Control device for human-powered vehicles

Abstract

To provide a control device for a man power-driven vehicle that can control a derailleur in an appropriate state.SOLUTION: A control device for a man power-driven vehicle is provided with a control part that controls a derailleur mounted on the man power-driven vehicle, on the basis of change in an atmospheric pressure of a tire of the men power-driven vehicle detected by an atmospheric pressure detecting part that detects an atmospheric pressure of at least one tire of the man power-driven vehicle.SELECTED DRAWING: Figure 14

Description

Technical Field

[0001] The present invention relates to a control device for a human-powered vehicle.

Background Art

[0002] Conventionally, a control device for a human-powered vehicle that controls components of a human-powered vehicle is known. For example, in Patent Document 1, a control device for a human-powered vehicle that detects the roughness of a road surface based on the air pressure of a tire and controls a suspension and an adjustable seat post is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] From the viewpoint of improving the comfort of a human-powered vehicle, a technique for controlling transmission in a suitable state based on a change in the air pressure of a tire of a human-powered vehicle is desired.

[0005] An object of the present invention is to transmission provide a control device for a human-powered vehicle that can control in a suitable state.

Means for Solving the Problems

[0006] A control device for a human-powered vehicle according to a first aspect of the present disclosure includes a control unit that controls a derailleur mounted on the human-powered vehicle based on a change in the air pressure of a tire detected by a tire air pressure detection unit that detects the air pressure of the tire of the human-powered vehicle. The control unit detects the roughness state of the road surface of the traveling road of the human-powered vehicle based on the number of changes in the air pressure of the tire that are equal to or greater than a predetermined value within a predetermined time Front wheels and rear wheels the roughness state of the road surface​​​​ , and the inclined state The delayr is controlled accordingly. First side Control device for human-powered vehicles According to the report, the derailleur can be automatically controlled to an optimal state based on changes in tire pressure in a human-powered vehicle.

[0007] Subject to the second aspect of this disclosure Control device for human-powered vehicles The system includes a control unit that controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, the control unit detects the condition of the road surface of the vehicle's travel route based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time, controls the derailleur according to the condition of the road surface roughness, and is configured to switch control states according to the condition of the road surface roughness, the system controls the derailleur in a first control state corresponding to a rough road surface if the number of times the tire pressure changes to a predetermined value or more within a predetermined time is predetermined or more, and controls the derailleur in a second control state corresponding to a smooth road surface if the number of times the tire pressure changes to a predetermined value or more within a predetermined time is less than predetermined, the system controls the derailleur in a second control state corresponding to a smooth road surface, the derailleur has a fixed part configured to be attachable to the frame of the human-powered vehicle and is configured to be movable relative to the fixed part The system includes a movable part, a link mechanism that movably connects the movable part to the fixed part, a pulley assembly connected to the movable part and configured to pivot around the pivot axis of the pulley assembly, a biasing member that biases the pulley assembly in a first direction relative to the movable part, and a damping mechanism disposed between the movable part and the pulley assembly and capable of applying rotational resistance to rotation of the pulley assembly in a second direction different from the first direction, wherein the damping mechanism includes an actuator that can switch between a first resistance force application state that applies a rotational resistance force greater than or equal to a predetermined rotational resistance force to rotation of the pulley assembly in the second direction, and a second resistance force application state that applies a rotational resistance force less than the predetermined rotational resistance force to rotation of the pulley assembly in the second direction, and the control unit controls the actuator in the first control state so that the rotational resistance force is in the first resistance force application state. . Second aspect Control device for human-powered vehicles According to the report, the derailleur can be automatically controlled to an optimal state based on changes in tire pressure in a human-powered vehicle. It can also suppress chain slack. .

[0008] In a control device for a human-powered vehicle, the third side of which follows the second side, The control unit controls the actuator in the second control state so that the rotational resistance force reaches the second resistance force application state. . Third aspect Control device for human-powered vehicles According to The gear can be shifted as desired. .

[0009] Second or In a control device for a human-powered vehicle according to the fourth side of the third side, the control unit controls the derailleur in response to an operation input to an operation unit provided on the human-powered vehicle, and in the first control state, in response to a first operation input to the operation unit, operates the derailleur by a first gear amount within a predetermined gear shift time, and prohibits operating the derailleur by a second gear amount greater than the first gear amount within the predetermined gear shift time in response to a second operation different from the first operation in the first control state. Fourth side Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0010] In a control device for a human-powered vehicle according to the fifth side of the fourth side, the control unit, in the second control state, permits the derailleur to operate at the second gear amount within the predetermined gear shift time in response to the second operation. Fifth side Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0011] In accordance with Aspect 6 of this Disclosure Control device for human-powered vehicles The system includes a control unit that controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, the control unit detects the condition of the road surface of the vehicle's travel route based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time, controls the derailleur according to the condition of the road surface roughness, and is configured to switch control states according to the condition of the road surface roughness, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is predetermined or more, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is less than predetermined, The derailleur is controlled in a second control state corresponding to a smooth road surface, the control unit includes an automatic shift mode, and in the automatic shift mode, the control unit controls the derailleur when a reference value relating to the driving state of the human-powered vehicle reaches a predetermined threshold, the predetermined threshold differs between the first control state and the second control state, the reference value includes at least one of the values ​​relating to the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle, and the control unit controls the derailleur such that the maximum value of the gear ratio in the first control state is smaller than the maximum value of the gear ratio in the second control state. . According to the sixth side Control device for human-powered vehicles , The derailleur can be automatically controlled to an optimal state based on changes in tire pressure in a human-powered vehicle. in the first control state and the second control state, the derailleur can be controlled in a suitable state.

[0012] In accordance with Aspect 7 of this Disclosure Control device for human-powered vehicle The system includes a control unit that controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, the control unit detects the condition of the road surface of the vehicle's travel route based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time, controls the derailleur according to the condition of the road surface roughness, and is configured to switch control states according to the condition of the road surface roughness, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is predetermined or more, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is less than predetermined, The derailleur is controlled in a second control state corresponding to a smooth road surface, and the derailleur includes a front derailleur and a rear derailleur, and the control unit controls the derailleur based on a gear table relating to gear ratios, and in the first control state, the control unit controls the derailleur in a first gear route based on the gear table, and in the second control state, the control unit controls the derailleur in a second gear route based on the gear table, and the first gear route and the second gear route are at least partially different, and the control unit controls the derailleur such that the maximum value of the gear ratio in the first control state is less than the maximum value of the gear ratio in the second control state. . According to the seventh side Control device for human-powered vehicles , The derailleur can be automatically controlled to an optimal state based on changes in tire pressure in a human-powered vehicle.

[0013] Subject to the eighth aspect of this disclosure Control device for human-powered vehicle The system includes a control unit that controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, the control unit detects the condition of the road surface of the vehicle's travel route based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time, controls the derailleur according to the condition of the road surface roughness, and is configured to switch control states according to the condition of the road surface roughness, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is predetermined or more, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is less than predetermined, The derailleur is controlled in a second control state corresponding to a smooth road surface, the control unit includes an automatic shift mode, and in the automatic shift mode, the control unit controls the derailleur when a reference value relating to the driving state of the human-powered vehicle reaches a predetermined threshold, the predetermined threshold differs between the first control state and the second control state, the reference value includes at least one of the values ​​relating to the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle, and the control unit controls the derailleur such that the minimum value of the gear ratio in the first control state is smaller than the minimum value of the gear ratio in the second control state. . According to the eighth side Control device for human-powered vehicles , The derailleur can be automatically controlled to an optimal state based on changes in tire pressure in a human-powered vehicle. Furthermore, the derailleur can be controlled to an optimal state in both the first and second control states.

[0014] In accordance with Aspect 9 of this Disclosure Control device for human-powered vehicle The system includes a control unit that controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, the control unit detects the condition of the road surface of the vehicle's travel route based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time, controls the derailleur according to the condition of the road surface roughness, and is configured to switch control states according to the condition of the road surface roughness, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is predetermined or more, and controls the derailleur in a first control state corresponding to the rough road surface when the number of times the tire pressure changes to a predetermined value or more within a predetermined time is less than predetermined, The derailleur is controlled in a second control state corresponding to a smooth road surface, and the derailleur includes a front derailleur and a rear derailleur, and the control unit controls the derailleur based on a gear table relating to gear ratios, and in the first control state, the control unit controls the derailleur in a first gear route based on the gear table, and in the second control state, the control unit controls the derailleur in a second gear route based on the gear table, and the first gear route and the second gear route are at least partially different, and the control unit controls the derailleur such that the minimum gear ratio in the first control state is smaller than the minimum gear ratio in the second control state. . According to the ninth side Control device for human-powered vehicles , The derailleur can be automatically controlled to an optimal state based on changes in tire pressure in a human-powered vehicle.

[0015] The 6th or 8th side In the control device for human-powered vehicle according to the tenth side that follows The reference value includes a value relating to the cadence input to the human-powered vehicle, the threshold is a value relating to the cadence, and the control unit sets the threshold in the first control state to a value greater than the threshold in the second control state. . According to the tenth side Control device for human-powered vehicles , The derailleur can be controlled to an optimal state based on cadence. .

[0016] The 6th or 8th side In the control device for human-powered vehicle according to the eleventh side that follows The reference value includes a value relating to the cadence input to the human-powered vehicle, the threshold is a value relating to the cadence, and the control unit sets the threshold in the second control state to a value smaller than the threshold in the first control state. . According to the eleventh side Control device for human-powered vehicles , the derailleur can be controlled in a suitable state.

[0017] The 7th or 9th side In the control device for human-powered vehicle according to the twelfth side that follows, the shift table relates to a gear ratio calculated by dividing the number of teeth of the front sprocket with which the chain engages by the number of teeth of the rear sprocket with which the chain engages. s According to the twelfth side Control device for human-powered vehiclesAccording to this, the derailleur can be controlled to an optimal state.

[0018] In a control device for a human-powered vehicle according to the 13th side of the 12th side, the gear shift table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth, wherein the front sprocket assembly includes at least a first front sprocket and a second front sprocket different from the first front sprocket, the number of teeth of the first front sprocket is greater than the number of teeth of the second front sprocket, and in a gear shift sequence that increases the gear ratio, the effective range of the gear ratio when the chain is engaged with the second front sprocket in the first gear shift route is wider than the effective range of the gear ratio when the chain is engaged with the second front sprocket in the second gear shift route. The 13th side Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0019] In a control device for a human-powered vehicle according to the 14th side of the 12th or 13th side, the gear table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth, wherein the front sprocket assembly includes at least a first front sprocket and a second front sprocket different from the first front sprocket, the number of teeth of the first front sprocket being greater than the number of teeth of the second front sprocket, and in a gear sequence that reduces the gear ratio, the effective range of the gear ratio when the chain is engaged with the first front sprocket in the first gear route is wider than the effective range of the gear ratio when the chain is engaged with the first front sprocket in the second gear route. Aspect 14 Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0020] In accordance with Aspect 15 of this Disclosure Control device for human-powered vehicles The system includes a control unit that controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the pressure of at least one tire of the human-powered vehicle, the control unit detects the condition of the road surface of the vehicle's travel route based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time, and controls the derailleur according to the condition of the road surface, the derailleur includes a fixed part configured to be attachable to the frame of the human-powered vehicle, a movable part configured to be movable relative to the fixed part, a link mechanism that movably connects the movable part to the fixed part, a pulley assembly connected to the movable part and configured to be rotatable around the pivot axis of the pulley assembly, and the pulley assembly relative to the movable part The system includes a biasing member that biases in a first direction, and a damping mechanism disposed between the movable part and the pulley assembly, which is capable of applying rotational resistance to rotation of the pulley assembly in a second direction different from the first direction, wherein the damping mechanism includes an actuator that can switch between a first resistance force application state in which a rotational resistance force greater than or equal to a predetermined rotational resistance force is applied to rotation of the pulley assembly in the second direction, and a second resistance force application state in which a rotational resistance force less than the predetermined rotational resistance force is applied to rotation of the pulley assembly in the second direction, and the control unit controls the actuator so that the rotational resistance force is in the first resistance force application state when the fluctuation of the detected value detected by the pressure detection unit within a predetermined time is greater than or equal to a predetermined value. Fifteenth side Control device for human-powered vehicles According to The derailleur can be automatically controlled to an optimal state based on changes in tire pressure in a human-powered vehicle.

[0021] 1 In a control device for a human-powered vehicle having a 16th side that follows any one of the 15th sides, The control unit controls the derailleur in response to an operation input to an operation unit provided on the human-powered vehicle, and when it detects the tilt state of the human-powered vehicle based on a change in tire pressure detected by the pressure detection unit, it operates the derailleur by a first gear amount within a predetermined shift time in response to a first operation input to the operation unit, and prohibits operating the derailleur by a second gear amount greater than the first gear amount within the predetermined shift time in response to a second operation different from the first operation. Aspect 16 Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0022] 16th aspect In a control device for a human-powered vehicle on the 17th side according to the following, The control unit, in response to the second operation, prohibits the derailleur from operating at the second gear amount within the predetermined gear shift time and significantly changing the gear ratio when the air pressure in the front tire of the human-powered vehicle decreases and the air pressure in the rear tire of the human-powered vehicle increases. . Aspect 17 Control device for human-powered vehicles According to The delayr can be controlled to an optimal state.

[0023] The 16th or 17th side In a control device for a human-powered vehicle on the 18th side according to the following, The control unit, when the air pressure in the front tires of the human-powered vehicle increases and the air pressure in the rear tires of the human-powered vehicle decreases, prohibits the derailleur from operating at the second gear amount within the predetermined gear shift time to reduce the gear ratio in response to the second operation. . Aspect 18 Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0024] Any one of the 18 aspects from the 1st to the 18th In a control device for a human-powered vehicle on the 19th side according to the following, The control unit controls the derailleur according to the detected pressure value of the tire detected by the pressure detection unit. . 19th side Control device for human-powered vehicles According to The derailleur can be automatically controlled to an optimal state based on the tire pressure of a human-powered vehicle.

[0025] The In a control device for a human-powered vehicle on the 20th side following the 19th side, The control unit includes an automatic shift mode, in which the control unit controls the derailleur when a reference value relating to the driving state of the human-powered vehicle reaches a predetermined threshold, and sets the predetermined threshold to a value greater than the threshold when the tire pressure is below a predetermined reference value, and the reference value includes at least one of the values ​​relating to the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle. . 20th side Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0026] 20th aspect In a control device for a human-powered vehicle on the 21st side according to the following, The reference value includes a value relating to cadence input to the human-powered vehicle, the threshold is a value relating to cadence, and the control unit sets the threshold to a value greater than the threshold when the tire pressure is below a predetermined reference value. . Aspect 21 Control device for human-powered vehicles According to The derailleur can be controlled to an optimal state based on cadence.

[0027] Any one of the 19th to 21st aspects In a control device for a human-powered vehicle on the 22nd side according to the following, The control unit controls the derailleur in response to an operation input to an operating unit provided on the human-powered vehicle, and when the tire pressure is below a predetermined reference value, it operates the derailleur by a first gear amount within a predetermined shift time in response to a first operation input to the operating unit, and prohibits operating the derailleur by a second gear amount greater than the first gear amount within the predetermined shift time in response to a second operation different from the first operation, thereby increasing the gear ratio. . Aspect 22 Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0028] Any one of the 19th to 22nd aspects In a control device for a human-powered vehicle on the 23rd side according to the following, The derailleur includes a front derailleur and a rear derailleur, the control unit controls the derailleur based on a gear ratio table, the control unit controls the derailleur in a third gear route based on the gear table when the tire pressure is below a predetermined reference value, and the control unit controls the derailleur in a fourth gear route based on the gear table when the tire pressure is above a predetermined reference value, the third gear route and the fourth gear route are at least partially different . Aspect 23 Control device for human-powered vehicles According to , The delay can be controlled to an optimal state.

[0029] 23rd aspect In a control device for a human-powered vehicle on the 24th side according to the following, The gear ratio is calculated by dividing the number of teeth of the front sprocket with which the chain engages by the number of teeth of the rear sprocket with which the chain engages. The gear table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth. The front sprocket assembly includes at least a first front sprocket and a second front sprocket different from the first front sprocket. The number of teeth of the first front sprocket is greater than the number of teeth of the second front sprocket. In a gear sequence that increases the gear ratio, the effective range of the gear ratio when the chain engages the second front sprocket in the third gear route is wider than the effective range of the gear ratio when the chain engages the second front sprocket in the fourth gear route. . Aspect 24 Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state.

[0030] This disclosure 25th aspect to follow Control device for human-powered vehicles teeth , The control unit controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the pressure of at least one tire of the human-powered vehicle, the control unit detects the condition of the road surface on the vehicle's route based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time, and controls the derailleur according to the condition of the road surface. The derailleur includes a fixed part configured to be attachable to the frame of the human-powered vehicle, a movable part configured to be movable relative to the fixed part, a link mechanism that movably connects the movable part to the fixed part, a pulley assembly connected to the movable part and configured to be rotatable around the pulley assembly pivot axis, and the pulley assembly The system includes a biasing member that biases the movable part in a first direction, and a damping mechanism disposed between the movable part and the pulley assembly, which is capable of applying rotational resistance to the rotation of the pulley assembly in a second direction different from the first direction, wherein the damping mechanism includes an actuator that can switch between a first resistance force application state that applies a rotational resistance force of a predetermined rotational resistance force or greater to the rotation of the pulley assembly in the second direction, and a second resistance force application state that applies a rotational resistance force of less than the predetermined rotational resistance force to the rotation of the pulley assembly in the second direction, and the control unit controls the actuator so that the rotational resistance force is in the first resistance force application state when the air pressure of the tire is below a predetermined reference value. . Aspect 25 Control device for human-powered vehicles According to Based on changes in tire pressure in a human-powered vehicle, the derailleur can be automatically controlled to an optimal state. Furthermore, chain slack can be suppressed. .

[0031] This disclosure 26th aspect to follow Control device for human-powered vehicles teeth , The control unit controls a derailleur mounted on the human-powered vehicle when the detected value of the tire pressure, detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, is less than a reference value, and the derailleur comprises a fixed part configured to be attachable to the frame of the human-powered vehicle, a movable part configured to be movable relative to the fixed part, a link mechanism that movably connects the movable part to the fixed part, a pulley assembly connected to the movable part and configured to be pivotable around the pivot axis of the pulley assembly, a biasing member that biases the pulley assembly in a first direction relative to the movable part, and the movable part and the pulley assembly The control unit includes a damping mechanism positioned between the pulley assembly and the pulley assembly, which is capable of providing rotational resistance to rotation in a second direction different from the first direction, wherein the damping mechanism includes an actuator that can switch between a first resistance force application state that provides a rotational resistance force greater than or equal to a predetermined rotational resistance force to rotation of the pulley assembly in the second direction, and a second resistance force application state that provides a rotational resistance force less than the predetermined rotational resistance force to rotation of the pulley assembly in the second direction, and the control unit controls the actuator so that the rotational resistance force is in the first resistance force application state when the air pressure of the tire is below a predetermined reference value. . Aspect 26 Control device for human-powered vehicles According to Based on changes in tire pressure in a human-powered vehicle, the derailleur can be automatically controlled to an optimal state. Furthermore, chain slack can be suppressed. .

[0032] 26th aspect In a control device for a human-powered vehicle on the 27th side according to the following, The control unit controls the derailleur in a first control state that prohibits multi-speed shifting when the tire pressure is low, and controls the derailleur in a second control state that differs from the first control state and allows multi-speed shifting when the tire pressure is high, when the detected value is equal to or greater than the reference value, and the control unit includes an automatic shifting mode, in the automatic shifting mode the control unit controls the derailleur when a reference value relating to the running state of the human-powered vehicle reaches a predetermined threshold, the predetermined threshold differs between the first control state and the second control state, and the reference value includes at least one of the values ​​relating to the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle. . Aspect 27 Control device for human-powered vehicles According to In the first and second control states, the delayer can be controlled in a suitable state.

