JP2020062925A - Controller and gear change system - Google Patents

Abstract

To provide a controller and gear change system capable of achieving a gear change suitable for a driving state of a human-power drive vehicle.SOLUTION: The controller includes a control section for controlling a gear change device of a human-power drive vehicle according to gear change conditions. The control section, when the gear change conditions are satisfied under a first state in which a running drive mechanism of the human-power drive vehicle is not driven, operates the gear change device with a first operation amount, or otherwise, when the gear change conditions are satisfied under a second state in which the running drive mechanism is driven, operates the gear change device with a second operation amount. The first operation amount is different from the second operation amount.SELECTED DRAWING: Figure 2

Description

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

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

Japanese Patent Publication No. 10-511621

It is preferable to change the operation mode of the transmission according to the traveling state of the human-powered vehicle.
One of the objects of the present disclosure is to provide a control device and a transmission system capable of realizing a shift suitable for a traveling state of a human-powered vehicle.

A control device according to a first aspect of the present invention includes a control unit that controls a transmission of a human-powered vehicle according to a shift condition, and the control unit is in a first state in which a traveling drive mechanism of the human-powered vehicle is not driven. When the shift condition is satisfied, the transmission device is operated at the first operation amount, and when the shift condition is satisfied in the second state in which the traveling drive mechanism is driven, the transmission device is operated at the second operation amount. Then, the first motion amount is different from the second motion amount.
According to the control device of the first aspect, when the speed change device satisfies the speed change condition and operates, the operation amount of the speed change device varies depending on whether the traveling drive mechanism is driven or not. Therefore, by setting the first operation amount and the second operation amount of the transmission according to the running state of the human-powered vehicle, it is possible to realize a gear shift suitable for the running state of the human-driven vehicle.

In the control device of the second aspect according to the first aspect, the control section operates the transmission device such that the first operation amount is smaller than the second operation amount.
According to the control device of the second aspect, since the operation amount of the transmission device when the traveling drive mechanism is not driven is smaller than the operation amount of the transmission device when the traveling drive mechanism is driven, It is possible to suppress the failure of and the shock at the time of shifting.

A control device according to a third aspect of the present invention includes a control unit that controls the transmission so as to change a shift stage of the transmission of the human-powered vehicle according to a shift condition, and the control unit includes the human-drive vehicle. When the shift condition is satisfied in the first state in which the traveling drive mechanism is not driven, the transmission is controlled so as to change the shift stage by the first number of stages, and the traveling drive mechanism of the human-powered vehicle is driven. When the shift condition is satisfied in the second state, the transmission is controlled to change the shift stage by the second shift number, and the first shift number is different from the second shift number.
According to the control device of the third aspect, when the speed change device is operated while satisfying the speed change condition, the number of shift speeds changed by the speed change device varies depending on whether the traveling drive mechanism is driven or not. Therefore, by setting the number of first shift steps and the second shift step that are changed by the transmission according to the running state of the human-powered vehicle, it is possible to realize a shift suitable for the running state of the human-driven vehicle.

In the control device according to the fourth aspect according to the third aspect, the control section operates the transmission so that the first gear number is smaller than the second gear number.
According to the control device of the fourth aspect, since the number of change stages of the transmission in the state in which the traveling drive mechanism is not driven is smaller than the number of change stages in the transmission in the state in which the traveling drive mechanism is driven, It is possible to suppress the failure of and the shock at the time of shifting.

In the control device according to the fifth aspect according to the third or fourth aspect, the control unit may increase or decrease the shift speed by the first shift number when the shift condition is satisfied in the first state. Control the transmission.
According to the control device of the fifth aspect, when the speed change condition is satisfied while the traveling drive mechanism is not driven, the speed change step is changed by the first step number smaller than the second step number. The shock at the time of shifting can be suppressed.

In the control device of the sixth aspect according to any one of the third to fifth aspects, the first stage number is one stage.
According to the control device of the sixth aspect, it is possible to further suppress the shift failure and the shock during the shift.

In the control device of the seventh aspect according to any one of the first to sixth aspects, the transmission device includes an external transmission device.
According to the control device of the seventh aspect, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

A control device according to an eighth aspect of the present invention includes a control unit that controls a transmission of a human-powered vehicle according to a shift condition, and when the control unit restarts pedaling from the coasting state, the control unit controls the coasting state. And a first second period from the start of pedaling to a predetermined second period, a first control for limiting the operation of the transmission is performed for a total of a third period. .
According to the control device of the eighth aspect, by restricting the operation of the transmission from the start of the coasting state to the predetermined second period after the start of pedaling, the gear ratio of the human-powered vehicle at the start of pedaling is reduced. The excessive change of can be suppressed. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device according to the ninth aspect according to the eighth aspect, the second period is a predetermined period that is set in advance.
According to the control device of the ninth aspect, it is possible to suppress an excessive change in the gear ratio of the human-powered vehicle for a predetermined period from the start of pedaling, and thus it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device according to the tenth aspect according to the eighth or ninth aspect, the control unit does not prohibit the shift in the second period when the traveling speed of the human-powered vehicle is lower than a predetermined speed.
According to the control device of the tenth aspect, when the traveling speed of the human-powered vehicle is low, the gear ratio of the human-powered vehicle is quickly changed at the start of pedaling. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device according to the eleventh aspect according to any one of the eighth to tenth aspects, the control unit may control the driving speed of the human-powered vehicle in the first period to be lower than a predetermined speed. Shifting is not prohibited during the second period.
According to the control device of the eleventh aspect, when the speed difference between the traveling speed of the human-powered vehicle before the coasting state and the traveling speed of the human-powered vehicle in the coasting state is large, that is, when the pedaling starts When the traveling speed of the drive vehicle is low, the gear ratio of the manual drive vehicle is rapidly changed at the start of pedaling. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device of the twelfth aspect according to any one of the eighth to eleventh aspects, the shift condition includes a first reference value, and the control unit controls the first reference value to be equal to or greater than a first threshold value. And a control unit configured to execute a second control for controlling the transmission so as to increase a gear ratio of the human-powered vehicle, wherein the control unit controls the second control more than the first control in the second period. Execute with priority.
According to the control device of the twelfth aspect, since the gear ratio of the human-powered vehicle is likely to increase in the second period, the gear ratio of the human-powered vehicle can be promptly changed. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device according to the thirteenth aspect according to any one of the eighth to twelfth aspects, the speed change condition includes a first reference value, and the control unit controls the first reference value to be less than a first threshold value. And a control unit configured to execute a third control for controlling the transmission so as to reduce a gear ratio of the human-powered vehicle, the control unit performing the first control more than the third control in the second period. Execute with priority.
According to the control device of the thirteenth aspect, since the gear ratio of the human-powered vehicle is less likely to decrease in the second period, it is possible to suppress an excessive change in the gear ratio of the human-powered vehicle. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device according to the fourteenth aspect according to the thirteenth aspect, the control unit controls the transmission device to change a shift speed of the transmission device according to the shift condition, and in the first control, the control is performed. When the first reference value is less than the first threshold value in the third period, the unit operates the transmission so that the number of change stages is smaller than the number of change stages of the shift stage by the third control.
According to the control device of the fourteenth aspect, since the gear ratio of the human-powered vehicle is less likely to decrease in the third period, it is possible to suppress an excessive change in the gear ratio of the human-powered vehicle. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device of the fifteenth aspect according to any one of the eighth to fourteenth aspects, in the first control, the control unit increases or decreases the shift speed of the transmission by a predetermined number. The transmission is operated.
According to the control device of the fifteenth aspect, it is possible to suppress an excessive change in the gear ratio of the human-powered vehicle at the start of pedaling. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device according to the sixteenth aspect according to the fifteenth aspect, in the first control, the control section operates the transmission device to increase or decrease the shift speed by one step.
According to the control device of the sixteenth aspect, it is possible to further suppress an excessive change in the gear ratio of the human-powered vehicle at the start of pedaling. Therefore, it is possible to realize a gear shift suitable for the traveling state of the human-powered vehicle.

