JP2023171125A - Control device - Google Patents

Abstract

To provide a control device that can contribute to comfortable running of a human-driven vehicle by appropriately changing an obliquity region in accordance with the obliquity of a road surface on which the human-driven vehicle runs.SOLUTION: A control device controls a human-driven vehicle, and comprises a control part that sets an obliquity region in accordance with the obliquity of a road surface on which the human-driven vehicle runs. The obliquity region includes a first obliquity region, a second obliquity region, and a third obliquity region. The second obliquity region is adjacent to the first obliquity region. The third obliquity region is adjacent to the second obliquity region. The first obliquity region has a first upper limit threshold and a first lower limit threshold. The second obliquity region has a second upper limit threshold and a second lower limit threshold. The third obliquity region has a third lower limit threshold. The first upper limit threshold is larger than the second lower limit threshold. The second upper limit threshold is larger than the third lower limit threshold. A first hysteresis which is a difference between the first upper limit threshold and the second lower limit threshold is different from a second hysteresis which is a difference between the second upper limit threshold and the third lower limit threshold.SELECTED DRAWING: Figure 3

Description

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

Patent Document 1 discloses a control device that sets shift conditions in a transmission of a human-powered vehicle based on the inclination angle of a road surface.

JP 2017-7644 Publication

One of the objects of the present disclosure is to provide a control device that can contribute to comfortable driving of a human-powered vehicle by suitably changing the slope area according to the slope of the road surface on which the human-powered vehicle runs. be.

A control device according to the first aspect of the present disclosure is a control device for a human-powered vehicle. The control device includes a control unit that sets a slope area according to a slope of a road surface on which the human-powered vehicle runs. The slope area includes a first slope area, a second slope area, and a third slope area. The second slope area is adjacent to the first slope area. The third slope area is adjacent to the second slope area. The first slope region has a first upper threshold and a first lower threshold. The second slope region has a second upper limit threshold and a second lower limit threshold. The third slope region has a third lower limit threshold. The first upper threshold is greater than the second lower threshold. The second upper limit threshold is larger than the third lower limit threshold. The first hysteresis, which is the difference between the first upper threshold and the second lower threshold, is different from the second hysteresis, which is the difference between the second upper threshold and the third lower threshold.

According to the control device of the first aspect, in the adjacent slope areas, the hysteresis of the threshold value for changing the slope area is set in accordance with the adjacent slope areas. The control unit can change the slope area based on hysteresis that is set according to adjacent slope areas. For example, the control unit can suitably control the human-powered vehicle depending on the slope area. Therefore, the control device can contribute to comfortable driving of the human-powered vehicle.

In the control device of the second aspect according to the first aspect, the control unit controls components of the human-powered vehicle according to the slope area.

According to the control device of the second aspect, the control unit can appropriately control the components of the human-powered vehicle according to the slope area by suitably changing the slope area based on each hysteresis. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device of the third aspect according to the second aspect, the component is a transmission.

According to the control device of the third aspect, the control unit can suitably control the transmission of the human-powered vehicle in accordance with the slope range by suitably changing the slope range based on each hysteresis. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the fourth aspect according to the third aspect, the control unit is configured to control the transmission based on a transmission condition. When the slope region is the first slope region, the control section sets the shift condition to the first shift condition. When the slope area is the second slope area, the control section sets the speed change condition to the second speed change condition. The second shift condition is different from the first shift condition.

According to the control device of the fourth aspect, the control unit changes the shift condition to the first slope area by suitably changing the slope area to the first slope area or the second slope area based on the hysteresis. It can be set as the shift condition or the second shift condition. The control unit can suitably control the gear ratio of the transmission based on each shift condition suitable for the first slope area and the second slope area. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device of the fifth aspect according to the fourth aspect, the control unit sets the shift condition to the third shift condition when the slope region is the third slope region. The amount of difference between the shift threshold value under the second shift condition and the shift threshold value under the first shift condition is greater than the amount of difference between the shift threshold value under the third shift condition and the shift threshold value under the second shift condition. The first hysteresis is greater than the second hysteresis.

According to the control device of the fifth aspect, the hysteresis is set to be large when the amount of difference in the shift threshold values in the shift conditions is large in adjacent slope regions. For example, by setting the first hysteresis large, the control unit can suppress frequent changes of the slope area to the first slope area or the second slope area within a short period of time. The control unit can suppress frequent changes of the shift condition to the first shift condition or the second shift condition within a short period of time. The control unit can suppress repetition of shifting due to changes in shifting conditions. The control unit can suppress repeating upshifts of the transmission and downshifts of the transmission in a short period of time due to changes in transmission conditions. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the sixth aspect according to the fifth aspect, the second shift condition and the third shift condition are equal.

According to the control device of the sixth aspect, when the second shift condition and the third shift condition are equal, the second hysteresis is set to be small, so that the control section can adjust the slope of the road surface on which the human-powered vehicle runs. The slope area can be suitably set according to the change.

In the control device according to the seventh aspect according to any one of the third to sixth aspects, the control section is configured to control the transmission based on a transmission condition. When the slope region is the first slope region, the control section sets the shift condition to the first shift condition. When the slope area is the second slope area, the control section sets the speed change condition to the second speed change condition. When the slope area is the third slope area, the control section sets the speed change condition to the third speed change condition. The third shift condition is different from the second shift condition.

According to the control device of the seventh aspect, the control unit adjusts the shift condition by suitably changing the slope area to any one of the first slope area to the third slope area based on each hysteresis. can be set to any one of the first to third shift conditions. For example, the control unit can suitably control the gear ratio of the transmission based on each gear change condition suitable for the second slope area and the third slope area. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device of the eighth aspect according to the seventh aspect, the amount of difference between the shift threshold in the third shift condition and the shift threshold in the second shift condition is the difference between the shift threshold in the second shift condition and the shift threshold in the first shift condition. It is larger than the amount of difference from the shift threshold. The second hysteresis is greater than the first hysteresis.

