JP7229798B2 - Controller and transmission system - Google Patents

Description

The present invention relates to control devices and transmission systems.

Transmission systems are known for controlling transmissions in manpowered vehicles. A conventional transmission system controls the transmission so that the crank rotation speed is maintained within a predetermined range in accordance with a shift condition defined based on the crank rotation speed of the manpowered vehicle and a threshold value. Patent Literature 1 discloses an example of a conventional transmission system.

Japanese Patent Publication No. 10-511621

It is desirable that a passenger riding in a human-powered vehicle can travel comfortably.
SUMMARY OF THE INVENTION An object of the present invention is to provide a control device and a transmission system that can contribute to comfortable running of a human-powered vehicle.

A control device according to a first aspect of the present invention includes a control unit that controls a transmission of a manpowered vehicle according to a shift condition, and the control unit controls, in a predetermined state in which the vehicle speed of the manpowered vehicle is in a predetermined speed range, and controlling the transmission to suppress the downshift that reduces the gear ratio of the manpower-driven vehicle, and canceling the suppression of the downshift according to running information about the running state of the manpower-driven vehicle. to control the transmission.
According to the control device of the first aspect described above, unnecessary downshifting in a predetermined state is suppressed, and suppression of downshifting is canceled at a timing according to travel information, so smooth shifting by the transmission can be realized. . Therefore, it can contribute to comfortable running of a human-powered vehicle.

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

In the control device according to the third aspect according to the second aspect, the travel information includes the vehicle speed, and the control unit cancels suppression of the downshift when the vehicle speed is out of the predetermined speed range. Control the transmission.
According to the control device of the third aspect, since suppression of downshifting is canceled at a timing according to the vehicle speed, smooth shifting by the transmission can be realized. Therefore, it can contribute to comfortable running of a human-powered vehicle.

In the control device according to the fourth aspect according to the second or third aspect, the travel information includes the cadence, and the control unit cancels suppression of the downshift when the cadence becomes equal to or greater than a predetermined cadence. to control the transmission.
According to the control device of the fourth aspect, since suppression of downshifting is canceled at a timing corresponding to the cadence, smooth shifting by the transmission can be realized. Therefore, it can contribute to comfortable running of a human-powered vehicle.

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

In the control device according to the sixth aspect according to any one of the second to fifth aspects, the travel information includes the torque, and the control unit controls the downshift when the torque becomes equal to or greater than a first torque. control the transmission to release the suppression of
According to the control device of the sixth aspect, since suppression of downshifting is canceled at a timing according to the torque, smooth shifting by the transmission can be realized. Therefore, it can contribute to comfortable running of a human-powered vehicle.

In the control device according to the seventh aspect according to the sixth aspect, the running state further includes the acceleration, and the control unit suppresses the downshift regardless of the torque if the acceleration is equal to or greater than a predetermined acceleration. The transmission is controlled so as to
According to the control device of the seventh aspect described above, unnecessary downshifting in response to a request from a passenger riding in a human-powered vehicle is suppressed, so smooth shifting by the transmission can be realized. Therefore, it can contribute to comfortable running of a human-powered vehicle.

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

In the control device according to the ninth aspect according to any one of the sixth to eighth aspects, the control unit controls, in the predetermined state, that the load due to the standing still of a passenger on the manpowered vehicle is reduced to the manpowered vehicle. , the transmission is controlled so as to suppress the downshift.
According to the control device of the ninth aspect, when the suppression of the downshift is canceled at the timing according to the torque, the suppression of the downshift is continued if the torque is a load due to standing still. Therefore, unnecessary downshifts are suppressed, contributing to comfortable running of the human-powered vehicle.

In the control device of the tenth aspect according to any one of the sixth to ninth aspects, the control unit includes a first mode and a second mode different from the first mode, wherein in the first mode controlling the transmission to release suppression of the downshift when the torque reaches or exceeds the first torque; Then, the transmission is controlled so as to release the suppression of the downshift.
According to the control device of the tenth aspect, since suppression of downshifting is canceled at timing according to various modes, smooth shifting by the transmission can be realized. Therefore, it can contribute to comfortable running of a human-powered vehicle.

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

In the control device according to the twelfth aspect according to the tenth or eleventh aspect, the control unit controls the gear ratio of the human-powered vehicle to become a specified gear ratio when the vehicle speed changes so as to be in the predetermined state. The transmission is controlled to maintain the gear ratio of the manpowered vehicle at or above the specified gear ratio in the second mode.
According to the control device of the twelfth aspect, since smooth gear shifting is realized by the transmission device, it can contribute to comfortable running of the human-powered vehicle. In addition, since the gear ratio of the manpower-driven vehicle in the second mode is maintained at the specified gear ratio or higher, unnecessary downshifting can be suppressed.

