JP7483504B2 - Control device for human-powered vehicles - Google Patents

Description

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

For example, the control device for a human-powered vehicle disclosed in Patent Document 1 controls a transmission that changes the gear ratio of the human-powered vehicle. The control device for a human-powered vehicle in Patent Document 1 controls the transmission according to the rotational speed of the crankshaft.

JP 2013-47085 A

One of the objectives of the present invention is to provide a control device for a human-powered vehicle that can optimally control the transmission.

A control device according to a first aspect of the present invention is a control device for a human-powered vehicle and includes a control unit that controls a transmission that changes a gear ratio, which is the ratio of the rotational speed of the wheels to the rotational speed of the crankshaft of the human-powered vehicle, and the control unit controls the transmission to change the gear ratio in accordance with at least one of the running state of the human-powered vehicle and the running environment of the human-powered vehicle, and controls the transmission so that the change in the gear ratio is suppressed when the amount of change in a parameter input to the human-powered vehicle is greater than or equal to a predetermined value.
According to the control device of the first aspect described above, when the amount of change in the parameter is equal to or greater than a predetermined value, the change in the gear ratio can be suppressed, thereby making it possible to suitably control the transmission.

In the control device of a second aspect according to the first aspect, the parameters include a parameter related to a rotational motion of the crankshaft.
According to the control device of the second aspect described above, when the amount of change in the parameter related to the rotational motion of the crankshaft is equal to or greater than a predetermined value, the change in the gear ratio can be suppressed.

In the control device of a third aspect according to the second aspect, the amount of change in the parameter includes an amount of decrease in the parameter, and when the amount of decrease is equal to or greater than a predetermined value, the control unit controls the transmission so that changes that would increase the gear ratio are suppressed.
According to the control device of the third aspect described above, when the amount of decrease in the parameter is equal to or greater than a predetermined value, a change that would result in an increase in the gear ratio can be suppressed.

In the control device of a fourth aspect according to the first aspect, the parameters include a first parameter related to the rotational speed of the crankshaft, and the control unit controls the transmission so that a change in the gear ratio is suppressed when an amount of change in the first parameter is greater than or equal to a first predetermined value.
According to the control device of the fourth aspect described above, when the amount of change in the first parameter related to the rotation speed of the crankshaft is equal to or greater than the first predetermined value, the change in the gear ratio can be suppressed.

In the control device of a fifth aspect according to the fourth aspect, the control unit controls the transmission so that a change in the gear ratio is suppressed when the rotational speed of the crankshaft increases and then decreases, and when the value of the first parameter increases and then decreases by an amount equal to or greater than the first predetermined value.
According to the control device of the fifth aspect, when the rotational speed of the crankshaft increases and then decreases, and when the value of the first parameter increases and then decreases by an amount equal to or greater than a first predetermined value, the change in the gear ratio can be suppressed.

In the control device of a sixth aspect according to the fourth or fifth aspect, the control unit controls the transmission so that a change in the gear ratio is suppressed when the amount of change in the first parameter is equal to or greater than the first predetermined value, and when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft is equal to or less than a first acceleration.
According to the control device of the sixth aspect, when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft is equal to or less than the first acceleration, the change in the gear ratio can be suppressed.

In the control device of a seventh aspect according to any one of the fourth to sixth aspects, the control unit controls the transmission so that a change in the gear ratio is suppressed when the amount of change in the first parameter is equal to or greater than the first predetermined value and when the human-powered driving force input to the human-powered vehicle is equal to or greater than a predetermined driving force.
According to the control device of the seventh aspect described above, when the human-powered driving force input to the human-powered vehicle is equal to or greater than a predetermined driving force, the change in the gear ratio can be suppressed.

In the control device of an eighth aspect according to any one of the fourth to seventh aspects, the control unit controls the transmission so that changes that increase the gear ratio are suppressed when the change amount of the first parameter is equal to or greater than the first predetermined value.
According to the control device of the eighth aspect described above, when the amount of change in the first parameter is equal to or greater than a first predetermined value, the transmission is controlled to suppress changes that would increase the gear ratio, thereby suppressing an increase in the rider's load.

In the control device of a ninth aspect according to any one of the first to eighth aspects, the parameters include a second parameter related to a manual driving force input to the crankshaft, and the control unit controls the transmission so that a change in the gear ratio is suppressed when an amount of change in the second parameter is equal to or greater than a second predetermined value.
According to the control device of the ninth aspect described above, when the amount of change in the second parameter related to the manual driving force input to the crankshaft is equal to or greater than the second predetermined value, the change in the gear ratio can be suppressed.

In the control device of a tenth aspect according to the ninth aspect, the control unit controls the transmission so that a change in the gear ratio is suppressed when an amount of decrease in the second parameter is equal to or greater than the second predetermined value.
According to the control device of the tenth aspect, when the amount of decrease in the second parameter is equal to or greater than the second predetermined value, the change in the gear ratio can be suppressed.

In the control device of an eleventh aspect according to the tenth aspect, the control unit controls the transmission so that a change that increases the gear ratio is suppressed when the amount of decrease of the second parameter is equal to or greater than the second predetermined value.
According to the control device of the eleventh aspect described above, when the amount of decrease in the second parameter is equal to or greater than the second predetermined value, a change that would result in an increase in the gear ratio can be suppressed.

In the control device of a twelfth aspect according to any one of the ninth to eleventh aspects, the control unit controls the transmission so that the gear ratio is changed when the increase in the second parameter is equal to or greater than a third predetermined value.
According to the control device of the twelfth aspect, when the increase amount of the second parameter is equal to or greater than the third predetermined value, the gear ratio can be changed .

In the control device of a thirteenth aspect according to the twelfth aspect, the control unit controls the transmission so that the gear ratio is changed when the increase in the second parameter is equal to or greater than the third predetermined value and when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft is equal to or less than a second acceleration.
According to the control device of the thirteenth aspect, when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft is equal to or less than the second acceleration, the gear ratio can be changed .

In the control device of a fourteenth aspect according to the twelfth or thirteenth aspect, the control unit controls the transmission so that the gear ratio becomes smaller when an increase in the second parameter is equal to or greater than the third predetermined value.
According to the control device of the fourteenth aspect, when the amount of increase in the second parameter is equal to or greater than the third predetermined value, the gear ratio can be reduced.

In the control device of a fifteenth aspect according to the fourteenth aspect, when the increase amount of the second parameter is equal to or greater than the third predetermined value, the control unit controls the transmission so that the gear ratio becomes smaller in accordance with a road gradient of a road on which the human-powered vehicle is traveling.
According to the control device of the fifteenth aspect, the gear ratio can be reduced in accordance with the gradient of the road on which the human-powered vehicle is traveling.

In the control device of a sixteenth aspect according to any one of the ninth to fifteenth aspects, the second parameter includes a level value defined according to a magnitude of the manual driving force.
According to the control device of the sixteenth aspect, the transmission can be controlled in accordance with a level value that is defined in accordance with the magnitude of the manual driving force.