[0033] According to Aspect 27 28th aspect of Control device for human-powered vehicles In , The reference value includes a value relating to cadence input to the human-powered vehicle, the threshold is a value relating to cadence, and the control unit sets the threshold to a value greater than the threshold when the tire pressure is below a predetermined reference value if the tire pressure is above the predetermined reference value. . Aspect 28 Control device for human-powered vehicles According to The derailleur can be controlled to an optimal state based on cadence.

[0034] Any one of the 26th to 28th aspects In a control device for a human-powered vehicle on the 29th side according to the following, The control unit controls the derailleur in response to an operation input to an operating unit provided on the human-powered vehicle, and when the tire pressure is below a predetermined reference value, it operates the derailleur by a first gear amount within a predetermined shift time in response to a first operation input to the operating unit, and prohibits operating the derailleur by a second gear amount greater than the first gear amount within the predetermined shift time in response to a second operation different from the first operation, thereby increasing the gear ratio. . Aspect 29 Control device for human-powered vehicles According to , The delay can be controlled to an optimal state.

[0035] Any one of the 26th to 29th aspects In a control device for a human-powered vehicle on the 30th side according to the following, The derailleur includes a front derailleur and a rear derailleur, the control unit controls the derailleur based on a gear ratio table, the control unit controls the derailleur in a first gear route based on the gear table when the tire pressure is below a predetermined reference value, and the control unit controls the derailleur in a second gear route based on the gear table when the tire pressure is above a predetermined reference value, and the first gear route and the second gear route are at least partially different . 30th side Control device for human-powered vehicles According to , The delay can be controlled to an optimal state.

[0036] 30th aspect In a control device for a human-powered vehicle on the 31st side according to the following, The gear ratio is calculated by dividing the number of teeth of the front sprocket with which the chain engages by the number of teeth of the rear sprocket with which the chain engages. The gear table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth. The front sprocket assembly includes at least a first front sprocket and a second front sprocket different from the first front sprocket, the number of teeth of the first front sprocket being greater than the number of teeth of the second front sprocket. In a gear sequence that increases the gear ratio, the effective range of the gear ratio when the chain engages the second front sprocket in the first gear route is wider than the effective range of the gear ratio when the chain engages the second front sprocket in the second gear route. . 31st side Control device for human-powered vehicles According to this, the derailleur can be controlled to an optimal state. [Effects of the Invention]

[0040] According to the control device for a human-powered vehicle in this disclosure, automatically transmission This allows for optimal control. [Brief explanation of the drawing]

[0041] [Figure 1] A side view showing a human-powered vehicle including a control device for a human-powered vehicle according to the first embodiment. [Figure 2] A block diagram showing the electronic systems installed in a human-powered vehicle. [Figure 3] A side view showing the rear derailleur. [Figure 4] A side view showing the internal structure of the rear derailleur. [Figure 5] A flowchart illustrating the control flow based on the incline of a human-powered vehicle. [Figure 6] A flowchart showing the control flow based on road surface conditions. [Figure 7] A flowchart illustrating the control flow based on the jumping state of a human-powered vehicle. [Figure 8] A flowchart showing the control flow based on detected atmospheric pressure values. [Figure 9] A flowchart illustrating the control flow based on the tilt state of the human-powered vehicle and whether or not a passenger is seated, in the second embodiment. [Figure 10] A flowchart illustrating the control flow based on the road surface condition and the inclination state of the human-powered vehicle in the third embodiment. [Figure 11] A flowchart showing the continuation of the process in Figure 10. [Figure 12] A block diagram showing the electronic system of a human-powered vehicle in the fourth embodiment. [Figure 13] A diagram showing an example of a gear shift table and gear shift route. [Figure 14] A flowchart showing the control flow based on road surface conditions. [Figure 15] A diagram showing an example of a gear shift table and a second gear shift route. [Figure 16] A diagram showing other examples of gear shift tables and second gear routes. [Figure 17] A diagram showing a gear shift table where the use of gear ratios near the maximum value is prohibited. [Figure 18] A diagram showing a gear shift table where the use of gear ratios near the minimum value is prohibited. [Figure 19] A flowchart illustrating the control flow based on the jumping state of a human-powered vehicle. [Figure 20] A flowchart illustrating the control flow based on the incline of a human-powered vehicle. [Figure 21]A flowchart showing the control flow based on the inclination state of the human-powered vehicle in the fifth embodiment. [Figure 22] A flowchart showing the control flow based on the detected atmospheric pressure in the sixth embodiment. [Figure 23] A block diagram showing the electronic system of a human-powered vehicle in the seventh embodiment. [Figure 24] A flowchart showing the control flow based on wireless signals from a tire pressure detection device. [Figure 25] A time chart showing the transmission and reception of signals between the tire pressure detection device and the electronic device. [Figure 26] A flowchart illustrating the control flow based on wireless signals from an external device in the eighth embodiment. [Modes for carrying out the invention]

[0042] (First Embodiment) A human-powered vehicle 1, including a control device 80 for a human-powered vehicle according to a first embodiment, is described with reference to Figures 1 and 2. The human-powered vehicle 1 is a vehicle having at least one wheel and capable of being driven by at least human power. The human-powered vehicle 1 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, handbikes, and recumbent bicycles. The number of wheels that the human-powered vehicle 1 has is not limited. The human-powered vehicle 1 includes, for example, unicycles and vehicles having two or more wheels. The human-powered vehicle 1 is not limited to vehicles that can be driven solely by human power. The human-powered vehicle 1 includes e-bikes that utilize the driving force of an electric motor for propulsion in addition to human power. E-bikes include electric assist bicycles in which propulsion is assisted by an electric motor. Hereinafter, in embodiments, the human-powered vehicle 1 will be described as a bicycle.

[0043] The human-powered vehicle 1 includes a crank 10, a rear wheel 20, a front wheel 30, a frame 40, a drive mechanism 50, a battery 60, components for the human-powered vehicle 70, and a control device 80.

[0044] The crank 10 shown in Figure 1 includes a crank shaft 11 that is rotatable relative to the frame 40, and a pair of crank arms 12 provided at both axial ends of the crank shaft 11. A pedal 13 is connected to each of the pair of crank arms 12.

[0045] The rear wheel 20 and the front wheel 30 are supported by the frame 40. The front wheel 30 is attached to a front fork 41 located at the front of the frame 40. A handlebar 43 is connected to the front fork 41 via a stem 42. The rear wheel 20 is attached to the rear of the frame 40. A seat 44 is provided on the top of the frame 40.

[0046] The drive mechanism 50 connects the crank 10 and the rear wheel 20. The drive mechanism 50 includes a front sprocket assembly 51 connected to the crankshaft 11, a rear sprocket assembly 52 connected to the rear wheel 20, and a chain 53 connecting the front sprocket assembly 51 and the rear sprocket assembly 52.

[0047] The front sprocket assembly 51 includes at least one front sprocket. The front sprocket assembly 51 includes two front sprockets with different numbers of teeth. The front sprocket assembly 51 may include two or more front sprockets with different numbers of teeth. If the front sprocket assembly 51 includes two or more front sprockets with different numbers of teeth, when the front sprocket assembly 51 is mounted on the human-powered vehicle 1, the front sprocket with the most teeth is positioned further from the center plane of the bicycle frame than the front sprocket with the fewest teeth. The rear sprocket assembly 52 includes at least one rear sprocket.

[0048] The rear sprocket assembly 52 includes two or more rear sprockets with different numbers of teeth. The rear sprocket assembly 52 may include two or more rear sprockets with different numbers of teeth. When the rear sprocket assembly 52 includes two or more rear sprockets, when the rear sprocket assembly 52 is mounted on the human-powered vehicle 1, the rear sprocket with the most teeth is positioned closer to the center plane of the bicycle frame than the rear sprocket with the fewest teeth. The chain 53 connects one front sprocket included in the front sprocket assembly 51 to one rear sprocket included in the rear sprocket assembly 52. ​​The rotational force of the front sprocket assembly 51 is transmitted to the rear sprocket via the chain 53.

[0049] The drive mechanism 50 of this embodiment is configured to transmit rotational force using a front sprocket assembly 51, a rear sprocket assembly 52, and a chain 53, but the configuration of the drive mechanism 50 is not particularly limited. For example, the front sprocket assembly 51 and the rear sprocket assembly 52 may include pulleys, bevel gears, etc. instead of sprockets. A belt, shaft, etc. may be used instead of the chain 53.

[0050] A first one-way clutch may be provided between the crankshaft 11 and the front sprocket assembly 51. The first one-way clutch is configured to rotate the front sprocket assembly 51 forward when the crankshaft 10 rotates forward, and to allow relative rotation between the crankshaft 11 and the front sprocket assembly 51 when the crankshaft 10 rotates backward. A second one-way clutch is provided between the rear sprocket assembly 52 and the rear wheel 20. The second one-way clutch is configured to rotate the rear wheel 20 forward when the rear sprocket assembly 52 rotates forward, and to allow relative rotation between the rear sprocket assembly 52 and the rear wheel 20 when the rear sprocket assembly 52 rotates backward.

[0051] The battery 60 is a power source that supplies power to the electrical components installed in the human-powered vehicle 1. The battery 60 is installed in at least one of the inside and outside of the frame 40. The battery 60 is configured to supply power to the human-powered vehicle components 70. The battery 60 may also be configured to supply power to the drive unit 71. The battery 60 may include multiple batteries and be configured to supply power to each of the multiple human-powered vehicle components 70. A single battery 60 may be configured to supply power to the human-powered vehicle components 70 and the drive unit 71. The battery 60 may be installed directly on the human-powered vehicle components 70.

[0052] The human-powered vehicle components 70 shown in Figures 1 and 2 include a drive unit 71, a rear derailleur 72, a suspension 73, and an adjustable seatpost 74. The drive unit 71 is configured to assist in the propulsion of the human-powered vehicle 1. The drive unit 71 includes a motor 71a and a control unit 71b.

[0053] The motor 71a is provided to transmit rotation to the front wheel 30 or to the power transmission path of human-powered driving force from the pedal 13 to the rear wheel 20. In this embodiment, the motor 71a is provided to transmit rotation to the power transmission path from the crankshaft 11 to the front sprocket assembly 51. Preferably, a one-way clutch is provided between the motor 71a and the crankshaft 11 so that the motor 71a does not rotate due to the rotational force of the crankshaft 11 when the crankshaft 11 is rotated in the direction in which the human-powered vehicle 1 moves forward. The control unit 71b is configured to control the motor 71a. The control unit 71b includes an arithmetic processing unit that executes a predetermined control program. The control unit 71b further includes an inverter circuit. The control unit 71b can control the power supplied to the motor 71a. The control unit 71b is electrically connected to the control unit 81, described later, by conductive wires via a communication unit. The conductive wires include at least one of an electrical cable and electrical wiring formed on a circuit board. The control unit 71b may be electrically connected to the control unit 81 via a wireless communication device. The control unit 71b drives the motor 71a in response to a control signal from the control unit 81. The control unit 71b may be included in the control unit 81.

[0054] The rear derailleur 72 is a gear shifting device that changes the gear ratio, which is the ratio of the rotational speed of the rear wheel 20 to the rotational speed of the crank axle 11. The gear ratio is calculated by dividing the number of teeth on the front sprocket that the chain 53 engages with by the number of teeth on the rear sprocket that the chain 53 engages with. The rear derailleur 72 can change the gear ratio by shifting the chain 53 between multiple rear sprockets. The rear derailleur 72 includes a shift motor 160 configured to move a movable part 120 and a pulley assembly 140 relative to a fixed part 110, a shift position sensor 170 configured to detect the operating status of the rear derailleur 72, and a clutch motor 184a for switching the mode of a one-way clutch 183, which will be described later. The shift motor 160, the shift position sensor 170, and the clutch motor 184a are electrically connected to a control unit 81, which will be described later, by conductive wires via a communication unit. The shift motor 160, the shift position sensor 170, and the clutch motor 184a may also be electrically connected to the control unit 81 wirelessly. The shift motor 160 and the clutch motor 184a are driven in response to control signals from the control unit 81. The shift position sensor 170 outputs a signal to the control unit 81 according to the detected value. The specific configuration of the rear derailleur 72 will be described later. The shift motor 160 may be configured to include a motor, a reduction mechanism, a shift position sensor 170, and an output shaft. The shift position sensor 170 may be configured to detect the rotation of the reduction mechanism.

[0055] The suspension 73 is configured to absorb shocks applied to the human-powered vehicle 1. The suspension 73 includes an actuator 73a for switching between a lockout state and an unlock state, as well as changing the damping rate and stroke. The lockout state is a state in which the extension and contraction of the suspension 73 are restricted. The unlock state is a state in which the extension and contraction of the suspension 73 are permitted. In this embodiment, the suspension 73 includes a rear suspension provided to correspond to the rear wheels 20 and a front suspension provided to correspond to the front wheels 30. The actuator 73a is electrically connected to a control unit 81, described later, by conductive wires via a communication unit. The actuator 73a may also be electrically connected to the control unit 81 wirelessly. The actuator 73a is driven in response to a control signal from the control unit 81. The control unit 81 can constantly monitor the state of the actuator 73a. The state of the actuator 73a includes, for example, the distinction between the lockout state and the unlock state, the damping rate, and the stroke.

[0056] The adjustable seatpost 74 is configured to change the height of the seat 44. The adjustable seatpost 74 includes a seatpost 74a and an actuator 74b.

[0057] The seatpost 74a is located on the upper part of the frame 40 and supports the seat 44. The actuator 74b is configured to change the position of the seatpost 74a vertically. The actuator 74b is electrically connected to the control unit 81, which will be described later, by conductive wires via a communication unit. The actuator 74b may also be electrically connected to the control unit 81 wirelessly. The actuator 74b is driven in response to a control signal from the control unit 81. The control unit 81 can constantly monitor the state of the actuator 74b. The state of the actuator 74b includes the position of the seatpost 74a, etc.

[0058] As shown in Figure 2, the control device 80 includes a control unit 81, a storage unit 82, a communication unit 83, an operation unit 84, a first tire pressure detection device 85, a second tire pressure detection device 86, a vehicle speed sensor 87, a crank rotation sensor 88, a driving force sensor 89, and a seating sensor 90.

[0059] The control unit 81 is configured to perform control over the human-powered vehicle 1. The control unit 81 includes a processing unit that executes a predetermined control program. The processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 81 may include one or more microcomputers.

[0060] The storage unit 82 stores various control programs and information used for various control processes. The storage unit 82 includes, for example, non-volatile memory and volatile memory.

[0061] The communication unit 83 is configured to communicate with the control unit 81 and other devices. The communication unit 83 is electrically connected to the control unit 81 via conductive wires. The communication unit 83 is connected to external devices by wireless communication. The communication unit 83 may be configured to communicate using existing communication standards such as Bluetooth and ANT+, or it may be configured to communicate using a proprietary communication standard.

[0062] The control unit 84 is configured to be operated by the rider. The control unit 84 is positioned in a location that can be operated by a rider riding in the human-powered vehicle 1. The control unit 84 is provided, for example, on the handlebars 43. The control unit 84 includes buttons, levers, and a touch panel. The control unit 84 is electrically connected to the control unit 81 by conductive wires via a communication unit. The control unit 84 may also be electrically connected to the control unit 81 wirelessly. The control unit 84 can be used, for example, to switch various modes related to control by the control unit 81, to change gears by manual operation by the rider, and to perform various other operations and settings. When the control unit 84 is operated, a signal corresponding to the operation is output to the control unit 81.

[0063] The first tire pressure detection device 85 is configured to detect the air pressure of the front wheel 30. The first tire pressure detection device 85 is installed on the front wheel 30 and is capable of detecting the air pressure of the front wheel 30. The first tire pressure detection device 85 is installed, for example, on the valve of the tire. The first tire pressure detection device 85 includes a first tire pressure sensor 85a, a first control unit 85b, and a first communication unit 85c.

[0064] The first tire pressure sensor 85a is a sensor that detects the air pressure inside the tire. The first tire pressure sensor 85a is configured to detect the air pressure of air and nitrogen, etc. The first control unit 85b is configured to perform control of the first tire pressure detection device 85. The first control unit 85b includes a processing unit that executes a predetermined control program. The first communication unit 85c is configured to communicate with other devices. The first communication unit 85c is connected to the communication unit 83 of the control device 80 by wireless communication. The first communication unit 85c may be electrically connected to the control unit 81, for example, via a conductive path including a slip ring. The first communication unit 85c outputs to the control unit 81 information regarding the air pressure of the front wheel 30 tires detected by the first tire pressure sensor 85a.

[0065] The second tire pressure detection device 86 is configured to detect the air pressure of the rear wheel 20. The second tire pressure detection device 86 is installed on the rear wheel 20 and is capable of detecting the air pressure of the rear wheel 20. The second tire pressure detection device 86 is installed, for example, on the tire's air valve. The second tire pressure detection device 86 includes a second tire pressure sensor 86a, a second control unit 86b, and a second communication unit 86c.

[0066] The second tire pressure sensor 86a is a sensor that detects the air pressure inside the tire of the rear wheel 20. The second tire pressure sensor 86a is configured to detect air pressure and nitrogen pressure. The second control unit 86b is configured to perform control of the second tire pressure detection device 86. The second control unit 86b includes a processing unit that executes a predetermined control program. The second communication unit 86c is configured to communicate with other devices. The second communication unit 86c is connected to the communication unit 83 of the control device 80 by wireless communication. The second communication unit 86c may be electrically connected to the control unit 81, for example, via a conductive path including a slip ring. The second communication unit 86c outputs information regarding the air pressure of the tire of the rear wheel 20 detected by the second tire pressure sensor 86a to the control unit 81.

[0067] The vehicle speed sensor 87 is configured to detect the vehicle speed of the human-powered vehicle 1. The vehicle speed sensor 87 detects the rotational speed of the wheels. The vehicle speed sensor 87 is electrically connected to the control unit 81 by conductive wires. The vehicle speed sensor 87 may also be connected to the control unit 81 by wireless communication. The vehicle speed sensor 87 outputs a signal to the control unit 81 corresponding to the rotational speed of the wheels. The control unit 81 calculates the vehicle speed of the human-powered vehicle 1 based on the rotational speed of the wheels. The configuration of the vehicle speed sensor 87 is not particularly limited, but for example, the vehicle speed sensor 87 may be configured as a magnetic sensor attached to the frame 40 or front fork 41 that detects the magnetism of a magnet provided on the rear wheel 20 or front wheel 30.

[0068] The crank rotation sensor 88 is configured to detect the rotational speed of the crank 10 of the human-powered vehicle 1. The crank rotation sensor 88 is provided, for example, on the frame 40. The crank rotation sensor 88 detects the rotation of the crank 10 relative to the frame 40. The configuration of the crank rotation sensor 88 is not particularly limited, but it is configured to include, for example, a magnetic sensor that outputs a signal according to the strength of a magnetic field. The crank rotation sensor 88 is provided, for example, on the crankshaft 11 or in the power transmission path between the crankshaft 11 and the front sprocket assembly 51, and detects the magnetism of an annular magnet whose magnetic field strength changes in the circumferential direction. The crank rotation sensor 88 is electrically connected to the control unit 81 by conductive wires via a communication unit. The crank rotation sensor 88 may also be electrically connected to the control unit 81 wirelessly. The crank rotation sensor 88 outputs a signal to the control unit 81 according to the rotation of the crank 10.