In the control device of the thirteenth aspect according to any one of the first to eleventh aspects, the control unit changes the gear ratio of the manpowered vehicle to a designated gear ratio when the vehicle speed changes so as to be in the predetermined state. The transmission is controlled so that
According to the control device of the thirteenth aspect, since smooth gear shifting is realized by the transmission device, it can contribute to comfortable running of the human-powered vehicle.

In the control device according to the fourteenth aspect according to the twelfth or thirteenth aspect, when the vehicle speed is reduced so as to be in the predetermined state, the gear ratio of the human-powered vehicle becomes the specified gear ratio. to control the transmission;
According to the control device of the fourteenth aspect, since smooth shifting is realized by the transmission, it can contribute to comfortable running of the human-powered vehicle.

In the control device of the fifteenth aspect according to any one of the first to fourteenth aspects, the predetermined speed range includes a speed range below a predetermined speed.
According to the control device of the fifteenth aspect, unnecessary shift downshifting in a predetermined state is suppressed, so that smooth shifting by the transmission can be realized. Therefore, it can contribute to comfortable running of a human-powered vehicle.

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

In the control device according to the seventeenth aspect according to the sixteenth aspect, the control unit controls the transmission so as to always permit the upshift.
According to the control device of the seventeenth aspect, since smooth shifting is realized by the transmission, it can contribute to comfortable running of the human-powered vehicle.

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

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

1 is a side view of a human-powered vehicle including the transmission system of the first embodiment; FIG. FIG. 2 is a block diagram showing the electrical connection relationship between the control device of FIG. 1 and various elements; FIG. 2 is a map showing an example of shift conditions used for controlling the transmission of FIG. 1; FIG. FIG. 2 is a flowchart showing an example of first automatic shift control executed by the control device of FIG. 1; FIG. FIG. 2 is a flowchart showing an example of first switching control executed by the control device in FIG. 1; FIG. FIG. 2 is a flowchart showing an example of designated shift control executed by the control device of FIG. 1; FIG. FIG. 2 is a flowchart showing an example of first shift suppression control executed by the control device of FIG. 1; FIG. FIG. 11 is a flowchart showing an example of second shift suppression control executed by a control device in a shift system according to a second embodiment; FIG. FIG. 11 is a flowchart showing an example of third shift suppression control executed by a control device in a shift system according to a third embodiment; FIG. FIG. 11 is a flowchart showing an example of second automatic shift control executed by a control device in a shift system according to a fourth embodiment; FIG. FIG. 11 is a flowchart showing an example of second switching control executed by the control device of FIG. 10; FIG. FIG. 11 is a flowchart showing an example of fourth shift suppression control executed by the control device of FIG. 10; FIG.

<First embodiment>
A human-powered vehicle A including a transmission system 10 will be described with reference to FIG.
Here, a human-powered vehicle means a vehicle that at least partially uses human power as a driving force for running, and includes vehicles that use electric power to assist human power. Vehicles that use only motive power other than human power are not included in man-powered vehicles. In particular, a vehicle using only an internal combustion engine as a motive power is not included in a human-powered vehicle. Typically, the human-powered vehicle is assumed to be a small light vehicle, and a vehicle that does not require a license to drive on public roads. The illustrated manpowered vehicle A is a bicycle that includes an electric assist unit E that assists the manpowered vehicle A in propulsion using electrical energy. Specifically, the illustrated manpowered vehicle A is a trekking bike. Manpowered vehicle A further includes frame A1, front fork A2, wheels W, steering wheel H and drive train B. Wheels W include front wheels WF and rear wheels WR.

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

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

The electric assist unit E operates to assist the manpowered vehicle A in propulsion. The electric assist unit E operates, for example, according to the human power driving force applied to the pedal PD. The electric assist unit E includes a motor E1. The electric auxiliary unit E operates by electric power supplied from the battery BT mounted on the human-powered vehicle A. As shown in FIG.

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

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

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

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

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

As shown in FIG. 3, the shift conditions are defined based on the reference value RV and the threshold TH. The reference value RV includes vehicle information about the human-powered vehicle A. The vehicle information includes at least one of driving information about the driving state of the manpowered vehicle A and environment information about the driving environment of the manpowered vehicle A. The travel information includes at least one of cadence, torque acting on the crank C of the manpowered vehicle A, vehicle speed, acceleration, and power. Cadence is synonymous with the number of revolutions of the crank C. Power is the product of cadence and torque. The environmental information includes at least one of road surface information regarding road surface conditions, air resistance information regarding air resistance, weather information regarding weather, and temperature information regarding air temperature. In this embodiment, the reference value RV includes cadence. The control unit 14 acquires the reference value RV from various sensors mounted on the human-powered vehicle A, for example.