In the control device of a seventeenth aspect according to any one of the first to sixteenth aspects, the control unit controls the transmission to change the gear ratio when a gear shift parameter relating to at least one of the driving state of the human-powered vehicle and the driving environment of the human-powered vehicle goes from within a first range to outside the first range, and controls the transmission to suppress the change in the gear ratio when the gear shift parameter is outside the first range and an amount of change in the parameter is equal to or greater than a predetermined value.
According to the control device of the seventeenth aspect, when the gear shift parameter is outside the first range and the amount of change in the parameter is equal to or greater than a predetermined value, the change in the gear ratio can be suppressed.

In the control device of an 18th aspect according to the 17th aspect, the control unit controls the transmission to change the gear ratio when the gear shift parameter is outside a first range a predetermined number of times or more within a first predetermined period and the amount of change in the parameter is less than the predetermined value.
According to the control device of the eighteenth aspect, when the shift parameter is outside the first range a predetermined number of times or more within a first predetermined period and the amount of change in the parameter is less than a predetermined value, the shift ratio can be changed.

In the control device of a 19th aspect according to the 18th aspect, the control unit controls the transmission so that a change in the gear ratio is suppressed when the gear shift parameter is outside the first range more than the specified number of times within the first specified period and the amount of change in the parameter is greater than or equal to the specified value.
According to the control device of the nineteenth aspect, if the gear shift parameter is outside the first range a predetermined number of times or more within a first predetermined period and the amount of change in the parameter is greater than or equal to a predetermined value, the change in the gear ratio can be suppressed.

In the control device of a twentieth aspect according to any one of the seventeenth to nineteenth aspects, the gear shift parameter relates to a rotation speed of the crankshaft.
According to the control device of the twentieth aspect, the transmission can be controlled in accordance with a speed change parameter related to the rotational speed of the crankshaft.

In the control device of a 21st aspect according to any one of the first to 20th aspects, the control unit releases the suppression of changes in the gear ratio when a second predetermined period has elapsed in a control state in which the transmission is controlled so as to suppress changes in the gear ratio.
According to the control device of the twenty-first aspect described above, in a control state in which the transmission is controlled so as to suppress changes in the gear ratio, when the second predetermined period has elapsed, the suppression of changes in the gear ratio can be released.

In the control device of a 22nd aspect according to any one of the first to 21st aspects, the control unit, in a control state in which the transmission is controlled so as to suppress changes in the gear ratio, releases the suppression of changes in the gear ratio when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft becomes equal to or greater than a third acceleration.
According to the control device of the twenty-second aspect, when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft becomes equal to or greater than the third acceleration, the restriction on the change in the gear ratio can be released.

The control device for a human-powered vehicle disclosed herein can effectively control the transmission.

1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. 1 is a block diagram showing an electrical configuration of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment; 3 is a flowchart of a process executed by the control unit of FIG. 2 to control the transmission. 3 is a flowchart of a process executed by the control unit of FIG. 2 to control the transmission so as to change the gear ratio. 10 is a flowchart of a process executed by a control unit in a second embodiment to control a transmission. 10 is a flowchart of a process executed by a control unit according to a second embodiment to control a transmission so as to change a gear ratio.

First Embodiment
A control device 50 for a human-powered vehicle according to a first embodiment will be described with reference to Figs. 1 to 4. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least a human-powered driving force H. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbents. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes, for example, one-wheeled vehicles and vehicles with three or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be driven only by the human-powered driving force H. The human-powered vehicle 10 includes an E-bike that uses not only the human-powered driving force H but also the driving force of an electric motor for propulsion. The E-bike includes an electrically assisted bicycle whose propulsion is assisted by an electric motor. In the following embodiment, the human-powered vehicle 10 will be described as a bicycle.

The human-powered vehicle 10 includes a crank 12 to which a human-powered driving force H is input. The human-powered vehicle 10 further includes wheels 14 and a vehicle body 16. The wheels 14 include a rear wheel 14A and a front wheel 14B. The vehicle body 16 includes a frame 18. The crank 12 includes a crank shaft 12A that can rotate relative to the frame 18, and a pair of crank arms 12B that are respectively provided at the axial ends of the crank shaft 12A. A pair of pedals 20 are respectively connected to each crank arm 12B. The rear wheel 14A is driven by the rotation of the crank 12. The rear wheel 14A is supported by the frame 18. The crank 12 is connected to the rear wheel 14A by a drive mechanism 22. The drive mechanism 22 includes a first rotating body 24 that is connected to the crank shaft 12A. The crankshaft 12A may be connected to the first rotating body 24 so as to rotate integrally with it, or may be connected via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 24 forward when the crank 12 rotates forward, and to allow relative rotation between the crank 12 and the first rotating body 24 when the crank 12 rotates backward. The first rotating body 24 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 22 further includes a second rotating body 26 and a connecting member 28. The connecting member 28 transmits the rotational force of the first rotating body 24 to the second rotating body 26. The connecting member 28 includes, for example, a chain, a belt, or a shaft.

The second rotating body 26 is connected to the rear wheel 14A. The second rotating body 26 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 26 and the rear wheel 14A. The second one-way clutch is configured to rotate the rear wheel 14A forward when the second rotating body 26 rotates forward, and to allow relative rotation between the second rotating body 26 and the rear wheel 14A when the second rotating body 26 rotates backward.

A front wheel 14B is attached to the frame 18 via a front fork 30. A handlebar 34 is connected to the front fork 30 via a stem 32. In this embodiment, the rear wheel 14A is connected to the crank 12 by the drive mechanism 22, but at least one of the rear wheel 14A and the front wheel 14B may be connected to the crank 12 by the drive mechanism 22.

The human-powered vehicle 10 includes a transmission 36. The transmission 36 changes a transmission ratio R, which is the ratio of the rotation speed W of the wheels 14 of the human-powered vehicle 10 to the rotation speed C of the crankshaft 12A of the human-powered vehicle 10. The transmission ratio R is the ratio of the rotation speed W of the drive wheel to the rotation speed C of the crankshaft 12A. In this embodiment, the drive wheel is the rear wheel 14A. The transmission 36 includes at least one of a front derailleur, a rear derailleur, and an internal gearbox, for example. When the transmission 36 includes an internal gearbox, the internal gearbox is provided, for example, in the hub of the rear wheel 14A. The transmission 36 is configured to be operated by an actuator 38. The actuator 38 includes an electric actuator. The actuator 38 includes, for example, an electric motor.

The control device 50 includes a control unit 52. The control unit 52 includes a processor that executes a predetermined control program. The processor includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The processor may be provided in a plurality of locations that are separate from one another. The control unit 52 may include one or a plurality of microcomputers. Preferably, the control device 50 further includes a memory unit 54. The memory unit 54 stores various control programs and information used in various control processes. The memory unit 54 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random access memory).

