Control system for human-powered vehicle

Abstract

To provide a highly reliable control system for a human-powered vehicle.SOLUTION: A control system for a human-powered vehicle includes: a control device configured to control wheels; a control operation device configured to be operated to operate the control device; an auxiliary control operation device different from the control operation device; and a control unit configured to control the operation devices including the control device depending on a control mode. The control mode includes a first mode and a second mode. The control unit is configured so as not to allow the operation of the control device in reaction to the operation of the auxiliary control operation device when the control mode is the first mode. The control unit is configured so as to operate the control device in reaction to the operation of the auxiliary control operation device when the control mode is the second mode.SELECTED DRAWING: Figure 13

Description

Technical Field

[0001] The present disclosure relates to a control system for a human-powered vehicle.

Background Art

[0002] Patent Document 1 discloses an electric braking system for a human-powered vehicle. When an operating device is operated, a braking device is actuated by electric power.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a human-powered vehicle, a high level of reliability is required for a control system that actuates an operating device such as a braking device by electric power in response to an operation of an operating device. One object of the present disclosure is to provide a highly reliable control system for a human-powered vehicle.

Means for Solving the Problems

[0005] A control system for a human-powered vehicle according to a first aspect of the present disclosure includes a braking device configured to brake a wheel, a braking operating device operated to actuate the braking device, a first communication path configured to communicate a first actuation signal between the braking device and the braking operating device, and a second communication path configured to communicate a second actuation signal between the braking device and the braking operating device and different from the first communication path. The control system according to the first aspect has redundancy because there are a plurality of communication paths. For this reason, the reliability of communication between the braking device and the braking operating device is improved, so that the reliability of the control system is improved.

[0006] A control system for a second aspect according to a first aspect of the present disclosure includes a first communication control device provided in the braking operation device, a second communication control device provided in the braking device, and a third communication control device provided in at least one of the braking operation device and the first communication path. The first communication control device is configured to transmit the first operation signal via the first communication path in response to an operation of the braking operation device. The second communication control device is configured to transmit a response signal in response to reception of the first operation signal. The third communication control device is configured to transmit the second operation signal to the second communication control device via the second communication path when the response signal from the second communication control device cannot be received after the transmission of the first operation signal from the first communication control device. According to the control system of the second aspect, when the second communication control device cannot receive the first operation signal, it can receive the second operation signal via the second communication path. Therefore, the reliability of the operation of the braking device is improved.

[0007] In a control system for a human-powered vehicle of a third aspect according to a second aspect of the present disclosure, the third communication control device is provided in the braking operation device, and the first communication control device also serves as the third communication control device. According to the control system of the third aspect, the configuration of the control system is simplified.

[0008] A control system for a human-powered vehicle according to a fourth aspect of the present disclosure includes an actuator, an operating device operated to operate the actuator, a first communication control device provided in the operating device, a second communication control device provided in the actuator, a first communication path configured to communicate a first operation signal between the first communication control device and the second communication control device, a third communication control device provided in at least one of the operating device and the first communication path, and a second communication path configured to communicate a second operation signal between the second communication control device and the third communication control device and different from the first communication path. The first communication control device is configured to transmit the first operation signal via the first communication path in response to an operation of the operating device. The second communication control device is configured to transmit a response signal in response to reception of the first operation signal. The third communication control device is configured to transmit the second operation signal via the second communication path when the response signal from the second communication control device cannot be received after transmission of the first operation signal from the first communication control device. According to the control system of the fourth aspect, when the second communication control device cannot receive the first operation signal, it can receive the second operation signal via the second communication path. Therefore, the reliability of the operation of the actuator is improved.

[0009] In a control system of a fifth aspect according to the fourth aspect of the present disclosure, the actuator includes at least one of a braking device, an electric transmission, an electric assist drive unit, a suspension, and an adjustable seat post. According to the control system of the fifth aspect, the reliability of the operation of at least one of a braking device, an electric transmission, an electric assist drive unit, a suspension, and an adjustable seat post is improved.

[0010] In a control system of a sixth aspect according to the fourth or fifth aspect of the present disclosure, the third communication control device is provided in the operating device, and the first communication control device also serves as the third communication control device. According to the control system of the sixth aspect, the configuration of the control system is simplified.

[0011] In the control system of the seventh aspect according to any one of the second to sixth aspects of the present disclosure, the third communication control device is provided in a component located in the middle of the first communication path. According to the control system of the seventh aspect, when an abnormality or the like occurs in the portion between the third communication control device and the second communication control device in the first communication path and the third communication control device cannot receive a response signal, the second communication control device can receive a second operation signal from the third communication control device via the second communication path.

[0012] In the control system of the eighth aspect according to any one of the second to seventh aspects of the present disclosure, the second communication control device is configured to transmit a first response signal via the first communication path in response to the reception of the first operation signal, and the second communication control device is configured to transmit a second response signal via the second communication path in response to the reception of the second operation signal. According to the control system of the eighth aspect, when there is an abnormality in the first communication path, the second communication control device can communicate via the second communication path.

[0013] In the control system of the ninth aspect according to any one of the second to eighth aspects of the present disclosure, one of the first communication path and the second communication path is a wired communication path, and the other is a wireless communication path, and each of the first communication control device, the second communication control device, and the third communication control device includes a wired communication unit configured to perform wired communication and a wireless communication unit configured to perform wireless communication. According to the control system of the ninth aspect, when there is an abnormality in one of the wired communication path and the wireless communication path, communication can be performed via the other communication path. Also, compared with the case where both the first communication path and the second communication path are wired communication paths, the appearance of the human-powered vehicle is good and the wiring process for the human-powered vehicle is simplified.

[0014] In the control system according to any one of the second to eighth aspects of the present disclosure, the first communication path is a wired communication path, the second communication path is a wireless communication path, and each of the first communication control device, the second communication control device, and the third communication control device includes a wired communication unit configured to perform wired communication via the first communication path and a wireless communication unit configured to perform wireless communication via the second communication path. According to the control system of the tenth aspect, when there is an abnormality in the wired communication path, communication can be performed via the wireless communication path. Further, when there is no abnormality in the wired communication path, the wireless communication path is not used, so that the power consumption required for communication is suppressed.

[0015] In the control system according to any one of the first to eighth aspects of the present disclosure, each of the first communication path and the second communication path is a wired communication path or a wireless communication path. According to the control system of the eleventh aspect, when there is an abnormality in one of the first communication path and the second communication path, communication can be performed via the other communication path.

[0016] In the control system according to any one of the first to eighth aspects of the present disclosure, one of the first communication path and the second communication path is a wired communication path, and the other is a wireless communication path. According to the control system of the twelfth aspect, when there is an abnormality in one of the wired communication path and the wireless communication path, communication can be performed via the other communication path. Further, compared with the case where both the first communication path and the second communication path are wired communication paths, the appearance of the human-powered vehicle is good, and the wiring process for the human-powered vehicle is simplified.

[0017] In the control system according to any one of the first to eighth aspects of the present disclosure, the first communication path is a wired communication path, and the second communication path is a wireless communication path. According to the control system of the thirteenth aspect, when there is an abnormality in the wired communication path, communication can be performed via the wireless communication path.

[0018] A control system for a human-powered vehicle according to a 14th aspect of the present disclosure includes a braking device configured to brake wheels, a braking operation device operated to operate the braking device, a preliminary braking operation device different from the braking operation device, and a control unit configured to control an operating device including the braking device according to a control mode. The control mode has a first mode and a second mode. The control unit is configured not to allow the operation of the braking device in response to the operation of the preliminary braking operation device when the control mode is the first mode. The control unit is configured to operate the braking device in response to the operation of the preliminary braking operation device when the control mode is the second mode. According to the control system of the 14th aspect, in the second mode, the braking device can be operated using the preliminary braking operation device. Therefore, the reliability of the operation of the braking device is improved.

[0019] A control system of a 15th aspect according to the 14th aspect of the present disclosure further includes a communication path provided between the braking device and the braking operation device. When the control unit selects the first mode in the control mode, the control unit is configured to switch the control mode from the first mode to the second mode when there is an abnormality in at least one of the braking device, the braking operation device, and the communication path. According to the control system of the 15th aspect, when there is an abnormality in at least one of the braking device, the braking operation device, and the communication path, the braking device can be operated using the preliminary braking operation device.

