Electronic devices and electronic systems

Abstract

[解決手段] 人力驅動車用電子裝置，具備有：用來與檢測上述人力驅動車的至少一個輪胎的氣壓的氣壓檢測部無線通訊的通訊部，且設置於人力驅動車用組件，上述人力驅動車用組件包含：搭載於上述人力驅動車的變速器、搭載於上述人力驅動車的懸吊裝置、及搭載於上述人力驅動車的可調整式座墊支柱的至少一種。;

Description

Technical Field

[0001] This invention relates to electronic devices and electronic systems installed in human-powered vehicles. Prior Technology

[0002] For example, the electronic device disclosed in Patent Document 1 sends information related to the detected tire pressure to a mobile phone. [Previous Technical Documents] [Patent Literature]

[0003] [Patent Document 1] U.S. Patent Application Publication No. 2019 / 0001763 Summary of the Invention

[0004] [The problem the invention aims to solve] The purpose of this invention is to provide an electronic device and electronic system, specifically an air pressure detection unit for detecting the tire pressure of a manually driven vehicle, which improves convenience. [Methods used to solve problems]

[0005] The first embodiment of the present invention provides an electronic device for a human-powered vehicle, comprising: a communication unit for wirelessly communicating with an air pressure detection unit for detecting the air pressure of at least one tire of the human-powered vehicle, and disposed in a human-powered vehicle assembly, the human-powered vehicle assembly including: at least one of a transmission mounted on the human-powered vehicle, a suspension device mounted on the human-powered vehicle, and an adjustable seat support mounted on the human-powered vehicle. With the electronic device of the first type, the human-powered vehicle component includes at least one of a transmission, a suspension system and an adjustable seat support. By providing a receiving unit in the aforementioned human-powered vehicle component mounted on the human-powered vehicle, the electronic device receives information related to tire pressure. Therefore, there is no need for external devices such as mobile phones to receive information related to tire pressure, thus improving convenience.

[0006] The electronic device of the second type according to the first type further includes a control unit, which controls the human-powered vehicle component in response to information received by the communication unit from the air pressure detection unit. The second type of electronic device can be used to properly control the components of a human-powered vehicle in accordance with the air pressure of at least one tire of the human-powered vehicle.

[0007] According to the electronic device of the third type based on the second type, the communication unit intermittently receives wireless signals from the barometric pressure detection unit, and the non-receiving time is shorter than the transmission time of the signal from the barometric pressure detection unit. With the third type of electronic device, even by intermittently receiving wireless signals from the barometric pressure detection unit to suppress power consumption, the communication unit can still receive wireless signals appropriately.

[0008] According to the fourth type of electronic device based on the second or third type, the control unit switches the power consumption state between a first power state and a second power state that consumes more power than the first power state; when the communication unit receives a wireless signal from the air pressure detection unit in the first power state, it switches from the first power state to the second power state. With the fourth type of electronic device, the electronic device can suppress power consumption and properly control the human-driven vehicle components.

[0009] The electronic device of the fifth type according to any one of the types 1 to 4 further includes: an information acquisition unit and a memory unit; the information acquisition unit is used to acquire at least one of the information related to the human-powered vehicle and the information related to the components of the human-powered vehicle; the memory unit links and stores the first information detected by the air pressure detection unit and the second information acquired by the information acquisition unit. The fifth type of electronic device can obtain information relating to at least one of the human-powered vehicle and its components, and information relating to the air pressure of at least one tire of the human-powered vehicle.

[0010] The electronic device of the sixth type of the present invention includes a communication unit for wirelessly communicating with an air pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, wherein the communication unit intermittently receives wireless signals from the air pressure detection unit, and the non-receiving time is shorter than the signal transmission time of the air pressure detection unit. With the sixth type of electronic device, even if the power consumption is suppressed by allowing the communication unit to intermittently receive wireless signals from the barometric pressure detection unit, the communication unit can still receive wireless signals appropriately, which can improve the convenience of the electronic device.

[0011] The electronic device according to the sixth type and the seventh type further includes a control unit, which controls the human-powered vehicle component in response to information received by the communication unit from the air pressure detection unit. With the electronic device of the seventh type, the electronic device can appropriately control the components of the human-powered vehicle in response to the air pressure of at least one tire of the human-powered vehicle.

[0012] According to the electronic device of type 7 and type 8, the control unit switches the power consumption state between a first power state and a second power state that consumes more power than the first power state; when the communication unit receives a wireless signal from the air pressure detection unit in the first power state, it switches from the first power state to the second power state. With the electronic device of type 8, the electronic device can suppress power consumption and properly control the human-driven vehicle components.

[0013] The electronic device of type 9 according to any one of types 6 to 8 further includes: an information acquisition unit and a memory unit; the information acquisition unit is used to acquire at least one of information related to the human-powered vehicle and information related to the components of the human-powered vehicle; the memory unit links and stores the first information detected by the air pressure detection unit and the second information acquired by the information acquisition unit. The electronic device of type 9 can obtain information relating to at least one of the human-powered vehicle and components for the human-powered vehicle, and information relating to the air pressure of at least one tire of the human-powered vehicle.

[0014] The tenth aspect of the present invention provides a human-powered vehicle electronic device comprising: a communication unit for wirelessly communicating with an air pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle; and a control unit for controlling a human-powered vehicle component in response to information received by the communication unit from the air pressure detection unit; the power consumption state of the control unit switches between a first power state and a second power state that consumes more power than the first power state; and when the communication unit receives a wireless signal from the air pressure detection unit in the first power state, it switches from the first power state to the second power state. The electronic device of the 10th type can suppress power consumption and appropriately control the components of the human-powered vehicle according to the air pressure of at least one tire of the human-powered vehicle, thus improving the convenience of the electronic device.

[0015] The electronic device according to the 10th type and the 11th type further includes: an information acquisition unit and a memory unit; the information acquisition unit is used to acquire at least one of the information related to the human-powered vehicle and the information related to the components of the human-powered vehicle; the memory unit links and stores the first information detected by the air pressure detection unit and the second information acquired by the information acquisition unit. The electronic device of type 11 can obtain information related to the air pressure of at least one tire of the human-powered vehicle and information related to the components of the human-powered vehicle.

[0016] The 12th aspect of the present invention provides an electronic device for a human-powered vehicle, comprising: an information acquisition unit and a memory unit; the information acquisition unit is used to acquire at least one of information related to the human-powered vehicle and information related to components mounted on the human-powered vehicle; the memory unit associates and stores first information detected by a pressure detection unit used to detect the air pressure of at least one tire of the human-powered vehicle and second information acquired by the information acquisition unit. The electronic device of type 12 can obtain information relating to at least one of the human-powered vehicle and its components, and information relating to the air pressure of at least one tire of the human-powered vehicle, thus improving the convenience of the electronic device.

[0017] The electronic device of the 13th type of the present invention is a human-powered vehicle electronic device, comprising: a pressure detection unit for detecting the air pressure of at least one tire of the human-powered vehicle, and a communication unit for wireless communication with an external device; the power consumption state of the pressure detection unit switches between a first power state and a second power state in which the power consumption is greater than that of the first power state; when the communication unit receives a wireless signal from the external device in the first power state, it switches from the first power state to the second power state. The electronic device of type 13 can suppress power consumption and properly control the air pressure detection unit.

[0018] The electronic system of the 14th type of the present invention includes: an electronic device of any one of the 1st to 12th types, and the above-mentioned air pressure detection unit or the electronic device of the 13th type. The electronic system of the 14th type can properly control the manually driven vehicle components and the air pressure detection unit. [Invention Effects]

[0019] The electronic device and electronic system of the present invention improve the convenience of the tire pressure detection unit used to detect the tire pressure of a human-powered vehicle. Simple Explanation of the Diagram

[0020] [Figure 1] is a side view of a human-powered vehicle including the human-powered vehicle control device of the first embodiment. [Figure 2] is a block diagram showing the electronic systems of a human-powered vehicle. [Figure 3] is a side view showing the rear derailleur. [Figure 4] is a side view showing the internal structure of the rear derailleur. [Figure 5] is a flowchart showing the control process based on the tilt state of the human-driven vehicle. [Figure 6] is a flowchart showing the control process based on road conditions. [Figure 7] is a flowchart showing the control process based on the jumping state of the human-driven vehicle. [Figure 8] is a flowchart showing the control process based on the detected air pressure value. [Figure 9] is a flowchart showing the control process of the second embodiment based on the tilt state of the human-driven vehicle and whether or not a passenger is riding. [Figure 10] is a flowchart showing the control flow according to the road surface conditions and the tilt state of the manually driven vehicle in the third embodiment. [Figure 11] is a flowchart showing the subsequent processing of Figure 10. [Figure 12] is a block diagram showing the electronic system of the human-powered vehicle according to the fourth embodiment. [Figure 13] is a display diagram showing an example of a gear gauge and gear shift path. [Figure 14] is a flowchart showing the control process based on road surface conditions. [Figure 15] is a display diagram showing an example of the gear gauge and the second gear path. [Figure 16] is a diagram showing the gear indicator and other examples of the second gear path. [Figure 17] is a display diagram of the gearbox with the gear ratio near the maximum value prohibited. [Figure 18] is a display diagram of the gearbox when the gear ratio near the minimum value is prohibited. [Figure 19] is a flowchart showing the control flow based on the jumping state of the human-driven vehicle. [Figure 20] is a flowchart showing the control process based on the tilt state of the human-driven vehicle. [Figure 21] is a flowchart showing the control flow of the fifth embodiment based on the tilt state of the human-driven vehicle. [Figure 22] is a flowchart showing the control flow based on the detected air pressure value in the sixth embodiment. [Figure 23] is a block diagram showing the electronic system of the human-powered vehicle according to the seventh embodiment. [Figure 24] is a flowchart showing the control process based on the wireless signal from the tire pressure monitoring device. [Figure 25] is a timing diagram showing the signal transmission and reception status between the tire pressure monitoring device and the electronic device. [Figure 26] is a flowchart showing the control flow based on a wireless signal from an external device in the eighth embodiment. Implementation

[0021] (First Embodiment) Using Figures 1 and 2, a human-powered vehicle 1 incorporating the human-powered vehicle control device 80 of the first embodiment will be described. The human-powered vehicle 1 has at least one wheel and is a vehicle that can be driven by at least human power. The human-powered vehicle 1 includes, for example, various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, hand-cranked bicycles, and recumbent bicycles. The number of wheels in the human-powered vehicle 1 is not limited. The human-powered vehicle 1 also includes, for example, unicycles and vehicles with two or more wheels. The human-powered vehicle 1 is not limited to vehicles driven solely by human power. The human-powered vehicle 1 includes electric bicycles (E-bikes) that are propelled not only by human power but also by the driving force of an electric motor. Electric bicycles (E-bikes) include electric-assisted bicycles that are propelled with the assistance of an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 1 will be described as a bicycle.

[0022] The human-powered vehicle 1 includes: crank 10, rear wheel 20, front wheel 30, frame 40, drive mechanism 50, battery 60, human-powered vehicle components 70, and control device 80.

[0023] The crank 10 shown in Figure 1 includes: a crankshaft 11 rotatable relative to the frame 40, and a pair of crank arms 12 respectively disposed at both ends of the crankshaft 11 in the axial direction. Pedals 13 are respectively connected to the pair of crank arms 12.

[0024] The rear wheel 20 and the front wheel 30 are supported by a frame 40. The front wheel 30 is mounted on a front fork 41 located at the front of the frame 40. The front fork 41 is connected to the handlebar 43 via a stem 42. The rear wheel 20 is mounted at the rear of the frame 40. A seat 44 is provided on the upper part of the frame 40.

[0025] The drive mechanism 50 connects the crank 10 and the rear wheel 20. The drive mechanism 50 includes: a front sprocket assembly 51 connected to the crankshaft 11, a rear sprocket assembly 52 connected to the rear wheel 20, and a chain 53 connecting the front sprocket assembly 51 and the rear sprocket assembly 52.

[0026] The front sprocket assembly 51 includes at least one front sprocket. The front sprocket assembly 51 may also include two front sprockets with different numbers of teeth. In the case where the front sprocket assembly 51 includes two or more front sprockets with different numbers of teeth, when the front sprocket assembly 51 is mounted on the human-powered bicycle 1, the front sprocket with the most teeth is configured to be further away from the center plane of the bicycle frame than the front sprocket with the fewest teeth. The rear sprocket assembly 52 includes at least one rear sprocket.

[0027] The rear sprocket assembly 52 includes two or more rear sprockets with different numbers of teeth. The rear sprocket assembly 52 may also include two or more rear sprockets with different numbers of teeth. When the rear sprocket assembly 52 includes two or more rear sprockets, and the rear sprocket assembly 52 is mounted on the human-powered bicycle 1, the rear sprocket with the most teeth is positioned closer to the center plane of the bicycle frame than the front sprocket with the fewest teeth. A chain 53 connects one front sprocket included in the front sprocket assembly 51 and one rear sprocket included in the rear sprocket assembly 52. ​​The rotational force of the front sprocket assembly 51 is transmitted to the rear sprocket via the chain 53.

[0028] The drive mechanism 50 in this embodiment uses a front sprocket assembly 51, a rear sprocket assembly 52, and a chain 53 to transmit rotational force, and the structure of the drive mechanism 50 is not particularly limited. For example, the front sprocket assembly 51 and the rear sprocket assembly 52 may include pulleys, bevel gears, etc., instead of sprockets. Belts, shafts, etc., may also be used instead of the chain 53.

[0029] A first one-way clutch may be provided between the crankshaft 11 and the front sprocket 51. This first one-way clutch causes the front sprocket assembly 51 to rotate forward when the crank 10 rotates forward, and allows the crankshaft 11 and the front sprocket assembly 51 to rotate relative to each other when the crank 10 rotates backward. A second one-way clutch is provided between the rear sprocket assembly 52 and the rear wheel 20. This second one-way clutch causes the rear wheel 20 to rotate forward when the rear sprocket assembly 52 rotates forward, and allows the rear sprocket assembly 52 and the rear wheel 20 to rotate relative to each other when the rear sprocket assembly 52 rotates backward.

[0030] The battery 60 serves as a power source to supply power to the electric components of the human-powered vehicle 1. The battery 60 is disposed at least inside and outside the frame 40. The battery 60 can supply power to the human-powered vehicle assembly 70. The battery 60 can also power the drive unit 71. The battery 60 may include a plurality of batteries, and can also supply power to a plurality of human-powered vehicle assemblies 70 individually. Alternatively, a single battery 60 can supply power to both the human-powered vehicle assembly 70 and the drive unit 71. The battery 60 may also be directly disposed within the human-powered vehicle assembly 70.

[0031] The human-powered vehicle assembly 70 shown in Figures 1 and 2 includes: a drive unit 71, a rear derailleur 72, a suspension device 73, and an adjustable seat support 74. The drive unit 71 is used to assist in the propulsion of the human-powered vehicle 1. The drive unit 71 includes a motor 71a and a control unit 71b.

[0032] Motor 71a is configured to transmit rotation either to the power transmission path from pedal 13 to rear wheel 20 or to front wheel 30. In this embodiment, motor 71a is configured to transmit rotation along the power transmission path from crankshaft 11 to front sprocket assembly 51. Preferably, a one-way clutch is configured between motor 71a and crankshaft 11 such that when crankshaft 11 is rotated in the direction of forward movement of the manually driven vehicle 1, the rotational force of crankshaft 11 prevents motor 71a from rotating. The control unit 71b is used to control the motor 71a. The control unit 71b includes a processing unit for executing a predetermined control program. The control unit 71b further includes an inverter circuit. The control unit 71b can control the power supplied to the motor 71a. The control unit 71b is electrically connected to the control unit 81 (described later) via a communication unit through a conductive wire. The conductive wire includes at least one of a cable and circuit wiring formed on a circuit board. The control unit 71b can also be electrically connected to the control unit 81 via a wireless communication device. The drive unit 71b drives the motor 71a in response to control signals from the control unit 81. The control unit 71b may also be included in the control unit 81.