In the control device according to the seventeenth aspect according to the eighth aspect, the control section prohibits a shift during the third period.
According to the control device of the seventeenth aspect, it is possible to suppress an excessive change in the gear ratio of the human-powered vehicle by not performing the gear change from the start of the coasting state to the predetermined second period after the start of pedaling.

In the control device according to the eighteenth aspect according to any one of the eighth to seventeenth aspects, the control unit controls the rotation states of the sprocket, the front wheels, the rear wheels, and the crank of the human-powered vehicle, and the pedal depression force. The coasting state is detected according to at least one.
According to the control device of the eighteenth aspect, the coasting state can be appropriately detected.

A transmission system according to a nineteenth aspect of the present invention includes a control device according to any one of the first to eighteenth aspects and the transmission device.
According to the transmission system of the nineteenth aspect, it is possible to realize a shift suitable for the traveling state of the human-powered vehicle.

  According to the control device and the speed change system of the present disclosure, it is possible to realize a speed change suitable for the traveling state of the human-powered vehicle.

1 is a side view of a human-powered vehicle including a control device and a transmission system according to a first embodiment. The block diagram which shows the electric constitution of a transmission system. The flowchart which shows an example of the process sequence of the control which the control part of a control apparatus performs. The flowchart which shows an example of the process sequence of the control which a control part performs. The flowchart which shows an example of the process sequence of the control which the control part of a control apparatus performs about the control apparatus and transmission system of 2nd Embodiment. The flowchart which shows an example of the process sequence of the control which a control part performs. The flowchart which shows an example of the process sequence of the control which a control part performs.

(First embodiment)
A manual drive vehicle A including a transmission system 10 will be described with reference to FIG.
Here, the human-powered vehicle means a vehicle that at least partially uses human power as a driving force for traveling, and includes a vehicle that electrically assists human power. Vehicles that use only motive power other than human power are not included in human powered vehicles. In particular, a vehicle that uses only an internal combustion engine as a driving force is not included in a human-powered vehicle. Usually, a small and light vehicle is assumed as the human-powered vehicle, and a vehicle that does not require a license for driving on a public road is assumed. The illustrated human-powered vehicle A is a bicycle (e-bike) including an electric auxiliary unit E that assists the propulsion of the human-powered vehicle A by using electric energy. Specifically, the illustrated human-powered vehicle A is a trekking bike. The human-powered vehicle A further includes a frame A1, a front fork A2, a front wheel WF, a rear wheel WR, a steering wheel H, and a traveling drive mechanism B.

  The traveling drive mechanism B includes a drive train. The drive train of this embodiment is configured as a chain drive type. The traveling drive mechanism B includes a crank C, a front sprocket D1, a rear sprocket D2, and a chain D3. The crank C includes a crank shaft C1 rotatably supported by the frame A1, and a pair of crank arms C2 provided at both ends of the crank shaft C1. A pedal PD is rotatably attached to the tip of each crank arm C2. The drive train can be selected from any type, and may be a belt drive type or a shaft drive type.

  The front sprocket D1 is provided on the crank C so as to rotate integrally with the crank shaft C1. The rear sprocket D2 is provided on the hub HR of the rear wheel WR. The chain D3 is wound around the front sprocket D1 and the rear sprocket D2. The pedaling force applied to the pedal PD by the user riding in the human-powered vehicle A is transmitted to the rear wheel WR via the front sprocket D1, the chain D3, and the rear sprocket D2.

  A one-way clutch is provided between the rear sprocket D2 and the rear wheel WR. The one-way clutch transmits the rotation of the rear sprocket D2 in the traveling direction to the rear wheels WR. The one-way clutch does not transmit the rotation of the rear wheel WR in the traveling direction to the rear sprocket D2. When the rotation speed of the rear wheel WR is higher than that of the rear sprocket D2, the rotation of the rear sprocket D2 is not transmitted to the rear wheel WR by the one-way clutch. In one example, the one-way clutch includes an engaging member that engages with a member that rotates integrally with the rear sprocket D2 by rotating in one direction with a member that rotates integrally with the rear wheel WR. Thus, when the member that rotates integrally with the rear sprocket D2 rotates in one direction with respect to the member that rotates integrally with the rear wheel WR, the rear sprocket D2 rotates integrally with the rear wheel WR. The engagement member is disengaged by rotating the member that rotates integrally with the rear sprocket D2 in the other direction with respect to the member that rotates integrally with the rear wheel WR. Accordingly, when the member that rotates integrally with the rear sprocket D2 rotates in the other direction with respect to the member that rotates integrally with the rear wheel WR, the rear sprocket D2 can rotate relative to the rear wheel WR.