According to the control device of the eighth aspect, the hysteresis is set to be large when the amount of difference in the shift threshold values in the shift conditions is large in adjacent slope regions. For example, by setting the second hysteresis large, the control unit can suppress frequent changes of the slope area to the second slope area or the third slope area within a short period of time. The control unit can suppress frequent changes of the shift condition to the second shift condition or the third shift condition within a short period of time. The control unit can suppress repetition of shifting due to changes in shifting conditions. The control unit can suppress repeating upshifts of the transmission and downshifts of the transmission in a short period of time due to changes in transmission conditions. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the ninth aspect according to any one of the third to eighth aspects, the control unit is configured to control the transmission so that a gear ratio of the transmission is changed based on a transmission condition. It is composed of When the gear ratio of the transmission is changed according to the gear change condition, the control unit controls the transmission so that the change of the gear ratio of the transmission is permitted within a shift tolerance range that is a range of gear ratios. configured to control. When the gear ratio of the transmission is changed according to the gear change condition, the control unit is configured to control the transmission so that the gear ratio of the transmission is not changed outside the allowable speed range. Ru. When the slope region is the first slope region, the control section sets the shift tolerance range to the first shift tolerance range. When the slope region is the second slope region, the control section sets the shift tolerance range to the second shift tolerance range. When the slope region is the third slope region, the control section sets the shift tolerance range to a third shift tolerance range. The second allowable shift range is different from at least one of the first allowable shift range and the third allowable shift range.

According to the control device of the ninth aspect, the control unit adjusts the allowable shift range by suitably changing the slope area to any one of the first slope area to the third slope area based on the hysteresis. , can be set to any one of the first to third allowable shift ranges. Therefore, the control device can contribute to comfortable driving of the human-powered vehicle.

In the control device according to the tenth aspect according to the ninth aspect, the second allowable shift range is equal to the first allowable shift range and different from the third allowable shift range. The second hysteresis is greater than the first hysteresis.

According to the control device of the tenth aspect, the control unit can suppress changes in the slope region due to changes in the allowable shift range. The control unit can suppress frequent changes of the allowable shift range to the second allowable shift range or the third allowable shift range within a short period of time. The control unit can suppress repetition of shifting due to changes in the allowable shifting range. The control unit can suppress repeating upshifts of the transmission and downshifts of the transmission in a short period of time due to the change in the allowable shift range. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the eleventh aspect according to the tenth aspect, the third allowable shift range is a range in which use of a range in which the gear ratio of the transmission is smaller is permitted than the second allowable shift range.

According to the control device of the eleventh aspect, the control unit is configured to perform an upshift to a gear ratio that is allowed to be used only in the third shift tolerance range, and an upshift to a gear ratio that is allowed to be used only in the third shift tolerance range, due to frequent changes in the slope region. It is possible to suppress repeated upshifts for gear ratios that are permitted to be used only by Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the twelfth aspect according to any one of the ninth to eleventh aspects, the second allowable shift range is different from the first allowable shift range and equal to the third allowable shift range. The first hysteresis is greater than the second hysteresis.

According to the control device of the twelfth aspect, the control unit can suppress changes in the slope region due to changes in the allowable shift range. The control unit can suppress frequent changes of the allowable shift range to the first allowable shift range or the second allowable shift range within a short period of time. The control unit can suppress repetition of shifting due to changes in the allowable shifting range. The control unit can suppress repeating upshifts of the transmission and downshifts of the transmission in a short period of time due to the change in the allowable shift range. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the thirteenth aspect according to the twelfth aspect, the second shift tolerance range is a range in which use of a range in which the gear ratio of the transmission device is smaller is permitted than the first shift tolerance range.

According to the control device of the thirteenth aspect, the control unit is configured to perform a shift whose use is permitted in the second shift tolerance range and whose use is restricted in the first shift tolerance range due to frequent changes in the slope region. It is possible to suppress repeated gear changes. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the fourteenth aspect according to any one of the ninth to thirteenth aspects, the first allowable shift range, the second allowable shift range, and the third allowable shift range are different from each other.

According to the control device of the fourteenth aspect, the control unit can allow the use of the gear ratio of the transmission according to each slope region. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the fifteenth aspect according to the fourteenth aspect, the second shift tolerance range is a range in which use of a range in which the gear ratio of the transmission device is smaller is permitted than the first shift tolerance range. The third allowable shift range is a range in which use of a range in which the gear ratio of the transmission device is smaller is permitted than in the second allowable shift range.

According to the control device of the fifteenth aspect, the control unit can change the use of the range where the gear ratio is small in accordance with each slope region. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the sixteenth aspect according to any one of the third to fifteenth aspects, the control unit controls the transmission so that a gear ratio of the transmission is changed based on a transmission condition. It is composed of When the gear ratio of the transmission is changed according to the gear change condition, the control unit controls the transmission so that the change of the gear ratio of the transmission is permitted within a shift tolerance range that is a range of gear ratios. configured to control. When the gear ratio of the transmission is changed according to the gear change condition, the control unit is configured to control the transmission so that the gear ratio of the transmission is not changed outside the allowable speed range. Ru. When the slope region is the first slope region, the control unit sets the shift condition to a first shift condition, and sets the shift tolerance range of the transmission device to a first shift tolerance range. . When the slope region is the second slope region, the control section sets the shift condition to the second shift condition and sets the shift tolerance range to the second shift tolerance range. When the slope region is the third slope region, the control section sets the shift condition to the third shift condition and sets the shift tolerance range to the third shift tolerance range. The second shift condition is different from the first shift condition and is equal to the third shift condition. The second allowable shift range is equal to the first allowable shift range and different from the third allowable shift range.

According to the control device of the sixteenth aspect, the control unit can prevent the shift condition and the shift tolerance range from being changed simultaneously by changing the slope region. For example, if the shift conditions and shift tolerance range are changed at the same time as the slope region changes, the gear ratio will change due to the change in the shift conditions, and the gear ratio will change due to the change in the shift tolerance range. changes occur repeatedly over a short period of time. The control unit can prevent changes in the speed change ratio caused by changes in the speed change conditions and changes in the allowable speed range from being repeatedly performed in a short period of time. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device according to the seventeenth aspect according to any one of the third to sixteenth aspects, the control unit is configured to control the transmission so that a gear ratio of the transmission is changed based on a transmission condition. It is composed of When the gear ratio of the transmission is changed according to the gear change condition, the control unit controls the transmission so that the change of the gear ratio of the transmission is permitted within a shift tolerance range that is a range of gear ratios. configured to control. When the gear ratio of the transmission is changed according to the gear change condition, the control unit is configured to control the transmission so that the gear ratio of the transmission is not changed outside the allowable speed range. Ru. When the slope region is the first slope region, the control unit sets the speed change condition to the first speed change condition, and sets the speed change permissible range in which the speed ratio of the transmission device is permissible to the first speed change condition. Set to allowable shift range. When the slope region is the second slope region, the control section sets the shift condition to the second shift condition and sets the shift tolerance range to the second shift tolerance range. When the slope region is the third slope region, the control section sets the shift condition to the third shift condition and sets the shift tolerance range to the third shift tolerance range. The second shift condition is different from the third shift condition and is equal to the first shift condition. The second allowable shift range is equal to the third allowable shift range and different from the first allowable shift range.

