit 14 executes the second automatic shift control according to the following processing, for example. In step S71 to step S75, the control unit 14 executes substantially the same processing as step S11 to step S15 shown in FIG. In step S76, the control unit 14 determines whether or not the current gear ratio of the human-powered vehicle A is the designated gear ratio. When determining in step S76 that the current gear ratio of the human-powered vehicle A is the designated gear ratio, the control unit 14 returns the process to step S71. Specifically, when it is determined that the current gear ratio of the human-powered vehicle A is the designated gear ratio, the control unit 14 maintains the gear ratio of the human-powered vehicle A at or above the designated gear ratio. To control. When determining in step S76 that the current gear ratio of the human-powered vehicle A is not the designated gear ratio, the control unit 14 proceeds to the process of step S77. In step S77, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes small. Through the above processing, the processing from step S71 to step S77 is ended. The control unit 14 repeatedly executes the second automatic shift control including the processes of steps S71 to S77 while the human-powered vehicle A is traveling in the second mode, for example.

The second switching control executed by the control device 12 will be described with reference to FIG. 11.
The control unit 14 executes the second switching control according to the following processing, for example. The control unit 14 determines in step S81 whether or not the second switching operation is input. Specifically, the control unit 14 determines that the second switching operation is input when at least one of the fifth switching condition and the sixth switching condition is satisfied. When determining in step S81 that the second switching operation has not been input, the control unit 14 repeats the process of step S81. When determining in step S81 that the second switching operation has been input, the control unit 14 proceeds to the process of step S82. The control unit 14 switches between the first mode and the second mode in step S82. Through the above processing, the processing from step S81 to step S82 ends. The control unit 14 repeatedly executes the second switching control including the processes of steps S81 to S82 while the human-powered vehicle A is traveling, for example. When the first mode and the second mode are automatically switched, the control unit 14 may not execute the second switching control.

The fourth shift suppression control executed by the control device 12 will be described with reference to FIG.
The control unit 14 executes the fourth shift suppression control according to the following processing, for example. In step S91 to step S93, the control unit 14 performs substantially the same processing as step S61 to step S63 shown in FIG. In step S94, the control unit 14 determines whether the torque is the second torque or more. When it is determined in step S94 that the torque is less than the second torque, the control unit 14 proceeds to the process of step S95. When it is determined in step S94 that the torque is equal to or greater than the second torque, the control unit 14 proceeds to the process of step S96. In step S95 to step S98, the control unit 14 executes substantially the same processing as step S65 to step S68 shown in FIG.

Through the above processing, the processing from step S91 to step S98 ends. The control unit 14 repeatedly executes the fourth shift suppression control including the processes of step S91 to step S98 while the human-powered vehicle A is traveling in the second mode, for example. When executing the fourth shift suppression control in parallel with the first shift suppression control, the control unit 14 terminates each shift suppression control when either control of step S46 or step S98 is executed. The control unit 14 may execute the fourth shift suppression control in parallel with the first shift suppression control and the second shift suppression control. In steps S91 to S98 shown in FIG. 12, at least one process of steps S96 and S97 may be omitted.

<Modification>
The above description regarding each embodiment is an example of a form that the control device and the transmission system according to the present invention can take, and is not intended to limit the form. The control device and the speed change system according to the present invention can take a form in which, for example, a modified example of each of the above-described embodiments described below and at least two modified examples that do not contradict each other are combined. In the following modified examples, the parts common to those of the respective embodiments are designated by the same reference numerals and the description thereof will be omitted.

The control content of the control unit 14 can be arbitrarily changed. In the first example, the control unit 14 controls the transmission 20 to suppress the shift-up shift and the shift-down shift in a predetermined state where the vehicle speed of the human-powered vehicle A is within a predetermined speed range. In this case, the control unit 14 controls the transmission 20 so as to release the suppression of the shift-up shift and the shift-down shift according to the traveling information regarding the traveling state of the human-powered vehicle A. In the second example, the control unit 14 controls the transmission 20 so as to suppress the shift-up shift in a predetermined state where the vehicle speed of the human-powered vehicle A is within a predetermined speed range. In this case, the control unit 14 controls the transmission 20 so as to release the suppression of the shift-up shift according to the traveling information regarding the traveling state of the human-powered vehicle A.