[0033] The rear derailleur 72 is a gearshift mechanism used to change the ratio of the speed of the rear wheel 20 to the speed of the crankshaft 11, also known as the gear ratio. The gear ratio is calculated by dividing the number of teeth on the front sprocket engaged by the chain 53 by the number of teeth on the rear sprocket engaged by the chain 53. The rear derailleur 72 can change the gear ratio by switching the chain between a plurality of rear sprockets. The rear derailleur 72 includes: a derailleur motor 160 that moves the movable part 120 and pulley assembly 140 relative to the fixed part 110; a derailleur position sensor 170 for detecting the operation of the rear derailleur 72; and a clutch motor 184a for switching the mode of the one-way clutch 183 (described later). The derailleur motor 160, derailleur position sensor 170, and clutch motor 184a are electrically connected to the control unit 81 (described later) via a communication unit through a conductive wire. The derailleur motor 160, derailleur position sensor 170, and clutch motor 184a can also be electrically connected to the control unit 81 wirelessly. The derailleur motor 160 and clutch motor 184a are driven in response to control signals from the control unit 81. The derailleur position sensor 170 outputs a signal corresponding to the detected value to the control unit 81. The specific construction of the rear derailleur 72 will be described later. The derailleur motor 160 may also include: a motor, a reduction gear, a shift position sensor 170, and an output shaft. The shift position sensor 170 may also be used to detect the rotation of the reduction gear.

[0034] The suspension device 73 is used to absorb impacts applied to the manually driven vehicle 1. The suspension device 73 includes an actuator 73a for switching between locked and unlocked states, and for changing the damping coefficient and travel. The locked state restricts the extension and retraction of the suspension device 73. The unlocked state allows the suspension device 73 to extend and retract. In this embodiment, the suspension device 73 includes a rear suspension device corresponding to the rear wheel 20 and a front suspension device corresponding to the front wheel 30. The actuator 73a is electrically connected to the control unit 81 (described later) via a communication unit through a conductive wire. The actuator 73a can also be electrically connected to the control unit 81 wirelessly. The actuator 73a is driven in response to control signals from the control unit 81. The control unit 81 can monitor the state of the actuator 73a at any time. The state of the actuator 73a includes, for example, the distinction between locked and unlocked states, the damping coefficient, and the travel.

[0035] An adjustable seat support 74 is used to change the height of the seat 44. The adjustable seat support 74 includes a seat support 74a and an electric actuator 74b.

[0036] A seat support pillar 74a is mounted on the upper part of the frame 40 to support the seat cushion 44. An actuator 74b can move the seat support pillar 74a up or down. The actuator 74b is electrically connected to the control unit 81 (described later) via a communication unit through a conductive wire. The actuator 74b can also be electrically connected to the control unit 81 wirelessly. The actuator 74b is driven in response to control signals from the control unit 81. The control unit 81 can monitor the status of the actuator 74b at any time. The status of the actuator 74b includes the position of the seat support pillar 74a, etc.

[0037] As shown in Figure 2, the control device 80 includes: a control unit 81, a memory unit 82, a communication unit 83, an operation unit 84, a first tire pressure detection device 85, a second tire pressure detection device 86, a vehicle speed sensor 87, a crank rotation sensor 88, a drive force sensor 89, and a occupancy sensor 90.

[0038] The control unit 81 is used to control the manually driven vehicle 1. The control unit 81 includes a processing unit for executing a predetermined control program. The processing unit may include, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 81 may also include one or more microcomputers.

[0039] The memory unit 82 stores various control programs and information used for various control processes. The memory unit 82 may include, for example, non-volatile memory and volatile memory.

[0040] The communication unit 83 is used for communication between the control unit 81 and other machines. The communication unit 83 is electrically connected to the control unit 81 via a conductive wire. The communication unit 83 connects to external machines via wireless communication. The communication unit 83 can also communicate using existing communication standards such as Bluetooth and ANT+ (Antenna+), or it can communicate using proprietary communication standards.

[0041] The operating unit 84 is operable by the passenger. The operating unit 84 is positioned for operation by the passenger riding in the manually driven vehicle 1. For example, the operating unit 84 is located on the handlebar 43. The operating unit 84 includes buttons, levers, and a touch panel. The operating unit 84 is electrically connected to the control unit 81 via a communication unit through a conductive wire. The operating unit 84 can also be electrically connected to the control unit 81 wirelessly. The operating unit 84 can be used, for example, to switch between various modes related to control performed on the control unit 81, manually shift gears, and perform other various operations and settings. When the operating unit 84 is operated, a signal corresponding to the operation is output to the control unit 81.

[0042] The first tire pressure detection device 85 is used to detect the tire pressure of the front wheel 30. The first tire pressure detection device 85 is installed on the front wheel 30 and can detect the tire pressure of the front wheel 30. The first tire pressure detection device 85 is, for example, installed on the tire valve. The first tire pressure detection device 85 includes: a first tire pressure sensor 85a, a first control unit 85b, and a first communication unit 85c.

[0043] The first tire pressure sensor 85a is used to detect the internal air pressure of a tire. The first tire pressure sensor 85a is used to detect the pressure of air, nitrogen, etc. The first control unit 85b is used to perform control related to the first tire pressure detection device 85. The first control unit 85b includes a processing unit for executing a predetermined control program. The first communication unit 85c is used to communicate with other machines. The first communication unit 85c is connected to the communication unit 83 of the control device 80 via wireless communication. The first communication unit 85c can also be electrically connected to the control unit 81 via, for example, a conductive path including a slip ring. The first communication unit 85c outputs information related to the tire pressure of the front wheel 30 detected by the first tire pressure sensor 85a to the control unit 81.

[0044] The second tire pressure detection device 86 is used to detect the tire pressure of the rear wheel 20. The second tire pressure detection device 86 is installed on the rear wheel 20 and can detect the tire pressure of the rear wheel 20. The second tire pressure detection device 86 is, for example, installed on the tire valve. The second tire pressure detection device 86 includes: a second tire pressure sensor 86a, a second control unit 86b, and a second communication unit 86c.

[0045] The second tire pressure sensor 86a is used to detect the internal air pressure of the rear wheel 20 tires. The second tire pressure sensor 86a is used to detect air pressure, nitrogen pressure, etc. The second control unit 86b is used to perform control related to the second tire pressure detection device 86. The second control unit 86b includes a processing unit for executing a predetermined control program. The second communication unit 86c is used to communicate with other machines. The second communication unit 86c is connected to the communication unit 83 of the control device 80 via wireless communication. The second communication unit 86c can also be electrically connected to the control unit 81 via, for example, a conductive path including a slip ring. The second communication unit 86c outputs information related to the tire pressure of the rear wheel 20 detected by the second tire pressure sensor 86a to the control unit 81.

[0046] The speed sensor 87 is used to detect the speed of the manually driven vehicle 1. The speed sensor 87 detects the rotational speed of the wheels. The speed sensor 87 is electrically connected to the control unit 81 via a conductive wire. The speed sensor 87 can also be connected to the control unit 81 via wireless communication. The speed sensor 87 outputs a signal corresponding to the rotational speed of the wheels to the control unit 81. The control unit 81 calculates the speed of the manually driven vehicle 1 based on the rotational speed of the wheels. While the construction of the speed sensor 87 is not particularly limited, for example, the speed sensor 87 can be mounted on the frame 40 or the front fork 41, and can be constructed using a magnetic sensor that detects the magnetism of the magnets installed on the rear wheel 20 or the front wheel 30.

[0047] A crank rotation sensor 88 is used to detect the rotational speed of the crank 10 of the manually driven vehicle 1. The crank rotation sensor 88 is, for example, installed on the frame 40. The crank rotation sensor 88 is used to detect the rotation of the crank 10 relative to the frame 40. While the construction of the crank rotation sensor 88 is not particularly limited, it may include, for example, a magnetic sensor that outputs a signal in response to the strength of a magnetic field. The crank rotation sensor 88, for example, is installed on the crankshaft 11 or along the power transmission path from the crankshaft 11 to the front sprocket assembly 51, and is used to detect the magnetism of a ring-shaped magnet whose magnetic field strength varies in the circumferential direction. The crank rotation sensor 88 is electrically connected to the control unit 81 via a communication unit through a conductive wire. The crank rotation sensor 88 can also be electrically connected to the control unit 81 wirelessly. The crank rotation sensor 88 outputs a signal in response to the rotation of the crank 10 to the control unit 81.

[0048] The drive force sensor 89 is used to detect the human driving force input to the pedal 13. The drive force sensor 89 is, for example, installed along the drive force transmission path from the pedal 13 to the front sprocket assembly 51. The drive force sensor 89 outputs a signal corresponding to the force applied to the pedal 13. For example, a strain sensor, magnetostrictive sensor, optical sensor, and pressure sensor can be used as the drive force sensor 89. The drive force sensor 89 is electrically connected to the control unit 81 via a conductive wire. The drive force sensor 89 can also be connected to the control unit 81 via wireless communication. The drive force sensor 89 outputs a signal corresponding to the human driving force to the control unit 81.

[0049] A occupancy sensor 90 is used to detect whether a passenger is sitting on the seat cushion 44. The occupancy sensor 90 may be installed, for example, on the adjustable seat cushion support 74 or the seat cushion 44. The occupancy sensor 90 may be a load sensor, a pressure sensor, or a switch. The occupancy sensor 90 is electrically connected to the control unit 81 via a conductive wire. The occupancy sensor 90 may also be connected to the control unit 81 via wireless communication. The occupancy sensor 90 outputs a signal to the control unit 81 in response to the passenger's occupancy status.

[0050] The electronic system S is composed of a battery 60, a human-powered vehicle component 70, and a control device 80.

[0051] The rear derailleur 72 shown in Figures 2 to 4 includes: a fixed part 110, a movable part 120, a linkage mechanism 130, a pulley assembly 140, a shaft member 150, a derailleur motor 160, a derailleur position sensor 170, a damping mechanism 180, and a spring-loaded member 190.

[0052] The fixed part 110 can be installed on the frame 40 of the human-powered vehicle 1. The fixed part 110 is fixed to the frame 40 by bolts or the like. The movable part 120 is connected via a linkage mechanism 130 so that it can move relative to the fixed part 110. The linkage mechanism 130 includes an outer link 131 and an inner link 132.

[0053] The pulley assembly 140 is fixed to the shaft member 150, which is configured to rotate relative to the movable part 120. The pulley assembly 140 is connected via the shaft member 150 to rotate about a rotation axis A relative to the movable part 120. The pulley assembly 140 includes at least one pulley. The pulley assembly 140 includes a first pulley P1 and a second pulley P2.

[0054] The derailleur motor 160 shown in Figure 2 is an electric motor. The output shaft of the derailleur motor 160 is connected to the linkage mechanism 130. Rotation of the derailleur motor 160 causes the movable part 120 and the pulley assembly 140 to move relative to the fixed part 110 via the linkage mechanism 130. When the rear derailleur 72 and the rear sprocket assembly 52 are mounted on the manual-drive vehicle 1, the movable part 120 and the pulley assembly 140 can move relative to the fixed part 110 in an inward direction defined from the rear sprocket with the fewest teeth to the rear sprocket with the most teeth. When the rear derailleur 72 and the rear sprocket assembly 52 are mounted on the manual-drive vehicle 1, the movable part 120 and the pulley assembly 140 can move relative to the fixed part 110 in an outward direction defined from the rear sprocket with the most teeth to the rear sprocket with the fewest teeth. Based on the operation of the transmission motor 160, the movable part 120 and the pulley assembly 140 can move relative to the fixed part 110 towards the rear sprocket with the most teeth (i.e., the low-speed gear) or towards the rear sprocket with the fewest teeth (i.e., the high-speed gear) on the opposite side of the low-speed gear. The transmission position sensor 170 shown in Figure 2 can detect the position of the movable part 120 and the pulley assembly 140 by detecting the rotational speed of the transmission motor 160, etc.

[0055] The damping mechanism 180 shown in Figure 4 applies rotational resistance to the rotation of the pulley assembly 140 in the second rotational direction D2. The damping mechanism 180 includes: a friction element 181, an adjusting bolt 182, a one-way clutch 183, and an actuator 184.

[0056] The friction element 181 is formed in a strip shape. The friction element 181 is configured to be wound around the one-way clutch 183 (described later) from its outer periphery. The friction element 181 can apply resistance to the rotation of the shaft member 150 in the second rotational direction D2 via the one-way clutch 183. By adjusting the gap between the two ends of the friction element 181 using the adjusting bolt 182, the rotational resistance applied to the shaft member 150 in the second rotational direction D2 by the friction element 181 can be adjusted. The rotational resistance is the frictional resistance generated between the one-way clutch 183 and the friction element 181.

[0057] A one-way clutch 183 is disposed between the movable part 120 and the pulley assembly 140, and receives resistance from the friction element 181 when the pulley assembly 140 rotates in the second rotation direction D2. The one-way clutch 183 is formed by a roller clutch. The one-way clutch 183 includes: a shaft member 150, an outer race 183b, and a plurality of rollers 183c.

[0058] The shaft member 150 forms the inner race of the one-way clutch 183. A plurality of rollers 183c are arranged between the shaft member 150 and the outer race 183b. When the shaft member 150 rotates in the second rotation direction D2, the rotation of the shaft member 150 is transmitted to the outer race 183b by the plurality of rollers 183c, causing the outer race 183b to rotate in the second rotation direction D2. When the shaft member 150 rotates in the first rotation direction D1, which is opposite to the second rotation direction D2, the plurality of rollers 183c prevent the rotation of the shaft member 150 in the first rotation direction D1 from being substantially transmitted to the outer race 183b. In other words, when the shaft member 150 rotates in the first rotation direction D1, the shaft member 150 can rotate relative to the outer race 183b. The damping mechanism 180 can switch between the first clutch mode and the second clutch mode.

[0059] In the first clutch mode, a first frictional force is generated between the outer race 183b and the friction element 181. In the first clutch mode, when the shaft member 150 rotates in the second rotation direction D2, the first frictional force is transmitted to the shaft member 150 via a plurality of rollers 183c. When the shaft member 150 rotates in the first rotation direction D1, the shaft member 150 rotates relative to the outer race 183b, so it is not substantially affected by the first frictional force generated between the outer race 183b and the friction element 181.

[0060] In the second clutch mode, a second frictional force is generated between the outer race 183b and the friction element 181. This second frictional force is less than the first frictional force. In the second clutch mode, when the shaft member 150 rotates in the second rotation direction D2, the second frictional force is transmitted to the shaft member 150 via a plurality of rollers 183c. When the shaft member 150 rotates in the first rotation direction D1, it rotates relative to the outer race 183b, and therefore is not substantially affected by the second frictional force generated between the outer race 183b and the friction element 181. In the second clutch mode, the outer race 183b and the friction element 181 can also be completely out of contact.

[0061] Actuator 184 switches the one-way clutch 183 between a first clutch mode and a second clutch mode. Actuator 184 includes an electric actuator. Actuator 184 includes a clutch motor 184a. By rotating clutch motor 184a, the one-way clutch 183 is switched between the first clutch mode and the second clutch mode.

[0062] The spring-loaded member 190 is used to press the pulley assembly 140 in a first rotation direction D1, which is opposite to the second rotation direction D2. An example of the spring-loaded member 190 is a helical spring. One end of the spring-loaded member 190 is connected to the movable part 120, and the other end of the spring-loaded member 190 is connected to the pulley assembly 140.

[0063] Chain 53 is wound around the first pulley P1 and the second pulley P2, and chain 53 connects the front sprocket of the front sprocket assembly 51 and the rear sprocket of the rear sprocket assembly 52.

[0064] Driven by the shift motor 160, the movable part 120 and the pulley assembly 140 can move outward or inward. In response to the movement of the movable part 120 and the pulley assembly 140, the chain 53 can engage with any sprocket of the rear sprocket assembly 52. ​​This allows the rear derailleur 72 to change its gear ratio.

[0065] By appropriately driving the clutch motor 184a, the first and second clutch modes of the one-way clutch 183 can be switched. In the first clutch mode, when the pulley assembly 140 rotates relative to the movable part 120 in the second rotational direction D2, the rotational resistance generated by the friction element 181 is applied to the shaft member 150 via the outer race 183b. This prevents the chain 53 from slackening when the pulley assembly 140 rotates in the second rotational direction D2. In the second clutch mode, when the pulley assembly 140 rotates relative to the movable part 120 in the second rotational direction D2, the rotational resistance generated by the friction element 181 is not applied to the shaft member 150. The first clutch mode is a first resistance application state, where a rotational resistance greater than a predetermined rotational resistance is applied relative to the rotation of the pulley assembly 140 in the second rotational direction D2; the second clutch mode is a second resistance application state, where a rotational resistance less than the predetermined rotational resistance is applied relative to the rotation of the pulley assembly 140 in the second rotational direction D2. The first resistance is greater than the second resistance.