Preferably, the human-powered vehicle 10 includes a crank rotation sensor 42. The crank rotation sensor 42 is configured to detect information corresponding to the rotation speed C of the crankshaft 12A. The crank rotation sensor 42 is provided, for example, on the frame 18 of the human-powered vehicle 10. The crank rotation sensor 42 includes a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 12A, a member that rotates in conjunction with the crankshaft 12A, or a power transmission path between the crankshaft 12A and the first rotating body 24. The crank rotation sensor 42 outputs a signal corresponding to the rotation speed C of the crankshaft 12A. The magnet may be provided on a member that rotates integrally with the crankshaft 12A in the power transmission path of the human-powered driving force H from the crankshaft 12A to the first rotating body 24. For example, the magnet may be provided on the first rotor 24 when the first one-way clutch is not provided between the crankshaft 12A and the first rotor 24. The crank rotation sensor 42 may include an optical sensor, an acceleration sensor, a gyro sensor, or a torque sensor instead of a magnetic sensor. The crank rotation sensor 42 is connected to the control unit 52 via a wireless communication device or an electric cable. Preferably, the crank rotation sensor 42 is configured to output a predetermined number of detection signals during one rotation of the crank 12. The predetermined number is, for example, 2 or more. Preferably, the predetermined number is 4 or more. The predetermined number is preferably a multiple of 4. Preferably, the predetermined number is 8, 12, or 16. The crank rotation sensor 42 may be configured to include a vehicle speed sensor. When the crank rotation sensor 42 includes a vehicle speed sensor, for example, the control unit 52 is configured to calculate the rotation speed C of the crankshaft 12A according to the vehicle speed detected by the vehicle speed sensor and the gear ratio R.

Preferably, the human-powered vehicle 10 includes a torque sensor 44. The torque sensor 44 is configured to output a signal corresponding to the torque applied to the crank 12 by the human-powered driving force H. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor 44 is preferably provided upstream of the first one-way clutch in the power transmission path. The torque sensor 44 includes a strain sensor, a magnetostrictive sensor, or a pressure sensor. The strain sensor includes a strain gauge. The torque sensor 44 is provided in the power transmission path or in a member included in the power transmission path or in the vicinity of a member included in the power transmission path. The member included in the power transmission path is, for example, the crankshaft 12A, a member that transmits the human-powered driving force H between the crankshaft 12A and the first rotating body 24, the crank arm 12B, or the pedal 20. The torque sensor 44 is connected to the control unit 52 via a wireless communication device or an electric cable. The torque sensor 44 may have any configuration as long as it can acquire information about the human driving force H, and may include, for example, a sensor that detects the pressure applied to the pedal 20 or a sensor that detects the tension of the chain.

Preferably, the human-powered vehicle 10 includes a vehicle speed sensor 46. The vehicle speed sensor 46 is configured to detect information corresponding to the rotation speed W of the wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 46 is configured to detect, for example, a magnet provided on the wheel 14 of the human-powered vehicle 10. The vehicle speed sensor 46 outputs a signal corresponding to the rotation speed W of the wheel 14. The control unit 52 can calculate the vehicle speed V of the human-powered vehicle 10 based on the rotation speed W of the wheel 14 and information related to the circumference of the wheel 14. Information related to the circumference of the wheel 14 is stored in the memory unit 54. The vehicle speed sensor 46 includes, for example, a magnetic reed constituting a reed switch, or a Hall element. The vehicle speed sensor 46 is not limited to a configuration that detects a magnet provided on the wheel 14, and may be configured to include, for example, an optical sensor. The vehicle speed sensor 46 is connected to the control unit 52 via a wireless communication device or an electric cable. Preferably, the vehicle speed sensor 46 is configured to output a predetermined number of detection signals, for example, during one rotation of the wheel 14. In this embodiment, the vehicle speed sensor 46 is configured so that the reed switch detects the magnet two or more times when the wheel 14 rotates once.

The vehicle speed sensor 46 detects at least one of the rotation speed of the rear wheel 14A and the rotation speed of the front wheel 14B. Preferably, the vehicle speed sensor 46 includes a vehicle speed sensor 46 that detects the rotation speed of the rear wheel 14A and a vehicle speed sensor 46 that detects the rotation speed of the front wheel 14B. When the vehicle speed sensor 46 detects the rotation speed of the rear wheel 14A, for example, the vehicle speed sensor 46 is attached to a chain stay of the frame 18 of the human-powered vehicle 10 and detects a magnet attached to the rear wheel 14A. When the vehicle speed sensor 46 detects the rotation speed of the front wheel 14B, for example, the vehicle speed sensor 46 is provided in the front fork 30 and detects a magnet attached to the front wheel 14B.

Preferably, the human-powered vehicle 10 includes an inclination angle detection unit 48. The inclination angle detection unit 48 is configured to detect a road gradient D of the road surface on which the human-powered vehicle 10 runs. The road gradient D can be detected by the inclination angle in the traveling direction of the human-powered vehicle 10. The road gradient D of the human-powered vehicle 10 corresponds to the inclination angle of the human-powered vehicle 10. An example of the inclination angle detection unit 48 is a gyro sensor or an acceleration sensor. In another example, the inclination angle detection unit 48 includes a GPS (Global Positioning System) receiving unit. The control unit 52 may calculate the inclination angle B of the road surface on which the human-powered vehicle 10 runs, according to the GPS information acquired by the GPS receiving unit and the road surface gradient included in the map information previously recorded in the memory unit 54. The inclination angle detection unit 48 is connected to the control unit 52 via a wireless communication device or an electric cable.

The control unit 52 controls the transmission 36 to change the gear ratio R depending on at least one of the driving state of the human-powered vehicle 10 and the driving environment of the human-powered vehicle 10.

In one example, the control unit 52 controls the transmission 36 to change the gear ratio R when a gear change parameter PS related to at least one of the running state of the human-powered vehicle 10 and the running environment of the human-powered vehicle 10 goes from within the first range W1 to outside the first range W1 . For example, the gear change parameter PS relates to the rotation speed C of the crankshaft 12A. Preferably, the gear change parameter PS is the rotation speed C of the crankshaft 12A. Instead of or in addition to the rotation speed C of the crankshaft 12A, the gear change parameter PS may be at least one of the human-powered driving force H, the vehicle speed V, and the road gradient D of the road on which the human-powered vehicle 10 is traveling.

The first range W1 is a range less than or equal to the first value PS1 and greater than or equal to the second value PS2. For example, when the shift parameter PS becomes greater than the first value PS1, the control unit 52 controls the transmission 36 so that the shift ratio R becomes greater. For example, when the shift parameter PS becomes smaller than the second value PS2, the control unit 52 controls the transmission 36 so that the shift ratio R becomes smaller. In this case, when the shift parameter PS is the rotation speed C of the crankshaft 12A, the rotation speed C of the crankshaft 12A is likely to be maintained within the first range W1.