[0069] The drive force sensor 89 is configured to detect the human power driving force input to the pedal 13. The drive force sensor 89 is installed, for example, in the power transmission path from the pedal 13 to the front sprocket assembly 51. The drive force sensor 89 outputs a signal corresponding to the human power driving force applied to the pedal 13. Examples of the drive force sensor 89 include strain sensors, magnetostrictive sensors, optical sensors, and pressure sensors. The drive force sensor 89 is electrically connected to the control unit 81 by conductive wires. The drive force sensor 89 may also be connected to the control unit 81 by wireless communication. The drive force sensor 89 outputs a signal corresponding to the human power driving force to the control unit 81.

[0070] The seating sensor 90 is configured to detect whether or not a passenger is seated in the seat 44. The seating sensor 90 is provided, for example, on the adjustable seat post 74 or the seat 44. As the seating sensor 90, for example, a load sensor, a pressure sensor, and a switch can be used. The seating sensor 90 is electrically connected to the control unit 81 by conductive wires. The seating sensor 90 may also be connected to the control unit 81 by wireless communication. The seating sensor 90 outputs a signal to the control unit 81 according to the passenger's seating status.

[0071] The electronic system S is comprised of a battery 60, a human-powered vehicle component 70, and a control device 80.

[0072] The rear derailleur 72 shown in Figures 2 to 4 includes a fixed part 110, a movable part 120, a link mechanism 130, a pulley assembly 140, a shaft member 150, a shift motor 160, a shift position sensor 170, a damping mechanism 180, and a biasing member 190.

[0073] The fixed part 110 is configured to be attachable to the frame 40 of the human-powered vehicle 1. The fixed part 110 is fixed to the frame 40 by bolts or the like. The movable part 120 is connected to the fixed part 110 via a link mechanism 130 so as to be movable relative to it. The link mechanism 130 includes an outer link 131 and an inner link 132.

[0074] The pulley assembly 140 is fixed to a shaft member 150 that is rotatably mounted relative to the movable part 120. The pulley assembly 140 is connected to the movable part 120 via the shaft member 150 so as to be able to pivot around the pivot axis A. The pulley assembly 140 includes at least one pulley. The pulley assembly 140 includes a first pulley P1 and a second pulley P2.

[0075] The shift motor 160 shown in Figure 2 is an electric motor. The output shaft of the shift motor 160 is connected to the link mechanism 130. The rotation of the shift motor 160 causes the movable part 120 and the pulley assembly 140 to move relative to the fixed part 110 via the link mechanism 130. When the rear derailleur 72 and the rear sprocket assembly 52 are mounted on the human-powered vehicle 1, the movable part 120 and the pulley assembly 140 are configured to move inward relative to the fixed part 110, defined as the direction from the rear sprocket with the fewest teeth to the rear sprocket with the most teeth. When the rear derailleur 72 and the rear sprocket assembly 52 are mounted on the human-powered vehicle 1, the movable part 120 and the pulley assembly 140 are configured to move outward relative to the fixed part 110, defined as the direction from the rear sprocket with the most teeth to the rear sprocket with the fewest teeth. Based on the operation of the shift motor 160, the movable part 120 and the pulley assembly 140 can move relative to the fixed part 110 in the direction of the low gear, which is the rear sprocket with the most teeth, or in the direction of the top gear, which is the rear sprocket with the fewest teeth on the opposite side of the low gear. The shift position sensor 170 shown in Figure 2 can detect the position of the movable part 120 and the pulley assembly 140 by detecting the rotational speed of the shift motor 160, etc.

[0076] The damping mechanism 180 shown in Figure 4 is configured to provide rotational resistance to the rotation of the pulley assembly 140 in the second rotational direction D2. The damping mechanism 180 includes a friction element 181, an adjustment bolt 182, a one-way clutch 183, and an actuator 184.

[0077] The friction element 181 is formed in a strip shape. The friction element 181 is arranged to wrap around the one-way clutch 183, which will be described later, from the outer circumference. The friction element 181 can apply resistance to the rotation of the shaft member 150 in the second rotational direction D2 via the one-way clutch 183. By adjusting the gap at both ends of the friction element 181 using the adjustment bolt 182, the rotational resistance applied by the friction element 181 to the rotation of the shaft member 150 in the second rotational direction D2 can be adjusted. The rotational resistance is the frictional resistance generated between the one-way clutch 183 and the friction element 181.

[0078] The one-way clutch 183 is positioned between the movable part 120 and the pulley assembly 140 and receives resistance from the friction element 181 when the pulley assembly 140 rotates in a second rotational direction D2. The one-way clutch 183 is formed by a roller clutch. The one-way clutch 183 includes a shaft member 150, an outer race 183b, and a plurality of rollers 183c.

[0079] The shaft member 150 forms the inner race of the one-way clutch 183. Multiple rollers 183c are arranged between the shaft member 150 and the outer race 183b. When the shaft member 150 rotates in a second rotational direction D2, the rotation of the shaft member 150 is transmitted to the outer race 183b by the multiple rollers 183c, causing the outer race 183b to rotate in the second rotational direction D2. When the shaft member 150 rotates in a first rotational direction D1, which is opposite to the second rotational direction D2, the multiple rollers 183c do not substantially transmit the rotation of the shaft member 150 in the first rotational direction D1 to the outer race 183b. In other words, when the shaft member 150 rotates in the first rotational direction D1, the shaft member 150 is configured to rotate relative to the outer race 183b. The damping mechanism 180 is configured to be switchable between a first clutch mode and a second clutch mode.

[0080] In the first clutch mode, a first frictional force is generated between the outer race 183b and the friction element 181. In the first clutch mode, when the shaft member 150 rotates in the second rotational direction D2, the first frictional force is transmitted to the shaft member 150 via the multiple rollers 183c. When the shaft member 150 rotates in the first rotational direction D1, the shaft member 150 rotates relative to the outer race 183b, and is therefore substantially unaffected by the first frictional force generated between the outer race 183b and the friction element 181.

[0081] In the second clutch mode, a second frictional force is generated between the outer race 183b and the friction element 181. This second frictional force is smaller than the first frictional force. In the second clutch mode, when the shaft member 150 rotates in the second rotational direction D2, the second frictional force is transmitted to the shaft member 150 via the multiple rollers 183c. When the shaft member 150 rotates in the first rotational direction D1, the shaft member 150 rotates relative to the outer race 183b and is therefore substantially unaffected by the second frictional force generated between the outer race 183b and the friction element 181. In the second clutch mode, the outer race 183b may be configured not to contact the friction element 181 at all.

[0082] Actuator 184 is configured to switch the one-way clutch 183 between a first clutch mode and a second clutch mode. Actuator 184 includes an electric actuator. Actuator 184 includes a clutch motor 184a. The rotation of the clutch motor 184a switches the one-way clutch 183 between the first clutch mode and the second clutch mode.

[0083] The biasing member 190 is configured to bias the pulley assembly 140 in a first rotation direction D1, opposite to the second rotation direction D2. An example of the biasing member 190 is a torsion spring. One end of the biasing member 190 is connected to the movable part 120, and the other end of the biasing member 190 is connected to the pulley assembly 140.

[0084] A chain 53 is wound around the first pulley P1 and the second pulley P2, connecting the front sprocket of the front sprocket assembly 51 and the rear sprocket of the rear sprocket assembly 52.

[0085] Driven by the shift motor 160, the movable part 120 and the pulley assembly 140 can move in either the outward or inward direction. The chain 53 can engage with any sprocket of the rear sprocket assembly 52 depending on the movement of the movable part 120 and the pulley assembly 140. This allows the rear derailleur 72 to change the gear ratio.

[0086] By appropriately driving the clutch motor 184a, the one-way clutch 183 can be switched between a first clutch mode and a second clutch mode. In the first clutch mode, when the pulley assembly 140 rotates in the second rotational direction D2 relative to the movable part 120, rotational resistance from the friction element 181 is applied to the shaft member 150 via the outer race 183b. This prevents the chain 53 from slackening as the pulley assembly 140 rotates in the second rotational direction D2. In the second clutch mode, when the pulley assembly 140 rotates in the second rotational direction D2 relative to the movable part 120, no rotational resistance from the friction element 181 is applied to the shaft member 150. The first clutch mode is a state in which a rotational resistance force greater than or equal to a predetermined rotational resistance force is applied to the pulley assembly 140 when it rotates in the second rotational direction D2, and the second clutch mode is a state in which a rotational resistance force less than the predetermined rotational resistance force is applied to the pulley assembly 140 when it rotates in the second rotational direction D2. The first resistance force is greater than the second resistance force.

[0087] The control unit 81 can control the operation of the rear derailleur 72 by controlling the operation of the shift motor 160 and clutch motor 184a of the rear derailleur 72.

[0088] The rear derailleur 72 comprises a fixed part 110 configured to be attachable to the frame 40 of the human-powered vehicle 1, a movable part 120 configured to be movable relative to the fixed part 110, a link mechanism 130 that movably connects the movable part 120 to the fixed part 110, a pulley assembly 140 connected to the movable part 120 and configured to be rotatable around a pivot axis A, a biasing member 190 that biases the pulley assembly 140 relative to the movable part 120 in a first rotation direction D1, and a pulley positioned between the movable part 120 and the pulley assembly 140. The assembly 140 includes a damping mechanism 180 capable of applying rotational resistance to rotation in a second rotational direction D2 different from a first rotational direction D1, wherein the damping mechanism 180 includes an actuator 184 that can switch between a first resistance force application state that applies a rotational resistance force greater than or equal to a predetermined rotational resistance force to rotation of the pulley assembly 140 in the second rotational direction D2, and a second resistance force application state that applies a rotational resistance force less than the predetermined rotational resistance force to rotation of the pulley assembly 140 in the second rotational direction D2. The actuator 184 includes an electric actuator.

[0089] Using Figure 5, the control of the human-powered vehicle 1 by the control device 80, including the control unit 81, will be explained. As shown in Figure 5, when the control unit 81 detects the tilt state of the human-powered vehicle 1 based on the change in tire pressure detected by the pressure detection unit 91, which detects the pressure of at least one tire of the human-powered vehicle 1, it controls at least one of the suspension 73 and the adjustable seat post 74 mounted on the human-powered vehicle 1. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The tilt state includes a state in which the human-powered vehicle 1 is tilted with the front facing upward, and a state in which the human-powered vehicle 1 is tilted with the front facing downward. Hereafter, the state in which the human-powered vehicle 1 is tilted with the front facing upward will be referred to as the uphill tilt state, and the state in which the human-powered vehicle 1 is tilted with the front facing downward will be referred to as the downhill tilt state.

[0090] Here, the control unit 81 detects that the human-powered vehicle 1 is on an uphill slope if the air pressure in the front wheels 30 of the human-powered vehicle 1 decreases and the air pressure in the rear wheels 20 of the human-powered vehicle 1 increases, and detects that the human-powered vehicle 1 is on a downhill slope if the air pressure in the front wheels 30 of the human-powered vehicle 1 increases and the air pressure in the rear wheels 20 of the human-powered vehicle 1 decreases.

[0091] The control unit 81 can detect whether the tire pressure has decreased or increased by determining whether the tire pressure has changed by more than a predetermined threshold from a predetermined reference value. For example, if the tire pressure of the front wheel 30 has decreased by more than a predetermined threshold from a predetermined reference value, and the tire pressure of the rear wheel 20 has increased by more than a predetermined threshold from a predetermined reference value, the control unit 81 can detect that the human-powered vehicle 1 is on an uphill slope.

[0092] The reference values ​​and thresholds for detecting changes in tire pressure can be determined by any method. For example, the tire pressure when the vehicle is not in motion can be used as the reference value, and the tire pressure immediately before a change in pressure can be used as the reference value. For example, each threshold can be a predetermined constant value, or a value calculated based on the tire pressure when the vehicle is not in motion. A value calculated based on the tire pressure when the vehicle is not in motion could be, for example, a value obtained by multiplying the tire pressure when the vehicle is not in motion by a predetermined percentage.

[0093] As shown in Figure 6, the control unit 81, when the change in tire pressure detected by the pressure detection unit 91, which detects the pressure of at least one tire of the human-powered vehicle 1, corresponds to a rough road surface, performs at least one of the following actions: increasing the stroke of the suspension 73 mounted on the human-powered vehicle 1; decreasing the damping force of the suspension 73; and lowering the position of the seat 44 using the adjustable seat post 74 mounted on the human-powered vehicle 1. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0094] Here, the control unit 81 can determine that the change in tire pressure corresponds to a rough road surface if the change in tire pressure exceeds a predetermined value within a predetermined time period more than a predetermined number of times. The predetermined time, predetermined value of pressure, and predetermined number of times, which are the threshold values ​​used to determine whether the change in tire pressure corresponds to a rough road surface, can be determined by any method.

[0095] As shown in Figure 7, the control unit 81 detects a jumping state of the human-powered vehicle 1 based on the change in tire pressure detected by the pressure detection unit 91, which detects the air pressure of at least one tire of the human-powered vehicle 1, and controls at least one of the suspension 73 and adjustable seatpost 74 mounted on the human-powered vehicle 1. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0096] Here, the control unit 81 detects a jumping state of the human-powered vehicle 1 if the air pressure in the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 decreases within a predetermined time.

[0097] The control unit 81 can detect a decrease in tire pressure by determining whether the tire pressure has decreased by a predetermined threshold from a predetermined reference value. For example, if the tire pressure of the front wheels 30 and rear wheels 20 decreases by a predetermined threshold from a predetermined reference value within a predetermined time, the control unit 81 can detect that the human-powered vehicle 1 is jumping. Hereafter, the state in which the human-powered vehicle 1 is jumping will be referred to as the jumping state.

[0098] The reference value and threshold for detecting a decrease in tire pressure can be determined by any method. For example, the tire pressure when the vehicle is not in motion can be used as the reference value, or the tire pressure immediately before the pressure changes can be used as the reference value. For example, the threshold can be a predetermined constant value, or a value calculated based on the tire pressure when the vehicle is not in motion. A value calculated based on the tire pressure when the vehicle is not in motion could be, for example, a value obtained by multiplying the tire pressure when the vehicle is not in motion by a predetermined percentage.

[0099] As shown in Figure 8, the control unit 81 controls at least one of the suspension 73 and adjustable seatpost 74 mounted on the human-powered vehicle 1 in a first control state if the detected value of the tire pressure detected by the pressure detection unit 91, which detects the air pressure of at least one of the tires of the human-powered vehicle 1, is less than a predetermined reference value, and controls at least one of the suspension 73 and adjustable seatpost 74 in a second control state different from the first control state if the detected value is equal to or greater than the reference value. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0100] The reference value used to determine whether to select the first control state or the second control state can be determined by any method. For example, the reference value can be a predetermined constant value, or a value calculated based on the tire pressure when the vehicle is not in motion. A value calculated based on the tire pressure when the vehicle is not in motion could be, for example, a value obtained by multiplying the tire pressure when the vehicle is not in motion by a predetermined percentage.

[0101] The following describes a specific flowchart of the control of the human-powered vehicle 1 by the control device 80, including the control unit 81.

[0102] The control unit 81 starts control according to the flowcharts shown in Figures 5, 6, 7, and 8 at predetermined timings. The timing for starting control includes, for example, the timing when power is supplied to the control unit 81 or the timing when the rider performs a predetermined operation on the control unit 84. The control unit 81 repeats the control according to the flowchart described below at predetermined cycles. The control unit 81 terminates the control flow according to the flowchart described below at predetermined timings. The timing for terminating the control flow includes, for example, the timing when power is supplied to the control unit 81 or the timing when the rider performs a predetermined operation on the control unit 84. For simplicity of description, the suspension is denoted as SUS and the adjustable seat post as ASP in the figures.

[0103] Figure 5 shows an example of a flowchart for controlling the human-powered vehicle 1 by detecting when the air pressure in one of the front 30 and rear 20 tires increases while the other decreases.

[0104] In step S101, the control unit 81 determines whether the air pressure in the front wheel 30 tires has decreased and the air pressure in the rear wheel 20 tires has increased.

[0105] If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it proceeds to step S102. Since the load on the front wheels 30 has decreased and the load on the rear wheels 20 has increased, the control unit 81 can detect that the human-powered vehicle 1 is on an uphill slope. If the control unit 81 determines that the air pressure in the front wheels 30 has not decreased or the air pressure in the rear wheels 20 has not increased, it proceeds to step S103.

[0106] In step S102, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to switch the suspension 73 to the lockout state. Upon receiving the signal, the actuator 73a switches the suspension 73 to the lockout state. If the control unit 81 detects that the human-powered vehicle 1 is on an uphill slope, it switches the suspension 73 to the lockout state. This allows the driving efficiency of the human-powered vehicle 1 to be automatically optimized when on an uphill slope.

[0107] In step S102, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to lower the seatpost 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seatpost 74a and the seat 44 by a predetermined amount. If the control unit 81 detects that the human-powered vehicle 1 is on an uphill slope, it lowers the position of the seat 44 using the adjustable seatpost 74. This automatically makes it easier to stand and pedal the human-powered vehicle 1 when on an uphill slope. It is also possible to arbitrarily set the position of the seat 44 after it has been lowered. It is also possible to lower the seat 44 to a predetermined target position instead of lowering it by a predetermined amount.

[0108] After performing the process in step S102, the control unit 81 terminates the control flow shown in Figure 5.

[0109] In step S103, which follows step S101, the control unit 81 determines whether the air pressure in the front wheel 30 tires has increased and the air pressure in the rear wheel 20 tires has decreased.

[0110] If the control unit 81 determines that the air pressure in the front wheel 30 has increased and the air pressure in the rear wheel 20 has decreased, it proceeds to step S104. Because the load on the front wheel 30 has increased and the load on the rear wheel 20 has decreased, the control unit 81 can detect that the human-powered vehicle 1 is on a downhill slope. If the control unit 81 determines that the air pressure in the front wheel 30 has not increased or the air pressure in the rear wheel 20 has not decreased, it terminates the control flow shown in Figure 5.

[0111] In step S104, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to switch the suspension 73 to the unlocked state. Upon receiving the signal, the actuator 73a switches the suspension 73 to the unlocked state. If the control unit 81 detects that the human-powered vehicle 1 is on a downhill slope, it switches the suspension 73 to the unlocked state. This automatically makes the ride comfort of the human-powered vehicle 1 suitable when it is on a downhill slope.

[0112] In step S104, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to raise the seatpost 74a by a predetermined amount. Upon receiving the signal, the actuator 74b raises the seatpost 74a and the seat 44 by a predetermined amount. If the control unit 81 detects that the human-powered vehicle 1 is on a downhill slope, it raises the position of the seat 44 using the adjustable seatpost 74. This makes it possible to automatically put the human-powered vehicle 1 in a state where it is easy to sit and pedal when on a downhill slope. It is also possible to arbitrarily set the position of the seat 44 after it has been raised. After performing the process in step S104, the control unit 81 terminates the control flow shown in Figure 5.

[0113] The flowchart in Figure 5 shows an example where the suspension 73 and the adjustable seatpost 74 are controlled in steps S102 and S104. However, it is also possible to configure the system to control only one of the suspension 73 and the adjustable seatpost 74. Furthermore, steps S101 and S103 may be swapped, and steps S102 and S104 may be swapped to perform uphill slope detection after downhill slope detection.

[0114] Figure 6 shows an example of a flowchart for controlling the human-powered vehicle 1 by detecting whether the tire pressure changes to a predetermined value or more a predetermined number of times within a predetermined time. In step S111, the control unit 81 determines whether the tire pressure changes to a predetermined value or more a predetermined number of times within a predetermined time. The tires to be determined are at least one of the front wheels 30 and rear wheels 20. The pressure of either the front wheel 30 or the rear wheel 20 may be determined, or the pressure of both tires may be determined.

