[發明欲解決的課題] [0004] 往往會因為自行車的車種或使用者的需求等，在每個變速比的範圍其變速檔位變更的頻率會不同。在專利文獻1，針對這點並未進行任何研究。因此在可用性還有改善的空間。 [0005] 本發明的目的要提供一種自行車用變速器及具備該變速器的自行車用輔助系統，能有助於可用性。 [用以解決課題的手段] [0006] 本發明的第1型態的自行車用變速器，具備有變速機構，上述變速機構包含讓變速比階段性變大的5個以上的變速檔位，在上述5個以上的變速檔位之中連續的3個變速檔位，從中間變速檔位的變速比相對於最小變速檔位的變速比的比率，減去最大變速檔位的變速比相對於上述中間變速檔位的變速比的比率的話，其差值在任一上述連續的3個變速檔位都為正值及負值的其中之一。 藉由上述構造，在連續的3個變速檔位，從中間變速檔位的變速比相對於最小變速檔位的變速比的比率，減去最大變速檔位的變速比相對於中間變速檔位的變速比的比率的情況的差值不是「0」。因此，因應使用者的需求等使連續的變速檔位的變速比比率的差值(變速階梯)以所需要的比例變化，則能有助於可用性。變速階梯，在任一連續的3個變速檔位都是正值及負值的其中之一，所以可使變速比的比率因應變速檔位趨向增加或減少的方向。 [0007] 根據上述第1型態的第2型態的自行車用變速器，上述5個以上的變速檔位，包含在上述變速機構最小的變速檔位。 藉由上述構造，可以從最小的變速檔位達成所需要的變速階梯，能有助於可用性。 [0008] 根據上述第1或2型態的第3型態的自行車用變速器，上述差值的絕對值為0.03以上0.15以下。 藉由上述構造，由於變速階梯的絕對值為0.03以上0.15以下，也就是說，變速階梯為3%以上15%以下，所以可以抑制當變更變速檔位時的踩踏操作感覺的過度變化。 [0009] 本發明的第4型態的自行車用變速器，具備有變速機構，上述變速機構包含讓變速比階段性變大的4個以上的變速檔位，在上述4個以上的變速檔位之中連續的3個變速檔位，從中間變速檔位的變速比相對於最小變速檔位的變速比的比率，減去最大變速檔位的變速比相對於上述中間變速檔位的變速比的比率的話，其差值在任一上述連續的3個變速檔位都為正及負的其中之一，且其差值的絕對值都在0.03以上0.15以下。 藉由上述構造，在連續的3個變速檔位，從中間變速檔位的變速比相對於最小變速檔位的變速比的比率，減去最大變速檔位的變速比相對於中間變速檔位的變速比的比率的情況的差值不是「0」。因此，因應使用者的需求等使連續的變速檔位的變速比比率的差值(變速階梯)以所需要的比例變化，則能有助於可用性。變速階梯，在任一連續的3個變速檔位都是正值及負值的其中之一，所以可使變速比的比率因應變速檔位趨向增加或減少的方向。由於變速階梯的絕對值為0.03以上0.15以下，也就是說，變速階梯為3%以上15%以下變化，所以可以抑制當變更變速檔位時的踩踏操作感覺的過度變化。 [0010] 根據上述第4型態的第5型態的自行車用變速器，上述4個以上的變速檔位，包含在上述變速機構最小的變速檔位。 藉由上述構造，可以從最小的變速檔位達成所需要的變速階梯，能有助於可用性。 [0011] 根據上述第4或5型態的第6型態的自行車用變速器，上述變速機構，包含變速比階段性變大的5個以上的變速檔位，上述連續的3個變速檔位，包含於上述5個以上的變速檔位。 藉由上述構造，在包含5個以上的變速檔位的變速機構也有助於可用性。 [0012] 根據上述第3至6型態任一型態其中的第7型態的自行車用變速器，上述差值的絕對值為0.04以上0.1以下。 藉由上述構造，由於變速階梯的絕對值為0.04以上0.1以下，也就是說，變速階梯為4%以上10%以下，所以更可以抑制當變更變速檔位時的踩踏操作感覺的過度變化。 [0013] 根據上述第1至7型態任一型態其中的第8型態的自行車用變速器，上述差值，在任一上述連續的3個變速檔位都為正值。 藉由上述構造，由於變速階梯經常為正值，所以變速檔位越小，則更大一檔位的變速檔位的變速比相對於變速檔位的變速比的比率就越大。因此在將踏頻保持在一定範圍內行駛的情況，在自行車的車速較低的區域可減少變速檔位的變更頻率。 [0014] 根據上述第1至8型態任一型態其中的第9型態的自行車用變速器，從上述差值的其中一個減去上述差值之中的另一個的值的絕對值，為0.005以上0.02以下。 藉由上述構造，從連續的3個變速檔位的2個變速階段的其中一個減去另一個的值的絕對值為0.005以上0.02以下。因此，如果將較預定變速檔位更大一檔位的變速比相對於預定變速檔位的變速比的比率繪製在曲線圖上的情況，會接近平坦的直線。因此在將踏頻保持在一定範圍內行駛的情況，因應自行車的車速上升切換變速檔位的時機會變得固定。 [0015] 根據上述第1至9型態任一型態其中的第10型態的自行車用變速器，上述變速機構為內裝變速機構。 藉由上述構造，在內裝變速機構能有助於可用性。 [0016] 根據上述第10型態的第11型態的自行車用變速器，進一步具備有：收容上述內裝變速機構的輪轂。 藉由上述構造，在設置於輪轂的內裝變速機構，也就是在內裝變速輪轂能有助於可用性。 [0017] 本發明的第12型態的自行車用輔助系統，具備有：上述第1至11型態的任一型態的自行車用變速器、及輔助人力驅動力的馬達。 藉由上述構造，由於藉由馬達輔助人力驅動力，所以即使相對車速其變速比為較低狀態也能減少騎乘者的負荷。藉由自行車用輔助系統，藉由馬達輔助人力驅動力，所以可減少在自行車的車速較低區域的變速檔位的變更頻率。因此，藉由使用上述第1至11型態的任一型態的自行車用變速器，可以將變速檔位的變更時機最適當化。 [0018] 根據上述第12型態的第13型態的自行車用變速器，進一步具備有：為了操作上述自行車用變速器而藉由人手操作的操作部，上述自行車用變速器，因應對上述操作部的操作來變更自行車的變速比。 藉由上述構造，則可使變速檔位的變更時機最適當化，所以可減少騎乘者的操作部操作的負荷。 [發明效果] [0019] 本自行車用變速器及具備該變速器的自行車用輔助系統有助於可用性。[Problem to be solved by the invention] [0004] The frequency of shifting gear changes varies for each gear ratio range due to the type of bicycle or the needs of the user. In Patent Document 1, no research has been conducted on this point. Therefore, there is room for improvement in usability. [0005] The object of the present invention is to provide a bicycle transmission and a bicycle auxiliary system equipped with the transmission, which can contribute to usability. [Means to Solve the Problem] [0006] The bicycle transmission of the first aspect of the present invention is provided with a transmission mechanism. For three consecutive gear positions among 5 or more gear positions, the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the gear ratio of the maximum gear position relative to the above-mentioned intermediate gear position. In the case of the ratio of the gear ratio of the gear position, the difference is one of a positive value and a negative value in any of the three consecutive gear positions described above. With the above structure, in three consecutive gear positions, the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the ratio of the gear ratio of the largest gear position to the intermediate gear position. In the case of the ratio of the gear ratio, the difference is not "0". Therefore, changing the difference (shift step) of the gear ratio ratios of the successive gear positions at a required ratio in response to the needs of the user or the like can contribute to usability. The gear shift step is one of the positive and negative values in any of the three consecutive gear positions, so the gear ratio ratio can be made to increase or decrease in response to the shift gear position. [0007] According to the bicycle transmission of the first type and the second type, the five or more gear positions are included in the smallest gear position of the transmission mechanism. With the above-mentioned structure, the required shift step can be achieved from the smallest shift position, which can contribute to usability. [0008] According to the third type of bicycle transmission according to the first or second type, the absolute value of the difference is 0.03 or more and 0.15 or less. With the above structure, since the absolute value of the shift step is 0.03 or more and 0.15 or less, that is, the shift step is 3% or more and 15% or less, it is possible to suppress excessive changes in the pedaling operation feeling when changing the shift gear. [0009] The bicycle transmission of the fourth aspect of the present invention is provided with a speed change mechanism, the speed change mechanism includes four or more gear positions for increasing the gear ratio stepwise, among the four or more gear positions For the three consecutive gear positions in the middle, subtract the ratio of the gear ratio of the maximum gear position to the gear ratio of the above-mentioned intermediate gear position from the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position If the difference is positive or negative for any of the three consecutive gears, the absolute value of the difference is 0.03 or more and 0.15 or less. With the above structure, in three consecutive gear positions, the ratio of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the ratio of the gear ratio of the largest gear position to the intermediate gear position. In the case of the ratio of the gear ratio, the difference is not "0". Therefore, changing the difference (shift step) of the gear ratio ratios of the successive gear positions at a required ratio in response to the needs of the user or the like can contribute to usability. The gear shift step is one of the positive and negative values in any of the three consecutive gear positions, so the gear ratio ratio can be made to increase or decrease in response to the shift gear position. Since the absolute value of the shift step is 0.03 or more and 0.15 or less, that is, the shift step changes from 3% to 15%, so it is possible to suppress excessive changes in the pedaling operation feeling when the shift gear is changed. [0010] According to the fifth type of bicycle transmission according to the fourth type, the four or more gear positions are included in the smallest gear position of the transmission mechanism. With the above-mentioned structure, the required shift step can be achieved from the smallest shift position, which can contribute to usability. [0011] According to the bicycle transmission of the sixth form of the fourth or fifth form, the speed change mechanism includes five or more speed shift positions with a stepwise increase in speed ratio, and the above-mentioned three consecutive speed shift positions, Included in the above 5 or more gear