According to the control device of the seventeenth aspect, the control unit can prevent the shift condition and the shift tolerance range from being changed simultaneously by changing the slope region. For example, if the shift conditions and shift tolerance range are changed at the same time as the slope region changes, the gear ratio will change due to the change in the shift conditions, and the gear ratio will change due to the change in the shift tolerance range. changes occur repeatedly over a short period of time. The control unit can prevent changes in the speed change ratio caused by changes in the speed change conditions and changes in the allowable speed range from being repeatedly performed in a short period of time. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

In the control device of the eighteenth aspect according to any one of the first to seventeenth aspects, the second slope area is an area where the slope of the upward slope is greater than the first slope area. The third slope area is an area where the uphill slope is greater than the second slope area.

According to the control device of the eighteenth aspect, the slope area can be suitably changed in the slope area where the slope of the uphill slope is different. Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

According to the control device of the present disclosure, by suitably changing the slope area according to the slope of the road surface on which the human-powered vehicle runs, it is possible to contribute to the comfortable running of the human-powered vehicle.

FIG. 1 is a side view of a human-powered vehicle equipped with a control device according to a first embodiment. FIG. 2 is a block diagram showing the electrical configuration of a human-powered vehicle including the control device according to the first embodiment. FIG. 3 is a diagram illustrating a method of changing the slope area according to the first embodiment. FIG. 4 is a diagram (part 1) showing a predetermined cadence range in each slope region according to the first embodiment. FIG. 5 is a diagram (part 2) showing the predetermined cadence range in each slope region according to the first embodiment. FIG. 6 is a flowchart illustrating an example of a control flow of shift control in the control device according to the first embodiment. FIG. 7 is a diagram showing allowable shift ranges in each slope region according to the second embodiment. FIG. 8 is a flowchart illustrating an example of a control flow of shift control in the control device according to the second embodiment. FIG. 9 is a diagram showing a shift tolerance range in each slope region according to a modification. FIG. 10 is a diagram (part 1) showing a predetermined cadence range and a shift tolerance range in each slope region according to the third embodiment. FIG. 11 is a diagram (part 2) showing the predetermined cadence range and shift tolerance range in each slope region according to the third embodiment. FIG. 12 is a flowchart illustrating an example of a control flow of shift control in the control device according to the third embodiment. FIG. 13 is a diagram showing a predetermined cadence range and a shift tolerance range in each slope region according to a modification.

(First embodiment)
With reference to FIGS. 1 to 6, a control device 30 for a human-powered vehicle will be described. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least human-powered driving force. As shown in FIG. 1, the human-powered vehicle 10 is, for example, a mountain bike. The human-powered vehicle 10 is not limited to a mountain bike, but may include other bicycles such as a road bike, a cross bike, a city bike, a cargo bike, a hand cycle, and a recumbent bike, as long as they can be driven by at least human power. It's okay. The human-powered vehicle 10 may be a one-wheeled vehicle or a vehicle having three or more wheels. The human powered vehicle 10 may include an electric drive unit. The electric drive unit is configured to assist in propulsion of the human-powered vehicle 10.

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

Human-powered vehicle 10 includes a frame 12 . The frame 12 includes, for example, a head tube 12A, a top tube 12B, a down tube 12C, a seatstay 12D, and a chainstay 12E. The human powered vehicle 10 includes a front fork 12F, a stem 12G, and a handlebar 12H. The front fork 12F and stem 12G are connected to the head tube 12A. Handlebar 12H is connected to stem 12G. Human-powered vehicle 10 includes wheels 14, a drive train 16, and a transmission system 18. The wheels 14 include a front wheel 14A and a rear wheel 14B. The front wheel 14A is connected to a front fork 12F. The rear wheel 14B is connected to a connecting portion of the seatstay 12D and the chainstay 12E.

Drive train 16 is configured to transmit human power driving force to rear wheels 14B. Drivetrain 16 includes a pair of pedals 20, a crank 22, a front chainwheel 24, a chain 26, and a rear sprocket 28. When the crank 22 is rotated by the human power applied to the pair of pedals 20, the front chainwheel 24 is rotated. The rotational force of the front chainwheel 24 is transmitted to the rear sprocket 28 via the chain 26. The wheels 14 rotate as the rear sprocket 28 rotates. Rear sprocket 28 includes a plurality of sprockets. The rear sprocket 28 includes a plurality of sprockets having different numbers of teeth.

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

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

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

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

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

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

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

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

The control unit 52 includes at least one of a vehicle speed sensor 60, a crank rotation sensor 62, an inclination sensor 64, an input device 66, a shift operation device 38, an electric actuator 40, an electric cable, and a wireless communication device. connected via. The control unit 52 is connected to an external device 68 via at least one of an electric cable and a wireless communication device. The control unit 52 is connected to the battery 34 via an electric cable.

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

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

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

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

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

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

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

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

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

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

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

The input device 66 is configured to output input information to the control unit 52. Input device 66 includes, for example, a cycle computer. The input device 66 may be removably provided in the human-powered vehicle 10. Input device 66 may include a smartphone.

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

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

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

For example, if the slope area is "FLAT" and the slope is greater than or equal to the first threshold, the slope area is changed from "FLAT" to "UP1". The first threshold is a preset value. The first threshold value is a value indicating an upward slope. If the slope region is "UP1" and the state where the slope is equal to or higher than the second threshold continues for a first time or more, the slope region is changed from "UP1" to "UP2". The second threshold is a preset value. The second threshold is greater than the first threshold. The first time is a preset time. If the slope region is "UP2" and the state in which the slope is equal to or higher than the third threshold continues for a second time or more, the slope region is changed from "UP2" to "UP3". The third threshold is a preset value. The third threshold is greater than the second threshold. The second time is a preset time. The second time may be the same time as the first time.