[0115] If the control unit 81 determines that the change in tire pressure to a predetermined value or more occurs more than a predetermined number of times within a predetermined time period, it proceeds to step S112. Since the tire pressure is changing to a certain extent and is changing to a certain extent frequently, it can be inferred that the road surface on which the human-powered vehicle 1 is traveling is relatively rough, that is, the pressure changes correspond to the rough road surface. The control unit 81 can detect that the road surface is relatively rough.

[0116] If the control unit 81 determines that the number of times the tire pressure changes above a predetermined value within a predetermined time is less than a predetermined number, it proceeds to step S113. Since the tire pressure is not changing very much, or is not changing very frequently, it can be inferred that the road surface on which the human-powered vehicle 1 is traveling is not very rough, that is, the pressure changes correspond to a smooth road surface. The control unit 81 can detect that the road surface is not very rough.

[0117] In step S112, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to increase the stroke of the suspension 73. Upon receiving this signal, the actuator 73a increases the stroke of the suspension 73. In step S112, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to decrease the damping force of the suspension 73. Upon receiving this signal, the actuator 73a decreases the damping force of the suspension 73. In step S112, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to lower the seatpost 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seatpost 74a and the seat 44 by a predetermined amount. This automatically makes the ride comfort of the human-powered vehicle 1 suitable on rough road surfaces. The stroke of the suspension 73, the damping force, and the height of the seat 44 can also be set arbitrarily. After performing the processing in step S112, the control unit 81 terminates the control flow shown in Figure 6.

[0118] In step S113, which follows step S111, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to reduce the stroke of the suspension 73. Upon receiving this signal, the actuator 73a reduces the stroke of the suspension 73. In step S113, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to increase the damping force of the suspension 73. Upon receiving this signal, the actuator 73a increases the damping force of the suspension 73. This automatically brings the driving efficiency of the human-powered vehicle 1 to a favorable state on a smooth road surface. The stroke and damping force of the suspension 73 can also be set arbitrarily.

[0119] In step S113, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to raise the seatpost 74a by a predetermined amount. Upon receiving this signal, the actuator 74b raises the seatpost 74a and the seat 44 by a predetermined amount. This makes it possible to automatically put the human-powered vehicle 1 into a state where it is easy to sit and pedal on a smooth road surface. The height of the seat 44 can also be set arbitrarily. After performing the processing in step S113, the control unit 81 terminates the control flow shown in Figure 6.

[0120] The flowchart in Figure 6 shows an example in which the stroke of the suspension 73, the damping force of the suspension 73, and the adjustable seatpost 74 are controlled in steps S112 and S113, but the present invention is not limited to this example.

[0121] For example, the control unit 81 may be configured to perform at least one of the following actions when the change in tire pressure detected by the pressure detection unit 91 corresponds to a smooth road surface: reduce the stroke of the suspension 73, increase the damping force of the suspension 73, or raise the position of the seat 44 using the adjustable seat post 74. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0122] For example, the control unit 81 may be configured to perform at least one of the following: reduce the stroke of the suspension 73, or increase the damping force of the suspension 73, when the change in tire pressure detected by the pressure detection unit 91 corresponds to a smooth road surface. The pressure detection unit 91 includes a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0123] For example, the control unit 81 may be configured to control the position of the seat 44 using the adjustable seat post 74 mounted on the human-powered vehicle 1 when the change in tire pressure detected by the pressure detection unit 91 corresponds to a smooth road surface. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0124] Figure 7 shows an example flowchart for controlling the human-powered vehicle 1 by detecting a decrease in the air pressure of both the front wheel 30 and the rear wheel 20 tires. In step S121, the control unit 81 determines whether the air pressure of both the front wheel 30 and the rear wheel 20 tires of the human-powered vehicle 1 has decreased to a predetermined level or less within a predetermined time.

[0125] If the control unit 81 determines that the air pressure in the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has decreased to a predetermined level or lower within a predetermined time, it proceeds to step S122. Since the load on both the front wheels 30 and rear wheels 20 has decreased, the control unit 81 can detect that the human-powered vehicle 1 is in a jumping state, that is, both the front wheels 30 and rear wheels 20 are lifted off the ground. If the control unit 81 determines that the air pressure in at least one of the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has not decreased to a predetermined level or lower within a predetermined time, it terminates the control flow shown in Figure 7.

[0126] In step S122, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to switch the suspension 73 to the unlocked state. Upon receiving the signal, the actuator 73a switches the suspension 73 to the unlocked state. If the control unit 81 detects a jumping state of the human-powered vehicle 1 based on the change in tire pressure detected by the pressure detection unit 91, it switches the suspension 73 to the unlocked state. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. This allows the jumping state of the human-powered vehicle 1 to be detected from the tire pressure of the human-powered vehicle 1, and the suspension 73 to be automatically set to a state suitable for the landing of the human-powered vehicle 1.

[0127] In step S122, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to reduce the damping force of the suspension 73. Upon receiving this signal, the actuator 73a reduces the damping force of the suspension 73. When the control unit 81 detects that the human-powered vehicle 1 is in a jumping state, it reduces the damping force of the suspension 73. This allows the system to detect the jumping state of the human-powered vehicle 1 from the tire pressure and automatically adjust the suspension 73 to a state suitable for the landing of the human-powered vehicle 1. The damping force of the suspension 73 can also be set arbitrarily. It is also possible to reduce the damping force of the suspension 73 not only by a predetermined value, but also to a predetermined target value.

[0128] In step S122, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to lower the seatpost 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seatpost 74a and the seat 44 by a predetermined amount. When the control unit 81 detects that the human-powered vehicle 1 is in a jumping state, it lowers the position of the seat 44 using the adjustable seatpost 74. This allows the control unit 81 to detect the jumping state of the human-powered vehicle 1 from the air pressure in the vehicle's tires and automatically adjust the seatpost 74a to a state suitable for the landing of the human-powered vehicle 1. The height of the seat 44 can also be set arbitrarily. After performing the processing in step S122, the control unit 81 proceeds to step S123.

[0129] In step S123, the control unit 81 determines whether the air pressure in the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has increased to a predetermined level or higher within a predetermined time. If the control unit 81 determines that the air pressure in the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has increased to a predetermined level or higher within a predetermined time, the process proceeds to step S124. Since the load on both the front wheels 30 and rear wheels 20 has increased, the control unit 81 can detect that the human-powered vehicle 1 is in a ground-contact state, that is, both the front wheels 30 and rear wheels 20 are in contact with the ground. If the control unit 81 determines that the air pressure in at least one of the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has not increased to a predetermined level or higher within a predetermined time, the process in step S123 is repeated.

[0130] In step S124, the control unit 81 returns the state of the suspension 73 and the adjustable seatpost 74 to the state before the processing in step S122. Specifically, if the suspension 73 was in the locked-out state before the processing in step S122, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 in step S124 to switch the suspension 73 to the locked-out state. In step S124, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to increase the damping force of the suspension 73 to the value before the processing in step S122. In step S124, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to raise the seatpost 74a to the position before the processing in step S122. After processing in step S124, the control unit 81 terminates the control flow shown in Figure 7.

[0131] The flowchart in Figure 7 shows an example of controlling the suspension 73 and the adjustable seatpost 74 in step S122, but the present invention is not limited to this. For example, the control unit 81 may control at least one of the following: switching the suspension 73 mounted on the human-powered vehicle 1 to an unlocked state, reducing the damping force of the suspension 73, and lowering the position of the seat 44 by the adjustable seatpost 74.

[0132] The flowchart in Figure 7 shows an example of detecting whether the human-powered vehicle 1 is in a ground-contact state based on the air pressure of the front wheels 30 and rear wheels 20 of the human-powered vehicle 1. However, it is also possible to estimate that the human-powered vehicle 1 is in a ground-contact state after a predetermined time has elapsed since the human-powered vehicle 1 entered a jumping state in step S121, or after the processing in step S122, and then perform the processing in step S124.

[0133] Figure 8 shows an example of a flowchart for controlling the human-powered vehicle 1 by detecting whether the air pressure of the front wheels 30 or the rear wheels 20 is below a reference value. In step S131, the control unit 81 determines whether the air pressure of at least one of the front wheels 30 and the rear wheels 20 is below a reference value. If the control unit 81 determines that the air pressure of at least one of the front wheels 30 and the rear wheels 20 is below a reference value, it proceeds to step S132. If the control unit 81 determines that the air pressure of both the front wheels 30 and the rear wheels 20 is above the reference value, it proceeds to step S133.

[0134] The process in step S131 is not intended to detect a temporary decrease in tire pressure associated with the driving conditions of the human-powered vehicle 1, such as inclination, jumping, and vibration, but rather to detect a continuous decrease in tire pressure, that is, that the tires are losing air. Therefore, in the process in step S131, in order to detect a continuous decrease in tire pressure, it may be determined whether the condition in which the tire pressure is below a reference value has continued for a predetermined time or longer.

[0135] In step S132, the control unit 81 controls the suspension 73 and at least one of the adjustable seatpost 74 in a first control state. The suspension 73 includes at least one of a front suspension and a rear suspension. The first control state includes at least one of the following: the suspension 73 is switched to a lockout state; the stroke of the suspension 73 is reduced; the damping force of the suspension 73 is increased; and the position of the seat 44 is changed to a predetermined position by the adjustable seatpost 74.

[0136] For example, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to switch the suspension 73 to a lockout state. When the tire pressure is below a standard value, the control unit 81 switches the suspension 73 to a lockout state, thereby automatically bringing the driving efficiency of the human-powered vehicle 1 to a favorable state when the tire pressure of the human-powered vehicle 1 is low.

[0137] The control unit 81 outputs a signal to the actuator 73a of the suspension 73 to reduce the stroke of the suspension 73. When the tire pressure is below a standard value, the control unit 81 reduces the stroke of the suspension 73, thereby automatically bringing the driving efficiency of the human-powered vehicle 1 to a favorable state when the tire pressure of the human-powered vehicle 1 is low.

[0138] The control unit 81 outputs a signal to the actuator 73a of the suspension 73 to increase the damping force of the suspension 73. When the tire pressure is below a standard value, the control unit 81 increases the damping force of the suspension 73, thereby automatically bringing the driving efficiency of the human-powered vehicle 1 to a favorable state when the tire pressure of the human-powered vehicle 1 is low.

[0139] The control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to raise or lower the seatpost 74a by a predetermined amount. When the tire pressure is below a standard value, the control unit 81 automatically adjusts the seat 44 to a suitable position by changing the position of the seat 44 either up or down using the adjustable seatpost 74, thereby accelerating the human-powered vehicle 1 when the tire pressure is low. The rider can arbitrarily decide which position to change the seat 44 to. After performing the process in step S132, the control unit 81 terminates the control flow shown in Figure 8.

[0140] In step S133, which follows step S131, the control unit 81 controls at least one of the suspension 73 and the adjustable seatpost 74 in a second control state different from the first control state. The second control state includes at least one of the following: the suspension 73 is switched to an unlocked state; the stroke of the suspension 73 is increased compared to the first control state; the damping force of the suspension 73 is reduced compared to the first control state; and the position of the seat 44 is changed by the adjustable seatpost 74 to a predetermined position different from the first control state. After performing the processing in step S133, the control unit 81 terminates the control flow shown in Figure 8.

[0141] In the control according to the first embodiment, the control unit 81 outputs a signal to switch the suspension 73 to a lockout state or an unlock state in predetermined cases. However, for example, if the suspension 73 has already been switched to a desired state, the process of outputting this signal may be canceled. For example, if the suspension 73 is currently in the lockout state, the process of outputting a signal to switch to the lockout state can be canceled.

[0142] In the control according to the first embodiment, the control unit 81 outputs a signal to increase or decrease the stroke of the suspension 73 in predetermined cases. However, for example, if the stroke of the suspension 73 exceeds the adjustable range, the process of outputting this signal may be canceled. For example, if the current stroke of the suspension 73 is at its minimum, the process of outputting a signal to decrease the stroke can be canceled.

[0143] Similarly, the signal for reducing or increasing the damping force of the suspension 73, and the signal for raising or lowering the adjustable seatpost 74 by a predetermined amount, may be canceled if they exceed the adjustable range of the suspension 73 or the adjustable seatpost 74. The same applies to each embodiment described below.

[0144] (Second Embodiment) The second embodiment will be described using Figure 9. The second embodiment is the same as the first embodiment, except that the flowchart shown in Figure 9 is used instead of the flowchart shown in Figure 5. The flowchart shown in Figure 9 will be described below.

[0145] In step S141, the control unit 81 determines whether the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it proceeds to step S142. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it can detect that the human-powered vehicle 1 is on an uphill slope. If the control unit 81 determines that the air pressure in the front wheels 30 has not decreased and the air pressure in the rear wheels 20 has not increased, it proceeds to step S145.

[0146] In step S142, the control unit 81 determines whether or not the passenger is seated in seat 44. If the control unit 81 determines that the passenger is seated in seat 44, it proceeds to step S143. If the control unit 81 determines that the passenger is not seated in seat 44, it proceeds to step S144.

[0147] In step S143, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to switch the suspension 73 to the lockout state. Upon receiving the signal, the actuator 73a switches the suspension 73 to the lockout state.

[0148] In step S143, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to raise the seatpost 74a by a predetermined amount. Upon receiving the signal, the actuator 74b raises the seatpost 74a and the seat 44 by a predetermined amount. The control unit 81 detects that the human-powered vehicle 1 is on an uphill slope, and if the seat detection unit detects that a rider is seated on the seat 44, the control unit 81 raises the position of the seat 44 using the adjustable seatpost 74. This makes it possible to automatically put the human-powered vehicle 1 in a state that makes it easy to sit and pedal when on an uphill slope. After performing the processing in step S143, the control unit 81 terminates the control flow shown in Figure 9. The seat detection unit includes a seat sensor 90.

[0149] In step S144, which follows step S142, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to switch the suspension 73 to the lockout state. Upon receiving this signal, the actuator 73a switches the suspension 73 to the lockout state.

[0150] In step S144, the control unit 81 outputs a signal to the actuator 74b of the adjustable seatpost 74 to lower the seatpost 74a by a predetermined amount. Upon receiving this signal, the actuator 74b lowers the seatpost 74a and the seat 44 by a predetermined amount. The control unit 81 detects that the human-powered vehicle 1 is on an uphill slope, and if the seat detection unit detects that the rider is not seated on the seat 44, the control unit 81 lowers the position of the seat 44 using the adjustable seatpost 74. This automatically makes the human-powered vehicle 1 easier to stand and pedal when on an uphill slope. After performing the process in step S144, the control unit 81 terminates the control flow shown in Figure 9. The seat detection unit includes a seat sensor 90.

[0151] The processes in steps S145 and S146, which follow from step S141, are the same as those in steps S103 and S104 in Figure 5, so their explanation is omitted. The flowchart in Figure 9 shows an example in which the suspension 73 and the adjustable seatpost 74 are controlled in steps S143, S144, and S146, but it is also possible to configure the system to control only one of the suspension 73 and the adjustable seatpost 74, for example.

[0152] (Third embodiment) A third embodiment will be described using Figures 10 and 11. The third embodiment is the same as the first embodiment, except that the flowcharts shown in Figures 10 and 11 are used instead of the flowchart shown in Figure 6. The flowcharts shown in Figures 10 and 11 will be described below.

[0153] In step S151, the control unit 81 determines whether the change in tire pressure above a predetermined value within a predetermined time period is greater than or equal to a predetermined number of times. If the control unit 81 determines that the change in tire pressure above a predetermined value within a predetermined time period is greater than or equal to a predetermined number of times, it proceeds to step S152. If the control unit 81 determines that the change in tire pressure above a predetermined value within a predetermined time period is greater than or equal to a predetermined number of times, it can detect that the road surface on which the human-powered vehicle 1 is traveling is relatively rough, that is, the pressure changes correspond to a rough road surface. If the control unit 81 determines that the change in tire pressure above a predetermined value within a predetermined time period is less than or equal to a predetermined number of times, it proceeds to step S156. If the control unit 81 determines that the change in tire pressure above a predetermined value within a predetermined time period is less than or equal to a predetermined number of times, it can detect that the road surface on which the human-powered vehicle 1 is traveling is not very rough, that is, the pressure changes correspond to a smooth road surface.

[0154] In step S152, the control unit 81 determines whether the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it proceeds to step S153. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it can detect that the human-powered vehicle 1 is on an uphill slope. If the control unit 81 determines that the air pressure in the front wheels 30 has not decreased and the air pressure in the rear wheels 20 has not increased, it proceeds to step S154.

[0155] In step S153, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to increase the stroke of the suspension 73. Upon receiving this signal, the actuator 73a increases the stroke of the suspension 73. In step S153, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to decrease the damping force of the suspension 73. Upon receiving this signal, the actuator 73a decreases the damping force of the suspension 73. The stroke and damping force of the suspension 73 can also be set arbitrarily. For example, instead of increasing the stroke of the suspension 73 by a predetermined amount, it is possible to increase it to a predetermined target value.

[0156] If the control unit 81 detects that the change in tire pressure detected by the pressure detection unit 91 corresponds to a rough road surface and that the human-powered vehicle 1 is on an uphill slope, it performs at least one of the following controls: increasing the stroke of the suspension 73 and decreasing the damping force of the suspension 73. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. This allows the ride comfort of the human-powered vehicle 1 to be automatically adjusted to a favorable state when the road surface is rough and the vehicle is on an uphill slope. After performing the processing in step S153, the control unit 81 terminates the control flow shown in Figures 10 and 11.

[0157] In step S154, which follows step S152, the control unit 81 determines whether the air pressure in the front wheel 30 has increased and the air pressure in the rear wheel 20 has decreased. If the control unit 81 determines that the air pressure in the front wheel 30 has increased and the air pressure in the rear wheel 20 has decreased, it proceeds to step S155. If the control unit 81 determines that the air pressure in the front wheel 30 has increased and the air pressure in the rear wheel 20 has decreased, it can detect that the human-powered vehicle 1 is on a downhill slope. If the control unit 81 determines that the air pressure in the front wheel 30 has not increased or the air pressure in the rear wheel 20 has not decreased, it terminates the control flow shown in Figures 10 and 11.

[0158] In step S155, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to increase the stroke of the suspension 73. Upon receiving this signal, the actuator 73a increases the stroke of the suspension 73. In step S153, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to decrease the damping force of the suspension 73. Upon receiving this signal, the actuator 73a decreases the damping force of the suspension 73. The stroke and damping force of the suspension 73 can also be set arbitrarily.

[0159] If the control unit 81 detects that the change in tire pressure detected by the pressure detection unit 91 corresponds to a rough road surface and that the human-powered vehicle 1 is on a downhill slope, it performs at least one of the following controls: increasing the stroke of the suspension 73 and decreasing the damping force of the suspension 73. This automatically makes the ride comfort of the human-powered vehicle 1 suitable when the road surface is rough and the vehicle is on a downhill slope. After performing the processing in step S155, the control unit 81 terminates the control flow shown in Figures 10 and 11. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0160] In step S156, which follows step S151, the control unit 81 determines whether the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it proceeds to step S157. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it can detect that the human-powered vehicle 1 is on an uphill slope. If the control unit 81 determines that the air pressure in the front wheels 30 has not decreased or the air pressure in the rear wheels 20 has not increased, it proceeds to step S158.

[0161] In step S157, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to switch the suspension 73 to the lockout state. Upon receiving the signal, the actuator 73a switches the suspension 73 to the lockout state. This automatically optimizes the driving efficiency of the human-powered vehicle 1 under smooth road conditions and uphill inclines.