The control unit 52 controls the transmission 36 so that changes in the gear ratio R are suppressed when the amount of change DP of the parameter P input to the human-powered vehicle 10 is equal to or greater than the predetermined value DX. The control unit 52 controls the transmission 36 so that changes in the gear ratio R are suppressed when the amount of change DP of the parameter P is equal to or greater than the predetermined value DX, for example, by making the first range W1 when the amount of change DP of the parameter P is equal to or greater than the predetermined value DX different from the first range W1 when the amount of change DP of the parameter P is smaller than the predetermined value DX.

Preferably, when the shift parameter PS is outside the first range W1 and the change amount DP of the parameter P is equal to or greater than a predetermined value DX, the control unit 52 controls the transmission 36 to suppress changes in the shift ratio R. For example, when the shift parameter PS is outside the first range W1 a predetermined number of times or more within the first predetermined period T1 and the change amount DP of the parameter P is less than the predetermined value DX, the control unit 52 controls the transmission 36 to change the shift ratio R. When the shift parameter PS is outside the first range W1 a predetermined number of times or more within the first predetermined period T1 and the change amount of the parameter P is equal to or greater than the predetermined value DX, the control unit 52 controls the transmission 36 to suppress changes in the shift ratio R.

Preferably, the parameter P includes a parameter related to the rotational motion of the crankshaft 12A. The parameter related to the rotational motion of the crankshaft 12A includes at least one of the rotational speed C of the crankshaft 12A and the torque in the rotational direction of the crankshaft 12A. The torque in the rotational direction of the crankshaft 12A includes the manual driving force H. In this embodiment, the parameter related to the rotational motion of the crankshaft 12A includes the rotational speed C of the crankshaft 12A.

The amount of change DP of the parameter P includes a decrease amount DXA of the parameter P, and when the decrease amount DXA is equal to or greater than a predetermined value DX, the control unit 52 controls the transmission 36 to suppress a change that would increase the gear ratio R. When the parameter related to the rotational motion of the crankshaft 12A is the rotational speed C of the crankshaft 12A, the decrease amount DXA is, for example, 20 rpm.

For example, the parameter P includes a first parameter P1 related to the rotation speed C of the crankshaft 12A, and the control unit 52 controls the transmission 36 to suppress a change in the gear ratio R when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X. Preferably, the first parameter P1 is the rotation speed C of the crankshaft 12A. Preferably, the control unit 52 controls the transmission 36 to suppress a change that would increase the gear ratio R when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X.

In this embodiment, the change amount D1 of the first parameter P1 includes a descent amount DXA in the case where the rotation speed C of the crankshaft 12A increases and then decreases, and the value of the first parameter P1 increases and then decreases. Preferably, the control unit 52 controls the transmission 36 so that the change in the gear ratio R is suppressed when the descent amount DXA in the case where the rotation speed C of the crankshaft 12A increases and then decreases, and the value of the first parameter P1 increases and then decreases, is equal to or greater than a first predetermined value D1X. For example, when the rotation speed C of the crankshaft 12A increases and then decreases in a predetermined period TX, the control unit 52 determines that the rotation speed C of the crankshaft 12A increases and then decreases. For example, when the human-powered vehicle 10 goes over a step, the descent amount DXA in the case where the rotation speed C of the crankshaft 12A increases and then decreases in a predetermined period TX, and the rotation speed C of the crankshaft 12A increases and then decreases, is equal to or greater than the first predetermined value D1X. The control unit 52 suppresses changes to the gear ratio R when the rotation speed C of the crankshaft 12A increases and then decreases during a predetermined period TX, and when the amount of descent DXA when the rotation speed C of the crankshaft 12A increases and then decreases is equal to or greater than a first predetermined value D1X, thereby suppressing changes to the gear ratio R when the human-powered vehicle 10 goes over a step, etc.

Preferably, the control unit 52 controls the transmission 36 to suppress a change in the gear ratio R when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X, and when at least one of the acceleration A1 in the traveling direction of the human-powered vehicle 10 and the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than a first acceleration AX. The control unit 52 calculates the acceleration A1 in the traveling direction of the human-powered vehicle 10 according to, for example, the output of the vehicle speed sensor 46 or the acceleration sensor. The control unit 52 calculates the acceleration A2 in the rotational direction of the crankshaft 12A according to, for example, the rotational speed C of the crankshaft 12A.

In the first example, the control unit 52 controls the transmission 36 to suppress a change in the gear ratio R when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X, when the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or less than a first acceleration A1X, and when the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than a first acceleration A2X. Preferably, the first acceleration A1X is a value of 0 or near 0. Preferably, the first acceleration A2X is a value of 0 or near 0.

In the second example, the control unit 52 controls the transmission 36 to suppress changes in the gear ratio R in both cases where the change amount D1 of the first parameter P1 is equal to or greater than the first predetermined value D1X and the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or less than the first acceleration A1X, and where the change amount D1 of the first parameter P1 is equal to or greater than the first predetermined value D1X and the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than the first acceleration A2X.

In the third example, the control unit 52 controls the transmission 36 to suppress changes in the gear ratio R when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X and when the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or less than the first acceleration A1X.

In the fourth example, the control unit 52 controls the transmission 36 to suppress changes in the gear ratio R when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X and when the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than a first acceleration A2X.

Preferably, when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X, and when the human-powered driving force H input to the human-powered vehicle 10 is equal to or greater than a predetermined driving force HX, the control unit 52 controls the transmission 36 to suppress changes in the gear ratio R. The predetermined driving force HX is, for example, a value equal to or greater than 25 Nm and less than 80 Nm. More specifically, the predetermined driving force HX is, for example, a value equal to or greater than 40 Nm and less than 65 Nm.

Preferably, when the control unit 52 has elapsed a second predetermined period T2 in a control state in which the transmission 36 is controlled so that changes to the gear ratio R are suppressed, the control unit 52 releases the suppression of changes to the gear ratio R. The second predetermined period T2 is, for example, 0.1 seconds or more and 10 seconds or less. The second predetermined period T2 is, for example, 5 seconds. The second predetermined period T2 may be 1 second or 7 seconds. The second predetermined period T2 may be determined by the rotation angle of the crankshaft 12A.

Preferably, in a control state in which the control unit 52 controls the transmission 36 so as to suppress changes in the gear ratio R, when at least one of the acceleration A1 in the traveling direction of the human-powered vehicle 10 and the acceleration A2 in the rotational direction of the crankshaft 12A becomes equal to or greater than the third acceleration A1Z, the control unit 52 releases the suppression of changes in the gear ratio R. For example, in a control state in which the control unit 52 controls the transmission 36 so as to suppress changes in the gear ratio R, when the acceleration A1 in the traveling direction of the human-powered vehicle 10 becomes equal to or greater than the third acceleration A1Z, the control unit 52 releases the suppression of changes in the gear ratio R. For example, in a control state in which the control unit 52 controls the transmission 36 so as to suppress changes in the gear ratio R, when the acceleration A2 in the rotational direction of the crankshaft 12A becomes equal to or greater than the third acceleration A2Z, the control unit 52 releases the suppression of changes in the gear ratio R. Preferably, in a control state in which the transmission 36 is controlled so that changes to the gear ratio R are suppressed, the control unit 52 releases the suppression of changes to the gear ratio R when the acceleration A1 in the traveling direction of the human-powered vehicle 10 becomes equal to or greater than the third acceleration A1Z, and when the acceleration A2 in the rotational direction of the crankshaft 12A becomes equal to or greater than the third acceleration A2Z. Preferably, the third acceleration A1Z is a value greater than 0. Preferably, the third acceleration A2Z is a value greater than 0.