[0020] A control system of a 16th aspect according to the 15th aspect of the present disclosure further includes a detection device configured to detect an abnormality in at least one of the braking device, the braking operation device, and the communication path. When the detection device detects an abnormality while the control unit selects the first mode in the control mode, the control unit is configured to switch the control mode from the first mode to the second mode. According to the control system of the 16th aspect, when at least one abnormality among the braking device, the braking operation device, and the communication path is detected by the detection device, the braking device can be operated using the auxiliary braking operation device. Therefore, the reliability of the operation of the braking device is improved.

[0021] In the control system of the 17th aspect according to the 15th or 16th aspect of the present disclosure, the communication path is a wired communication path. According to the control system of the 17th aspect, when there is an abnormality in the wired communication path, the braking device can be operated using the auxiliary braking operation device.

[0022] In the control system of the 18th aspect according to any one of the 14th to 17th aspects of the present disclosure, the braking operation device includes a brake lever and a sensor that detects the operation of the brake lever, and the control unit is configured to switch the control mode from the first mode to the second mode when there is an abnormality in the sensor when the first mode is selected in the control mode. According to the control system of the 18th aspect, when there is an abnormality in the sensor that detects the operation of the brake lever, the braking device can be operated using the auxiliary braking operation device.

[0023] The control system of the 19th aspect according to any one of the 14th to 18th aspects of the present disclosure further includes a mode switching operation unit that is operated to switch the control mode from one of the first mode and the second mode to the other. According to the control system of the 19th aspect, the rider can operate the mode switching operation unit to switch the control mode from the first mode to the second mode, thereby operating the braking device using the auxiliary braking operation device.

[0024] In the control system of the 20th aspect according to any one of the 14th to 19th aspects of the present disclosure, the control unit is configured to operate an operating device different from the braking device in response to an operation of the auxiliary braking operation device when the control mode is the first mode. According to the control system of the 20th aspect, in the first mode, a preliminary braking operation device used to operate an operating device different from the braking device can be used to operate the braking device in the second mode.

[0025] In the control system of the 21st aspect according to the 20th aspect of the present disclosure, the operating device different from the braking device includes at least one of an electric transmission, an electric assist drive unit, a suspension, and an adjustable seat post. According to the control system of the 21st aspect, in the first mode, a preliminary braking operation device used to operate at least one of an electric transmission, an electric assist drive unit, a suspension, and an adjustable seat post can be used to operate the braking device in the second mode.

[0026] In the control system of the 22nd aspect according to any one of the 14th to 21st aspects of the present disclosure, the preliminary braking operation device is a crank, and the control unit is configured not to allow the operation of the braking device in response to the reverse rotation of the crank when the control mode is the first mode, and the control unit is configured to operate the braking device in response to the reverse rotation of the crank when the control mode is the second mode. According to the control system of the 22nd aspect, when the control mode is the second mode, the braking device can be operated by rotating the crank in the reverse direction.

[0027] In the control system of the 23rd aspect according to the 22nd aspect of the present disclosure, the control unit is configured to control the braking device so as to exert a braking force according to the reverse rotation speed of the crank. According to the control system of the 23rd aspect, the braking force of the braking device can be adjusted by changing the reverse rotation speed of the crank.

[0028] In the control system of the 24th aspect according to any one of the 14th to 23rd aspects of the present disclosure, the control unit is provided in at least one of the pre-braking operation device, the braking device, and the electric assist drive unit. According to the control system of the 24th aspect, when the control mode is the second mode, the braking device can be operated using the pre-braking operation device.

Advantages of the Invention

[0029] According to the control system for a human-powered vehicle of the present disclosure, a highly reliable control system for a human-powered vehicle can be provided.

Brief Description of the Drawings

[0030]

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Mode for Carrying Out the Invention

[0031] <First Embodiment> Referring to FIGS. 1 to 12, a control system for a human-powered vehicle according to the first embodiment will be described. The human-powered vehicle 10 shown in FIG. 1 is a vehicle having at least one wheel and capable of being driven by at least human driving force. The human-powered vehicle 10 includes various types of bicycles such as, for example, mountain bikes, road bikes, city bikes, cargo bikes, and hand bikes, recumbents, etc. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, a vehicle having one wheel and a vehicle having three or more wheels. The human-powered vehicle 10 is not limited to a vehicle that can be driven only by human driving force. The human-powered vehicle 10 includes an e-bike (E-bike) that uses the driving force of an electric motor in addition to human driving force for propulsion. The e-bike includes an electric assist bicycle whose propulsion is assisted by an electric motor. Hereinafter, the human-powered vehicle 10 will be described as a bicycle.

[0032] In this specification, the terms "front", "rear", "forward", "rearward", "left", "right", "side", "upward", and "downward" indicating the following directions, as well as any other similar direction-indicating terms, refer to those directions determined based on a rider facing the handlebar 24 at the reference position (for example, on the saddle or seat) of the human-powered vehicle 10.

[0033] As shown in FIG. 1, the human-powered vehicle 10 includes a front wheel 12, a rear wheel 14, a human-powered vehicle body 16, a drive mechanism 18, a battery unit 38, an operating device 40, a cycle computer 42, and an operation unit 44. The human-powered vehicle body 16 includes a frame 20, a front fork 22, a handlebar 24, and a seat post 26. The operating device 40 includes a braking device 40A, 40B, an electric transmission 40C, an electric assist drive unit 40D, a suspension 40E, an adjustable seat post 40F, a front lamp 40G, and a rear lamp 40H. In the present embodiment, the braking device 40A is a front braking device 40A supported by the front fork 22. In the present embodiment, the braking device 40B is a rear braking device 40B supported by the frame 20. The operating device 40 may include only one of the front braking device 40A and the rear braking device 40B. The operating device 40 is also referred to as a component for a human-powered vehicle. The front fork 22 is supported by the frame 20 and connected to the axle 12A of the front wheel 12. The handlebar 24 is detachably connected to the front fork 22 via a stem 24A. The seat post 26 is connected to the frame 20 and supported by the frame 20.

[0034] The battery unit 38 is attached to, for example, the frame 20. The cycle computer 42 is attached to, for example, the handlebar 24. The human-powered vehicle 10 may include a plurality of operation units 44. The plurality of operation units 44 are attached to, for example, the right side portion and the left side portion of the handlebar 24, respectively. FIG. 1 shows the operation unit 44 attached to the right side portion of the handlebar 24.

[0035] The human-powered vehicle 10 travels by transmitting the human driving force to the rear wheel 14 via the drive mechanism 18. The drive mechanism 18 includes a crank 28, a pair of pedals 30, a front rotating body 32, a rear rotating body 34, and a chain 36.

[0036] The crank 28 includes a crankshaft 28A and a pair of crank arms 28B. When the crank 28 is provided in the electric assist drive unit 40D, the drive mechanism 18 may be configured to include a part of the electric assist drive unit 40D. In this case, the drive mechanism 18 may include, for example, an output portion of the electric assist drive unit 40D, and may be further configured to include a connecting portion that connects the crankshaft 28A and the output portion of the electric assist drive unit 40D.

[0037] In the present embodiment, the crankshaft 28A is rotatably supported by the housing of the electric assist drive unit 40D connected to the frame 20. The pair of crank arms 28B are attached to the crankshaft 28A. The pair of pedals 30 are rotatably connected to each of the crank arms 28B.

[0038] The front rotating body 32 is connected to the crankshaft 28A. In the present embodiment, the front rotating body 32 includes one or more front sprockets 32A. The rear rotating body 34 includes one or more rear sprockets 34A. The chain 36 is wound around the front rotating body 32 and the rear rotating body 34. When the crank 28 rotates in one direction by the manual driving force applied to the pedal 30, the rear wheel 14 also rotates in one direction by the front rotating body 32, the chain 36, and the rear rotating body 34. In another example, the front rotating body 32 includes one or more front pulleys, and the rear rotating body 34 includes one or more rear pulleys connected to the front rotating body 32 by a belt.

[0039] The battery unit 38 includes a battery 38A and a battery holder 38B for detachably attaching the battery 38A to the frame 20. The battery 38A includes a rechargeable battery. The battery 38A supplies power to at least one of the operating devices 40 that is electrically connected to the battery 38A. The battery unit 38 may be housed in the frame 20. At least one of the operating devices 40 may not be supplied with power from the battery 38A and may be individually provided with a battery.