[0066] The control unit 81 can control the operation of the rear derailleur 72 by controlling the operation of the derailleur motor 160 and the clutch motor 184a.

[0067] The rear derailleur 72 includes: a fixed part 110 that can be mounted on the frame 40 of the manual-drive vehicle 1; a movable part 120 that can move relative to the fixed part 110; a linkage mechanism 130 that movably connects the movable part 120 to the fixed part 110; a pulley assembly 140 connected to the movable part 120 and rotatable about a rotation axis A; a spring-pressing member 190 that springs the pulley assembly 140 relative to the movable part 120 in a first rotation direction D1; and a mechanism disposed between the movable part 120 and the pulley assembly 140 and relative to the fixed part 110. A damping mechanism 180 applies rotational resistance to the rotation of the pulley assembly 140 in a second rotational direction D2, which is different from the first rotational direction D1. The damping mechanism 180 includes an actuator 184, which is switchable between a first resistance application state, in which a predetermined rotational resistance or greater is applied relative to the rotation of the pulley assembly 140 in the second rotational direction D2, and a second resistance application state, in which a rotational resistance less than the predetermined rotational resistance is applied relative to the rotation of the pulley assembly 140 in the second rotational direction D2. The actuator 184 includes an electric actuator.

[0068] Figure 5 will be used to explain the control of the manual-driven vehicle 1 performed by the control device 80, which includes the control unit 81. As shown in Figure 5, the control unit 81 detects the tilt state of the manual-driven vehicle 1 based on the change in tire pressure detected by the tire pressure detection unit 91, which detects the tire pressure of at least one tire of the manual-driven vehicle 1. Then, it controls at least one of the suspension device 73 and the adjustable seat support 74 mounted on the manual-driven vehicle 1. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The tilt state includes a state in which the manual-driven vehicle 1 tilts forward and upward, and a state in which the manual-driven vehicle 1 tilts forward and downward. Hereinafter, the state in which the manual-driven vehicle 1 tilts forward and upward will be referred to as the uphill tilt state, and the state in which the manual-driven vehicle 1 tilts forward and downward will be referred to as the downhill tilt state.

[0069] The control unit 81 detects that the human-powered vehicle 1 is in an uphill tilt state when the tire pressure of the front wheel 30 of the human-powered vehicle 1 decreases and the tire pressure of the rear wheel 20 of the human-powered vehicle 1 increases, and detects that the human-powered vehicle 1 is in a downhill tilt state when the tire pressure of the front wheel 30 of the human-powered vehicle 1 increases and the tire pressure of the rear wheel 20 of the human-powered vehicle 1 decreases.

[0070] The control unit 81 can detect whether the tire pressure has decreased or increased by judging whether the tire pressure has changed by a predetermined threshold value from a predetermined reference value. For example, if the tire pressure of the front wheel 30 decreases by a predetermined threshold value from a predetermined reference value and the tire pressure of the rear wheel 20 increases by a predetermined threshold value from a predetermined reference value, the control unit 81 can detect that the manually driven vehicle 1 is in an uphill tilting state.

[0071] The reference values ​​and threshold values ​​used to detect changes in tire pressure can be determined in any way. For example, the tire pressure when not in use can be used as the reference value, as can the tire pressure before the pressure change. The threshold values ​​can be set as predetermined constants or as values ​​calculated based on the tire pressure when not in use. Values ​​calculated based on the tire pressure when not in use can be obtained by multiplying the tire pressure when not in use by a predetermined ratio.

[0072] As shown in Figure 6, the control unit 81, when detecting tire pressure changes by the tire pressure detection unit 91 (which detects the tire pressure of at least one tire of the manually driven vehicle 1), performs at least one of the following controls when the road surface is rough: increasing the travel of the suspension device 73 mounted on the manually driven vehicle 1, decreasing the damping force of the suspension device 73, and lowering the position of the seat 44 by using the adjustable seat support 74 mounted on the manually driven vehicle 1. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0073] The control unit 81 can determine that if the tire pressure changes by more than a predetermined number of times within a predetermined time period, the tire pressure change corresponds to a rough road surface. The threshold values ​​used as the basis for determining whether the tire pressure change corresponds to a rough road surface, namely the predetermined time period, the predetermined tire pressure value, and the predetermined number of times, can be determined by any method.

[0074] As shown in Figure 7, the control unit 81, when detecting a jumping state of the manually driven vehicle 1 based on changes in tire pressure detected by the tire pressure detection unit 91 (which detects the tire pressure of at least one tire of the manually driven vehicle 1), controls at least one of the suspension device 73 and the adjustable seat support 74 mounted on the manually driven vehicle 1. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0075] The control unit 81 detects the jumping state of the human-powered vehicle 1 when the tire pressure of the front wheel 30 and the rear wheel 20 of the human-powered vehicle 1 decreases within a predetermined time.

[0076] The control unit 81 can detect a decrease in tire pressure by determining whether the tire pressure has decreased by more than a predetermined threshold value from a predetermined reference value. For example, if the tire pressure of the front wheel 30 and the rear wheel 20 decreases by more than a predetermined threshold value from a predetermined reference value within a predetermined time, the control unit 81 can detect a jump in the manually driven vehicle 1. The jumping state of the manually driven vehicle 1 will be described as a jumping state below.

[0077] The baseline and threshold values ​​used to detect a decrease in tire pressure can be determined by any method. For example, the tire pressure when not in use can be used as the baseline value, or the tire pressure before the pressure change can be used as the baseline value. The threshold value can be set as a predetermined constant or as a value calculated based on the tire pressure when not in use. The value calculated based on the tire pressure when not in use can be obtained by multiplying the tire pressure when not in use by a predetermined ratio.

[0078] As shown in Figure 8, the control unit 81 controls at least one of the suspension device 73 and the adjustable seat pillar 74 mounted on the manual-drive vehicle 1 in a first control state when the detected tire pressure value of the tire detected by the tire pressure detection unit 91, which is used to detect the tire pressure of at least one tire of the manual-drive vehicle 1, is less than a predetermined reference value; when the detected value is greater than or equal to the reference value, it controls at least one of the suspension device 73 and the adjustable seat pillar 74 in a second control state different from the first control state. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0079] The reference value used as the criterion for selecting either the first control state or the second control state can be determined in any way. For example, the reference value can be set to a predetermined fixed value or a value calculated based on the tire pressure when not in motion. The value calculated based on the tire pressure when not in motion can be, for example, a value obtained by multiplying the tire pressure when not in motion by a predetermined ratio.

[0080] The following is an example of the specific process of controlling the manually driven vehicle 1 by the control device 80, which includes the control unit 81.

[0081] Control unit 81 initiates control according to the flowcharts shown in Figures 5, 6, 7, and 8 at predetermined times. The times for initiating control include, for example, when power is supplied to control unit 81, or when the passenger performs a predetermined operation using operating unit 84. Control unit 81 repeatedly initiates control according to the flowcharts described below at predetermined intervals. Control unit 81 terminates the control flow according to the flowcharts described below at predetermined times. The times for terminating the control flow include, for example, when power is supplied to control unit 81, or when the passenger performs a predetermined operation using operating unit 84. For simplicity, the suspension device in the figures is referred to as SUS, and the adjustable seat support is referred to as ASP.

[0082] Figure 5 is an example of a flowchart showing the control of the manually driven vehicle 1 when the tire pressure of the front wheel 30 and the rear wheel 20 is detected to increase while the tire pressure of the other wheel decreases.

[0083] In step S101, the control unit 81 determines whether the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased.

[0084] If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, it proceeds to step S102. Since the load applied to the front wheel 30 has decreased and the load applied to the rear wheel 20 has increased, the control unit 81 can detect that the manually driven vehicle 1 is in an uphill tilting state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not decreased and the tire pressure of the rear wheel 20 has not increased, it proceeds to step S103.

[0085] In step S102, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to a locked state. Upon receiving this signal, the actuator 73a can switch the suspension device 73 to a locked state. When the control unit 81 detects that the manually driven vehicle 1 is in an uphill tilted state, it switches the suspension device 73 to a locked state. This allows the driving efficiency of the manually driven vehicle 1 to be automatically adjusted to an appropriate state when in an uphill tilted state.

[0086] In step S102, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to lower the seat support 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seat support 74a and the seat 44 by the predetermined amount. When the control unit 81 detects that the manual-driven vehicle 1 is in an uphill tilted state, it lowers the position of the seat 44 via the adjustable seat support 74. This automatically adjusts the driving efficiency of the manual-driven vehicle 1 to a state that facilitates easy maneuvering when in an uphill tilted state. The position of the seat 44 after lowering can be arbitrarily set. Alternatively, the seat 44 can be lowered not only by a predetermined amount but also to a predetermined target position.

[0087] After performing step S102, the control unit 81 terminates the control flow shown in Figure 5.

[0088] In step S103, which is the transition from step S101, the control unit 81 determines whether the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased.

[0089] If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it proceeds to step S104. Since the load applied to the front wheel 30 has increased and the load applied to the rear wheel 20 has decreased, the control unit 81 can detect that the manually driven vehicle 1 is in a downhill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not increased and the tire pressure of the rear wheel 20 has not decreased, it terminates the control flow shown in Figure 5.

[0090] In step S104, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to an unlocked state. Upon receiving this signal, the actuator 73a can switch the suspension device 73 to an unlocked state. When the control unit 81 detects that the manually driven vehicle 1 is in a downhill tilted state, it switches the suspension device 73 to an unlocked state. This allows the ride comfort of the manually driven vehicle 1 to be automatically adjusted to a suitable level even when in a downhill tilted state.

[0091] In step S104, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to raise the seat support 74a by a predetermined amount. Upon receiving this signal, the actuator 74b raises both the seat support 74a and the seat 44 by the predetermined amount. When the control unit 81 detects that the manual-driven vehicle 1 is in a downhill tilted state, it raises the position of the seat 44 via the adjustable seat support 74. This automatically adjusts the position for easy riding and pedaling in the downhill tilted state. The position of the raised seat 44 can be arbitrarily set. After processing in step S104, the control unit 81 terminates the control flow shown in Figure 5.

[0092] In the flowchart of Figure 5, although steps S102 and S104 show an example of controlling the suspension device 73 and the adjustable seat support 74, it is also possible to control only one of the suspension device 73 and the adjustable seat support 74. Furthermore, steps S101 and S103 can be interchanged, and steps S102 and S104 can be interchanged, performing uphill tilt detection after downhill tilt detection.

[0093] Figure 6 is an example of a flowchart showing the control of the manually driven vehicle 1 when the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period are detected. In step S111, the control unit 81 determines whether the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period. The tire to be determined only needs to be at least one of the front tires 30 and the rear tires 20. It is also possible to determine the tire pressure of any one of the front tires 30 and the rear tires 20, or to determine the tire pressure of both tires.

[0094] If the control unit 81 determines that the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period, it proceeds to step S112. Since tire pressure changes to a certain extent and frequently, it is presumed that the road surface on which the manually driven vehicle 1 is traveling is relatively rough; that is, the change in tire pressure corresponds to the roughness of the road surface. Therefore, the control unit 81 can detect that the road surface is in a relatively rough state.

[0095] If the control unit 81 determines that the tire pressure changes above a predetermined value less than a predetermined number of times within a predetermined time period, it proceeds to step S113. Since the tire pressure changes are small or infrequent, it is assumed that the road surface on which the manually driven vehicle 1 is traveling is not very rough, meaning the pressure change corresponds to a smooth road surface. Therefore, the control unit 81 can detect that the road surface is in a relatively smooth condition.

[0096] In step S112, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to increase the travel of the suspension device 73. Upon receiving this signal, the actuator 73a increases the travel of the suspension device 73. In step S112, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to reduce the damping force of the suspension device 73. Upon receiving this signal, the actuator 73a reduces the damping force of the suspension device 73. In step S112, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to lower the seat support 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seat support 74a and the seat 44 by a predetermined amount. Thus, in rough road conditions, the riding comfort of the manually driven vehicle 1 can be automatically adjusted to a suitable state. The stroke, damping force, and height of the seat cushion 44 of the suspension device 73 can also be set arbitrarily. After processing in step S112, the control unit 81 terminates the control flow shown in Figure 6.

[0097] In step S113, transitioning from step S111, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to reduce the travel of the suspension device 73. Upon receiving this signal, the actuator 73a reduces the travel of the suspension device 73. In step S113, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to increase the damping force of the suspension device 73. Upon receiving this signal, the actuator 73a increases the damping force of the suspension device 73. Thus, on a flat road surface, the driving efficiency of the manually driven vehicle 1 can be automatically adjusted to an appropriate state. The travel and damping force of the suspension device 73 can also be arbitrarily set.

[0098] In step S113, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to raise the seat support 74a by a predetermined amount. Upon receiving this signal, the actuator 74b raises the seat support 74a and the seat 44 by the predetermined amount. This automatically adjusts the seat to a position easy to ride on the human-powered vehicle 1 when on a flat surface. The height of the seat 44 can also be set arbitrarily. After processing in step S113, the control unit 81 terminates the control flow shown in Figure 6.

[0099] The flowchart in Figure 6 shows an example of controlling the stroke of the suspension device 73, the damping force of the suspension device 73, and the adjustable seat support 74 in steps S112 and S113, but the present invention is not limited thereto.

[0100] For example, when the tire pressure change detected by the tire pressure detection unit 91 corresponds to a smooth road surface, the control unit 81 performs at least one of the following controls: reducing the travel of the suspension device 73, increasing the damping force of the suspension device 73, and raising the position of the seat 44 by means of the adjustable seat support 74. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0101] For example, when the tire pressure change detected by the tire pressure detection unit 91 corresponds to a smooth road surface, the control unit 81 can perform at least one of the following controls: reducing the travel of the suspension device 73 and increasing the damping force of the suspension device 73. The tire pressure detection unit 91 includes a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0102] For example, the control unit 81 can also control the raising of the seat 44 by means of the adjustable seat support 74 mounted on the manually driven vehicle 1 when the change in tire pressure detected by the tire pressure detection unit 91 corresponds to a smooth road surface. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0103] Figure 7 is an example of a flowchart showing the detection of a decrease in tire pressure on both the front wheel 30 and the rear wheel 20, and the control of the manually driven vehicle 1. In step S121, the control unit 81 determines whether the tire pressure on both the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 has decreased by a predetermined amount within a predetermined time.

[0104] If the control unit 81 determines that the tire pressure of both the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 has decreased by a predetermined amount within a predetermined time, it proceeds to step S122. Since the load applied to both the front wheel 30 and the rear wheel 20 has decreased, the control unit 81 can detect that the manually driven vehicle 1 is in a jumping state, that is, both the front wheel 30 and the rear wheel 20 are suspended from the ground. If the control unit 81 determines that the tire pressure of at least one of the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 has not decreased by a predetermined amount within a predetermined time, it terminates the control flow shown in Figure 7.

[0105] In step S122, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to an unlocked state. Upon receiving this signal, the actuator 73a can switch the suspension device 73 to an unlocked state. The control unit 81 switches the suspension device 73 to an unlocked state when it detects the jumping state of the manually driven vehicle 1 based on the tire pressure detected by the tire pressure detection unit 91. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. Therefore, by detecting the jumping state of the manually driven vehicle 1 based on the tire pressure, the suspension device 73 can be automatically adjusted to a state suitable for the landing of the manually driven vehicle 1.

[0106] In step S122, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to reduce the damping force of the suspension device 73. Upon receiving this signal, the actuator 73a reduces the damping force of the suspension device 73. When the control unit 81 detects a jumping state of the manually driven vehicle 1, it further reduces the damping force of the suspension device 73. Thus, by detecting the jumping state of the manually driven vehicle 1 based on the tire pressure, the suspension device 73 can be automatically adjusted to a suitable landing state for the manually driven vehicle 1. The damping force of the suspension device 73 can also be arbitrarily set. It is also possible to reduce the damping force of the suspension device 73 not only by a predetermined value, but also to a predetermined target value.

[0107] In step S122, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to lower the seat support 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seat support 74a and the seat 44 by the predetermined amount. When the control unit 81 detects a jumping state of the manually driven vehicle 1, it lowers the position of the seat 44 via the adjustable seat support 74. Thus, by detecting the jumping state of the manually driven vehicle 1 based on the tire pressure, the seat support 74a can be automatically adjusted to a position suitable for the landing of the manually driven vehicle 1. The height of the seat 44 can also be arbitrarily set. After processing in step S122, the control unit 81 proceeds to step S123.