The threshold TH includes a first threshold TH1 and a second threshold TH2. The control unit 14 controls the transmission 20 so as to perform an upshift that increases the gear ratio of the human-powered vehicle A according to the relationship between the reference value RV and the first threshold TH1. The control unit 14 controls the transmission 20 so as to perform a downshift that reduces the gear ratio of the human-powered vehicle A according to the relationship between the reference value RV and the second threshold TH2. The first threshold TH1 is different from the second threshold TH2. In this case, the first threshold TH1 and the second threshold TH2 have predetermined ranges. In one example, the first threshold TH1 differs from the second threshold TH2 by a predetermined value PV. The predetermined value PV is a predetermined width that defines a predetermined range. In this embodiment, the first threshold TH1 is greater than the second threshold TH2. In one example, the control unit 14 controls the transmission 20 to perform an upshift when the reference value RV becomes equal to or greater than the first threshold TH1, and performs a downshift when the reference value RV becomes less than the second threshold TH2. The transmission 20 is controlled so as to

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

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

The control unit 14 executes first switching control for switching the shift mode according to the first switching operation. In this embodiment, the control unit 14 switches between the auto mode and the manual mode when the first switching operation is input. The first switching operation includes an operation different from the normal operation that the passenger performs while the human-powered vehicle A is running. Therefore, erroneous operations by passengers can be suppressed. For example, when at least one of the first to fourth switching conditions is satisfied, the control unit 14 determines that the first switching operation has been input.

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

The control unit 14 determines that the second switching condition is satisfied when the second shift lever SL2 is continuously operated a plurality of times while the gear ratio of the manpowered vehicle A is the minimum gear ratio. In one example, when the gear ratio of the human-powered vehicle A is the minimum gear ratio, if the second shift lever SL2 is operated once, a warning sound is issued, and the second shift lever SL2 is operated two times in succession. and the information about the current gear ratio of the manpower-driven vehicle A is notified, and the second switching condition is established when the second shift lever SL2 is operated three times in succession. Various types of information notified by the operation of the second shift lever SL2 are notified by a notification device such as a cycle computer mounted on the human-powered vehicle A, for example. Even after the control unit 14 determines that the second shift lever SL2 is continuously operated three times in a state where the gear ratio of the manpowered vehicle A is the minimum gear ratio and the second switching condition is satisfied, the second shift lever It may be determined that the second switching condition is satisfied each time SL2 is operated. In this example, information regarding the current shift mode may be notified by the notification device. When the gear ratio of the manpowered vehicle A is the minimum gear ratio, the control unit 14 changes the gear shift mode each time the second shift lever SL2 is operated after the second shift lever SL2 is operated three times in succession. It may be determined that the second switching condition is met by the temporary switching and the long-pressing operation of the second shift lever SL2 or the lapse of a predetermined time. In this case, the gearshift mode is set to the temporary gearshift mode when the second shift lever SL2 is pressed for a long time or when a predetermined time has elapsed. In this example, information about the temporary shift mode may be notified by the notification device. When the manual mode is switched to the auto mode in accordance with the establishment of the second switching condition, the control unit 14 determines that the second switching condition is established when the first shift lever SL1 is operated, and returns to the manual mode. good too. The control unit 14 determines that the second switching condition is established when the first shift lever SL1 is continuously operated a plurality of times in the state where the gear ratio of the manpowered vehicle A is the maximum gear ratio, as in the above-described content. You may

The control unit 14 determines that the third switching condition is satisfied when the assist operation unit capable of changing the assist mode is operated in the assist mode in which the assist ratio of the human-powered vehicle A is the smallest. The assist operation unit includes a first assist operation unit capable of changing the assist mode so as to increase the assist ratio of the human-powered vehicle A, and a first assist operation unit capable of changing the assist mode so as to decrease the assist ratio of the human-powered vehicle A. 2 includes an assist operation unit. The assist operation unit is provided in a cycle computer or the like mounted on the human-powered vehicle A, for example. In one example, in the assist mode in which the assist ratio of the human-powered vehicle A is the smallest, the control unit 14 temporarily switches the shift mode each time the second assist operation unit is operated, It is determined that the third switching condition is met. In this case, the gearshift mode is set to the temporary gearshift mode at the time when the first assist operating section is operated. In this example, information about the temporary shift mode may be notified by the notification device. The control unit 14 may determine that the third switching condition is satisfied each time the second assist operating unit is operated in the assist mode in which the assist ratio of the human-powered vehicle A is the smallest. In this example, information regarding the current shift mode may be notified by the notification device. The control unit 14 may determine that the third switching condition is satisfied when the assist operation unit is operated in the same manner as described above in the assist mode in which the assist ratio of the human-powered vehicle A is the largest.