The process of controlling the transmission 36 will be described with reference to FIG. 3. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in FIG. 3. When the flowchart in FIG. 3 ends, the control unit 52 repeats the process from step S11 after a predetermined period until the supply of power is stopped.

In step S11, the control unit 52 determines whether the shift parameter PS is greater than the first value PS1. If the shift parameter PS is greater than the first value PS1, the control unit 52 proceeds to step S12. In step S12, the control unit 52 determines whether the shift parameter PS is outside the first range W1 a predetermined number of times or more within the first predetermined period T1. Specifically, in step S12, the control unit 52 determines whether the number of times the shift parameter PS is determined to be greater than the first value PS1 within the first predetermined period T1 is a predetermined number of times or more. If the number of times the shift parameter PS is determined to be greater than the first value PS1 within the first predetermined period T1 is not a predetermined number of times or more, the control unit 52 ends the process. If the number of times the shift parameter PS is determined to be greater than the first value PS1 within the first predetermined period T1 is a predetermined number of times or more, the control unit 52 proceeds to step S13.

In step S13, the control unit 52 determines whether or not to suppress the change in the gear ratio R. For example, when a flag that suppresses the change in the gear ratio R is set, or when the control state of the transmission 36 is a control state that suppresses the change in the gear ratio R, the control unit 52 determines to suppress the change in the gear ratio R. If the control unit 52 suppresses the change in the gear ratio R, it ends the processing. If the control unit 52 suppresses the change in the gear ratio R in step S13, it ends the processing without changing the gear ratio R.

If the control unit 52 does not suppress the change in the gear ratio R in step S13, the control unit 52 proceeds to step S14. In step S14, the control unit 52 controls the transmission 36 to increase the gear ratio R, and ends the process.

If the control unit 52 determines in step S11 that the gear shift parameter PS is not greater than the first value PS1, the control unit 52 proceeds to step S15. In step S15, the control unit 52 determines whether the gear shift parameter PS is smaller than the second value PS2. If the gear shift parameter PS is not smaller than the second value PS2, the control unit 52 ends the process. If the gear shift parameter PS is smaller than the second value PS2, the control unit 52 proceeds to step S16. In step S16 , the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller, and ends the process.

The process of controlling the transmission 36 so as to suppress changes in the gear ratio R will be described with reference to FIG. 4. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S21 of the flowchart shown in FIG. 4. When the flowchart in FIG. 4 ends, the control unit 52 repeats the process from step S21 after a predetermined period until the supply of power is stopped.

In step S21, the control unit 52 determines whether the rotation speed C of the crankshaft 12A increases and then decreases. If the rotation speed C of the crankshaft 12A does not increase and then decrease, the control unit 52 ends the process. If the rotation speed C of the crankshaft 12A increases and then decreases, the control unit 52 proceeds to step S22.

In step S22, the control unit 52 determines whether the change amount D1 of the first parameter P1 is equal to or greater than the first predetermined value D1X. If the change amount D1 of the first parameter P1 is not equal to or greater than the first predetermined value D1X, the control unit 52 ends the process. If the change amount D1 of the first parameter P1 is equal to or greater than the first predetermined value D1X, the control unit 52 proceeds to step S23.

In step S23, the control unit 52 determines whether the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or less than the first acceleration A1X. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is not equal to or less than the first acceleration A1X, the control unit 52 ends the process. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or less than the first acceleration A1X, the control unit 52 proceeds to step S24.

In step S24, the control unit 52 determines whether the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than the first acceleration A2X. If the acceleration A2 in the rotational direction of the crankshaft 12A is not equal to or less than the first acceleration A2X, the control unit 52 ends the process. If the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than the first acceleration A2X, the control unit 52 proceeds to step S25.

In step S25, the control unit 52 determines whether the manual driving force H is equal to or greater than the predetermined driving force HX. If the manual driving force H is not equal to or greater than the predetermined driving force HX, the control unit 52 ends the process. If the manual driving force H is equal to or greater than the predetermined driving force HX, the control unit 52 proceeds to step S26.

In step S26, the control unit 52 suppresses the change in the gear ratio R, and the process proceeds to step S27. The control unit 52 suppresses the change in the gear ratio R, for example, by setting a flag that suppresses the change in the gear ratio R, or by changing the control state of the transmission 36 to a control state that suppresses the change in the gear ratio R.

In step S27, the control unit 52 determines whether the second predetermined period T2 has elapsed. If the second predetermined period T2 has elapsed, the control unit 52 proceeds to step S30. If the second predetermined period T2 has not elapsed, the control unit 52 proceeds to step S28.

In step S28, the control unit 52 determines whether the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the third acceleration A1Z. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the third acceleration A1Z, the control unit 52 proceeds to step S30. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is not equal to or greater than the third acceleration A1Z, the control unit 52 proceeds to step S29.

In step S29, the control unit 52 determines whether the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or greater than the third acceleration A2Z. If the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or greater than the third acceleration A2Z, the control unit 52 proceeds to step S30. If the acceleration A2 in the rotational direction of the crankshaft 12A is not equal to or greater than the third acceleration A2Z, the control unit 52 proceeds to step S27 and executes the determination process of step S27.

In step S30 , the control unit 52 releases the suppression of changes to the gear ratio R and ends the process. The control unit 52 releases the suppression of changes to the gear ratio R, for example, by releasing the flag that suppresses changes to the gear ratio R that was set in step S26 , or by returning the control state of the transmission 36 from the control state that suppresses changes to the gear ratio R to the original control state.

For example, when the human-powered vehicle 10 is traveling over a step and the front wheel 14B is lifted, at least one of the human-powered driving force H and the rotation speed C of the crankshaft 12A increases and then decreases. For example, when the human-powered vehicle 10 is traveling on a road where the slope changes suddenly, such as from an uphill slope to flat ground and then back to uphill, at least one of the human-powered driving force H and the rotation speed C of the crankshaft 12A increases and then decreases. When the change amount DP of the parameter P is equal to or greater than a predetermined value DX, the control unit 52 controls the transmission 36 so that the change in the gear ratio R is suppressed. Therefore, when the human-powered vehicle 10 is traveling over a step and when the human-powered vehicle 10 is traveling on a road where the slope changes suddenly, when the change amount DP of the parameter P is equal to or greater than the predetermined value DX, the change in the gear ratio R can be suppressed.

Second Embodiment
The control device 50 of the second embodiment will be described with reference to Figures 2, 3, 5, and 6. The control device 50 of the second embodiment executes the processes of Figures 3 and 5 instead of the process of Figure 3, and executes the process of Figure 6 instead of the process of Figure 4. Since the control device 50 of the second embodiment is similar to the control device 50 of the first embodiment except for the points related to the processes of Figures 5 and 6, the same reference numerals as in the first embodiment are used for the configurations common to the first embodiment, and duplicated explanations will be omitted.