  The electric auxiliary unit E operates to assist the propulsion of the human-powered vehicle A. The electric auxiliary unit E operates, for example, according to the pedal effort applied to the pedal PD. The electric auxiliary unit E includes a motor E1. The electric auxiliary unit E operates by electric power supplied from a battery BT mounted on the human-powered vehicle A.

  The transmission system 10 includes a control device 12 and a transmission device 20. The controller 12 is housed in the housing E2 of the electric auxiliary unit E, for example. The control device 12 operates by the electric power supplied from the battery BT. The transmission 20 includes an exterior transmission. The transmission 20 includes a derailleur provided near the sprocket of the human-powered vehicle A, and an electric motor that operates the derailleur. The transmission 20 includes at least one of a front transmission 22 and a rear transmission 24. The front transmission 22 includes, for example, a front derailleur 22A provided near the front sprocket D1 and an electric motor that operates the front derailleur 22A. As the front transmission 22 is driven, the front sprocket D1 around which the chain D3 is wound is changed, and the gear ratio of the manually driven vehicle A is changed. The rear transmission 24 includes, for example, a rear derailleur 24A provided at the rear end A3 of the frame A1 and an electric motor that operates the rear derailleur 24A. As the rear transmission 24 is driven, the rear sprocket D2 around which the chain D3 is wound is changed, and the gear ratio of the manually driven vehicle A is changed. The transmission 20 is operated by electric power supplied from the battery BT or electric power supplied from a dedicated power source mounted on the transmission 20. The transmission 20 may include an internal transmission instead of the external transmission. In this case, the internal transmission is provided, for example, on the hub HR of the rear wheel WR. The transmission 20 may include a continuously variable transmission instead of the external transmission. In this case, the continuously variable transmission is provided, for example, on the hub HR of the rear wheels WR.

  The transmission 20 has a plurality of shift stages. The front transmission 22 has one or a plurality of gear stages. The number of shift stages included in the front transmission 22 is in accordance with the number of front sprockets D1. The rear transmission 24 has one or a plurality of shift stages. The number of gear stages included in the rear transmission 24 is in accordance with the number of rear sprockets D2. The number of gears included in the transmission 20 is determined by the product of the number of gears included in the front transmission 22 and the number of gears included in the rear transmission 24. Due to the relationship between the number of teeth corresponding to the gear position of the front transmission 22 and the number of teeth corresponding to the gear position of the rear transmission 24, the ratio of the rotational speed of the rear sprocket D2 to the rotational speed of the front sprocket D1 is calculated by human power. The gear ratio of drive vehicle A is determined.

  The transmission 20 is electrically driven according to the operation of the operation device SL. The operating device SL is provided on the right side of the handle H and the left side of the handle H, respectively. In one example, the front derailleur 22A of the front transmission 22 is operated by the electric motor in response to the operation of the one operation device SL, and the rear derailleur 24A of the rear transmission 24 is operated by the electric motor in response to the operation of the other operation device SL. To do. Operating device SL includes a first shift lever SL1 for upshifting and a second shift lever SL2 for downshifting. When the first shift lever SL1 is operated, for example, the transmission 20 is driven so as to be one or more gears higher than the current gear. When the second shift lever SL2 is operated, for example, the transmission 20 is driven so as to be one or more gears lower than the current gear.

A specific configuration of the control device 12 will be described with reference to FIGS. 1 and 2.
The control device 12 includes a control unit 14 that controls the transmission 20 of the human-powered vehicle A according to a shift condition. In one example, the control unit 14 controls the transmission 20 so as to change the gear position of the transmission 20 of the human-powered vehicle A according to the shift condition. The control unit 14 automatically controls the transmission 20 according to the shift condition. In one example, the shift condition is defined based on the first reference value of the human-powered vehicle A and the threshold value TH. The gear stage of the transmission 20 includes either the gear stage of the front transmission device 22 or the gear stage of the rear transmission device 24. In the following description, changing the shift speed of the transmission 20 means changing the shift speed of the front transmission 22 or changing the shift speed of the rear transmission 24.

  The first reference value includes vehicle information regarding the human-powered vehicle A. The vehicle information includes at least one of traveling information regarding a traveling state of the human-powered vehicle A and environmental information regarding a traveling environment of the human-powered vehicle A. The travel information includes at least one of cadence, torque applied to the manually driven vehicle A, vehicle speed, acceleration, and power. The torque includes the torque acting on the crank C. Power is the product of cadence and torque. The environmental information includes at least one of road surface information regarding a road surface state, air resistance information regarding air resistance, weather information regarding weather, and temperature information regarding temperature. The road surface information includes at least one of resistance information regarding road surface resistance and gradient information regarding road surface gradient. Road surface resistance varies depending on debris, gravel, and asphalt. The air resistance information includes information on air resistance acting on the user and the human-powered vehicle A when the human-powered vehicle A travels. In one example, the air resistance information includes wind power information regarding wind power, such as wind speed, wind pressure, and wind direction.

  The threshold TH includes an upper limit threshold THU and a lower limit threshold THL. The control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A increases according to the relationship between the first reference value and the upper limit threshold value THU, and the relationship between the first reference value and the lower limit threshold value THL becomes. Accordingly, transmission 20 is controlled so that the gear ratio becomes smaller. In one example, the control unit 14 controls the transmission 20 such that the gear ratio increases when the first reference value exceeds the upper threshold THU, and decreases when the first reference value falls below the lower threshold THL. Then, the transmission 20 is controlled.

  In one example, the shift condition is defined based on the input to the operation device SL of the human-powered vehicle A. The control unit 14 controls the transmission 20 according to an input to the operation device SL. The control unit 14 controls the transmission 20 to increase the gear ratio when the first shift lever SL1 is operated, and decreases the gear ratio when the second shift lever SL2 is operated. Control 20. The control unit 14 is a CPU (Central Processing Unit) or an MPU (Micro Processing Unit).