[0040] As shown in FIG. 2, the operation unit 44 includes one or more operating devices 50. The operating device 50 can be operated by the rider. The operating device 50 is operated to operate the actuating device 40. The actuating device 40 may include at least one of the braking devices 40A and 40B, the electric transmission 40C, the electric assist drive unit 40D, the suspension 40E, and the adjustable seat post 40F. The actuating device 40 may further include at least one of the front lamp 40G and the rear lamp 40H. The actuating device 40 is an electric actuating device. A battery may be built into the operating device 50. As shown in FIG. 4, the operating device 50 may include braking operating devices 50A and 50B, a shift operating device 50C, an assist mode switching operating device 50D, a suspension mode switching operating device 50E, and an adjustable seat post operating device 50F.

[0041] The braking operating devices 50A and 50B are operated to operate the braking devices 40A and 40B. As shown in FIG. 4, in the present embodiment, the braking operating devices 50A and 50B include a right-side braking operating device 50A that is operated to operate the front braking device 40A, and a left-side braking operating device 50B that is operated to operate the rear braking device 40B. The shift operating device 50C is operated to operate the electric transmission 40C. The assist mode switching operating device 50D is operated to switch the assist mode of the electric assist drive unit 40D. The suspension mode switching operating device 50E is operated to switch the state of the suspension 40E. The adjustable seat post operating device 50F is operated to operate the adjustable seat post 40F. The operating device 50 may further include a lamp operating device. The lamp operating device is operated to operate the front lamp 40G and the rear lamp 40H.

[0042] The electric assist drive unit 40D operates to switch the assist mode in response to an operation of the assist mode switching operation device 50D. The assist mode switching operation device 50D is an operation device that is operated to activate the electric assist drive unit 40D. The suspension 40E operates to switch its state in response to an operation of the suspension mode switching operation device 50E. The suspension mode switching operation device 50E is an operation device that is operated to activate the suspension 40E.

[0043] In one example, the right operation unit 44 shown in FIG. 2 may include a right braking operation device 50A, a shift operation device 50C, and an assist mode switching operation device 50D. The right braking operation device 50A has a brake lever 52. The shift operation device 50C has a shift-up switch 54A and a shift-down switch 54B. The assist mode switching operation device 50D has a mode switching switch 56. The left operation unit 44 may include a left braking operation device 50B, a suspension mode switching operation device 50E, and an adjustable seat post operation device 50F. The left braking operation device 50B has a brake lever. The suspension mode switching operation device 50E has a mode switching switch. The adjustable seat post operation device 50F has an adjustment switch. The braking operation devices 50A, 50B include brake levers for road bikes, but may also include brake levers for mountain bikes or city bikes. The braking operation devices 50A, 50B may be configured not to include a brake lever.

[0044] The braking devices 40A and 40B are configured to brake the wheels 12 and 14. In the present embodiment, the front braking device 40A is configured to brake the front wheel 12. In the present embodiment, the rear braking device 40B is configured to brake the rear wheel 14. The braking devices 40A and 40B may be rim brakes, disk brakes, or roller brakes. The braking devices 40A and 40B are, for example, electric braking devices. As shown in FIG. 3, in the present embodiment, the braking devices 40A and 40B are electric disk brakes. Each braking device 40A and 40B includes a disk rotor 62, a pair of brake pads 64, a brake actuator 66, a second communication control device 84, and a battery 68. The brake actuator 66 includes a motor unit 66A and a conversion mechanism 66B. The conversion mechanism 66B is, for example, a cam or a ball spline. In response to the operation of the brake lever 52 of the braking operation devices 50A and 50B, the motor unit 66A operates. The conversion mechanism 66B converts the rotational motion of the motor unit 66A into a linear motion to move at least one brake pad 64 and press it against the disk rotor 62. The brake pads 64 brake the wheels 12 and 14 by sandwiching the disk rotor 62. The second communication control device 84 includes a wired connection portion 70 to which a communication cable 92 is connected.

[0045] The electric transmission 40C can change the ratio of the rotational speed of the rear wheel 14 to the rotational speed of the crank 28. As shown in FIG. 1, the electric transmission 40C includes a rear derailleur. The rear derailleur is provided near the rear end of the frame 20. When the rear rotating body 34 includes a plurality of rear sprockets 34A, the rear derailleur changes the chain 36 among the plurality of rear sprockets 34A. The electric transmission 40C may further include a front derailleur. The front derailleur is provided near the crankshaft 28A. When the front rotating body 32 includes a plurality of front sprockets 32A, the front derailleur changes the chain 36 among the plurality of front sprockets 32A. In response to the operation of the shift-up switch 54A or the shift-down switch 54B of the shift operation device 50C, the electric transmission 40C performs a shifting operation.

[0046] The electric assist drive unit 40D assists in propelling the human-powered vehicle 10. The electric assist drive unit 40D includes an assist actuator 72. The assist actuator 72 includes an electric motor. In the present embodiment, the assist actuator 72 transmits a driving force to the power transmission path of the human-powered driving force from the crankshaft 28A to the front rotating body 32. The electric assist drive unit 40D includes a torque sensor that detects the torque applied to the crank 28. Preferably, the electric assist drive unit 40D further includes a crank sensor 74 that detects the rotation of the crank 28. The assist actuator 72 is driven according to the detection result of the torque sensor. The assist actuator 72 operates in a plurality of assist modes with different assist ratios. The electric assist drive unit 40D operates to switch the assist mode in response to the operation of the mode switch 56 of the assist mode switching operation device 50D.

[0047] The suspension 40E is provided on the front fork 22 and attenuates the impact applied to the front wheel 12. The suspension 40E can be selectively switched between a locked state in which the function of the suspension 40E is restricted and an unlocked state in which the function of the suspension 40E is not restricted. The suspension 40E may be provided on the frame 20 and include one that can attenuate the impact applied to the rear wheel 14. The suspension 40E may be any of a hydraulic type, a pneumatic type, and a hybrid type of hydraulic and pneumatic suspension. The suspension 40E includes an electric actuator such as an electric motor or an electromagnetic solenoid. The electric actuator controls a valve that opens and closes a flow path of oil or air. The suspension 40E is selectively switched between the locked state and the unlocked state in response to the operation of the mode switch of the suspension mode switching operation device 50E. The suspension 40E may be configured to be able to change the damping force in a plurality of stages separately from the locked state and the unlocked state. In this case, the suspension 40E may be configured to switch the damping force by one stage each time the suspension mode switching operation device 50E is operated.

[0048] The adjustable seat post 40F is attached to the seat post 26. The adjustable seat post 40F raises and lowers the seat post 26 with respect to the frame 20. The adjustable seat post 40F includes an electric actuator such as an electric motor. The adjustable seat post 40F raises or lowers the seat post 26 in response to the operation of the adjustment switch of the adjustable seat post operation device 50F.

[0049] The front lamp 40G is attached to the front fork 22 or the handlebar 24. The rear lamp 40H is attached to the rear part of the frame 20. The lamps 40G, 40H are configured to be able to switch between lighting and extinguishing. The lamps 40G, 40H light up or go out in response to the operation of the lamp operation device.

[0050] As shown in FIG. 4, a control system 80 for a manually driven vehicle includes an actuator 40, an operation device 50, a first communication control device 82, a second communication control device 84, a first communication path P1, a third communication control device 86, and a second communication path P2. The first communication control device 82 is provided in the operation device 50. In the example shown in FIG. 4, each of the right braking operation device 50A and the left braking operation device 50B has the first communication control device 82. The second communication control device 84 is provided in the actuator 40. In the example shown in FIG. 4, each of the front braking device 40A and the rear braking device 40B has the second communication control device 84.

[0051] The third communication control device 86 is provided in the operation device 50, and the first communication control device 82 may also serve as the third communication control device 86. The third communication control device 86 is provided in the braking operation devices 50A and 50B, and the first communication control device 82 may also serve as the third communication control device 86. In the present embodiment, each of the right braking operation device 50A and the left braking operation device 50B has the first communication control device 82 that also serves as the third communication control device 86. In the present embodiment, since the first communication control device 82 also serves as the third communication control device 86, hereinafter, the third communication control device 86 may be referred to as the third communication control devices 82 and 86.