In this embodiment, the parameter P includes a second parameter P2 related to the manual driving force H input to the crankshaft 12A, and the control unit 52 controls the transmission 36 to suppress changes in the gear ratio R when the amount of change in the second parameter P2 is equal to or greater than a second predetermined value D2X. Preferably, the second parameter P2 includes a level value L that is defined according to the magnitude of the manual driving force H.

Preferably, the control unit 52 controls the transmission 36 to suppress a change in the gear ratio R when the amount of decrease in the second parameter P2 is equal to or greater than the second predetermined value D2X. The control unit 52 controls the transmission 36 to suppress a change in the gear ratio R when the amount of decrease in the level value L is equal to or greater than the second predetermined value D2X. Preferably, the control unit 52 controls the transmission 36 to suppress a change to increase the gear ratio R when the amount of decrease in the second parameter P2 is equal to or greater than the second predetermined value D2X. The control unit 52 controls the transmission 36 to suppress a change to increase the gear ratio R when the amount of decrease in the level value L is equal to or greater than the second predetermined value D2X.

Preferably, the control unit 52 controls the transmission 36 to change the gear ratio R when the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y. The control unit 52 controls the transmission 36 to change the gear ratio R when the increase in the level value L is equal to or greater than the third predetermined value D2Y. Preferably, the control unit 52 controls the transmission 36 to reduce the gear ratio R when the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y. The control unit 52 controls the transmission 36 to reduce the gear ratio R when the increase in the level value L is equal to or greater than the third predetermined value D2Y.

Preferably, the control unit 52 controls the transmission 36 to change the gear ratio R when the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y and when at least one of the acceleration A1 in the traveling direction of the human-powered vehicle 10 and the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than the second acceleration AY. Preferably, the control unit 52 controls the transmission 36 to reduce the gear ratio R when the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y and when at least one of the acceleration A1 in the traveling direction of the human-powered vehicle 10 and the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than the second acceleration AY. For example, when the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y, the control unit 52 controls the transmission 36 to reduce the gear ratio R when the acceleration A1 in the traveling direction of the human-powered vehicle 10 becomes equal to or less than the second acceleration A1Y. For example, when the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y, the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller when the acceleration A2 in the rotational direction of the crankshaft 12A becomes equal to or less than the second acceleration A2Y. Preferably, when the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y, the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller in both cases where the acceleration A1 in the traveling direction of the human-powered vehicle 10 becomes equal to or less than the second acceleration A1Y and where the acceleration A2 in the rotational direction of the crankshaft 12A becomes equal to or less than the second acceleration A2Y. Preferably, the second acceleration A1Y is a value of 0 or near 0. Preferably, the second acceleration A2Y is a value of 0 or near 0.

Preferably, when the increase amount of the second parameter P2 is equal to or greater than the third predetermined value D2Y, the control unit 52 controls the transmission 36 so that the gear ratio R is reduced in accordance with the road gradient D of the road on which the human-powered vehicle 10 is traveling. For example, when the increase amount of the second parameter P2 is equal to or greater than the third predetermined value D2Y, the control unit 52 controls the transmission 36 so that the gear ratio R is reduced in accordance with the road gradient D when a gear shift condition related to the road gradient D is satisfied. The gear shift condition related to the road gradient D is set, for example, in accordance with the magnitude of the road gradient D. For example, the gear shift condition related to the road gradient D includes a gear shift condition when the road gradient D corresponds to an uphill slope, a gear shift condition when the road gradient D corresponds to a flat land, and a gear shift condition when the road gradient D corresponds to a downhill slope. The control unit 52 determines whether the gear shift condition related to the road gradient D is satisfied by the gear shift condition related to the road gradient D according to the road gradient D. The gear shift conditions related to the road gradient D include, for example, at least one of the magnitude of the manual driving force H, the amount of change per unit time of the manual driving force H, the amount of change per unit time of the vehicle speed V, and the amount of change per unit time of the rotational speed of the crankshaft 12A.

Table 1 shows an example of the relationship between each level value L and the manual driving force H. In Table 1, for example, the second predetermined value D2X is 2 or more. Preferably, the second predetermined value D2X is 3. When the second predetermined value D2X is 3, for example, when the level value L falls from the first level value L1 to the fourth level value L4 or less, the control unit 52 determines that the amount of decrease in the second parameter P2 is the second predetermined value D2X or more. In Table 1, for example, the third predetermined value D2Y is 2 or more. Preferably, the third predetermined value D2Y is 2. When the third predetermined value D2Y is 2, for example, when the level value L rises from the fifth level value L5 to the third level value L3 or more, the control unit 52 determines that the amount of increase in the second parameter P2 is the third predetermined value D2Y or more. The width of the range of the manual driving force H at each level value L may be different or the same.

The process of controlling the transmission 36 will be described with reference to Figures 3 and 5. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in Figure 3. When the flowchart of Figure 5 ends, the control unit 52 repeats the process from step S11 after a predetermined period until the supply of power is stopped.

In steps S11, S12, S13, S14, and S16, the control unit 52 executes the same processes as those in steps S11, S12, S13, S14, and S16 of Fig. 3. If the shift parameter PS is not smaller than the second value PS2 in step S15 of Fig. 3, the control unit 52 proceeds to step S31 of Fig. 5.

In step S31, the control unit 52 determines whether the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y. If the increase in the second parameter P2 is not equal to or greater than the third predetermined value D2Y, the control unit 52 ends the process. If the increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y, the control unit 52 proceeds to step S32.

In step S32, the control unit 52 determines whether the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or less than the second acceleration A1Y. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is not equal to or less than the second acceleration A1Y, the control unit 52 ends the process. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or less than the second acceleration A1Y, the control unit 52 proceeds to step S33.

In step S33, the control unit 52 determines whether the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than the second acceleration A2Y. If the acceleration A2 in the rotational direction of the crankshaft 12A is not equal to or less than the second acceleration A2Y, the control unit 52 ends the process. If the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or less than the second acceleration A2Y, the control unit 52 proceeds to step S34.

In step S34, the control unit 52 determines whether or not the gear shift condition for the road gradient D is satisfied. If the gear shift condition for the road gradient D is not satisfied, the control unit 52 ends the process. If the gear shift condition for the road gradient D is satisfied, the control unit 52 proceeds to step S35. In step S35, the control unit 52 controls the transmission 36 so that the gear ratio R becomes smaller, and ends the process.

The process of controlling the transmission 36 so as to suppress changes in the gear ratio R will be described with reference to FIG. 6. When power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S41 of the flowchart shown in FIG. 6. When the flowchart of FIG. 6 ends, the control unit 52 repeats the process from step S41 after a predetermined period until the supply of power is stopped.