[0162] If the control unit 81 detects that the change in tire pressure detected by the pressure detection unit 91 corresponds to a smooth road surface and that the human-powered vehicle 1 is on an uphill slope, it switches the suspension 73 to a lockout state. This automatically optimizes the driving efficiency of the human-powered vehicle 1 under smooth road conditions and on an uphill slope. After performing the processing in step S157, the control unit 81 terminates the control flow shown in Figures 10 and 11. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0163] In step S158, which follows from step S156, the control unit 81 determines whether the air pressure in the front wheel 30 has increased and the air pressure in the rear wheel 20 has decreased. If the control unit 81 determines that the air pressure in the front wheel 30 has increased and the air pressure in the rear wheel 20 has decreased, it proceeds to step S159. If the control unit 81 determines that the air pressure in the front wheel 30 has increased and the air pressure in the rear wheel 20 has decreased, it can detect that the human-powered vehicle 1 is on a downhill slope. If the control unit 81 determines that the air pressure in the front wheel 30 has not increased or the air pressure in the rear wheel 20 has not decreased, it terminates the control flow shown in Figures 10 and 11.

[0164] In step S159, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to reduce the stroke of the suspension 73. Upon receiving this signal, the actuator 73a reduces the stroke of the suspension 73. In step S159, the control unit 81 outputs a signal to the actuator 73a of the suspension 73 to increase the damping force of the suspension 73. Upon receiving this signal, the actuator 73a increases the damping force of the suspension 73. The stroke and damping force of the suspension 73 can be determined arbitrarily.

[0165] When the control unit 81 detects that the change in tire pressure detected by the pressure detection unit 91 corresponds to a smooth road surface and that the human-powered vehicle 1 is on a downhill slope, it performs at least one of the following controls: reducing the stroke of the suspension 73 and increasing the damping force of the suspension 73. This automatically optimizes the driving efficiency of the human-powered vehicle 1 under smooth road conditions and on a downhill slope. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0166] The flowcharts in Figures 10 and 11 show an example in which the stroke and damping force of the suspension 73 are controlled in steps S153, S155, and S159. However, it is also possible to configure the system to control only one of the two parameters, for example, the stroke and damping force of the suspension 73.

[0167] (Fourth Embodiment) The fourth embodiment will be described below with reference to Figures 12 to 20. The configuration of the human-powered vehicle 1 according to the fourth embodiment is the same as that of the first embodiment, except that the transmission includes a front derailleur 75 in addition to the rear derailleur 72. In this embodiment, the derailleur includes a front derailleur 75 and a rear derailleur 72. In the following description, components common to the first embodiment will be denoted by the same reference numerals as in the first embodiment, and their descriptions will be omitted as appropriate.

[0168] The front derailleur 75 shown in Figure 12 is a gear shifting device that changes the gear ratio together with the rear derailleur 72. The front derailleur 75 can change the gear ratio by shifting the chain 53 between multiple front sprockets. The front derailleur 75 includes a shift motor 75a configured to operate the front derailleur 75, and a gear position sensor 75b configured to detect the operating status of the front derailleur 75. The shift motor 75a and the gear position sensor 75b are electrically connected to the control unit 81 by wire. The shift motor 75a and the gear position sensor 75b may also be electrically connected to the control unit 81 by wireless. The shift motor 75a is driven in response to a control signal from the control unit 81. The gear position sensor 75b outputs a signal to the control unit 81 according to the detected value.

[0169] Referring to Figure 1, the front sprocket assembly 51 and rear sprocket assembly 52 according to this embodiment are described below. The front sprocket assembly 51 and rear sprocket assembly 52 according to this embodiment each include a plurality of sprockets. The front sprocket assembly 51 includes a plurality of front sprockets with different numbers of teeth. The front sprocket assembly 51 has at least a first front sprocket and a second front sprocket different from the first front sprocket. In this embodiment, the front sprocket assembly 51 has a first front sprocket and a second front sprocket. The number of teeth of the first front sprocket is greater than the number of teeth of the second front sprocket. The front sprocket assembly 51 may include three or more front sprockets with different numbers of teeth. When the front sprocket assembly 51 includes two or more front sprockets with different numbers of teeth, when the front sprocket assembly 51 is mounted on the human-powered vehicle 1, the front sprocket with the most teeth is positioned further from the center plane of the bicycle frame than the front sprocket with the fewest teeth.

[0170] The rear sprocket assembly 52 includes a plurality of rear sprockets with different numbers of teeth. The rear sprocket assembly 52 has at least a first rear sprocket and a second rear sprocket different from the first rear sprocket. In this embodiment, the rear sprocket assembly 52 has 10 rear sprockets. The rear sprocket assembly 52 may include 11 or more rear sprockets with different numbers of teeth, or it may consist of 9 or fewer sprockets with different numbers of teeth. When the rear sprocket assembly 52 includes 2 or more rear sprockets, when the rear sprocket assembly 52 is mounted on the human-powered vehicle 1, the rear sprocket with the most teeth is positioned closer to the center plane of the bicycle frame than the rear sprocket with the fewest teeth. The chain 53 connects one front sprocket included in the front sprocket assembly 51 to one rear sprocket included in the rear sprocket assembly 52. ​​The rotational force of the front sprocket assembly 51 is transmitted to the rear sprocket via the chain 53.

[0171] The gear shift table T shown in Figure 13 relates to a front sprocket assembly 51 containing multiple front sprockets with different numbers of teeth, and a rear sprocket assembly 52 containing multiple rear sprockets with different numbers of teeth. The gear shift table T relates to gear ratios calculated by dividing the number of teeth of the front sprocket that the chain 53 engages with by the number of teeth of the rear sprocket that the chain 53 engages with. In the gear shift table T, 20 different gear ratios are defined by the combination of the two front sprockets in the front sprocket assembly 51 and the ten rear sprockets in the rear sprocket assembly 52. ​​In the gear shift table T shown in Figure 13, the front sprocket is denoted as "FC" and the rear sprocket as "CS".

[0172] In the example in Figure 13, the gear ratio is calculated by dividing the number of teeth on the front sprocket by the number of teeth on the rear sprocket. Therefore, the gear ratio increases when shifting up, but the method of calculating the gear ratio as defined in the gear table T is not particularly limited. For example, the gear ratio defined in the gear table T can also be a value calculated by dividing the number of teeth on the rear sprocket by the number of teeth on the front sprocket. When the gear ratio is calculated by dividing the number of teeth on the rear sprocket by the number of teeth on the front sprocket, unlike the example in Figure 13, the gear ratio decreases as the shift up occurs, and the relative values ​​in the various control decisions using the gear ratio are also reversed. In the following embodiment, the gear ratio is calculated by dividing the number of teeth on the front sprocket by the number of teeth on the rear sprocket.

[0173] In the gear shift table T shown in Figure 13, of the two front sprockets in the front sprocket assembly 51, the first front sprocket with the most teeth is referred to as "Top," and the second front sprocket with the fewest teeth is referred to as "Low." In the gear shift table T, the ten rear sprockets in the rear sprocket assembly 52 are referred to as "1st," "2nd," "3rd," ..., "10th," in order from the rear sprocket with the most teeth to the rear sprocket with the fewest teeth. In the gear shift table T shown in Figure 13, for illustrative purposes, examples of specific tooth counts and specific gear ratio values ​​for each sprocket are shown. The front derailleur 75 and rear derailleur 72 can change the gear ratio of the human-powered vehicle 1 to any gear ratio specified in the gear shift table T, that is, they can shift gears, by engaging the chain 53 with any sprocket among the sprockets of the front sprocket assembly 51 and rear sprocket assembly 52.

[0174] In this embodiment, the control unit 81 includes two shift modes: a manual shift mode and an automatic shift mode. In the manual shift mode, the control unit 81 outputs a signal to the derailleur according to the operation of the control unit 84 by the rider. As a result, in the manual shift mode, the gear changes are performed in accordance with the operation of the control unit 84 by the rider. In the automatic shift mode, the control unit 81 controls the derailleur when a reference value related to the driving state of the human-powered vehicle 1 reaches a predetermined threshold. In the automatic shift mode, the control unit 81 drives the derailleur's shift motor when a reference value related to the driving state of the human-powered vehicle 1 reaches a predetermined threshold. As a result, in the automatic shift mode, the gear changes are performed automatically according to the driving state of the human-powered vehicle 1. The reference value related to the driving state of the human-powered vehicle 1 includes, for example, values ​​related to the speed of the human-powered vehicle 1, the inclination of the human-powered vehicle 1, the cadence input to the human-powered vehicle 1, the torque input to the human-powered vehicle 1, etc. The manual shift mode and the automatic shift mode can be switched at will by an operation input to the control unit 84. The control unit 81 may also automatically switch between the manual shift mode and the automatic shift mode depending on the state of the human-powered vehicle 1.

[0175] The manual and automatic shift modes further include two shift modes: a synchronized mode in which the front derailleur 75 and the rear derailleur 72 are controlled in a coordinated manner, and a non-synchronized mode in which the front derailleur 75 and the rear derailleur 72 are controlled individually. The synchronized mode and the non-synchronized mode can be switched arbitrarily by an operation input to the control unit 84. The control unit 81 may automatically switch between the synchronized mode and the non-synchronized mode depending on the state of the human-powered vehicle 1.

[0176] When the shift mode is synchronized mode, the control unit 81 coordinates the control of the front derailleur 75 and the rear derailleur 72 to follow predetermined shift routes in the shift table T, as shown by the shift-up route LU1 and the shift-down route LD1 in Figure 13. The shift-up route LU1 is a shift route used when the gear ratio is changed significantly. The shift-down route LD1 is a shift route used when the gear ratio is changed slightly.

[0177] For example, in the example shown in Figure 13, when the front sprocket to which the chain 53 is engaged is in the "Low" position and the rear sprocket to which the chain 53 is engaged is in the "1st" position, the shift-up operation is performed by the operation unit 84, and the rear sprocket to which the chain 53 is engaged is switched sequentially from "1st" to "6th". If the shift-up operation is performed again, the front sprocket to which the chain 53 is engaged is switched from "Low" to "Top", and the rear sprocket to which the chain 53 is engaged is switched from "6th" to "4th". The rear sprocket to which the chain 53 is engaged is switched to a rear sprocket with more teeth, but the gear ratio is increased, and smooth shifting is possible. If the shift-up operation is performed again, the rear sprocket to which the chain 53 is engaged is switched sequentially from "4th" to "10th". When the shift-up operation is performed, the control unit 81 coordinates the control of the front derailleur 75 and the rear derailleur 72 so that they pass through the shift-up route LU1.

[0178] Similarly, when a downshift operation is performed, the control unit 81 coordinates the control of the front derailleur 75 and the rear derailleur 72 to pass through the downshift route LD1. The upshift route LU1 and downshift route LD1 shown in Figure 13 are examples and can be set arbitrarily. In the example shown in Figure 13, the upshift route LU1 and the downshift route LD1 are different, but for example, the upshift route LU1 and the downshift route LD1 may be the same.

[0179] In manual shift mode, the control unit 81 controls the derailleur in accordance with the operation input to the operation unit 84 provided on the human-powered vehicle 1. The control unit 81 controls the front derailleur 75 or the rear derailleur 72 in accordance with the operation input to the operation unit 84 provided on the human-powered vehicle 1. In manual shift mode, shifting can be performed in single gear or multi-gear mode in accordance with the operation of the operation unit 84. In single gear shift mode, the front derailleur 75 or the rear derailleur 72 is operated by a first gear amount within a predetermined shift time in response to a first operation input to the operation unit 84. Specifically, when a first operation is input to the operation unit 84, the control unit 81 controls the shift motor 75a of the front derailleur 75 or the shift motor 160 of the rear derailleur 72 to drive by a first gear amount within a predetermined time. When a first operation is input to the operation unit 84, the control unit 81 may control the shift motor 75a of the front derailleur 75 and the shift motor 160 of the rear derailleur 72 to drive by a first gear amount within a predetermined time. The first operation includes, for example, pressing the switch on the operation unit 84 once or operating the lever on the operation unit 84 once. A single gear change allows the sprocket of the front sprocket assembly 51 or the rear sprocket assembly 52 with which the chain 53 engages to be changed by one gear at a time.

[0180] Multi-speed shifting operates the front derailleur 75 or the rear derailleur 72 by a second gear amount greater than the first gear amount within a predetermined shift time in response to a second operation different from the first operation. Specifically, when a second operation is input to the operation unit 84, the control unit 81 controls the shift motor 75a of the front derailleur 75 or the shift motor 160 of the rear derailleur 72 to drive by the second gear amount within a predetermined time. Multi-speed shifting may include a shift operation in which the chain 53 engages with a sprocket that is two or more sprockets away, without engaging the sprocket with which the chain 53 is engaged or with an adjacent sprocket. When a second operation is input to the operation unit 84, the control unit 81 may control the shift motor 75a of the front derailleur 75 and the shift motor 160 of the rear derailleur 72 to drive by the second gear amount within a predetermined time. The second operation includes, for example, a rapid pressing operation, where the switch on the operating unit 84 is pressed multiple times within a predetermined time; a long-press operation, where the switch on the operating unit 84 is pressed for a predetermined time or longer; and an operation, where the lever on the operating unit 84 is operated for a predetermined time or longer. Multi-speed shifting allows the sprockets of the front sprocket assembly 51 or the rear sprocket assembly 52, with which the chain 53 engages, to be changed at multiple stages simultaneously. Multi-speed shifting also allows the rear sprockets of the rear sprocket assembly 52, with which the chain 53 engages, to be changed at multiple stages.

[0181] The following describes the control of the human-powered vehicle 1 by a control device 80 including a control unit 81 according to the fourth embodiment. The control unit 81 controls a derailleur mounted on the human-powered vehicle 1 based on changes in tire pressure detected by a pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0182] The control unit 81 controls the actuator 184 so that the rotational resistance force is in the first resistance force application state if the fluctuation of the detected value detected by the pressure detection unit 91 within a predetermined time is greater than or equal to a predetermined value. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0183] As shown in Figure 20, the control unit 81 controls the derailleur in response to an operation input to an operation unit 84 provided on the human-powered vehicle 1. Based on the change in tire pressure detected by the pressure detection unit 91, the control unit 81 detects the inclination state of the human-powered vehicle 1. In response to a first operation input to the operation unit 84, the control unit 81 can operate the derailleur by a first gear amount within a predetermined shift time, and can prevent the derailleur from operating by a second gear amount greater than the first gear amount within the predetermined shift time in response to a second operation different from the first operation. The control unit 81 detects the inclination state of the human-powered vehicle 1 based on the detection values ​​of the first pressure detection unit and the second pressure detection unit.

[0184] The following describes a specific flowchart of the control of the human-powered vehicle 1 by the control device 80, including the control unit 81. The control unit 81 starts control according to the flowcharts shown in Figures 14, 19, and 20 at predetermined timings. The timing for starting control includes, for example, the timing when power is supplied to the control unit 81 or the timing when the rider performs a predetermined operation on the operation unit 84. The control unit 81 repeats the control according to the flowchart described below at predetermined cycles. The control unit 81 also terminates the control flow according to the flowchart described below at predetermined timings. The timing for terminating the control flow includes, for example, the timing when power is supplied to the control unit 81 or the timing when the rider performs a predetermined operation on the operation unit 84.

[0185] Figure 14 shows an example of a flowchart for controlling the human-powered vehicle 1 by detecting whether the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time. In step S161, the control unit 81 determines whether the tire pressure changes above a predetermined value more than a predetermined number of times within a predetermined time. The tires to be determined are at least one of the front wheels 30 and rear wheels 20. The pressure of either the front wheel 30 or the rear wheel 20 may be determined, or the pressure of both tires may be determined.

[0186] If the control unit 81 determines that the change in tire pressure to a predetermined value or more occurs more than a predetermined number of times within a predetermined time period, it proceeds to step S162. When the road surface on which the human-powered vehicle 1 is traveling is rough, it is expected that the impact on the tires in contact with the road surface will be stronger compared to when the human-powered vehicle 1 is traveling on a flat road surface. The impact on the tires causes a change in the air pressure inside the tires. If a fairly large change in tire pressure occurs fairly frequently, it can be estimated that the road surface on which the human-powered vehicle 1 is traveling is relatively rough. The control unit 81 can detect that the road surface is relatively rough.

[0187] If the control unit 81 determines that the number of times the tire pressure changes above a predetermined value within a predetermined time is less than a predetermined number, it proceeds to step S163. Since the tire pressure has not changed very much, or has not changed very frequently, it can be estimated that the road surface roughness on which the human-powered vehicle 1 is traveling is below a predetermined level. The control unit 81 can detect that the road surface is not very rough.

[0188] In step S162, the control unit 81 starts controlling the derailleur according to the first control state described later. The derailleur includes at least one of the front derailleur 75 and the rear derailleur 72. The control unit 81 controls the derailleur in the first control state if the tire pressure changes by more than a predetermined value within a predetermined time period more than a predetermined number of times. After performing the process in step S162, the control unit 81 terminates the control flow shown in Figure 14.

[0189] In step S163, the control unit 81 starts controlling the derailleur according to the second control state described later. The derailleur includes at least one of the front derailleur 75 and the rear derailleur 72. The control unit 81 controls the derailleur in the second control state if the number of changes in tire pressure exceeding a predetermined value within a predetermined time is less than a predetermined number. After performing the process in step S163, the control unit 81 terminates the control flow shown in Figure 14.

[0190] The first and second control states will be described in detail below. The control unit 81 is capable of performing at least one of the first to fifth processes described below in the first and second control states.

[0191] The control unit 81 can perform a first process, which is a process to prohibit or permit multi-speed shifting, depending on whether it is in the first control state or the second control state.

[0192] The control unit 81 can perform a first prohibition process in the first control state, which allows single-speed shifting and prohibits multi-speed shifting. In the first control state, the control unit 81 responds to a first operation input to the operation unit 84 by operating the derailleur by a first gear amount within a predetermined shift time, and prohibits operating the derailleur by a second gear amount greater than the first gear amount within a predetermined shift time in response to a second operation different from the first operation in the first control state. This allows the derailleur to be controlled in a suitable state in the first control state. By prohibiting multi-speed shifting when it is estimated that the road surface is rough, the comfort of the human-powered vehicle 1 when traveling on a rough road surface can be improved.

[0193] The control unit 81 is capable of performing a first permission process in the second control state, which is a process that permits shifting using a single gear and shifting using a multi-gear system. In the second control state, the control unit 81 permits the derailleur to operate at the second gear amount within the predetermined shift time in response to the second operation. This allows the derailleur to be controlled in a suitable state in the second control state. By permitting shifting using a multi-gear system when it is estimated that the road surface is not rough, the operability of the human-powered vehicle 1 can be improved.

[0194] The control unit 81 is capable of performing a second process, which is a process that makes the gear shift threshold in the automatic gear shift mode different depending on whether it is in the first control state or the second control state. The control unit 81 includes an automatic gear shift mode, in which the control unit 81 controls the derailleur when a reference value related to the driving state of the human-powered vehicle 1 reaches a predetermined threshold, and the predetermined threshold is different in the first control state and the second control state.

[0195] To give a specific example, the reference value includes a value related to cadence input to the human-powered vehicle 1, the threshold is a value related to cadence, and the control unit 81 performs a second increase process, which is a process of increasing the threshold, in the first control state. When the control unit 81 controls the derailleur using cadence as a reference value to perform a gear shift operation in automatic gear shift mode, it sets the threshold in the first control state to a value greater than the threshold in the second control state. This allows the derailleur to be controlled in a suitable state in the first control state. In situations where the road surface is presumed to be rough, increasing the threshold related to cadence allows the gear ratio to remain small even when the cadence is high, thus improving comfort when riding on rough roads.