positions. With the above-mentioned structure, the transmission mechanism that includes 5 or more gear positions also contributes to the usability. [0012] According to the seventh form of the bicycle transmission according to any of the third to sixth forms, the absolute value of the difference is 0.04 or more and 0.1 or less. With the above structure, since the absolute value of the shift step is 0.04 or more and 0.1 or less, that is, the shift step is 4% or more and 10% or less, it is possible to suppress excessive changes in the pedaling operation feeling when changing the shift position. [0013] According to the eighth type of the bicycle transmission according to any one of the first to seventh types, the difference is positive in any of the three consecutive gear positions. With the above configuration, since the shift step is always positive, the smaller the shift position, the larger the ratio of the gear ratio of the larger gear position to the gear ratio of the shift position. Therefore, when driving while keeping the cadence within a certain range, the frequency of changing the gear shift can be reduced in areas where the speed of the bicycle is low. [0014] According to the ninth type of the bicycle transmission of any one of the above-mentioned first to eighth types, the absolute value of the value of the other one of the above-mentioned differences is subtracted from one of the above-mentioned differences, which is Above 0.005 and below 0.02. With the above structure, the absolute value of subtracting one of the two shifting stages of the three consecutive gears from the other is 0.005 or more and 0.02 or less. Therefore, if the ratio of the gear ratio of one gear larger than the predetermined gear position to the gear ratio of the predetermined gear position is plotted on the graph, it will be close to a flat straight line. Therefore, in the case of driving while keeping the cadence within a certain range, the timing of switching the gear position in response to the increase in the speed of the bicycle becomes fixed. [0015] According to the tenth form of the bicycle transmission according to any one of the first to ninth forms, the transmission mechanism is a built-in transmission mechanism. With the above structure, the built-in speed change mechanism can contribute to usability. [0016] The bicycle transmission of the eleventh form according to the tenth form is further provided with a hub for accommodating the built-in speed change mechanism. With the above structure, the built-in transmission mechanism provided on the hub, that is, the built-in transmission hub can contribute to usability. [0017] The bicycle assist system of the twelfth aspect of the present invention includes a bicycle transmission of any one of the above-mentioned first to eleventh aspects, and a motor that assists human driving force. With the above structure, the motor assists the human driving force, so even if the gear ratio is low relative to the vehicle speed, the load on the rider can be reduced. With the bicycle assist system, the motor assists the driving force of the manpower, so the frequency of changing the gear shift in the low speed area of the bicycle can be reduced. Therefore, by using the bicycle transmission of any of the above-mentioned first to eleventh types, the timing of changing the gear position can be optimized. [0018] The bicycle transmission according to the twelfth aspect and the thirteenth aspect further includes: an operation part that is manually operated in order to operate the bicycle transmission, and the bicycle transmission is responsive to the operation of the operation part To change the gear ratio of the bicycle. With the above structure, the timing of changing the gear position can be optimized, so the load on the rider's operation part can be reduced. [Effects of the Invention] [0019] The bicycle transmission and the bicycle auxiliary system provided with the transmission contribute to usability.
[0021] 參考第1至12圖，針對搭載實施方式的自行車用輔助系統40的自行車10來說明。 如第1圖所示，自行車10具備有：車體12、驅動機構14、前輪16、後輪18、及自行車用輔助系統40。車體12具備有：框架12A及安裝於框架12A的車把桿12B。 [0022] 驅動機構14具備有：曲柄20、踏板22、前旋轉體24、傳達構件26、後旋轉體28。曲柄20包含曲柄軸20A及曲柄臂20B。驅動機構14，將施加於踏板22的人力驅動力傳達至後輪18。前旋轉體24包含：鏈輪、滑輪、或斜齒輪。後旋轉體28包含：鏈輪、滑輪、或斜齒輪。傳達構件26，例如經由鏈條、皮帶、或軸部，將曲柄20的旋轉傳達至後輪18。前旋轉體24，經由單向離合器(省略圖示)而結合於曲柄軸20A。單向離合器，當曲柄20前轉時，使前旋轉體24前轉，當曲柄20後轉時，不使前旋轉體24後轉。前旋轉體24，也可不經由單向離合器而結合於曲柄軸20A。 [0023] 自行車用輔助系統40具備有：自行車用變速器50、馬達42。自行車用輔助系統40進一步具備有：操作部44及電池單元46。自行車用輔助系統40搭載於自行車10。 [0024] 馬達42用來輔助人力驅動力。馬達42被框架12A支承。在一個例子，馬達42設置於曲柄軸20A周圍，將馬達42的轉矩傳達到曲柄軸20A。在其他例子，馬達42，設置在前輪16的車軸16A或後輪18的車軸18A周圍，將馬達42的轉矩傳達到前輪16或後輪18。 [0025] 操作部44，為了操作自行車用變速器50藉由人手所操作。在一個例子，操作部44設置於車把桿12B。操作部44，安裝有波登型纜線(省略圖示)的一端。藉由使用者操作操作部44，讓波登型纜線的內纜線C1(參考第2圖)移動。波登型纜線的另一端安裝於自行車用變速器50。 [0026] 電池單元46將電力供給到馬達42。電池單元46具備有：電池元件46A、及將電池單元46安裝於框架12A的保持件46B。 [0027] 自行車用變速器50，因應對操作部44的操作來變更自行車10的變速比。自行車用變速器50具備有變速機構62。變速機構62是內裝變速機構。自行車用變速器50具備有輪轂18C。輪轂18C收容著內裝變速機構。也就是說，如第2圖所示，自行車用變速器50，是與輪轂18C設置為一體的內裝輪轂。 [0028] 如第3圖所示，內裝變速輪轂也就是自行車用變速器50，具備有傳達機構52及設定機構54。自行車用變速器50進一步具備有：支承構件56、輸入體58、及輸出體60。支承構件56與後輪18的車軸18A一體化。輸入體58，與後旋轉體28可一體旋轉地設置在支承構件56周圍。輸出體60為輪轂殼罩。輸出體60具備有：用來安裝後輪18的輻絲18B的凸緣部60A。自行車用變速器50，將輸入體58的旋轉變速而傳達到輸出部60。 [0029] 如第3圖所示，傳達機構52包含有複數的變速機構62。複數的變速機構62，至少包含第1變速機構62A。複數的變速機構62，進一步包含第2變速機構62B。傳達機構52，以3階段以上的變速比將來自輸入體58的旋轉傳達到輸出體60。變速機構62，可將來自輸入體58的旋轉變速而輸出到輸出體60。變速機構62，包含讓變速比階段性變大的4個以上的變速檔位。變速機構62，包含讓變速比階段性變大的5個以上的變速檔位。第3圖所示的變速機構62包含5個變速檔位。 [0030] 複數的變速機構62，分別包含至少一個行星機構64、66、68、70。複數的變速機構62包含：第1行星機構64及第2行星機構66。複數的變速機構62進一步包含：第3行星機構68及第4行星機構70。具體來說，第1變速機構62A包含：第1行星機構64及第2行星機構66。第2變速機構62B包含：第3行星機構68及第4行星機構70。第1行星機構64，在自行車用變速器50的軸方向配置在輸入體58旁邊。第2行星機構66，在自行車用變速器50的軸方向配置在第1行星機構64旁邊及在輸入體58的相反側。第4行星機構70，在自行車用變速器50的軸方向配置在第2行星機構66旁邊及在第1行星機構64的相反側。第3行星機構68，在自行車用變速器50的軸方向配置在第4行星機構70旁邊及在第2行星機構66的相反側。 [0031] 第1行星機構64包含：第1太陽齒輪72、第1環狀齒輪74、第1行星齒輪76、及第1載體78。第1太陽齒輪72，在支承構件56的軸周圍可旋轉地被支承構件56所支承。第1環狀齒輪74配置在第1太陽齒輪72周圍。第1行星齒輪76，與第1太陽齒輪72卡合而可相對地1太陽齒輪72及第1環狀齒輪74公轉。第1行星機構64包含複數的第1行星齒輪76。第1載體78分別可旋轉地支承著複數的第1行星齒輪76。第1載體78，設置成可繞支承構件56的軸周圍旋轉。複數的第1行星齒輪76，分別伴隨第1載體78的旋轉而在第1太陽齒輪72周圍公轉。第1載體78，連接於輸入體58，傳達來自輸入體58的旋轉。第1行星機構64，將來自輸入體58的旋轉增速而輸出。 [0032] 第2行星機構66包含：第2太陽齒輪80、第2環狀齒輪82、第2行星齒輪84、及第2載體86。第2太陽齒輪80，在支承構件56的軸周圍可旋轉地被支承構件56所支承。第2環狀齒輪82配置在第2太陽齒輪80周圍。第2行星齒輪84，與第2太陽齒輪80卡合而可相對地第2太陽齒輪80及第2環狀齒輪82公轉。第2行星機構66包含複數的第2行星齒輪84。第2載體86分別可旋轉地支承著複數的第2行星齒輪84。第2載體86，設置成可繞支承構件56的軸周圍旋轉。複數的第2行星齒輪84，分別伴隨第2載體86的旋轉而在第2太陽齒輪80周圍公轉。第2行星機構66，將來自輸入體58的旋轉增速而輸出。第2載體86，連接於輸入體58，傳達來自輸入體58的旋轉。 [0033] 第1行星機構64及第2行星機構66，都將來自輸入體58的旋轉增速而輸出。第1太陽齒輪72的齒數少於第2太陽齒輪80的齒數。第1行星齒輪76的齒數多於第2行星齒輪84的齒數。第1環狀齒輪74的齒數及第2環狀齒輪82的齒數相等。第1環狀齒輪74及第2環狀齒輪82形成於第1環狀齒輪構件88。第1環狀齒輪構件88包含第1齒輪部88A。第1齒輪部88A共用為第1環狀齒輪74及第2環狀齒輪82。第1行星齒輪76及第2行星齒輪84形成於第1行星齒輪構件90。第1行星齒輪構件90構成所謂具階段的行星齒輪。第1載體78及第2載體86形成為一體。 [0034] 第3行星機構68包含：第3太陽齒輪92、第3環狀齒輪94、第3行星齒輪96、及第3載體98。第3太陽齒輪92，在支承構件56的軸周圍可旋轉地被支承構件56所支承。第3環狀齒輪94配置在第3太陽齒輪92周圍。第3行星齒輪96，與第3太陽齒輪92卡合而可相對地第3太陽齒輪92及第3環狀齒輪94公轉。第3行星機構68包含複數的第3行星齒輪96。第3載體98分別可旋轉地支承著複數的第3行星齒輪96。第3載體98，設置成可繞支承構件56的軸周圍旋轉。複數的第3行星齒輪96，分別伴隨第3載體98的旋轉而在第3太陽齒輪92周圍公轉。第3載體98，連接於第1環狀齒輪構件88，傳達來自第1環狀齒輪構件88的旋轉。 [0035] 第4行星機構70包含：第4太陽齒輪100、第4環狀齒輪102、第4行星齒輪104、及第4載體106。第4太陽齒輪100，在支承構件56的軸周圍可旋轉地被支承構件56所支承。第4環狀齒輪102配置在第4太陽齒輪100周圍。第4行星齒輪104，與第4太陽齒輪100卡合而可相對第4太陽齒輪100及第4環狀齒輪102公轉。第4行星機構70包含複數的第4行星齒輪104。第4載體106分別可旋轉地支承著複數的第4行星齒輪104。第4載體106，設置成可繞支承構件56的軸周圍旋轉。複數的第4行星齒輪104，分別伴隨第4載體106的旋轉而在第4太陽齒輪100周圍公轉。第4載體106，連接於第1環狀齒輪構件88，傳達來自第1環狀齒輪構件88的旋轉。 [0036] 第3行星機構68，將來自輸入體58的旋轉增速而輸出。第4行星機構70，將來自輸入體58的旋轉增速而輸出。第3太陽齒輪92的齒數少於第4太陽齒輪100的齒數。第3行星齒輪96的齒數多於第4行星齒輪104的齒數。第3環狀齒輪94的齒數及第4環狀齒輪102的齒數相等。第3環狀齒輪94及第4環狀齒輪102形成於第2環狀齒輪構件108。第2環狀齒輪構件108包含第2齒輪部108A。第2齒輪部108A共用為第3環狀齒輪94及第4環狀齒輪102。第3行星齒輪96及第4行星齒輪104形成於第2行星齒輪構件110。第2行星齒輪構件110構成所謂具階段的行星齒輪。第3載體98及第4載體106形成為一體。 [0037] 設定機構54，用來設定輸入體58的旋轉的傳達機構52上的變速路線S。設定機構54用來設定複數的變速路線S的其中一個。複數的變速路線S包含第1變速路線S10(第8圖)。複數的變速路線S進一步包含第2變速路線S20(第9圖)。傳達機構52，進一步形成有：不使輸入體58的旋轉變速而輸出到輸出體60的無變速路線S0(第7圖)。 [0038] 如第3圖所示，設定機構54包含：第1設定構件112、第2設定構件114、第3設定構件116、第4設定構件118、控制構件120、套筒122、第1切換部124、及第2切換部126。 [0039] 第1設定構件112，將第1太陽齒輪72設定成：相對於支承構件56可旋轉的旋轉狀態、與不能旋轉的限制狀態的其中之一。第2設定構件114，將第2太陽齒輪80設定成：相對於支承構件56可旋轉的旋轉狀態、與不能旋轉的限制狀態的其中之一。第3設定構件116，將第3太陽齒輪92設定成：相對於支承構件56可旋轉的旋轉狀態、與不能旋轉的限制狀態的其中之一。第4設定構件118，將第4太陽齒輪100設定成：相對於支承構件56可旋轉的旋轉狀態、與不能旋轉的限制狀態的其中之一。 [0040] 控制構件120，設置成可繞支承構件56相對其旋轉。控制構件120，連接於旋轉體C2(參考第2圖)，旋轉體C2連接著內纜線C1的端部，而可與旋轉體C2一體地旋轉。旋轉體C2，藉由操作部44(參考第1圖)的操作而當內纜線C1移動時旋轉。因此，控制構件120也伴隨著旋轉體C2的旋轉而繞支承構件56旋轉。 [0041] 如第4圖所示，套筒122具備有：第1臂部122A、第2臂部122B、第3臂部122C、第4臂部122D、及基座部122E。各臂部122A~122D，彎曲成沿著支承構件56的周方向。基座部122E，朝支承構件56的軸方向延伸而將各臂部122A~122D連接。臂部122A~122D的數量，與設定構件112、114、116、118的數量相等。在各臂部122A~122D，在其延伸方向的端部或中間部形成傾斜面。套筒122，嵌入於控制構件120，在支承構件56周圍與控制構件120一體旋轉。 [0042] 如第5圖所示，第1設定構件112，配置在第1太陽齒輪72與支承構件56之間。第1設定構件112，具備有：爪部112A、及與第1臂部122A的內周面卡合的卡合部112B。當第1臂部122A繞支承構件56旋轉時，卡合部112B沿著第1臂部122A的傾斜面移動，讓第1設定構件112旋轉。爪部112A朝向第1太陽齒輪72的內周部的凹部突出的狀態(第5圖的實線)，形成了第1太陽齒輪72相對於支承構件56不能旋轉的限制狀態。爪部112A從第1太陽齒輪72的內周部的凹部脫離的狀態(第5圖的兩點鏈線)，形成了第1太陽齒輪72相對於支承構件56可旋轉的旋轉狀態。在第5圖，雖然針對第1設定構件112與第1太陽齒輪72與第1臂部122A的關係來說明，而針對其他構件也藉由同樣構造形成太陽齒輪80、92、100的旋轉狀態與限制狀態。第2太陽齒輪80，藉由第2設定構件114及第2臂部122B形成旋轉狀態及限制狀態。第3太陽齒輪92，藉由第3設定構件116及第3臂部122C形成旋轉狀態及限制狀態。第4太陽齒輪100，藉由第4設定構件118及第4臂部122D形成旋轉狀態及限制狀態。 [0043] 第4圖所示的設定機構54，如果第1太陽齒輪72及第2太陽齒輪80的其中一方為限制狀態的話，則控制第1設定構件112與第2設定構件114讓第1太陽齒輪72及第2太陽齒輪80的另一方為旋轉狀態。設定機構54，如果第3太陽齒輪92及第4太陽齒輪100的其中一方為限制狀態的話，則控制第3設定構件116與第4設定構件118讓第3太陽齒輪92及第4太陽齒輪100的另一方為旋轉狀態。設定機構54，藉由將套筒122的各臂部122A~122D的傾斜面設置在周方向不同位置，則使用來將各太陽齒輪72、80、92、100的旋轉狀態與限制狀態切換的控制構件120的旋轉相位不同。 [0044] 第1切換部124及第2切換部126，形成：讓輸入體58的旋轉經由第2變速機構62B的變速而輸出到輸出體60的第1狀態、與讓輸入體58的旋轉不經由第2變速機構62B的變速而輸出到輸出體60的第2狀態。 [0045] 第1切換部124包含第1單向離合器124A。第1單向離合器124A例如是滾子離合器。第1單向離合器124A，配置在第2環狀齒輪構件108與輸出體60之間。具體來說，使第2環狀齒輪構件108與第1單向離合器124A的內座圈一體化，讓輸出體60的內周部與第1單向離合器124A的外座圈一體化。第1單向離合器124A，當第2環狀齒輪構件108的旋轉速度小於輸出體60的旋轉速度時，則允許第2環狀齒輪構件108與輸出體60的相對旋轉。第1單向離合器124A，當第2環狀齒輪構件108的旋轉速度為輸出體60的旋轉速度以上時，則使第1環狀齒輪構件88與輸出體60一體旋轉。 [0046] 第2切換部126包含第2單向離合器126A。第2單向離合器126A例如是具有爪部的單向離合器。第2單向離合器126A，配置在第3載體98及第4載體106、與輸出體60之間。第2單向離合器126A，將第3載體98及第4載體106的旋轉傳達到輸出體60，不將輸出體60的旋轉傳達到第3載體98及第4載體106。 [0047] 在第1太陽齒輪72及第2太陽齒輪80雙方為旋轉狀態，且第3太陽齒輪92及第4太陽齒輪100雙方為旋轉狀態時，未將輸入到第1行星機構64、第2行星機構66、第3行星機構68、及第4行星機構70的旋轉增速。因此，輸入體58的旋轉，並未經由第1行星機構64、第2行星機構66、第3行星機構68、及第4行星機構70的變速，而是經由第1切換部124而輸出到輸出體60。藉由第2切換部126而允許第3載體98及第4載體106與輸出體60的相對旋轉。 [0048] 在第1太陽齒輪72及第2太陽齒輪80其中一方為旋轉狀態，且第3太陽齒輪92及第4太陽齒輪100雙方為旋轉狀態時，未將輸入到第3行星機構68、及第4行星機構70的旋轉增速。因此，輸入體58的旋轉，並未經由第3行星機構68、及第4行星機構70的變速，而是經由第1切換部124而輸出到輸出體60。藉由第2切換部126而允許第3載體98及第4載體106與輸出體60的相對旋轉。 [0049] 在第1太陽齒輪72及第2太陽齒輪80其中一方為限制狀態，且第3太陽齒輪92及第4太陽齒輪100的其中一方為限制狀態時，將輸入到第3行星機構68或第4行星機構70的旋轉增速。因此，輸入體58的旋轉，經由第3行星機構68或第4行星機構70的變速然後經由第2切換部126而輸出到輸出體60。 [0050] 傳達機構52，至少形成有第1變速路線S10及第2變速路線S20。第1變速路線S10，至少經由第1變速機構62A的變速，將來自輸入體58的旋轉以3階段以上的變速比之中的第1變速比及第2變速比的其中一方傳達到輸出體60。第2變速路線S20，與在第1變速路線S10所經由的變速機構62不同經由第2變速機構62B的變速，將來自輸入體58的旋轉以相較第1變速比及第2變速比更大的變速比傳達到輸出體60。 [0051] 第1變速路線S10，包含第1行星變速路線S11及第2行星變速路線S12。第1行星變速路線S11，經由第1行星機構64的變速而不經由第2行星機構66的變速，而將來自輸入體58的旋轉以第1變速比傳達到輸出體60。第2行星變速路線S12，不經由第1行星機構64的變速而經由第2行星機構66的變速，而將來自輸入體58的旋轉以第2變速比傳達到輸出體60。 [0052] 設定機構54，將傳達機構52設定成在第2變速路線S20不經由第1行星機構64的變速。第2變速路線S20，包含第3行星變速路線S21及第4行星變速路線S22。第3行星變速路線S21，經由第3行星機構68的變速而不經由第4行星機構70的變速，而將來自輸入體58的旋轉以較第2變速比更大的第3變速比傳達到輸出體60。第4行星變速路線S22，不經由第3行星機構68的變速而經由第4行星機構70的變速，而將來自輸入體58的旋轉以較第3變速比更大的第4變速比傳達到輸出體60。 [0053] 參考第6至11圖及表1，來說明各變速檔位與傳達機構52的構成元件的關係。 如第6圖及表1所示，在第1變速檔位，第1太陽齒輪72為旋轉狀態，第2太陽齒輪80為旋轉狀態，第3太陽齒輪92為旋轉狀態，第4太陽齒輪100為旋轉狀態。如第7圖所示，在第1變速檔位，變速路線S形成無變速路線S0。在該情況，變速比為最小變速比R0。最小變速比R0為「1」。 [0054] 如第6圖及表1所示，在第2變速檔位，第1太陽齒輪72為限制狀態，第2太陽齒輪80為旋轉狀態，第3太陽齒輪92為旋轉狀態，第4太陽齒輪100為旋轉狀態。如第8圖所示，在第2變速檔位，變速路線S形成第1增速路線S1。第1增速路線S1，經由第1變速路線S10，不經由第2變速路線S20。變速路線S，形成有只經由第1變速路線S10之中的第1行星變速路線S11的第1增速路線S1。在該情況，變速比成為較最小變速比R0更大的第1增速比R1。 [0055] 如第6圖及表1所示，在第3變速檔位，第1太陽齒輪72為限制狀態，第2太陽齒輪80為旋轉狀態，第3太陽齒輪92為限制狀態，第4太陽齒輪100為旋轉狀態。如第9圖所示，在第3變速檔位，變速路線S形成第2增速路線S2。第2增速路線S2，經由第1變速路線S10及第2變速路線S20。變速路線S，形成第2增速路線S2，該第2增速路線S2經由：第1變速路線S10之中的第1行星變速路線S11、及第2變速路線S20之中的第3行星變速路線S21。在該情況，變速比成為較第1增速比R1更大的第2增速比R2。 [0056] 如第6圖及表1所示，在第4變速檔位，第1太陽齒輪72為限制狀態，第2太陽齒輪80為旋轉狀態，第3太陽齒輪92為旋轉狀態，第4太陽齒輪100為限制狀態。如第10圖所示，在第4變速檔位，變速路線S形成第3增速路線S3。第3增速路線S3，經由第1變速路線S10及第2變速路線S20。變速路線S，形成第3增速路線S3，該第3增速路線S3經由：第1變速路線S10之中的第1行星變速路線S11、及第2變速路線S20之中的第4行星變速路線S22。在該情況，變速比成為較第2增速比R2更大的第3增速比R3。 [0057] 如第6圖及表1所示，在第5變速檔位，第1太陽齒輪72為旋轉狀態，第2太陽齒輪80為限制狀態，第3太陽齒輪92為旋轉狀態，第4太陽齒輪100為限制狀態。如第11圖所示，在第5變速檔位，變速路線S形成第4增速路線S4。第4增速路線S4，經由第1變速路線S10及第4變速路線S20。變速路線S，形成第4增速路線S4，該第4增速路線S4經由：第1變速路線S10之中的第2行星變速路線S12、及第2變速路線S20之中的第4行星變速路線S22。在該情況，變速比成為較第3增速比R3更大的第4增速比R4。 [0058] [表1]
[0059] 表2，顯示本實施方式的各行星機構64、66、68、70的齒輪齒數的一個例子。 [0060][0061] 參考表3，針對各變速檔位的變速比來說明。「差值dA」，是表示在5個以上的變速檔位之中連續的3個變速檔位，從中間變速檔位的變速比相對於最小變速檔位的變速比的比率P，減去最大變速檔位的變速比相對於中間變速檔位的變速比的比率P的情況的差值(變速階梯)。表3所示的自行車用變速器50的變速檔位為5個。 [0062] 在變速機構62，差值(變速階梯)dA，在任一連續的3個變速檔位都是正值。5個變速檔位，包含在變速機構62最小的變速檔位。差值dA的絕對值是0.03以上0.15以下。差值dA的絕對值是0.04以上0.1以下。 [0063] 差值dA，在任一連續的3個變速檔位都是正值。具體來說，差值dA，在第1至3變速檔位、第2至4變速檔位、及第3至5變速檔位的任一種都是正值。從差值dA之中的一個減去差值dA之中的另一個所得到的數值dX的絕對值為0.005以上0.02以下。 [0064][0065] 參考第12圖，針對自行車用變速器50的作用來說明。 第12圖的實線L11，是顯示使用自行車用變速器50的第1變速檔位的情況的踏頻與車速的關係。實線L12，是顯示使用自行車用變速器50的第2變速檔位的情況的踏頻與車速的關係。實線L13，是顯示使用自行車用變速器50的第3變速檔位的情況的踏頻與車速的關係。實線L14，是顯示使用自行車用變速器50的第4變速檔位的情況的踏頻與車速的關係。實線L15，是顯示使用自行車用變速器50的第5變速檔位的情況的踏頻與車速的關係。 [0066] 第12圖的兩點鏈線L21，是顯示使用差值dA經常為「0」的假設的自行車用變速器的第1變速檔位的情況的踏頻與車速的關係。兩點鏈線L22，是顯示使用假設的自行車用變速器的第2變速檔位的情況的踏頻與車速的關係。兩點鏈線L23，是顯示使用假設的自行車用變速器的第3變速檔位的情況的踏頻與車速的關係。兩點鏈線L24，是顯示使用假設的自行車用變速器的第4變速檔位的情況的踏頻與車速的關係。兩點鏈線L25，是顯示使用假設的自行車用變速器的第5變速檔位的情況的踏頻與車速的關係。 [0067] 例如當踏頻上升至70rpm時，使變速檔位上升一階段而使自行車10的車速上升來行駛時，在假設的自行車用變速器，變速檔位越小則在操作部44進行使變速檔位上升的操作之前的期間越短。具體來說，在第1變速檔位讓踏頻上升至70rpm然後變更到第2變速檔位之前的車速的變化量，會小於在第2變速檔位上升至70rpm然後變更到第3變速檔位之前的車速的變化量。因此變速檔位越小，則會越頻繁進行使變速檔位上升的操作。 [0068] 另一方面，在自行車用變速器50，無論變速檔位的大小如何，將在操作部44進行使變速檔位上升的操作之前的期間維持在預定範圍內。因此，騎乘者對於車速的變化能以穩定時機來進行變更變速檔位的操作。 [0069] (變形例) 關於上述實施方式的說明，是本發明的自行車用變速器及具備該變速器的自行車用輔助系統所採取的型態的例子，並非意圖限制其形態。本發明的自行車用變速器及具備該變速器的自行車用輔助系統，可採取例如以下所示的上述實施方式的變形例及未相互矛盾的至少兩個變形例組合的型態。在以下的變形例，針對與實施方式共通的部分，加上與實施方式相同的符號，省略其說明。 [0070] 在變速機構62的變速比階段性變大的5個變速檔位，將差值dA的絕對值設定成小於0.03或大於0.15。 在5個以上的變速檔位之中的4個變速檔位的連續3個變速檔位，將差值dA設定成在任一連續的3個變速檔位都為正值及負值的其中之一，且該差值dA的絕對值都為0.03以上0.15以下。在該情況，也可將包含有4個變速檔位所未包含的變速檔位之連續的3個變速檔位的差值dA設定為「0」。4個變速檔位所未包含的變速檔位，在上述實施方式為第1變速檔位或第5變速檔位。 在5個以上的變速檔位之中連續的3個變速檔位，也可將差值dA設定為負值。 [0071] 自行車用變速器50也可包含6個以上的變速檔位。在該情況，在6個變速檔位之中連續的3個變速檔位，其差值dA，在任一連續的3個變速檔位都為正值及負值的其中之一。在自行車用變速器50包含6階段以上的變速檔位的情況，也可讓連續的5個變速檔位之中的連續3個變速檔位的差值dA為正值及負值的其中一方，將包含該連續5個變速檔位以外的變速檔位的3個變速檔位的差值dA為正值及負值的另一方。而且包含該連續5個變速檔位以外的變速檔位的3個變速檔位的差值dA也可不是正值及負值的另一方，而設為「0」。 [0072] 從差值dA之中的一個減去差值dA之中的另一個所得到的數值dX的絕對值也可設定成小於0.005或大於0.02。 [0073] 也可在未包含馬達42的自行車10搭載自行車用變速器50。在該情況，也能達成固定地進行變速檔位相對於自行車車速之變更的需求，所以能有助於可用性。 [0074] 也可將自行車用變速器50設置在曲柄軸20A周圍。在該情況，自行車用變速器50，將輸入到曲柄軸20A的旋轉變速而輸出到前旋轉體24。 [0075] 也可將第1至4行星機構64、66、68、70的至少一個作成行星滾子機構。 也可將第1至4行星機構64、66、68、70的第1行星齒輪76、第2行星齒輪84、第3行星齒輪96、及第4行星齒輪104設置成一個構件，作成4階段的具階段的行星齒輪。 也可將第1至4行星機構64、66、68、70的至少一個作成：將所輸入的旋轉減速而輸出的機構。 [0076] 自行車10，也可設置有用來控制自行車用變速器50的控制部。例如，控制部將自行車用變速器50控制成讓踏頻成為預定的範圍來變更變速檔位。在該情況，控制部用來控制自行車用變速器50的時機相對於車速會變得固定，所以騎乘者不易感覺異樣感。