-The predetermined speed range can be changed arbitrarily. In the first example, the predetermined speed range includes a speed range equal to or higher than the first speed and lower than the second speed. The first speed is greater than 0 km/h. The first speed is, for example, 3 km/h. The second speed matches the predetermined speed. In the second example, the predetermined speed range includes 0 km/h. In this case, the control unit 14 preferably controls the transmission 20 so as to release the suppression of the downshift when the vehicle speed becomes equal to or higher than the predetermined speed in the first shift suppression control.

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

10... Transmission system, 12... Control device, 14... Control part, 20... Transmission device, A... Man-powered vehicle, C... Crank, TH... Threshold value, TH2... 2nd threshold value (threshold value).

Claims (18)

A control unit that controls the transmission of the human-powered vehicle according to the shift condition is provided.
The control unit is
In a predetermined state in which the vehicle speed of the human-powered vehicle is within a predetermined speed range, the transmission is controlled so as to suppress a shift-down shift in which a gear ratio of the human-powered vehicle becomes small
A controller that controls the transmission so as to release the suppression of the downshift in accordance with travel information regarding the travel state of the human-powered vehicle. The control device according to claim 1, wherein the traveling information includes at least one of cadence, torque acting on a crank of the human-powered vehicle, the vehicle speed, acceleration, and power. The traveling information includes the vehicle speed,
The control device according to claim 2, wherein the control unit controls the transmission to release the suppression of the downshift when the vehicle speed is out of the predetermined speed range. The travel information includes the cadence,
The control device according to claim 2 or 3, wherein the control unit controls the transmission device to release the suppression of the downshift when the cadence is equal to or larger than a predetermined cadence. The control device according to claim 4, wherein the predetermined cadence is set based on a threshold value for the downshift that defines the shift condition. The travel information includes the torque,
The control device according to any one of claims 2 to 5, wherein the control unit controls the transmission device to release the suppression of the downshift when the torque becomes equal to or higher than the first torque. The traveling state further includes the acceleration,
7. The control device according to claim 6, wherein the control unit controls the transmission so as to suppress the shift-down shift regardless of the torque when the acceleration is equal to or higher than a predetermined acceleration. The control device according to claim 6 or 7, wherein the first torque is included in a range of 70 Nm or more and less than 100 Nm. In the predetermined state, the control unit controls the transmission so as to suppress the shift-down shift even when a load due to a standing still of an occupant riding on the human-powered vehicle is input to the human-powered vehicle. The control device according to any one of claims 6 to 8 which controls. The control unit is
A first mode and a second mode different from the first mode,
In the first mode, when the torque becomes equal to or higher than the first torque, the transmission is controlled to release the suppression of the downshift.
10. The transmission according to claim 6, wherein in the second mode, the transmission is controlled to release the suppression of the downshift when the torque becomes equal to or larger than a second torque that is larger than the first torque. The control device according to item. The control device according to claim 10, wherein the second torque is 100 Nm or more. The control unit is
When the vehicle speed is changed to be in the predetermined state, the transmission is controlled so that the gear ratio of the human-powered vehicle becomes a designated gear ratio,
The control device according to claim 10 or 11, wherein in the second mode, the transmission is controlled so that the gear ratio of the human-powered vehicle is maintained at or above the designated gear ratio. 12. The control unit controls the transmission so that the gear ratio of the human-powered vehicle becomes a designated gear ratio when the vehicle speed changes to reach the predetermined state. The control device according to. 14. The control according to claim 12, wherein the control unit controls the transmission so that the gear ratio of the human-powered vehicle becomes the designated gear ratio when the vehicle speed decreases to reach the predetermined state. apparatus. The control device according to any one of claims 1 to 14, wherein the predetermined speed range includes a speed range lower than a predetermined speed. The control device according to any one of claims 1 to 15, wherein the control unit controls, in the predetermined state, the transmission so as to allow a shift-up shift in which a gear ratio of the human-powered vehicle increases. .. The control device according to claim 16, wherein the control unit controls the transmission so as to always permit the upshift. A control device according to any one of claims 1 to 17,
A transmission system including the transmission.