Electrical device and control system for a human-powered vehicle

Abstract

An electrical device of a human-powered vehicle comprises a first radio communication circuit and an electronic control circuit. The first radio communication circuit is configured to wirelessly communicate with a second radio communication circuit of a second electrical device. The electronic control circuit is electrically connected to the first radio communication circuit. The electronic control circuit is configured to determine information regarding a positional relationship between the first radio communication circuit and the second radio communication circuit in order to generate at least one control signal based on the information.

Description

TECHNICAL FIELDThe present invention relates to an electric device and a control system for a human-powered vehicle.BACKGROUND INFORMATIONA human-powered vehicle includes at least one device. One of the objects of the present disclosure is to flexibly control the device depending on a positional relationship between two devices with a comparatively simple structure.SUMMARYAccording to a first aspect of the present invention, an electric device of a human-powered vehicle includes a first radio communication circuit and an electronic control circuit. The first radio communication circuit is configured to wirelessly communicate with a second radio communication circuit of a second electrical device. The electronic control circuit is electrically connected to the first radio communication circuit. The electronic control circuit is configured to determine information(s) regarding a positional relationship between the first radio communication circuit and the second radio communication circuit, in order to generate at least one control signal on the basis of the information(s).With the electrical device according to the first aspect, it is possible to control a device using the at least one control signal generated based on the positional relationship between the first radio communication circuit and the second radio communication circuit. Moreover, it is possible to dispense with an electric cable because the first radio communication circuit and the second radio communication circuit are used to determine the positional relationship. Therefore, it is possible to flexibly control the apparatus depending on the positional relationship with a comparatively simple structure.According to a second aspect of the present invention, the electric device according to the first aspect is configured so that the information(s) include / contain directional information(s) related to a directional relationship between the first radio communication circuit and the second radio communication circuit in the human-powered vehicle. The electronic control circuit is configured to determine the directional information(s).With the electrical device according to the second aspect, it is possible to control the device based on the directional relationship between the first radio communication circuit and the second radio communication circuit. Therefore, it is possible to control the apparatus more flexibly depending on the directional relationship with a comparatively simple structure.According to a third aspect of the present invention, the electrical device according to the second aspect is configured such that the electronic control circuit is configured to generate the at least one control signal on the basis of the directional information(s).With the electrical device according to the third aspect, it is possible to control the device using the at least one control signal generated based on the directional relationship. Therefore, it is possible to reliably control the apparatus depending on the directional relationship with a comparatively simple structure.According to a fourth aspect of the present invention, the electrical apparatus according to the second or third aspect is configured so that the direction information(s) include an angle of arrival defined based on a relative position between the first radio communication circuit and the second radio communication circuit. The electronic control circuit is configured to determine the angle of arrival.With the electrical apparatus according to the fourth aspect, it is possible to reliably determine the positional relationship between the first radio communication circuit and the second radio communication circuit on the basis of the angle of arrival. Therefore, it is possible to control the apparatus accurately and reliably with a comparatively simple structure.According to a fifth aspect of the present invention, the electrical device according to the fourth aspect is configured so that the electronic control circuit is configured to generate the at least one control signal based on the angle of arrival.With the electrical device according to the fifth aspect, it is possible to control the device precisely and reliably using the at least one control signal with a comparatively simple structure.According to a sixth aspect of the present invention, the electrical apparatus according to the fourth or fifth aspect is configured so that the first radio communication circuit includes at least two first antennas.With the electric device according to the sixth aspect, it is possible to acquire the positional relationship with a comparatively simple configuration.According to a seventh aspect of the present invention, the electrical device according to the sixth aspect is configured so that a total number of the at least two first antennas is equal to or greater than three.With the electric device according to the seventh aspect, it is possible to accurately determine positional relationships with a comparatively simple configuration.According to an eighth aspect of the present invention, the electrical device according to the sixth or seventh aspect is configured such that the at least two first antennas are equally spaced apart from one another.With the electric device according to the eighth aspect, it is possible to determine more accurate positional relationships with a comparatively simple structure.In accordance with a ninth aspect of the present invention, the electrical apparatus according to any one of the fourth to eighth aspects is configured so that the angle of arrival is defined based on a positional relationship between the at least two first antennas and a second antenna of the second radio communication circuit in the human-powered vehicle.With the electric device according to the ninth aspect, it is possible to accurately grasp the positional relationship with a comparatively simple configuration.In accordance with a tenth aspect of the present invention, the electrical apparatus according to the second or third aspect is configured so that the direction information(s) includes / include an angle of partition (Angle of Separation) defined based on a relative position between the first radio communication circuit and the second radio communication circuit. The electronic control circuit is configured to determine the departure angle.With the electrical device according to the tenth aspect, it is possible to reliably determine the positional relationship between the first radio communication circuit and the second radio communication circuit on the basis of the outgoing angle. Therefore, it is possible to control the apparatus accurately and reliably with a comparatively simple structure.According to an eleventh aspect of the present invention, the electrical apparatus according to the tenth aspect is configured so that the electronic control circuit is configured to generate the at least one control signal based on the output angle.With the electrical device according to the eleventh aspect, it is possible to control the device with the at least one control signal precisely and reliably with a comparatively simple structure.In accordance with a twelfth aspect of the present invention, the electrical apparatus according to the tenth or eleventh aspect is configured so that the first radio communication circuit includes a first antenna.With the electric device according to the twelfth aspect, it is possible to acquire the positional relationship with a comparatively simple configuration.In accordance with a thirteenth aspect of the present invention, the electrical apparatus according to any one of the tenth to twelfth aspects is configured to define the departure angle based on a positional relationship between the first antenna and at least two second antennas of the second radio communication circuit in the human-powered vehicle.With the electric device according to the thirteenth aspect, it is possible to accurately grasp the positional relationship with a comparatively simple configuration.In accordance with a fourteenth aspect of the present invention, the electric device according to any one of the first to thirteenth aspects further includes any one of an operating device, a variable seat post, a gear changer, a suspension, a braking device, an assist driving unit, and a portable device.With the electric device according to the fourteenth aspect, it is possible to control the device based on the positional relationship between the second wireless communication circuit and one of an operating device, a variable seatpost, a gear changer, a suspension, a braking device, an assist driving unit, and a portable device.In accordance with a fifteenth aspect of the present invention, the electric device according to the fourteenth aspect is configured so that the second electric device includes another one of the operating device, the adjustable seatpost, the gear changer, the suspension, the braking device, the assist driving unit, and the portable device.In the electric device according to the fifteenth aspect, it is possible to control the device on the basis of the positional relationship between the one of the operation device, the adjustable seatpost, the gear changer, the suspension, the brake device, the assist driving unit, and the portable device and another one of the operation device, the adjustable seatpost, the gear changer, the suspension, the brake device, the assist driving unit, and the portable device.In accordance with a sixteenth aspect of the present invention, a control system for a human-powered vehicle includes the electric device according to any one of the first to fifteenth aspects, a sensor, and an additional electric device. The sensor is configured to connect to at least one of the first radio communication circuit, the second radio communication circuit, and the electronic control circuit. The sensor is configured to transmit information(s) regarding the positional relationship to the electronic control circuit. The additional electrical device is configured to be controlled by at least one control signal generated by the electronic control circuit.With the control system according to the sixteenth aspect, it is possible to reliably control the additional electric device based on the positional relationship with a comparatively simple structure.In accordance with a seventeenth aspect of the present invention, the electric device according to the sixteenth aspect is configured so that the additional electric device includes one of the adjustable seatpost, the gear changer, the suspension, the brake device, and the assist driving unit.With the electric device according to the seventeenth aspect, it is possible to reliably control the additional electric device on the basis of the positional relationship between the first wireless communication circuit and the one of the adjustable seatpost, the gear changer, the suspension, the brake device, and the assist driving unit.In accordance with an eighteenth aspect of the present invention, a control system for a human-powered vehicle includes an electronic control circuit. The electronic control circuit is configured to generate at least one control signal based on motion information(s) related to whether a motion state of a driver is outside a predetermined range. The electronic control circuit is configured to limit, based on the at least one control signal, a function of a device operable with respect to the human-powered vehicle.With the electrical device according to the eighteenth aspect, it is possible to efficiently control the device using the movement information(s).In accordance with a nineteenth aspect of the present invention, the electric device according to the eighteenth aspect is configured so that the movement information(s) includes a variation in a traveling state of the human-powered vehicle for a predetermined time.With the electric device according to the nineteenth aspect, it is possible to efficiently control the device based on the variation in the running state of the human-powered vehicle.In accordance with a twentieth aspect of the present invention, the electric device according to the nineteenth aspect is configured so that the variation in the traveling state refers to at least one of a tire air pressure, a vehicle acceleration, a link load, a saddle load, an assist power, a driver's motion, a chain state, and a traveling speed of the human-powered vehicle.With the electric device according to the twentieth aspect, it is possible to more efficiently control the device using the variations in the traveling state of the human-powered vehicle.In accordance with a twenty-first aspect of the present invention, the electrical apparatus according to any one of the eighteenth to twentieth aspects is configured so that the at least one control signal includes at least: a first limit control signal for limiting the function of the apparatus to a first operating state; a second limit control signal for placing the apparatus in a second operating state different from the first operating state; and a third limit control signal for placing the apparatus in a third operating state different from the first operating state and the second operating state.With the electric device according to the twenty-first aspect, it is possible to more efficiently control the device using the variations in the traveling state of the human-powered vehicle.In accordance with a twenty-second aspect of the present invention, the electrical apparatus according to any one of the first to twenty-first aspects is configured so that the electronic control circuit is configured to generate the at least one control signal to change a state of suspension between at least two states based on the information(s).With the electrical device according to the twenty-second aspect, it is possible to change the state of suspension based on the positional relationship between the first radio communication circuit and the second radio communication circuit.In accordance with a twenty-third aspect of the present invention, the electric device according to any one of the first to twenty-second aspects is configured so that the electronic control circuit is configured to generate the at least one control signal to change a state of an adjustable seatpost between at least two states based on the information(s).With the electric device according to the twenty-third aspect, it is possible to change the state of the adjustable seatpost on the basis of the positional relationship between the first radio communication circuit and the second radio communication circuit.In accordance with a twenty-fourth aspect of the present invention, the electric device according to any one of the first to twenty-third aspects is configured so that the electronic control circuit is configured to generate the at least one control signal to prevent a brake device from generating a braking force based on the information(s).With the electric device according to the twenty-fourth aspect, it is possible to restrain the brake device based on the positional relationship between the first wireless communication circuit and the second wireless communication circuit.In accordance with a twenty-fifth aspect of the present invention, the electric device according to any one of the first to twenty-fourth aspects is configured so that the electronic control circuit is configured to generate the at least one control signal to change an assist ratio of an assist driving unit based on the information(s).With the electric device according to the twenty-fifth aspect, it is possible to change the assist ratio of the assist driving unit based on the positional relationship between the first wireless communication circuit and the second wireless communication circuit.In accordance with a twenty-sixth aspect of the present invention, the electric apparatus according to any one of the first to twenty-fifth aspects is configured so that the electronic control circuit is configured to generate the at least one control signal for changing a gear ratio of a gear changer on the basis of the information(s).With the electric device according to the twenty-sixth aspect, it is possible to change the gear ratio of the gear changer based on the positional relationship between the first wireless communication circuit and the second wireless communication circuit.BRIEF DESCRIPTION OF THE DRAWINGSA more complete understanding of the invention and many attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings. FIG. 1 is a side elevational view of a human-powered vehicle having a control system according to one of the embodiments. FIGS. 2 to 5 are schematic block diagrams of the control system of the human-powered vehicle illustrated in FIG. 1. FIGS. 6 and 7 are schematic block diagrams showing an angle of arrival. FIGS. 8 and 9 are schematic block diagrams showing a departure angle. FIGS. 10 to 17 are flowcharts showing a first control executed by the control system of the human-powered vehicle illustrated in FIG. 1. FIG. 18 is a schematic block diagram of the human-powered vehicle control system according to a modification. FIG. 19 is a table showing limit control signals, operation states, and actions of the human-powered vehicle control system according to the modification. FIG. 20 is a flowchart showing a second control executed by the control system of the human-powered vehicle according to the modification. FIG. 21 is a side elevational view of a crank and apparatus of the control system shown in FIG. 4.DESCRIPTION OF THE EMBODIMENTSThe embodiments will now be described with reference to the accompanying drawings, in which like reference numerals designate corresponding or identical elements throughout the several drawings.As seen in FIG. 1, a human-powered vehicle 2 includes a control system 10. the human-powered vehicle 2 includes a crank 3, a sprocket 4, a chain 5, a sprocket assembly 6, a wheel 7A, a wheel 7B, and a vehicle body 8. The crank 3 is rotatably connected to the vehicle body 8. The crank 3 is rotatable relative to the vehicle body 8 during pedaling. The sprocket 4 is coupled to the crank 3. The sprocket assembly 6 is rotatably coupled to the vehicle body 8. The chain 5 is engaged with the sprocket 4 and the sprocket assembly 6. The sprocket assembly 6 is coupled to the wheel 7A to transmit a pedaling force from the crank 3 to the wheel 7A via the sprocket 4 and the chain 5. The sprocket 4 may include at least two sprockets if necessary or desired.In the present application, the term "human-powered vehicle" includes a vehicle that travels with a driving force that includes at least the human force of a user (i.e., a driver) who is driving the vehicle. The human-powered vehicle includes various types of bicycles, such as mountain bikes, racing bikes, city bikes, cargo bikes, hand bikes and recumbent bikes. In addition, the human-powered vehicle also includes an electric bicycle (e-bike). The electric bicycle is an electrically assisted bicycle that assists in propelling a vehicle with an electric motor. However, the total number of wheels of the human-powered vehicle is not limited to two. The human-powered vehicle may also be, for example, a vehicle having one wheel or three or more wheels. Specifically, the human-powered vehicle does not include a vehicle that uses only a drive source (for example, an engine, an electric motor) as a driving force. Generally, a light road vehicle, i.e., a vehicle that does not require a driver's license for public road traffic, is considered to be a human-powered vehicle.As seen in FIG. 1, the human-powered vehicle 2 includes a gear changer RD. The gear changer RD is configured to be mounted on the vehicle body 8 of the human-powered vehicle 2. The gear changer RD is configured to change a gear ratio of the human-powered vehicle 2. The gear ratio is a ratio between the rotational speed of the sprocket assembly 6 and the rotational speed of the sprocket 4. In the present embodiment, the gear changer RD includes a rear derailleur. However, the gait changer RD may include another type of gait changer if necessary or desired. Examples of another type of gear changer include a front derailleur and an internally toothed hub.The human-powered vehicle 2 includes a suspension SS. The suspension SS is configured to be mounted on the vehicle body 8 of the human-powered vehicle 2. The suspension SS is configured to absorb shocks or vibrations generated by driving in rough terrain. The suspension SS is configured to absorb shocks or vibrations transmitted from the wheels 7A and / or 7B. The suspension SS includes a suspension FS and a suspension RS. However, either of the suspensions FS and RS may be omitted from the suspension SS, if necessary or desired.The human-powered vehicle 2 includes an assist drive unit DU. The assist drive unit DU is configured to be mounted on the vehicle body 8 of the human-powered vehicle 2. The assist drive unit DU is configured to assist the propulsion of the human-powered vehicle 2. The assist drive unit DU is configured to change an assist ratio depending on a force applied to the human-powered vehicle 2.The human-powered vehicle 2 includes a brake device BD. The brake device BD is configured to be mounted on the vehicle body 8 of the human-powered vehicle 2. The brake device BD is configured to apply a braking force to the human-powered vehicle 2. The brake device BD includes a brake device FB and a brake device RB. The brake device FB is configured to apply a braking force to the wheel 7A. The brake device RB is configured to apply a braking force to the wheel 7B. One of the brake devices FB and RB may be omitted from the brake device BD, if necessary or desired.The human-powered vehicle 2 includes an adjustable seatpost AS. The adjustable seatpost AS is configured to be mounted on the vehicle body 8 of the human-powered vehicle 2. The adjustable seatpost AS includes an adjustable seatpost. The adjustable seatpost AS is configured to change the height of the seat 8S relative to the frame 8F. The adjustable seatpost AS has an adjustable state and a locked state. The adjustable seat post AS allows the user to change the height of the seat 8S in the adjustable state. The adjustable seatpost AS is locked to maintain the height of the seat 8S in the locked state. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS between the adjustable state and the locked state.The human-powered vehicle 2 includes a display device SP. The display device SP is configured to be mounted on the vehicle body 8 of the human-powered vehicle 2. The display device SP includes at least one of a smartphone and a cycle computer. The display device SP is configured to display information(s) related to the human-powered vehicle 2. However, the display device SP may include structures other than the smartphone and the bicycle computer, if necessary or desired. The display device SP may also be referred to as an external device SP or a display device SP.The human-powered vehicle 2 includes a portable device WD. The portable device WD is configured to be attached to the user such as the driver. The portable device WD is configured to be attached to the body of the user. The portable device WD is configured to acquire information(s) about the user. Examples of the wearable device WD include a watch, a bracelet, a ring, a neck chain, a belt, a helmet, a belt, and a device attachable thereto.The human-powered vehicle 2 includes an operating device ST. The operating device ST is configured to be mounted on the vehicle body 8 of the human-powered vehicle 2. The operating device ST is configured to operate at least one of the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist driving unit DU, the display device SP, and the portable device WD. The operating device ST is configured to be electrically connected to at least one of the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist driving unit DU, and the portable device WD. The operating device ST is configured to receive at least one user input. The actuation device ST is configured to generate at least one actuation signal SG 1 in response to the at least one user input. The operation device ST is configured to transmit at least one operation signal SG 1 to at least one of the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist drive unit DU, and the portable device WD wirelessly or via an electric cable. The operating device ST may include at least two separate operating devices, if necessary or desired. At least one of the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist drive unit DU, and the portable device WD is configured to operate in response to the at least one operation signal SG 1.As seen in FIG. 2, the control system 10 includes a device ED. The device ED includes at least one of an electrical device ED 1, a second electrical device ED 2, and an additional electrical device ED 3. Namely, the control system 10 of the human-powered vehicle 2 includes the electric device ED 1. The control system 10 for the human-powered vehicle 2 includes the second electric device ED 2. The control system 10 of the human-powered vehicle 2 includes the additional electric device ED 3.As seen in FIGS. 2 to 5, the electric device ED 1 further includes one of the operation device ST, the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist drive unit DU, and the portable device WD. The second electric device ED 2 includes another one of the operation device ST, the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist drive unit DU, and the portable device WD. The additional electric device ED 3 includes one of the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, and the assist drive unit DU.However, the electric device ED 1 may include, if necessary or desired, another one of the operation device ST, the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist drive unit DU, and the portable device WD. The additional electric device ED 3 may also include another one of the operating device ST, the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist drive unit DU, and the portable device WD, if necessary or desired. The additional electrical device ED 3 may be the same device as the second electrical device ED 2, if necessary or desired.In the present application, the following directional terms "front", "rear", "forward", "rearward", "left", "right", "transverse", "upward", and "downward", as well as other similar directional terms, refer to the directions determined based on the user who is in the standard position of the user in the human-powered vehicle 2 while the user is looking toward a handlebar or a steering. Examples of the standard position of the user include a saddle and a seat. Accordingly, these terms used to describe the operating device ST, the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist driving unit DU, and the portable device WD or other devices should be interpreted with respect to the human-powered vehicle 2 equipped with the operating device ST, the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist driving unit DU, and the portable device WD or other devices used in an upright travel position on a horizontal surface.As seen in FIG. 2, the electric device ED 1 of the human-powered vehicle 2 includes a first wireless communication circuit WC 1 and an electronic control circuit EC 1. The second electrical device ED 2 includes a second radio communication circuit WC 2. The additional electrical device ED 3 includes an additional radio communication circuit WC 3.The first radio communication circuit WC 1 is configured to wirelessly communicate with the second radio communication circuit WC 2 of the second electrical device ED 2. The first radio communication circuit WC 1 is configured to wirelessly communicate with the additional radio communication circuit WC 3 of the additional electric device ED 3. The second radio communication circuit WC 2 is configured to wirelessly communicate with the first radio communication circuit WC 1 of the electrical device ED 1. The second radio communication circuit WC 2 is configured to wirelessly communicate with the additional radio communication circuit WC 3 of the additional electrical device ED 3. The additional radio communication circuit WC 3 is configured to wirelessly communicate with the first radio communication circuit WC 1 of the electrical device ED 1. The additional radio communication circuit WC 3 is configured to wirelessly communicate with the second radio communication circuit WC 2 of the second electrical device ED 2.The term "radio communicator" or "radio communication circuit" as used herein includes a receiver, a transmitter, a transceiver, a transceiver, and refers to any device or devices, separate or combined, capable of transmitting and / or receiving radio communication signals, including switching signals or control, command, or other signals related to a function of the component to be controlled. Here, at least one of the first radio communication circuit WC 1, the second radio communication circuit WC 2, and the additional radio communication circuit WC 3 is configured to receive at least one wireless signal. For example, each of the first radio communication circuit WC 1, the second radio communication circuit WC 2, and the additional radio communication circuit WC 3 includes a two-way radio transmitter / receiver that performs two-way radio communication using the radio receiver for wirelessly receiving signals and a radio transmitter for wirelessly transmitting signals.Each of the first radio communication circuit WC 1, the second radio communication circuit WC 2, and the additional radio communication circuit WC 3 may use radio frequency (RF) signals, ultra wide band communication signals, radio frequency identification (RFID), Wi-Fi (registered trademark), Zigbee (registered trademark), ANT+ (registered trademark), or Bluetooth (registered trademark), or any other type of communication protocols suitable for short-range radio communication as understood in the field of human-powered vehicles.It should also be understood that each of the first radio communication circuit WC 1, the second radio communication circuit WC 2, and the additional radio communication circuit WC 3 may transmit the signals at a particular or randomly selected frequency and / or with an identifier such as a particular code to distinguish the radio signal from other radio signals. In this way, each of the electrical device ED 1, the second electrical device ED 2, and the additional electrical device ED 3 can recognize to which signals are to be reacted and to which signals are not to be reacted. Therefore, each of the electrical device ED 1, the second electrical device ED 2, and the additional electrical device ED 3 may ignore the signals of other radio communicators of other electrical devices.The first radio communication circuit WC 1 is configured to pairing (may also be referred to as pairing) with each of the second radio communication circuit WC 2 and the additional radio communication circuit WC 3. The second radio communication circuit WC 1 is configured to pairing with each of the first radio communication circuit WC 1 and the additional radio communication circuit WC 3. The additional radio communication circuit WC 3 is configured to pairing with the first radio communication circuit WC 1 and the second radio communication circuit WC 2.As seen in FIG. 2, the electric device ED 1 of the human-powered vehicle 2 includes an electronic control circuit EC 1. Namely, the control system 10 for the human-powered vehicle 2 includes the electronic control circuit EC 1. The electronic control circuit EC 1 is electrically connected to the first radio communication circuit WC 1.The electronic control circuit EC 1 includes a processor EC 11 and a memory EC 12. The electric device ED 1 includes a substrate EC 13 and a system bus EC 14. The processor EC 11 is coupled to the memory EC 12. The memory EC 12 is coupled to the processor EC 11. The processor EC 11 and the memory EC 12 are electrically mounted on the substrate EC 13. The processor EC 11 is electrically connected to the memory EC 12 via the substrate EC 13 and the system bus EC 14. The memory EC 12 is electrically connected to the processor EC 11 via the substrate EC 13 and the system bus EC 14. The electronic control circuit EC 1 includes, for example, a semiconductor. The processor EC 11 includes a semiconductor. The memory EC 12 includes a semiconductor. However, the electronic control circuit EC 1 may be free of a semiconductor if necessary or desired. The processor EC 11 may be free of a semiconductor if necessary or desired. The memory EC 12 may be free of a semiconductor if necessary or desired.The processor EC 11 includes, for example, at least a central processing unit (CPU), a micro processing unit (MPU), and a memory controller. The memory EC 12 is electrically connected to the processor EC 11. The memory EC 12 includes, for example, at least one of a volatile memory and a nonvolatile memory. Examples of a volatile memory include a random access memory (RAM) and a dynamic random access memory (DRAM). Examples of the nonvolatile memory include a read only memory (ROM), an electrically erasable programmable ROM (EEPROM), and a magnetic disk. The memory EC12 contains memory areas each having an address. The processor EC 11 is configured to control the memory EC 12 to store data in the storage areas of the memory EC 12 and read data from the storage areas of the memory EC 12. The processor EC 11 may also be referred to as a hardware processor EC 11 or a processor circuit EC 11. The memory EC 12 may also be referred to as a hardware memory EC 12 or a hardware memory circuit EC 12. The memory EC 12 may also be referred to as a non-transitory computer readable storage medium EC 12. Namely, the electronic control circuit EC 1 includes the non-transitory computer readable storage medium EC 12.The electronic control circuit EC 1 is configured to execute at least one control algorithm of the electrical device ED 1. For example, the electronic control circuit EC 1 is programmed to execute at least one control algorithm of the electrical device ED 1. The memory EC 12 stores at least one program including at least one program instruction. The at least one program is read into the processor EC 11, and thereby the at least one control algorithm of the electric device ED 1 is executed based on the at least one program.The structure of the electronic control circuit EC 1 is not limited to the above structure. The structure of the electronic control circuit EC 1 is not limited to the processor EC 11 and the memory EC 12. The electronic control circuit EC 1 may be realized by hardware alone or by a combination of hardware and software. In the present embodiment, the processor EC 11 and the memory EC 12 are integrated as a single chip, for example, an application specific integrated circuit (ASIC) or a field programmable gate array (FPGA). However, the processor EC 11 and the memory EC 12 may be configured as separate chips if necessary or desired. The electronic control circuit EC 1 may include the processor EC 11, the memory EC 12, the substrate EC 13, and the system bus EC 14, if necessary or desired. The electronic control circuit EC 1 may be at least two electronic controllers provided separately.The electronic control circuit EC 1 may include at least two electronic controllers provided separately. The at least one control algorithm of the electrical device ED 1 may be executed by the at least two electronic controllers, if necessary or desired. The electronic control circuit EC 1 may include at least two separately provided hardware processors. The electronic control circuit EC 1 may include at least two separately provided hardware memories. The at least one control algorithm of the electrical device ED 1 may be executed by the at least two hardware processors, if necessary or desired. The at least one control algorithm of the electrical device ED 1 may be stored in the at least two hardware memories, if necessary or desired. The electronic control circuit EC 1 may include, if necessary or desired, at least two circuit boards provided separately. The electronic control circuit EC 1 may include at least two system buses provided separately, if necessary or desired.The first radio communication circuit WC 1 is electrically mounted on the circuit board EC 13. The first radio communication circuit WC 1 is electrically connected to the processor EC 11 and the memory EC 12 via the circuit board EC 13 and the system bus EC 14. The first radio communication circuit WC 1 includes, for example, a first signal transmission circuit WC 11, a first signal reception circuit WC 12, and a first antenna circuit WC 13. The first signal transmission circuit WC 11 is electrically connected to the first antenna circuit WC 13. The first signal receiving circuit WC 12 is electrically connected to the first antenna circuit WC 13.The first radio communication circuit WC 1 is configured to transmit radio signals via the first antenna circuit WC 13. The first radio communication circuit WC 1 is configured to superimpose digital signals on carrier waves using a predetermined radio communication protocol to wirelessly transmit signals. In the present embodiment, the first radio communication circuit WC 1 is configured to encrypt signals with a cryptographic key to generate encrypted radio signals.The first radio communication circuit WC 1 is configured to receive radio signals via the first antenna circuit WC 13. In the present embodiment, the first radio communication circuit WC 1 is configured to decode the radio signals to recognize the signals transmitted from other radio communicators. The first radio communication circuit WC 1 is configured to decrypt the radio signals using the cryptographic key.As seen in FIG. 2, the second electric device ED 2 of the human-powered vehicle 2 includes a second electronic control circuit EC 2. Namely, the control system 10 for the human-powered vehicle 2 includes the second electronic control circuit EC 2. The second electronic control circuit EC 2 is electrically connected to the second radio communication circuit WC 2.The second electronic control circuit EC 2 includes a processor EC 21 and a memory EC 22. The second electrical device ED 2 includes a substrate EC 23 and a system bus EC 24. The processor EC 21 is coupled to the memory EC 22. The memory EC 22 is coupled to the processor EC 21. The processor EC 21 and the memory EC 22 are electrically mounted on the substrate EC 23. The processor EC 21 is electrically connected to the memory EC 22 via the substrate EC 23 and the system bus EC 24. The memory EC 22 is electrically connected to the processor EC 21 via the substrate EC 23 and the system bus EC 24. The second electronic control circuit EC 2 includes, for example, a semiconductor. The processor EC 21 includes a semiconductor. The memory EC 22 includes a semiconductor. However, the second electronic control circuit EC 2 may be free of a semiconductor if necessary or desired. The processor EC21 may be free of a semiconductor if necessary or desired. The memory EC 22 may be free of a semiconductor if necessary or desired.The processor EC 21 includes, for example, at least one of a central processing unit (CPU), a micro processing unit (MPU), and a memory controller. The memory EC 22 is electrically connected to the processor EC 21. The memory EC 22 includes, for example, at least one of a volatile memory and a nonvolatile memory. Examples of a volatile memory include a random access memory (RAM) and a dynamic random access memory (DRAM). Examples of the nonvolatile memory include a read only memory (ROM), an electrically erasable programmable ROM (EEPROM), and a magnetic disk. The memory EC22 contains memory areas each having an address. The processor EC 21 is configured to control the memory EC 22 to store data in the storage areas of the memory EC 22 and read data from the storage areas of the memory EC 22. The processor EC 21 may also be referred to as a hardware processor EC 21 or a processor circuit EC 21. The memory EC 22 may also be referred to as a hardware memory EC 22 or a memory circuit EC 22. The memory EC 22 may also be referred to as a non-transitory computer readable storage medium EC 22. Namely, the second electronic control circuit EC 2 includes the non-transitory computer readable storage medium EC 22.The second