[0021] With reference to FIGS. 1 to 12, the bicycle 10 equipped with the bicycle assist system 40 of the embodiment will be described. As shown in FIG. 1, the bicycle 10 includes a vehicle body 12, a drive mechanism 14, a front wheel 16, a rear wheel 18, and a bicycle assist system 40. The vehicle body 12 includes a frame 12A and a handlebar 12B attached to the frame 12A. [0022] The driving mechanism 14 includes a crank 20, a pedal 22, a front rotating body 24, a transmission member 26, and a rear rotating body 28. The crank 20 includes a crank shaft 20A and a crank arm 20B. The driving mechanism 14 transmits the human driving force applied to the pedal 22 to the rear wheels 18. The front rotating body 24 includes a sprocket, a pulley, or a helical gear. The rear rotating body 28 includes a sprocket, a pulley, or a helical gear. The transmission member 26 transmits the rotation of the crank 20 to the rear wheel 18 via, for example, a chain, a belt, or a shaft. The front rotating body 24 is coupled to the crankshaft 20A via a one-way clutch (not shown). The one-way clutch makes the front rotating body 24 rotate forward when the crank 20 rotates forward, and does not make the front rotating body 24 rotate backward when the crank 20 rotates backward. The front rotating body 24 may be coupled to the crankshaft 20A without a one-way clutch. [0023] The bicycle assist system 40 includes a bicycle transmission 50 and a motor 42. The bicycle assist system 40 further includes an operation unit 44 and a battery unit 46. The bicycle assist system 40 is mounted on the bicycle 10. [0024] The motor 42 is used to assist the human driving force. The motor 42 is supported by the frame 12A. In one example, the motor 42 is provided around the crankshaft 20A, and transmits the torque of the motor 42 to the crankshaft 20A. In another example, the motor 42 is provided around the axle 16A of the front wheel 16 or the axle 18A of the rear wheel 18, and transmits the torque of the motor 42 to the front wheel 16 or the rear wheel 18. [0025] The operating unit 44 is operated by human hands in order to operate the bicycle transmission 50. In one example, the operation part 44 is provided in the handlebar 12B. The operation part 44 is attached with one end of a Bourdon-type cable (not shown). By operating the operation part 44 by the user, the inner cable C1 (refer to FIG. 2) of the Bourdon-type cable is moved. The other end of the Bourdon-type cable is attached to the bicycle transmission 50. [0026] The battery unit 46 supplies electric power to the motor 42. The battery unit 46 includes a battery element 46A and a holder 46B that mounts the battery unit 46 to the frame 12A. [0027] The bicycle transmission 50 changes the gear ratio of the bicycle 10 in response to the operation of the operating unit 44. The bicycle transmission 50 includes a transmission mechanism 62. The speed change mechanism 62 is a built-in speed change mechanism. The bicycle transmission 50 includes a hub 18C. The hub 18C houses the built-in speed change mechanism. That is, as shown in FIG. 2, the bicycle transmission 50 is a built-in hub provided integrally with the hub 18C. [0028] As shown in FIG. 3, the transmission 50 for a bicycle, which is a built-in transmission hub, is provided with a transmission mechanism 52 and a setting mechanism 54. The bicycle transmission 50 further includes a support member 56, an input body 58, and an output body 60. The support member 56 is integrated with the axle 18A of the rear wheel 18. The input body 58 and the rear rotating body 28 are provided around the supporting member 56 so as to be integrally rotatable. The output body 60 is a hub shell cover. The output body 60 is provided with a flange portion 60A for attaching the spokes 18B of the rear wheel 18. The bicycle transmission 50 shifts the rotation of the input body 58 and transmits it to the output unit 60. [0029] As shown in FIG. 3, the transmission mechanism 52 includes a plurality of speed change mechanisms 62. The plural speed change mechanisms 62 include at least a first speed change mechanism 62A. The plural speed change mechanisms 62 further include a second speed change mechanism 62B. The transmission mechanism 52 transmits the rotation from the input body 58 to the output body 60 at a gear ratio of three or more stages. The speed change mechanism 62 can change the speed of the rotation from the input body 58 and output it to the output body 60. The speed change mechanism 62 includes four or more gear positions for increasing the speed ratio step by step. The speed change mechanism 62 includes five or more gear positions for increasing the speed ratio step by step. The speed change mechanism 62 shown in FIG. 3 includes five speed shift positions. [0030] The plurality of speed change mechanisms 62 include at least one planetary mechanism 64, 66, 68, 70, respectively. The plural speed change mechanisms 62 include a first planetary mechanism 64 and a second planetary mechanism 66. The plural speed change mechanisms 62 further include a third planetary mechanism 68 and a fourth planetary mechanism 70. Specifically, the first transmission mechanism 62A includes a first planetary mechanism 64 and a second planetary mechanism 66. The second speed change mechanism 62B includes a third planetary mechanism 68 and a fourth planetary mechanism 70. The first planetary mechanism 64 is arranged next to the input body 58 in the axial direction of the bicycle transmission 50. The second planetary mechanism 66 is arranged beside the first planetary mechanism 64 and on the opposite side of the input body 58 in the axial direction of the bicycle transmission 50. The fourth planetary mechanism 70 is arranged beside the second planetary mechanism 66 and on the opposite side of the first planetary mechanism 64 in the axial direction of the bicycle transmission 50. The third planetary mechanism 68 is arranged beside the fourth planetary mechanism 70 and on the opposite side of the second planetary mechanism 66 in the axial direction of the bicycle transmission 50. [0031] The first planetary mechanism 64 includes a first sun gear 72, a first ring gear 74, a first planetary gear 76, and a first carrier 78. The first sun gear 72 is rotatably supported by the support member 56 around the shaft of the support member 56. The first ring gear 74 is arranged around the first sun gear 72. The first planetary gear 76 is engaged with the first sun gear 72 so that the first sun gear 72 and the first ring gear 74 can revolve relatively. The first planetary mechanism 64 includes a plurality of first planetary gears 76. The first carrier 78 respectively rotatably supports a plurality of first planetary gears 76. The first carrier 78 is provided so as to be rotatable around the axis of the supporting member 56. The plural first planetary gears 76 respectively revolve around the first sun gear 72 in accordance with the rotation of the first carrier 78. The first carrier 78 is connected to the input body 58 and transmits rotation from the input body 58. The first planetary mechanism 64 increases the speed of the rotation from the input body 58 and outputs it. [0032] The second planetary mechanism 66 includes a second sun gear 80, a second ring gear 82, a second planetary gear 84, and a second carrier 