[0108] In step S123, the control unit 81 determines whether the tire pressure of both the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 increases by a predetermined amount within a predetermined time. If the control unit 81 determines that the tire pressure of both the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 increases by a predetermined amount within a predetermined time, it proceeds to step S124. Since the load applied to both the front wheel 30 and the rear wheel 20 increases, the control unit 81 can detect that the manually driven vehicle 1 is in a grounded state, that is, both the front wheel 30 and the rear wheel 20 are in contact with the ground. If the control unit 81 determines that the tire pressure of at least one of the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 does not increase by a predetermined amount within a predetermined time, it repeats step S123.

[0109] In step S124, the control unit 81 restores the states of the suspension device 73 and the adjustable seat support 74 to their states before the processing in step S122. Specifically, if the suspension device 73 was in a locked state before the processing in step S122, in step S124, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to the locked state. In step S124, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to increase the damping force of the suspension device 73 to the value before the processing in step S122. In step S124, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to raise the seat support 74a to the position before the processing in step S122. After performing the processing in step S124, the control unit 81 ends the control flow shown in FIG7.

[0110] The flowchart in Figure 7 shows an example of controlling the suspension device 73 and the adjustable seat support 74 in step 122, but the present invention is not limited thereto. For example, the control unit 81 may also perform at least one of the following: switching to the unlocked state of the suspension device 73 mounted on the human-powered vehicle 1, reducing the damping force of the suspension device 73, and lowering the position of the seat 44 of the adjustable seat support 74.

[0111] In the flowchart of Figure 7, although an example is shown where the tire pressure of the front wheel 30 and rear wheel 20 of the human-powered vehicle 1 is detected to indicate that the human-powered vehicle 1 is in contact with the ground, the process of step S124 can also be performed, for example, from the point in time when the human-powered vehicle 1 becomes in a jumping state in step S121, or from the point in time when a predetermined time has elapsed since the process of step S122 was performed.

[0112] Figure 8 is an example of a flowchart showing the control of the manually driven vehicle 1 when the tire pressure of either the front wheel 30 or the rear wheel 20 is detected to be lower than a reference value. In step S131, the control unit 81 determines whether the tire pressure of at least one of the front wheel 30 and the rear wheel 20 is lower than the reference value. If the control unit 81 determines that the tire pressure of at least one of the front wheel 30 and the rear wheel 20 is lower than the reference value, it proceeds to step S132. If the control unit 81 determines that the tire pressure of both the front wheel 30 and the rear wheel 20 is higher than the reference value, it proceeds to step S133.

[0113] The processing in step S131 is not intended to detect temporary tire pressure reduction associated with the driving state of the manually driven vehicle 1, such as tilting, jumping, and vibrating, but rather to detect a continuous decrease in tire pressure, i.e., to detect a tire leak. Therefore, in order to detect a continuous decrease in tire pressure, the processing in step S131 can also determine whether the tire pressure being lower than the reference value has lasted for a predetermined time or longer.

[0114] In step S132, the control unit 81 controls at least one of the suspension device 73 and the adjustable seat support 74 in a first control state. The suspension device 73 includes at least one of a front suspension device and a rear suspension device. The first control state includes at least one of the following states: switching the suspension device 73 to a locked state, reducing the travel of the suspension device 73, increasing the damping force of the suspension device 73, and changing the position of the seat 44 to a predetermined position by means of the adjustable seat support 74.

[0115] For example, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to a locked state. When the tire pressure is lower than a reference value, the control unit 81 switches the suspension device 73 to a locked state, so that the driving efficiency of the manually driven vehicle 1 can be automatically adjusted to an appropriate state when the tire pressure of the manually driven vehicle 1 is low.

[0116] The control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to reduce the travel of the suspension device 73. When the tire pressure is lower than the reference value, the control unit 81 reduces the travel of the suspension device 73, thereby automatically adjusting the driving efficiency of the manually driven vehicle 1 to an appropriate state when the tire pressure of the manually driven vehicle 1 is low.

[0117] The control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to increase the damping force of the suspension device 73. When the tire pressure is lower than the reference value, the control unit 81 increases the damping force of the suspension device 73, thereby automatically adjusting the driving efficiency of the manually driven vehicle 1 to an appropriate state when the tire pressure of the manually driven vehicle 1 is low.

[0118] The control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to move the seat support 74a up or down by a predetermined amount. When the tire pressure is lower than a reference value, the control unit 81 adjusts the position of the seat 44 up or down using the adjustable seat support 74. Therefore, when the tire pressure of the manually driven vehicle 1 is low, the control unit 81 can automatically adjust the seat 44 to a suitable position. The passenger can arbitrarily decide which position the seat 44 should be moved to. After performing step S132, the control unit 81 terminates the control flow shown in Figure 8.

[0119] In step S133, which transitions from step S131, control unit 81 controls at least one of the suspension device 73 and adjustable seat support 74 in a second control state different from the first control state. The second control state includes at least one of the following states: switching the suspension device 73 to an unlocked state; increasing the travel of the suspension device 73 compared to the first control state; decreasing the damping force of the suspension device 73 compared to the first control state; and changing the position of the seat 44 to a predetermined position different from the first control state via the adjustable seat support 74. After processing in step S133, control unit 81 terminates the control flow shown in FIG8.

[0120] In the control described in the first embodiment, although an example is shown where the control unit 81 outputs a signal to switch the suspension device 73 to a locked or unlocked state under a predetermined condition, the process of outputting this signal can also be cancelled, for example, when the suspension device 73 has already been switched to the desired state. For example, if the suspension device 73 is currently in a locked state, the process of outputting a signal to switch to the locked state can be cancelled.

[0121] In the control described in the first embodiment, although an example is shown where the control unit 81 outputs a signal to increase or decrease the travel of the suspension device 73 under predetermined conditions, the process of outputting this signal can also be cancelled, for example, when the travel of the suspension device 73 exceeds its adjustable range. For example, if the travel of the suspension device 73 is currently at its minimum, the process of outputting a signal to decrease the travel can be cancelled.

[0122] Similarly, if the signals that reduce or increase the damping force of the suspension device 73, or raise or lower the adjustable seat support 74 by a predetermined amount, exceed the adjustable range of the suspension device 73 or the adjustable seat support 74, the processing of outputting these signals can be cancelled. The same applies to the embodiments described below.

[0123] (Second Implementation) The second embodiment will be described using FIG9. The second embodiment is identical to the first embodiment except that the flowchart shown in FIG9 is used instead of the flowchart shown in FIG5. The flowchart shown in FIG9 will be described below.

[0124] In step S141, the control unit 81 determines whether the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, then it proceeds to step S142. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, then it can detect that the manually driven vehicle 1 is in an uphill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not decreased and the tire pressure of the rear wheel 20 has not increased, then it proceeds to step S145.

[0125] In step S142, the control unit 81 determines whether the passenger is sitting on the seat cushion 44. If the control unit 81 determines that the passenger is sitting on the seat cushion 44, it proceeds to step S143. If the control unit 81 determines that the passenger is not sitting on the seat cushion 44, it proceeds to step S144.

[0126] In step S143, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to a locked state. Upon receiving this signal, the actuator 73a can switch the suspension device 73 to a locked state.

[0127] In step S143, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to raise the seat support 74a by a predetermined amount. Upon receiving this signal, the actuator 74b raises both the seat support 74a and the seat 44 by the predetermined amount. When the control unit 81 detects that the manual-drive vehicle 1 is in an uphill tilted state, and the seat detection unit detects that a passenger is sitting on the seat 44, it raises the position of the seat 44 using the adjustable seat support 74. This automatically adjusts the position to be comfortable for riding and pedaling in the uphill tilted state. After processing step S143, the control unit 81 terminates the control flow shown in Figure 9. The seat detection unit includes a seat sensor 90.

[0128] In step S144, which transitions from step S142, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to a locked state. Upon receiving this signal, the actuator 73a can switch the suspension device 73 to a locked state.

[0129] In step S144, the control unit 81 outputs a signal to the actuator 74b of the adjustable seat support 74 to lower the seat support 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seat support 74a and the seat 44 by the predetermined amount. When the control unit 81 detects that the manual-driven vehicle 1 is in an uphill tilted state, and the passenger detection unit detects that the passenger is not sitting on the seat 44, it lowers the position of the seat 44 by adjusting the adjustable seat support 74. This automatically adjusts the driving efficiency of the manual-driven vehicle 1 to a state that facilitates easy lifting of the vehicle while in an uphill tilted state. After processing step S144, the control unit 81 terminates the control flow shown in FIG9. The passenger detection unit includes a passenger sensor 90.

[0130] The processes in steps S145 and S146, which transition from step S141, are the same as those in steps S103 and S104 of FIG. 5, so their descriptions are omitted. In the flowchart of FIG. 9, although steps S143, S144, and S146 show examples of controlling the suspension device 73 and the adjustable seat support 74, it is also possible, for example, to control only one of the suspension device 73 and the adjustable seat support 74.

[0131] (Third Implementation) The third embodiment will be described using Figures 10 and 11. The third embodiment is identical to the first embodiment except that the flowcharts shown in Figures 10 and 11 are used instead of the flowchart shown in Figure 6. The flowcharts shown in Figures 10 and 11 will be described below.

[0132] In step S151, the control unit 81 determines whether the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period. If the control unit 81 determines that the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period, it proceeds to step S152. If the control unit 81 determines that the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period, the road surface on which the manually driven vehicle 1 is traveling is relatively rough, meaning that the tire pressure change can be detected to correspond to a rough road surface. If the control unit 81 determines that the tire pressure changes above a predetermined value less than a predetermined number of times within a predetermined time period, it proceeds to step S156. If the control unit 81 determines that the tire pressure changes above a predetermined value less than a predetermined number of times within a predetermined time period, the road surface on which the manually driven vehicle 1 is traveling is not so rough, meaning that the tire pressure change can be detected to correspond to a smooth road surface.

[0133] In step S152, the control unit 81 determines whether the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, then proceed to step S153. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, then it can detect that the manually driven vehicle 1 is in an uphill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not decreased and the tire pressure of the rear wheel 20 has not increased, then proceed to step S154.

[0134] In step S153, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to increase the travel of the suspension device 73. Upon receiving this signal, the actuator 73a increases the travel of the suspension device 73. In step S153, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to decrease the damping force of the suspension device 73. Upon receiving this signal, the actuator 73a decreases the damping force of the suspension device 73. The travel and damping force of the suspension device 73 can be arbitrarily set. For example, the travel of the suspension device 73 can be increased not only by a predetermined amount, but also to a predetermined target value.

[0135] The control unit 81, upon detecting a change in tire pressure detected by the tire pressure detection unit 91 corresponding to a rough road surface and detecting that the manually driven vehicle 1 is in an uphill tilt state, performs at least one of the following controls: increasing the travel of the suspension device 73 and decreasing the damping force of the suspension device 73. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. This allows the ride comfort of the manually driven vehicle 1 to be automatically adjusted to an appropriate state in rough road conditions and uphill tilt states. After performing step S153, the control unit 81 terminates the control flow shown in Figures 10 and 11.

[0136] In step S154, which follows step S152, the control unit 81 determines whether the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased. If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it proceeds to step S155. If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it can detect that the manually driven vehicle 1 is in a downhill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not increased and the tire pressure of the rear wheel 20 has not decreased, it ends the control flow shown in Figures 10 and 11.

[0137] In step S155, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to increase the travel of the suspension device 73. Upon receiving this signal, the actuator 73a increases the travel of the suspension device 73. In step S153, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to decrease the damping force of the suspension device 73. Upon receiving this signal, the actuator 73a decreases the damping force of the suspension device 73. The travel and damping force of the suspension device 73 can also be arbitrarily set.

[0138] The control unit 81, upon detecting a change in tire pressure detected by the tire pressure detection unit 91 corresponding to a rough road surface and detecting that the manually driven vehicle 1 is in a downhill tilted state, performs at least one of the following controls: increasing the travel of the suspension device 73 and decreasing the damping force of the suspension device 73. This automatically adjusts the ride comfort of the manually driven vehicle 1 to an appropriate state in rough road conditions and downhill tilted states. After performing step S155, the control unit 81 terminates the control flow shown in Figures 10 and 11. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0139] In step S156, which follows step S151, the control unit 81 determines whether the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, it proceeds to step S157. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, it can detect that the manually driven vehicle 1 is in an uphill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not decreased and the tire pressure of the rear wheel 20 has not increased, it proceeds to step S158.

[0140] In step S157, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to switch the suspension device 73 to a locked state. Upon receiving this signal, the actuator 73a can switch the suspension device 73 to a locked state. This allows the ride comfort of the manually driven vehicle 1 to be automatically adjusted to a suitable state on flat roads and uphill slopes.

[0141] When the control unit 81 detects that the tire pressure change detected by the tire pressure detection unit 91 corresponds to a smooth road surface and the manually driven vehicle 1 is in an uphill tilted state, it switches the suspension device 73 to a locked state. This automatically adjusts the ride comfort of the manually driven vehicle 1 to an appropriate state on flat roads and in uphill tilted states. After performing step S157, the control unit 81 terminates the control flow shown in Figures 10 and 11. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0142] In step S158, which follows step S156, the control unit 81 determines whether the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased. If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it proceeds to step S159. If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it can detect that the manually driven vehicle 1 is in a downhill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not increased and the tire pressure of the rear wheel 20 has not decreased, it ends the control flow shown in Figures 10 and 11.

[0143] In step S159, the control unit 81 outputs a signal to the actuator 73a of the suspension device 73 to reduce the travel of the suspension device 73. Upon receiving this signal, the actuator 73a reduces the travel of the suspension device 73. In step S159, the control unit 81 also outputs a signal to the actuator 73a of the suspension device 73 to increase the damping force of the suspension device 73. Upon receiving this signal, the actuator 73a increases the damping force of the suspension device 73. The travel and damping force of the suspension device 73 can be arbitrarily set.

[0144] The control unit 81, when the tire pressure change detected by the tire pressure detection unit 91 corresponds to a smooth road surface and the manual-driven vehicle 1 is detected to be in a downhill tilting state, performs at least one of the following controls: reducing the travel of the suspension device 73 and increasing the damping force of the suspension device 73. In this way, the driving efficiency of the manual-driven vehicle 1 can be automatically adjusted to an appropriate state in both flat road conditions and downhill tilting conditions. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0145] In the flowcharts of Figures 10 and 11, although steps S153, S155 and S159 show examples of controlling the stroke and damping force of the suspension device 73, it is also possible to control only one of the stroke and damping force of the suspension device 73.

[0146] (Fourth implementation) The fourth embodiment will be described using Figures 12 to 20. The structure of the human-powered vehicle 1 in the fourth embodiment, as its transmission device, is the same as that in the first embodiment, except that it includes a front derailleur 75 in addition to a rear derailleur 72. In this embodiment, the derailleur includes a front derailleur 75 and a rear derailleur 72. In the following description, the same reference numerals as in the first embodiment are used for structures common to the first embodiment, and appropriate descriptions are omitted.

[0147] The front derailleur 75 shown in Figure 12 is a shifting device that changes the gear ratio together with the rear derailleur 72. The front derailleur 75 changes the gear ratio by switching the chain between multiple front sprockets. The front derailleur 75 includes: a shift motor 75a that operates the front derailleur 75, and a shift position sensor 75b that detects the operating status of the front derailleur 75. The shift motor 75a and the shift position sensor 75b are electrically connected to the control unit 81 via a wired connection. The shift motor 75a and the shift position sensor 75b can also be electrically connected to the control unit 81 wirelessly. The shift motor 75a is driven in response to a control signal from the control unit 81. The shift position sensor 75b outputs a signal corresponding to the detected value to the control unit 81.

[0148] Referring to FIG1, the front sprocket assembly 51 and rear sprocket assembly 52 of this embodiment will be described below. The front sprocket assembly 51 and rear sprocket assembly 52 of this embodiment each include a plurality of sprockets. The front sprocket assembly 51 includes a plurality of front sprockets with different numbers of teeth. The front sprocket assembly 51 has at least: a first front sprocket and a second front sprocket different from the first front sprocket. In this embodiment, the front sprocket assembly 51 includes: a first front sprocket and a second front sprocket. The first front sprocket has more teeth than the second front sprocket. The front sprocket assembly 51 may also include three or more front sprockets with different numbers of teeth. When the front sprocket assembly 51 includes two or more front sprockets with different numbers of teeth, when the front sprocket assembly 51 is mounted on the human-powered bicycle 1, the front sprocket with the most teeth is positioned further away from the center plane of the bicycle frame than the front sprocket with the fewest teeth.