[0052] The first communication path P1 is configured to communicate a first operation signal between the first communication control device 82 and the second communication control device 84. The first communication control device 82 is configured to transmit a first operation signal via the first communication path P1 in response to an operation of the operation device 50. The second communication control device 84 is configured to transmit a response signal in response to the reception of the first operation signal. The third communication control devices 82, 86 are provided in at least one of the operation device 50 and the first communication path P1. The second communication path P2 is configured to communicate a second operation signal between the second communication control device 84 and the third communication control devices 82, 86 and is a communication path different from the first communication path P1. The third communication control devices 82, 86 are configured to transmit a second operation signal via the second communication path P2 when they cannot receive the response signal from the second communication control device 84 after the transmission of the first operation signal from the first communication control device 82.

[0053] As shown in FIG. 4, a control system 80 for a human-powered vehicle includes braking devices 40A, 40B, braking operation devices 50A, 50B, a first communication path P1, and a second communication path P2. The first communication path P1 is configured to communicate a first operation signal between the braking devices 40A, 40B and the braking operation devices 50A, 50B. The second communication path P2 is configured to communicate a second operation signal between the braking devices 40A, 40B and the braking operation devices 50A, 50B and is a communication path different from the first communication path P1.

[0054] The control system 80 further includes a first communication control device 82, a second communication control device 84, and a third communication control device 82, 86. The first communication control device 82 is provided in the braking operation devices 50A, 50B. The first communication control device 82 is configured to transmit a first actuation signal via the first communication path P1 in response to the operations of the braking operation devices 50A, 50B. The second communication control device 84 is provided in the braking devices 40A, 40B. The second communication control device 84 is configured to transmit a response signal in response to the reception of the first actuation signal. The third communication control device 82, 86 is provided in at least one of the braking operation devices 50A, 50B and the first communication path P1. The third communication control device 82, 86 is configured to transmit a second actuation signal to the second communication control device 84 via the second communication path P2 when the response signal from the second communication control device 84 cannot be received after the transmission of the first actuation signal from the first communication control device 82.

[0055] In the present embodiment, the second communication control device 84 is configured to transmit a first response signal via the first communication path P1 in response to the reception of the first actuation signal. The second communication control device 84 is configured to transmit a second response signal via the second communication path P2 in response to the reception of the second actuation signal.

[0056] As shown in FIG. 4, in the present embodiment, a plurality of operation devices 50 are each connected to the cycle computer 42 by a communication cable 92. For example, the shift operation device 50C, the assist mode switching operation device 50D, the suspension mode switching operation device 50E, and the adjustable seat post operation device 50F are each connected to the cycle computer 42 by a communication cable 92. The cycle computer 42 is connected to the first junction 94 by a communication cable 92. The first junction 94 is connected to the electric assist drive unit 40D by a communication cable 92. The right braking operation device 50A and the left braking operation device 50B are each connected to the first junction 94 by a communication cable 92. The battery 38A, the front lamp 40G, and the rear lamp 40H are electrically connected to the electric assist drive unit 40D. The electric assist drive unit 40D is connected to the second junction 96 by a communication cable 92. The plurality of actuators 40 are each connected to the second junction 96 by a communication cable 92. For example, the front brake device 40A, the rear brake device 40B, the electric transmission 40C, the adjustable seat post 40F, and the suspension 40E are each connected to the second junction 96 by a communication cable 92. The communication cable 92 is, for example, a power line configured to be able to perform power line communication (PLC). The communication cable 92 may be a communication line that does not carry power.

[0057] The operation device 50 having the first communication control device 82 may be at least one of the shift operation device 50C, the assist mode switching operation device 50D, the suspension mode switching operation device 50E, and the adjustable seat post operation device 50F instead of or in addition to the braking operation devices 50A, 50B. Also in this case, the first communication control device 82 may also serve as the third communication control device 86.

[0058] The operating device 40 having the second communication control device 84 may be at least one of an electric transmission 40C, an electric assist drive unit 40D, a suspension 40E, and an adjustable seat post 40F instead of or in addition to the braking devices 40A and 40B.

[0059] The third communication control device 86 may be provided in a component located in the middle of the first communication path P1. In the present embodiment, the electric assist drive unit 40D located in the middle of the first communication path P1 has the third communication control device 86. The third communication control device 86 may be provided in at least one of the first junction 94 and the second junction 96. Alternatively, the third communication control device 86 may be provided at any location within the first communication path P1.

[0060] Each of the first communication path P1 and the second communication path P2 is a wired communication path or a wireless communication path. The wired communication path is configured to be able to perform, for example, power line communication (PLC). Preferably, one of the first communication path P1 and the second communication path P2 is a wired communication path and the other is a wireless communication path. As shown in FIGS. 5 to 7, each of the first communication control device 82, the second communication control device 84, and the third communication control device 86 includes a wired communication unit 104, 114, 124 configured to perform wired communication and a wireless communication unit 106, 116, 126 configured to perform wireless communication. In the present embodiment, the first communication path P1 is a wired communication path and the second communication path P2 is a wireless communication path. As shown in FIGS. 5 to 7, each of the first communication control device 82, the second communication control device 84, and the third communication control device 86 includes a wired communication unit 104, 114, 124 and a wireless communication unit 106, 116, 126. The wired communication units 104, 114, 124 are configured to perform wired communication via the first communication path P1. The wireless communication units 106, 116, 126 are configured to perform wireless communication via the second communication path P2.

[0061] As shown in FIG. 4, in the present embodiment, a communication cable 92 that connects the right braking operation device 50A to the front braking device 40A via the first junction 94, the electric assist drive unit 40D, and the second junction 96 forms a first communication path P1 that is a wired communication path. A communication cable 92 that connects the left braking operation device 50B to the rear braking device 40B via the first junction 94, the electric assist drive unit 40D, and the second junction 96 also forms a first communication path P1 that is a wired communication path. A second communication path P2 that is a wireless communication path is provided between the right braking operation device 50A and the front braking device 40A. A second communication path P2 that is a wireless communication path is also provided between the left braking operation device 50B and the rear braking device 40B. Each of the braking operation devices 50A and 50B and the corresponding braking devices 40A and 40B can perform both wired communication and wireless communication with each other. The second communication path P2 that is a wireless communication path may be provided between each of the braking operation devices 50A and 50B and the electric assist drive unit 40D, or may be provided between each of the braking devices 40A and 40B and the electric assist drive unit 40D. The electric assist drive unit 40D may be capable of performing both wired communication and wireless communication with each of the braking operation devices 50A and 50B, or may be capable of performing both wired communication and wireless communication with each of the braking devices 40A and 40B.

[0062] FIG. 5 shows the electrical configuration of the right braking operation device 50A. Since the left braking operation device 50B has a similar configuration, the left braking operation device 50B will also be described with reference to FIG. 5. Each braking operation device 50A, 50B includes a first communication control device 82, a battery 108, and a sensor 100. The first communication control device 82 is a circuit including a control unit 102, a wired communication unit 104, and a wireless communication unit 106. The wired communication unit 104 is a circuit configured to perform wired communication with each component in the control system 80 via a communication cable 92. The wireless communication unit 106 is a circuit configured to perform wireless communication with the corresponding braking devices 40A, 40B. The wireless communication unit 106 may be configured to perform wireless communication with components other than the braking devices 40A, 40B, such as an electric assist drive unit 40D. The battery 108 supplies power to the first communication control device 82. When the sensor 100 detects the operation of the brake lever 52, the sensor 100 outputs an operation detection signal at a level corresponding to the operation amount of the brake lever 52 to the control unit 102. When the control unit 102 receives the operation detection signal, the control unit 102 transmits an operation signal including information indicating the operation amount of the brake lever 52 to the corresponding braking devices 40A, 40B. The operation signal includes a first operation signal transmitted from the wired communication unit 104 through a first communication path P1 and a second operation signal transmitted from the wireless communication unit 106 through a second communication path P2.