In step S41, the control unit 52 determines whether the amount of decline in the second parameter P2 is equal to or greater than the second predetermined value D2X. If the amount of decline in the second parameter P2 is not equal to or greater than the second predetermined value D2X, the control unit 52 ends the process. If the amount of decline in the second parameter P2 is equal to or greater than the second predetermined value D2X, the control unit 52 proceeds to step S42.

In step S42, the control unit 52 suppresses the change in the gear ratio R, and proceeds to step S43. The control unit 52 suppresses the change in the gear ratio R, for example, by setting a flag that suppresses the change in the gear ratio R, or by changing the control state of the transmission 36 to a control state that suppresses the change in the gear ratio R.

In step S43, the control unit 52 determines whether the second predetermined period T2 has elapsed. If the second predetermined period T2 has elapsed, the control unit 52 proceeds to step S46. If the second predetermined period T2 has not elapsed, the control unit 52 proceeds to step S44.

In step S44, the control unit 52 determines whether the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the third acceleration A1Z. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is equal to or greater than the third acceleration A1Z, the control unit 52 proceeds to step S46. If the acceleration A1 in the traveling direction of the human-powered vehicle 10 is not equal to or greater than the third acceleration A1Z, the control unit 52 proceeds to step S45.

In step S45, the control unit 52 determines whether the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or greater than the third acceleration A2Z. If the acceleration A2 in the rotational direction of the crankshaft 12A is equal to or greater than the third acceleration A2Z, the control unit 52 proceeds to step S46. If the acceleration A2 in the rotational direction of the crankshaft 12A is not equal to or greater than the third acceleration A2Z, the control unit 52 proceeds to step S43 and executes the determination process of step S43.

In step S46, the control unit 52 releases the inhibition of changes to the gear ratio R and ends the process. The control unit 52 releases the inhibition of changes to the gear ratio R, for example, by releasing the flag that suppresses changes to the gear ratio R that was set in step S42, or by returning the control state of the transmission 36 from the control state that suppresses changes to the gear ratio R to the original control state.

When the amount of decrease in the level value L, which is determined according to the magnitude of the human-powered driving force H, is equal to or greater than the second predetermined value D2X, this occurs, for example, when the rider does not intend to accelerate the human-powered vehicle 10. The control unit 52 controls the transmission 36 so that changes to the gear ratio R are suppressed according to the level value L. This makes it possible to suppress changes to the gear ratio R when the rider does not intend to accelerate. The control unit 52 controls the transmission 36 so that changes to the gear ratio R are suppressed according to the level value L, making it possible to suppress changes to the gear ratio R using a level value L that closely reflects when the rider does not intend to accelerate.

When the amount of increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y, this occurs, for example, when the rider intends to accelerate the human-powered vehicle 10. When the amount of increase in the second parameter P2 is equal to or greater than the third predetermined value D2Y, the control unit 52 controls the transmission 36 so that the gear ratio R is changed. Therefore, the gear ratio R can be changed when the rider intends to accelerate.

<Modification>
The explanations of the embodiments are examples of forms that a control device for a human-powered vehicle according to the present disclosure can take, and are not intended to limit the forms. A control device for a human-powered vehicle according to the present disclosure can take forms, for example, modified versions of the embodiments shown below, or a combination of at least two mutually compatible modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as in the embodiments, and descriptions thereof are omitted.

The control unit 52 may control the transmission 36 so as to suppress changes that increase the gear ratio R by making the first value PS1A when the change amount DP of the parameter P is greater than or equal to a predetermined value DX larger than the first value PS1B when the change amount DP of the parameter P is smaller than the predetermined value DX.
The control unit 52 may control the transmission 36 so as to suppress changes that reduce the gear ratio R by making the second value PS2A when the change amount DP of the parameter P is greater than or equal to the predetermined value DX smaller than the second value PS2B when the change amount DP of the parameter P is smaller than the predetermined value DX.

The control unit 52 may control the transmission 36 so that the gear ratio R becomes smaller when the gear shift parameter PS becomes larger than the first value PS1, and may control the transmission 36 so that the gear ratio R becomes larger when the gear shift parameter PS becomes smaller than the second value PS2. In this case, the gear shift parameter PS is preferably a parameter that becomes larger as the rider's load increases. For example, the parameters that become larger as the rider's load increases include at least one of the human driving force H and the road gradient D.

- The control unit 52 may be configured not to control the transmission 36 so as to suppress changes in the gear ratio R during a predetermined period from when the human-powered vehicle 10 starts traveling, even if the amount of change in the second parameter P2 is equal to or greater than the second predetermined value D2X. Preferably, the control unit 52 controls the transmission 36 so as not to suppress changes that would increase the gear ratio R during a predetermined period from when the human-powered vehicle 10 starts traveling, even if the amount of change in the second parameter P2 is equal to or greater than the second predetermined value D2X.

In the first embodiment, the control unit 52 may execute the process of Fig. 6 of the second embodiment. In this case, in step S1-3 of the process of Fig. 3, if the change in the gear ratio R is suppressed by either step S26 of the process of Fig. 4 or step S42 of the process of Fig. 6, the control unit 52 determines that the change in the gear ratio R is suppressed.

- In the second embodiment, the control unit 52 may control the transmission 36 to suppress changes in the gear ratio R when the change amount D1 of the first parameter P1 is equal to or greater than a first predetermined value D1X and when the human-powered driving force H input to the human-powered vehicle 10 is equal to or greater than a predetermined driving force HX.

- In the second embodiment, when the human-powered vehicle 10 starts to travel, if the amount of decrease in the second parameter P2 is equal to or greater than the second predetermined value D2X until the fourth predetermined period T4 has elapsed since the human-powered vehicle 10 started to travel, the change in the gear ratio R may not be suppressed. The fourth predetermined period T4 is, for example, 5 seconds.

- In the second embodiment, when the human-powered vehicle 10 is equipped with a motor that assists the traveling of the human-powered vehicle 10, the motor output may be changed when the amount of decrease in the second parameter P2 is equal to or greater than a second predetermined value D2X. The motor output includes, for example, the responsiveness of the rate of decrease in the motor output relative to the rate of decrease in the human-powered driving force H. For example, when the amount of decrease in the second parameter P2 is equal to or greater than the second predetermined value D2X, the control unit 52 increases the responsiveness. The motor output may include an assist ratio, which is the ratio of the motor output to the human-powered driving force H. For example, when the amount of decrease in the second parameter P2 is equal to or greater than the second predetermined value D2X, the control unit 52 decreases the assist ratio.