[0149] The rear sprocket assembly 52 includes a plurality of rear sprockets with different numbers of teeth. The rear sprocket assembly 52 has at least a first rear sprocket and a second rear sprocket different from the first rear sprocket. In this embodiment, the rear sprocket assembly 52 has 10 rear sprockets. The rear sprocket assembly 52 may also have 11 or more rear sprockets with different numbers of teeth, or it may be composed of sprockets with 9 or fewer different numbers of teeth. When the rear sprocket assembly 52 includes two or more rear sprockets, when the rear sprocket assembly 52 is mounted on the human-powered vehicle 1, the rear sprocket with the most teeth is positioned closer to the center plane of the bicycle frame than the front sprocket with the fewest teeth. A chain 53 connects a front sprocket included in the front sprocket assembly 51 and a rear sprocket included in the rear sprocket assembly 52. ​​The rotational force of the front sprocket assembly 51 is transmitted to the rear sprocket via the chain 53.

[0150] The gearshift dial T shown in Figure 13 relates to a front sprocket assembly 51 containing multiple front sprockets with different numbers of teeth, and a rear sprocket assembly 52 containing multiple rear sprockets with different numbers of teeth. Gearshift dial T is calculated by dividing the number of teeth on the front sprockets engaged by chain 53 by the number of teeth on the rear sprockets engaged by chain 53. Gearshift dial T limits 20 gear ratios through combinations of the two front sprockets in front sprocket assembly 51 and the ten rear sprockets in rear sprocket assembly 52. ​​In gearshift dial T shown in Figure 13, the front sprockets are designated "FC" and the rear sprockets are designated "CS".

[0151] In the example of Figure 13, since the gear ratio is calculated by dividing the number of teeth on the front sprocket by the number of teeth on the rear sprocket, the gear ratio will increase when upshifting. The calculation method for the gear ratio defined by the gear gauge T is not particularly limited. For example, the gear ratio defined by the gear indicator T can also be calculated by dividing the number of teeth on the rear sprocket by the number of teeth on the front sprocket. However, unlike the example in Figure 13, when using the value calculated by dividing the number of teeth on the rear sprocket by the number of teeth on the front sprocket as the gear ratio, the gear ratio decreases with each upshift, and the relationship between the various gear ratio control judgments is reversed. In the following embodiment, the value calculated by dividing the number of teeth on the front sprocket by the number of teeth on the rear sprocket is used as the gear ratio.

[0152] In the gearshift dial T shown in Figure 13, among the two front sprockets of the front sprocket assembly 51, the front sprocket with more teeth, namely the first front sprocket, is called "Top," and the front sprocket with fewer teeth, namely the second front sprocket, is called "Low." In the gearshift dial T, the ten rear sprockets of the rear sprocket assembly 52 are named in order from the rear sprocket with more teeth to the rear sprocket with fewer teeth as "1st," "2nd," "3rd," ..., "10th." The gearshift dial T shown in Figure 13 is an example of displaying the specific number of teeth on each sprocket and the specific gear ratio. The front derailleur 75 and the rear derailleur 72 are any sprockets that engage the chain 53 with the sprockets of the front sprocket assembly 51 and the rear sprocket assembly 52, thereby changing the gear ratio of the manual-driven vehicle 1 to any gear ratio defined by the gearshift dial T, that is, shifting gears.

[0153] In this embodiment, the control unit 81 includes two shifting modes: a manual shifting mode and an automatic shifting mode. In manual shifting mode, the control unit 81 outputs signals to the derailleur according to the rider's operation of the operating unit 84. Thus, in manual shifting mode, gear changes are performed in response to the rider's operation of the operating unit 84. In automatic shifting mode, the control unit 81 controls the derailleur when a reference value related to the driving state of the manually driven vehicle 1 reaches a predetermined threshold. In automatic shifting mode, the control unit 81 drives the derailleur's shift motor when the reference value related to the driving state of the manually driven vehicle 1 reaches the predetermined threshold. Thus, in automatic shifting mode, gear changes are performed automatically according to the driving state of the manually driven vehicle 1. The reference values ​​related to the driving state of the manually driven vehicle 1 include, for example, values ​​related to: the speed of the manually driven vehicle 1, the tilt of the manually driven vehicle 1, the cadence input to the manually driven vehicle 1, and the torque input to the manually driven vehicle 1. The manual and automatic transmission modes can be switched arbitrarily by inputting an operation into the operation unit 84. The control unit 81 can also automatically switch between manual and automatic transmission modes depending on the state of the manually driven vehicle 1.

[0154] The manual and automatic shifting modes further include two shifting modes: a synchronous mode that coordinates the control of the front derailleur 75 and the rear derailleur 72, and an asynchronous mode that individually controls the front derailleur 75 and the rear derailleur 72. The synchronous and asynchronous modes can be switched arbitrarily by inputting an operation into the operation unit 84. The control unit 81 can also automatically switch between synchronous and asynchronous modes depending on the state of the manually driven vehicle 1.

[0155] When the shifting mode is in synchronous mode, as shown in Figure 13, the control unit 81 coordinates the control of the front derailleur 75 and the rear derailleur 72, and displays the upshift path LU1 and downshift path LD1, following the predetermined shifting path of the shift gauge T. Upshift path LU1 is the shifting path used when the shift ratio is increased. Downshift path LD1 is the shifting path used when the shift ratio is decreased.

[0156] For example, in the example shown in Figure 13, if an upshift operation is performed by the operation unit 84 starting from the state where the front sprocket engaged by chain 53 is "Low" and the rear sprocket engaged by chain 53 is "1st", the rear sprocket engaged by chain 53 will sequentially shift from "1st" to "6th". Further upshifting operations will shift the front sprocket engaged by chain 53 from "Low" to "Top", and the rear sprocket engaged by chain 53 will shift from "6th" to "4th". Since the rear sprocket engaged by chain 53 shifts to a rear sprocket with more teeth, the gear ratio increases, allowing for smoother gear changes. Further upshifting operations will shift the rear sprocket engaged by chain 53 sequentially from "4th" to "10th". During upshifting operations, the control unit 81 coordinates the control of the front derailleur 75 and the rear derailleur 72 to proceed through the upshift path LU1.

[0157] The same applies when downshifting; the control unit 81 coordinates the front derailleur 75 and the rear derailleur 72 to pass through the downshift path LD1. The upshift path LU1 and downshift path LD1 shown in Figure 13 are examples and can be arbitrarily set. While Figure 13 shows an example where the upshift path LU1 and downshift path LD1 are different, it is also possible for the upshift path LU1 and downshift path LD1 to be the same.

[0158] In manual shifting mode, the control unit 81 controls the derailleurs in response to operations input to the operation unit 84 of the manual-drive vehicle 1. The control unit 81 controls the front derailleur 75 or the rear derailleur 72 in response to operations input to the operation unit 84 of the manual-drive vehicle 1. In manual shifting mode, single-speed and multi-speed shifting can be performed in response to operations input to the operation unit 84. A single-speed shift is a response to a first operation input to the operation unit 84, causing the front derailleur 75 or the rear derailleur 72 to operate a first shift amount within a predetermined shifting time. Specifically, when a first operation is input to the operation unit 84, the control unit 81 controls the shift motor 75a of the front derailleur 75 or the shift motor 160 of the rear derailleur 72 to operate only the first shift amount within a predetermined time. When the control unit 81 inputs the first operation to the operation unit 84, it can also control the derailleur motor 75a of the front derailleur 75 and the derailleur motor 160 of the rear derailleur 72 to drive only the first gear shift amount within a predetermined time. The first operation includes, for example, pressing the switch of the operation unit 84 only once, or operating the lever of the operation unit 84 only once. By shifting gears by one gear, the sprockets of the front sprocket assembly 51 or the rear sprocket assembly 52 engaged by the chain 53 can be changed by one gear.

[0159] Multi-speed shifting is a response to a second operation different from the first operation, causing the front derailleur 75 or the rear derailleur 72 to operate a second speed greater than the first speed within a predetermined shifting time. Specifically, when the control unit 81 inputs the second operation to the operation unit 84, it controls the shifting motor 75a of the front derailleur 75 or the shifting motor 160 of the rear derailleur 72 to drive only the second speed within a predetermined time. Multi-speed shifting does not necessarily involve engaging the chain 53 with a sprocket adjacent to the sprocket engaged with the chain 53, but may also include shifting operations that engage the chain 53 with sprockets two or more sprockets apart. When the control unit 81 inputs the second operation to the operation unit 84, it may also control the shifting motor 75a of the front derailleur 75 and the shifting motor 160 of the rear derailleur 72 to drive only the second speed within a predetermined time. The second operation includes, for example, pressing the switch of the operating unit 84 multiple times within a predetermined time, holding the switch of the operating unit 84 pressed for a predetermined time or longer, and continuously operating the lever of the operating unit 84 for a predetermined time or longer. By using multi-speed shifting, the sprockets of the front sprocket assembly 51 or the rear sprocket assembly 52 engaged by the chain 53 can be changed multiple times. By using multi-speed shifting, the rear sprocket of the rear sprocket assembly 52 engaged by the chain 53 can be changed multiple times.

[0160] The control of the manually driven vehicle 1 by the control device 80 including the control unit 81 according to the fourth embodiment will now be described. The control unit 81 controls the derailleur mounted on the manually driven vehicle 1 based on the change in tire pressure detected by the tire pressure detection unit 91, which detects the tire pressure of at least one tire of the manually driven vehicle 1. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0161] The control unit 81, when the change in the detected value by the tire pressure detection unit 91 within a predetermined time period is as predetermined as above, controls the actuator 184 to make the rotational resistance reach the aforementioned first resistance application state. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0162] As shown in Figure 20, the control unit 81, in response to the operation control derailleur input to the operation unit 84 of the manual-drive vehicle 1, detects the tilt state of the manual-drive vehicle 1 based on the change in tire pressure detected by the tire pressure detection unit 91. In response to a first operation input to the operation unit 84, the derailleur is activated by a first gear shift within a predetermined shift time, and is prohibited from shifting. In response to a second operation different from the first operation, the derailleur is activated by a second gear shift within the predetermined shift time by a larger amount than the first gear shift. The control unit 81 detects the tilt state of the manual-drive vehicle 1 based on the detection values ​​of the first and second tire pressure detection units.

[0163] The following describes an example of the specific flow of control of the manually driven vehicle 1 performed by the control device 80, which includes the control unit 81. The control unit 81 begins control according to the flowcharts shown in Figures 14, 19, and 20 at predetermined times. The times for starting control include, for example, when power is supplied to the control unit 81, or when the passenger performs a predetermined operation using the operating unit 84. The control unit 81 repeats the control according to the flowcharts described below at predetermined intervals. The control unit 81 ends the control flow according to the flowcharts described below at predetermined times. The times for ending the control flow include, for example, when power is stopped from the control unit 81, or when the passenger performs a predetermined operation using the operating unit 84.

[0164] Figure 14 is an example of a flowchart showing the control of the manually driven vehicle 1 when the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period is detected. In step S161, the control unit 81 determines whether the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period. The tire to be determined only needs to be at least one of the front tires 30 and the rear tires 20. It is also possible to determine the tire pressure of any one of the front tires 30 and the rear tires 20, or to determine the tire pressure of both tires.

[0165] If the control unit 81 determines that the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period, it proceeds to step S162. When the road surface on which the manually driven vehicle 1 travels is rough, it is assumed that the impact on the tires in contact with the road surface is stronger compared to when the manually driven vehicle 1 travels on a smooth road. The impact applied to the tires causes changes in the tire pressure. If these large changes in tire pressure occur frequently, it can be inferred that the road surface on which the manually driven vehicle 1 travels is rough. The control unit 81 can then detect that the road surface is rough.

[0166] If the control unit 81 determines that the tire pressure changes above a predetermined value less than a predetermined number of times within a predetermined time period, it proceeds to step S163. Since the tire pressure has not changed significantly or frequently, it can be inferred that the road surface roughness of the manually driven vehicle 1 is below a predetermined level. Therefore, the control unit 81 can detect that the road surface is in a relatively smooth state.

[0167] In step S162, the control unit 81 begins controlling the derailleur in the first control state, described later. The derailleur includes either the front derailleur 75 or the rear derailleur 72. If the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time period, the control unit 81 controls the derailleur in the first control state. After processing in step S162, the control unit 81 terminates the control flow shown in FIG14.

[0168] In step S163, the control unit 81 begins controlling the derailleur in the second control state, described later. The derailleur includes one of the front derailleur 75 and the rear derailleur 72. If the tire pressure changes above a predetermined value less than a predetermined number of times within a predetermined time period, the control unit 81 controls the derailleur in the second control state. After processing in step S163, the control unit 81 terminates the control flow shown in FIG14.

[0169] The first control state and the second control state will be described in detail below. In the first control state and the second control state, the control unit 81 can perform at least one of the first to fifth processes described below.

[0170] The control unit 81 can perform the first processing, which is to prohibit or allow multi-speed transmission, in the case of the first control state and the second control state.

[0171] In the first control state, the control unit 81 can perform a first prohibition process, which allows one gear shift and prohibits multiple gear shifts. In the first control state, the control unit 81 responds to a first operation input to the operation unit 84, causing the derailleur to shift a first gear amount within a predetermined shifting time and prohibiting it; in the first control state, it responds to a second operation different from the first operation, causing the derailleur to shift a second gear amount larger than the first gear amount within the predetermined shifting time. Thus, the derailleur can be controlled to an appropriate state in the first control state. In cases where rough road conditions are anticipated, prohibiting multiple gear shifts improves the comfort of the manually driven vehicle 1 when traveling on rough roads.

[0172] In the second control state, the control unit 81 can perform the first permission processing, which allows single-speed and multi-speed shifting. In the second control state, the control unit 81 allows the derailleur to shift to the second speed within the predetermined shifting time in response to the second operation. Thus, the derailleur can be controlled to an appropriate state in the second control state. When the road surface is presumably not rough, allowing multi-speed shifting improves the operability of the manually driven vehicle 1.

[0173] The control unit 81, in both the first and second control states, can perform a second process, namely, changing the shift threshold value of the automatic transmission mode. The control unit 81 includes an automatic transmission mode. In automatic transmission mode, when a reference value related to the driving state of the manually driven vehicle 1 reaches a predetermined threshold value, the control unit 81 controls the derailleur. The predetermined threshold value differs between the first and second control states.

[0174] For a specific example, the aforementioned reference value includes a value related to the cadence input to the manual-driven bicycle 1. The aforementioned threshold value is a cadence-related value. In the first control state, the control unit 81 performs a process that increases the aforementioned threshold value, which is a second increase process. When the control unit 81 uses cadence as a reference value to control the cadence for gear shifting in automatic shifting mode, it sets the threshold value of the first control state to a larger value than the threshold value of the second control state. This allows the derailleur to be controlled appropriately in the first control state. In situations where rough road conditions are foreseeable, by increasing the cadence-related threshold value, a smaller shifting speed can be maintained even with a higher cadence, improving comfort when riding on rough roads.

[0175] Alternatively, the cadence threshold value for the first control state can be decreased instead of increased. Specifically, the aforementioned reference value includes a value related to the cadence input to the manual transmission 1, and the aforementioned threshold value is a cadence-related value. In the aforementioned second control state, the control unit 81 performs a process that decreases the aforementioned threshold value, which is called a second reduction process. When the control unit 81 uses cadence as a reference value to control cadence during gear shifting in automatic transmission mode, it sets the threshold value for the second control state to a value smaller than the threshold value for the first control state. In this way, the derailleur can be controlled to an appropriate state in the second control state. When the road surface is expected to be smooth, by decreasing the cadence-related threshold value, the gear ratio can be increased earlier if the cadence increases, thus improving comfort when riding on smooth roads.

[0176] The second process may include at least one of the second addition process and the second reduction process. The second process may also include only one of the second addition process or the second reduction process, or both of the second addition process and the second reduction process.