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

The control unit 14 controls the transmission 20 to suppress the downshift, and then executes first shift suppression control to control the transmission 20 to release the suppression of the downshift. The control unit 14 controls the transmission 20 so as to suppress a downshift that reduces the gear ratio of the manpowered vehicle A in a predetermined state in which the vehicle speed of the manpowered vehicle A is within a predetermined speed range. The predetermined speed range includes a speed range below the predetermined speed. Specifically, the predetermined speed range includes a speed range of 0 km/h or more and less than the predetermined speed. The predetermined speed is 15 km/h or less. Preferably, the predetermined speed is 12 km/h or less. In this embodiment, the predetermined speed is 12 km/h. The predetermined speed range may be stored in the storage unit 16 so as to be changeable by the passenger. For example, the predetermined state includes a state in which the rider starts pedaling the pedal PD, a state in which the rider slows down the pedal PD, and the like. During a period in which downshifting is suppressed, the control unit 14 performs gearshifting so as to suppress at least one of downshifting according to the gearshift condition and downshifting according to the operation of the second shift lever SL2. Control the device 20 . In this embodiment, the control unit 14 controls the transmission 20 so as to suppress downshifting in accordance with the gearshift condition during a period in which downshifting is suppressed. The control unit 14 may control the transmission 20 so as to permit downshifting according to the operation of the second shift lever SL2 during the period in which the downshifting is suppressed. The control unit 14 controls the transmission 20 in a predetermined state so as to permit an upshift in which the gear ratio of the human-powered vehicle A is increased. In one example, the control unit 14 controls the transmission 20 so as to always permit an upshift.

The control unit 14 controls the transmission 20 so as to release the suppression of downshifting according to the running information about the running state of the manpower-driven vehicle A. FIG. The travel information used as the condition for releasing the suppression of the downshift includes the vehicle speed. In one example, the control unit 14 controls the transmission device 20 to release suppression of downshifting when the vehicle speed is out of the predetermined speed range. Outside the predetermined speed range includes a speed range different from the predetermined speed range. In this embodiment, the outside of the predetermined speed range includes a speed range of 12 km/h or more. When the suppression of the downshift is released, the control unit 14 controls the transmission 20 to permit the downshift according to the shift condition.

The control unit 14 executes designated speed change control for controlling the transmission 20 so that the speed ratio of the manpowered vehicle A becomes the designated speed ratio. The specified gear ratio is stored in the storage unit 16 so that it can be changed by the passenger, for example. The control unit 14 controls the transmission 20 so that the gear ratio of the manpowered vehicle A becomes the specified gear ratio when the vehicle speed changes so as to reach a predetermined state. The expression "the vehicle speed changes so as to reach a predetermined state" includes at least one of a state in which the vehicle speed changes to the predetermined speed range and a state immediately before the vehicle speed changes to the predetermined speed range. In one example, the control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes the specified gear ratio when the vehicle speed is reduced to a predetermined state. The expression "vehicle speed decreases to a predetermined state" includes at least one of a state in which the vehicle speed decreases to the predetermined speed range and a state immediately before the vehicle speed decreases to the predetermined speed range. In addition to the designated shift control, the control unit 14 sets the gear ratio of the manpowered vehicle A to the designated gear just before the manpowered vehicle A stops, when the manpowered vehicle A stops, or when the manpowered vehicle A starts moving. You may control the transmission 20 so that it may become a ratio.

When controlling the transmission 20 so that the gear ratio of the manpowered vehicle A becomes the designated gear ratio when the manpowered vehicle A stops, the control unit 14 attaches the chain D3 to the front sprocket D1 and the rear sprocket D2 of the destination gear. As a preparation for changing over, the transmission 20 is controlled so that at least one of the movable member of the front derailleur 22 and the movable member of the rear derailleur 24 operates. In this case, as the manpowered vehicle A starts moving, the front sprocket D1 and the rear sprocket D2 rotate to change the gear ratio of the manpowered vehicle A to the designated gear ratio.

As shown in FIG. 2, the manpowered vehicle A further includes a detection device DD for detecting various information. The detection device DD is configured to detect driving information about the driving state of the manpowered vehicle A, for example. In one example, the detection device DD includes various sensors capable of detecting travel information. In this embodiment, the detection device DD includes a sensor capable of detecting information on cadence and a sensor capable of detecting information on vehicle speed. The detection device DD outputs the detected travel information to the control unit 14 . The control unit 14 acquires travel information from the detection device DD and executes various controls according to the travel information.

The first automatic shift control executed by the control device 12 will be described with reference to FIG.
The control unit 14 executes the first automatic shift control according to the following processing, for example. The control unit 14 acquires the reference value RV in step S11. In one example, the control unit 14 acquires information on cadence from the detection device DD. In step S12, the control unit 14 determines whether or not the reference value RV is greater than or equal to the first threshold TH1. When the control unit 14 determines in step S12 that the reference value RV is equal to or greater than the first threshold TH1, the process proceeds to step S13.

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

When the control unit 14 determines in step S12 that the reference value RV is less than the first threshold TH1, the process proceeds to step S15. In step S15, the control unit 14 determines whether or not the reference value RV is less than the second threshold TH2. When the control unit 14 determines in step S15 that the reference value RV is equal to or greater than the second threshold TH2, the process returns to step S11. When the control unit 14 determines in step S15 that the reference value RV is less than the second threshold TH2, the process proceeds to step S16.