  The control device 12 further includes a storage unit 16 that stores information. The storage unit 16 includes a non-volatile memory and a volatile memory. The storage unit 16 stores, for example, various programs for control, preset information, and the like. In one example, the storage unit 16 stores information regarding a plurality of control modes.

  The human-powered vehicle A further includes a detection device 18 that detects various types of information. The detection device 18 includes a first detection unit 18A and a second detection unit 18B. The first detection unit 18A includes, for example, a sensor that detects the rotation speed (cadence) of the crank C. The second detection unit 18B includes, for example, a sensor that detects the traveling speed of the human-powered vehicle A. Existing sensors can be used as the sensor of the first detection unit 18A and the sensor of the second detection unit 18B. The detection device 18 may further include a sensor other than the first detection unit 18A and the second detection unit 18B. In one example, the sensor is a sensor that detects the rotational speed of the front sprocket D1, a sensor that detects the rotational speed of the rear sprocket D2, a sensor that detects the rotational speed of the front wheels WF, a sensor that detects the rotational speed of the rear wheels WR, and a pedal. At least one of a sensor that detects a pedaling force that is a force applied to the PD and a sensor that detects an acceleration of the human-powered vehicle A is included. Existing sensors can also be used for these sensors.

Next, the detailed content of the control of the transmission 20 by the control unit 14 will be described.
As the control of the transmission device 20, the control unit 14 executes one of the following first process and second process in addition to the control of changing the gear ratio according to the first reference value and the threshold value TH. The control unit 14 repeats the first process or the second process at predetermined time intervals, for example, in a period from the start of the supply of electric power from the battery BT to the control unit 14 to the end of the supply of electric power to the control unit 14. Run.

  In the first process, if the shift condition is satisfied in the first state where the traveling drive mechanism B of the human-powered vehicle A is not driven, the control unit 14 operates the transmission device 20 with the first operation amount to drive the traveling drive mechanism B. When the shift condition is satisfied in the second state in which is driven, the transmission 20 is operated with the second operation amount. The first movement amount is different from the second movement amount. In one example, the control unit 14 controls the transmission 20 so that the first operation amount is smaller than the second operation amount. The first state in which the traveling drive mechanism B is not driven includes a state in which the rotation of the crank C is stopped and a state in which the chain D3 is not rotating in the forward rotation direction due to the backward rotation of the crank C. The second state in which the traveling drive mechanism B is driven includes a state in which the chain D3 rotates in the forward rotation direction due to the forward rotation of the crank C. A first example of the first movement amount and the second movement amount is a movement amount of the front derailleur 22A which is operated by the front derailleur 22A for changing the chain D3 to any one of the plurality of front sprockets D1. A second example of the first movement amount and the second movement amount is the movement amount of the rear derailleur 24A that operates to change the chain D3 to any one of the plurality of rear sprockets D2. The first operation amount and the second operation amount are respectively defined by the rotation amount of the electric motor of the transmission 20, for example. The control unit 14 may acquire the first movement amount and the second movement amount, respectively, according to the detection result of the sensor that detects the movement amount of the front derailleur 22A, and the detection result of the sensor that detects the movement amount of the rear derailleur 24A. The first motion amount and the second motion amount may be acquired according to the above.

  The first operation amount is, for example, an operation amount that increases or decreases the shift speed of the transmission 20 by one speed. The second operation amount is, for example, an operation amount that increases or decreases the shift speed of the transmission 20 by a predetermined number of speeds (two or more speeds). The first operation amount may be an operation amount in which the number of gear stages of the transmission 20 is two or more in a range smaller than the second operation amount.

  When the first reference value is greater than or equal to the first threshold value TH1 in the first state, or when the control unit 14 receives a shift command signal for a shift-up shift from the operation device SL, the control unit 14 uses the first operation amount to change the transmission device. The transmission 20 is controlled so that the gear position of 20 is increased. In one example, the signal of the shift command for the shift-up shift from the operation device SL is a signal of the shift command for the shift-up shift of two or more stages. When the first reference value is less than the first threshold value TH1 in the first state, or when the control unit 14 receives the signal of the shift command for the downshift from the operating device SL, the control unit 14 uses the first operation amount to perform the transmission. The transmission 20 is controlled so that the gear position of 20 becomes smaller. In one example, the signal of the shift command for the shift down shift from the operation device SL is a signal of the shift command for the shift down shift of two or more stages.

  When the first reference value is greater than or equal to the first threshold value TH1 in the second state, or when the control unit 14 receives a shift command signal for a shift-up shift from the operation device SL, the control unit 14 uses the second operation amount to change the shift device. The transmission 20 is controlled so that the gear position of 20 is increased. In one example, the signal of the shift command for the shift-up shift from the operation device SL is a signal of the shift command for the shift-up shift of two or more stages. When the first reference value becomes less than the first threshold value TH1 in the second state, or when the control unit 14 receives the signal of the shift command for the shift-down shift from the operation device SL, the control unit 14 uses the second operation amount. The transmission 20 is controlled so that the gear position of 20 becomes smaller. In one example, the signal of the shift command for the shift down shift from the operation device SL is a signal of the shift command for the shift down shift of two or more stages.

FIG. 3 is a flowchart showing an example of the procedure of the first processing.
The control unit 14 determines whether or not the shift condition is satisfied in step S11. The shift condition in step S11 is either that the first reference value exceeds the upper limit threshold value THU, that the first reference value falls below the lower limit threshold value THL, and that there is an input to the operating device SL of the human-powered vehicle A. To meet one. The control unit 14 determines whether or not there is an input to the operating device SL of the human-powered vehicle A according to whether or not a signal related to a gear shift instruction is received from the operating device SL. When the shift condition is not satisfied, that is, when the first reference value is between the upper limit threshold THU and the lower limit threshold THL, or when the control unit 14 does not receive the signal related to the shift instruction from the operating device SL, the processing is performed. Ends once.