[0177] As reference values ​​related to the driving state of the manually driven vehicle 1 used in automatic transmission mode, in addition to cadence, they may include, for example, the vehicle speed of the manually driven vehicle 1, the torque input to the pedal 13, and the tilt state of the manually driven vehicle 1. A combination of multiple reference values ​​may also be used.

[0178] In the first control state and the second control state, the control unit 81 can perform a third process, which is to change the rotational resistance of the damping mechanism 180 to the rotation of the pulley assembly 140.

[0179] For a specific example, in the first control state, control unit 81 outputs a signal to actuator 184, causing one-way clutch 183 to enter the first engagement mode. In the first control state, control unit 81 controls actuator 184 to apply rotational resistance as described above in the first resistance application state. In the first control state, control unit 81 applies a large rotational resistance to the rotation of pulley assembly 140 in the second rotational direction D2. Therefore, in the first control state, which anticipates rough road conditions, chain slack can be suppressed.

[0180] In the second control state, control unit 81 outputs a signal to actuator 184, causing one-way clutch 183 to enter the second clutch mode. In the second control state, control unit 81 also controls actuator 184 to apply the aforementioned second resistance. Thus, in the second control state, control unit 81 applies a smaller rotational resistance to the rotation of pulley assembly 140 in the second rotational direction D2. Therefore, speed changes can be appropriately performed in the second control state. The tension change of the chain 53, which adapts to the speed, makes pulley assembly 140 easier to rotate, allowing for appropriate speed changes. Actuator 184 can also be an electric actuator.

[0181] In both the first and second control states, the control unit 81 can perform a fourth process, which involves at least partially changing the shift path used in synchronous mode. The control unit 81 controls the derailleur according to the shift gauge T, which is related to the shift ratio. In the first control state, the control unit 81 controls the derailleur using the first shift path according to the shift gauge T; in the second control state, it controls the derailleur using the second shift path. The first and second shift paths are at least partially different. The first shift path includes an upshift path LU1 and a downshift path LD1. The second shift path includes an upshift path LU2 and a downshift path LD2.

[0182] For specific examples, as shown in Figures 13 and 15, in the first control state and the second control state, when the chain 53 is engaged with the "Low" front sprocket, the control unit 81 can perform processing to change the effective range of the gear ratio of the gear shift path.

[0183] Specifically, in the upshift path LU1 of the first control state shown in Figure 13, when the chain 53 is engaged with the "Low" front sprocket, the effective range of the gear ratio is 0.67 to 1.26. Conversely, in the upshift path LU2 of the second control state shown in Figure 15, when the chain 53 is engaged with the "Low" front sprocket, the effective range of the gear ratio is 0.67 to 1.14.

[0184] In a shifting sequence that increases the gear ratio, the effective range of the aforementioned gear ratio when chain 53 engages with the second front sprocket in the first shifting path is greater than the effective range of the aforementioned gear ratio when chain 53 engages with the second front sprocket in the second shifting path. This allows the derailleur to be controlled in an appropriate state. In cases where rough road conditions are anticipated, by ensuring that chain 53 engages with the "Low" front sprocket for a longer period, it becomes difficult to shift from "Low" to "Top" when upshifting.

[0185] As another example, as shown in Figures 13 and 16, in the first control state and the second control state, when the chain 53 is engaged with the front sprocket of "Top", the control unit 81 can perform processing to change the effective range of the gear ratio of the gear shift path.

[0186] Specifically, in the downshift path LD1 of the first control state shown in Figure 13, the effective range of the gear ratio when the chain 53 is engaged with the "Top" front sprocket is 1.19 to 3.45. Conversely, in the downshift path LD2 of the second control state shown in Figure 16, the effective range of the gear ratio when the chain 53 is engaged with the "Top" front sprocket is 1.36 to 3.45.

[0187] In a shifting sequence that reduces the gear ratio, the effective range of the aforementioned gear ratio when chain 53 engages with the second front sprocket in the first shifting path is greater than the effective range of the aforementioned gear ratio when chain 53 engages with the second front sprocket in the second shifting path. This allows the derailleur to be controlled in an appropriate state. In cases where rough road conditions are anticipated, by ensuring that chain 53 engages with the "Top" front sprocket for a longer period, it becomes difficult to shift from "Top" to "Low" when downshifting.

[0188] In the first control state and the second control state, the control unit 81 can perform the fifth process, which is to change the maximum or minimum value of the gear ratio. As shown in Figures 17 and 18, the control unit 81 can perform the process of changing the maximum or minimum value of the gear ratio in the first control state and the second control state.

[0189] Specifically, in the first control state, as shown in FIG17, the control unit 81 prohibits the use of at least one gear ratio from the maximum value among the gear ratios of the gear gauge T. In the first control state, the control unit 81 may also prohibit the use of two or more gear ratios from the maximum value among the gear ratios of the gear gauge T. The control unit 81 controls the derailleur to prevent the use of the prohibited gear ratios. The control unit 81 can control the derailleur so that the maximum value of the gear ratio in the first control state is less than the maximum value of the gear ratio in the second control state. This allows the derailleur to be controlled in an appropriate state. When the road surface is presumed to be rough, compared to when the road surface is presumed to be flat, by reducing the maximum value of the gear ratio, the speed of the manually driven vehicle 1 can be suppressed, and it is easier to drive stably on rough roads.

[0190] In the second control state, as shown in FIG18, control unit 81 prohibits the use of at least one gear ratio from the minimum value among the gear ratios of gear gauge T. In the second control state, control unit 81 may also prohibit the use of two or more gear ratios from the minimum value among the gear ratios of gear gauge T. Control unit 81 controls the derailleur to prevent the use of the prohibited gear ratios. Control unit 81 can control the derailleur so that the minimum value of the gear ratio in the first control state is less than the minimum value of the gear ratio in the second control state. This allows the derailleur to be controlled in an appropriate state. When the road surface is presumed to be rough, compared to when the road surface is presumed to be flat, by reducing the minimum value of the gear ratio, the speed of the manually driven vehicle 1 can be suppressed, and it is easier to drive stably on rough roads.

[0191] The control unit 81 can appropriately combine and execute the first to fifth processes described above. The control unit 81 can execute only one of the first to fifth processes described above, or combine two or more processes. The choice of which process to execute can be arbitrarily determined.

[0192] Figure 19 is an example of a flowchart showing the detection of a decrease in tire pressure on both the front wheel 30 and the rear wheel 20, and the control of the manually driven vehicle 1. In step S171, the control unit 81 determines whether the tire pressure on both the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 has decreased by a predetermined amount within a predetermined time.

[0193] If the control unit 81 determines that the tire pressure of both the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 has decreased by a predetermined amount within a predetermined time, it proceeds to step S172. Since the load applied to both the front wheel 30 and the rear wheel 20 has decreased, the control unit 81 can infer that the manually driven vehicle 1 is in a jumping state. A jumping state is, for example, a state in which at least one of the front wheel 30 and the rear wheel 20 is suspended from the ground. A jumping state is, for example, a state in which both of the front wheel 30 and the rear wheel 20 are suspended from the ground. If the control unit 81 determines that the tire pressure of at least one of the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 has not decreased by a predetermined amount within a predetermined time, it terminates the control flow shown in FIG19.

[0194] In step S172, the control unit 81 outputs a signal to the actuator 184, causing the one-way clutch 183 to enter the first engagement mode. If the change in the detection value detected by the air pressure detection unit 91 within a predetermined time period is predetermined, the control unit 81 controls the actuator 184 to apply the first resistance state. This allows the control unit 81 to control the derailleur in an appropriate state. By detecting the jumping state of the manual-driven vehicle 1 from its tires, and applying a larger rotational resistance to the pulley assembly 140 in the second rotational direction D2, the rotation of the pulley assembly 140 in the second rotational direction D2 due to the vibration of the manual-driven vehicle 1 can be suppressed. This suppresses significant slack in the chain 53 caused by the vibration of the manual-driven vehicle 1. After processing in step S172, the control unit 81 proceeds to step S173. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. Preferably, the tire pressure detection unit 91 includes both the first tire pressure detection device 85 and the second tire pressure detection device 86.

[0195] In step S173, the control unit 81 determines whether the tire pressure of the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 increases by a predetermined amount within a predetermined time. In step S173, the control unit 81 may also determine whether an increase in air pressure equal to the change in air pressure detected in step S171 has been detected.

[0196] If the control unit 81 determines that the tire pressure of both the front wheel 30 and the rear wheel 20 of the manually driven vehicle 1 has increased by a predetermined amount within a predetermined time, it proceeds to step S174. Since the load applied to both the front wheel 30 and the rear wheel 20 has increased, the control unit 81 can infer that the manually driven vehicle 1 is in a ground-contact state. A ground-contact state means, for example, that at least one of the front wheel 30 and the rear wheel 20 is in contact with the ground. A ground-contact state also means, for example, that both the front wheel 30 and the rear wheel 20 are in contact with the ground.

[0197] If the control unit 81 determines that the air pressure of at least one of the front wheels 30 and rear wheels 20 of the manually driven vehicle 1 has not increased by a predetermined amount within a predetermined time, then the process of step S173 is repeated. If the control unit 81 determines that the air pressure of both the front wheels 30 and rear wheels 20 of the manually driven vehicle 1 has not increased by a predetermined amount within a predetermined time, then the process of step S173 can also be repeated.

[0198] In step S174, the control unit 81 returns the state of the one-way clutch 183 to the state before the processing in step S172. Specifically, if the one-way clutch 183 was already in the second clutch mode before the processing in step S172, the control unit 81 outputs a signal to the actuator 184 to switch the one-way clutch 183 to the second clutch mode. This allows the actuator 184 to be controlled to put the pulley assembly 140 into the second resistance application state. After performing the processing in step S174, the control unit 81 ends the control flow shown in FIG19.

[0199] In the flowchart of Figure 19, although an example is shown where the tire pressure of the front wheel 30 and rear wheel 20 of the human-powered vehicle 1 is detected to indicate that the human-powered vehicle 1 is in contact with the ground, the process of step S174 can also be performed, for example, from the point in time when the human-powered vehicle 1 becomes in a jumping state as shown in step S171, or from the point in time when a predetermined time has elapsed since the process of step S172 was performed.

[0200] Figure 20 is an example of a flowchart showing how the control unit 81 controls the rear derailleur 72 based on changes in tire pressure detected by the tire pressure detection unit 91. More specifically, the tire pressure detection unit 91 includes a first tire pressure detection device 85 and a second tire pressure detection device 86. This is an example of a flowchart showing how the control unit 81 controls the rear derailleur 72 based on changes in tire pressure detected by the first tire pressure detection device 85 and the second tire pressure detection device 86. By detecting changes in the first tire pressure detection device 85 and the second tire pressure detection device 86, the rear derailleur 72 can be controlled according to the tilt state of the manually driven vehicle 1.

[0201] In step S181, the control unit 81 determines whether the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, it proceeds to step S183. Since the load applied to the front wheel 30 has decreased and the load applied to the rear wheel 20 has increased, the control unit 81 can infer that the manually driven vehicle 1 is in an uphill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not decreased and the tire pressure of the rear wheel 20 has not increased, it proceeds to step S182.

[0202] In step S182, the control unit 81 determines whether the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased. If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it proceeds to step S183. Since the load applied to the front wheel 30 has increased and the load applied to the rear wheel 20 has decreased, the control unit 81 can infer that the manually driven vehicle 1 is in a downhill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not increased and the tire pressure of the rear wheel 20 has not decreased, it terminates the control flow shown in Figure 20.

[0203] In step S183, the control unit 81 allows one-speed shifting and prohibits multiple-speed shifting. When the control unit 81 detects the tilt state of the manually driven vehicle 1 based on changes in tire pressure detected by the tire pressure detection unit 91, it responds to a first operation input to the operation unit 84 by causing the derailleur to shift a first speed by a predetermined amount within a predetermined shifting time, and prohibits: responding to a second operation different from the first operation by causing the derailleur to shift a second speed by a greater amount than the first speed by a predetermined shifting time. The tire pressure detection unit 91 includes a first tire pressure detection device 85 and a second tire pressure detection device 86. The control unit 81, based on the changes in tire pressure detected by the first tire pressure detection device 85 and the second tire pressure detection device 86, detects the tilt state of the manually driven vehicle 1, and responds to a first operation input to the operation unit 84 by causing the derailleur to shift a first gear within a predetermined shift time and prohibiting it; and responds to a second operation different from the first operation by causing the derailleur to shift a second gear within the predetermined shift time by a second gear greater than the first gear. This allows the derailleur to be controlled in an appropriate state. By prohibiting multiple gear shifts when a road surface is expected to be tilted, the comfort of the manually driven vehicle 1 when traveling on a tilted road can be improved. After performing step S183, the control unit 81 ends the control flow shown in FIG20.

[0204] In the flowchart of Figure 20, although an example is shown where multi-speed shifting is prohibited when the manually driven vehicle 1 is in an uphill or downhill incline, multi-speed shifting may also be prohibited only when the manually driven vehicle 1 is in an uphill or downhill incline.

[0205] (Fifth Embodiment) The fifth embodiment will be described below using FIG21. The fifth embodiment is identical to the fourth embodiment except that the flowchart shown in FIG21 is used instead of the flowchart shown in FIG20. The flowchart shown in FIG21 will be described below.

[0206] In step S191, the control unit 81 determines whether the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, then it proceeds to step S192. If the control unit 81 determines that the tire pressure of the front wheel 30 has decreased and the tire pressure of the rear wheel 20 has increased, then it can detect that the manually driven vehicle 1 is in an uphill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not decreased and the tire pressure of the rear wheel 20 has not increased, then it proceeds to step S193.

[0207] In step S192, the control unit 81 prohibits multi-shifting during upshifts that cause significant changes in the gear ratio. When the tire pressure of the front wheel 30 of the manually driven vehicle 1 decreases and the tire pressure of the rear wheel 20 increases, the control unit 81 prohibits the derailleur from shifting at the second gear ratio during the predetermined shift time in response to the second operation, thus preventing a significant change in the gear ratio. This allows the derailleur to be controlled in an appropriate state. When the manually driven vehicle 1 is presumably in an uphill, prohibiting multi-shifting improves the comfort of the vehicle when traveling on an incline. While step S192 prohibits multi-shifting during upshifts that cause significant changes in the gear ratio, it does not prohibit multi-shifting during downshifts that cause slight changes in the gear ratio.

[0208] In step S193, which follows step S191, the control unit 81 determines whether the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased. If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it proceeds to step S194. If the control unit 81 determines that the tire pressure of the front wheel 30 has increased and the tire pressure of the rear wheel 20 has decreased, it can detect that the manually driven vehicle 1 is in a downhill tilted state. If the control unit 81 determines that the tire pressure of the front wheel 30 has not increased and the tire pressure of the rear wheel 20 has not decreased, it ends the control flow shown in Figure 21.

[0209] In step S194, the control unit 81 prohibits multi-gear shifting during downshifting that causes a slight change in the gear ratio. When the tire pressure of the front wheel 30 of the manually driven vehicle 1 increases and the tire pressure of the rear wheel 20 decreases, the control unit 81 prohibits: responding to the second operation by causing the derailleur to shift by the second amount within the predetermined shifting time, thus preventing a slight change in the gear ratio. This allows the derailleur to be controlled in an appropriate state. When it is suspected that the manually driven vehicle 1 is in a downhill, tilting state, prohibiting multi-gear shifting improves the comfort of the manually driven vehicle 1 when traveling on an inclined road.

[0210] In step S194, while multi-speed shifting with slight changes in gear ratio is prohibited, multi-speed shifting with significant changes in gear ratio during upshifting is not prohibited. After performing step S192 or step S194, the control unit 81 terminates the control flow shown in FIG21.

[0211] (Sixth Embodiment) The sixth embodiment will be described below using FIG22. In the sixth embodiment, the control unit 81 can control the derailleur according to the detected tire pressure value detected by the tire pressure detection unit 91. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The sixth embodiment is the same as the fourth embodiment except that the flowchart shown in FIG22 is used instead of the flowchart shown in FIG14. The flowchart shown in FIG22 will be described below.

[0212] In step S201, the control unit 81 determines whether the tire pressure of at least one of the front wheel 30 and the rear wheel 20 is less than a reference value. If the control unit 81 determines that the tire pressure of at least one of the front wheel 30 and the rear wheel 20 is less than the reference value, it proceeds to step S202. If the control unit 81 determines that the tire pressure of both the front wheel 30 and the rear wheel 20 is above the reference value, it proceeds to step S203.