electronic control circuit EC 2 is configured to execute at least one control algorithm of the second electrical device ED 2. For example, the second electronic control circuit EC 2 is programmed to execute at least one control algorithm of the second electrical device ED 2. The memory EC 22 stores at least one program including at least one program instruction. The at least one program is read into the processor EC 21, and thereby the at least one control algorithm of the second electric device ED 2 is executed based on the at least one program.The structure of the second electronic control circuit EC 2 is not limited to the above structure. The structure of the second electronic control circuit EC 2 is not limited to the processor EC 21 and the memory EC 22. The second electronic control circuit EC 2 may be realized by hardware alone or by a combination of hardware and software. In the present embodiment, the processor EC 21 and the memory EC 22 are integrated as a single chip such as an application specific integrated circuit (ASIC) or a field programmable gate array (FPGA). However, the processor EC 21 and the memory EC 22 may be configured as separate chips if necessary or desired. The second electronic control circuit EC 2 may include the processor EC 21, the memory EC 22, the substrate EC 23, and the system bus EC 24, if necessary or desired. The second electronic control circuit EC 2 may be at least two second electronic control circuits provided separately.The second electronic control circuit EC 2 may include at least two second electronic controllers provided separately. The at least one control algorithm of the second electrical device ED 2 may be executed by the at least two second electronic controllers, if necessary or desired. The second electronic control circuit EC 2 may include at least two separately provided hardware processors. The second electronic control circuit EC 2 may include at least two separately provided hardware memories. The at least one control algorithm of the second electrical device ED 2 may be executed by the at least two hardware processors, if necessary or desired. The at least one control algorithm of the second electrical device ED 2 may be stored in the at least two hardware memories, if necessary or desired. The second electronic control circuit EC 2 may include, if necessary or desired, at least two circuit boards provided separately. The second electronic control circuit EC 2 may include, if necessary or desired, at least two system buses provided separately.The second radio communication circuit WC 2 is electrically mounted on the circuit board EC 23. The second radio communication circuit WC 2 is electrically connected to the processor EC 21 and the memory EC 22 via the circuit board EC 23 and the system bus EC 24. The second radio communication circuit WC 2 includes, for example, a second signal transmission circuit WC 21, a second signal reception circuit WC 22, and a second antenna circuit WC 23. The second signal transmission circuit WC 21 is electrically connected to the second antenna circuit WC 23. The second signal receiving circuit WC 22 is electrically connected to the second antenna circuit WC 23.The second radio communication circuit WC 2 is configured to transmit radio signals via the second antenna circuit WC 23. The second radio communication circuit WC 2 is configured to superimpose digital signals on carrier waves using a predetermined radio communication protocol to wirelessly transmit signals. In the present embodiment, the second radio communication circuit WC 2 is configured to encrypt signals with a cryptographic key to generate encrypted radio signals.The second circuit of the radio communication circuit WC 2 is configured to receive radio signals via the second antenna circuit WC 23. In the present embodiment, the second radio communication circuit WC 2 is configured to decode the radio signals to recognize the signals transmitted from other radio communicators. The second circuit of the radio communication circuit WC 2 is configured to decrypt the radio signals with the cryptographic key.As seen in FIG. 2, the additional electric device ED 3 of the human-powered vehicle 2 includes an additional electronic control circuit EC 3. Namely, the control system 10 for the human-powered vehicle 2 includes the additional electronic control circuit EC 3. The additional electronic control circuit EC 3 is electrically connected to the additional radio communication circuit WC 3.The additional electronic control circuit EC 3 includes a processor EC 31 and a memory EC 32. The additional electrical device ED 3 includes a substrate EC 33 and a system bus EC 34. The processor EC 31 is coupled to the memory EC 32. The memory EC 32 is coupled to the processor EC 31. The processor EC 31 and the memory EC 32 are electrically mounted on the substrate EC 33. The processor EC 31 is electrically connected to the memory EC 32 via the substrate EC 33 and the system bus EC 34. The memory EC 32 is electrically connected to the processor EC 31 via the substrate EC 33 and the system bus EC 34. The additional electronic control circuit EC 3 includes, for example, a semiconductor. The processor EC 31 includes a semiconductor. The memory EC 32 includes a semiconductor. However, the additional electronic control circuit EC 3 may be free of a semiconductor if necessary or desired. The processor EC 31 may be free of a semiconductor if necessary or desired. The memory EC32 may be free of a semiconductor if necessary or desired.The processor EC 31 includes, for example, at least one of a central processing unit (CPU), a micro processing unit (MPU), and a memory controller. The memory EC 32 is electrically connected to the processor EC 31. The memory EC 32 includes, for example, at least one of a volatile memory and a nonvolatile memory. Examples of a volatile memory include a random access memory (RAM) and a dynamic random access memory (DRAM). Examples of the nonvolatile memory include a read only memory (ROM), an electrically erasable programmable ROM (EEPROM), and a magnetic disk. The memory EC32 contains memory areas each having an address. The processor EC 31 is configured to control the memory EC 32 to store data in the storage areas of the memory EC 32 and read data from the storage areas of the memory EC 32. The processor EC 31 may also be referred to as a hardware processor EC 31 or a processor circuit EC 31. The memory EC 32 may also be referred to as a hardware memory EC 32 or a hardware memory circuit EC 32. The memory EC 32 may also be referred to as a non-transitory computer readable storage medium EC 32. Namely, the additional electronic control circuit EC 3 includes the non-transitory computer readable storage medium EC 32.The additional electronic control circuit EC 3 is configured to execute at least one control algorithm of the additional electric device ED 3. For example, the additional electronic control circuit EC 3 is programmed to execute at least one control algorithm of the additional electrical device ED 3. The memory EC 32 stores at least one program including at least one program instruction. The at least one program is read into the processor EC 31, and thereby the at least one control algorithm of the additional electric device ED 3 is executed based on the at least one program.The structure of the additional electronic control circuit EC 3 is not limited to the above structure. The structure of the additional electronic control circuit EC 3 is not limited to the processor EC 31 and the memory EC 32. The additional electronic control circuit EC 3 may be realized by hardware alone or by a combination of hardware and software. In the present embodiment, the processor EC 31 and the memory EC 32 are integrated as a single chip, for example, an application specific integrated circuit (ASIC) or a field programmable gate array (FPGA). However, the processor EC 31 and the memory EC 32 may be configured as separate chips if necessary or desired. The additional electronic control circuit EC 3 may include the processor EC 31, the memory EC 32, the substrate EC 33, and the system bus EC 34, if necessary or desired. The additional electronic control circuit EC 3 may be at least two additional electronic controllers provided separately.The additional electronic control circuit EC 3 may include at least two additional electronic controllers provided separately. The at least one control algorithm of the additional electrical device ED 3 may be executed by the at least two additional electronic controllers, if necessary or desired. The additional electronic control circuit EC 3 may include at least two separately provided hardware processors. The additional electronic control circuit EC 3 may include at least two hardware memories provided separately. The at least one control algorithm of the additional electrical device ED 3 may be executed by the at least two hardware processors, if necessary or desired. The at least one control algorithm of the additional electrical device ED 3 may be stored in the at least two hardware memories, if necessary or desired. The additional electronic control circuit EC 3 may include, if necessary or desired, at least two circuit boards provided separately. The additional electronic control circuit EC 3 may include at least two system buses provided separately, if necessary or desired.The additional radio communication circuit WC 3 is electrically mounted on the circuit board EC 33. The additional radio communication circuit WC 3 is electrically connected to the processor EC 31 and the memory EC 32 via the circuit board EC 33 and the system bus EC 34. The additional radio communication circuit WC 3 includes, for example, an additional signal transmission circuit WC 31, an additional signal reception circuit WC 32, and an additional antenna circuit WC 33. The additional signal transmission circuit WC 31 is electrically connected to the additional antenna circuit WC 33. The additional signal receiving circuit WC 32 is electrically connected to the additional antenna circuit WC 33.The additional radio communication circuit WC 3 is configured to transmit radio signals via the additional antenna circuit WC 33. The additional radio communication circuit WC 3 is configured to superimpose digital signals on carrier waves using a predetermined radio communication protocol to wirelessly transmit signals. In the present embodiment, the additional radio communication circuit WC 3 is configured to encrypt signals with a cryptographic key to generate encrypted radio signals.The additional radio communication circuit WC 3 is configured to receive radio signals via the additional antenna circuit WC 33. In the present embodiment, the additional radio communication circuit WC 3 is configured to decode the radio signals to detect the signals transmitted from other radio communication devices. The additional radio communication circuit WC 3 is configured to decrypt the radio signals using the cryptographic key.As seen in FIG. 2, in a case where one of the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, and the assist drive unit DU is included, the electric device ED 1 includes a base member ED 11, a movable member ED 12, and an electric actuator ED 13. The base member ED 11 is configured to be mounted on the vehicle body 8 (see, for example, FIG. 1 ). The movable member ED 12 is movably connected to the base member ED 11. The movable member ED 12 is configured to guide the chain 5 (see, for example, FIG. 1 ). The electric actuator ED 13 is configured to move the movable member ED 12 relative to the base member ED 11.The electric device ED 1 includes a position sensor ED 14 and an actuator ED 15. The electric actuator ED 13 is electrically connected to the position sensor ED 14 and the actuator driver ED 15. The electric actuator ED 13 includes a rotation shaft operatively coupled to the movable member ED 12. The position sensor ED 14 is configured to detect a current position of the movable member ED 12 relative to the base member ED 11. Examples of the position sensor ED 14 include a potentiometer, a magnetic sensor, and a rotary encoder. The position sensor ED 14 is configured to detect a rotational position of an output shaft of the electric actuator ED 13 as the current position of the movable member ED 12 relative to the base member ED 11. The actuator driver ED 15 is configured to control the electric actuator ED 13 based on the current position of the movable member ED 12 relative to the base member ED 11 detected by the position sensor ED 14.The electric device ED 1 includes an electric power source ED 16. The electric power source ED 16 is electrically connected to the electric actuator ED 13, the position sensor ED 14, and the actuator driver ED 15 to supply electricity to the electric actuator ED 13, the position sensor ED 14, and the actuator driver ED 15. Examples of the electric power source ED 16 include a primary battery and a secondary battery. The electrical device ED 1 may be configured to be powered by an external electrical power source connected to the electrical device ED 1 via an electrical cable.As seen in FIG. 2, in a case where the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, and the assist drive unit DU are provided, the second electric device ED 2 includes a second base member ED 21, a second movable member ED 22, and a second electric actuator ED 23. The second base member ED 21 is configured to be mounted on the vehicle body 8 (see, e.g., FIG. 1 ). The second movable member ED 22 is movably coupled to the second base member ED 21. The second movable element ED 22 is configured to guide the chain 5 (see, for example, FIG. 1 ). The second electric actuator ED 23 is configured to move the second movable member ED 22 relative to the second base member ED 21.The second electric device ED 2 includes a second position sensor ED 24 and a second actuator driver ED 25. The second electric actuator ED 23 is electrically connected to the second position sensor ED 24 and the second actuator driver ED 25. The second electric actuator ED 23 includes a rotation shaft operatively coupled to the second movable member ED 22. The second position sensor ED 24 is configured to detect a current position of the second movable member ED 22 relative to the second base member ED 21. Examples of the second position sensor ED 24 include a potentiometer, a magnetic sensor, and a rotary encoder. The second position sensor ED 24 is configured to detect a rotational position of an output shaft of the second electric actuator ED 23 as the current position of the second movable member ED 22 relative to the second base member ED 21. The second actuator driver ED 25 is configured to control the second electric actuator ED 23 based on the current position of the second movable member ED 22 relative to the second base member ED 21 detected by the second position sensor ED 24.The second electric device ED 2 includes a second electric power source ED 26. The second electric power source ED 26 is electrically connected to the second electric actuator ED 23, the second position sensor ED 24, and the second actuator driver ED 25 to supply electricity to the second electric actuator ED 23, the second position sensor ED 24, and the second actuator driver ED 25. Examples of the second electric power source ED 26 include a primary battery and a secondary battery. The second electrical device ED 2 may be configured to be powered by an external second power source connected to the second electrical device ED 2 via an electrical cable.As seen in FIG. 2, in a case where the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, and the assist drive unit DU are provided, the additional electric device ED 3 includes a third base member ED 31, a third movable member ED 32, and a third electric actuator ED 33. The third base member ED 31 is configured to be mounted on the vehicle body 8 (see, e.g., FIG. 1 ). The third movable member ED 32 is movably coupled to the third base member ED 31. The third movable element ED 32 is configured to guide the chain 5 (see, for example, FIG. 1 ). The third electric actuator ED 33 is configured to move the third movable member ED 32 relative to the third base member ED 31.The additional electric device ED 3 includes a third position sensor ED 34 and a third actuator ED 35. The third electric actuator ED 33 is electrically connected to the third position sensor ED 34 and the third actuator driver ED 35. The third electric actuator ED 33 includes a rotation shaft operatively coupled to the third movable member ED 32. The third position sensor ED 34 is configured to detect a current position of the third movable member ED 32 relative to the third base member ED 31. Examples of the third position sensor ED 34 include a potentiometer, a magnetic sensor, and a rotary encoder. The third position sensor ED 34 is configured to detect a rotational position of an output shaft of the third electric actuator ED 33 as the current position of the third movable member ED 32 relative to the third base member ED 31. The third actuator driver ED 35 is configured to control the third electric actuator ED 33 based on the current position of the third movable member ED 32 relative to the third base member ED 31 detected by the third position sensor ED 34.The additional electric device ED 3 includes a third electric power source ED 36. The third power source ED 36 is electrically connected to the third electric actuator ED 33, the third position sensor ED 34, and the third actuator driver ED 35 to supply electricity to the third electric actuator ED 33, the third position sensor ED 34, and the third actuator driver ED 35. Examples of the third electric power source ED 36 include a primary battery and a secondary battery. The additional electrical device ED 3 may be configured to be powered by an external third power source connected to the additional electrical device ED 3 via an electrical cable.In a case where one of the electric device ED 1, the second electric device ED 2, and the additional electric device ED 3 includes the adjustable seatpost AS, the one of the electric device ED 1, the second electric device ED 2, and the additional electric device ED 3 includes a state changing structure configured to change a state of the adjustable seatpost AS between at least two states. The movable element ED 12, ED 22, or ED 32 includes at least a part of the state change structure. The adjustable seatpost AS has, for example, a first state, a second state, and a third state. In the first state, the adjustable seat post AS has a first length. In the second state, the adjustable seat post AS has a second length. In the third state, the adjustable seat post AS has a third length. The first length is different from the second length and the third length. The second length is different from the third length. The electric actuator ED 13, ED 23, or ED 33 is configured to move the movable member ED 12, ED 22, or ED 32 to change the state of the adjustable seatpost AS between the first state, the second state, and the third state. The length of the adjustable seatpost AS may be adjustable in at least one of the first state, the second state, the third state. The adjustable seatpost AS can be prevented from being changed in length in another one of the first state, the second state, the third state.In a case where one of the electric device ED 1, the electric device ED 2, and the electric device ED 3 includes the speed changer RD, the movable member ED 12, ED 22, or ED 32 includes a chain guide. The gear changer RD has, for example, at least two states. The gear changer RD has a first state, a second state, and a third state. The gear changer RD has a first gear position in the first state. In the second state, the gear changer RD has a second gear position. In the third state, the gear changer RD has a third gear position. The first gear position is different from the second gear position and the third gear position. The second gear position is different from the third gear position. The electric actuator ED 13, ED 23, or ED 33 is configured to move the movable member ED 12, ED 22, or ED 32 to change the state of the gear changer RD between the first state, the second state, and the third state.In a case where one of the electric device ED 1, the second electric device ED 2, and the additional electric device ED 3 includes the suspension SS, the one of the electric device ED 1, the second electric device ED 2, and the additional electric device ED 3 includes a state changing structure configured to change a state of the