[0063] FIG. 6 shows the electrical configuration of the front brake device 40A. Since the rear brake device 40B has the same configuration, the rear brake device 40B will also be described with reference to FIG. 6. Each of the brake devices 40A and 40B includes a second communication control device 84, a battery 68, and a brake actuator 66. The second communication control device 84 is a circuit including a control unit 112, a wired communication unit 114, and a wireless communication unit 116. The wired communication unit 114 is a circuit configured to perform wired communication with each component in the control system 80 via a communication cable 92. The wireless communication unit 116 is a circuit configured to perform wireless communication with the corresponding brake operation devices 50A and 50B. The wireless communication unit 116 may be configured to perform wireless communication with components other than the brake operation devices 50A and 50B, such as an electric assist drive unit 40D. The battery 68 supplies power to the second communication control device 84 and the brake actuator 66. When the control unit 112 receives an operation signal through the wired communication unit 114 or the wireless communication unit 116, it transmits a response signal through the wired communication unit 114 or the wireless communication unit 116. The control unit 112 drives the brake actuator 66 so that a braking force corresponding to the operation amount of the brake lever 52 is exerted. The response signal includes a first response signal transmitted from the wired communication unit 114 through the first communication path P1 and a second response signal transmitted from the wireless communication unit 116 through the second communication path P2.

[0064] As shown in FIG. 7, the electric assist drive unit 40D includes a third communication control device 86 and an assist actuator 72. The third communication control device 86 is a circuit including a control unit 122, a wired communication unit 124, and a wireless communication unit 126. The wired communication unit 124 is a circuit configured to perform wired communication with each component in the control system 80 via a communication cable 92. The wireless communication unit 126 is a circuit configured to perform wireless communication with the braking operation devices 50A, 50B and the braking devices 40A, 40B. When the control unit 122 receives an operation signal from the braking operation devices 50A, 50B through the wired communication unit 124 or the wireless communication unit 126, the control unit 122 transmits the operation signal to the braking devices 40A, 40B through the wired communication unit 124 or the wireless communication unit 126. After receiving the operation signal from the braking operation devices 50A, 50B, if the control unit 122 cannot receive a response signal from the braking devices 40A, 40B through the wired communication unit 124 or the wireless communication unit 126, the control unit 122 transmits the operation signal to the braking devices 40A, 40B through the wired communication unit 124 or the wireless communication unit 126. The operation signal includes a first operation signal transmitted from the wired communication unit 124 through the first communication path P1 and a second operation signal transmitted from the wireless communication unit 126 through the second communication path P2.

[0065] As shown in FIG. 8, the cycle computer 42 includes a display unit 138, an operation unit 136, a control unit 132, and a communication unit 134. The operation unit 136 is operable by the rider. In one example, the operation unit 136 includes one or more buttons. The display unit 138 is configured to display various information regarding the human-powered vehicle 10. The various information regarding the human-powered vehicle 10 includes information regarding vehicle speed, information regarding cadence, information regarding heart rate, and information regarding travel distance. The display unit 138 is configured to display information regarding the operation device 40 controlled in response to the operation of the operation device 50. The display unit 138 includes a display panel. The display panel includes, for example, a liquid crystal display panel or an organic EL (Electro Luminescence) display panel. The communication unit 134 is a circuit configured to perform wired communication with each component in the control system 80 via a communication cable 92. The communication unit 134 may include a wireless communication unit.

[0066] FIG. 9 shows the electrical configuration of the shift operation device 50C. Since the assist mode switching operation device 50D, the suspension mode switching operation device 50E, and the adjustable seat post operation device 50F also have the same configuration, these operation devices 50D, 50E, 50F will also be described with reference to FIG. 9. Each of the operation devices 50C, 50D, 50E, 50F includes an operation unit 146, a control unit 142, and a communication unit 144. The operation unit 146 is operable by the rider. The shift operation device 50C has an upshift switch 54A and a downshift switch 54B as the operation unit 146. The assist mode switching operation device 50D has a mode switch 56 as the operation unit 146. The suspension mode switching operation device 50E has a mode switch as the operation unit 146. The adjustable seat post operation device 50F has an adjustment switch as the operation unit 146. The control unit 142 transmits an operation signal through the communication unit 144 in response to the operation of the operation unit 146. The communication unit 144 is a circuit configured to perform wired communication with each component in the control system 80 via a communication cable 92. The communication unit 144 may include a wireless communication unit. In this case, the actuating device 40 corresponding to each of the operation devices 50C, 50D, 50E, 50F also includes a wireless communication unit.

[0067] In FIGS. 5 to 9, each of the control units 102, 112, 122, 132, and 142 is a processor or a processing circuit that executes a predetermined program. The control units 102, 112, 122, 132, and 142 include, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control units 102, 112, 122, 132, and 142 preferably include a memory that stores a program. The memory includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a ROM (Read-Only Memory), an EPROM (Erasable Programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read-Only Memory), and a flash memory. The volatile memory includes, for example, a RAM (Random Access Memory). Each of the control units 102, 112, 122, 132, and 142 is not limited to executing software processing. For example, each of the control units 102, 112, 122, 132, and 142 may include a dedicated hardware circuit (e.g., an ASIC; Application Specific Integrated Circuit, etc.) that executes at least a part of the processing to be executed through hardware processing. Each of the control units 102, 112, 122, 132, and 142 may be configured to include at least one of a circuit that executes software processing according to a program and a hardware circuit that executes hardware processing.

[0068] Referring to FIG. 10, the operation of the control unit 102 of the first communication control device 82 included in each of the braking operation devices 50A and 50B will be described. The processing shown in the flowchart of FIG. 10 is repeatedly executed at predetermined time intervals. In the flowchart shown in FIG. 10, the first communication control device 82 also serves as the third communication control device 86.

[0069] In step S1, the control unit 102 determines, based on the operation detection signal from the sensor 100, whether the sensor 100 has detected an operation of the brake lever 52. In step S1, if the control unit 102 determines that the sensor 100 has not detected an operation of the brake lever 52, the process ends. In step S1, if the control unit 102 determines that the sensor 100 has detected an operation of the brake lever 52, it proceeds to step S2. In step S2, the control unit 102 transmits a first actuation signal to the corresponding braking devices 40A, 40B via the first communication path P1 from the wired communication unit 104 and proceeds to step S3.

[0070] In step S3, the control unit 102 determines whether it has received a first response signal from the corresponding braking devices 40A, 40B. For example, if the first response signal is received within a specified time from the transmission of the first actuation signal, an affirmative determination is made in step S3. Alternatively, if the first response signal is received while the transmission of the first actuation signal is repeated a specified number of times, an affirmative determination is made in step S3. In step S3, if the control unit 102 determines that it has received the first response signal, the process ends. In step S3, if the control unit 102 determines that it has not received the first response signal, it proceeds to step S4, transmits a second actuation signal to the corresponding braking devices 40A, 40B via the second communication path P2 from the wireless communication unit 106, and ends the process.

[0071] Referring to FIG. 11, the operation of the control unit 112 of the second communication control device 84 provided in each braking device 40A, 40B will be described. The process shown in the flowchart of FIG. 11 is repeatedly executed at predetermined time intervals.

[0072] In step S11, the control unit 112 determines whether it has received a first activation signal from the first communication path P1 through the wired communication unit 114. If the control unit 112 determines in step S11 that it has received the first activation signal, it proceeds to step S12. In step S12, the control unit 112 transmits a first response signal from the wired communication unit 114 to the corresponding braking operation devices 50A, 50B via the first communication path P1, and proceeds to step S13. In step S13, the control unit 112 activates the brake actuators 66 of the braking devices 40A, 40B and ends the process.

[0073] If the control unit 112 determines in step S11 that it has not received the first activation signal, it proceeds to step S14. In step S14, the control unit 112 determines whether it has received a second activation signal from the second communication path P2 through the wireless communication unit 116. If the control unit 112 determines in step S14 that it has not received the second activation signal, it ends the process. If the control unit 112 determines in step S14 that it has received the second activation signal, it proceeds to step S15. In step S15, the control unit 112 transmits a second response signal from the wireless communication unit 116 to the corresponding braking operation devices 50A, 50B via the second communication path P2, and proceeds to step S13. In step S13, the control unit 112 activates the brake actuators 66 of the braking devices 40A, 40B and ends the process.

[0074] Referring to FIG. 12, the operation of the control unit 122 of the third communication control device 86 included in the electric assist drive unit 40D will be described. The process shown in the flowchart of FIG. 12 is repeatedly executed at predetermined time intervals.