86. The second sun gear 80 is rotatably supported by the support member 56 around the shaft of the support member 56. The second ring gear 82 is arranged around the second sun gear 80. The second planetary gear 84 engages with the second sun gear 80 so that the second sun gear 80 and the second ring gear 82 can revolve relatively. The second planetary mechanism 66 includes a plurality of second planetary gears 84. The second carrier 86 rotatably supports a plurality of second planetary gears 84, respectively. The second carrier 86 is provided so as to be rotatable around the axis of the supporting member 56. The plural second planetary gears 84 respectively revolve around the second sun gear 80 in accordance with the rotation of the second carrier 86. The second planetary mechanism 66 increases the speed of the rotation from the input body 58 and outputs it. The second carrier 86 is connected to the input body 58 and transmits rotation from the input body 58. [0033] Both the first planetary mechanism 64 and the second planetary mechanism 66 increase the speed of the rotation from the input body 58 to output. The number of teeth of the first sun gear 72 is less than the number of teeth of the second sun gear 80. The number of teeth of the first planetary gear 76 is more than the number of teeth of the second planetary gear 84. The number of teeth of the first ring gear 74 and the number of teeth of the second ring gear 82 are equal. The first ring gear 74 and the second ring gear 82 are formed on the first ring gear member 88. The first ring gear member 88 includes a first gear portion 88A. The first gear portion 88A is commonly used as the first ring gear 74 and the second ring gear 82. The first planetary gear 76 and the second planetary gear 84 are formed in the first planetary gear member 90. The first planetary gear member 90 constitutes a so-called stepped planetary gear. The first carrier 78 and the second carrier 86 are formed integrally. [0034] The third planetary mechanism 68 includes a third sun gear 92, a third ring gear 94, a third planetary gear 96, and a third carrier 98. The third sun gear 92 is rotatably supported by the support member 56 around the shaft of the support member 56. The third ring gear 94 is arranged around the third sun gear 92. The third planetary gear 96 is engaged with the third sun gear 92 to enable the third sun gear 92 and the third ring gear 94 to revolve relatively. The third planetary mechanism 68 includes a plurality of third planetary gears 96. The third carrier 98 rotatably supports a plurality of third planetary gears 96, respectively. The third carrier 98 is provided so as to be rotatable around the axis of the supporting member 56. The plural third planetary gears 96 respectively revolve around the third sun gear 92 in accordance with the rotation of the third carrier 98. The third carrier 98 is connected to the first ring gear member 88 and transmits rotation from the first ring gear member 88. [0035] The fourth planetary mechanism 70 includes a fourth sun gear 100, a fourth ring gear 102, a fourth planetary gear 104, and a fourth carrier 106. The fourth sun gear 100 is rotatably supported by the support member 56 around the shaft of the support member 56. The fourth ring gear 102 is arranged around the fourth sun gear 100. The fourth planetary gear 104 is engaged with the fourth sun gear 100 and can revolve relative to the fourth sun gear 100 and the fourth ring gear 102. The fourth planetary mechanism 70 includes a plurality of fourth planetary gears 104. The fourth carrier 106 rotatably supports a plurality of fourth planetary gears 104, respectively. The fourth carrier 106 is provided so as to be rotatable around the axis of the supporting member 56. The plural fourth planetary gears 104 revolve around the fourth sun gear 100 in accordance with the rotation of the fourth carrier 106, respectively. The fourth carrier 106 is connected to the first ring gear member 88 and transmits rotation from the first ring gear member 88. [0036] The third planetary mechanism 68 increases the speed of the rotation from the input body 58 and outputs it. The fourth planetary mechanism 70 increases the speed of the rotation from the input body 58 and outputs it. The number of teeth of the third sun gear 92 is less than the number of teeth of the fourth sun gear 100. The number of teeth of the third planetary gear 96 is more than the number of teeth of the fourth planetary gear 104. The number of teeth of the third ring gear 94 and the number of teeth of the fourth ring gear 102 are equal. The third ring gear 94 and the fourth ring gear 102 are formed on the second ring gear member 108. The second ring gear member 108 includes a second gear portion 108A. The second gear portion 108A is commonly used as the third ring gear 94 and the fourth ring gear 102. The third planetary gear 96 and the fourth planetary gear 104 are formed on the second planetary gear member 110. The second planetary gear member 110 constitutes a so-called stepped planetary gear. The third carrier 98 and the fourth carrier 106 are formed integrally. [0037] The setting mechanism 54 is used to set the transmission path S on the transmission mechanism 52 of the rotation of the input body 58. The setting mechanism 54 is used to set one of a plurality of shifting routes S. The plural shifting routes S include the first shifting route S10 (Figure 8). The plural shifting routes S further include a second shifting route S20 (Figure 9). The transmission mechanism 52 is further formed with a non-shift path S0 for outputting to the output body 60 without changing the rotation of the input body 58 (FIG. 7). [0038] As shown in FIG. 3, the setting mechanism 54 includes: a first setting member 112, a second setting member 114, a third setting member 116, a fourth setting member 118, a control member 120, a sleeve 122, and a first switch Section 124, and second switching section 126. [0039] The first setting member 112 sets the first sun gear 72 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. The second setting member 114 sets the second sun gear 80 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. The third setting member 116 sets the third sun gear 92 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. The fourth setting member 118 sets the fourth sun gear 100 to one of a rotation state that is rotatable with respect to the support member 56 and a restricted state that cannot be rotated. [0040] The control member 120 is arranged to be rotatable around the supporting member 56 relative to it. The control member 120 is connected to the rotating body C2 (refer to FIG. 2). The rotating body C2 is connected to the end of the inner cable C1 and can rotate integrally with the rotating body C2. The rotating body C2 rotates when the inner cable C1 moves by the operation of the operation part 44 (refer to FIG. 1). Therefore, the control member 120 also rotates around the support member 56 in accordance with the rotation of the rotating body C2. [0041] As shown in FIG. 4, the sleeve 122 includes a first arm portion 122A, a second arm portion 122B, a third arm portion 122C, a fourth arm portion 122D, and a base portion 122E. The arm portions 122A to 122D are bent along the circumferential direction of the support