In step S16, the control unit 14 determines whether or not the current gear ratio of the manpower-driven vehicle A is the minimum gear ratio. When the controller 14 determines in step S16 that the current gear ratio of the manpower-driven vehicle A is the minimum gear ratio, the process returns to step S11. When the control unit 14 determines in step S16 that the current gear ratio of the manpower-driven vehicle A is not the minimum gear ratio, the process proceeds to step S17. The control unit 14 controls the transmission 20 so that the gear ratio of the manpower-driven vehicle A becomes small in step S17. After the above processing, the processing from step S11 to step S17 is terminated. For example, while the human-powered vehicle A is running, the control unit 14 repeatedly executes the first automatic transmission control including the processes from step S11 to step S17.

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

The designated shift control executed by the control device 12 will be described with reference to FIG. 6 .
The control unit 14 executes designated shift control according to, for example, the following processing. The control unit 14 acquires travel information in step S31. Specifically, the control unit 14 acquires information about the vehicle speed from the detection device DD. In step S32, the control unit 14 determines whether or not the vehicle speed has decreased so as to achieve a predetermined state. If the control unit 14 determines in step S32 that the vehicle speed has not decreased to the predetermined state, the process returns to step S31. When the control unit 14 determines in step S32 that the vehicle speed has decreased so as to achieve the predetermined state, the process proceeds to step S33. In step S33, the control unit 14 controls the transmission 20 so that the gear ratio of the manpowered vehicle A becomes the designated gear ratio. After the above processing, the processing from step S31 to step S33 is completed. For example, while the human-powered vehicle A is running, the control unit 14 repeatedly executes the designated gear shift control including the processes from step S31 to step S33. The control unit 14 does not have to execute the designated shift control.

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

In step S44, the control unit 14 determines whether or not the vehicle speed is outside the predetermined speed range. When the control unit 14 determines in step S44 that the vehicle speed is not outside the predetermined speed range, the process proceeds to step S45. In step S45, the control unit 14 acquires travel information in the same manner as in step S41, and proceeds to the process of step S44. When the control unit 14 determines in step S44 that the vehicle speed is outside the predetermined speed range, the process proceeds to step S46. In step S46, the control unit 14 controls the transmission 20 to release the suppression of the downshift. After the above processing, the processing from step S41 to step S46 is terminated. For example, while the human-powered vehicle A is running, the control unit 14 repeatedly executes the first shift suppression control including the processes from step S41 to step S46.

<Second embodiment>
A transmission system 10 according to the second embodiment will be described with reference to FIG. The same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

Instead of or in addition to the first shift suppression control, the control unit 14 controls the transmission 20 to suppress the downshift, and then controls the transmission 20 to release the suppression of the downshift. A second gear shift suppression control is executed. The control unit 14 preferably executes the second shift suppression control in parallel with the first shift suppression control. The second shift suppression control differs from the first shift suppression control in the control for releasing the suppression of the downshift.

The control unit 14 controls the transmission 20 so as to release the suppression of downshifting according to the running information about the running state of the manpower-driven vehicle A. FIG. The travel information used as the condition for releasing the suppression of the downshift includes cadence. In one example, the control unit 14 controls the transmission 20 to release suppression of downshifting when the cadence is equal to or greater than a predetermined cadence. The predetermined cadence is set based on a downshift threshold value TH that defines a shift condition. In other words, the predetermined cadence is set based on the second threshold TH2 that defines the shift condition. In one example, the predetermined cadence matches the cadence corresponding to the second threshold TH2. In this embodiment, the predetermined cadence is 55 rpm. The predetermined cadence may be stored in the storage unit 16 so as to be changeable by the passenger. When the downshift is canceled, the control unit 14 controls the transmission 20 so as to permit the downshift according to the shift condition.

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

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

After the above processing, the processing from step S51 to step S56 is completed. For example, while the human-powered vehicle A is running, the control unit 14 repeatedly executes the second shift suppression control including the processes from step S51 to step S56. When executing the second shift suppression control in parallel with the first shift suppression control, the control unit 14 terminates the respective shift suppression control when either step S46 or step S56 is executed.

<Third Embodiment>
A transmission system 10 according to the third embodiment will be described with reference to FIG. The same reference numerals as in the first embodiment are assigned to the configurations that are common to the first embodiment, and overlapping descriptions are omitted.

Instead of or in addition to the first shift suppression control, the control unit 14 controls the transmission 20 to suppress the downshift, and then controls the transmission 20 to release the suppression of the downshift. A third shift suppression control is executed. The control unit 14 preferably executes the third shift suppression control in parallel with the first shift suppression control. The third shift suppression control differs from the first shift suppression control in the control for releasing the suppression of the downshift.