  When the shift condition is satisfied, the control unit 14 proceeds to step S12. The control unit 14 determines in step S12 whether or not it is in the first state. In one example, the control unit 14 makes the determination in step S12 depending on the detection result of the first detection unit 18A, that is, whether or not the crank C has been rotated forward. When determining that the state is the first state, the control unit 14 proceeds to step S13. The control unit 14 operates the transmission 20 with the first operation amount in step S13, and temporarily ends the process. When determining that the state is not the first state, that is, when it is the second state, the control unit 14 proceeds to step S14. The control unit 14 operates the transmission 20 with the second operation amount in step S14, and ends the process once.

  In the second processing, the control unit 14 controls the transmission device 20 to change the shift speed by the first shift number when the shift condition is satisfied in the first state in which the traveling drive mechanism B of the human-powered vehicle A is not driven. Then, when the shift condition is satisfied in the second state in which the traveling drive mechanism B of the human-powered vehicle A is driven, the transmission device 20 is controlled so as to change the shift speed by the second shift number. The first stage number is different from the second stage number. Specifically, when the shift condition is satisfied in the first state, the control unit 14 controls the transmission 20 so that the shift speed is increased or decreased by the first number. In one example, the control unit 14 operates the transmission 20 so that the first gear number is smaller than the second gear number. In this case, the first stage number and the second stage number are each greater than 0. Specifically, the first stage number is one stage. The number of second stages is two or more. In the present embodiment, the first stage number and the second stage number are respectively determined in advance and stored in the storage unit 16. At least one of the first stage number and the second stage number may be changed by the user.

  When the first reference value is greater than or equal to the first threshold value TH1 in the first state, or when the control unit 14 receives a shift command signal for a shift-up shift from the operation device SL, the gear position of the transmission device 20 is set to the first gear. The transmission 20 is controlled so as to be increased by one gear. In one example, the signal of the shift command for the shift-up shift from the operation device SL is the signal of the shift command for the shift-up shift corresponding to the second gear number. When the first reference value is less than the first threshold value TH1 in the first state, or when the control unit 14 receives the signal of the shift command for the shift-down shift from the operation device SL, the gear position of the transmission device 20 is set to the first gear. The transmission 20 is controlled so as to be reduced by one gear. In one example, the shift command signal for the shift down shift from the operation device SL is a signal for the shift command for the shift down shift corresponding to the second gear number.

  When the first reference value becomes equal to or higher than the first threshold value TH1 in the second state, or when the control unit 14 receives the signal of the shift command for the shift-up shift from the operation device SL, the gear position of the transmission device 20 is set to the first gear. The transmission 20 is controlled so as to be increased by two steps. In one example, the signal of the shift command for the shift-up shift from the operation device SL is the signal of the shift command for the shift-up shift corresponding to the second gear number. When the first reference value becomes less than the first threshold value TH1 in the second state, or when the control unit 14 receives the signal of the shift command for the shift-down shift from the operation device SL, the gear position of the transmission device 20 is set to the first gear. The transmission 20 is controlled so as to be smaller by two gears. In one example, the shift command signal for the shift down shift from the operation device SL is a signal for the shift command for the shift down shift corresponding to the second gear number.

  FIG. 4 is a flowchart showing an example of the procedure of the second processing. The determinations of steps S21 and S22 in the flowchart of FIG. 4 are the same as the determinations of steps S11 and S12 of the flowchart of FIG.

  When a negative determination is made in step S21, the control unit 14 once ends the process. When a positive determination is made in step S21 and step S22, the control unit 14 proceeds to step S23. In step S23, the control unit 14 controls the transmission 20 so as to change the gear position by the first gear number, and ends the process once. When the control unit 14 makes an affirmative decision in step S21 and makes a negative decision in step S22, the process proceeds to step S24. In step S24, the control unit 14 controls the transmission 20 so as to change the gear position by the second gear number, and ends the process once.

  When the control unit 14 executes one of the first process and the second process, for example, in the state where the user does not rotate the crank C forward, for example, when a shift condition is satisfied and a multi-step shift is requested, the first shift is performed. When the transmission device 20 operates with the operation amount, the chain D3 is re-engaged with a sprocket corresponding to, for example, one gear position. After that, when the user rotates the crank C forward, the transmission 20 operates so as to reach the target number of gears in the multi-speed shift. In the state where the user is rotating the crank C forward, for example, when a shift condition is satisfied and a multi-step shift is required, the transmission 20 is operated at the second operation amount so that the target step number in the multi-step shift is achieved. The transmission 20 operates.

(Second embodiment)
The transmission system 10 according to the second embodiment will be described with reference to FIGS. 5 to 7. The speed change system 10 of the present embodiment is different from the speed change system 10 of the first embodiment in the coasting state and the operation mode of the speed change device 20 within a predetermined period after starting pedaling from the coasting state. Is different. In the following description, the same components as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

  The control unit 14 detects the coasting state according to at least one of the rotation states of the sprocket, the front wheels WF, the rear wheels WR, and the cranks C of the human-powered vehicle A, and the pedal effort. The sprocket of the human-powered vehicle A includes at least one of a front sprocket D1 and a rear sprocket D2. In one example, the control unit 14 detects that the rear sprocket D2 is in the coasting state when the rotation speed of the rear wheel WR in the forward rotation direction is higher than the rotation speed of the rear sprocket D2 in the forward rotation direction.

  The control unit 14 detects the coasting state according to at least one of the rotation state of the sprocket, the front wheel WF, and the rear wheel WR of the human-powered vehicle A and at least one of the rotation state of the crank C and the pedal effort. You may. That is, the control unit 14 detects the coasting state when the human-powered vehicle A is traveling and the traveling drive mechanism B is not driven. In this case, for example, the control unit 14 detects the coasting state according to the cadence that can be obtained from the detection result of the first detection unit 18A and the traveling speed of the human-powered vehicle A that can be obtained from the detection result of the second detection unit 18B. You may.