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

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

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

The control unit 52 controls the components of the human-powered vehicle 10 according to the slope area. The component is a transmission 32. The components may include at least one of an electric drive unit and a seat post. The control unit 52 changes the speed change conditions according to the slope area. The shift condition is a condition related to cadence. If the cadence exceeds the predetermined cadence range, the control unit 52 determines that the shift condition is satisfied. The control unit 52 is configured to control the transmission 32 based on the transmission conditions. The control unit 52 is configured to control the transmission 32 so that the gear ratio of the transmission 32 is changed based on the transmission condition. When the cadence exceeds the predetermined cadence range, the control unit 52 controls the transmission 32 to change the gear ratio. The predetermined cadence range is greater than or equal to the lower limit cadence and less than or equal to the upper limit cadence. The predetermined cadence range includes a reference cadence. At least one of the lower limit cadence and the upper limit cadence is set relative to the reference cadence. When the cadence is greater than the upper limit cadence, the control unit 52 controls the transmission 32 to increase the gear ratio. When the cadence is smaller than the lower limit cadence, the control unit 52 controls the transmission 32 so that the gear ratio becomes smaller. The predetermined cadence range is set based on the slope area. The predetermined cadence range may be set by the user. The reference cadence may be set by the user. At least one of the lower limit cadence and the upper limit cadence may be set by the user. Users include riders. For example, the predetermined cadence range may be set via at least one of input device 66 and external device 68. The cadence includes the rotational speed of the crankshaft of the human-powered vehicle 10. The cadence may be calculated by dividing the rotational speed of the rear wheels 14B of the human-powered vehicle 10 by the gear ratio of the transmission 32.

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

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

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

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

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

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

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

The control unit 52 sets the slope area according to the slope of the road surface on which the human-powered vehicle 10 runs. The slope area includes a first slope area, a second slope area, and a third slope area. The second slope area is adjacent to the first slope area. The second slope area is an area where the slope of the upward slope is greater than that of the first slope area. The third slope area is adjacent to the second slope area. The third slope region is a region where the slope of the upward slope is greater than that of the second region.

The first slope region has a first upper threshold and a first lower threshold. The second slope region has a second upper limit threshold and a second lower limit threshold. The third slope region has a third lower limit threshold. The slope area may include other areas adjacent to the third slope area. If the slope area has another area adjacent to the third slope area, the third slope area has a third upper limit threshold. The first upper threshold is greater than the second lower threshold. The second upper threshold is greater than the third lower threshold.

The first slope area and the second slope area have a first hysteresis. The first hysteresis is the difference between the first upper threshold and the second lower threshold. The second slope area and the third slope area have a second hysteresis. The second hysteresis is the difference between the second upper threshold and the third lower threshold. The first hysteresis is different from the second hysteresis. Each hysteresis is set according to the amount of difference between the shift threshold values in the shift conditions of adjacent slope regions.

When the shift threshold changes significantly under the shift conditions of adjacent slope regions, the hysteresis becomes large. For example, if there is a large difference in the lower limit cadence of each predetermined cadence range in adjacent slope regions, the hysteresis will increase. When the difference between the upper limit cadences of the respective predetermined cadences in adjacent slope regions is large, the hysteresis becomes large.

The control unit 52 executes the control flow shown in FIG. 6 when the shift mode is the automatic shift mode. When the control flow shown in FIG. 6 ends, the control section 52 repeatedly executes the control flow shown in FIG. 6 until the automatic shift mode is canceled or until the supply of electric power is stopped.

In step S10, the control unit 52 determines whether the slope area is the first slope area. The first slope area is, for example, "UP1". If the control unit 52 determines in step S10 that the slope area is the first slope area, the process proceeds to step S11.

If the slope region is the first slope region, the control unit 52 sets the shift condition to the first shift condition in step S11. The control unit 52 sets the shift condition to the first shift condition in step S11, and then ends the current process.

If the control unit 52 determines in step S10 that the slope area is not the first slope area, the process proceeds to step S12. In step S12, the control unit 52 determines whether the slope area is the second slope area. The second slope area is, for example, "UP2". When the control unit 52 determines in step S12 that the slope area is the second slope area, the process proceeds to step S13.

If the slope area is the second slope area, the control unit 52 sets the speed change condition to the second speed change condition in step S13. The control unit 52 sets the shift condition to the second shift condition in step S13, and then ends the current process.

When the control unit 52 determines in step S12 that the slope area is not the third slope area, the process proceeds to step S14. In step S14, the control unit 52 determines whether the slope area is a third slope area. The third slope area is, for example, "UP3". If the control unit 52 determines in step S14 that the slope area is not the third slope area, it ends the current process. When the control unit 52 determines that the slope area is not the third slope area, the control unit 52 sets the speed change conditions according to other slope areas. Other slope regions include "FLAT," "DW1," "DW2," and "DW3."

When the control unit 52 determines in step S14 that the slope area is the third slope area, the process proceeds to step S15. If the slope area is the third slope area, the control unit 52 sets the speed change condition to the third speed change condition in step S15.

For example, when the first slope region is "UP1", the first shift condition is the second predetermined cadence range. The shift threshold under the first shift condition is, for example, the second lower limit cadence. When the second slope region is "UP2", the second shift condition is the third predetermined cadence range. The second shift condition is different from the first shift condition. The shift threshold under the second shift condition is, for example, the third lower limit cadence. When the third slope region is "UP3", the third shift condition is a third predetermined cadence range. The second shift condition and the third shift condition are equal. The shift threshold under the third shift condition is, for example, the third lower limit cadence. For example, the third lower limit cadence of "UP2" is greater than the second lower limit cadence of "UP1". Therefore, the difference between the third lower limit cadence of "UP2" and the second lower limit cadence of "UP1" is a positive value. The difference between the third lower limit cadence in "UP2" and the third lower limit cadence in "UP3" is "0". Therefore, the amount of difference between the shift threshold under the second shift condition and the shift threshold under the first shift condition is greater than the amount of difference between the shift threshold under the third shift condition and the shift threshold under the second shift condition.