The control unit 14 controls the transmission 20 so as to release the suppression of downshifting according to the running information about the running state of the manpower-driven vehicle A. FIG. The travel information used as the condition for releasing the suppression of the downshift includes torque. In one example, the control unit 14 controls the transmission 20 to release suppression of the downshift when the torque becomes equal to or greater than the first torque. The first torque is included in the range of 70 Nm or more and less than 100 Nm. In other words, the first torque is 70 Nm or more and less than 100 Nm. In this embodiment, the first torque is 70 Nm. The first torque may be included in a range of 30 Nm or more and less than 70 Nm. The first torque may be stored in the storage unit 16 so as to be changeable by the passenger.

The travel information used as the condition for releasing the suppression of downshifting further includes acceleration. In one example, the control unit 14 controls the transmission 20 to suppress the downshift regardless of the torque if the acceleration is equal to or greater than a predetermined acceleration. A predetermined acceleration is an acceleration that defines a positive acceleration. In other words, when the manpowered vehicle A is accelerating, the acceleration is greater than or equal to the predetermined acceleration. In this embodiment, the control unit 14 controls the transmission 20 so as to release suppression of downshifting when the torque is equal to or greater than the first torque and the acceleration is less than the predetermined acceleration. When the downshift is canceled, the control unit 14 controls the transmission 20 so as to permit the downshift according to the shift condition.

The control unit 14 controls the transmission device 20 so as to suppress the downshift even when the load due to the standing still of the passenger riding in the manpowered vehicle A is input to the manpowered vehicle A in a predetermined state. . In other words, the control unit 14 controls the transmission 20 to suppress the downshift regardless of the torque when a load due to standing still is input to the pedal PD in a predetermined state. Whether or not the load due to the standing still is input to the manpowered vehicle A is determined based on vehicle speed, torque, and cadence, for example. In one example, when the vehicle speed is less than the SS vehicle speed and the torque is equal to or greater than the SS torque even though the cadence is less than the SS cadence, it is determined that the load due to the standing still is input to the manpowered vehicle A. The SS vehicle speed, SS torque, and SS cadence are set based on, for example, general standing still information. In the third embodiment, the detection device DD further includes a sensor capable of detecting information on torque and a sensor capable of detecting information on acceleration.

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

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

The control unit 14 determines whether or not the load due to the standing still is input to the manpowered vehicle A in step S67. When the control unit 14 determines in step S67 that the load due to the standing still is input to the manpowered vehicle A, the process proceeds to step S65. When the control unit 14 determines in step S67 that the load due to the standing still is not input to the manpowered vehicle A, the process proceeds to step S68. In step S68, the control unit 14 controls the transmission 20 to release the suppression of the downshift.

After the above processing, the processing from step S61 to step S68 is terminated. For example, while the human-powered vehicle A is running, the control unit 14 repeatedly executes the third shift suppression control including the processes from step S61 to step S68. When executing the third shift suppression control in parallel with the first shift suppression control, the control unit 14 terminates the respective shift suppression control when either step S46 or step S68 is executed. The control unit 14 may execute the third shift suppression control in parallel with the first shift suppression control and the second shift suppression control. At least one of steps S66 and S67 may be omitted from steps S61 to S68 shown in FIG.

<Fourth Embodiment>
A transmission system 10 according to a fourth embodiment will be described with reference to FIGS. 10 to 12. FIG. The same reference numerals as in the third embodiment are assigned to the configurations that are common to the third embodiment, and overlapping descriptions are omitted.

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

In the second mode, the control unit 14 controls the transmission 20 in accordance with the relationship between the reference value RV and the threshold TH as in the first automatic transmission control. In the second mode, the control unit 14 controls the transmission 20 so that the gear ratio of the manpowered vehicle A is maintained at or above the specified gear ratio. For example, in the second mode, the control unit 14 controls the transmission 20 so that the gear ratio of the manpowered vehicle A becomes less than the designated gear ratio in accordance with the operation of the second shift lever SL2. A transmission 20 is controlled so that the gear ratio of a driving vehicle A does not become less than a specified gear ratio.

The control unit 14 may automatically switch between the first mode and the second mode, or may manually switch between the first mode and the second mode. When the first mode and the second mode are automatically switched, the control unit 14 responds to at least one of the vehicle information about the manpowered vehicle A and the passenger information about the passenger boarding the manpowered vehicle A. to execute automatic switching control for switching between the first mode and the second mode. Passenger information includes at least one of heart rate, myoelectric potential, amount of perspiration, and body temperature. When the first mode and the second mode are manually switched, the control unit 14 executes second switching control for switching between the first mode and the second mode according to the second switching operation.

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

The control unit 14 determines that the fifth switching condition is satisfied when two or more operating units mounted on the manpowered vehicle A are operated simultaneously. In one example, the control unit 14 determines that the fifth switching condition is satisfied when the first shift lever SL1 and the second shift lever SL2 are operated simultaneously. In a preferred example, the control unit 14 sets the fifth switching condition when the first shift lever SL1 and the second shift lever SL2 are simultaneously operated in a state in which the rider does not pedal, including a state in which the pedal PD is pedaled. Then judge. When the first shift lever SL1 and the second shift lever SL2 are operated simultaneously, the control unit 14 does not control the transmission 20 according to the operation of the shift levers SL1 and SL2. The control unit 14 may determine that the fifth switching condition is satisfied when one of the shift levers SL1 and SL2 and one of the assist operation units are operated at the same time.