[0075] In step S21, the control unit 122 determines whether it has received a first activation signal from the first communication path P1 through the wired communication unit 124. If the control unit 122 determines in step S21 that it has not received the first activation signal, the process ends. If the control unit 122 determines in step S21 that it has received the first activation signal, it proceeds to step S22. In step S22, the control unit 122 transmits the first activation signal from the wired communication unit 124 to the braking devices 40A and 40B corresponding to the braking operation devices 50A and 50B, which are the transmission sources of the first activation signal, via the first communication path P1, and proceeds to step S23.

[0076] In step S23, the control unit 122 determines whether it has received a first response signal from the braking devices 40A and 40B, which are the transmission destinations of the first activation signal, through the first communication path P1 and the wired communication unit 124. For example, if the first response signal is received within a specified time from the transmission of the first activation signal, an affirmative determination is made in step S23. Alternatively, if the first response signal is received while the transmission of the first activation signal is repeated a specified number of times, an affirmative determination is made in step S23. If the control unit 122 determines in step S23 that it has received the first response signal, the process ends. For example, the first response signal is sent from the electric assist drive unit 40D to the braking operation devices 50A and 50B, which are the transmission sources of the first activation signal, via the first communication path P1. If the control unit 122 determines in step S23 that it has not received the first response signal, it proceeds to step S24. In step S24, the control unit 122 transmits a second activation signal from the wireless communication unit 126 to the braking devices 40A and 40B corresponding to the braking operation devices 50A and 50B, which are the transmission sources of the first activation signal, via the second communication path P2, and ends the process.

[0077] When the process of FIG. 12 is executed, the control unit 102 of the first communication control device 82 provided in each of the braking operation devices 50A and 50B does not have to execute the process of step S4 in FIG. 10 even if it has received a second response signal directly from the braking devices 40A and 40B or via the electric assist drive unit 40D when it has not received the first response signal.

[0078] When the control unit 122 of the electric assist drive unit 40D determines that the first response signal has not been received in step S23 of FIG. 12, it may determine that there is an abnormality in a portion of the first communication path P1 between the electric assist drive unit 40D and the braking devices 40A and 40B, the second junction 96, or the braking devices 40A and 40B.

[0079] <Second Embodiment> With reference to FIGS. 13 to 19, a control system 80 for a human-powered vehicle according to the second embodiment will be described. Among the configurations of the control system 80 of the second embodiment, the configurations common to the first embodiment are denoted by the same reference numerals as those in the first embodiment, and redundant descriptions will be omitted. Please also refer to FIGS. 1 to 3 and FIGS. 5 to 9 as appropriate.

[0080] As shown in FIG. 13, the control system 80 for a human-powered vehicle includes braking devices 40A and 40B, braking operation devices 50A and 50B, a preliminary braking operation device 150, and control units 112, 122, and 142. The preliminary braking operation device 150 is an operation device 50 different from the braking operation devices 50A and 50B.

[0081] The preliminary braking operation device 150 may include at least one of a shift operation device 50C, an assist mode switching operation device 50D, a suspension mode switching operation device 50E, and an adjustable seat post operation device 50F. The preliminary braking operation device 150 may further include a lamp operation device. The preliminary braking operation device 150 may be a crank 28.

[0082] The control units 112, 122, and 142 may be provided in at least one of the preliminary braking operation device 150, the braking devices 40A and 40B, and the electric assist drive unit 40D. The control units 112, 122, and 142 are configured to control the operating device 40 including the braking devices 40A and 40B according to the control mode. The control mode has a first mode and a second mode. The control units 112, 122, and 142 are configured not to allow the operation of the braking devices 40A and 40B in response to the operation of the preliminary braking operation device 150 when the control mode is the first mode. The control units 112, 122, and 142 are configured to operate the braking devices 40A and 40B in response to the operation of the preliminary braking operation device 150 when the control mode is the second mode.

[0083] The control system 80 further includes communication paths P1 and P2 provided between the braking devices 40A and 40B and the braking operation devices 50A and 50B. When the control units 112, 122, and 142 select the first mode in the control mode, if there is an abnormality in at least one of the braking devices 40A and 40B, the braking operation devices 50A and 50B, and the communication paths P1 and P2, the control mode is configured to be switched from the first mode to the second mode. In one example, the communication path is a wired communication path. The control system 80 of the second embodiment may or may not include a wireless communication path. That is, the communication control devices 82, 84, and 86 shown in FIGS. 5 to 7 include at least one of a wired communication unit and a wireless communication unit.

[0084] The control system 80 may further include a detection device configured to detect an abnormality in at least one of the braking devices 40A and 40B, the braking operation devices 50A and 50B, and the communication paths P1 and P2. When the detection device detects an abnormality while the control units 112, 122, and 142 select the first mode in the control mode, the control mode is configured to be switched from the first mode to the second mode.

[0085] The detection device includes, for example, at least one of the control units 102 of the braking operation devices 50A and 50B, the control units 112 of the braking devices 40A and 40B, and the control unit 122 of the electric assist drive unit 40D. For example, the control unit 102 of the braking operation devices 50A and 50B may be configured to detect an abnormality in at least one of the wired communication unit 104 and the wireless communication unit 106. The control unit 112 of the braking devices 40A and 40B may be configured to detect an abnormality in at least one of the wired communication unit 114 and the wireless communication unit 116. The control unit 122 of the electric assist drive unit 40D may be configured to detect an abnormality in at least one of the wired communication unit 124 and the wireless communication unit 126. Further, the control units 102, 112, and 122 may be configured to detect an abnormality in the communication paths P1 and P2 through communication between the braking operation devices 50A and 50B, the braking devices 40A and 40B, and the electric assist drive unit 40D. When the communication paths P1 and P2 are wireless communication paths, the abnormality in the wireless communication paths includes an abnormality in the wireless communication units 106, 116, and 126.

[0086] The braking operation devices 50A and 50B include a brake lever 52 and a sensor 100 that detects the operation of the brake lever 52. The control units 112, 122, and 142 may be configured to switch the control mode from the first mode to the second mode when there is an abnormality in the sensor 100 when the first mode is selected in the control mode. The abnormality in the sensor 100 may be detected by the control unit 102 of the braking operation devices 50A and 50B. For example, the control unit 102 determines that there is an abnormality in the sensor 100 when the level of the signal input from the sensor 100 is abnormal.

[0087] The control system 80 may further include a mode switching operation unit 136A that is operated to switch the control mode from one of the first mode and the second mode to the other. In the present embodiment, the mode switching operation unit 136A is included in the operation unit 136 provided in the cycle computer 42. The rider operates the mode switching operation unit 136A, for example, when noticing an abnormality in the braking operation devices 50A and 50B. Then, the control unit 132 of the cycle computer 42 transmits an abnormality signal through the communication unit 134. In response to this abnormality signal, the control unit 142 of the auxiliary braking operation device 150, the control units 112 of the braking devices 40A and 40B, and the control unit 122 of the electric assist drive unit 40D switch the control mode from the first mode to the second mode.

[0088] When the control mode is the first mode, the control units 112, 122, and 142 may be configured to operate an operating device 40 different from the braking devices 40A and 40B in response to an operation of the auxiliary braking operation device 150. The operating device 40 different from the braking devices 40A and 40B may include at least one of the electric transmission 40C, the electric assist drive unit 40D, the suspension 40E, and the adjustable seat post 40F. The operating device 40 may further include at least one of the front lamp 40G and the rear lamp 40H. The auxiliary braking operation device 150 and the corresponding operating device 40 may be configured to be capable of performing at least one of wired communication and wireless communication.

[0089] The auxiliary braking operation device 150 may be the crank 28. When the control mode is the first mode, the control units 112 and 122 of the braking devices 40A and 40B and the electric assist drive unit 40D are configured not to allow the operation of the braking devices 40A and 40B in response to the reverse rotation of the crank 28. When the control mode is the second mode, the control units 112 and 122 are configured to operate the braking devices 40A and 40B in response to the reverse rotation of the crank 28. The control unit 122 of the electric assist drive unit 40D detects the reverse rotation of the crank 28 based on the detection signal from the crank sensor 74.