For example, when the first slope area is "UP1", the first upper limit threshold of the first slope area is the second threshold. When the first slope area is "UP1", the first lower limit threshold of the first slope area is the sixth threshold. When the second slope area is "UP2", the second upper limit threshold of the second slope area is the third threshold. When the second slope area is "UP2", the second lower limit threshold of the second slope area is the fifth threshold. When the third slope area is "UP3", the third lower limit threshold of the third slope area is the fourth threshold. The first hysteresis is the difference between the second threshold and the fifth threshold. The second hysteresis is the difference between the third threshold and the fourth threshold. If the amount of difference between the shift threshold under the second shift condition and the shift threshold under the first shift condition is greater than the amount of difference between the shift threshold under the third shift condition and the shift threshold under the second shift condition, the first hysteresis is larger than the second hysteresis. The second to fifth thresholds are set such that the first hysteresis is greater than the second hysteresis.

The first slope area, the second slope area, and the third slope area are not limited to "UP1," "UP2," and "UP3." The first slope area, the second slope area, and the third slope area may be three adjacent slope areas. For example, the first slope area may be "FLAT". When the first slope area is "FLAT", the second slope area may be "UP1". When the first slope area is "FLAT", the third slope area may be "UP2".

For example, when the first slope region is "FLAT", the first shift condition is the first predetermined cadence range. The shift threshold under the first shift condition is, for example, the first lower limit cadence. When the second slope region is "UP1", the second shift condition is the second predetermined cadence range. The second shift condition is different from the first shift condition. The shift threshold under the second shift condition is, for example, the second lower limit cadence. When the third slope region is "UP2", the third shift condition is a third predetermined cadence range. The third shift condition is different from the second shift condition. The shift threshold under the third shift condition is, for example, the third lower limit cadence. The second lower limit cadence of "UP1" is greater than the first lower limit cadence of "FLAT". The third lower limit cadence of "UP2" is greater than the second lower limit cadence of "UP1". The difference between the third lower limit cadence and the second lower limit cadence is larger than the difference between the second lower limit cadence and the first lower limit cadence. Therefore, the amount of difference between the shift threshold under the third shift condition and the shift threshold under the second shift condition is larger than the difference between the shift threshold under the second shift condition and the shift threshold under the first shift condition.

For example, when the first slope area is "FLAT", the first upper limit threshold of the first slope area is the first threshold value. When the first slope area is "FLAT", the first lower limit threshold of the first slope area is the twelfth threshold. When the second slope area is "UP1", the second upper limit threshold of the second slope area is the second threshold. When the second slope area is "UP1", the second lower limit threshold of the second slope area is the sixth threshold. When the third slope area is "UP2", the third upper limit threshold of the third slope area is the third threshold. When the third slope area is "UP2", the third lower limit threshold of the third slope area is the fifth threshold. The first hysteresis is the difference between the first threshold and the sixth threshold. The second hysteresis is the difference between the second threshold and the fifth threshold. If the amount of difference between the shift threshold under the third shift condition and the shift threshold under the second shift condition is greater than the amount of difference between the shift threshold under the second shift condition and the shift threshold under the first shift condition, the second hysteresis is greater than the first hysteresis. The first threshold, the second threshold, the fifth threshold, and the sixth threshold are set such that the second hysteresis is larger than the first hysteresis.

(Second embodiment)
The configuration and processing of the control device 30 of the human-powered vehicle 10 according to the second embodiment that are different from those of the control device 30 of the human-powered vehicle 10 according to the first embodiment will be explained.

When the gear ratio of the transmission device 32 is changed depending on the shift condition, the control unit 52 is configured to control the transmission device 32 so that the change in the gear ratio of the transmission device 32 is allowed within the shift tolerance range. Ru. When the gear ratio of the transmission 32 is changed depending on the gear change condition, the control unit 52 is configured to control the transmission 32 so that the gear ratio of the transmission 32 is not changed outside the allowable shift range. The allowable shift range is the range of the gear ratio of the transmission 32. Specifically, the allowable shift range is a range in which shift is permitted when the shift mode is automatic shift mode. When the speed change mode is the automatic speed change mode, the control unit 52 sets the permissible speed change range according to the slope area.

The control unit 52 sets an allowable shift range based on the slope area. As shown in FIG. 7, the control unit 52 sets the shift permissible range to one of a first predetermined permissible range, a second predetermined permissible range, and a third predetermined permissible range based on the slope area. do. As the shift tolerance range, the same predetermined tolerance range may be set for a plurality of slope regions. The shift tolerance range may be set to four or more predetermined tolerance ranges depending on the slope area.

When the slope region is "DW3", "DW2", "DW1", or "FLAT", the control unit 52 sets the shift tolerance range to the first predetermined tolerance range. When the slope region is "UP1" or "UP2", the control unit 52 sets the shift tolerance range to the second predetermined tolerance range. When the slope region is "UP3", the control unit 52 sets the shift tolerance range to the third predetermined tolerance range.

For example, if the transmission device 32 can change the gear ratio corresponding to 1st to 10th speeds, the first predetermined tolerance range restricts the use of the gear ratios corresponding to 1st to 5th gears. The gear ratio is smaller toward the 1st speed side and larger toward the 10th speed side. In the first shift tolerance range, use of a gear ratio corresponding to 6th to 10th speeds is allowed. In the second shift tolerance range, use of the gear ratio corresponding to the first to second speeds is restricted. In the second shift tolerance range, the use of gear ratios corresponding to 3rd to 10th speeds is allowed. In the third shift tolerance range, use of all gear ratios corresponding to 1st to 10th speeds is permitted. In each predetermined tolerance range shown in FIG. 7, a schematic diagram of the rear sprocket 28 corresponding to the gear ratio is shown. In FIG. 7, a schematic diagram of the rear sprocket 28 corresponding to a speed ratio that is allowed to be used is shown by a solid line. In each of the predetermined tolerance ranges shown in FIG. 7, a schematic diagram of the rear sprocket 28 corresponding to a speed change ratio at which speed change is limited is indicated by a broken line. The speed ratios that are allowed to be used within each predetermined tolerance range are not limited to the example shown in FIG. 7 . The gear ratios included in the first allowable shift range, the second allowable shift range, and the third allowable shift range are not limited to the above example.

Even if the shift mode is the automatic shift mode, if the rider operates the shift operation device 38, the control unit 52 controls the shift device 32 based on the rider's operation. For example, if the allowable shift range is the first allowable shift range and the rider performs an operation to change the gear ratio to a gear ratio corresponding to 5th gear, the control unit 52 controls the gear ratio to correspond to 5th gear. The transmission device 32 is controlled so that the gear ratio is set as follows.