The control unit 14 determines that a sixth switching condition is established when one of the two operation units mounted on the manpowered vehicle A is operated while the other operation unit is operated while the other operation unit is being pressed for a long time. judge. In one example, the control unit 14 determines that the sixth switching condition is satisfied when one of the shift levers SL1 and SL2 is operated while the other shift lever SL1 and SL2 is operated for a long time. In a preferred example, the control unit 14 sets the sixth switching condition when one of the shift levers SL1 and SL2 is operated while the other shift lever SL1 and SL2 is operated while the other shift lever SL1 and SL2 is being pressed for a long time in a state where there is no pedaling. Determined to be established. When one of the shift levers SL1 and SL2 is operated while the other shift lever SL1 and SL2 is operated, the control unit 14 controls the transmission 20 according to the operation of the shift lever SL1 and SL2. do not. The control unit 14 may determine that the sixth switching condition is satisfied when one of the assist operation units is operated while one of the shift levers SL1 and SL2 is being pressed for a long time. The control unit 14 may determine that the sixth switching condition is satisfied when one of the shift levers SL1, SL2 is operated while one of the assist operation units is being long-pressed.

For example, in the first mode, the control unit 14 controls the transmission 20 to suppress the downshift, and then performs third shift suppression control to control the transmission 20 to release the suppression of the downshift. Execute. Specifically, in the first mode, the control unit 14 controls the transmission 20 to release the suppression of downshifting when the torque becomes equal to or greater than the first torque. In the first mode, the control unit 14 preferably executes the third shift suppression control in parallel with the first shift suppression control. For example, in the second mode, instead of the third shift suppression control, the control unit 14 controls the transmission 20 to suppress the downshift, and then causes the transmission 20 to release the suppression of the downshift. is executed to control the fourth shift suppression control. In the second mode, the control unit 14 preferably executes the fourth shift suppression control in parallel with the first shift suppression control. The fourth shift suppression control differs from the third shift suppression control in the control for releasing the suppression of downshifting.

In the second mode, the control unit 14 controls the transmission 20 so as to release the suppression of downshifting according to the running information about the running state of the human-powered vehicle A. The travel information used as the condition for releasing the suppression of the downshift includes torque. In one example, the control unit 14 controls the transmission 20 to release suppression of the downshift when the torque becomes equal to or greater than a second torque, which is larger than the first torque, in the second mode. The second torque is 100 Nm or more. In this embodiment, the second torque is 100 Nm. The second torque may be included in a range of 70 Nm or more and less than 100 Nm. The second torque may be stored in the storage unit 16 so as to be changeable by the passenger.

The second automatic shift control executed by the control device 12 will be described with reference to FIG.
The control unit 14 executes the second automatic shift control, for example, according to the following process. In steps S71 to S75, the control unit 14 performs substantially the same processing as steps S11 to S15 shown in FIG. In step S76, the control unit 14 determines whether or not the current gear ratio of the manpower-driven vehicle A is the specified gear ratio. When the control unit 14 determines in step S76 that the current gear ratio of the manpower-driven vehicle A is the designated gear ratio, the process returns to step S71. Specifically, when the control unit 14 determines that the current gear ratio of the manpowered vehicle A is the designated gear ratio, the control unit 14 controls the transmission 20 so that the gear ratio of the manpowered vehicle A is maintained at the designated gear ratio or more. to control. When the control unit 14 determines in step S76 that the current gear ratio of the manpower-driven vehicle A is not the designated gear ratio, the process proceeds to step S77. The control unit 14 controls the transmission 20 so that the gear ratio of the manpowered vehicle A becomes smaller in step S77. After the above processing, the processing from step S71 to step S77 is completed. For example, while the human-powered vehicle A is running in the second mode, the control unit 14 repeatedly executes the second automatic transmission control including the processes from step S71 to step S77.

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

The fourth shift suppression control executed by the control device 12 will be described with reference to FIG. 12 .
The control unit 14 executes the fourth shift suppression control according to the following processing, for example. In steps S91 to S93, the control section 14 performs substantially the same processing as in steps S61 to S63 shown in FIG. In step S94, the control unit 14 determines whether or not the torque is greater than or equal to the second torque. When the control unit 14 determines in step S94 that the torque is less than the second torque, the process proceeds to step S95. When the control unit 14 determines in step S94 that the torque is equal to or greater than the second torque, the process proceeds to step S96. In steps S95 to S98, the control unit 14 performs substantially the same processing as steps S65 to S68 shown in FIG.