suspension SS between at least two states. The movable element ED 12, ED 22, or ED 32 includes at least a part of the state change structure. The suspension SS has, for example, a first state, a second state and a third state. The suspension SS is configured to absorb or dampen shocks or oscillations within a first stroke in the first state. The suspension SS is configured to absorb or dampen shocks or oscillations within a second stroke in the second state. The suspension SS is configured to absorb or dampen shocks or oscillations within a third stroke in the third state. The first stroke is different from the second stroke and the third stroke. The second stroke is different from the third stroke. One of the first stroke, the second stroke, and the third stroke may be zero. The suspension SS is blocked in a case where the stroke is zero. Moreover, the suspension SS is configured to absorb or dampen shocks or oscillations with a first damping power in the first state. The suspension SS is configured to absorb or dampen shocks or oscillations with a second damping power in the second state. The suspension SS is configured to absorb or dampen shocks or oscillations with a third damping power in the third state. The first damping power is different from the second damping power and the third damping power. The first damping power is different from the second damping power. The electric actuator ED 13, ED 23, or ED 33 is configured to move the movable member ED 12, ED 22, or ED 32 to change the state of the suspension SS between the first state, the second state, and the third state.In a case where one of the electric device ED 1, the second electric device ED 2, and the additional electric device ED 3 includes the brake device BD, the movable member ED 12, ED 22, or ED 32 includes a brake pad. The brake device BD has, for example, a first state, a second state, and a third state. In the first state, the brake device BD is configured to apply a first braking force in response to an operation signal transmitted from the operation device ST. In the second state, the brake device BD is configured to apply a second braking force in response to the operation signal transmitted from the operation device ST. In the third state, the brake device BD is configured to apply a third braking force in response to the operation signal transmitted from the operation device ST. The first braking force is different from the second braking force and the third braking force. The second braking force is different from the third braking force. One of the first braking force, the second braking force, and the third braking force may be zero. Namely, the brake device BD is configured to prevent, in any one of the first state, the second state, and the third state, the brake device BD from generating a braking force in a case where the brake device BD receives the operation signal transmitted from the operation device ST.In a case where one of the electric device ED 1, the second electric device ED 2, and the additional electric device ED 3 includes the assist driving unit DU, the movable member ED 12, ED 22, or ED 32 includes a sprocket configured to engage with the chain 5. The assist driving unit DU has, for example, a first state, a second state, and a third state. The assist driving unit DU has a first assist ratio in the first state. The assist driving unit DU has a second assist ratio in the second state. The assist driving unit DU has a third assist ratio in the third state. The first assist ratio is different from the second assist ratio and the third assist ratio. The second assist ratio is different from the third assist ratio. One of the first assist ratio, the second assist ratio, and the third assist ratio is lower than another one of the first assist ratio, the second assist ratio, and the third assist ratio. In the first state, the electric actuator ED 13, ED 23, or ED 33 is configured to assist the driving of the human-powered vehicle 2 based on the first assist ratio. In the second state, the electric actuator ED 13, ED 23, or ED 33 is configured to assist the propulsion of the human-powered vehicle 2 based on the second assist ratio. In the third state, the electric actuator ED 13, ED 23, or ED 33 is configured to assist the propulsion of the human-powered vehicle 2 based on the third assist ratio.As seen in FIG. 3, in a case where the electric device ED 1 includes the operating device ST, the electric device ED 1 includes the base member ED 11, the electric power source ED 16, and a user interface ED 17. In a case where the electric device ED 1 includes the portable device WD, the electric device ED 1 includes the base member ED 11, the electric power source ED 16, and a portable sensor ED 18. The user interface ED 17 is configured to receive a user input. Examples of the user interface ED 17 include an electric switch. The electronic control circuit EC 1 is configured to control the first wireless communication circuit WC 1 to wirelessly transmit an operation signal in response to the user input received from the user interface ED 17. The portable sensor ED 18 is configured to ascertain information(s) about the driver.As seen in FIG. 4, in a case where the second electric device ED 2 includes the operating device ST, the second electric device ED 2 includes the second base member ED 21, the second electric power source ED 26, and a user interface ED 27. In a case where the second electric device ED 2 includes the portable device WD, the second electric device ED 2 includes the second base member ED 21, the second electric power source ED 26, and a portable sensor ED 28. The user interface ED 27 is configured to receive a user input. Examples of the user interface ED 27 include an electric switch. The second electronic control circuit EC 2 is configured to control the second wireless communication circuit WC 2 to wirelessly transmit an operation signal in response to the user input received from the user interface ED 27. The portable sensor ED 28 is configured to acquire information(s) about the driver.As seen in FIG. 5, in a case where the additional electric device ED 3 includes the operating device ST, the additional electric device ED 3 includes the third base member ED 31, the third electric power source ED 36, and a user interface ED 37. In a case where the additional electric device ED 3 includes the portable device WD, the additional electric device ED 3 includes the third base member ED 31, the third electric power source ED 36, and a portable sensor ED 38. The user interface ED 37 is configured to receive a user input. Examples of the user interface ED 37 include an electric switch. The additional electronic control circuit EC 3 is configured to control the additional wireless communication circuit WC 3 to wirelessly transmit an operation signal in response to the user input received from the user interface ED 37. The portable sensor ED 38 is configured to acquire information about the driver.As can be seen in FIGS. 2 to 5, the electronic control circuit EC 1 is configured to ascertain information(s) INF 1 regarding a positional relationship between the first radio communication circuit WC 1 and the second radio communication circuit WC 2 in order to generate at least one control signal CS 1 on the basis of the information(s) INF 1. The additional electrical device ED 3 is configured to be controlled by at least one control signal CS 1 generated by the electronic control circuit EC 1.One of the first radio communication circuit WC 1 and the second radio communication circuit WC 2 is movable relative to the other of the first radio communication circuit WC 1 and the second radio communication circuit WC 2. For example, one of the first wireless communication circuit WC 1 and the second wireless communication circuit WC 2 is provided at least partially on a movable part of the human-powered vehicle 2. The other of the first wireless communication circuit WC 1 and the second wireless communication circuit WC 2 is at least partially provided at a stationary portion of the human-powered vehicle 2. For example, one of the first radio communication circuit WC 1 and the second radio communication circuit WC 2 is provided at least partially on the movable member ED 12, ED 22, or ED 32. The other of the first radio communication circuit WC 1 and the second radio communication circuit WC 2 is at least partially provided on the base member ED 11, ED 21, or ED 31. The positional relationship between the first wireless communication circuit WC 1 and the second wireless communication circuit WC 2 changes in response to the movement of the human-powered vehicle 2 and / or the driver of the human-powered vehicle 2.The electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 based on the information(s) INF 1. The electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 based on the positional relationship or a change in the positional relationship. The first radio communication circuit WC 1 is configured to wirelessly transmit the at least one control signal CS 1 to the additional electrical device ED 3. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the at least one control signal CS 1 to the additional electrical device ED 3 based on the information(s) INF 1.The information(s) INF 1 include direction information(s) INF 11 related / related to a directional relationship between the first radio communication circuit WC 1 and the second radio communication circuit WC 2 in the human-powered vehicle 2. The electronic control circuit EC 1 is configured to acquire the direction information(s) INF 11. The electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 based on the direction information(s) INF 11.For example, one of the first radio communication circuit WC 1 and the second radio communication circuit WC 2 is configured to wirelessly transmit a bearing signal SG 2 in certain cycles. The other of the first radio communication circuit WC 1 and the second radio communication circuit WC 2 is configured to wirelessly receive the bearing signal SG 2. The electronic control circuit EC 1 is configured to acquire the direction information INF 11 based on the bearing signal SG 2.In the present embodiment, the second radio communication circuit WC 2 is configured to wirelessly transmit the bearing signal SG 2. The first radio communication circuit WC 1 is configured to wirelessly receive the bearing signal SG 2. However, the second radio communication circuit WC 2 may be configured to wirelessly receive the bearing signal SG 2, if necessary or desired. The first radio communication circuit WC 1 may be configured to wirelessly receive the bearing signal SG 2, if necessary or desired.The bearing signal SG 2 includes bearing data. For example, in a case where the first radio communication circuit WC 1 and the second radio communication circuit WC 2 use a Bluetooth (registered trademark) protocol, the structure of the packet of the beacon signal SG 2 includes a preamble, an access address, a protocol data unit (PDU), a cycle redundancy check (CRC), and a constant tone extension (CTE). The CTE corresponds to the bearing data. The preamble is transmitted first, followed by the access address, the PDU, CRC and the CTE in this order. For example, the preamble, the access address, the PDU and the CRC are transmitted on two frequencies and change the wavelength. However, the CTE is transmitted at a frequency and has a constant wavelength. Therefore, it is possible to acquire direction information INF 11 related to a directional relationship between the first radio communication circuit WC 1 and the second radio communication circuit WC 2 in the vehicle 2. The first radio communication circuit WC 1 and the second radio communication circuit WC 2 may be configured to use a protocol other than Bluetooth (registered trademark), if necessary or desired.As seen in FIGS. 6 and 7, the direction information(s) INF 11 may include, for example, an arrival angle AG 1. The arrival angle AG 1 is defined based on a relative position between the first radio communication circuit WC 1 and the second radio communication circuit WC 2. The electronic control circuit EC 1 is configured to determine the angle of arrival AG 1.For example, the first antenna circuit WC 13 includes at least two first antennas WC 14. The second antenna circuit WC 23 includes a second antenna WC 24. The first radio communication circuit WC 1 thus includes the at least two first antennas WC 14. The second radio communication circuit WC 2 includes the second antenna WC 24. The at least two first antennas WC 14 are equally spaced.The arrival angle AG 1 is defined based on a positional relationship between the at least two first antennas WC 14 and the second antenna WC 24 of the second wireless communication circuit WC 2 in the human-powered vehicle 2.The total number of the at least two first antennas WC 14 is greater than or equal to three. However, the total number of the at least two first antennas WC 14 may be equal to two, if necessary or desired. The total number of the at least two first antennas WC 14 is not limited to the illustrated embodiment.The electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 based on the angle of arrival AG 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the at least one control signal CS 1 based on the angle of arrival AG 1.For example, the electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit a first control signal CS 11 in a case where the arrival angle AG 1 is greater than a first threshold TA 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit a second control signal CS 12 in a case where the arrival angle AG 1 is equal to or less than the first threshold TA 1 and greater than a second threshold TA 2. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit a third control signal CS 13 in a case where the arrival angle AG 1 is equal to or less than the second threshold TA 2. The electronic control circuit EC 1 is configured to store the first threshold TA 1 and the second threshold TA 2 in the memory EC 12.The electronic control circuit EC 1 is configured to calculate the arrival angle AG 1 based on the bearing signal SG 2 wirelessly transmitted from the second radio communication circuit WC 2. The electronic control circuit EC 1 is configured to determine a phase difference (ψ) and a wavelength (λ) based on the bearing signal SG 2 received from the at least two first antennas WC 14. The at least two first antennas WC 14 are arranged at a distance (d) defined between two adjacent ones of the at least two first antennas WC 14. Therefore, the electronic control circuit EC 1 is configured to calculate the arrival angle AG 1 based on the following formula (1). The electronic control circuit EC 1 is configured to store the arrival angle AG 1 in the memory EC 12 as the information INF 1. The electronic control circuit EC 1 is configured to store the arrival angle AG 1 in the memory EC 12 as the direction information(s) INF 11.As seen in FIGS. 8 and 9, the direction information(s) INF 11 may / may include, for example, a departure angle AG 2. The departure angle AG 2 is defined based on a relative position between the first radio communication circuit WC 1 and the second radio communication circuit WC 2. The electronic control circuit EC 1 is configured to determine the departure angle AG 2.The first antenna circuit WC 13 includes, for example, a first antenna WC 15. The second antenna circuit WC 23 includes at least two second antennas WC 25. The first radio communication circuit WC 1 includes the first antenna WC 15. The second radio communication circuit WC 2 includes at least two second antennas WC 25. The at least two second antennas WC 25 are equally spaced.The departure angle AG 2 is defined based on a positional relationship between the first antenna WC 15 and the at least two second antennas WC 25 of the second wireless communication circuit WC 2 in the human-powered vehicle 2.The total number of the at least two second antennas WC 25 is greater than or equal to three. However, the total number of the at least two second antennas WC 25 may be equal to two, if necessary or desired. The total number of the at least two second antennas WC 25 is not limited to the illustrated embodiment.The electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 based on the output angle AG 2. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the at least one control signal CS 1 based on the departure angle AG 2.For example, the electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit a first control signal CS 11 in a case where the departure angle AG 2 is greater than the first threshold TA 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit a second control signal CS 12 in a case where the departure angle AG 2 is equal to or less than the first threshold TA 1 and greater than the second threshold TA 2. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit a third control signal CS 13 in a case where the departure angle AG 2 is equal to or less than the second threshold TA 2.The electronic control circuit EC 1 is configured to calculate the departure angle AG 2 based on the bearing signal SG 2 wirelessly transmitted from the second radio communication circuit WC 2. The electronic control circuit EC 1 is configured to determine a phase difference (ψ) and a wavelength (λ) based on the bearing signal SG 2 received from the first antenna. The at least two second antennas WC 25 are arranged at a distance (d) defined between two adjacent ones of the at least two second antennas WC 25. Therefore, the electronic control circuit EC 1 is configured to calculate the departure angle AG 2 based on the following formula (2). The electronic control circuit EC 1 is configured to store the departure angle AG 2 in the memory EC 12 as information(s) INF 1. The electronic control circuit EC 1 is configured to store the departure angle AG 2 in the memory EC 12 as the direction information(s) INF 11.As seen in FIGS. 2 to 5, the electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 to change a state of the additional electrical device ED 3 between at least two states based on the information(s) INF 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the at least one control signal CS 1 based on the information(s) INF 1.The at least one control signal CS 1 includes, for example, a first control signal CS 11, a second control signal CS 12, and a third control signal CS 13. The additional electrical device ED 3 has a first state, a second state, and a third state. The additional electrical device ED 3 is configured to change the state of the additional electrical device ED 3 from one of the second and third states to the first state in response to the first control signal CS 11. The additional electrical device ED 3 is configured to change the state of the additional electrical device ED 3 from one of the first and third states to the second state in response to the second control signal CS 12. The additional electric device ED 3 is configured to change the state of the additional electric device ED 3 from one of the first state and the second state to the third state in response to the third control signal CS 13.The electronic control circuit EC 1 is configured to generate the first control signal CS 11 in a case where the information INF 1 satisfies a first condition. The electronic control circuit EC 1 is configured to generate the second control signal CS 12 in a case where the information INF 1 satisfies a second condition. The electronic control circuit EC 1 is configured to generate the third control signal CS 13 in a case where the information INF 1 satisfies a third condition. The first condition is different from the second condition and the third condition. The second condition is different from the third condition. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the information INF 1.The electronic control circuit EC 1 is configured to generate the first control signal CS 11 in a case where the direction information(s) INF 11 satisfy the first condition. The electronic control circuit EC 1 is configured to generate the second control signal CS 12 in a case where the direction information(s) INF 11 satisfy the second condition. The electronic control circuit EC 1 is configured to generate the third control signal CS 13 in a case where the direction information(s) INF 11 satisfy the third condition. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the direction information INF 11.The electronic control circuit EC 1 is configured to generate the first control signal CS 11 in a case where the arrival angle AG 1 satisfies the first condition. The electronic control circuit EC 1 is configured to generate the second control signal CS 12 in a case where the arrival angle AG 1 satisfies the second condition. The electronic control circuit EC 1 is configured to generate the third control signal CS 13 in a case where the arrival angle AG 1 satisfies the third condition. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the arrival angle AG 1.For example, the electronic control circuit EC 1 is configured to generate the first control signal CS 11 in a case where the arrival angle AG 1 is larger than the first threshold TA 1. The electronic control circuit EC 1 is configured to generate the second control signal CS 12 in a case where the arrival angle AG 1 is equal to or less than the first threshold TA 1 and greater than the second threshold TA 2. The electronic control circuit EC 1 is configured to generate the third control signal CS 13 in a case where the arrival angle AG 1 is equal to or less than the second threshold TA 2.The electronic control circuit EC 1 is configured to generate the first control signal CS 11 in a case where the departure angle AG 2 satisfies the first condition. The electronic control circuit EC 1 is configured to generate the second control signal CS 12 in a case where the departure angle AG 2 satisfies the second condition. The electronic control circuit EC 1 is configured to generate the third control signal CS 13 in a case where the departure angle AG 2 satisfies the third condition. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the departure angle AG 2.For example, the electronic control circuit EC 1 is configured to generate the first control signal CS 11 in a case where the departure angle AG 2 is greater than the first threshold TA 1. The electronic control circuit EC 1 is configured to generate the second control signal CS 12 in a case where the departure angle AG 2 is equal to or less than the first threshold TA 1 and greater than the second threshold TA 2. The electronic control circuit EC 1 is configured to generate the third control signal CS 13 in a case where the departure angle AG 2 is equal to or less than the second threshold TA 2.In a case where the additional electrical device ED 3 includes the suspension SS, the electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 to change a state of the suspension SS between at least two states based on the information INF 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the information INF 1. The additional radio communication circuit WC 3 is configured to wirelessly receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 from the first radio communication circuit WC 1.The suspension SS is configured to receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 via the additional radio communication circuit WC 3. The suspension SS is configured to change the state of the suspension SS from one of the second and third states to the first state in response to the first control signal CS 11. The suspension SS is configured to change the state of the suspension SS from one of the first state and the third state to the second state in response to the second control signal CS 12. The suspension SS is configured to change the state of the suspension SS from one of the first state and the second state to the third state in response to the third control signal CS 13.For example, in a case where the additional electric device ED 3 includes the adjustable seatpost AS, the electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 to change a state of the adjustable seatpost AS between at least two states based on the information INF 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the information INF 1. The additional radio communication circuit WC 3 is configured to wirelessly receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 from the first radio communication circuit WC 1.The adjustable seatpost AS is configured to receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 via the additional radio communication circuit WC 3. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS from one of the second and third states to the first state in response to the first control signal CS 11. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS from one of the first and third states to the second state in response to the second control signal CS 12. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS from one of the first state and the second state to the third state in response to the third control signal CS 13.In a case where the additional electric device ED 3 includes the brake device BD, for example, the electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 to prevent the brake device BD from generating the braking force based on the information INF 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the information INF 1. The additional radio communication circuit WC 3 is configured to wirelessly receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 from the first radio communication circuit WC 1.The brake device BD is configured to receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 via the additional radio communication circuit WC 3. The brake device BD is configured to change the state of the brake device BD from one of the second and third states to the first state in response to the first control signal CS 11. The brake device BD is configured to change the state of the brake device BD from one of the first and third states to the second state in response to the second control signal CS 12. The brake device BD is configured to change a state of the brake device BD from one of the first and second states to the third state in response to the third control signal CS 13.In a case where the additional electric device ED 3 includes the assist driving unit DU, for example, the electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 to change an assist ratio of the assist driving unit DU based on the information(s) INF 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the information INF 1. The additional radio communication circuit WC 3 is configured to wirelessly receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 from the first radio communication circuit WC 1.The assist driving unit DU is configured to receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 via the additional radio communication circuit WC 3. The assist driving unit DU is configured to change the state of the assist driving unit DU from one of the second state and the third state to the first state in response to the first control signal CS 11. The assist driving unit DU is configured to change the state of the assist driving unit DU from one of the first and third states to the second state in response to the second control signal CS 12. The assist driving unit DU is configured to change a state of the assist driving unit DU from one of the first and second states to the third state in response to the third control signal CS 13.In a case where the additional electric device ED 3 includes the gear changer RD, for example, the electronic control circuit EC 1 is configured to generate the at least one control signal CS 1 to change a gear ratio of the gear changer RD based on the information(s) INF 1. The electronic control circuit EC 1 is configured to control the first radio communication circuit WC 1 to wirelessly transmit the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 based on the information INF 1. The additional radio communication circuit WC 3 is configured to wirelessly receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 from the first radio communication circuit WC 1.The gear changer RD is configured to receive the first control signal CS 11, the second control signal CS 12, or the third control signal CS 13 via the additional radio communication circuit WC 3. The gear changer RD is configured to change the state of the gear changer RD from one of the second and third states to the first state in response to the first control signal CS 11. The gear changer RD is configured to change the state of the gear changer RD from one of the first state and the third state to the second state in response to the second control signal CS 12. The gear changer RD is configured to change the state of the gear changer RD from one of the first and second states to the third state in response to the third control signal CS 13.As seen in FIG. 2, the control system 10 of the human-powered vehicle 2 includes a sensor 12. the sensor 12 is configured to be connected to at least one of the first wireless communication circuit WC 1, the second wireless communication circuit WC 2, and the electronic control circuit EC 1. The sensor 12 is configured to be electrically connected to at least one of the first radio communication circuit WC 1, the second radio communication circuit WC 2, and the electronic control circuit EC 1. The sensor 12 is configured to transmit the positional relationship information INF 1 to the electronic control circuit EC 1.In the present embodiment, the sensor 12 is configured to be electrically connected to the first wireless communication circuit WC 1 and the electronic control circuit EC 1. The sensor 12 includes the first signal transmission circuit WC 11 and the first signal reception circuit WC 12. The sensor 12 is electrically connected to the first antenna circuit WC 13.The first wireless communication circuit WC 1 is provided at a stationary portion of the human-powered vehicle 2. The sensor 12 is provided at a stationary portion of the human-powered vehicle 2. The electric device ED 1 is mounted on the vehicle body 8, for example. The circuit board EC 13 is fixed to the base member ED 11. Namely, the first wireless communication circuit WC 1 is coupled to the vehicle body 8 via the circuit board EC 13 and the base member ED 11. The sensor 12 is coupled to the vehicle body 8 via the circuit board EC 13 and the main body ED 11.The first control performed by the control system 10 based on the information(s) INF 1 will be described below with reference to FIGS. 10 and 11.As seen in FIG. 10, the electronic control circuit EC 1 performs pairing (pairing) between the first radio communication circuit WC 1 and the second radio communication circuit WC 2 (step ST 11). The electronic control circuit EC 1 acquires the information(s) INF 1 (step ST 2). For example, the second electronic control circuit EC 2 controls the second radio communication circuit WC 2 to wirelessly transmit the bearing signal SG 2 in certain cycles (step ST 21). The first radio communication circuit WC 1 wirelessly receives the bearing signal SG 2 (step ST 22). The electronic control circuit EC 1 calculates the information INF 1 based on the bearing signal SG 2 (step ST 23). Specifically, the electronic control circuit EC 1 calculates the arrival angle AG 1 or the departure angle AG 2 based on the bearing signal SG 2 (step ST 23). In this way, the electronic control circuit EC 1 acquires the arrival angle AG 1 or the departure angle AG 2 as the information INF 1 or the direction information INF 11. The electronic control circuit EC 1 calibrates the standard position obtained from the information INF 1 (step ST 12). The electronic control circuit EC 1 initializes the electric device system ED 1 (step ST 13).As seen in FIG. 11, the electronic control circuit EC 1 acquires the information(s) INF 1 (step ST 3). For example, the second electronic control circuit EC 2 controls the second radio communication circuit WC 2 to wirelessly transmit the bearing signal SG 2 in certain cycles (step ST 31). The first radio communication circuit WC 1 wirelessly receives the bearing signal SG 2 (step ST 32). The electronic control circuit EC 1 calculates the information INF 1 based on the bearing signal SG 2 (step ST 33). Specifically, the electronic control circuit EC 1 calculates the arrival angle AG 1 or the departure angle AG 2 based on the bearing signal SG 2 (step ST 33). Therefore, the electronic control circuit EC 1 acquires the arrival angle AG 1 or the departure angle AG 2 as the information INF 1 or the direction information INF 11.The electronic control circuit EC 1 generates the at least one control signal CS 1 based on the information(s) INF 1 (step ST 4). For example, the electronic control circuit EC 1 compares the information(s) INF 1 with the first threshold TA 1 (step ST 41). The electronic control circuit EC 1 generates the first control signal CS 11 in a case where a value of the information INF 1 is larger than the first threshold TA 1 (steps ST 41 and ST 42). Specifically, the electronic control circuit EC 1 generates the first control signal CS 11 in a case where the arrival angle AG 1 or the departure angle AG 2 is larger than the first threshold value TA 1 (steps ST 41 and ST 42).The electronic control circuit EC 1 compares the information INF 1 with the first threshold TA 1 and the second threshold TA 2 in a case where the value of the information INF 1 is equal to or less than the first threshold TA 1 (steps ST 41 and ST 43). The electronic control circuit EC 1 generates the second control signal CS 12 in a case where the value of the information INF 1 is larger than the second threshold TA 2 (steps ST 43 and ST 44). Specifically, the electronic control circuit EC 1 generates the second control signal CS 12 in a case where the arrival angle AG 1 or the departure angle AG 2 is larger than the second threshold value TA 2 (steps ST 43 and ST 44).The electronic control circuit EC 1 generates the third control signal CS 13 in a case where the value of the information(s) INF 1 is equal to or less than the second threshold TA 2 (steps ST 43 and ST 45). Specifically, the electronic control circuit EC 1 generates the third control signal CS 13 in a case where the arrival angle AG 1 or the departure angle AG 2 is equal to or less than the second threshold value TA 2 (steps ST 43 and ST 45).The additional electronic control circuit EC 3 changes the state of the additional electric device ED 3 based on the at least one control signal CS 1 (step ST 5). For example, the additional electronic control circuit EC 3 changes the state of the additional electric device ED 3 to the first state based on the first control signal CS 11 (step ST 51). The additional electronic control circuit EC 3 changes the state of the additional electric device ED 3 to the second state based on the second control signal CS 12 (step ST 52). The additional electronic control circuit EC 3 changes the state of the additional electric device ED 3 to the third state based on the third control signal CS 13 (step ST 53). Therefore, it is possible to change the state of the additional electric device ED 3 depending on the positional relationship between the first radio communication circuit WC 1 and the second radio communication circuit WC 2. After the state of the additional electric device ED 3 is changed, the process returns to step ST 3.In a case where the second electric device ED 2 includes the adjustable seatpost AS and the additional electric device ED 3 includes the suspension SS, the suspension SS changes its state based on the movement of the adjustable seatpost AS.For example, as seen in FIG. 12, in a case where the arrival angle AG 1 or the departure angle AG 2 is greater than the first threshold TA 1, the length of the adjustable seatpost AS is longer than a first predetermined length, indicating that the adjustable seatpost AS has the greater length and the position of the seat 8S is high. In a case where the adjustable seatpost AS has the greater length, the suspension SS changes the state to the first state in response to the first control signal CS 11 (steps ST 71, ST 72, and ST 81). Namely, in a case where the adjustable seatpost AS is longer, the suspension SS absorbs or suppresses shocks or vibrations within the first stroke or under the first damping performance in the first state. For example, the first stroke is shorter than the second and third strokes. The second stroke is shorter than the third stroke. The first stroke may be zero. The first damping power is lower than the second damping power and third damping power. The second damping power is lower than the third damping power. Thus, in a case where the adjustable seatpost AS is longer, the suspension SS is locked and cannot absorb or dampen shocks or vibrations.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the first threshold TA 1 and greater than the second threshold TA 1, the length of the adjustable seatpost AS is shorter than or equal to the first predetermined length and longer than a second predetermined length, indicating that the adjustable seatpost AS has the middle length and the position of the seat 8S is the middle. In a case where the adjustable seatpost AS has the middle length, the suspension SS changes the state to the second state in response to the second control signal CS 12 (steps ST 71, ST 73, ST 74, and ST 82). Namely, in a case where the adjustable seatpost AS has the middle length, the suspension SS absorbs or suppresses shocks or vibrations within the second stroke or below the second damping performance in the second state. Thus, in a case where the adjustable seatpost AS has the middle length, the suspension SS can absorb or attenuate shocks or vibrations in a middle region.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the second threshold TA 1, the length of the adjustable seatpost AS is shorter than or equal to the second predetermined length, indicating that the adjustable seatpost AS has the shorter length and the position of the seat 8S is low. In a case where the adjustable seatpost AS has the shorter length, the suspension SS changes the state to the third state in response to the third control signal CS 12 (steps ST 73, ST 75, and ST 83). That is, in a case where the adjustable seatpost AS has the shorter length, the suspension SS absorbs or suppresses shocks or vibrations within the third stroke or below the third damping performance in the third state. Thus, in a case where the adjustable seatpost AS has the shorter length, the suspension SS can absorb or attenuate shocks or vibrations in a wide range.In a case where the second electric device ED 2 includes the suspension SS and the additional electric device ED 3 includes the suspension SS, the suspension SS changes its state based on the movement of the suspension SS.For example, as seen in FIG. 13, in a case where the arrival angle AG 1 or the departure angle AG 2 is greater than the first threshold TA 1, the length of the suspension SS is greater than a first predetermined length, indicating that the suspension SS has a greater length. In a case where the suspension SS has the longer length, the suspension SS changes the state to the first state in response to the first control signal CS 11 (steps ST 71, ST 72, and ST 81). In a case where the suspension SS has the longer length, the suspension SS absorbs or suppresses shocks or vibrations within the first stroke or under the first damping performance in the first state. For example, the first stroke is greater than the second and third strokes. The second stroke is greater than the third stroke. The first damping power is higher than the second damping power and the third damping power. The second damping power is higher than the third damping power. In a case where the suspension SS has a longer length, the suspension SS can absorb or attenuate shocks or vibrations in a wide range.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the first threshold TA 1 and greater than the second threshold TA 1, the length of the suspension SS is shorter than or equal to the first predetermined length and longer than a second predetermined length, indicating that the suspension SS has the average length and the position of the saddle 8S is the average. In a case where the suspension SS has the average length, the suspension SS changes the state to the second state in response to the second control signal CS 12 (steps ST 71, ST 73, ST 74, and ST 82). Namely, in a case where the suspension SS has the average length, the suspension SS absorbs or suppresses shocks or vibrations within the second stroke or below the second damping performance in the second state. Thus, in a case where the suspension SS has an average length, the suspension SS can absorb or attenuate shocks or vibrations in an average range.