The control unit 52 executes the control flow shown in FIG. 8 when the shift mode is the automatic shift mode. When the control flow shown in FIG. 8 ends, the control unit 52 repeatedly executes the control flow shown in the figure until the automatic shift mode is canceled or until the supply of electric power is stopped.

In step S20, the control unit 52 determines whether the slope area is the first slope area. The first slope area is, for example, the “UP1” slope area. If the control unit 52 determines in step S20 that the slope area is the first slope area, the process proceeds to step S21.

If the slope region is the first slope region, the control unit 52 sets the shift tolerance range to the first shift tolerance range in step S21. The control unit 52 sets the shift tolerance range to the first shift tolerance range in step S21, and then ends the current process.

If the control unit 52 determines in step S20 that the slope area is not the first slope area, the process proceeds to step S22. In step S22, the control unit 52 determines whether the slope area is the second slope area. The second slope area is, for example, an "UP2" slope area. If the control unit 52 determines in step S22 that the slope area is the second slope area, the process proceeds to step S23.

If the slope region is the second slope region, the control unit 52 sets the shift tolerance range to the second shift tolerance range in step S23. The control unit 52 sets the shift tolerance range to the second shift tolerance range in step S23, and then ends the current process.

If the control unit 52 determines in step S22 that the slope area is not the second slope area, the process proceeds to step S24. In step S24, the control unit 52 determines whether the slope area is a third slope area. The third slope area is, for example, a “UP3” slope area. If the control unit 52 determines in step S24 that the slope area is not the third slope area, it ends the current process. When the control unit 52 determines that the slope area is not the third slope area, the control unit 52 sets the shift tolerance range according to the other slope areas. Other slope regions include "FLAT," "DW1," "DW2," and "DW3."

If the control unit 52 determines in step S24 that the slope area is the third slope area, the process proceeds to step S25. If the slope area is the third slope area, the control unit 52 sets the speed change area to the third speed change area in step S25.

For example, when the first slope region is "UP1", the first shift tolerance range is the second predetermined tolerance range. When the second slope region is "UP2", the second shift tolerance range is the second predetermined tolerance range. When the third allowable shift range is "UP3", the third allowable shift range is a third predetermined allowable range. The second allowable shift range is different from at least one of the first allowable shift range and the third allowable shift range. For example, the second allowable shift range is equal to the first allowable shift range and different from the third allowable shift range. The third allowable shift range is a range in which use of a range in which the gear ratio of the transmission device 32 is smaller is permitted than in the second allowable shift range. The first hysteresis is the hysteresis between the first slope area and the second slope area. The first slope area and the second slope area have the same shift tolerance range. The second hysteresis is the hysteresis between the second slope area and the third slope area. The second slope area and the third slope area have different shift tolerance ranges. The first hysteresis and the second hysteresis are set to increase as the difference in shift tolerance range between adjacent slope regions increases. The second hysteresis is greater than the first hysteresis. The second to fifth thresholds are set so that the second hysteresis is greater than the first hysteresis.

The first slope area, the second slope area, and the third slope area are not limited to "UP1," "UP2," and "UP3." For example, the first slope area may be "FLAT". When the first slope area is "FLAT", the second slope area may be "UP1". When the first slope area is "FLAT", the third slope area may be "UP2".

For example, when the first slope region is "FLAT", the first shift tolerance range is the first predetermined tolerance range. When the second slope region is "UP1", the second shift tolerance range is the second predetermined tolerance range. When the third allowable shift range is "UP2", the third allowable shift range is the second predetermined allowable range. The second allowable shift range is different from the first allowable shift range and is equal to the third allowable shift range. The second allowable shift range is a range in which use of a range in which the gear ratio of the transmission device 32 is smaller is permitted than in the first allowable shift range. The first slope area and the second slope area have different allowable shift ranges. The second slope area and the third slope area have the same shift tolerance range. Therefore, the first hysteresis is greater than the second hysteresis. The first threshold, the second threshold, the fifth threshold, and the sixth threshold are set such that the first hysteresis is larger than the second hysteresis.

The allowable shift range for the slope region is not limited to the example shown in FIG. 7 . For example, the shift tolerance range for the slope region may be set as shown in FIG. For example, when the slope area is "DW3", "DW2", "DW1", "FLAT", or "UP1", the shift tolerance range is set to the first predetermined tolerance range. When the slope region is "UP2", the shift tolerance range is set to the second predetermined tolerance range. When the slope region is "UP3", the shift tolerance range is set to a third predetermined tolerance range. For example, when the first slope region is "UP1", the first shift tolerance range is the first predetermined tolerance range. When the second slope region is "UP2", the second shift tolerance range is the second predetermined tolerance range. When the third slope region is "UP3", the third shift tolerance range is the third predetermined tolerance range. The first allowable shift range, the second allowable shift range, and the third allowable shift range are different from each other. The second allowable shift range is a range in which use of a range in which the gear ratio of the transmission device 32 is smaller is permitted than in the first allowable shift range. The third allowable shift range is a range in which use of a range in which the gear ratio of the transmission device 32 is smaller is permitted than in the second allowable shift range. For example, if the difference between the first allowable shift range and the second allowable shift range is greater than the difference between the second allowable shift range and the third allowable shift range, the first hysteresis is greater than the second hysteresis.

(Third embodiment)
The control device 30 of the human-powered vehicle 10 according to the third embodiment is different from the control device 30 of the human-powered vehicle 10 according to the first embodiment and the control device 30 of the human-powered vehicle 10 according to the second embodiment. The configuration and processing will be explained.

The control unit 52 sets a predetermined cadence range and a shift tolerance range as shown in FIGS. 10 and 11 based on the slope area.

When the slope area is "FLAT" or "DW1", the predetermined cadence range is set to the first predetermined cadence range. When the slope area is "FLAT", the shift tolerance range is set to the first predetermined tolerance range. When the slope area is "UP1", the predetermined cadence range is set to the second predetermined cadence range. When the slope area is "UP1", the shift tolerance range is set to the second predetermined tolerance range. When the slope area is "UP2", the predetermined cadence range is set to the third predetermined cadence range. When the slope region is "UP2", the shift tolerance range is set to the second predetermined tolerance range. When the slope area is "UP3", the predetermined cadence range is set to the third predetermined cadence range. When the slope region is "UP3", the shift tolerance range is set to a third predetermined tolerance range.