  The control unit 14 may detect the coasting state according to the degree of change in the rotation speed of the front wheels WF, or may detect the coasting state according to the degree of change in the rotation speed of the rear wheels WR. In one example, the control unit 14 detects that the coasting state is set when the degree of change in the rotation speed of the front wheels WF is less than the threshold value X1. The control unit 14 detects the coasting state when the degree of change in the rotation speed of the rear wheels WR is less than the threshold value X1. The threshold value X1 is a value for determining that the rotation speed of the front wheels WF or the rear wheels WR has not changed due to pedaling, and is set in advance by a test or the like. When the rotation speed of the sprocket of the human-powered vehicle A is 0 or less than a predetermined threshold value X2, the control unit 14 may detect the coasting state. The threshold value X2 is a value for determining that the sprocket is not substantially rotating, and is determined in advance by a test or the like. The control unit 14 may detect the coasting state when the rotation speed of the crank C is 0 or less than a predetermined threshold value X3. The threshold value X3 is a value for determining that the crank C is substantially not in the forward rotation, and is determined in advance by a test or the like. The control unit 14 may detect the coasting state when the pedal effort is less than a predetermined threshold value X4. The threshold value X4 is the minimum value of the pedal effort applied to the pedal PD to pedal the pedal PD, and is determined in advance by a test or the like.

  The control unit 14 controls the transmission 20 so as to change the gear position of the transmission 20 according to the shift condition. The shift condition of this embodiment is the same as the shift condition of the first embodiment, for example. Similar to the first embodiment, the shift condition includes the first reference value. The first reference value of this embodiment is the traveling speed of the human-powered vehicle A. The control unit 14 changes the gear position of the transmission 20 according to the traveling speed of the human-powered vehicle A. In one example, the control unit 14 is configured to execute the second control that controls the transmission 20 so that the gear ratio of the human-powered vehicle A increases when the first reference value becomes equal to or more than the first threshold value TH1. . In one example, the control unit 14 is configured to execute the third control of controlling the transmission 20 so that the gear ratio of the human-powered vehicle A becomes smaller when the first reference value becomes less than the first threshold value TH1. . The control unit 14 controls the transmission 20 so that the gear ratio of the human-powered vehicle A becomes smaller as the traveling speed of the human-powered vehicle A becomes smaller.

  When starting the pedaling again from the coasting state, the control unit 14 makes a total third period TM3 of a first period TM1 from the start of the coasting state to the start of pedaling and a predetermined second period TM2 from the start of pedaling. Is configured to execute a first control that limits the operation of the transmission 20. The second period TM2 is a predetermined period that is determined in advance. The second period TM2 can be changed by the user. An example of the second period TM2 is 3 seconds.

  An example of the first control is as follows. That is, in the first control, when the first reference value becomes equal to or more than the first threshold value TH1 in the third period TM3, the control unit 14 sets the number of change stages to be smaller than the number of change stages of the gear set in the second control. To operate. In the first control, when the first reference value becomes less than the first threshold value TH1 in the third period TM3, the control unit 14 controls the transmission device 20 so that the number of changed gears is smaller than the number of changed gears of the third control. To operate.

  The control unit 14 selects one of the first control, the second control, and the third control according to the traveling state of the human-powered vehicle A. FIG. 5 shows an example of a control process for selecting one of the first control, the second control, and the third control.

  The control unit 14 determines whether or not the coasting state is set in step S31. When determining that it is in the coasting state, the control unit 14 proceeds to step S32. The control unit 14 executes the first control in step S32, and proceeds to step S33. In one example, in the first control, the control unit 14 operates the transmission device 20 so that the gear position is increased or decreased by a predetermined number of gears. The predetermined number of steps can be changed by the user. In this embodiment, the predetermined number of stages is one. That is, in the first control, the control unit 14 operates the transmission 20 so as to increase or decrease the shift speed by one shift.

  The control unit 14 determines in step S33 whether the third period TM3 has elapsed. When the third period TM3 has not elapsed, the control unit 14 returns to the determination of step S33. In this case, the control unit 14 maintains the first control. When the third period TM3 has elapsed, the control unit 14 proceeds to step S34. The control unit 14 ends the first control in step S34 and once ends the process. In other words, the control unit 14 releases the restriction on the operation of the transmission 20 after the third period TM3 has elapsed.

  When determining that the coasting state is not established, the control unit 14 proceeds to step S35. The control unit 14 executes the second control or the third control in step S35, and ends the process once. In other words, the control unit 14 does not limit the operation of the transmission 20 when it is not in the coasting state. The control unit 14 executes the second control when the first reference value is the first threshold TH1 or more, and executes the third control when the first reference value is less than the first threshold TH1.

Next, control of the transmission 20 in the second period TM2 will be described.
The control unit 14 executes at least one of the first process and the second process as the control of the transmission 20 in the second period TM2. The control unit 14 repeatedly executes at least one of the first processing and the second processing in the second period TM2.

  In the first process, the control unit 14 does not prohibit the shift in the second period TM2 when the traveling speed of the human-powered vehicle A is lower than the predetermined speed V1. When the decrease speed of the traveling speed of the human-powered vehicle A in the first period TM1 is larger than the predetermined speed V2, the control unit 14 does not prohibit the shift in the second period TM2. The control unit 14 can acquire the traveling speed of the human-powered vehicle A from the detection result of the second detection unit 18B. The predetermined speed V1 is a traveling speed of the human-powered vehicle A in which the gear position of the transmission 20 is equal to or lower than a predetermined value SX, and is predetermined by a test or the like. An example of the predetermined speed V1 is 11 km / h. The predetermined value SX is a gear that needs to be rapidly increased at the start of pedaling in order to comfortably drive the human-powered vehicle A, and is determined in advance by a test or the like.

  The reduction speed of the traveling speed of the human-powered vehicle A is, for example, the traveling speed of the human-powered vehicle A immediately before entering the coasting state and the human-powered vehicle A when the first period TM1 elapses, that is, when the second period TM2 starts. It is calculated by the difference with the traveling speed of The reduction speed of the traveling speed of the manually driven vehicle A is, for example, the difference between the traveling speed of the manually driven vehicle A immediately before entering the coasting state and the minimum value of the traveling speed of the manually driven vehicle A in the first period TM1. It may be calculated by The predetermined speed V2 is a reduction speed of the traveling speed of the human-powered vehicle A in which the speed of the transmission 20 is likely to be equal to or lower than the predetermined value SX, and is predetermined by a test or the like. An example of the predetermined speed V2 is 10 km / h.