member 56. The base portion 122E extends in the axial direction of the support member 56 to connect the respective arm portions 122A to 122D. The number of arms 122A to 122D is equal to the number of setting members 112, 114, 116, and 118. In each of the arm portions 122A to 122D, an inclined surface is formed at the end or the middle portion in the extending direction. The sleeve 122 is embedded in the control member 120 and rotates integrally with the control member 120 around the support member 56. [0042] As shown in FIG. 5, the first setting member 112 is arranged between the first sun gear 72 and the support member 56. The first setting member 112 includes a claw portion 112A and an engaging portion 112B that engages with the inner peripheral surface of the first arm portion 122A. When the first arm portion 122A rotates around the support member 56, the engaging portion 112B moves along the inclined surface of the first arm portion 122A, and the first setting member 112 is rotated. The state where the pawl portion 112A protrudes toward the concave portion of the inner peripheral portion of the first sun gear 72 (solid line in FIG. 5) forms a restricted state in which the first sun gear 72 cannot rotate with respect to the support member 56. The state where the pawl portion 112A is detached from the recessed portion of the inner peripheral portion of the first sun gear 72 (two-dot chain line in FIG. 5) forms a rotational state in which the first sun gear 72 is rotatable with respect to the support member 56. In Fig. 5, although the relationship between the first setting member 112 and the first sun gear 72 and the first arm portion 122A is described, the rotation state of the sun gears 80, 92, 100 and the rotation state of the sun gears 80, 92, 100 are also formed by the same structure for other members. Restricted status. The second sun gear 80 is formed in a rotating state and a restricted state by the second setting member 114 and the second arm portion 122B. The third sun gear 92 is formed in a rotating state and a restricted state by the third setting member 116 and the third arm portion 122C. The fourth sun gear 100 is formed in a rotating state and a restricted state by the fourth setting member 118 and the fourth arm portion 122D. [0043] The setting mechanism 54 shown in FIG. 4 controls the first setting member 112 and the second setting member 114 to allow the first sun gear 72 and the second sun gear 80 to be in a restricted state. The other of the gear 72 and the second sun gear 80 is in a rotating state. The setting mechanism 54 controls the third setting member 116 and the fourth setting member 118 to make the third sun gear 92 and the fourth sun gear 100 if one of the third sun gear 92 and the fourth sun gear 100 is in the restricted state. The other side is in a rotating state. The setting mechanism 54 is used to switch the rotation state and the restriction state of the sun gears 72, 80, 92, 100 by setting the inclined surfaces of the arms 122A to 122D of the sleeve 122 at different positions in the circumferential direction. The rotation phase of the member 120 is different. [0044] The first switching unit 124 and the second switching unit 126 form a first state in which the rotation of the input body 58 is output to the output body 60 via the speed change of the second speed change mechanism 62B, and the rotation of the input body 58 is different. The second state of the output body 60 is output to the second state of the output body 60 through the speed change of the second speed change mechanism 62B. [0045] The first switching unit 124 includes a first one-way clutch 124A. The first one-way clutch 124A is, for example, a roller clutch. The first one-way clutch 124A is arranged between the second ring gear member 108 and the output body 60. Specifically, the second ring gear member 108 is integrated with the inner race of the first one-way clutch 124A, and the inner peripheral portion of the output body 60 is integrated with the outer race of the first one-way clutch 124A. The first one-way clutch 124A permits relative rotation of the second ring gear member 108 and the output body 60 when the rotation speed of the second ring gear member 108 is lower than the rotation speed of the output body 60. The first one-way clutch 124A rotates the first ring gear member 88 and the output body 60 integrally when the rotation speed of the second ring gear member 108 is equal to or higher than the rotation speed of the output body 60. [0046] The second switching unit 126 includes a second one-way clutch 126A. The second one-way clutch 126A is, for example, a one-way clutch having pawls. The second one-way clutch 126A is arranged between the third carrier 98 and the fourth carrier 106 and the output body 60. The second one-way clutch 126A transmits the rotation of the third carrier 98 and the fourth carrier 106 to the output body 60 and does not transmit the rotation of the output body 60 to the third carrier 98 and the fourth carrier 106. [0047] When both the first sun gear 72 and the second sun gear 80 are in a rotating state, and the third sun gear 92 and the fourth sun gear 100 are both in a rotating state, the input to the first planetary mechanism 64 and the second The rotation speeds of the planetary mechanism 66, the third planetary mechanism 68, and the fourth planetary mechanism 70 are increased. Therefore, the rotation of the input body 58 is not transmitted through the first planetary mechanism 64, the second planetary mechanism 66, the third planetary mechanism 68, and the fourth planetary mechanism 70, but is output to the output through the first switching unit 124体60. The second switching part 126 allows the relative rotation of the third carrier 98 and the fourth carrier 106 and the output body 60. [0048] When one of the first sun gear 72 and the second sun gear 80 is in a rotating state, and both the third sun gear 92 and the fourth sun gear 100 are in a rotating state, the input to the third planetary mechanism 68 and The rotation speed of the fourth planetary mechanism 70 is increased. Therefore, the rotation of the input body 58 is output to the output body 60 through the first switching unit 124, not through the speed change of the third planetary mechanism 68 and the fourth planetary mechanism 70. The second switching part 126 allows the relative rotation of the third carrier 98 and the fourth carrier 106 and the output body 60. [0049] When one of the first sun gear 72 and the second sun gear 80 is in the restricted state, and one of the third sun gear 92 and the fourth sun gear 100 is in the restricted state, the input is input to the third planetary mechanism 68 or The rotation speed of the fourth planetary mechanism 70 is increased. Therefore, the rotation of the input body 58 is output to the output body 60 through the speed change of the third planetary mechanism 68 or the fourth planetary mechanism 70 and then through the second switching unit 126. [0050] The transmission mechanism 52 is formed with at least a first shift path S10 and a second shift path S20. The first speed change path S10 transmits at least the speed of the first speed change mechanism 62A, and transmits the rotation from the input body 58 to the output body 60 at one of the first speed ratio