When the slope area is "DW2", the predetermined cadence range is set to the fourth predetermined cadence range. When the slope area is "DW2", the shift tolerance range is set to the first predetermined tolerance range. When the slope area is "DW3", the predetermined cadence range is set to the fifth predetermined cadence range. When the slope region is "DW3", the shift tolerance range is set to the first predetermined tolerance range.

The control unit 52 executes the control flow shown in FIG. 12 when the shift mode is the automatic shift mode. When the control flow shown in FIG. 12 ends, the control unit 52 repeatedly executes the control flow shown in FIG. 12 until the automatic shift mode is canceled or until the supply of electric power is stopped.

In step S30, the control unit 52 determines whether the slope area is the first slope area. The first slope area is, for example, the “UP1” slope area. When the control unit 52 determines in step S30 that the slope area is the first slope area, the process proceeds to step S31.

If the slope region is the first slope region, the control unit 52 sets the shift condition to the first shift condition and sets the shift tolerance range to the first shift tolerance range in step S31. The control unit 52 sets the shift condition to the first shift condition and sets the shift allowable range to the first shift allowable range in step S31, and then ends the current process.

If the control unit 52 determines in step S30 that the slope area is not the first slope area, the process proceeds to step S32. In step S32, the control unit 52 determines whether the slope area is the second slope area. The second slope area is, for example, an "UP2" slope area. When the control unit 52 determines in step S32 that the slope area is the second slope area, the process proceeds to step S33.

If the slope region is the second slope region, the control unit 52 sets the shift condition to the second shift condition and sets the shift tolerance range to the second shift tolerance range in step S32. The control unit 52 sets the shift condition to the second shift condition and sets the shift tolerance range to the second shift tolerance range in step S33, and then ends the current process.

If the control unit 52 determines in step S32 that the slope area is not the second slope area, the process proceeds to step S34. In step S34, the control unit 52 determines whether the slope area is the third slope area. The third slope area is, for example, a “UP3” slope area. When the control unit 52 determines in step S34 that the slope area is the third slope area, the process proceeds to step S35.

If the slope region is the third slope region, the control unit 52 sets the shift condition to the third shift condition and sets the shift tolerance range to the third shift tolerance range in step S35. In step S35, the control unit 52 sets the shift condition to the third shift condition and sets the shift allowable range to the third shift allowable range, and then ends the current process. When the control unit 52 determines that the slope area is not the third slope area, the control unit 52 sets the speed change conditions according to other slope areas. Other slope regions include "FLAT," "DW1," "DW2," and "DW3."

For example, when the first slope region is "UP1", the first shift condition is the second predetermined cadence range. When the first slope region is "UP1", the second shift tolerance range is the second predetermined tolerance range. When the second slope region is "UP2", the second shift condition is the third predetermined cadence range. When the second slope region is "UP2", the second shift tolerance range is the second predetermined tolerance range. When the third slope region is "UP3", the third shift condition is a third predetermined cadence range. When the third slope region is "UP3", the third shift tolerance range is the third predetermined tolerance range. The second shift condition is different from the first shift condition and is equal to the third shift condition. The second allowable shift range is equal to the first allowable shift range and different from the third allowable shift range. That is, when the slope region is changed from "UP1" to "UP3", the shift condition and the shift tolerance range are not changed at the same time.

The predetermined cadence range and shift tolerance range for the slope region are not limited to the examples shown in FIGS. 10 and 11. For example, the predetermined cadence range for the slope region and part of the allowable shift range may be set as shown in FIG. 13. When the slope area is "UP1", the predetermined cadence range is set to the second predetermined cadence range. When the slope area is "UP1", the shift tolerance range is set to the second predetermined tolerance range. When the slope area is "UP2", the predetermined cadence range is set to the second predetermined cadence range. When the slope region is "UP2", the shift tolerance range is set to the third predetermined tolerance range. When the slope area is "UP3", the predetermined cadence range is set to the third predetermined cadence range. When the slope region is "UP3", the shift tolerance range is set to a third predetermined tolerance range.

For example, when the first slope region is "UP1", the first shift condition is the second predetermined cadence range. When the first slope region is "UP1", the second shift tolerance range is the second predetermined tolerance range. When the second slope region is "UP2", the second shift condition is the second predetermined cadence range. When the second slope region is "UP2", the second shift tolerance range is the third predetermined tolerance range. When the third slope region is "UP3", the third shift condition is a third predetermined cadence range. When the third slope region is "UP3", the third shift tolerance range is the third predetermined tolerance range. The second shift condition is different from the third shift condition and is equal to the first shift condition. The second allowable shift range is equal to the third allowable shift range and different from the first allowable shift range.

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

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

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

According to the control device of the eleventh aspect, the control unit is configured to perform an upshift to a gear ratio that is allowed to be used only in the third shift tolerance range, and an upshift to a gear ratio that is allowed to be used only in the third shift tolerance range, due to frequent changes in the slope region. It is possible to suppress repeated downshifts for gear ratios that are permitted to be used only by Therefore, the control device can further contribute to comfortable driving of the human-powered vehicle.

The control unit 52 sets the slope area according to the slope of the road surface on which the human-powered vehicle 10 runs. The slope area includes a first slope area, a second slope area, and a third slope area. The second slope area is adjacent to the first slope area. The second slope area is an area where the slope of the upward slope is greater than that of the first slope area. The third slope area is adjacent to the second slope area. The third slope area is an area where the uphill slope is greater than the second slope area.

When the shift threshold changes significantly under the shift conditions of adjacent slope regions, the hysteresis becomes large. For example, if there is a large difference in the lower limit cadence of each predetermined cadence range in adjacent slope regions, the hysteresis will increase. If the difference between the upper limit cadences of each predetermined cadence range in adjacent slope regions is large, hysteresis becomes large.

If the control unit 52 determines in step S24 that the slope area is the third slope area, the process proceeds to step S25. If the slope region is the third slope region, the control unit 52 sets the shift tolerance range to the third shift tolerance range in step S25.