[0213] In step S202, the control unit 81 begins controlling the derailleur in the first control state, which will be described later. After processing in step S202, the control unit 81 terminates the control flow shown in FIG22.

[0214] In step S203, the control unit 81 begins controlling the derailleur in the second control state described later. After processing in step S203, the control unit 81 terminates the control flow shown in FIG22.

[0215] The first control state and the second control state will be described in detail below. The processing performed by the control unit 81 in the first control state and the second control state of the sixth embodiment is substantially the same as the processing performed by the control unit 81 in the first control state and the second control state of the fourth embodiment. The similarities with the fourth embodiment will be simplified below, and the differences will be explained in detail.

[0216] In the first and second control states of the sixth embodiment, the control unit 81 can perform the sixth process, which will be described later, in addition to the first to fifth processes, which are the same as those in the fourth embodiment. In the sixth embodiment, the control unit 81 can perform at least one of the first to sixth processes.

[0217] In a first control state, the control unit 81 can perform a first prohibition process, which allows one gear shift and prohibits multiple gear shifts. In both the first and second control states, the control unit 81 can perform a second process, which changes the shift threshold value in the automatic transmission mode. The control unit 81 includes an automatic transmission mode. In automatic transmission mode, when a reference value related to the driving state of the manually driven vehicle 1 reaches a predetermined threshold value, the control unit 81 controls the derailleur. The predetermined threshold value differs between the first and second control states. Specifically, the control unit 81 includes an automatic transmission mode. In automatic transmission mode, when a reference value related to the driving state of the manually driven vehicle 1 reaches a predetermined threshold value, the control unit 81 controls the derailleur, and can increase the predetermined threshold value if the tire pressure is lower than a predetermined reference value. The aforementioned reference values ​​include values ​​related to the cadence input to the human-powered vehicle 1. The aforementioned threshold values ​​are values ​​related to the aforementioned cadence. The control unit 81 can increase the aforementioned threshold values ​​when the tire pressure is less than a predetermined reference value.

[0218] In both the first and second control states, the control unit 81 can perform a third process, namely, changing the rotational resistance applied by the damping mechanism 180 to the pulley assembly 140 in the second rotational direction D2. Specifically, when the tire pressure is lower than a predetermined reference value, the control unit 81 can control the actuator 184 to apply the rotational resistance as the first resistance state. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The actuator 184 may also be an electric actuator.

[0219] In both the first and second control states, the control unit 81 can perform a fourth process, which involves at least partially changing the shift path used in the synchronization mode. The control unit 81 controls the derailleur according to the shift gauge T, which is related to the shift ratio. When the tire pressure is lower than a predetermined reference value, the control unit 81 controls the derailleur using a third shift path according to the shift gauge T. When the tire pressure is higher than the predetermined reference value, the control unit 81 controls the derailleur using a fourth shift path according to the shift gauge T. The third and fourth shift paths are at least partially different. The third shift path includes an upshift path LU1 and a downshift path LD1. The fourth shift path includes an upshift path LU2 and a downshift path LD2.

[0220] For example, in a shift sequence that increases the gear ratio, the effective range of the aforementioned gear ratio is greater when chain 53 engages with the second front sprocket in the third shift path than when chain 53 engages with the second front sprocket in the fourth shift path. The third shift path includes upshift path LU1. The fourth shift path includes upshift path LU2.

[0221] The control unit 81 controls the derailleur according to the gear gauge T, which is related to the gear ratio. When the tire pressure is less than a predetermined reference value, the control unit 81 controls the derailleur via the first gear path according to the gear gauge T. When the tire pressure is above the predetermined reference value, the control unit 81 controls the derailleur via the second gear path according to the gear gauge T. The third and fourth gear paths are at least partially different. The first gear path includes an upshift path LU1 and a downshift path LD1. The second gear path includes an upshift path LU2 and a downshift path LD2.

[0222] For example, in a shift sequence that increases the gear ratio, the effective range of the aforementioned gear ratio is greater when chain 53 in the first shift path is engaged with the second front sprocket than when chain 53 in the second shift path is engaged with the second front sprocket. The first shift path includes upshift path LU1. The second shift path includes upshift path LU2.

[0223] In the first and second control states, the control unit 81 can perform the fifth process, which is the process of changing the maximum or minimum value of the gear ratio. The processes from the first to the fifth are the same as in the fourth embodiment, so detailed descriptions are omitted.

[0224] In the first control state and the second control state, the control unit 81 can perform the sixth processing, which is to prohibit or allow multi-speed shifting when upshifting, which causes a significant change in the gear ratio.

[0225] For a specific example, in the first control state, when upshifting that significantly changes the gear ratio, the control unit 81 can perform a sixth prohibition process, which allows one gear shift and prohibits multiple gear shifts. When the tire pressure is lower than a predetermined reference value, the control unit 81, in response to a first operation input to the operation unit 84, causes the derailleur to shift by a first gear amount within a predetermined shift time and prohibits it; in response to a second operation different from the first operation, it causes the derailleur to shift by a second gear amount larger than the first gear amount within the predetermined shift time to increase the gear ratio. Thus, in the first control state, the derailleur can be controlled to an appropriate state. When the tire pressure of the manually driven vehicle 1 is low, by prohibiting gear shifts that significantly change the gear ratio, the comfort of the manually driven vehicle 1 can be improved.

[0226] In the second control state, when the gear ratio changes significantly, the control unit 81 can perform a sixth permission process, which allows single-speed and multi-speed shifting. This allows the derailleur to be controlled appropriately in the second control state. When the tire pressure of the manually driven vehicle 1 is high, allowing multi-speed shifting improves the maneuverability of the manually driven vehicle 1.

[0227] The human-powered vehicle 1 of the sixth embodiment includes a control unit 81. When the tire pressure detected by the tire pressure detection unit 91, which detects the tire pressure of at least one tire of the human-powered vehicle 1, is less than a reference value, the control unit 81 controls the derailleur mounted on the human-powered vehicle 1 in a first control state. When the detected value is greater than or equal to the reference value, the control unit controls the derailleur in a second control state, different from the first control state. This allows the derailleur to be automatically controlled to an appropriate state based on the tire pressure of the human-powered vehicle 1. In the sixth embodiment, when the first to sixth processes are performed in the first and second control states, the shift paths and various threshold values ​​used in each process differ from those in the fifth embodiment.

[0228] (Seventh Embodiment) The seventh embodiment will be described using Figures 23 to 25. The human-powered vehicle 1 of the seventh embodiment differs from the first embodiment in the construction of the first tire pressure detection device 85, the second tire pressure detection device 86, and the rear derailleur 72; other constructions are the same as in the first embodiment. Constructions common to the first embodiment are marked with the same symbols as in the first embodiment, and descriptions are omitted where appropriate.

[0229] The first tire pressure detection device 85 of the seventh embodiment shown in Figure 23 includes an electronic device 85E. The electronic device 85E includes: a first tire pressure sensor 85a, a first control unit 85b, a first communication unit 85c, and a first tire acceleration sensor 85d. The structure of the first tire pressure sensor 85a, the first control unit 85b, and the first communication unit 85c is the same as that of the first embodiment.

[0230] The first tire acceleration sensor 85d is used to detect the acceleration of the front wheel 30. The first tire acceleration sensor 85d is installed on the front wheel 30 and is used to output information corresponding to the angular acceleration of the front wheel 30.

[0231] The first control unit 85b in the seventh embodiment can switch the operating mode of the first tire pressure detection device 85 between a first mode and a second mode. The power consumption of the first tire pressure detection device 85 in the first mode is less than that in the second mode. In the first mode, the first control unit 85b does not perform processing related to tire pressure detection to suppress power consumption. In the second mode, the first control unit 85b performs processing related to tire pressure detection. The first mode corresponds to a sleep mode.

[0232] For example, in the second mode, the first control unit 85b detects the tire pressure of the front wheel 30 using the first tire pressure sensor 85a and outputs information related to the detected tire pressure to the outside via the first communication unit 85c. The first control unit 85b, for example, outputs the tire pressure-related information to the communication unit 72b of the control unit 81 and the rear derailleur 72 (described later). For example, in the first mode, the first control unit 85b does not detect the tire pressure of the front wheel 30 using the first tire pressure sensor 85a and does not output a signal via the first communication unit 85c.

[0233] The first control unit 85b switches between a first mode and a second mode based on the acceleration detection result of the first tire acceleration sensor 85d. In the first mode, if the first tire acceleration sensor 85d detects an acceleration exceeding a predetermined threshold, the first control unit 85b switches from the first mode to the second mode. If the acceleration detected by the first tire acceleration sensor 85d exceeds the predetermined threshold, it is assumed that the front wheel 30 is rotating. If it is assumed that the front wheel 30 is rotating, the first control unit 85b can automatically switch to the second mode.

[0234] In Mode 2, if the first tire acceleration sensor 85d does not detect acceleration exceeding a predetermined threshold within a predetermined time, and the signal output from the first tire pressure sensor 85a does not change within the predetermined time, then the first control unit 85b switches from Mode 2 to Mode 1. If the first tire acceleration sensor 85d does not detect acceleration exceeding a predetermined threshold within a predetermined time, and the signal output from the first tire pressure sensor 85a does not change within the predetermined time, it can be inferred that the front wheel 30 is not rotating. If it is inferred that the front wheel 30 is not rotating, then the first control unit 85b can automatically switch to Mode 1.

[0235] The second tire pressure detection device 86 of the seventh embodiment includes an electronic device 86E. The electronic device 86E includes: a second tire pressure sensor 86a, a second control unit 86b, a second communication unit 86c, and a second tire acceleration sensor 86d. The second tire pressure sensor 86a has the same structure as the first tire pressure sensor 85a. The second control unit 86b has the same structure as the first control unit 85b. The second communication unit 86c has the same structure as the first communication unit 85c. The second tire acceleration sensor 86d has the same structure as the first tire acceleration sensor 85d. The structure of the second tire pressure detection device 86 is the same as that of the first tire pressure detection device 85, except that it is installed on the rear wheel 20 and used to detect the tire pressure of the rear wheel 20; therefore, a detailed description of the second tire pressure detection device 86 is omitted.

[0236] The rear derailleur 72 of the seventh embodiment includes an electronic device 72E. The electronic device 72E includes: a shift motor 160, a shift position sensor 170, a clutch motor 184a, a control unit 72a, a communication unit 72b, and a memory unit 72c. Conceptually, the electronic device 72E may also include an information acquisition unit described later. The construction of the shift motor 160, the shift position sensor 170, and the clutch motor 184a is the same as in the first embodiment. The rear derailleur 72 of the seventh embodiment is used for communication with other machines. The rear derailleur 72 of the seventh embodiment is connected to the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86 via wireless communication.

[0237] The control unit 72a is used to control the rear derailleur 72. The control unit 72a includes a processing unit for executing a predetermined control program.

[0238] A communication unit 72b is provided in the rear derailleur 72. The communication unit 72b may be provided, for example, in the fixed part 110, the movable part 120, or the linkage mechanism 130. The communication unit 72b is used to communicate with other machines. The communication unit 72b is connected wirelessly to the first communication unit 85c of the first tire pressure monitoring device 85 and the second communication unit 86c of the second tire pressure monitoring device 86.

[0239] The memory unit 72c stores various control programs and information used for various control processes. The memory unit 82 includes, for example, non-volatile memory and volatile memory.

[0240] The control unit 72a of the rear derailleur 72 can switch the operating mode between mode 3 and mode 4. The power consumption of the control unit 72a in mode 3 is less than that in mode 4. For example, in mode 3, the control unit 72a does not operate the shift motor 160 and clutch motor 184a to suppress power consumption. In mode 4, the control unit 72a operates the shift motor 160 and clutch motor 184a in response to a signal from the control unit 81. In mode 3, the control unit 72a does not detect the shift position sensor 170 or output a signal. In mode 4, the control unit 72a outputs a signal corresponding to the detection of the shift position sensor 170 to the control unit 81.

[0241] The control unit 72a can also control the gear shift motor 160 and the clutch motor 184a based on wireless signals directly received from the first tire pressure detection device 85 and the second tire pressure detection device 86. Similar to the examples shown in the fourth, fifth, and sixth embodiments, the control unit 72a can also control the operation of the rear derailleur 72 based on at least one of the detected tire pressure value and the change in tire pressure. When the control unit 72a controls the operation of the rear derailleur 72 based on at least one of the detected tire pressure value and the change in tire pressure, the control unit 72a can appropriately control the rear derailleur 72.

[0242] In the fourth mode, control unit 72a stores first information related to tire pressure detected by the first tire pressure detection device 85 and the second tire pressure detection device 86 in memory unit 72c. In the second mode, control unit 72a stores second information in memory unit 72c; this second information is at least one related to information related to the human-powered vehicle 1 and information related to the human-powered vehicle component 70. Control unit 72a stores the first and second information in memory unit 72c in a correlated manner.

[0243] The control unit 72a can acquire first information by receiving wireless signals from the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86. This information relates to the human-powered vehicle 1, and includes, for example, at least one of the following: vehicle speed, cadence, human-powered driving force, and riding status. The first information acquisition unit 92, used to acquire information related to the human-powered vehicle 1, includes at least one of the following: a vehicle speed sensor 87, a crank rotation sensor 88, a driving force sensor 89, and a riding sensor 90.

[0244] Information related to the human-powered vehicle component 70 includes, for example, at least one of the following: information related to the operating status of the drive unit 71, information related to the operating status of the suspension device 73, and information related to the operating status of the adjustable seat pillar 74. Information related to the operating status of the drive unit 71 includes at least one of the following: information related to whether or not the human-powered vehicle 1 is being propelled, information related to the rotational speed of the motor 71a, information related to the temperature of the drive unit 71, information related to the temperature of the motor 71a, information related to the temperature of the control board, and information related to the assist force. Information related to the operating status of the suspension device 73 includes at least one of the following: information related to the travel, information related to the damping force, information related to the locked state, and information related to the unlocked state. Information related to the operating status of the adjustable seat pillar 74 includes information related to the length of the seat pillar 74a. A second information acquisition unit for acquiring information related to the human-powered vehicle component 70 includes: actuators installed in each component and sensors installed in each component.

[0245] Control unit 72a receives information from first information acquisition unit 92 and second information acquisition unit via control unit 81. Communication unit 72b directly receives information from first information acquisition unit 92 and second information acquisition unit via wireless communication. Control unit 72a can also receive information from first information acquisition unit 92 and second information acquisition unit via communication unit 72b.

[0246] Electronic device 72E includes: an information acquisition unit and a memory unit 72c; the information acquisition unit is used to acquire at least one type of information related to the human-powered vehicle 1 and information related to the human-powered vehicle component 70; the memory unit 72c links and stores first information detected by the air pressure detection unit 91 and second information acquired by the information acquisition unit. Electronic device 72E includes: an information acquisition unit and a memory unit 72c; the information acquisition unit is used to acquire at least one type of information related to the human-powered vehicle 1 and information related to the components mounted on the human-powered vehicle 1; the memory unit 72c links and stores first information detected by the air pressure detection unit 91, which is used to detect the air pressure of at least one tire of the human-powered vehicle 1, and second information acquired by the information acquisition unit. The component includes the human-powered vehicle component 70. The air pressure detection unit 91 includes at least one type of first tire pressure detection device 85 and second tire pressure detection device 86. The information acquisition unit includes at least one type of first information acquisition unit 92 and second information acquisition unit.

[0247] The information generated by linking the first information and the second information stored in the memory unit 72c can be used by the user of the human-powered vehicle 1 to improve the riding skills of the human-powered vehicle 1, or by the developer of the human-powered vehicle 1 to develop the human-powered vehicle 1. For example, the memory unit 72c records information related to the operation of the drive unit 71 and changes in human driving force based on the tire pressure.

[0248] The electronic device 72E for a human-powered vehicle includes a communication unit 72b for wirelessly communicating with a pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1, and is installed in a human-powered vehicle assembly 70. The human-powered vehicle assembly 70 includes at least one of a transmission mounted on the human-powered vehicle 1, a suspension system 73 mounted on the human-powered vehicle 1, and an adjustable seat support 74 mounted on the human-powered vehicle 1. The electronic device 72E for a human-powered vehicle includes a communication unit 72b for wirelessly communicating with the pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1, and is installed in the human-powered vehicle assembly 70 mounted on the human-powered vehicle 1. The electronic device 72E for a human-powered vehicle includes a communication unit 72b for wirelessly communicating with the pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The electronic device 72E further includes a control unit 72a, which controls the manually driven vehicle component 70 in response to information received from the tire pressure detection unit 91 by the communication unit 72b.