[0196] It is also possible to configure the system to decrease the cadence threshold in the second control state, rather than increasing the cadence threshold in the first control state. Specifically, the reference value includes the cadence input to the human-powered vehicle 1, the threshold is a value related to cadence, and the control unit 81 performs a second reduction process in the second control state, which is a process of decreasing the threshold. When the control unit 81 controls the derailleur using cadence as a reference value to perform a gear shift operation in automatic gear shift mode, it sets the threshold in the second control state to a value smaller than the threshold in the first control state. This allows the derailleur to be controlled in a suitable state in the second control state. In situations where it can be estimated that the road surface is not rough, by decreasing the threshold related to cadence, the gear ratio can be increased earlier when the cadence increases, thus improving comfort when riding on smooth roads.

[0197] The second process may include at least one of the second increase process and the second decrease process. The second process may perform only either the second increase process or the second decrease process, or it may perform both the second increase process and the second decrease process.

[0198] Reference values ​​for the driving state of the human-powered vehicle 1 used in automatic transmission mode may include, in addition to cadence, the vehicle speed of the human-powered vehicle 1, the torque input to the pedal 13, and the incline of the human-powered vehicle 1, etc. It is also possible to use a combination of multiple reference values.

[0199] The control unit 81 is capable of performing a third process, which involves changing the rotational resistance force of the damping mechanism 180 against the rotation of the pulley assembly 140, depending on whether it is in the first control state or the second control state.

[0200] To give a specific example, in the first control state, the control unit 81 outputs a signal to the actuator 184 to set the one-way clutch 183 to the first clutch mode. In the first control state, the control unit 81 controls the actuator 184 so that the rotational resistance force is in the first resistance force application state. In the first control state, the control unit 81 applies a relatively large rotational resistance force to the pulley assembly 140 against rotation in the second rotation direction D2. Therefore, in the first control state, where it is presumed that the road surface is rough, slack in the chain 53 can be suppressed.

[0201] In the second control state, the control unit 81 outputs a signal to the actuator 184 to set the one-way clutch 183 to the second clutch mode. In the second control state, the control unit 81 controls the actuator 184 so that the rotational resistance force is in the second resistance force application state. As a result, in the second control state, the control unit 81 applies a relatively small rotational resistance force to the pulley assembly 140 against rotation in the second rotation direction D2. Therefore, in the second control state, suitable gear changes can be performed. The pulley assembly 140 becomes easier to rotate in response to the change in tension of the chain 53 corresponding to the gear change, and suitable gear changes can be performed. The actuator 184 may be an electric actuator.

[0202] The control unit 81 can perform a fourth process, which is a process that makes the shift route used in synchronized mode at least partially different between the first control state and the second control state. The control unit 81 controls the derailleur based on the shift table T relating to the gear ratio. In the first control state, the control unit 81 controls the derailleur using a first shift route based on the shift table T. In the second control state, the control unit 81 controls the derailleur using a second shift route, and the first shift route and the second shift route are at least partially different. The first shift route includes a shift-up route LU1 and a shift-down route LD1. The second shift route includes a shift-up route LU2 and a shift-down route LD2.

[0203] To give a specific example, as shown in Figures 13 and 15, the control unit 81 can perform a process that makes the effective range of the gear ratio of the gear shift route different when the chain 53 is engaged with the "Low" front sprocket in the first control state and the second control state.

[0204] Specifically, in the first control state shift-up route LU1 shown in Figure 13, the effective range of the gear ratio when chain 53 is engaged with the "Low" front sprocket is 0.67 to 1.26. In contrast, in the second control state shift-up route LU2 shown in Figure 15, the effective range of the gear ratio when chain 53 is engaged with the "Low" front sprocket is 0.67 to 1.14.

[0205] In a gear shift sequence that increases the gear ratio, the effective range of the gear ratio when the chain 53 is engaged with the second front sprocket in the first gear shift route is wider than the effective range of the gear ratio when the chain 53 is engaged with the second front sprocket in the second gear shift route. This allows the derailleur to be controlled in a suitable state. When it is estimated that the road surface is rough, by ensuring that the period during which the chain 53 is engaged with the "Low" front sprocket is extended, it becomes less likely that a shift from "Low" to "Top" will occur when shifting up.

[0206] As another example, as shown in Figures 13 and 16, the control unit 81 can perform a process that makes the effective range of the gear ratio of the gear shift route different when the front sprocket is engaged in "Top" between the first control state and the second control state.

[0207] Specifically, in the first control state shift-down route LD1 shown in Figure 13, the effective range of the gear ratio when chain 53 is engaged with the "Top" front sprocket is 1.19 to 3.45. In contrast, in the second control state shift-down route LD2 shown in Figure 16, the effective range of the gear ratio when chain 53 is engaged with the "Top" front sprocket is 1.36 to 3.45.

[0208] In a gear shift sequence that reduces the gear ratio, the effective range of the gear ratio when the chain 53 is engaged with the second front sprocket in the first gear shift route is wider than the effective range of the gear ratio when the chain 53 is engaged with the second front sprocket in the second gear shift route. This allows the derailleur to be controlled in a suitable state. When it is estimated that the road surface is rough, the period during which the chain 53 is engaged with the "Top" front sprocket is extended, making it less likely for the gear to switch from "Top" to "Low" when shifting down.

[0209] The control unit 81 can perform a fifth process, which involves making the maximum and minimum values ​​of the gear ratio different depending on whether it is in the first control state or the second control state. Specifically, as shown in Figures 17 and 18, the control unit 81 can perform a process that makes the maximum and minimum values ​​of the gear ratio different depending on whether it is in the first control state or the second control state.

[0210] Specifically, in the first control state, the control unit 81 prohibits the use of at least one gear ratio from the maximum value of the gear ratios in the gear table T, as shown in Figure 17. In the first control state, the control unit 81 may also prohibit the use of two or more gear ratios from the maximum value of the gear ratios in the gear table T. The control unit 81 controls the derailleur so that the prohibited gear ratios are not used. The control unit 81 can control the derailleur so that the maximum value of the gear ratio in the first control state is smaller than the maximum value of the gear ratio in the second control state. This allows the derailleur to be controlled in a suitable state. When it is estimated that the road surface is rough, the vehicle speed of the human-powered vehicle 1 can be suppressed by making the maximum value of the gear ratio smaller than when it is estimated that the road surface is smooth, making it easier to drive stably on rough roads.

[0211] In the second control state, the control unit 81 prohibits the use of at least one gear ratio from the minimum value among the gear ratios of the gear table T, as shown in Figure 18. In the second control state, the control unit 81 may prohibit the use of two or more gear ratios from the minimum value among the gear ratios of the gear table T. The control unit 81 controls the derailleur so that prohibited gear ratios are not used. The control unit 81 can control the derailleur so that the minimum value of the gear ratio in the first control state is smaller than the minimum value of the gear ratio in the second control state. This allows the derailleur to be controlled in a suitable state. When it is estimated that the road surface is rough, the vehicle speed of the human-powered vehicle 1 can be suppressed by making the minimum value of the gear ratio smaller than when it is estimated that the road surface is smooth, making it easier to drive stably on rough roads.

[0212] The control unit 81 can execute the first to fifth processes described above in an appropriate combination. The control unit 81 can execute only one of the first to fifth processes, or execute two or more processes in combination. The choice of which process to execute can be arbitrarily determined.

[0213] Figure 19 shows an example flowchart for controlling the human-powered vehicle 1 by detecting a decrease in the air pressure of both the front wheel 30 and the rear wheel 20 tires. In step S171, the control unit 81 determines whether the air pressure of both the front wheel 30 and the rear wheel 20 tires of the human-powered vehicle 1 has decreased to a predetermined level or less within a predetermined time.

[0214] If the control unit 81 determines that the air pressure in the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has decreased to a predetermined level or lower within a predetermined time, it proceeds to step S172. Since the load on both the front wheels 30 and rear wheels 20 has decreased, the control unit 81 can estimate that the human-powered vehicle 1 is in a jumping state. A jumping state is, for example, a state in which at least one of the front wheels 30 and rear wheels 20 is lifted off the ground. A jumping state is, for example, a state in which both the front wheels 30 and rear wheels 20 are lifted off the ground. If the control unit 81 determines that the air pressure in at least one of the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has not decreased to a predetermined level or lower within a predetermined time, it terminates the control flow shown in Figure 19.

[0215] In step S172, the control unit 81 outputs a signal to the actuator 184 to set the one-way clutch 183 to the first clutch mode. If the fluctuation of the detected value detected by the pressure detection unit 91 within a predetermined time exceeds a predetermined value, the control unit 81 controls the actuator 184 so that the rotational resistance force is in the first resistance force application state. This allows the control unit 81 to control the derailleur in a suitable state. By detecting the jumping state of the human-powered vehicle 1 from the air pressure of the tires of the human-powered vehicle 1 and applying a relatively large rotational resistance force to the rotation of the pulley assembly 140 in the second rotation direction D2, it is possible to suppress the rotation of the pulley assembly 140 in the second rotation direction D2 due to vibrations of the human-powered vehicle 1. This makes it possible to suppress large slack in the chain 53 due to vibrations of the human-powered vehicle 1. After performing the processing in step S172, the control unit 81 moves on to step S173. The air pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. Preferably, the pressure detection unit 91 includes both a first tire pressure detection device 85 and a second tire pressure detection device 86.

[0216] In step S173, the control unit 81 determines whether the air pressure in the front wheels 30 and rear wheels 20 of the human-powered vehicle 1 has increased to a predetermined level or higher within a predetermined time. In step S173, the control unit 81 may be configured to determine whether or not it has detected an increase in atmospheric pressure equal to the amount of change in atmospheric pressure detected in step S171.

[0217] If the control unit 81 determines that the air pressure in the tires of both the front wheels 30 and the rear wheels 20 of the human-powered vehicle 1 has increased to a predetermined level or higher within a predetermined time, it proceeds to step S174. Since the load on both the front wheels 30 and the rear wheels 20 has increased, the control unit 81 can estimate that the human-powered vehicle 1 is in a ground-contact state. A ground-contact state is a state in which at least one of the front wheels 30 and the rear wheels 20 is in contact with the ground. A ground-contact state is a state in which both the front wheels 30 and the rear wheels 20 are in contact with the ground.

[0218] When the control unit 81 determines that the air pressure of at least one tire of the front wheel 30 and the rear wheel 20 of the human - powered vehicle 1 has not increased by a predetermined amount or more within a predetermined time, the control unit 81 performs the process of step S173 again. The control unit 81 may be configured to perform the process of step S173 again when it determines that the air pressures of both the front wheel 30 and the rear wheel 20 tires of the human - powered vehicle 1 have not increased by a predetermined amount or more within a predetermined time.

[0219] In step S174, the control unit 81 returns the state of the one - way clutch 183 to the state before the process of step S172. Specifically, when the one - way clutch 183 was in the second clutch mode before the process of step S172, the control unit 81 outputs a signal for switching the one - way clutch 183 to the second clutch mode to the actuator 184. Thereby, the actuator 184 can be controlled so that the pulley assembly 140 is in the second resistance - applying state. After performing the process of step S174, the control unit 81 ends the control flow of FIG. 19.

[0220] In the flowchart of FIG. 19, an example of detecting that the human - powered vehicle 1 is in a grounded state based on the air pressures of the front wheel 30 and the rear wheel 20 tires of the human - powered vehicle 1 is shown. However, for example, it is also possible to estimate that the human - powered vehicle 1 has become in a grounded state when a predetermined time has elapsed after the human - powered vehicle 1 has entered the jumping state shown in step S171 or after the process of step S172 has been performed, and then perform the process of step S174.

[0221] FIG. 20 shows an example of a flowchart for the control unit 81 to control the rear derailleur 72 based on the change in the air pressure detected by the air pressure detection unit 91. More specifically, the air pressure detection unit 91 includes the first tire air pressure detection device 85 and the second tire air pressure detection device 86. The control unit 81 shows an example of a flowchart for controlling the rear derailleur 72 based on the change in the tire air pressure detected by the first tire air pressure detection device 85 and the second tire air pressure detection device 86. By detecting the changes in the first tire air pressure detection device 85 and the second tire air pressure detection device 86, the rear derailleur 72 can be controlled according to the inclination state of the human-powered vehicle 1.

[0222] In step S181, the control unit 81 determines whether the air pressure of the tire of the front wheel 30 has become low and the air pressure of the tire of the rear wheel 20 has become high. If the control unit 81 determines that the air pressure of the tire of the front wheel 30 has become low and the air pressure of the tire of the rear wheel 20 has become high, it proceeds to step S183. Since the load applied to the front wheel 30 decreases and the load applied to the rear wheel 20 increases, the control unit 81 can estimate that the human-powered vehicle 1 is in an uphill inclination state. If the control unit 81 determines that the air pressure of the tire of the front wheel 30 has not become low or the air pressure of the tire of the rear wheel 20 has not become high, it proceeds to step S182.

[0223] In step S182, the control unit 81 determines whether the air pressure of the tire of the front wheel 30 has become high and the air pressure of the tire of the rear wheel 20 has become low. If the control unit 81 determines that the air pressure of the tire of the front wheel 30 has become high and the air pressure of the tire of the rear wheel 20 has become low, it proceeds to step S183. Since the load applied to the front wheel 30 increases and the load applied to the rear wheel 20 decreases, the control unit 81 can estimate that the human-powered vehicle 1 is in a downhill inclination state. If the control unit 81 determines that the air pressure of the tire of the front wheel 30 has not become high or the air pressure of the tire of the rear wheel 20 has not become low, the control flow of FIG. 20 ends.

[0224] In step S183, the control unit 81 permits single-speed shifting and prohibits multi-speed shifting. If the control unit 81 detects the tilt state of the human-powered vehicle 1 based on the change in tire pressure detected by the pressure detection unit 91, it will operate the derailleur by a first gear amount within a predetermined shift time in response to a first operation input to the operation unit 84, and will prohibit operating the derailleur by a second gear amount greater than the first gear amount within the predetermined shift time in response to a second operation different from the first operation. The pressure detection unit 91 includes a first tire pressure detection device 85 and a second tire pressure detection device 86. When the control unit 81 detects the inclination state of the human-powered vehicle 1 based on the change in tire pressure detected by the first tire pressure detection device 85 and the second tire pressure detection device 86, it operates the derailleur by a first gear amount within a predetermined shift time in response to a first operation input to the operation unit 84, and prohibits operating the derailleur by a second gear amount greater than the first gear amount within the predetermined shift time in response to a second operation different from the first operation. This allows the derailleur to be controlled in a suitable state. By prohibiting multi-speed shifting when it is estimated that the road surface is inclined, the comfort of the human-powered vehicle 1 when traveling on an inclined road surface can be improved. After performing the processing in step S183, the control unit 81 terminates the control flow shown in Figure 20.

[0225] The flowchart in Figure 20 shows an example where multi-speed shifting is prohibited when the human-powered vehicle 1 is on an uphill or downhill slope. However, it is also possible to prohibit multi-speed shifting only when the human-powered vehicle 1 is on an uphill slope, or only when it is on a downhill slope.

[0226] (Fifth embodiment) The fifth embodiment will be described below with reference to Figure 21. The fifth embodiment is the same as the fourth embodiment, except that the flowchart shown in Figure 21 is used instead of the flowchart shown in Figure 20. Therefore, the flowchart shown in Figure 21 will be described below.

[0227] In step S191, the control unit 81 determines whether the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it proceeds to step S192. If the control unit 81 determines that the air pressure in the front wheels 30 has decreased and the air pressure in the rear wheels 20 has increased, it can detect that the human-powered vehicle 1 is on an uphill slope. If the control unit 81 determines that the air pressure in the front wheels 30 has not decreased and the air pressure in the rear wheels 20 has not increased, it proceeds to step S193.

[0228] In step S192, the control unit 81 prohibits multi-speed shifting during upshifts, which significantly changes the gear ratio. When the air pressure in the front tire 30 of the human-powered vehicle 1 decreases and the air pressure in the rear tire 20 of the human-powered vehicle 1 increases, the control unit 81 prohibits the derailleur from operating at the second gear amount within the predetermined shift time to significantly change the gear ratio in response to the second operation. This allows the derailleur to be controlled in a suitable state. By prohibiting multi-speed shifting when it is estimated that the human-powered vehicle 1 is on an uphill slope, the comfort of the human-powered vehicle 1 when traveling on an inclined road surface can be improved. In the process of step S192, multi-speed shifting when significantly changing the gear ratio is prohibited, but multi-speed shifting when smallly changing the gear ratio during downshifts is not prohibited.

[0229] In step S193, which follows step S191, the control unit 81 determines whether the air pressure in the front wheels 30 has increased and the air pressure in the rear wheels 20 has decreased. If the control unit 81 determines that the air pressure in the front wheels 30 has increased and the air pressure in the rear wheels 20 has decreased, it proceeds to step S194. If the control unit 81 determines that the air pressure in the front wheels 30 has increased and the air pressure in the rear wheels 20 has decreased, it can detect that the human-powered vehicle 1 is on a downhill slope. If the control unit 81 determines that the air pressure in the front wheels 30 has not increased and the air pressure in the rear wheels 20 has not decreased, it terminates the control flow shown in Figure 21.

[0230] In step S194, the control unit 81 prohibits multi-speed shifting during downshifting, which reduces the gear ratio. When the air pressure in the front wheel 30 of the human-powered vehicle 1 increases and the air pressure in the rear wheel 20 of the human-powered vehicle 1 decreases, the control unit 81 prohibits the derailleur from operating at the second gear amount within the predetermined shift time to reduce the gear ratio in response to the second operation. This allows the derailleur to be controlled in a suitable state. By prohibiting multi-speed shifting when it can be estimated that the human-powered vehicle 1 is on a downhill slope, the comfort of the human-powered vehicle 1 when traveling on an inclined road surface can be improved.

[0231] In step S194, multi-speed shifting is prohibited when the gear ratio is changed by a small amount, but multi-speed shifting is not prohibited when shifting up and changing the gear ratio by a large amount. After performing the processing in step S192 or step S194, the control unit 81 terminates the control flow shown in Figure 21.

[0232] (Sixth Embodiment) The sixth embodiment will be described below with reference to Figure 22. In the sixth embodiment, the control unit 81 can control the derailleur according to the detected value of the tire pressure detected by the pressure detection unit 91. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The sixth embodiment is the same as the fourth embodiment except that the flowchart shown in Figure 22 is used instead of the flowchart shown in Figure 14. Therefore, the flowchart shown in Figure 22 will be described below.

[0233] In step S201, the control unit 81 determines whether the air pressure of at least one of the front wheels 30 and rear wheels 20 is below the reference value. If the control unit 81 determines that the air pressure of at least one of the front wheels 30 and rear wheels 20 is below the reference value, the process proceeds to step S202. If the control unit 81 determines that the air pressure of both the front wheels 30 and rear wheels 20 is at or above the reference value, the process proceeds to step S203.

[0234] In step S202, the control unit 81 starts controlling the delayer according to the first control state described later. After performing the process in step S202, the control unit 81 terminates the control flow shown in Figure 22.

[0235] In step S203, the control unit 81 starts controlling the delayer according to the second control state described later. After performing the process in step S203, the control unit 81 terminates the control flow shown in Figure 22.

[0236] The first and second control states will be described in detail below. The processing performed by the control unit 81 in the first and second control states of the sixth embodiment is generally the same as the processing performed by the control unit 81 in the first and second control states of the fourth embodiment. Therefore, the explanation of points that are the same as in the fourth embodiment will be simplified below, and the differences will be explained in detail below.

[0237] In the first and second control states of the sixth embodiment, the control unit 81 can perform the first to fifth processes, similar to those in the fourth embodiment, as well as the sixth process described later. In the sixth embodiment, the control unit 81 can perform at least one of the first to sixth processes.