[0090] The control units 112 and 122 may be configured to control the braking devices 40A and 40B so as to exert a braking force corresponding to the reverse rotation speed of the crank 28. For example, when the control mode is the second mode, the control unit 122 of the electric assist drive unit 40D detects the reverse rotation speed of the crank 28 based on the detection signal from the crank sensor 74, and transmits an operation signal including information indicating the reverse rotation speed to the braking devices 40A and 40B. When the control mode is the second mode, the control unit 112 of the braking devices 40A and 40B drives the brake actuator 66 so that a braking force corresponding to the reverse rotation speed is exerted based on the operation signal from the electric assist drive unit 40D.

[0091] With reference to FIG. 14, the abnormality detection process executed by the control unit 102 of the braking operation devices 50A and 50B will be described. The process shown in the flowchart of FIG. 14 is repeatedly executed at predetermined time intervals.

[0092] In step S31, the control unit 102 determines whether an abnormality has been detected. As described above, the abnormality may include, for example, an abnormality of the braking operation devices 50A and 50B or an abnormality of the communication paths P1 and P2. The abnormality of the braking operation devices 50A and 50B may include an abnormality of the sensor 100 or an abnormality of at least one of the wired communication unit 104 and the wireless communication unit 106. If the control unit 102 determines in step S31 that an abnormality has been detected, it proceeds to step S32, transmits an abnormality signal, and ends the process. The abnormality signal may include information indicating the type of the abnormality. If the control unit 102 determines in step S31 that no abnormality has been detected, the process ends.

[0093] The control unit 122 of the electric assist drive unit 40D and the control units 112 of the braking devices 40A and 40B may also execute the same processing as that shown in FIG. 14. For example, the control unit 122 of the electric assist drive unit 40D determines whether an abnormality in the communication paths P1 and P2 or at least one abnormality in the wired communication unit 124 and the wireless communication unit 126 is detected. If an abnormality is detected, an abnormality signal may be transmitted. When the control unit 122 of the electric assist drive unit 40D detects an abnormality, it switches the control mode from the first mode to the second mode. The control units 112 of the braking devices 40A and 40B determine whether an abnormality in the communication paths P1 and P2 or at least one abnormality in the wired communication unit 114 and the wireless communication unit 116 is detected. If an abnormality is detected, an abnormality signal may be transmitted. When the control units 112 of the braking devices 40A and 40B detect an abnormality, they switch the control mode from the first mode to the second mode.

[0094] Referring to FIG. 15, the abnormality display process executed by the control unit 132 of the cycle computer 42 will be described. The process shown in the flowchart of FIG. 15 is repeatedly executed at predetermined time intervals.

[0095] In step S41, the control unit 132 determines whether an abnormality signal has been received. If, in step S41, the control unit 132 determines that no abnormality signal has been received, the process ends. If, in step S41, the control unit 132 determines that an abnormality signal has been received, it proceeds to step S42. In step S42, the control unit 132 displays on the display unit 138 of the cycle computer 42 that there is an abnormality and that the control mode has been switched from the first mode to the second mode, and then ends the process. The control unit 132 may be configured to display the type of abnormality on the display unit 138.

[0096] Referring to FIG. 16, the mode switching operation detection process executed by the control unit 132 of the cycle computer 42 will be described. The process shown in the flowchart of FIG. 16 is repeatedly executed at predetermined time intervals.

[0097] In step S51, the control unit 132 determines whether or not it has detected a switching operation to the second mode through the mode switching operation unit 136A. In step S51, if the control unit 132 determines that it has not detected a switching operation to the second mode, the process ends. When the rider performs a switching operation from the first mode to the second mode through the mode switching operation unit 136A of the cycle computer 42, the control unit 132 determines in step S51 that it has detected a switching operation to the second mode and proceeds to step S52. In step S52, the control unit 132 displays on the display unit 138 of the cycle computer 42 that there is an abnormality and that the control mode has been switched from the first mode to the second mode, and proceeds to step S53. In step S53, the control unit 132 transmits an abnormality signal and ends the process.

[0098] Referring to FIG. 17, the mode switching process executed by the control unit 142 of the preliminary braking operation device 150, the control units 112 of the braking devices 40A and 40B, and the control unit 122 of the electric assist drive unit 40D will be described. The process shown in the flowchart of FIG. 17 is repeatedly executed at predetermined time intervals.

[0099] In step S61, the control units 112, 122, and 142 determine whether or not they have received an abnormality signal. Note that the source of the abnormality signal can be at least one of the braking operation devices 50A and 50B, the braking devices 40A and 40B, the electric assist drive unit 40D, and the cycle computer 42. In step S61, if the control units 112, 122, and 142 determine that they have not received an abnormality signal, they proceed to step S62. In step S62, the control units 112, 122, and 142 maintain the control mode in the first mode and end the process. In step S61, if the control units 112, 122, and 142 determine that they have received an abnormality signal, they proceed to step S63. In step S63, the control units 112, 122, and 142 switch the control mode from the first mode to the second mode and end the process.

[0100] Referring to FIG. 18, an example in which the shift operation device 50C is used as the preliminary braking operation device 150 will be described. FIG. 18 shows the braking operation process executed by the control unit 142 of the shift operation device 50C. The processes shown in the flowchart of FIG. 18 are repeatedly executed at predetermined time intervals.

[0101] In step S71, the control unit 142 determines whether an operation of the operation unit 146 of the shift operation device 50C, more specifically, an operation of the shift-up switch 54A or the shift-down switch 54B, has been detected. If the control unit 142 determines in step S71 that the operation of the operation unit 146 has not been detected, the process ends. If the control unit 142 determines in step S71 that the operation of the operation unit 146 has been detected, it proceeds to step S72.

[0102] In step S72, the control unit 142 determines whether the control mode is the first mode. If the control unit 142 determines in step S72 that the control mode is the first mode, it proceeds to step S73. In step S73, the control unit 142 transmits an activation signal to the electric transmission 40C and ends the process. Therefore, when the control mode is the first mode, the electric transmission 40C executes a shift operation in response to the reception of the activation signal. The control unit 142 of the shift operation device 50C does not permit the activation of the braking devices 40A and 40B in response to the operation of the shift operation device 50C.

[0103] If the control unit 142 determines in step S72 that the control mode is not the first mode but the second mode, it proceeds to step S74. In step S74, the control unit 142 transmits an activation signal to the braking devices 40A and 40B and ends the process. Therefore, when the control mode is the second mode, the braking devices 40A and 40B execute a braking operation in response to the reception of the activation signal. The electric transmission 40C does not execute a shift operation.

[0104] As the preliminary braking operation device 150, instead of or in addition to the shift operation device 50C, one or more operation devices 50 other than the shift operation device 50C may be used. For example, the operation device 50 includes at least one of an assist mode switching operation device 50D, a suspension mode switching operation device 50E, and an adjustable seat post operation device 50F. In this case, the control units 142 of the respective operation devices 50D, 50E, 50F execute the processes shown in the flowchart of FIG. 18 in the same manner as the control unit 142 of the shift operation device 50C. In this case, the destination of the operation signal in step S73 is the operating device 40 corresponding to each of the operation devices 50D, 50E, 50F.

[0105] Referring to FIG. 19, an example in which the crank 28 is used as the preliminary braking operation device 150 will be described. FIG. 19 shows a braking operation process executed by the control unit 122 of the electric assist drive unit 40D. The process shown in the flowchart of FIG. 19 is repeatedly executed at predetermined time intervals.

[0106] As shown in FIG. 19, in step S81, the control unit 122 determines whether the crank sensor 74 has detected a reverse rotation of the crank 28. If the control unit 122 determines in step S81 that the reverse rotation of the crank 28 has not been detected, the process ends. If the control unit 122 determines in step S81 that the reverse rotation of the crank 28 has been detected, the process proceeds to step S82. In step S82, the control unit 122 determines whether the control mode is the first mode. If the control unit 122 determines in step S82 that the control mode is the first mode, the process ends. Therefore, when the control mode is the first mode, the control unit 122 of the electric assist drive unit 40D does not permit the operation of the braking devices 40A, 40B in response to the reverse rotation of the crank 28.