FIG. 6 is a flowchart showing an example of the procedure of the first processing.
The control unit 14 determines in step S41 whether or not it is the second period TM2. The control unit 14 includes, for example, a counter, starts counting when a coasting state is detected, and determines that it is the second period TM2 when the count number is within the range that defines the second period TM2.

  When the control unit 14 determines that it is not the second period TM2, the control unit 14 once ends the process. When determining that it is the second period TM2, the control unit 14 proceeds to step S42. The control unit 14 determines in step S42 whether or not the traveling speed of the human-powered vehicle A is lower than the predetermined speed V1. The control unit 14 makes the determination in step S42 according to the comparison between the traveling speed of the human-powered vehicle A acquired from the detection result of the second detection unit 18B and the predetermined speed V1.

  When the traveling speed of the human-powered vehicle A is lower than the predetermined speed V1, the control unit 14 proceeds to step S43. The control unit 14 sets the state in which the gear shift is not prohibited in the second period TM2 in step S43, and ends the process once. In an example of the process of step S43, the control unit 14 executes the second control or the third control instead of the first control.

  When the traveling speed of the human-powered vehicle A is higher than the predetermined speed V1, the control unit 14 proceeds to step S44. The control unit 14 determines in step S44 whether or not the decrease speed of the traveling speed of the human-powered vehicle A in the first period TM1 is higher than the predetermined speed V2. When detecting the coasting state, the control unit 14 reduces the traveling speed of the human-powered vehicle A immediately before the detection and the traveling speed of the human-powered vehicle A at the end of the first period TM1 and a predetermined speed. The determination in step S44 is performed according to the comparison with V2. When the decrease speed of the traveling speed of the human-powered vehicle A in the first period TM1 is greater than the predetermined speed V2, the control unit 14 proceeds to step S43. When the reduction speed of the traveling speed of the human-powered vehicle A in the first period TM1 is equal to or lower than the predetermined speed V2, the control unit 14 once ends the process.

  In the second processing, the control unit 14 preferentially executes the second control over the first control in the second period TM2. The control unit 14 preferentially executes the first control over the third control in the second period TM2. In the second period TM2, the control unit 14 controls the transmission device 20 so that the shift speed can be easily increased and the reduction range of the shift speed can be reduced or it is difficult to reduce the shift speed.

FIG. 7 is a flowchart showing an example of the procedure of the second processing.
The control unit 14 determines in step S51 whether or not it is the second period TM2. The determination in step S51 is the same as the determination in step S41 in FIG. When determining that it is the second period TM2, the control unit 14 proceeds to step S52. The control unit 14 determines in step S52 whether the first reference value is greater than or equal to the first threshold TH1. When the first reference value is the first threshold value TH1 or more, the control unit 14 proceeds to step S53. The control unit 14 controls the transmission 20 to increase the gear ratio of the human-powered vehicle A in step S53, and ends the process once. When the first reference value is less than the first threshold value TH1, the control unit 14 once ends the process. In this case, the control unit 14 maintains the first control. When it is the second period TM2, the control unit 14 selects either the second control or the first control by the processing of steps S52 and S53. When it is not the second period TM2, the control unit 14 once ends the processing.

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

  -In 1st Embodiment, the control part 14 may change a gear shift condition according to the 2nd reference value which changes with the gear shift of the transmission 20. The second reference value includes at least one of vehicle information about the human-powered vehicle A and user information about a user who rides on the human-powered vehicle A. The user information includes at least one of heart rate, myoelectric potential, sweat rate, and body temperature.

  The control unit 14 changes the threshold value TH according to the magnitude of the second reference value. The control unit 14 changes the threshold value TH according to the difference between the second reference value after the shift completion and the second reference value before the shift completion (hereinafter, “reference value difference”). Specifically, when controlling the transmission 20, the control unit 14 changes the threshold value TH according to the shift condition defined based on the second reference value. In one example, the shift condition is defined based on the absolute value of the reference value difference and the predetermined difference. That is, when controlling the transmission 20, the control unit 14 changes the threshold value TH according to the relationship between the absolute value of the reference value difference and the predetermined difference. The predetermined difference is set based on, for example, a predetermined width that defines a predetermined range of the upper limit threshold THU and the lower limit threshold THL. The predetermined difference includes at least one of a first predetermined difference, a second predetermined difference, a third predetermined difference, and a fourth predetermined difference. The predetermined difference may be updated according to the changed threshold TH each time the threshold TH is changed, or may be a fixed value.

  The control unit 14 increases the upper limit threshold value THU when controlling the transmission 20 to increase the gear ratio and when the absolute value of the reference value difference is equal to or larger than the first predetermined difference. The control unit 14 maintains the upper limit threshold value THU when controlling the transmission 20 such that the gear ratio is increased and when the absolute value of the reference value difference is less than the second predetermined difference. The second predetermined difference is set to a value equal to or smaller than the first predetermined difference. In one example, the second predetermined difference is set to the same value as the first predetermined difference. When controlling the transmission 20 to increase the gear ratio, the control unit 14 may decrease the upper limit threshold THU when the first condition is satisfied, and may set the upper limit threshold THU to the initial upper limit threshold when the first condition is satisfied. You may return to THU. The control unit 14 may determine that the first condition is satisfied when the absolute value of the reference value difference is less than the second predetermined difference for a predetermined number of consecutive times, and the absolute value of the reference value difference is the second predetermined difference. It may be determined that the first condition is satisfied when the difference is less than the predetermined difference which is smaller than.

  The control unit 14 reduces the lower limit threshold THL when controlling the transmission 20 so that the gear ratio becomes smaller and when the absolute value of the reference value difference is equal to or larger than the third predetermined difference. The control unit 14 maintains the lower limit threshold value THL when controlling the transmission 20 so that the gear ratio becomes smaller and when the absolute value of the reference value difference is less than the fourth predetermined difference. The fourth predetermined difference is set to a value equal to or smaller than the third predetermined difference. In one example, the fourth predetermined difference is set to the same value as the third predetermined difference. When controlling the transmission 20 to reduce the gear ratio, the control unit 14 may increase the lower limit threshold value THL when the second condition is satisfied, and may set the lower limit threshold value THL to the initial lower limit threshold value when the second condition is satisfied. You may return to THL. In one example, the control unit 14 may determine that the second condition is satisfied when the absolute value of the reference value difference is less than the fourth predetermined difference for a predetermined number of consecutive times, and the absolute value of the reference value difference is the first value. It may be determined that the second condition is satisfied when the difference is less than the predetermined difference which is smaller than the four predetermined difference.