[0238] The control unit 81 can perform a first prohibition process in the first control state, which allows single-speed shifting and prohibits multi-speed shifting. The control unit 81 can also perform a second process, which makes the shift threshold in automatic shifting mode different for the first control state and the second control state. The control unit 81 includes an automatic shifting mode, in which the control unit 81 controls the derailleur when a reference value related to the driving state of the human-powered vehicle 1 reaches a predetermined threshold, and the predetermined threshold differs between the first control state and the second control state. Specifically, the control unit 81 includes an automatic shifting mode, in which the control unit 81 controls the derailleur when a reference value related to the driving state of the human-powered vehicle 1 reaches a predetermined threshold, and it is possible to increase the predetermined threshold if the tire pressure is below a predetermined reference value. Furthermore, the reference value includes a value related to cadence input to the human-powered vehicle 1, and the threshold is a value related to cadence. The control unit 81 can increase the threshold when the tire pressure is below a predetermined reference value.

[0239] The control unit 81 is capable of performing a third process, which is a process of changing the rotational resistance force applied to the pulley assembly 140 by the damping mechanism 180 for rotation in the second rotational direction D2, depending on whether it is in a first control state or a second control state. Specifically, the control unit 81 is capable of controlling the actuator 184 so that the rotational resistance force is in a first resistance force application state when the tire pressure is below a predetermined reference value. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The actuator 184 may be an electric actuator.

[0240] The control unit 81 can perform a fourth process, which is a process that makes the shift route used in synchronized mode at least partially different between the first control state and the second control state. The control unit 81 controls the derailleur based on the shift table T relating to the gear ratio, and when the tire pressure is below a predetermined reference value, the control unit 81 controls the derailleur with a third shift route based on the shift table T, and when the tire pressure is above a predetermined reference value, the control unit 81 controls the derailleur with a fourth shift route based on the shift table T, and the third shift route and the fourth shift route are at least partially different. The third shift route includes a shift-up route LU1 and a shift-down route LD1. The fourth shift route includes a shift-up route LU2 and a shift-down route LD2.

[0241] For example, in a gear shift sequence that increases the gear ratio, the effective range of the gear ratio when the chain 53 is engaged with the second front sprocket in the third gear shift route can be wider than the effective range of the gear ratio when the chain 53 is engaged with the second front sprocket in the fourth gear shift route. The third gear shift route includes the shift-up route LU1. The fourth gear shift route includes the shift-up route LU2.

[0242] The control unit 81 controls the derailleur based on a gear ratio table T. If the tire pressure is below a predetermined reference value, the control unit 81 controls the derailleur using a first gear route based on the gear ratio table T. If the tire pressure is above a predetermined reference value, the control unit 81 controls the derailleur using a second gear route based on the gear ratio table T. The third gear route and the fourth gear route are at least partially different. The first gear route includes a shift-up route LU1 and a shift-down route LD1. The second gear route includes a shift-up route LU2 and a shift-down route LD2.

[0243] For example, in the shift order of increasing the gear ratio, when the chain 53 is engaged with the second front sprocket in the first shift route, the effective range of the gear ratio can be made wider than the effective range of the gear ratio when the chain 53 is engaged with the second front sprocket in the second shift route. The first shift route includes an upshift route LU1. The second shift route includes an upshift route LU2.

[0244] The control unit 81 can perform a fifth process which is a process of making the maximum value and the minimum value of the gear ratio different between the case of the first control state and the case of the second control state. Since the first process to the fifth process are the same as those in the fourth embodiment, detailed description thereof is omitted.

[0245] The control unit 81 can perform a sixth process which is a process of prohibiting or permitting shifting by multi-stage shifting during an upshift that greatly changes the gear ratio between the case of the first control state and the case of the second control state.

[0246] Taking a specific example, in the first control state, when performing an upshift that greatly changes the gear ratio, the control unit 81 can perform a sixth prohibition process which is a process of permitting shifting by single-stage shifting and prohibiting shifting by multi-stage shifting. When the tire pressure of the human-powered vehicle 1 is less than a predetermined reference value, the control unit 81 operates the delay actuator by a first shift amount within a predetermined shift time in response to a first operation input to the operation unit 84, and operates the delay actuator by a second shift amount greater than the first shift amount within the predetermined shift time in response to a second operation different from the first operation to prohibit increasing the gear ratio. Thereby, in the first control state, the delay actuator can be controlled in a suitable state. By prohibiting shifting that greatly changes the gear ratio by multi-stage shifting when the tire pressure of the human-powered vehicle 1 is low, the comfort of the human-powered vehicle 1 can be improved.

[0247] In the second control state, the control unit 81 can perform a sixth permission process, which allows single-speed and multi-speed shifting when the gear ratio is significantly changed. This allows the derailleur to be controlled in a suitable state in the second control state. By allowing multi-speed shifting when the tire pressure of the human-powered vehicle 1 is high, the operability of the human-powered vehicle 1 can be improved.

[0248] The human-powered vehicle 1 according to the sixth embodiment includes a control unit 81 that controls a derailleur mounted on the human-powered vehicle 1 in a first control state when the detected value of the tire pressure detected by a pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1 is less than a reference value, and controls the derailleur in a second control state different from the first control state when the detected value is equal to or greater than the reference value. This makes it possible to automatically control the derailleur in a suitable state based on the air pressure of the tires of the human-powered vehicle 1. When performing the first to sixth processes in the first and second control states of the sixth embodiment, the gear shift routes, various thresholds, etc. used in each process can be made different from those in the fifth embodiment.

[0249] (Seventh Embodiment) The seventh embodiment will be described with reference to Figures 23 to 25. The human-powered vehicle 1 according to the seventh embodiment differs from the first embodiment in the configuration of the first tire pressure detection device 85, the second tire pressure detection device 86, and the rear derailleur 72, while the other configurations are the same as those of the first embodiment. Components common to the first embodiment are denoted by the same reference numerals as in the first embodiment, and their descriptions are omitted as appropriate.

[0250] The first tire pressure detection device 85 according to the seventh embodiment shown in Figure 23 includes an electronic device 85E. The electronic device 85E includes a first tire pressure sensor 85a, a first control unit 85b, a first communication unit 85c, and a first tire acceleration sensor 85d. The configurations of the first tire pressure sensor 85a, the first control unit 85b, and the first communication unit 85c are the same as in the first embodiment.

[0251] The first tire acceleration sensor 85d is configured to detect the acceleration of the front wheel 30. The first tire acceleration sensor 85d is installed on the front wheel 30 and outputs information corresponding to the angular acceleration of the front wheel 30.

[0252] In the seventh embodiment, the first control unit 85b can change the operating mode of the first tire pressure detection device 85 between a first mode and a second mode. The power consumption of the first tire pressure detection device 85 in the first mode is less than the power consumption of the first tire pressure detection device 85 in the second mode. In the first mode, the first control unit 85b suppresses power consumption by not performing any processing related to detecting tire pressure. In the second mode, the first control unit 85b performs processing related to detecting tire pressure. The first mode corresponds to a sleep mode.

[0253] For example, in the second mode, the first control unit 85b detects the air pressure of the front wheel 30 tire using the first tire pressure sensor 85a and outputs information regarding the detected air pressure to the outside via the first communication unit 85c. The first control unit 85b also outputs information regarding the air pressure to the control unit 81 and the communication unit 72b of the rear derailleur 72, which will be described later. For example, in the first mode, the first control unit 85b does not detect the air pressure of the front wheel 30 tire using the first tire pressure sensor 85a, nor does it output a signal via the first communication unit 85c.

[0254] The first control unit 85b switches between the first mode and the second mode based on the acceleration detection result from the first tire acceleration sensor 85d. In the first mode, if the first tire acceleration sensor 85d detects an acceleration above a predetermined threshold, the first control unit 85b transitions from the first mode to the second mode. If the acceleration detected by the first tire acceleration sensor 85d is above a predetermined threshold, it is presumed that the front wheel 30 is rotating. If it is presumed that the front wheel 30 is rotating, the first control unit 85b can automatically transition to the second mode.

[0255] In the second mode, if the first tire acceleration sensor 85d does not detect an acceleration above a predetermined threshold for a predetermined time, and the signal output from the first tire pressure sensor 85a does not change for a predetermined time, the first control unit 85b transitions from the second mode to the first mode. If the first tire acceleration sensor 85d does not detect an acceleration above a predetermined threshold for a predetermined time, and the signal output from the first tire pressure sensor 85a does not change for a predetermined time, it is presumed that the front wheel 30 is not rotating. If it is presumed that the front wheel 30 is not rotating, the first control unit 85b can automatically transition to the first mode.

[0256] The second tire pressure detection device 86 according to the seventh embodiment includes an electronic device 86E. The electronic device 86E includes a second tire pressure sensor 86a, a second control unit 86b, a second communication unit 86c, and a second tire acceleration sensor 86d. The second tire pressure sensor 86a has a configuration similar to that of the first tire pressure sensor 85a. The second control unit 86b has a configuration similar to that of the first control unit 85b. The second communication unit 86c has a configuration similar to that of the first communication unit 85c. The second tire acceleration sensor 86d has a configuration similar to that of the first tire acceleration sensor 85d. The configuration of the second tire pressure detection device 86 is the same as that of the first tire pressure detection device 85, except that it is provided on the rear wheel 20 and detects the pressure of the tire on the rear wheel 20; therefore, a detailed explanation of the configuration of the second tire pressure detection device 86 is omitted.

[0257] The rear derailleur 72 according to the seventh embodiment includes an electronic device 72E. The electronic device 72E includes a shift motor 160, a shift position sensor 170, a clutch motor 184a, a control unit 72a, a communication unit 72b, and a storage unit 72c. Conceptually, the electronic device 72E may also include an information acquisition unit, which will be described later. The configuration of the shift motor 160, the shift position sensor 170, and the clutch motor 184a is the same as that of the first embodiment. The rear derailleur 72 according to the seventh embodiment is configured to communicate with other devices. The rear derailleur 72 according to the seventh embodiment is connected to a first tire pressure detection device 85 and a second tire pressure detection device 86 by wireless communication.

[0258] The control unit 72a is configured to control the rear derailleur 72. The control unit 72a includes a processing unit that executes a predetermined control program.

[0259] The communication unit 72b is provided on the rear derailleur 72. The communication unit 72b is provided, for example, on the fixed part 110, the movable part 120, or the link mechanism 130. The communication unit 72b is configured to communicate with other devices. The communication unit 72b is connected by wireless communication to the first communication unit 85c of the first tire pressure detection device 85 and the second communication unit 86c of the second tire pressure detection device 86.

[0260] The memory unit 72c stores various control programs and information used for various control processes. The memory unit 82 includes, for example, non-volatile memory and volatile memory.

[0261] The control unit 72a of the rear derailleur 72 can switch between a third mode and a fourth mode. The power consumption of the control unit 72a in the third mode is less than the power consumption of the control unit 72a in the fourth mode. For example, in the third mode, the control unit 72a suppresses power consumption by not operating the shift motor 160 and the clutch motor 184a. In the fourth mode, the control unit 72a operates the shift motor 160 and the clutch motor 184a in response to a signal from the control unit 81. In the third mode, the control unit 72a does not perform detection by the shift position sensor 170 or output a signal. In the fourth mode, the control unit 72a outputs a signal to the control unit 81 in response to the detection by the shift position sensor 170.

[0262] The control unit 72a may be configured to control the shift motor 160 and the clutch motor 184a based on wireless signals received directly from the first tire pressure detection device 85 and the second tire pressure detection device 86. The control unit 72a may also control the operation of the rear derailleur 72 based on at least one of the detected tire pressure value and the change in tire pressure, similar to the examples shown in the fourth, fifth, and sixth embodiments. When the control unit 72a controls the operation of the rear derailleur 72 based on at least one of the detected tire pressure value and the change in tire pressure, the control unit 72a can suitably control the rear derailleur 72.

[0263] In the fourth mode, the control unit 72a is configured to store first information regarding the tire pressure detected by the first tire pressure detection device 85 and the second tire pressure detection device 86 in the storage unit 72c. In the second mode, the control unit 72a is configured to store second information regarding at least one of the following in the storage unit 72c: information regarding the human-powered vehicle 1 and information regarding the human-powered vehicle components 70. The control unit 72a is configured to store the first information and the second information in the storage unit 72c in association with each other.

[0264] The control unit 72a can acquire first information by receiving wireless signals from the first tire pressure detection device 85 and the second tire pressure detection device 86. Information regarding the human-powered vehicle 1 includes, for example, the vehicle speed, cadence, human power, and at least one of the riding state of the human-powered vehicle 1. The first information acquisition unit 92, which acquires information regarding the human-powered vehicle 1, includes at least one of a vehicle speed sensor 87, a crank rotation sensor 88, a driving force sensor 89, and a seating sensor 90.

[0265] Information regarding the human-powered vehicle components 70 includes, for example, at least one of the following: information regarding the operating status of the drive unit 71, information regarding the operating status of the suspension 73, and information regarding the operating status of the adjustable seatpost 74. Information regarding the operating status of the drive unit 71 includes at least one of the following: information regarding whether or not the human-powered vehicle 1 is being assisted in propulsion, information regarding the rotational speed of the motor 71a, information regarding the temperature of the drive unit 71, information regarding the temperature of the motor 71a, information regarding the temperature of the control board, and information regarding the assisting force. Information regarding the operating status of the suspension 73 includes at least one of the following: information regarding the stroke, information regarding the damping force, information regarding the lockout state, and information regarding the unlock state. Information regarding the operating status of the adjustable seatpost 74 includes information regarding the length of the seatpost 74a. The second information acquisition unit for acquiring information regarding the human-powered vehicle components 70 includes actuators provided on each component and sensors provided on each component.

[0266] The control unit 72a is configured to receive information from the first information acquisition unit 92 and the second information acquisition unit via the control unit 81. The communication unit 72b is configured to receive information from the first information acquisition unit 92 and the second information acquisition unit directly via wireless communication, and the control unit 72a may receive information from the first information acquisition unit 92 and the second information acquisition unit via the communication unit 72b.

[0267] The electronic device 72E includes an information acquisition unit configured to acquire at least one of the following: information relating to the human-powered vehicle 1 and information relating to the human-powered vehicle components 70; and a storage unit 72c configured to store in association first information detected by the pressure detection unit 91 and second information acquired by the information acquisition unit. The electronic device 72E includes an information acquisition unit configured to acquire at least one of the following: information relating to the human-powered vehicle 1 and information relating to components mounted on the human-powered vehicle 1; and a storage unit 72c configured to store in association first information detected by the pressure detection unit 91 which detects the pressure of at least one tire of the human-powered vehicle 1 and second information acquired by the information acquisition unit. The components include the human-powered vehicle components 70. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The information acquisition unit includes at least one of a first information acquisition unit 92 and a second information acquisition unit.

[0268] The information associated between the first and second pieces of information stored in the memory unit 72c can be used by the user of the human-powered vehicle 1 to improve their riding technique, or by the company developing the human-powered vehicle 1 to aid in the development of the human-powered vehicle 1. For example, the memory unit 72c records information such as tire pressure, the operating status of the drive unit 71 in the tilted state of the human-powered vehicle 1, and changes in human-powered driving force.

[0269] The electronic device 72E for the human-powered vehicle includes a communication unit 72b configured to wirelessly communicate with a pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1, and is provided on a human-powered vehicle component 70 which includes at least one of a transmission mounted on the human-powered vehicle 1, a suspension mounted on the human-powered vehicle 1, and an adjustable seat post 74 mounted on the human-powered vehicle 1. The electronic device 72E for the human-powered vehicle includes a communication unit 72b configured to wirelessly communicate with a pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1, and is provided on a human-powered vehicle component 70 which is mounted on the human-powered vehicle 1. The electronic device 72E for the human-powered vehicle includes a communication unit 72b configured to wirelessly communicate with a pressure detection unit 91 that detects the air pressure of at least one tire of the human-powered vehicle 1. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The electronic device 72E further includes a control unit 72a that controls the human-powered vehicle component 70 in accordance with information received by the communication unit 72b from the pressure detection unit 91.

[0270] The control unit 72a is configured to transition from the third mode to the fourth mode based on a radio signal from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86. Figure 24 is a flowchart showing an example of a control flow in which the operating mode of the control unit 72a transitions from the third mode to the fourth mode in response to a radio signal from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86. In the third mode, the control unit 72a performs the processing shown in the flowchart in Figure 24.

[0271] In step S211, the control unit 72a determines whether or not it has received a radio signal from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86. The radio signal includes a signal related to the tire pressure detected by the first tire pressure detection device 85 or the second tire pressure detection device 86 in second mode. If the control unit 72a receives a radio signal from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86, it is presumed that the human-powered vehicle 1 is in motion.

[0272] If the control unit 72a determines that it has received a wireless signal from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86, it proceeds to step S212. If the control unit 72a determines that it has not received a wireless signal from the first tire pressure detection device 85 and the second tire pressure detection device 86, it terminates the control flow shown in Figure 24.

[0273] In step S212, the control unit 72a transitions the operating mode from the third mode to the fourth mode. For example, in the fourth mode, the control unit 72a is configured to control the operation of the shift motor 160 and the clutch motor 184a in response to a signal from the control unit 81. Once the processing in step S212 is complete, the control unit 72a terminates the control flow shown in Figure 24.

[0274] The control unit 72a is configured to switch between a first power state and a second power state that consumes more power than the first power state. When the communication unit 72b receives a wireless signal from the pressure detection unit 91 in the first power state, it switches from the first power state to the second power state. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The first power state of the control unit 72a corresponds to the third mode of the control unit 72a. The second power state of the control unit 72a corresponds to the fourth mode of the control unit 72a.

[0275] The control unit 72a is configured such that, after the control mode has switched from the third mode to the fourth mode, if a predetermined condition is met, the control mode switches back from the fourth mode to the third mode. For example, the control unit 72a may be configured to switch the control mode from the fourth mode to the third mode in at least one of the following cases: when it does not receive a wireless signal from the first tire pressure detection device 85 and the second tire pressure detection device 86 for a predetermined time or longer, and when a predetermined operation is performed by the operation unit 84.

[0276] Referring to Figure 25, the processing of wireless communication between the first tire pressure detection device 85 and the second tire pressure detection device 86 and the electronic device 72E of the rear derailleur 72 will be explained. Figure 25 is a time chart showing the transmission timing of the wireless signals transmitted by the first tire pressure detection device 85 and the second tire pressure detection device 86, and the reception timing when the communication unit 72b of the electronic device 72E receives the signals. As shown in Figure 25, the communication unit 72b of the electronic device 72E is configured to intermittently receive radio signals. The communication unit 72b maintains a first state for a reception time T1 and a second state for a non-reception time T2. The communication unit 72b repeatedly switches between a first state in which it can receive signals and a second state in which it cannot receive signals. The reception time T1 may be the same as the non-reception time T2, or it may be shorter than the non-reception time T2, or it may be longer than the non-reception time T2.

[0277] The first tire pressure detection device 85 and the second tire pressure detection device 86 continuously output signals to the communication unit 72b for a predetermined transmission time Tout. The transmission time Tout is longer than the non-reception time T2 of the communication unit 72b. Preferably, the transmission time Tout is longer than 1.5 times or more than the non-reception time T2 of the communication unit 72b. The communication unit 72b intermittently receives wireless signals from the pressure detection unit 91 and is configured such that the non-reception time T2 is shorter than the transmission time Tout of the signal from the pressure detection unit 91.

[0278] By having the communication unit 72b intermittently receive signals, the power consumption of the communication unit 72b can be suppressed. By setting the transmission time Tout to be longer than the non-reception time T2, it is possible to make it easier to receive signals output from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86.