[0107] When the control unit 122 determines in step S82 that the control mode is not the first mode but the second mode, it proceeds to step S83. In step S83, the control unit 122 transmits an operation signal to the braking devices 40A and 40B and ends the process. Therefore, when the control mode is the second mode, the braking devices 40A and 40B execute a braking operation in response to the reception of the operation signal.

[0108] Regardless of whether the control mode is the first mode or the second mode, the control unit 122 of the electric assist drive unit 40D may transmit an operation signal to the braking devices 40A and 40B in response to the detection of the reverse rotation of the crank 28. In this case, the control unit 112 of the braking devices 40A and 40B may be configured not to allow the operation of the braking devices 40A and 40B in response to the operation signal when the control mode is the first mode.

[0109] <Modification Example> The description of each embodiment is an exemplification of the forms that the control system according to the present disclosure can take, and is not intended to limit such forms. The control system according to the present disclosure can take, for example, modification examples of each of the embodiments shown below, and forms in which at least two modification examples that do not conflict with each other are combined. In the following modification examples, parts common to the forms of the embodiments are denoted by the same reference numerals as those in the embodiments, and the description thereof is omitted.

[0110] ·In addition to the right braking operation device 50A and the left braking operation device 50B, one or more additional braking operation devices may be provided. For example, as shown in FIG. 20, the control system 80 of the first embodiment may include, in addition to the right braking operation device 50A and the left braking operation device 50B, an additional right braking operation device 50G and an additional left braking operation device 50H. The right braking operation device 50A and the additional right braking operation device 50G are arranged at different positions on the right side portion of the handlebar 24. The left braking operation device 50B and the additional left braking operation device 50H are arranged at different positions on the left side portion of the handlebar 24. The additional right braking operation device 50G and the additional left braking operation device 50H may have a brake lever or may have a brake switch. The right braking operation device 50A and the additional right braking operation device 50G may be configured to operate the front braking device 40A, and the left braking operation device 50B and the additional left braking operation device 50H may be configured to operate the rear braking device 40B.

[0111] ·The correspondence between the left and right braking operation devices 50A and 50B and the front and rear braking devices 40A and 40B may be any combination. For example, each of the left and right braking operation devices 50A and 50B may be configured to operate both the front and rear braking devices 40A and 40B.

[0112] ·The first communication path P1, which is a wired communication path, may also be provided between the right braking operation device 50A and the left braking operation device 50B. The first communication path P1, which is a wired communication path, may also be provided between the front braking device 40A and the rear braking device 40B.

[0113] ·The second communication path P2, which is a wireless communication path, may also be provided between the right braking operation device 50A and the left braking operation device 50B. The second communication path P2, which is a wireless communication path, may also be provided between the front braking device 40A and the rear braking device 40B.

[0114] · The right braking operation device 50A may be configured to monitor the abnormality of the left braking operation device 50B. The left braking operation device 50B may be configured to monitor the abnormality of the right braking operation device 50A.

[0115] · The front braking device 40A may be configured to monitor the abnormality of the rear braking device 40B. The rear braking device 40B may be configured to monitor the abnormality of the front braking device 40A.

[0116] · The electric assist drive unit 40D may not include the wireless communication unit 126.

[0117] · The human-powered vehicle 10 may not include the electric assist drive unit 40D.

[0118] · Each of the components such as the operating device 40 and the operating device 50 may not incorporate a battery.

[0119] · When each of the components such as the operating device 40 and the operating device 50 incorporates a battery, the human-powered vehicle 10 may not include the battery unit 38.

[0120] · The wireless communication units 106, 116, 126 may be arranged separately from the main bodies of the braking devices 40A, 40B, the braking operation devices 50A, 50B, and the electric assist drive unit 40D outside the main bodies. The wireless communication units 106, 116, 126 are wired-connected to the main bodies. The same applies when other components for the human-powered vehicle have a wireless communication unit.

[0121] · When the first response signal from the second communication control device 84 cannot be received, it may be notified by displaying the fact on the display unit 138 of the cycle computer 42 or the like.

[0122] · When the first communication control device 82 transmits the second activation signal when detecting the operation of the brake lever 52, in response to the detection of the next operation of the brake lever 52, it may first transmit the first activation signal, or it may transmit only the second activation signal without transmitting the first activation signal. That is, in the flowchart of FIG. 10, after the process of step S4 is once executed, in response to the detection of the next operation of the brake lever 52, all the processes from step S2 to step S4 may be performed, or only the process of step S4 may be performed. Similarly, in the flowchart of FIG. 12, after the process of step S24 is once executed, in response to the next reception of the first activation signal from the braking operation devices 50A, 50B, all the processes from step S22 to step S24 may be performed, or only the process of step S24 may be performed.

[0123] · The first communication control device 82 may transmit both the first activation signal and the second activation signal simultaneously or with a slight time shift. In this case, the second communication control device 84 transmits the first response signal in response to the reception of the first activation signal and the second response signal in response to the reception of the second activation signal, respectively. If the first response signal or the second response signal cannot be received, it may be notified by displaying the fact on the display unit 138 of the cycle computer 42 or the like.

[0124] As used herein, the expression "at least one" means "one or more" of the desired options. As an example, as used herein, the expression "at least one" means "only one option" or "both of the two options" if the number of options is two. As another example, as used herein, the expression "at least one" means "only one option" or "any combination of two or more options" if the number of options is three or more.

Explanation of Reference Numerals

[0125] 10... Human-powered vehicle, 12, 14... Wheels, 28... Crank, 40... Actuator, 40A, 40B... Braking device, 40C... Electric transmission, 40D... Electric assist drive unit, 40E... Suspension, 40F... Adjustable seat post, 50... Operating device, 50A, 50B... Braking operating device, 52... Brake lever, 80... Control system, 82... First communication control device, 84... Second communication control device, 86... Third communication control device, 100... Sensor, 104, 114, 124... Wired communication section, 106, 116, 126... Wireless communication section, 112, 122, 142... Control section, 136A... Mode switching operation section, 150... Emergency braking operating device, P1... First communication path, P2... Second communication path.

Claims

1. A control system for a human-powered vehicle, comprising: a braking device configured to brake wheels; a braking operation device operated to operate the braking device; a preliminary braking operation device different from the braking operation device; a control unit configured to control an operating device including the braking device according to a control mode, wherein the control mode has a first mode and a second mode, the control unit is configured not to allow the operation of the braking device in response to the operation of the preliminary braking operation device when the control mode is the first mode, and the control unit is configured to operate the braking device in response to the operation of the preliminary braking operation device when the control mode is the second mode.

2. further comprising a communication path provided between the braking device and the braking operation device, wherein the control unit is configured to switch the control mode from the first mode to the second mode when there is an abnormality in at least one of the braking device, the braking operation device, and the communication path while the first mode is selected in the control mode.

3. further comprising a detection device configured to detect an abnormality in at least one of the braking device, the braking operation device, and the communication path, wherein the control unit is configured to switch the control mode from the first mode to the second mode when the detection device detects an abnormality while the first mode is selected in the control mode.

4. The control system according to claim 2 or 3, wherein the communication path is a wired communication path.

5. The braking operation device has a brake lever and a sensor configured to detect an operation of the brake lever, and the control unit is configured to switch the control mode from the first mode to the second mode when there is an abnormality in the sensor while the first mode is selected in the control mode.

6. The control system according to any one of claims 1 to 5, further comprising a mode switching operation unit operated to switch the control mode from one of the first mode and the second mode to the other.

7. The control unit according to any one of claims 1 to 6, which is configured to operate an operating device different from the braking device in response to an operation of the preliminary braking operating device when the control mode is the first mode.

8. The control system according to claim 7, wherein the operating device different from the braking device includes at least one of an electric transmission, an electric assist drive unit, a suspension, and an adjustable seat post.

9. The preliminary braking operating device is a crank, The control unit is configured not to allow the operation of the braking device in response to the reverse rotation of the crank when the control mode is the first mode, The control system according to any one of claims 1 to 8, wherein the control unit is configured to operate the braking device in response to the reverse rotation of the crank when the control mode is the second mode.

10. The control system according to claim 9, wherein the control unit is configured to control the braking device so as to exert a braking force according to the reverse rotation speed of the crank.

11. The control system according to any one of claims 1 to 10, wherein the control unit is provided in at least one of the preliminary braking operating device, the braking device, and the electric assist drive unit.

Images