[0249] Control unit 72a switches from mode 3 to mode 4 based on a wireless signal from at least one of the first tire pressure monitoring devices 85 and 86. Figure 24 is a flowchart showing an example of the control flow that causes control unit 72a to switch its operating mode from mode 3 to mode 4 based on a wireless signal from at least one of the first tire pressure monitoring devices 85 and 86. Control unit 72a executes the processing shown in the flowchart of Figure 24 in mode 3.

[0250] In step S211, the control unit 72a determines whether a wireless signal has been received from at least one of the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86. The wireless signal includes a tire pressure-related signal detected by either the first tire pressure monitoring device 85 or the second tire pressure monitoring device 86 in the second mode. If the control unit 72a receives a wireless signal from at least one of the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86, it infers that the manually driven vehicle 1 is in motion.

[0251] If the control unit 72a determines that a wireless signal has been received from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86, it proceeds to step S212. If the control unit 72a determines that no wireless signal has been received from either the first tire pressure detection device 85 or the second tire pressure detection device 86, it terminates the control flow shown in FIG24.

[0252] In step S212, control unit 72a switches the operating mode from mode 3 to mode 4. For example, in mode 4, control unit 72a controls the operation of transmission motor 160 and clutch motor 184a in response to a signal from control unit 81. After processing in step S212, control unit 72a terminates the control flow shown in FIG24.

[0253] Control unit 72a switches the power consumption state between a first power state and a second power state that consumes more power than the first power state; in the first power state, if communication unit 72b receives a wireless signal from tire pressure detection unit 91, it switches from the first power state to the second power state. Tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The first power state of control unit 72a corresponds to a third mode of control unit 72a. The second power state of control unit 72a corresponds to a fourth mode of control unit 72a.

[0254] After switching the control mode from mode 3 to mode 4, control unit 72a may switch the control mode back to mode 3 when predetermined conditions are met. For example, control unit 72a may also switch the control mode from mode 4 to mode 3 when at least one of the following conditions is met: the control unit has not received wireless signals from the first tire pressure detection device 85 and the second tire pressure detection device 86 for a predetermined period of time; or the control unit 84 has performed a predetermined operation.

[0255] Referring to Figure 25, the processing of wireless communication between the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86, and the electronic device 72E of the rear derailleur 72 will be explained. Figure 25 is a timing diagram showing the timing of the transmission of wireless signals by the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86, and the timing of the reception of signals by the communication unit 72b of the electronic device 72E. As shown in Figure 25, the communication unit 72b of the electronic device 72E intermittently receives wireless signals. The communication unit 72b continuously receives signals in a first state for a period T1, and continuously performs a second state during a non-receiving period T2. The communication unit 72b repeatedly switches between the first state (where signals can be received) and the second state (where signals cannot be received). The receiving period T1 may be the same as the non-receiving period T2, shorter than T2, or longer than T2.

[0256] When the first tire pressure detection device 85 and the second tire pressure detection device 86 output signals to the communication unit 72b, the signal is output continuously for a predetermined transmission time Tout. The transmission time Tout is longer than the non-reception time T2 of the communication unit 72b. It is preferable that the transmission time Tout is at least 1.5 times longer than the non-reception time T2 of the communication unit 72b. The communication unit 72b intermittently receives wireless signals from the tire pressure detection unit 91, and the non-reception time T2 is shorter than the transmission time Tout of the signal from the tire pressure detection unit 91.

[0257] By allowing the communication unit 72b to receive signals intermittently, the power consumption of the communication unit 72b can be suppressed. By setting the transmission time Tout to be longer than the non-reception time T2, it is easier to receive signals output from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86.

[0258] In the seventh embodiment, while an example is shown where the electronic device 72E is located in the rear derailleur 72, the same electronic device as 72E may also be located in the manual drive vehicle assembly 70 other than the rear derailleur 72. For example, the same electronic device as 72E may also be located in at least one of the drive unit 71, suspension 73, adjustable seat pillar 74, and front derailleur 75. When the manual drive vehicle assembly 70 includes the same electronic device as 72E, it may also control its operation based on wireless signals directly received from the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86, rather than based on signals from the control unit 81.

[0259] The same electronic device as electronic device 72E can also be installed in the control device 80, not limited to the manually driven vehicle component 70. The control device 80 can also switch the operating mode from mode 3 to mode 4 based on wireless signals from the first tire pressure detection device 85 and the second tire pressure detection device 86. The first information and the second information can also be stored in the memory unit 82 of the control device 80 in association.

[0260] (Eighth Embodiment) FIG26 will be used to illustrate the electronic devices 85E and 86E of the eighth embodiment. In the eighth embodiment, the electronic devices 85E and 86E are not located on the rear derailleur 72, but are located on at least one of the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86. At least one of the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86 switches from a first mode to a second mode in response to a wireless signal from an external device. The basic structure of the first tire pressure monitoring device 85 in the eighth embodiment is the same as that in the seventh embodiment. The basic structure of the second tire pressure monitoring device 86 in the eighth embodiment is the same as that in the seventh embodiment. Referring to FIG26, the process of switching at least one of the first tire pressure monitoring device 85 and the second tire pressure monitoring device 86 from the first mode to the second mode will be described.

[0261] Figure 26 is a flowchart showing an example of the control flow when the first tire pressure monitoring device 85 operates in the first mode and switches to the second mode in response to a wireless signal from an external device. The first control unit 85b executes the processing shown in the flowchart of Figure 26 in the first mode.

[0262] In step S221, the first control unit 85b determines whether a wireless signal has been received from an external device. The external device that serves as the source of the wireless signal includes various devices. For example, the external device may include an operation unit 84 and a control unit 81 installed on the manual transmission vehicle 1. When the user performs a predetermined operation on the operation unit 84, the first tire pressure detection device 85 receives: a wireless signal directly output from the operation unit 84, and a wireless signal output from the communication unit 83 by the control unit 81 based on the operation of the operation unit 84.

[0263] For example, external devices also include devices other than those installed on the human-powered vehicle 1. External devices include, for example, mobile communication devices owned by the user of the human-powered vehicle 1. Specifically, when a predetermined operation is performed via a mobile terminal, the first tire pressure monitoring device 85 can also receive wireless signals output from the mobile communication device. Mobile communication devices include, for example, smartphones or tablet computers.

[0264] If the first control unit 85b determines that the first communication unit 85c has received a wireless signal from an external device, it proceeds to step S222. If the first control unit 85b determines that no wireless signal has been received from an external device, it terminates the control flow shown in Figure 26.

[0265] In step S222, the first control unit 85b switches from mode 1 to mode 2. In mode 2, the first control unit 85b detects the tire pressure of the front wheel 30 using the first tire pressure sensor 85a, and outputs a signal corresponding to the detected tire pressure to the outside via wireless communication. After processing in step S222, the first control unit 85b ends the control flow shown in Figure 26.

[0266] In the second mode, the first control unit 85b can switch back to the first mode under predetermined circumstances. For example, the first control unit 85b can switch from the second mode to the first mode in at least one of the following situations: the first tire acceleration sensor 85d does not detect acceleration above a predetermined threshold for a predetermined time, the first tire acceleration sensor 85d does not receive a wireless signal from an external device for a predetermined time, and the first control unit 84 performs a predetermined operation.

[0267] In the eighth embodiment, when the first tire pressure detection device 85 receives and transmits wireless signals to an external device, the first tire pressure detection device 85 may also intermittently receive and transmit signals, similar to the seventh embodiment.

[0268] Electronic device 85E is a human-powered vehicle electronic device 85E, comprising: a tire pressure detection unit 91 for detecting the tire pressure of at least one tire of the human-powered vehicle 1, and a communication unit for wireless communication with an external device; the power consumption state of the tire pressure detection unit 91 switches between a first power state and a second power state that consumes more power than the first power state; in the first power state, if the communication unit receives a wireless signal from the external device, it switches from the first power state to the second power state. The tire pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The communication unit includes at least one of a first communication unit 85c and a second communication unit 86c.

[0269] Although Figure 26 illustrates the process by which the first tire pressure detection device 85 switches from the first mode to the second mode, the second tire pressure detection device 86 can also switch from the first mode to the second mode in the same way as the first tire pressure detection device 85, based on a wireless signal from an external device.

[0270] An electronic system S may also be configured, comprising at least one of the electronic devices 72E, 85E, and 86E of the seventh embodiment, and at least one of the electronic devices 85E and 86E of the eighth embodiment. The electronic system S may also include the electronic device 72E of the seventh embodiment and the tire pressure detection unit 91, or the electronic devices 85E and 86E of the eighth embodiment. The electronic system S may also include at least one of the electronic devices 72E, 85E, and 86E. When at least one of the electronic devices 72E, 85E, and 86E is included, at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86 switches from a first mode to a second mode in response to a wireless signal from an external device, and the derailleur 72 switches from a third mode to a fourth mode in response to a wireless signal from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86.

[0271] (Modified Example) The descriptions of the various embodiments are examples of the forms that the human-powered vehicle control device, electronic device, and electronic system of the present invention may take, and are not intended to limit the present invention. The human-powered vehicle control device, electronic device, and electronic system of the present invention may take the form of, for example, variations of the embodiments shown below and combinations of at least two non-contradictory variations.

[0272] For example, the structure of the manually driven vehicle 1 in each embodiment is taken as an example. The manually driven vehicle 1 may also include various devices not shown in each embodiment, or may not include a part of the various devices shown in each embodiment. In each embodiment, although a rear derailleur 72 and a front derailleur 75 are shown as the transmission device, the transmission device may also include a structure other than a derailleur. For example, the transmission device may also include an internal gearbox.

[0273] The structures exemplified in each embodiment can be combined with each other without contradiction. Not all processes shown in each embodiment need to be executed; some process steps can be omitted appropriately. The processing content and order of the processes exemplified in each embodiment are examples, and the processing content and order can be appropriately changed within the scope of this invention.

[0274] The various threshold values ​​used in the control described in the example implementation are not limited and can be set arbitrarily. These threshold values ​​can also be changed arbitrarily through the operation of the operation unit 84.

[0275] The gearshift dial indicator T described in each embodiment is just one example, and its specific contents are not limited. For example, the number or number of teeth of the rear and front sprockets can be arbitrarily changed. The gearshift path shown by the gearshift dial indicator T is just one example and is not limited. The gearshift path can also be arbitrarily changed by the operation of the operation unit 84, etc. The timing diagram shown in Figure 25 is just one example, and the timing of wireless signal transmission and reception can also be arbitrarily changed.

[0276] In each embodiment, various controls are exemplified in response to the state of the manually driven vehicle 1 and the road surface condition. However, in terms of control, physical quantities obtained by detecting and inferring the state of the manually driven vehicle 1 and the road surface condition can also be used for control. For example, physical quantities used to infer tire pressure, changes in tire pressure, the state of the manually driven vehicle 1, or the road surface condition are not limited to those exemplified in each embodiment; various states can also be inferred based on other physical quantities. These other physical quantities include, for example, at least one of vibration, impact, and acceleration.

[0277] The term "at least one" as used in this specification means "more than one" of the required options. As an example, if there are two options, "at least one" as used in this specification means "only one option" or "both options". As another example, if there are three or more options, "at least one" as used in this specification means "only one option" or "any combination of two or more options".

[0278] 1: Human-powered vehicle 20: Rear wheel 30: Front wheel 50: Drive mechanism 70: Human-powered vehicle components 71: Drive Unit 72: Rear derailleur 72a: Control Department 72b: Communications Department 72c: Memory Unit 72E: Electronic devices 73: Suspension device 74: Adjustable seat support 74b: Actuator 75: Front Derailleur 75a: Variable speed motor 75b: Gear shift sensor 80: Control device 81: Control Department 82: Memory Department 83: Communications Department 84: Operations Department 85: Tire Pressure Detection Device (Phase 1) 85a: Tire Pressure Sensor No. 1 85b: First Control Unit 85c: First Communications Department 85d: Tire 1 Accelerometer 85E: Electronic Devices 86: Tire Pressure Detector (PPT) 86a: Tire pressure sensor #2 87: Vehicle speed sensor 88: Crank Rotation Sensor 89: Drive force sensor 90: Ride Sensor 110: Fixing part 120: Movable Part 130: Linkage Mechanism 140: Pulley assembly 160: Variable speed motor 170: Gear shift sensor 180: Damping mechanism 184: Electric actuator 190: Spring-loaded component

Claims

1. An electronic device for a human-powered vehicle, comprising: a communication unit for wirelessly communicating with a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle; and a control unit for controlling a human-powered vehicle assembly in response to information received by the communication unit from the pressure detection unit; wherein the electronic device is disposed in the human-powered vehicle assembly; the human-powered vehicle assembly includes at least one of: a transmission mounted on the human-powered vehicle, a suspension system mounted on the human-powered vehicle, and an adjustable seat support mounted on the human-powered vehicle; the control unit switches power consumption states between: a first power state and a second power state that consumes more power than the first power state; in the first power state, if the actuator is not operated and the communication unit receives a wireless signal from the pressure detection unit, switching from the first power state to the second power state; and in the second power state, operating the actuator.

2. The electronic device as claimed in claim 1, wherein, The aforementioned communication unit intermittently receives wireless signals from the aforementioned barometric pressure detection unit, and the non-receiving time is shorter than the signal transmission time of the aforementioned barometric pressure detection unit.

3. The electronic device as claimed in claim 1 or 2, wherein, It further includes: an information acquisition unit and a memory unit; the information acquisition unit is used to acquire at least one of the information related to the human-powered vehicle and the information related to the components of the human-powered vehicle; the memory unit links and stores the first information detected by the air pressure detection unit and the second information acquired by the information acquisition unit.

4. An electronic device for a human-powered vehicle, comprising: a communication unit for wirelessly communicating with a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, the communication unit being disposed in a human-powered vehicle assembly mounted on the human-powered vehicle; and a control unit for controlling the human-powered vehicle assembly in response to information received by the communication unit from the pressure detection unit; wherein the communication unit intermittently receives wireless signals from the pressure detection unit, and the non-receiving time is shorter than the signal transmission time of the pressure detection unit; wherein the control unit switches power consumption states between a first power state and a second power state that consumes more power than the first power state; wherein in the first power state, the actuator is not operated, and when the communication unit receives a wireless signal from the pressure detection unit, the control unit switches from the first power state to the second power state; and in the second power state, the actuator is operated.

5. The electronic device as claimed in claim 4, wherein, It further includes: an information acquisition unit and a memory unit; the information acquisition unit is used to acquire at least one of the information related to the human-powered vehicle and the information related to the components of the human-powered vehicle; the memory unit links and stores the first information detected by the air pressure detection unit and the second information acquired by the information acquisition unit.

6. An electronic device for a human-powered vehicle, comprising: a communication unit for wirelessly communicating with a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle; and a control unit for controlling components of the human-powered vehicle in response to information received by the communication unit from the pressure detection unit; the power consumption state of the control unit switching between a first power state and a second power state that consumes more power than the first power state; in the first power state, if the actuator is not operated and the communication unit receives a wireless signal from the pressure detection unit, switching from the first power state to the second power state; and in the second power state, operating the actuator.

7. The electronic device as claimed in claim 6, wherein, It further includes: an information acquisition unit and a memory unit; the information acquisition unit is used to acquire at least one of the information related to the human-powered vehicle and the information related to the components of the human-powered vehicle; the memory unit links and stores the first information detected by the air pressure detection unit and the second information acquired by the information acquisition unit.

8. An electronic device for a human-powered vehicle, comprising: a pressure detection unit for detecting the air pressure of at least one tire of the human-powered vehicle, and a communication unit for wireless communication with an external device; wherein the power consumption state of the pressure detection unit switches between a first power state and a second power state in which the power consumption is greater than that of the first power state; in the first power state, no processing related to the tire pressure detection is performed, and when the communication unit receives a wireless signal from the external device, it switches from the first power state to the second power state; in the second power state, processing related to the tire pressure detection is performed.

9. An electronic system comprising: an electronic device of any one of claims 1 to 7, and an electronic device associated with the aforementioned pressure detection unit or claim 8.

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