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the second threshold TA 1, the length of the suspension SS is shorter than or equal to the second predetermined length, indicating that the suspension SS has the shorter length and the position of the saddle 8S is low. In a case where the suspension SS has the shorter length, the suspension SS changes the state to the third state in response to the third control signal CS 12 (steps ST 73, ST 75, and ST 83). Namely, in a case where the suspension SS has the shorter length, the suspension SS absorbs or suppresses shocks or vibrations within the third stroke or below the third damping performance in the third state. Thus, in a case where the suspension SS has the shorter length, the suspension SS can absorb or attenuate shocks or vibrations in a narrow range.In a case where the second electric device ED 2 includes the operating device ST and the additional electric device ED 3 includes the braking device BD, the braking device BD changes its state based on the movement of the operating device ST. The movement of the operating device ST includes the movement of the link 8H. Namely, the brake device BD changes its state based on the movement of the link 8H.As seen in FIG. 14, for example, in a case where the arrival angle AG 1 or the departure angle AG 2 is larger than the first threshold TA 1, the operating device ST is located at a neutral position with respect to the frame 8F, indicating that the handlebar 8H is located at a neutral position about a rotation axis with respect to the frame 8F. In a case where the operating device ST is in the neutral position, the brake device BD changes the state to the first state in response to the first control signal CS 11 (steps ST 71, ST 72, and ST 81). In a case where the operating device ST is in the neutral position, the brake device BD operates in the first state in the normal manner. In a case where the operating device ST is in the neutral position, the brake device BD applies the braking force to the wheel 7A and / or 7B in response to the operation of the operating device ST.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the first threshold TA 1 and greater than the second threshold TA 1, the operating device ST is located at a middle position with respect to the frame 8F, indicating that the handlebar 8H is located at a middle position about the rotation axis with respect to the frame 8F. In a case where the operating device ST is at the middle position, the brake device BD changes the state to the second state in response to the second control signal CS 12 (steps ST 71, ST 73, ST 74, and ST 82). That is, in a case where the operating device ST is at the middle position, the brake device BD operates in the second state in the normal manner. In a case where the operating device ST is in the middle position, the brake device BD applies the braking force to the wheel 7A and / or 7B in response to the operation of the operating device ST.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the second threshold value TA 1, the operating device ST is in an end position with respect to the frame 8F, indicating that the handlebar 8H is in an end position around the rotation axis with respect to the frame 8F. In a case where the operating device ST is in the end position, the brake device BD changes the state to the third state in response to the third control signal CS 12 (steps ST 73, ST 75, and ST 83). For example, in a case where the operating device ST is in the end position, the brake device BD is locked so as not to apply the braking force regardless of the operation of the operating device ST in the third state.In a case where the second electric device ED 2 includes the operating device ST and the additional electric device ED 3 includes the gear changer RD, the gear changer RD changes its state based on the movement of the operating device ST. The movement of the operating device ST includes the movement of the link 8H. Namely, the gear changer RD changes its state based on the movement of the link 8H.As seen in FIG. 15, for example, in a case where the arrival angle AG 1 or the departure angle AG 2 is larger than the first threshold TA 1, the operating device ST is located in a neutral position with respect to the frame 8F, indicating that the handlebar 8H is located in a neutral position about a rotation axis with respect to the frame 8F. In a case where the operating device ST is in the neutral position, the gear changer RD changes the state to the first state in response to the first control signal CS 11 (steps ST 71, ST 72, and ST 81). In a case where the operating device ST is in the neutral position, the gear changer RD operates in the first state in the normal manner. In a case where the operating device ST is in the neutral position, the gear changer RD applies the braking force to the wheel 7A and / or 7B in response to the operation of the operating device ST.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the first threshold TA 1 and greater than the second threshold TA 1, the operating device ST is located at a middle position with respect to the frame 8F, indicating that the handlebar 8H is located at a middle position about the rotation axis with respect to the frame 8F. In a case where the operation device ST is at the middle position, the gear changer RD shifts to the second state in response to the second control signal CS 12 (steps ST 71, ST 73, ST 74, and ST 82). In a case where the operating device ST is at the middle position, the gear changer RD normally operates in the second state. Therefore, in a case where the operation device ST is at the middle position, the gear changer RD applies the braking force to the wheel 7A and / or 7B in response to the operation of the operation device ST.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the second threshold value TA 1, the operating device ST is in an end position with respect to the frame 8F, indicating that the handlebar 8H is in an end position around the rotation axis with respect to the frame 8F. In a case where the operating device ST is in the end position, the gear changer RD changes the state to the third state in response to the third control signal CS 12 (steps ST 73, ST 75, and ST 83). For example, in a case where the operating device ST is in the end position, the gear changer RD performs a downshift regardless of the operation of the operating device ST in the third state.In a case where the second electric device ED 2 includes the operating device ST and the additional electric device ED 3 includes the assist driving unit DU, the assist driving unit DU changes its state based on the movement of the operating device ST. The movement of the operating device ST includes the movement of the link 8H. Namely, the assist driving unit DU changes its state based on the movement of the link 8H.As seen in FIG. 16, for example, in a case where the arrival angle AG 1 or the departure angle AG 2 is larger than the first threshold TA 1, the operating device ST is located in a neutral position with respect to the frame 8F, indicating that the handlebar 8H is located in a neutral position about a rotation axis with respect to the frame 8F. In a case where the operating device ST is in the neutral position, the assist driving unit DU changes the state to the first state in response to the first control signal CS 11 (steps ST 71, ST 72, and ST 81). That is, in a case where the operating device ST is in the neutral position, the assist driving unit DU operates in the first state in the normal manner. Thus, in a case where the operating device ST is in the neutral position, the assist driving unit DU applies the braking force to the wheel 7A and / or 7B in response to the operation of the operating device ST.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the first threshold TA 1 and greater than the second threshold TA 1, the operating device ST is located at a middle position with respect to the frame 8F, indicating that the handlebar 8H is located at a middle position about the rotation axis with respect to the frame 8F. In a case where the operation device ST is at the middle position, the assist driving unit DU changes the state to the second state in response to the second control signal CS 12 (steps ST 71, ST 73, ST 74, and ST 82). In a case where the operation device ST is at the middle position, the assist driving unit DU normally operates in the second state. In a case where the operating device ST is in the middle position, the assist driving unit DU applies the braking force to the wheel 7A and / or 7B in response to the operation of the operating device ST.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the second threshold value TA 1, the operating device ST is in an end position with respect to the frame 8F, indicating that the handlebar 8H is in an end position around the rotation axis with respect to the frame 8F. In a case where the operation device ST is in the end position, the assist driving unit DU changes the state to the third state in response to the third control signal CS 12 (steps ST 73, ST 75, and ST 83). For example, in a case where the operation device ST is in the end position, the assist driving unit DU decreases the assist ratio regardless of the operation of the operation device ST.In a case where the electric device ED includes the adjustable seatpost AS, the second electric device ED 2 includes the portable device WD, and the additional electric device ED 3 includes the suspension SS, the suspension SS changes its state based on the movement of the portable device WD relative to the adjustable seatpost AS. Specifically, in a case where the portable device WD is attached to the driver's body such as the waist or the head of the driver, the suspension SS changes its state based on the movement of the driver's body relative to the saddle 8S.For example, as seen in FIG. 17, in a case where the arrival angle AG 1 or the departure angle AG 2 is larger than the first threshold TA 1, the portable device WD is farther from the adjustable seatpost AS than a first predetermined distance, indicating that the body of the driver is away from the seat 8S. Namely, the rider gets off the saddle 8S in a state where the portable device WD is more than the first predetermined distance.In a case where the portable device WD is farther from the adjustable seatpost AS than the first predetermined distance, the suspension SS changes the state to the first state in response to the first control signal CS 11 (steps ST 71, ST 72, and ST 81). That is, in a case where the portable device WD is farther from the adjustable seatpost AS than the first predetermined distance, the suspension SS absorbs or suppresses impacts or vibrations within the first stroke or under the first damping performance in the first state. For example, the first stroke is shorter than the second and third strokes. The second stroke is shorter than the third stroke. The first stroke may be zero. The first damping power is lower than the second and third damping powers. The second damping power is lower than the third damping power. Therefore, in a case where the portable device WD is farther from the adjustable seatpost AS than the first predetermined distance, the suspension SS is locked so as not to absorb or attenuate impacts or vibrations.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the first threshold TA 1 and greater than the second threshold TA 1, the length of the portable device WD is shorter than or equal to the first predetermined distance and longer than a second predetermined distance, indicating that the portable device WD is apart from the adjustable seatpost AS at an intermediate distance. In a case where the portable device WD is spaced apart from the adjustable seatpost AS at an intermediate distance, the suspension SS changes the state to the second state in response to the second control signal CS 12 (steps ST 71, ST 73, ST 74, and ST 82). That is, in a case where the portable device WD is located at an intermediate distance from the adjustable seatpost AS, the suspension SS absorbs or suppresses shocks or vibrations within the second stroke or below the second damping performance in the second state. Therefore, in a case where the portable device WD is spaced apart from the adjustable seatpost AS at an intermediate distance, the suspension SS can absorb or attenuate shocks or vibrations in an intermediate region.In a case where the arrival angle AG 1 or the departure angle AG 2 is less than or equal to the second threshold TA 1, the length of the portable device WD is shorter than or equal to the second predetermined distance, indicating that the portable device WD is spaced a short distance from the adjustable seatpost AS. That is, the rider is on the seat 8S in a state where the portable device WD is spaced apart from the adjustable seatpost AS by a short distance. In a case where the portable device WD is spaced apart from the adjustable seatpost AS by a small distance, the suspension SS changes the state to the third state in response to the third control signal CS 12 (steps ST 73, ST 75, and ST 83). That is, in a case where the portable device WD is located at a short distance from the adjustable seatpost AS, the suspension SS absorbs or suppresses shocks or vibrations within the third stroke or below the third damping performance in the third state. Therefore, in a case where the portable device WD is spaced a short distance from the adjustable seatpost AS, the suspension SS can absorb or attenuate shocks or vibrations in a wide range.The position detection system used in the control system 10 may be used together with another sensor, for example, a position sensor and a motion sensor. In such modifications, if necessary or desired, the inclination angle of the human-powered vehicle 2 relative to the road may be detected and used for control of the device ED. The inclination angle may indicate the inclination angle during turning of the human-powered vehicle 2.As seen in FIG. 18, the second electronic control circuit EC 2 in the modification of the above-mentioned embodiment may also be referred to as an electronic control circuit EC 2. The additional electronic control circuit EC 3 may also be referred to as an electronic control circuit EC 3. Namely, the control system 10 of the human-powered vehicle 2 includes the electronic control circuit EC 1. The control system 10 of the human-powered vehicle 2 includes the electronic control circuit EC 2. The control system 10 of the human-powered vehicle 2 includes the electronic control circuit EC 3.The first wireless communicator circuit WC 1 may also be referred to as a wireless communicator circuit WC 1. The second wireless communicator circuit WC 2 may also be referred to as a wireless communicator circuit WC 2. The additional wireless communicator circuit WC 3 may also be referred to as a wireless communicator circuit WC 3. Therefore, the control system 10 includes the radio communication circuit WC 1, the radio communication circuit WC 2, and the radio communication circuit WC 3.The control system 10 includes a pressure sensor S 1, an acceleration sensor S 2, a handlebar load sensor S 3, a saddle load sensor S 4, an assist force sensor S 5, a driver motion sensor S 6, a chain state sensor S 7, a speed sensor S 8, a pedaling frequency sensor S 9, and a crank power sensor S 10. The pressure sensor S 1 may also be referred to as a sensor S 1. The acceleration sensor S 2 may also be referred to as sensor S 2. The steering arm load sensor S 3 may also be referred to as a sensor S 3. The saddle load sensor S 4 may also be referred to as a sensor S 4. The assist power sensor S 5 may also be referred to as sensor S 5. The driver motion sensor S 6 may also be referred to as a sensor S 6. The chain state sensor S 7 may also be referred to as a sensor S 7. The speed sensor S 8 may also be referred to as a sensor S 8. The stepping frequency sensor S 9 may also be referred to as a sensor S 9. The crank power sensor S 10 may also be referred to as a sensor S 10.The pressure sensor S 1 is configured to detect the air pressure in a tire of the wheel 7A and / or 7B (see, for example, FIG. 1 ) as the tire air pressure. The acceleration sensor S 2 is configured to detect the acceleration applied to the human-powered vehicle 2 as the vehicle acceleration. The acceleration sensor S 2 is configured to detect a posture of the human-powered vehicle 2 as vehicle acceleration. The acceleration sensor S 2 is configured to detect an inclination angle of the human-powered vehicle 2 as vehicle acceleration. The link load sensor S 3 is configured to detect a load applied to the link 8H (see, for example, FIG. 1 ) or a change in the position of the link 8H (see, for example, FIG. 1 ) as a link load. The saddle load sensor S 4 is configured to detect the load applied to the saddle 8S (see, e.g., FIG. 1 ) or a change in the position of the saddle 8S (see, e.g., FIG. 1 ) as the saddle load. The saddle load sensor S 4 is configured to detect, as the first saddle load, a first load applied to the saddle 8S (see, e.g., FIG. 1 ) or a change in a position of the saddle 8S (see, e.g., FIG. 1 ) along a longitudinal direction of the adjustable seatpost AS. The saddle load sensor S 4 is configured to detect, as a second saddle load, a second load applied to the saddle 8S (see, e.g., FIG. 1 ) or a change in a position of the saddle 8S (see, e.g., FIG. 1 ) in a lateral direction of the human-powered vehicle 2. The information determined by the sensors may be selected by the control system 10 and / or the user, as required.The assist power sensor S 5 is configured to detect the assist power of the assist driving unit DU (see, for example, FIG. 1 ) as an assist power output. The driver movement sensor S 6 is configured to detect the driver movement. The chain state sensor S 7 is configured to detect a state of the chain 5 (see, for example, FIG. 1 ) as a chain state. For example, the chain state sensor S 7 is configured to detect the vibration of the chain 5 (see, e.g., FIG. 1 ) as a chain state. The speed sensor S 8 is configured to detect a speed of the human-powered vehicle 2 as a traveling speed. For example, the speed sensor S 8 is configured to detect a rotational speed of the wheel 7A and / or 7B (see, for example, FIG. 1 ) as a traveling speed. The pedaling frequency sensor S 9 is configured to detect a pedaling frequency (for example, a rotational speed of the crank 3 (see, for example, FIG. 1 )). The crank power sensor S 10 is configured to detect the crank torque applied to the crank 3 (see, for example, FIG. 1 ) by the user.Each of the pressure sensor S 1, the acceleration sensor S 2, the handlebar load sensor S 3, the saddle load sensor S 4, the assist force sensor S 5, the driver motion sensor S 6, the chain state sensor S 7, the speed sensor S 8, the pedaling frequency sensor S 9, and the crank power sensor S 10 may include a radio communication circuit configured to wirelessly communicate with a radio communication circuit such as the first radio communication circuit WC 1, the second radio communication circuit WC 2, and the additional radio communication circuit WC 3.The pressure sensor S 1 is configured to wirelessly transmit the tire air pressure. The acceleration sensor S 2 is configured to wirelessly transmit the vehicle acceleration. The handle load sensor S 3 is configured to wirelessly transmit the handle load. The saddle load sensor S 4 is configured to wirelessly transmit the saddle load. The assist power sensor S 5 is configured to wirelessly transmit the output assist power. The driver movement sensor S 6 is configured to wirelessly transmit the driver movement. The chain state sensor S 7 is configured to wirelessly transmit the chain state. The speed sensor S 8 is configured to wirelessly transmit the traveling speed. The pedaling frequency sensor S 9 is configured to wirelessly transmit the pedaling frequency. The crank power sensor S 10 is configured to wirelessly transmit the crank torque.The first wireless communication circuit WC 1 is configured to wirelessly receive the tire air pressure, the vehicle acceleration, the steering load, the saddle load, the assist power, the driver's motion, the chain state, the traveling speed, the stepping frequency, and the crank torque from the pressure sensor S 1, the acceleration sensor S 2, the steering load sensor S 3, the saddle load sensor S 4, the assist power sensor S 5, the chain state sensor S 7, the speed sensor S 8, the stepping frequency sensor S 9, and the crank power sensor S 10. The electronic control circuit EC 1, EC 2, or EC 3 is configured to acquire the tire air pressure, the vehicle acceleration, the steering load, the saddle load, the output assist power, the driver's motion, the chain state, the traveling speed, the pedaling frequency, and the crank torque from the pressure sensor S 1, the acceleration sensor S 2, the steering load sensor S 3, the saddle load sensor S 4, the assist power sensor S 5, the driver's motion sensor S 6, the chain state sensor S 7, the speed sensor S 8, the pedaling frequency sensor S 9, and the crank power sensor S 10.In the modification illustrated in FIG. 18, the electronic control circuit EC 1, EC 2, or EC 3 may be configured to generate at least one control signal CS 2 based on the motion information(s) INF 2. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 2. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 2.The motion information(s) INF 2 refers / refer to whether a motion state of the driver is outside a predetermined range. The motion information(s) INF 2 includes fluctuation of a traveling state of the human-powered vehicle 2 during a predetermined time. The fluctuation of the running state refers to one of the tire air pressure, the vehicle acceleration, the steering load, the saddle load, the output assist power, the driver's motion, the chain state, and the running speed of the vehicle 2.The motion information INF 2 includes that the tire air pressure is greater than or less than a pressure threshold for the predetermined time. The motion information INF 2 includes that the vehicle acceleration is greater than or less than an acceleration threshold for the predetermined time. The movement information INF 2 includes that the link load for the predetermined time is greater than or less than a link load threshold value. The movement information INF 2 includes that the saddle load for the predetermined time is greater than or less than a saddle load threshold value. The movement information INF 2 includes that the output assist power for the predetermined time is greater than or less than a power threshold. The motion information INF 2 includes that the driver's motion for the predetermined time is greater than or less than a driver's motion threshold. The movement information INF 2 includes that the chain state is greater than or less than a chain state threshold for the predetermined time. The movement information INF 2 includes that the travel speed for the predetermined time is greater than or less than a speed threshold. The movement information INF 2 includes that the stepping frequency for the predetermined time is greater than or less than a stepping frequency threshold value. The motion information INF 2 includes that the crank torque for the predetermined time is greater than or less than a torque threshold.In the modification illustrated in FIG. 18, the electronic control circuit EC 1, EC 2, or EC 3 may be configured to limit, based on the at least one control signal CS 2, a function of the device ED that is operable with respect to the human-powered vehicle 2. The device ED includes at least one of the operation device ST, the adjustable seatpost AS, the gear changer RD, the suspension SS, the brake device BD, the assist drive unit DU, and the portable device WD.For example, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 21 in a case where the tire air pressure is greater than the pressure threshold for the predetermined time. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 21. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 21. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the at least one control signal CS 21. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 21.The electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 22 in a case where the vehicle acceleration is greater than the acceleration threshold for the predetermined time. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 22. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 22. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the at least one control signal CS 22. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 22.The electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 23 in a case where the link load for the predetermined time is greater than the link load threshold. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 23. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 23. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the at least one control signal CS 23. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 23.The electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 24 in a case where the saddle load is larger than the saddle load threshold for the predetermined time. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 24. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 24. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the at least one control signal CS 24. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 24.The electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 25 in a case where the output assist power is greater than the power threshold for the predetermined time. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 25. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 25. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the at least one control signal CS 25. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 25.The electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 26 in a case where the driver's motion is greater than the driver's motion threshold value during the predetermined time. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 26. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 26. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED on the basis of the at least one control signal CS 26. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 26.The electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 27 in a case where the chain state is greater than the chain state threshold for the predetermined time. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 27. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 27. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the at least one control signal CS 27. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 27.The electronic control circuit EC 1, EC 2, or EC 3 is configured to generate at least one control signal CS 28 in a case where the traveling speed for the predetermined time is greater than a speed threshold. One of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly transmit the at least one control signal CS 28. Another one of the radio communication circuits WC 1, WC 2, and WC 3 is configured to wirelessly receive the at least one control signal CS 28. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the at least one control signal CS 28. The device ED is configured to limit the function of the device ED based on the at least one control signal CS 28.As seen in FIG. 19, in the modification illustrated in FIG. 18, the at least one control signal CS 2 includes at least: a first limit control signal CS 2A for limiting the function of the device ED to a first operation state; a second limit control signal CS 2B for setting the device ED to a second operation state different from the first operation state; and a third limit control signal CS 2C for setting the device ED to a third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change a state of the device ED to the first operating state in response to the first limit control signal CS 2A. The device ED is configured to change the state of the device ED to the second operation state in response to the second limit control signal CS 2B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 2C.For example, the device ED is configured to stop in the first operating state. In the first operating state, the device ED is configured to ignore the operating signal SG 1 transmitted by the actuating device ST or not to react to it. Therefore, the operation of the device ED in the first operating state is restricted. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the control signal CS 2A.The device ED is configured to operate at a first frequency in the second operating state. In the second operating state, the device ED is configured to listen to the operating signal SG 1 during a first time duration and to ignore the operating signal SG 1 during a second time duration. The device ED is configured to repeat the first time duration and the second time duration at the first frequency. Therefore, the operation of the device ED in the second operating state is restricted. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the control signal CS 2B. The energy consumption of the device ED in the second operating state is higher than the energy consumption of the device ED in the first operating state.The device ED is configured to operate in the normal manner in the third operating state. In the third operating state, the device ED is configured to react to the operating signal SG 1. Therefore, the operation of the device ED in the third operation state is not limited. The energy consumption of the device ED in the third operating state is higher than the energy consumption of the device ED in the first operating state and in the second operating state.In the third operating state, the device ED is configured to operate in a first direction in response to a first operating signal included in the operating signal SG. The apparatus ED is configured to operate in a second direction in response to a second operation signal included in the operation signal SG. The second direction is different from the first direction.The device ED may be configured to operate in only one of the first direction and the second direction in the second operating state instead of operating at the first frequency. In this case, the function of the device ED is limited in the second operating state. The electronic control circuit EC 1, EC 2 or EC 3 is configured to limit the function of the device ED based on the control signal CS 2B. The energy consumption of the device ED in the second operating state is higher than the energy consumption of the device ED in the first operating state.At least one of the first restriction control signal CS 2A, the second restriction control signal CS 2B, and the third restriction control signal CS 2C may be omitted from the control signal CS 2, if necessary or desired. At least one of the first operation state, the second operation state, and the third operation state may be omitted from the state of the device ED, if necessary or desired.As seen in FIG. 19, the control signal CS 21 includes at least: a first limit control signal CS 21A for limiting the function of the device ED to the first operation state; a second limit control signal CS 21B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 21C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 21A. The device ED is configured to change the state of the device ED to the second operating state in response to the second limit control signal CS 21B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 21C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 21A and CS 21B.At least one of the first restriction control signal CS 21A, the second restriction control signal CS 21B, and the third restriction control signal CS 21C may be omitted from the control signal CS 21, if necessary or desired.As seen in FIG. 19, the control signal CS 22 includes at least: a first limit control signal CS 22A for limiting the function of the device ED to the first operation state; a second limit control signal CS 22B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 22C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 22A. The device ED is configured to change the state of the device ED to the second operating state in response to the second limit control signal CS 22B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 22C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 22A and CS 22B.At least one of the first restriction control signal CS 22A, the second restriction control signal CS 22B, and the third restriction control signal CS 22C may be omitted from the control signal CS 22, if necessary or desired.As seen in FIG. 19, the control signal CS 23 includes at least: a first limit control signal CS 23A for limiting the function of the device ED to the first operation state; a second limit control signal CS 23B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 23C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 23A. The device ED is configured to change the state of the device ED to the second operating state in response to the second limit control signal CS 23B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 23C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 23A and CS 23B.At least one of the first restriction control signal CS 23A, the second restriction control signal CS 23B, and the third restriction control signal CS 23C may be omitted from the control signal CS 23, if necessary or desired.As seen in FIG. 19, the control signal CS 24 includes at least: a first limit control signal CS 24A for limiting the function of the device ED to the first operation state; a second limit control signal CS 24B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 24C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 24A. The device ED is configured to change the state of the device ED to the second operating state in response to the second limit control signal CS 24B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 24C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 24A and CS 24B.At least one of the first restriction control signal CS 24A, the second restriction control signal CS 24B, and the third restriction control signal CS 24C may be omitted from the control signal CS 24, if necessary or desired.As seen in FIG. 19, the control signal CS 25 includes at least: a first limit control signal CS 25A for limiting the function of the device ED to the first operation state; a second limit control signal CS 25B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 25C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 25A. The device ED is configured to change the state of the device ED to the second operating state in response to the second limit control signal CS 25B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 25C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 25A and CS 25B.At least one of the first restriction control signal CS 25A, the second restriction control signal CS 25B, and the third restriction control signal CS 25C may be omitted from the control signal CS 25, if necessary or desired.As seen in FIG. 19, the control signal CS 26 includes at least: a first limit control signal CS 26A for limiting the function of the device ED to the first operation state; a second limit control signal CS 26B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 26C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 26A. The device ED is configured to change the state of the device ED to the second operating state in response to the second limit control signal CS 26B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 26C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 26A and CS 26B.At least one of the first restriction control signal CS 26A, the second restriction control signal CS 26B, and the third restriction control signal CS 26C may be omitted from the control signal CS 26, if necessary or desired.As seen in FIG. 19, the control signal CS 27 includes at least: a first limit control signal CS 27A for limiting the function of the device ED to the first operation state; a second limit control signal CS 27B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 27C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 27A. The device ED is configured to change the state of the device ED to the second operation state in response to the second limit control signal CS 27B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 27C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 27A and CS 27B.At least one of the first restriction control signal CS 27A, the second restriction control signal CS 27B, and the third restriction control signal CS 27C may be omitted from the control signal CS 27, if necessary or desired.As seen in FIG. 19, the control signal CS 28 includes at least: a first limit control signal CS 28A for limiting the function of the device ED to the first operation state; a second limit control signal CS 28B for setting the device ED to the second operation state different from the first operation state; and a third limit control signal CS 28C for setting the device ED to the third operation state different from the first operation state and the second operation state.For example, the device ED is configured to change the state of the device ED to the first operating state in response to the first limit control signal CS 28A. The device ED is configured to change the state of the device ED to the second operation state in response to the second limit control signal CS 28B. The device ED is configured to change the state of the device ED to the third operating state in response to the third limit control signal CS 28C. Therefore, the electronic control circuit EC 1, EC 2, or EC 3 is configured to limit the function of the device ED based on each of the control signals CS 28A and CS 28B.At least one of the first restriction control signal CS 28A, the second restriction control signal CS 28B, and the third restriction control signal CS 28C may be omitted from the control signal CS 28, if necessary or desired.In a case where the apparatus ED includes the adjustable seatpost AS, the adjustable seatpost AS is configured to maintain the length of the adjustable seatpost AS regardless of the operation signal SG 1 in the first operation state. In the second operation state, the adjustable seatpost AS is configured to maintain the length of the adjustable seatpost AS during the first period independently of the operation signal SG 1, and is configured to change the length of the adjustable seatpost AS in response to the operation signal SG 1 during the second period. In the third operating state, the adjustable seatpost AS is configured to change the length of the adjustable seatpost AS in response to the operation signal SG 1.In a case where the stepping frequency is equal to or less than the stepping frequency threshold and where the crank torque is equal to or less than the torque threshold, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the stepping frequency is equal to or less than the stepping frequency threshold and the crank torque is equal to or less than the torque threshold. This case may include a state in which the human-powered vehicle 2 stops, a standstill state, and a state in which it is stopped. Standstill is a technique in which the driver keeps the balance while the human-powered vehicle 2 remains stationary or is moving only minimally. In the standstill determination state, it is determined whether the state of the vehicle 2 is standstill.In a case where the stepping frequency is larger than the stepping frequency threshold value, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2C. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the third operating state in response to the control signal CS 2C. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the stepping frequency is greater than the stepping frequency threshold value.In a case where the stepping frequency is greater than the stepping frequency threshold and the inclination angle is greater than an inclination threshold, the human-powered vehicle 2 travels uphill. Therefore, in such a case, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not respond to the operation signal SG 1 in a case where the stepping frequency is greater than the stepping frequency threshold and the inclination angle is greater than the inclination threshold.In a case where the stepping frequency is greater than the stepping frequency threshold and the inclination angle is greater than the inclination threshold, the electronic control circuit EC 1, EC 2, or EC 3 may be configured to generate the control signal CS 2B to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the second operating state in response to the control signal CS 2B. Therefore, the adjustable seatpost AS is configured to ignore or not react to the first operation signal included in the operation signal SG 1 in a case where the stepping frequency is greater than the stepping frequency threshold and the inclination angle is greater than the inclination threshold. The adjustable seatpost AS is configured to respond to the second operation signal included in the operation signal SG 1 in a case where the stepping frequency is greater than the stepping frequency threshold and the inclination angle is greater than the inclination threshold. The first direction corresponds to, for example, a direction in which the length of the adjustable seatpost AS decreases. The second direction corresponds to a direction in which the length of the adjustable seatpost AS increases.In a case where the crank torque is greater than the torque threshold and the inclination angle is greater than the inclination threshold, the human-powered vehicle 2 travels uphill. Therefore, in such a case, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the crank torque is greater than the torque threshold and the inclination angle is greater than the inclination threshold.In a case where the crank torque is greater than the torque threshold and the inclination angle is greater than the inclination threshold, the electronic control circuit EC 1, EC 2, or EC 3 may be configured to generate the control signal CS 2B to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the second operating state in response to the control signal CS 2B. Therefore, the adjustable seatpost AS is configured to ignore or not react to the first operation signal included in the operation signal SG 1 in a case where the stepping frequency is greater than the stepping frequency threshold and the inclination angle is greater than the inclination threshold. The adjustable seatpost AS is configured to respond to the second operation signal included in the operation signal SG 1 in a case where the crank torque is greater than the torque threshold and the inclination angle is greater than the inclination threshold. The first direction corresponds to, for example, a direction in which the length of the adjustable seatpost AS decreases. The second direction corresponds to a direction in which the length of the adjustable seatpost AS increases.In a case where a vertical component of the vehicle acceleration is greater than the acceleration threshold and where the inclination angle is less than the inclination threshold, the human-powered vehicle 2 travels downhill. Therefore, in such a case, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the vertical component of the vehicle acceleration is greater than the acceleration threshold and the inclination angle is less than the inclination threshold.In a case where the vertical component of the vehicle acceleration is greater than the acceleration threshold and the inclination angle is less than the inclination threshold, the electronic control circuit EC 1, EC 2, or EC 3 may be configured to generate the control signal CS 2B to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the second operating state in response to the control signal CS 2B. Therefore, the adjustable seatpost AS is configured to ignore or not react to the first operation signal included in the operation signal SG 1 in a case where the vertical component of the vehicle acceleration is greater than the acceleration threshold and the inclination angle is less than the inclination threshold. The adjustable seatpost AS is configured to operate in response to the second operation signal included in the operation signal SG 1 in a case where the vertical component of the vehicle acceleration is greater than the acceleration threshold and the inclination angle is less than the inclination threshold. The first direction corresponds to, for example, a direction in which the length of the adjustable seatpost AS decreases. The second direction corresponds to a direction in which the length of the adjustable seatpost AS increases.In a case where the traveling speed is greater than the speed threshold and the inclination angle is less than the inclination threshold, the human-powered vehicle 2 travels downhill. Therefore, in such a case, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the traveling speed is greater than the speed threshold and the inclination angle is less than the inclination threshold.In a case where the traveling speed is greater than the speed threshold and the inclination angle is less than the inclination threshold, the electronic control circuit EC 1, EC 2, or EC 3 may be configured to generate the control signal CS 2B to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the second operating state in response to the control signal CS 2B. Therefore, the adjustable seatpost AS is configured to ignore or not react to the second operation signal included in the operation signal SG 1 in a case where the stepping frequency is greater than the stepping frequency threshold and the inclination angle is greater than the inclination threshold. The adjustable seatpost AS is configured to respond to the first operation signal included in the operation signal SG 1 in a case where the traveling speed is greater than the speed threshold and the inclination angle is less than the inclination threshold. The first direction corresponds to, for example, a direction in which the length of the adjustable seatpost AS decreases. The second direction corresponds to a direction in which the length of the adjustable seatpost AS increases.In a case where the saddle load is larger than the saddle load threshold, the user sits on the saddle 8S and / or applies a load in the lateral direction. In a case where the first saddle load is greater than a first saddle load threshold and / or where the second saddle load is greater than a second saddle load threshold, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the saddle load is greater than the saddle load threshold value. The adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the first saddle load is greater than a first saddle load threshold and / or where the second saddle load is greater than a second saddle load threshold.In a case where the crank torque is larger than the torque threshold, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the crank torque is greater than the torque threshold.The electronic control circuit EC 1, EC 2, or EC 3 may include a power source sensor. The power source sensor is configured to detect a remaining level of the electric power source of the apparatus ED. In a case where the residual level is below a residual level threshold, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2B to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the second operating state in response to the control signal CS 2B. Therefore, the adjustable seatpost AS is configured to operate at the first frequency in a case where the residual level is below the residual level threshold. As a result, the energy consumption of the electrical energy source of the device ED can be reduced.In a case where the driver's motion is less than the driver's motion threshold for the predetermined time, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2B to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the second operating state in response to the control signal CS 2B. Therefore, the adjustable seatpost AS is configured to operate at the first frequency in a case where the rider movement is below the rider movement threshold for the predetermined time.In a case where a change in vehicle speed is greater than a speed threshold, the human-powered vehicle 2 decelerates. Therefore, in such a case, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2B to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the second operating state in response to the control signal CS 2B. Therefore, the adjustable seatpost AS is configured to ignore or not react to the second operation signal included in the operation signal SG 1 in a case where the change in the vehicle speed is greater than a speed threshold. The adjustable seatpost AS is configured to respond to the first operation signal included in the operation signal SG 1 in a case where the change in the vehicle speed is greater than a speed threshold. The first direction corresponds to, for example, a direction in which the length of the adjustable seatpost AS decreases. The second direction corresponds to a direction in which the length of the adjustable seatpost AS increases.In a case where the stepping frequency is zero and the crank torque is zero, the human-powered vehicle 2 does not travel or is transported. In such a case, the electronic control circuit EC 1, EC 2, or EC 3 is configured to generate the control signal CS 2A to limit the function of the adjustable seatpost AS. The adjustable seatpost AS is configured to change the state of the adjustable seatpost AS to the first operating state in response to the control signal CS 2A. Therefore, the adjustable seatpost AS is configured to ignore or not react to the operation signal SG 1 in a case where the stepping frequency is zero and the crank torque is zero.The second control that the control system 10 performs based on the motion information(s) INF 2 will be described below with reference to FIG. 20.As seen in FIG. 20, the electronic control circuit EC 1 acquires the movement information(s) INF 2 (step ST 6). For example, the electronic control circuit EC 1, EC 2, or EC 3 acquires the output of at least one of the sensors S 1 to S 10 (step ST 61). The electronic control circuit EC 1, EC 2, or EC 3 compares the output with a threshold value (step ST 62). The electronic control circuit EC 1, EC 2, or EC 3 acquires the movement information INF 2 on whether the movement state of the driver is outside the predetermined range (step ST 63).The electronic control circuit EC 1, EC 2, or EC 3 generates the at least one control signal CS 2 based on the motion information(s) INF 2 (step ST 7). For example, the electronic control circuit EC 1, EC 2, or EC 3 generates the control signal CS 21, CS 22, or CS 3 based on the motion information INF 2 (step ST 71). The electronic control circuit EC 1, EC 2, or EC 3 controls the radio communication circuit WC 1, WC 2, or WC 3 to wirelessly transmit the control signals CS 21, CS 22, or CS 3 (step ST 72).The device ED limits the function of the device ED based on the at least one control signal CS 2 (step ST 8). The device ED limits the function of the device ED based on the control signal CS 21, CS 22, or CS 23 (step ST 81).As seen in FIG. 21, the wearable device WD may be configured to be attached to a leg of the driver. In such modifications, as seen in FIG. 4, the second electric device ED 2 includes the portable device WD. The second electric device ED 2 wirelessly transmits the bearing signal SG 2. The electric device ED 1 calculates the arrival angle AG 1 or the departure angle AG 2 as information INF 1. The angle of arrival AG 1 or the angle of departure AG 2 changes during pedaling. The cycle of the fluctuation of the arrival angle AG 1 or the departure angle AG 2 represents a stepping frequency. Therefore, the electric device ED 1 may be configured to determine the stepping frequency based on the information INF 1 in a case where the portable device WD is attached to the driver's leg.In the present application, the term "comprising" and its derivatives, as used herein, are to be understood as open ended terms that specify the presence of stated features, elements, components, groups, integers, and / or steps, but do not preclude the presence of other unspecified features, elements, components, groups, integers, and / or steps. This concept also applies to words of similar meaning, for example the terms "comprise", "comprise" and their derivatives.The terms "component", "portion", "part", "element", "body" and "structure" may have the dual meaning of a single part or a plurality of parts in a case where they are used in the singular.The ordinal numbers such as "first" and "second" mentioned in the present application are merely identifiers, but have no other meaning, for example, a certain order or the like. Moreover, for example, the term "first element" itself does not imply the presence of a "second element", and the term "second element" itself does not imply the presence of a "first element".The term "pair" as used herein may include the configuration in which the pair of elements have different shapes or structures from each other, in addition to the configuration in which the pair of elements have the same shapes or structures as each other.The terms "a" (or "an"), "one or more", and "at least one" may be used interchangeably herein.The phrase "at least one of" as used in this disclosure means "one or more" of a desired selection. For example, the phrase "at least one of" as used in this disclosure means "only a single selection possibility" or "both of two selection possibilities" in a case where the number of selection possibilities is two. As another example, the term "at least one of" used in this disclosure means "only a single choice" or "any combination of equal to or more than two choices" in a case where the number of choices is equal to or greater than three. For example, the phrase "at least one of A and B" includes (1) A alone, (2) B alone, and (3) both A and B. The phrase "at least one of A, B, and C" includes (1) A alone, (2) B alone, (3) C alone, (4) both A and B, (5) both B and C, (6) both A and C, and (7) all A, B, and C. In other words, the phrase "at least one of A and B" does not mean "at least one of A and at least one of B" in this disclosure.Finally, terms such as "substantially", "about" and "approximately" as used herein mean an appropriate deviation from the modified term such that the end result is not substantially changed. All numerical values described in the present application may be understood to include the terms "substantially", "approximately", and "approximately".Of course, numerous modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as described herein.

Claims

An electrical device for a human-powered vehicle, the electrical device comprising: a first radio communication circuit configured to wirelessly communicate with a second radio communication circuit of a second electrical device; and an electronic control circuit electrically connected to the first radio communication circuit, wherein the electronic control circuit is configured to acquire information regarding a positional relationship between the first radio communication circuit and the second radio communication circuit to generate at least one control signal based on the information.The electric apparatus according to claim 1, wherein the information includes direction information related to a directional relationship between the first radio communication circuit and the second radio communication circuit in the human-powered vehicle, and the electronic control circuit is configured to acquire the direction information.The electrical device of claim 2, wherein the electronic control circuit is configured to generate the at least one control signal based on the directional information.The electrical apparatus according to claim 2 or 3, wherein the direction information includes an angle of arrival defined based on a relative position between the first radio communication circuit and the second radio communication circuit, and the electronic control circuit is configured to determine the angle of arrival.The electrical device of claim 4, wherein the electronic control circuit is configured to generate the at least one control signal based on the angle of arrival.The electrical device of claim 4 or 5, wherein the first radio communication circuit includes at least two first antennas.The electrical device of claim 6, wherein the total number of the at least two first antennas is greater than or equal to three.The electrical device of claim 6 or 7, wherein the at least two first antennas are equally spaced apart.The electric device according to any one of claims 4 to 8, wherein the angle of arrival is defined based on a positional relationship between the at least two first antennas and a second antenna of the second radio communication circuit in the human-powered vehicle.The electrical apparatus according to claim 2 or 3, wherein the direction information includes a departure angle defined based on a relative position between the first radio communication circuit and the second radio communication circuit, and the electronic control circuit is configured to determine the departure angle.The electrical device of claim 10, wherein the electronic control circuit is configured to generate the at least one control signal based on the angle of departure.The electrical device of claim 10 or 11, wherein the first radio communication circuit includes a first antenna.The electric device according to any one of claims 10 to 12, wherein the departure angle is defined based on a positional relationship between the first antenna and at least two second antennas of the second radio communication circuit in the human-powered vehicle.The electrical device of any one of claims 1 to 13, further comprising one of an operating device, a variable seat post, a gear changer, a suspension, a braking device, an assist driving unit, and a portable device.The electrical apparatus of claim 14, wherein the second electrical apparatus includes another one of the operating device, the adjustable seatpost, the gear changer, the suspension, the braking device, the assist driving unit, and the portable device.A control system for a human-powered vehicle, the control system comprising the electrical device of claim 1; a sensor configured to be connected to at least one of the first radio communication circuit, the second radio communication circuit, and the electronic control circuit, wherein the sensor is configured to transmit information regarding the positional relationship to the electronic control circuit; and an additional electrical device configured to be controlled by at least one control signal generated by the electronic control circuit.The control system of claim 16, wherein the additional electrical device includes one of the adjustable seatpost, the gear changer, the suspension, the brake device, and the assist drive unit.A control system for a human-powered vehicle, the control system comprising: an electronic control circuit configured to generate at least one control signal based on motion information related to whether a state of motion of a driver is outside a predetermined range, wherein the electronic control circuit is configured to limit a function of a device operable with respect to the human-powered vehicle based on the at least one control signal.The control system according to claim 18, wherein the motion information includes a variation in a driving state of the human-powered vehicle for a predetermined time.The control system according to claim 19, wherein the variation of the running state refers to at least one of a tire air pressure, a vehicle acceleration, a steering load, a saddle load, an assist power, a driver's motion, a chain state, and a running speed of the human-powered vehicle.The control system of any of claims 18 to 20, wherein the at least one control signal includes at least: a first limit control signal to limit the operation of the device to a first operating state; a second limit control signal to place the device in a second operating state that is different from the first operating state; and a third limit control signal to place the device in a third operating state that is different from the first operating state and the second operating state.The electrical device of any of claims 1 to 21, wherein the electronic control circuit is configured to generate the at least one control signal to change a state of suspension between at least two states based on the information.The electrical device of any of claims 1 to 22, wherein the electronic control circuit is configured to generate the at least one control signal to change a state of a variable seat post between at least two states based on the information.The electrical device according to any one of claims 1 to 23, wherein the electronic control circuit is configured to generate the at least one control signal to prevent a brake device from generating a braking force based on the information.The electric device according to any one of claims 1 to 24, wherein the electronic control circuit is configured to generate the at least one control signal to change an assist ratio of an assist driving unit based on the information.The electrical apparatus according to any one of claims 1 to 25, wherein the electronic control circuit is configured to generate the at least one control signal for changing a gear ratio of a gear changer based on the information.

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