  In the second embodiment, when the human-powered vehicle A is traveling on an uphill, the gear shift does not have to be prohibited in the second period TM2. In one example, the control unit 14 does not prohibit the shift in the second period TM2 when the inclination angle of the human-powered vehicle A is equal to or greater than the threshold AX. The tilt angle of the human-powered vehicle A includes a pitch angle, for example. The threshold value AX is a value for determining that the human-powered vehicle A is traveling on an uphill, and is predetermined by a test or the like.

  -In 2nd Embodiment, the control part 14 may prohibit shifting in the 3rd period TM3. In this case, when the control unit 14 executes the first process shown in FIG. 6, when the traveling speed of the human-powered vehicle A is lower than the predetermined speed V1, or the traveling speed of the human-powered vehicle A in the first period TM1. When the decreasing speed of is larger than the predetermined speed V2, the prohibition of the shift is released. When the control unit 14 executes the second process shown in FIG. 7, when the first reference value is equal to or more than the first threshold value TH1 in the second period TM2, the prohibition of the shift is released, and the gear ratio of the human-powered vehicle A is changed. The transmission 20 is controlled so as to be large. When the first reference value is less than the first threshold value TH1 in the second period TM2, the control unit 14 maintains the shift inhibition.

  In the second embodiment, one of the process of step S42 and the process of step S44 may be omitted from the flowchart of FIG. When the process of step S42 is omitted, when the control unit 14 determines that it is the second period TM2, the control unit 14 proceeds to step S44. When step S44 is omitted, the control unit 14 once ends the process when the traveling speed of the human-powered vehicle A is lower than the predetermined speed V1.

  In the second embodiment, both the first process shown in FIG. 6 and the second process shown in FIG. 7 may be omitted. In this case, the control unit 14 executes the first control in the third period TM3. The first control limits the operation of the transmission 20, or prohibits the shift.

10 ... transmission system, 12 ... control device, 14 ... control unit, 20 ... transmission device, A ... manpower-driven vehicle, B ... traveling drive mechanism, C ... crank, D1 ... front sprocket (sprocket), D2 ... rear sprocket (sprocket) ), WF ... front wheel, WR ... rear wheel.

Claims (19)

A control unit for controlling the transmission of the human-powered vehicle according to the shift condition,
When the traveling condition of the traveling drive mechanism of the human-powered vehicle is not driven, the control unit operates the transmission device at a first operation amount to drive the traveling drive mechanism. When the shift condition is satisfied in the state, the transmission is operated at the second operation amount,
The control device wherein the first motion amount is different from the second motion amount.   The control device according to claim 1, wherein the control unit operates the transmission such that the first operation amount is smaller than the second operation amount. A control unit for controlling the transmission so as to change the shift speed of the transmission of the human-powered vehicle according to the shift condition;
The control unit controls the transmission to change the shift stage by the first number of stages when the shift condition is satisfied in the first state in which the traveling drive mechanism of the manual drive vehicle is not driven, and the manual drive is performed. When the shift condition is satisfied in the second state in which the traveling drive mechanism of the vehicle is driven, the transmission is controlled to change the shift stage by the second shift number,
The control device, wherein the first stage number is different from the second stage number.   The control device according to claim 3, wherein the control unit operates the transmission so that the first gear number is smaller than the second gear number.   The control device according to claim 3 or 4, wherein, when the shift condition is satisfied in the first state, the control unit controls the transmission device such that the shift stage is increased or decreased by the first number of stages. .   The control device according to claim 3, wherein the first stage number is one stage.   The control device according to claim 1, wherein the transmission includes an exterior transmission. A control unit for controlling the transmission of the human-powered vehicle according to the shift condition,
When starting the pedaling again from the coasting state, the controller may be a third period which is a total of a first period from the start of the coasting state to the start of the pedaling and a predetermined second period from the start of the pedaling. A control device configured to perform a first control that limits operation of the transmission over.   The control device according to claim 8, wherein the second period is a predetermined period determined in advance.   The control device according to claim 8 or 9, wherein the control unit does not prohibit the shift in the second period when the traveling speed of the human-powered vehicle is lower than a predetermined speed.   11. The control unit according to claim 8, wherein the control unit does not prohibit the shift in the second period when the decrease speed of the traveling speed of the human-powered vehicle in the first period is larger than a predetermined speed. Control device. The shift condition includes a first reference value,
When the first reference value is equal to or greater than a first threshold value, the control unit is configured to execute second control for controlling the transmission so that a gear ratio of the human-powered vehicle increases.
The control device according to any one of claims 8 to 11, wherein the control unit preferentially executes the second control over the first control in the second period. The shift condition includes a first reference value,
When the first reference value is less than a first threshold value, the control unit is configured to execute a third control for controlling the transmission so that a gear ratio of the human-powered vehicle becomes small.
The control device according to any one of claims 8 to 12, wherein the control unit preferentially executes the first control over the third control in the second period. The control unit controls the transmission so as to change the shift speed of the transmission according to the shift condition,
In the first control, when the first reference value becomes less than the first threshold value in the third period, the control unit sets the number of change stages smaller than the number of change stages of the shift stage by the third control. The control device according to claim 13, which operates the transmission.   The control according to any one of claims 8 to 14, wherein in the first control, the control unit operates the transmission such that the speed of the transmission is increased or decreased by a predetermined number of speeds. apparatus.   16. The control device according to claim 15, wherein in the first control, the control unit operates the transmission so as to increase or decrease the shift speed by one step.   The control device according to claim 8, wherein the control unit prohibits shifting in the third period.   18. The control unit detects the coasting state according to at least one of a sprocket, a front wheel, a rear wheel, and a crank rotation state of the human-powered vehicle, and a pedal effort, 18. The control device according to claim 1.   A transmission system including the control device according to claim 1 and the transmission.