- When the parameter P includes the road gradient D, for example, when the change in the road gradient D is equal to or greater than a predetermined gradient DA, the control unit 52 controls the transmission 36 so that the change in the gear ratio R is suppressed. Preferably, when the road gradient D corresponds to an uphill slope and the descent of the road gradient D is equal to or greater than a predetermined gradient DA, the control unit 52 controls the transmission 36 so that the change in the gear ratio R is suppressed. Preferably, when the road gradient D corresponds to an uphill slope and the descent of the road gradient D is equal to or greater than a predetermined gradient DA, the control unit 52 controls the transmission 36 so that the change in the gear ratio R is suppressed. The predetermined gradient DA is, for example, 10%. Specifically, when the human-powered vehicle 10 moves from a steep slope with an uphill gradient of 25% to a gentle slope with an uphill gradient of 10%, the control unit 52 controls the transmission 36 so that the change in the gear ratio R is suppressed. Specifically, when the human-powered vehicle 10 moves from a steep slope with an upward gradient of 40% to flat ground with an upward gradient of 0%, the control unit 52 controls the transmission 36 so that a change that would increase the gear ratio R is suppressed.

The control unit 52 may be configured to control the transmission 36 so that a change in the gear ratio R is suppressed in accordance with the inclination angle of the human-powered vehicle 10 instead of the road gradient D. Preferably, the inclination angle of the human-powered vehicle 10 includes the pitch angle of the human-powered vehicle 10. When the parameter P includes the pitch angle, for example, when the amount of change in the pitch angle is equal to or greater than a predetermined pitch angle, the control unit 52 controls the transmission 36 so that a change in the gear ratio R is suppressed. Preferably, when the pitch angle corresponds to an uphill slope and the amount of decrease in the pitch angle is equal to or greater than a predetermined pitch angle, the control unit 52 controls the transmission 36 so that a change that increases the gear ratio R is suppressed when the pitch angle corresponds to an uphill slope and the amount of decrease in the pitch angle is equal to or greater than a predetermined pitch angle. The predetermined pitch angle is, for example, 10 degrees. Specifically, when the human-powered vehicle 10 moves from a steep slope with an inclination angle of 20° to a gentle slope with an inclination angle of 5°, the control unit 52 controls the transmission 36 so that changes that would increase the gear ratio R are suppressed.

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

10... human-powered vehicle, 12A... crankshaft, 14... wheels, 36... transmission, 50... control device, 52... control unit.

Claims (22)

A control device for a human-powered vehicle,
a control unit that controls a transmission that changes a gear ratio, which is a ratio of a rotation speed of a wheel to a rotation speed of a crankshaft of the human-powered vehicle;
The control unit is
controlling the transmission to change the gear ratio in response to at least one of a running state of the human-powered vehicle and a running environment of the human-powered vehicle;
controlling the transmission so as to suppress a change in the gear ratio when a change amount of a parameter input to the human-powered vehicle is equal to or greater than a predetermined value;
the change amount of the parameter includes a decrease amount of the parameter,
The control unit controls the transmission so that a change in the gear ratio is suppressed when a decrease amount of the parameter is equal to or greater than a predetermined value. The control device according to claim 1, wherein the parameters include parameters related to the rotational motion of the crankshaft. 3. The control device according to claim 1 , wherein the control unit controls the transmission so that a change that increases the gear ratio is suppressed when an amount of decrease in the parameter is equal to or greater than a predetermined value. the parameters include a first parameter related to a rotation speed of the crankshaft;
The control device according to claim 1 , wherein the control unit controls the transmission so that a change in the gear ratio is suppressed when an amount of change in the first parameter is equal to or greater than a first predetermined value. The control device according to claim 4, wherein the control unit controls the transmission so that the change in the gear ratio is suppressed when the rotation speed of the crankshaft increases and then decreases, and when the amount of decrease in the value of the first parameter increases and then decreases is equal to or greater than the first predetermined value. The control device according to claim 4 or 5, wherein the control unit controls the transmission so that the change in the gear ratio is suppressed when the amount of change in the first parameter is equal to or greater than the first predetermined value, and when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft is equal to or less than a first acceleration. The control device according to any one of claims 4 to 6, wherein the control unit controls the transmission so that the change in the gear ratio is suppressed when the amount of change in the first parameter is equal to or greater than the first predetermined value and when the human-powered driving force input to the human-powered vehicle is equal to or greater than a predetermined driving force. The control device according to any one of claims 4 to 7, wherein the control unit controls the transmission so that a change that increases the gear ratio is suppressed when the amount of change in the first parameter is equal to or greater than the first predetermined value. the parameters include a second parameter related to a manual driving force input to the crankshaft,
The control device according to claim 1 , wherein the control unit controls the transmission so that a change in the gear ratio is suppressed when an amount of change in the second parameter is equal to or greater than a second predetermined value. The control device according to claim 9, wherein the control unit controls the transmission so that the change in the gear ratio is suppressed when the amount of decrease in the second parameter is equal to or greater than the second predetermined value. The control device according to claim 10, wherein the control unit controls the transmission so that a change that increases the gear ratio is suppressed when the amount of decrease in the second parameter is equal to or greater than the second predetermined value. The control device according to any one of claims 9 to 11, wherein the control unit controls the transmission so that the gear ratio is changed when the increase in the second parameter is equal to or greater than a third predetermined value. The control device according to claim 12, wherein the control unit controls the transmission so that the gear ratio is changed when the increase in the second parameter is equal to or greater than the third predetermined value, and when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft is equal to or less than a second acceleration. The control device according to claim 12 or 13, wherein the control unit controls the transmission so that the gear ratio becomes smaller when the increase in the second parameter is equal to or greater than the third predetermined value. The control device according to claim 14, wherein the control unit controls the transmission so that the gear ratio is reduced in accordance with the road gradient of the road on which the human-powered vehicle is traveling when the increase in the second parameter is equal to or greater than the third predetermined value. The control device according to any one of claims 9 to 15, wherein the second parameter includes a level value that is defined according to the magnitude of the manual driving force. The control unit is
controlling the transmission to change the gear ratio when a gear change parameter relating to at least one of a running state of the human-powered vehicle and a running environment of the human-powered vehicle goes from within a first range to outside the first range;
17. The control device according to claim 1, further comprising: a control unit for controlling the transmission such that a change in the gear ratio is suppressed when the gear shift parameter is outside a first range and when an amount of change in the parameter is equal to or greater than a predetermined value. The control device according to claim 17, wherein the control unit controls the transmission to change the gear ratio when the shift parameter is outside the first range a predetermined number of times or more within a first predetermined period and the amount of change in the parameter is less than the predetermined value. The control device according to claim 18, wherein the control unit controls the transmission so as to suppress a change in the gear ratio when the shift parameter is outside the first range at least the predetermined number of times within the first predetermined period and the amount of change in the parameter is equal to or greater than the predetermined value. The control device according to any one of claims 17 to 19, wherein the shift parameter relates to the rotational speed of the crankshaft. The control device according to any one of claims 1 to 20, wherein the control unit cancels the suppression of the change in the gear ratio when a second predetermined period has elapsed in a control state in which the control unit controls the transmission so as to suppress the change in the gear ratio. The control device according to any one of claims 1 to 21, wherein the control unit, in a control state in which the transmission is controlled so that the change in the gear ratio is suppressed, releases the suppression of the change in the gear ratio when at least one of the acceleration in the traveling direction of the human-powered vehicle and the acceleration in the rotational direction of the crankshaft becomes equal to or greater than a third acceleration.