and the second speed ratio among three or more speed ratios. . The second speed change path S20 is different from the speed change mechanism 62 through the first speed change path S10. The speed change via the second speed change mechanism 62B makes the rotation from the input body 58 larger than the first speed ratio and the second speed ratio. The gear ratio of is communicated to the output body 60. [0051] The first shifting route S10 includes a first planetary shifting route S11 and a second planetary shifting route S12. In the first planetary speed change path S11, the speed change via the first planetary mechanism 64 does not change the speed change via the second planetary mechanism 66, and the rotation from the input body 58 is transmitted to the output body 60 at the first speed ratio. The second planetary gear shift path S12 transmits the rotation from the input body 58 to the output body 60 at the second gear ratio instead of the gear shift of the first planetary mechanism 64 but the second planetary mechanism 66. [0052] The setting mechanism 54 sets the transmission mechanism 52 so that the transmission mechanism 52 does not go through the first planetary mechanism 64 in the second transmission path S20. The second shifting route S20 includes a third planetary shifting route S21 and a fourth planetary shifting route S22. In the third planetary gear shift route S21, the gear shift via the third planetary mechanism 68 is not geared via the fourth planetary mechanism 70, and the rotation from the input body 58 is transmitted to the output at a third gear ratio that is larger than the second gear ratio.体60. The fourth planetary gear shift route S22 is not geared via the third planetary mechanism 68 but via the fourth planetary mechanism 70, but transmits the rotation from the input body 58 to the output at a fourth gear ratio that is larger than the third gear ratio.体60. [0053] With reference to FIGS. 6 to 11 and Table 1, the relationship between each gear position and the constituent elements of the transmission mechanism 52 will be described. As shown in Figure 6 and Table 1, in the first gear position, the first sun gear 72 is in a rotating state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a rotating state, and the fourth sun gear 100 is Rotating state. As shown in FIG. 7, in the first shift position, the shift path S forms a non-shift path S0. In this case, the gear ratio is the minimum gear ratio R0. The minimum gear ratio R0 is "1". [0054] As shown in Figure 6 and Table 1, in the second gear position, the first sun gear 72 is in a restricted state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a rotating state, and the fourth sun The gear 100 is in a rotating state. As shown in FIG. 8, in the second gear position, the gear shift path S forms the first speed increasing path S1. The first speed increasing route S1 passes through the first speed change route S10 and does not pass through the second speed change route S20. The shifting route S is formed with a first speed-increasing route S1 that only passes through the first planetary shifting route S11 among the first shifting routes S10. In this case, the gear ratio becomes the first gear ratio R1 that is larger than the minimum gear ratio R0. [0055] As shown in Figure 6 and Table 1, in the third gear position, the first sun gear 72 is in a restricted state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a restricted state, and the fourth sun The gear 100 is in a rotating state. As shown in FIG. 9, in the third gear position, the gear shift path S forms a second speed increasing path S2. The second speed increasing route S2 passes through the first speed changing route S10 and the second speed changing route S20. The shifting route S forms a second speed-increasing route S2. The second speed-increasing route S2 passes through: the first planetary shift route S11 in the first shift route S10 and the third planetary shift route in the second shift route S20 S21. In this case, the gear ratio becomes the second speed increase ratio R2 which is larger than the first speed increase ratio R1. [0056] As shown in Figure 6 and Table 1, in the fourth gear position, the first sun gear 72 is in a restricted state, the second sun gear 80 is in a rotating state, the third sun gear 92 is in a rotating state, and the fourth sun The gear 100 is in a restricted state. As shown in FIG. 10, in the fourth shift position, the shift path S forms a third speed-increasing path S3. The third speed increasing route S3 passes through the first speed changing route S10 and the second speed changing route S20. The shifting route S forms a third speed-increasing route S3, which passes through: the first planetary shifting route S11 in the first shifting route S10 and the fourth planetary shifting route in the second shifting route S20 S22. In this case, the gear ratio becomes the third speed increase ratio R3 which is larger than the second speed increase ratio R2. [0057] As shown in Figure 6 and Table 1, in the fifth gear position, the first sun gear 72 is in a rotating state, the second sun gear 80 is in a restricted state, the third sun gear 92 is in a rotating state, and the fourth sun The gear 100 is in a restricted state. As shown in FIG. 11, in the fifth gear position, the shift path S forms a fourth speed-increasing path S4. The fourth speed increasing route S4 passes through the first speed changing route S10 and the fourth speed changing route S20. The shifting route S forms a fourth speed-increasing route S4. The fourth speed-increasing route S4 passes through: the second planetary shift route S12 in the first shift route S10 and the fourth planetary shift route in the second shift route S20 S22. In this case, the gear ratio becomes the fourth speed increase ratio R4 which is larger than the third speed increase ratio R3. [0058] [Table 1] [0059] Table 2 shows an example of the number of gear teeth of the planetary mechanisms 64, 66, 68, and 70 of this embodiment. [0060] [0061] With reference to Table 3, the gear ratio of each gear position will be described. "Difference dA" means three consecutive gear positions among 5 or more gear positions. The ratio P of the gear ratio of the intermediate gear position to the gear ratio of the smallest gear position is subtracted from the maximum The difference in the case of the ratio P of the gear ratio of the gear position to the gear ratio of the intermediate gear position (shift step). The bicycle transmission 50 shown in Table 3 has five gear positions. [0062] In the transmission mechanism 62, the difference (shift step) dA is a positive value in any of the three consecutive shift positions. The five gear positions are included in the smallest gear position of the gear shift mechanism 62. The absolute value of the difference dA is 0.03 or more and 0.15 or less. The absolute value of the difference dA is 0.04 or more and 0.1 or less. [0063] The difference dA is a positive value in any three consecutive gear positions. Specifically, the difference dA is a positive value in any of the first to third gear positions, the second to fourth gear positions, and the third to fifth gear positions. The absolute value of the numerical value dX obtained by subtracting the other of the differences dA from one of the