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

<Modification>
The descriptions of the above embodiments are examples of possible forms of the control device and transmission system according to the present invention, and are not intended to limit the forms. A control device and a transmission system according to the present invention can take a form in which, for example, modifications of the above-described embodiments shown below and at least two modifications not contradicting each other are combined. In the modifications below, the same reference numerals as in each embodiment are given to the parts that are common to each embodiment, and the description thereof will be omitted.

- The control content of the control part 14 can be changed arbitrarily. In the first example, the control unit 14 controls the transmission 20 so as to suppress upshifts and downshifts in a predetermined state in which the vehicle speed of the human-powered vehicle A is within a predetermined speed range. In this case, the control unit 14 controls the transmission 20 according to the running information about the running state of the manpower-driven vehicle A so as to release the suppression of the upshift and the downshift. In the second example, the control unit 14 controls the transmission 20 to suppress upshifting in a predetermined state in which the vehicle speed of the human-powered vehicle A is within a predetermined speed range. In this case, the control unit 14 controls the transmission 20 according to the running information about the running state of the manpower-driven vehicle A so as to release the suppression of the upshift.

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

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

DESCRIPTION OF SYMBOLS 10... Transmission system, 12... Control apparatus, 14... Control part, 20... Transmission apparatus, A... Human-powered vehicle, C... Crank, TH... Threshold, TH2... 2nd threshold (threshold).

Claims (18)

Equipped with a control unit that controls the transmission of the human-powered vehicle according to the transmission conditions,
The control unit
When the vehicle speed of the manpowered vehicle changes from a state in which the vehicle speed is outside a predetermined speed range to a predetermined state in which the vehicle speed is in the predetermined speed range, downshifting in which the gear ratio of the manpowered vehicle is reduced is suppressed. to control the transmission to
A control device that controls the transmission to release suppression of the downshift according to running information about a running state of the manpower-driven vehicle. 2. The control device according to claim 1, wherein said travel information includes at least one of cadence, torque acting on a crank of said manpowered vehicle, said vehicle speed, acceleration, and power. The travel information includes the vehicle speed,
3. The control device according to claim 2, wherein said control unit controls said transmission to release suppression of said downshift when said vehicle speed is out of said predetermined speed range. The running information includes the cadence,
4. The control device according to claim 2, wherein said control unit controls said transmission device so as to release suppression of said downshift when said cadence is equal to or greater than a predetermined cadence. 5. The control device according to claim 4, wherein said predetermined cadence is set based on said downshift threshold that defines said shift condition. the running information includes the torque;
The control device according to any one of claims 2 to 5, wherein the control unit controls the transmission to release suppression of the downshift when the torque becomes equal to or greater than a first torque. The running state further includes the acceleration,
7. The control device according to claim 6, wherein said control unit controls said transmission device to suppress said downshift regardless of said torque if said acceleration is equal to or greater than a predetermined acceleration. The control device according to claim 6 or 7, wherein said first torque is within a range of 70 Nm or more and less than 100 Nm. In the predetermined state, the control unit controls the transmission so as to suppress the downshift even when a load due to the standing still of a passenger riding in the manpowered vehicle is input to the manpowered vehicle. 9. A control device according to any one of claims 6 to 8, for controlling. The control unit
including a first mode and a second mode different from the first mode;
in the first mode, when the torque becomes equal to or greater than the first torque, controlling the transmission to release suppression of the shift downshift;
10. The transmission device according to any one of claims 6 to 9, wherein, in the second mode, when the torque becomes equal to or greater than a second torque that is larger than the first torque, the transmission is controlled to release suppression of the shift downshift. A control device according to any one of the preceding paragraphs. The control device according to claim 10, wherein said second torque is 100 Nm or more. The control unit
controlling the transmission so that when the vehicle speed changes so as to reach the predetermined state, the transmission gear ratio of the human-powered vehicle becomes a designated transmission gear ratio;
12. The control device according to claim 10, wherein in said second mode, said transmission is controlled so that the gear ratio of said human-powered vehicle is maintained equal to or higher than said specified gear ratio. 12. The controller according to any one of claims 1 to 11, wherein when the vehicle speed changes so as to bring about the predetermined state, the control unit controls the transmission so that the gear ratio of the human-powered vehicle becomes a designated gear ratio. The control device according to . 14. The control according to claim 12 or 13, wherein said control unit controls said transmission so that when said vehicle speed decreases so as to attain said predetermined state, said gear ratio of said human-powered vehicle becomes said designated gear ratio. Device. The control device according to any one of claims 1 to 14, wherein the predetermined speed range includes a speed range below a predetermined speed. 16. The control device according to any one of claims 1 to 15, wherein, in said predetermined state, said control unit controls said transmission device so as to permit an upshifting shift in which a gear ratio of said human-powered vehicle increases. . 17. The control device according to claim 16, wherein said control unit controls said transmission so as to always permit said upshift. a control device according to any one of claims 1 to 17;
a transmission system comprising: the transmission;

Images