Claims (18)

A control device for a human-powered vehicle,
comprising a control unit that sets a slope area according to a slope of a road surface on which the human-powered vehicle runs;
The slope area includes a first slope area, a second slope area, and a third slope area,
the second slope area is adjacent to the first slope area,
the third slope area is adjacent to the second slope area,
The first slope region has a first upper threshold and a first lower threshold,
The second slope region has a second upper limit threshold and a second lower limit threshold,
the third slope region has a third lower limit threshold;
the first upper threshold is greater than the second lower threshold;
the second upper limit threshold is larger than the third lower limit threshold;
The first hysteresis, which is the difference between the first upper threshold and the second lower threshold, is different from the second hysteresis, which is the difference between the second upper threshold and the third lower threshold. The control device according to claim 1, wherein the control unit controls components of the human-powered vehicle according to the slope area. 3. The control device of claim 2, wherein the component is a transmission. The control unit includes:
configured to control the transmission based on a transmission condition;
when the slope region is the first slope region, setting the shift condition to a first shift condition;
when the slope area is the second slope area, setting the speed change condition to a second speed change condition;
The control device according to claim 3, wherein the second shift condition is different from the first shift condition. The control unit includes:
when the slope region is the third slope region, setting the shift condition to a third shift condition;
The amount of difference between the shift threshold value under the second shift condition and the shift threshold value under the first shift condition is greater than the amount of difference between the shift threshold value under the third shift condition and the shift threshold value under the second shift condition,
The control device according to claim 4, wherein the first hysteresis is greater than the second hysteresis. The control device according to claim 5, wherein the second shift condition and the third shift condition are equal. The control unit includes:
configured to control the transmission based on a transmission condition;
when the slope region is the first slope region, setting the shift condition to a first shift condition;
when the slope area is the second slope area, setting the speed change condition to a second speed change condition;
when the slope region is the third slope region, setting the shift condition to a third shift condition;
The control device according to claim 3, wherein the third shift condition is different from the second shift condition. The amount of difference between the shift threshold value under the third shift condition and the shift threshold value under the second shift condition is greater than the amount of difference between the shift threshold value under the second shift condition and the shift threshold value under the first shift condition;
The control device according to claim 7, wherein the second hysteresis is greater than the first hysteresis. The control unit includes:
configured to control the transmission so that a gear ratio of the transmission is changed based on a transmission condition;
When the speed change ratio of the transmission is changed according to the speed change condition, the speed change device is controlled so that the change of the speed change ratio of the speed change device is permitted within a speed change tolerance range that is a range of speed change ratios. configured,
When the gear ratio of the transmission is changed according to the gear change condition, the transmission is configured to be controlled so that the gear ratio of the transmission is not changed outside the allowable shift range;
when the slope region is the first slope region, setting the shift tolerance range to a first shift tolerance range;
when the slope region is the second slope region, setting the shift tolerance range to a second shift tolerance range;
when the slope region is the third slope region, setting the shift tolerance range to a third shift tolerance range;
The control device according to claim 3, wherein the second allowable shift range is different from at least one of the first allowable shift range and the third allowable shift range. The second allowable shift range is equal to the first allowable shift range and different from the third allowable shift range,
The control device according to claim 9, wherein the second hysteresis is greater than the first hysteresis. 11. The control device according to claim 10, wherein the third allowable shift range is a range in which use of a range in which the gear ratio of the transmission is smaller is more permissible than the second allowable shift range. The second allowable shift range is different from the first allowable shift range and is equal to the third allowable shift range,
The control device according to claim 9, wherein the first hysteresis is greater than the second hysteresis. 13. The control device according to claim 12, wherein the second shift tolerance range is a range in which use of a range in which the gear ratio of the transmission device is smaller is more permissible than the first shift tolerance range. The control device according to claim 9, wherein the first allowable shift range, the second allowable shift range, and the third allowable shift range are different from each other. The second shift tolerance range is a range in which the use of a range in which the gear ratio of the transmission device is smaller than the first shift tolerance range,
15. The control device according to claim 14, wherein the third allowable shift range is a range in which use of a range in which the gear ratio of the transmission is smaller is more permissible than the second allowable shift range. The control unit includes:
configured to control the transmission so that a gear ratio of the transmission is changed based on a transmission condition;
When the speed change ratio of the transmission is changed according to the speed change condition, the speed change device is controlled so that the change of the speed change ratio of the speed change device is permitted within a speed change tolerance range that is a range of speed change ratios. configured,
When the gear ratio of the transmission is changed according to the gear change condition, the transmission is configured to be controlled so that the gear ratio of the transmission is not changed outside the allowable shift range;
When the slope region is the first slope region, the shift condition is set to a first shift condition, and the shift tolerance range of the transmission is set to a first shift tolerance range,
When the slope region is the second slope region, the shift condition is set to a second shift condition, and the shift tolerance range is set to a second shift tolerance range,
When the slope region is the third slope region, the shift condition is set to a third shift condition, and the shift tolerance range is set to a third shift tolerance range,
The second shift condition is different from the first shift condition and equal to the third shift condition,
The control device according to claim 3, wherein the second allowable shift range is equal to the first allowable shift range and different from the third allowable shift range. The control unit includes:
configured to control the transmission so that a gear ratio of the transmission is changed based on a transmission condition;
When the speed change ratio of the transmission is changed according to the speed change condition, the speed change device is controlled so that the change of the speed change ratio of the speed change device is permitted within a speed change tolerance range that is a range of speed change ratios. configured,
When the gear ratio of the transmission is changed according to the gear change condition, the transmission is configured to be controlled so that the gear ratio of the transmission is not changed outside the allowable shift range;
When the slope area is the first slope area, the speed change condition is set to a first speed change condition, and a speed change permissible range in which a speed change ratio of the transmission device is allowed is set to a first speed change permissible range. death,
When the slope region is the second slope region, the shift condition is set to a second shift condition, and the shift tolerance range is set to a second shift tolerance range,
When the slope region is the third slope region, the shift condition is set to a third shift condition, and the shift tolerance range is set to a third shift tolerance range,
The second shift condition is different from the third shift condition and equal to the first shift condition,
The control device according to claim 3, wherein the second allowable shift range is equal to the third allowable shift range and different from the first allowable shift range. The second slope area is an area where the uphill slope is greater than the first slope area,
The control device according to any one of claims 1 to 17, wherein the third slope area is an area where the uphill slope is larger than the second slope area.

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