differences dA is 0.005 or more and 0.02 or less. [0064] [0065] With reference to FIG. 12, the function of the bicycle transmission 50 will be described. The solid line L11 in Fig. 12 shows the relationship between the cadence and the vehicle speed when the bicycle transmission 50 is used in the first gear position. The solid line L12 shows the relationship between the cadence frequency and the vehicle speed when the second gear position of the bicycle transmission 50 is used. The solid line L13 shows the relationship between the cadence frequency and the vehicle speed when the third gear position of the bicycle transmission 50 is used. The solid line L14 shows the relationship between the cadence and the vehicle speed when the bicycle transmission 50 is used in the fourth gear position. The solid line L15 shows the relationship between the cadence and the vehicle speed when the fifth gear position of the bicycle transmission 50 is used. [0066] The two-dot chain line L21 in FIG. 12 shows the relationship between the cadence and the vehicle speed in the case of using the first gear position of the hypothetical bicycle transmission in which the difference dA is always "0". The two-dot chain line L22 shows the relationship between the cadence frequency and the vehicle speed when the second gear position of the assumed bicycle transmission is used. The two-dot chain line L23 shows the relationship between the cadence frequency and the vehicle speed when the third gear position of the assumed bicycle transmission is used. The two-dot chain line L24 shows the relationship between the cadence frequency and the vehicle speed when the fourth gear position of the assumed bicycle transmission is used. The two-dot chain line L25 shows the relationship between the cadence frequency and the vehicle speed when the fifth gear position of the assumed bicycle transmission is used. [0067] For example, when the cadence is increased to 70 rpm, the speed of the bicycle 10 is increased by one step by raising the gear position, in a hypothetical bicycle transmission, the lower the gear position is, the lower the gear position is, the operation unit 44 performs gear shifting. The period before the operation of raising the gear position becomes shorter. Specifically, the amount of change in vehicle speed before increasing the cadence to 70 rpm in the first gear position and then changing to the second gear position will be less than the amount of change in the vehicle speed before raising the cadence to 70 rpm in the second gear position and then changing to the third gear position. The amount of change in the previous vehicle speed. Therefore, the smaller the gear position, the more frequently the operation of raising the gear position will be performed. [0068] On the other hand, in the bicycle transmission 50, regardless of the size of the shift position, the period before the operation unit 44 performs an operation to raise the shift position is maintained within a predetermined range. Therefore, the rider can perform the operation of changing the gear position with a stable timing in response to the change of the vehicle speed. [0069] (Modifications) The description of the above-mentioned embodiment is an example of the form of the bicycle transmission of the present invention and the bicycle assist system including the transmission, and is not intended to limit the form. The bicycle transmission of the present invention and the bicycle auxiliary system provided with the transmission can take, for example, a combination of at least two modified examples of the above-mentioned embodiment and at least two modified examples that are not contradictory to each other as shown below. In the following modification examples, the same reference numerals as in the embodiment are added to the parts common to the embodiment, and the description thereof is omitted. [0070] In the five gear positions where the gear ratio of the transmission mechanism 62 is gradually increased, the absolute value of the difference dA is set to be less than 0.03 or greater than 0.15. Set the difference dA to one of the positive and negative values for any of the three consecutive gears of 4 gears among 5 or more gears. , And the absolute value of the difference dA is 0.03 or more and 0.15 or less. In this case, it is also possible to set the difference dA of three consecutive gear positions including the gear positions not included in the four gear positions to "0". The gear positions that are not included in the four gear positions are the first gear position or the fifth gear position in the above-mentioned embodiment. For 3 consecutive gear positions among 5 or more gear positions, the difference dA can also be set to a negative value. [0071] The bicycle transmission 50 may include 6 or more gear positions. In this case, the difference dA of the three consecutive gear positions among the six gear positions is one of a positive value and a negative value in any of the three consecutive gear positions. When the bicycle transmission 50 includes six or more gear positions, the difference dA of the three successive gear positions among the five successive gear positions can be either a positive value or a negative value. The difference dA of the three gear positions including the gear positions other than the consecutive five gear positions is the other of the positive value and the negative value. Furthermore, the difference dA of the three gear positions including the gear positions other than the five consecutive gear positions may be set to "0" instead of the other of the positive value and the negative value. [0072] The absolute value of the numerical value dX obtained by subtracting the other of the differences dA from one of the differences dA may also be set to be less than 0.005 or greater than 0.02. [0073] The bicycle transmission 50 may be mounted on the bicycle 10 that does not include the motor 42. In this case, it is also possible to meet the need to change the gear position with respect to the bicycle speed in a fixed manner, so it can contribute to the usability. [0074] The bicycle transmission 50 may be provided around the crankshaft 20A. In this case, the bicycle transmission 50 shifts the rotation input to the crankshaft 20A and outputs it to the front rotating body 24. [0075] At least one of the first to fourth planetary mechanisms 64, 66, 68, and 70 may be a planetary roller mechanism. The first planetary gears 76, the second planetary gears 84, the third planetary gears 96, and the fourth planetary gear 104 of the first to fourth planetary mechanisms 64, 66, 68, 70 can also be arranged as a single component to make a four-stage Planetary gears with stages. At least one of the first to fourth planetary mechanisms 64, 66, 68, 70 may be made as a mechanism that decelerates the input rotation and outputs it. [0076] The bicycle 10 may be provided with a control unit for controlling the bicycle transmission 50. For example, the control unit controls the bicycle transmission 50 so that the cadence becomes a predetermined range to change the gear shift position. In this case, the timing for the control unit to control the bicycle transmission 50 becomes fixed with respect to the vehicle speed, so the rider does not easily feel strange feelings.