[0279] In the seventh embodiment, an example is shown in which the electronic device 72E is installed on the rear derailleur 72, but it is also possible to install an electronic device similar to the electronic device 72E on other human-powered vehicle components 70 other than the rear derailleur 72. For example, an electronic device similar to the electronic device 72E may be installed on at least one of the drive unit 71, suspension 73, adjustable seatpost 74, and front derailleur 75. If the human-powered vehicle components 70 include an electronic device similar to the electronic device 72E, their operation may be configured to be controlled based on wireless signals received directly from the first tire pressure detection device 85 and the second tire pressure detection device 86, rather than on signals from the control unit 81.

[0280] Electronic devices similar to the electronic device 72E may be provided in the control device 80, not limited to the human-powered vehicle component 70. The control device 80 may be configured to switch the operating mode from the third mode to the fourth mode in response to wireless signals from the first tire pressure detection device 85 and the second tire pressure detection device 86. The first information and the second information may be stored in the storage unit 82 of the control device 80 in association with each other.

[0281] (Eighth embodiment) The electronic devices 85E and 86E of the eighth embodiment will be described with reference to Figure 26. The electronic devices 85E and 86E of the eighth embodiment are provided in at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86, rather than in the rear derailleur 72. At least one of the first tire pressure detection device 85 and the second tire pressure detection device 86 is configured to transition from a first mode to a second mode in response to a radio signal from an external device. The basic configuration of the first tire pressure detection device 85 in the eighth embodiment is the same as that of the first tire pressure detection device 85 in the seventh embodiment. The basic configuration of the second tire pressure detection device 86 in the eighth embodiment is the same as that of the second tire pressure detection device 86 in the seventh embodiment. Referring to Figure 26, the process for transitioning at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86 from a first mode to a second mode will be described.

[0282] Figure 26 is a flowchart showing an example of a control flow in which the first tire pressure detection device 85 transitions to the second mode in response to a wireless signal from an external device when the operating mode is the first mode. In the first mode, the first control unit 85b executes the processing shown in the flowchart in Figure 26.

[0283] In step S221, the first control unit 85b determines whether or not it has received a wireless signal from an external device. Various devices are included as the source of the wireless signal. For example, the external device includes the operating unit 84 and the control unit 81 provided on the human-powered vehicle 1. When a user performs a predetermined operation on the operating unit 84, the first tire pressure detection device 85 is configured to receive the wireless signal directly output from the operating unit 84, and the wireless signal output by the control unit 81 from the communication unit 83 based on the operation of the operating unit 84.

[0284] External devices include devices other than those installed on the human-powered vehicle 1. For example, external devices include portable communication devices owned by the user of the human-powered vehicle 1. Specifically, when a predetermined operation is performed using a portable terminal, the first tire pressure detection device 85 may receive a wireless signal output from the portable communication device. Portable communication devices include, for example, smartphones or tablet computers.

[0285] If the first control unit 85b determines that the first communication unit 85c has received a wireless signal from an external device, it proceeds to step S222. If the first control unit 85b determines that it has not received a wireless signal from an external device, it terminates the control flow shown in Figure 26.

[0286] In step S222, the first control unit 85b transitions from the first mode to the second mode. In the second mode, the first control unit 85b is configured to detect the air pressure of the front wheel 30 using the first tire pressure sensor 85a and to output a signal corresponding to the detected air pressure to the outside via wireless communication. After performing the processing in step S222, the first control unit 85b terminates the control flow shown in Figure 26.

[0287] The first control unit 85b can transition back to the first mode in the second mode under predetermined conditions. For example, the first control unit 85b is configured to transition from the second mode to the first mode in at least one of the following cases: when the first tire acceleration sensor 85d does not detect an acceleration above a predetermined threshold for a predetermined time; when it does not receive a wireless signal from an external device for a predetermined time or longer; and when a predetermined operation is performed by the operation unit 84.

[0288] In the eighth embodiment, even when the first tire pressure detection device 85 transmits and receives wireless signals with an external device, the first tire pressure detection device 85 may perform intermittent transmission and reception of signals, similar to the seventh embodiment.

[0289] The electronic device 85E is an electronic device 85E for a human-powered vehicle and comprises a pressure detection unit 91 for detecting the air pressure of at least one tire of the human-powered vehicle 1, and a communication unit configured to wirelessly communicate with an external device. The pressure detection unit 91 is configured to switch between a first power state and a second power state that consumes more power than the first power state, and is configured to switch from the first power state to the second power state when the communication unit receives a wireless signal from the external device in the first power state. The pressure detection unit 91 includes at least one of a first tire pressure detection device 85 and a second tire pressure detection device 86. The communication unit includes at least one of a first communication unit 85c and a second communication unit 86c.

[0290] Although the process by which the first tire pressure detection device 85 transitions from the first mode to the second mode has been explained using Figure 26, the second tire pressure detection device 86 may also be configured to transition from the first mode to the second mode based on a wireless signal from an external device, similar to the first tire pressure detection device 85.

[0291] An electronic system S may be configured that includes at least one of the electronic devices 72E, 85E, and 86E in the seventh embodiment, and at least one of the electronic devices 85E and 86E in the eighth embodiment. The electronic system S may include the electronic device 72E in the seventh embodiment and the pressure detection unit 91 or the electronic devices 85E and 86E in the eighth embodiment. The electronic system S may include the electronic device 72E and at least one of the electronic devices 85E and 86E. In the case where the system includes an electronic device 72E and at least one of electronic devices 85E and 86E, at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86 is configured to transition from a first mode to a second mode in response to a radio signal from an external device, and the rear derailleur 72 is configured to transition from a third mode to a fourth mode in response to a radio signal from at least one of the first tire pressure detection device 85 and the second tire pressure detection device 86.

[0292] (modified version) The descriptions of each embodiment are illustrative of possible forms of the control devices, electronic devices, and electronic systems for human-powered vehicles according to the present invention and are not intended to limit the present invention. The control devices, electronic devices, and electronic systems for human-powered vehicles according to the present invention may take the form of, for example, modifications of the embodiments shown below, and combinations of at least two non-inconsistent modifications.

[0293] For example, the configuration of the human-powered vehicle 1 in each embodiment is just an example, and the human-powered vehicle 1 may include various devices not shown in each embodiment, or it may have a configuration that does not include some of the various devices shown in each embodiment. In each embodiment, a rear derailleur 72 and a front derailleur 75 are shown as the gear shifting device, but the gear shifting device may include components other than derailleurs. For example, the gear shifting device may include an internal gear hub.

[0294] The configurations exemplified in each embodiment may be combined with each other to the extent that they do not contradict each other. It is not necessary to execute all of the flowcharts shown in each embodiment, and it is possible to omit some of the processes in the flowcharts as appropriate. The processing content and processing order of the flowcharts exemplified in each embodiment are examples, and it is possible to change the processing content and processing order as appropriate within the scope of the present invention.

[0295] The various thresholds used in the control exemplified in the embodiment are not limited and may be set arbitrarily. The various thresholds may be changed arbitrarily by operating the operation unit 84 or the like.

[0296] The gear shift table T exemplified in each embodiment is just an example, and the specific contents of the gear shift table T are not limited. For example, the number of rear sprockets and front sprockets and the number of teeth may be changed as desired. The gear shift route shown in the gear shift table T is just an example and is not limited. The gear shift route can be changed as desired by operating the operation unit 84, etc. The timing chart shown in Figure 25 is just an example, and the wireless signal transmission timing and reception timing may be changed as desired.

[0297] In each embodiment, various controls corresponding to the state of the human-powered vehicle 1 and the road surface are exemplified. However, the control may be configured to detect physical quantities that can be used to estimate the state of the human-powered vehicle 1 and the road surface, and to perform control based on the detection results. For example, the physical quantities used to estimate the state of the human-powered vehicle 1 and the road surface, such as tire pressure and the change in tire pressure, are not limited to the physical quantities exemplified in each embodiment, but may be used to estimate each state from various other physical quantities. These various other physical quantities include, for example, at least one of vibration, shock, and acceleration.

[0298] As used herein, the expression "at least one" means "one or more" of the desired options. For example, as used herein, "at least one" means "only one option" or "both of the two options" if there are two options. As another example, as used herein, "at least one" means "only one option" or "a combination of two or more any options" if there are three or more options. [Explanation of Symbols]

[0299] 1...Human-powered vehicle, 20...Rear wheel, 30...Front wheel, 50...Drive mechanism, 70...Components for human-powered vehicle, 71...Drive unit, 72...Rear derailleur, 72a...Control unit, 72b...Communication unit, 72c...Memory unit, 72E...Electronic device, 73...Suspension, 74...Adjustable seatpost, 75...Front derailleur, 80...Control device, 81...Control unit, 82...Memory unit, 83...Communication unit, 84...Operation unit, 85...First tire pressure detection device 85a…First tire pressure sensor, 85b…First control unit, 85c…First communication unit, 85d…First tire acceleration sensor, 85E…Electronic device, 86…Second tire pressure detection device, 87…Vehicle speed sensor, 88…Crank rotation sensor, 89…Drive force sensor, 90…Seat sensor, 110…Fixed part, 120…Movable part, 130…Link mechanism, 140…Pulley assembly, 180…Damping mechanism, 184…Electric actuator, 190…Biasing member

Claims

1. The system includes a control unit that controls a derailleur mounted on the human-powered vehicle based on changes in tire pressure detected by a pressure detection unit that detects the air pressure in the front and rear tires of the human-powered vehicle. The control unit detects the condition of the road surface of the human-powered vehicle's route based on the number of times the air pressure of at least one of the front and rear tires changes to a predetermined value or more within a predetermined time, and detects the tilt state of the human-powered vehicle based on the change in the air pressure of one of the front and rear tires becoming larger and the other becoming smaller. The derailleur is controlled according to the roughness of the road surface and the inclination. Control device for human-powered vehicles.

2. A control unit that controls a derailleur mounted on the human-powered vehicle based on a change in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, The control unit detects the condition of the road surface of the road on which the human-powered vehicle travels based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time period. The derailleur is controlled according to the condition of the road surface roughness. The system is configured to allow switching of the control state according to the roughness of the road surface. If the pressure of the tire changes by more than a predetermined value within a predetermined time period more than a predetermined number of times, the derailleur is controlled in a first control state corresponding to the rough road surface. If the change in tire pressure by more than a predetermined value within a predetermined time period is less than a predetermined number of times, the derailleur is controlled in a second control state corresponding to the smooth road surface. The aforementioned delayer is A fixing part configured to be attachable to the frame of the aforementioned human-powered vehicle, A movable part configured to be movable relative to the fixed part, A link mechanism that movably connects the fixed part to the movable part, A pulley assembly connected to the aforementioned movable part and configured to be rotatable around the pivot axis of the pulley assembly, A biasing member that biases the pulley assembly in a first direction relative to the movable part, The system includes a damping mechanism disposed between the movable part and the pulley assembly, which is capable of providing rotational resistance to rotation of the pulley assembly in a second direction different from the first direction, The damping mechanism includes an actuator capable of switching between a first resistance force application state that applies a rotational resistance force greater than or equal to a predetermined rotational resistance force to the rotation of the pulley assembly in the second direction, and a second resistance force application state that applies a rotational resistance force less than the predetermined rotational resistance force to the rotation of the pulley assembly in the second direction. The control unit, In the first control state, the actuator is controlled so that the rotational resistance force is in the first resistance force application state. Control device for human-powered vehicles.

3. The control unit is In the second control state, the actuator is controlled so that the rotational resistance force is in the second resistance force application state. The control device for a human-powered vehicle according to claim 2.

4. The control unit controls the delayer in accordance with the operation input to the operation unit provided on the human-powered vehicle. In the first control state, the derailleur is operated by a first gear shift amount within a predetermined gear shift time in response to a first operation input to the operation unit, and the operation of the derailleur by a second gear shift amount greater than the first gear shift amount within the predetermined gear shift time in response to a second operation different from the first operation is prohibited. A control device for a human-powered vehicle according to claim 2 or claim 3.

5. The control unit, In the second control state, in response to the second operation, the derailleur is permitted to operate at the second gear amount within the predetermined gear shift time. The control device for a human-powered vehicle according to claim 4.

6. A control unit that controls a derailleur mounted on the human-powered vehicle based on a change in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, The control unit detects the condition of the road surface of the road on which the human-powered vehicle travels based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time period. The derailleur is controlled according to the condition of the road surface roughness. The system is configured to allow switching of the control state according to the roughness of the road surface. If the pressure of the tire changes by more than a predetermined value within a predetermined time period more than a predetermined number of times, the derailleur is controlled in a first control state corresponding to the rough road surface. If the change in tire pressure by more than a predetermined value within a predetermined time period is less than a predetermined number of times, the derailleur is controlled in a second control state corresponding to the smooth road surface. The control unit includes an automatic transmission mode, In the automatic transmission mode, the control unit controls the derailleur when a reference value relating to the driving state of the human-powered vehicle reaches a predetermined threshold. The predetermined threshold differs between the first control state and the second control state. The reference value includes at least one of the following values: the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle. The control unit, The derailleur is controlled such that the maximum value of the gear ratio in the first control state is smaller than the maximum value of the gear ratio in the second control state. Control device for human-powered vehicles.

7. A control unit that controls a derailleur mounted on the human-powered vehicle based on a change in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, The control unit detects the condition of the road surface of the road on which the human-powered vehicle travels based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time period. The derailleur is controlled according to the condition of the road surface roughness. The system is configured to allow switching of the control state according to the roughness of the road surface. If the pressure of the tire changes by more than a predetermined value within a predetermined time period more than a predetermined number of times, the derailleur is controlled in a first control state corresponding to the rough road surface. If the change in tire pressure by more than a predetermined value within a predetermined time period is less than a predetermined number of times, the derailleur is controlled in a second control state corresponding to the smooth road surface. The aforementioned derailleur includes a front derailleur and a rear derailleur. The control unit controls the derailleur based on a gear table relating to the gear ratio. In the first control state, the control unit controls the derailleur using the first gear shift route based on the gear shift table. In the second control state, the control unit controls the derailleur using a second shift route based on the shift table. The first shift route and the second shift route differ at least partially. The control unit, The derailleur is controlled such that the maximum value of the gear ratio in the first control state is smaller than the maximum value of the gear ratio in the second control state. Control device for human-powered vehicles.

8. A control unit that controls a derailleur mounted on the human-powered vehicle based on a change in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, The control unit detects the condition of the road surface of the road on which the human-powered vehicle travels based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time period. The derailleur is controlled according to the condition of the road surface roughness. The system is configured to allow switching of the control state according to the roughness of the road surface. If the pressure of the tire changes by more than a predetermined value within a predetermined time period more than a predetermined number of times, the derailleur is controlled in a first control state corresponding to the rough road surface. If the change in tire pressure by more than a predetermined value within a predetermined time period is less than a predetermined number of times, the derailleur is controlled in a second control state corresponding to the smooth road surface. The control unit includes an automatic transmission mode, In the automatic transmission mode, the control unit controls the derailleur when a reference value relating to the driving state of the human-powered vehicle reaches a predetermined threshold. The predetermined threshold differs between the first control state and the second control state. The reference value includes at least one of the following values: the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle. The control unit, The derailleur is controlled such that the minimum value of the gear ratio in the first control state is smaller than the minimum value of the gear ratio in the second control state. Control device for human-powered vehicles.

9. A control unit that controls a derailleur mounted on the human-powered vehicle based on a change in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, The control unit detects the condition of the road surface of the road on which the human-powered vehicle travels based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time period. The derailleur is controlled according to the condition of the road surface roughness. The system is configured to allow switching of the control state according to the roughness of the road surface. If the pressure of the tire changes by more than a predetermined value within a predetermined time period more than a predetermined number of times, the derailleur is controlled in a first control state corresponding to the rough road surface. If the change in tire pressure by more than a predetermined value within a predetermined time period is less than a predetermined number of times, the derailleur is controlled in a second control state corresponding to the smooth road surface. The aforementioned derailleur includes a front derailleur and a rear derailleur. The control unit controls the derailleur based on a gear table relating to the gear ratio. In the first control state, the control unit controls the derailleur using the first gear shift route based on the gear shift table. In the second control state, the control unit controls the derailleur using a second shift route based on the shift table. The first shift route and the second shift route differ at least partially. The control unit, The derailleur is controlled such that the minimum value of the gear ratio in the first control state is smaller than the minimum value of the gear ratio in the second control state. Control device for human-powered vehicles.

10. The reference value includes a value relating to cadence input to the human-powered vehicle, and the threshold is a value relating to cadence. The control unit, The threshold value in the first control state is set to a value greater than the threshold value in the second control state. A control device for a human-powered vehicle according to claim 6 or claim 8.

11. The reference value includes a value relating to cadence input to the human-powered vehicle, and the threshold is a value relating to cadence. The control unit, The threshold value in the second control state is set to a value smaller than the threshold value in the first control state. A control device for a human-powered vehicle according to claim 6 or claim 8.

12. The aforementioned gear shift table is A control device for a human-powered vehicle according to claim 7 or claim 9, relating to a gear ratio calculated by dividing the number of teeth of the front sprocket with which the chain engages by the number of teeth of the rear sprocket with which the chain engages.

13. The gear shift table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth, The front sprocket assembly comprises at least a first front sprocket and a second front sprocket different from the first front sprocket. The number of teeth on the first front sprocket is greater than the number of teeth on the second front sprocket. In a gear shift sequence that increases the gear ratio, the effective range of the gear ratio when the chain is engaged with the second front sprocket in the first gear shift route is wider than the effective range of the gear ratio when the chain is engaged with the second front sprocket in the second gear shift route. The control device for a human-powered vehicle according to claim 12.

14. The gear shift table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth, The front sprocket assembly comprises at least a first front sprocket and a second front sprocket different from the first front sprocket. The number of teeth on the first front sprocket is greater than the number of teeth on the second front sprocket. In a gear shifting sequence that reduces the gear ratio, the effective range of the gear ratio when the chain is engaged with the second front sprocket in the first gear shifting route is wider than the effective range of the gear ratio when the chain is engaged with the second front sprocket in the second gear shifting route. The control device for a human-powered vehicle according to claim 12 or 13.

15. A control unit that controls a derailleur mounted on the human-powered vehicle based on a change in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, The control unit detects the condition of the road surface of the road on which the human-powered vehicle travels based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time period. The derailleur is controlled according to the condition of the road surface roughness. The aforementioned delayer is A fixing part configured to be attachable to the frame of the aforementioned human-powered vehicle, A movable part configured to be movable relative to the fixed part, A link mechanism that movably connects the fixed part to the movable part, A pulley assembly connected to the aforementioned movable part and configured to be rotatable around the pivot axis of the pulley assembly, A biasing member that biases the pulley assembly in a first direction relative to the movable part, The system includes a damping mechanism disposed between the movable part and the pulley assembly, which is capable of providing rotational resistance to rotation of the pulley assembly in a second direction different from the first direction, The damping mechanism includes an actuator capable of switching between a first resistance force application state that applies a rotational resistance force greater than or equal to a predetermined rotational resistance force to the rotation of the pulley assembly in the second direction, and a second resistance force application state that applies a rotational resistance force less than the predetermined rotational resistance force to the rotation of the pulley assembly in the second direction. The control unit, If the fluctuation of the detected value detected by the pressure detection unit within a predetermined time period exceeds a predetermined value, the actuator is controlled so that the rotational resistance force reaches the first resistance force application state. Control device for human-powered vehicles.

16. The control unit controls the delayer in accordance with an operation input to an operation unit provided on the human-powered vehicle, When the tilt state of the human-powered vehicle is detected based on the change in tire pressure detected by the pressure detection unit, the derailleur is operated by a first gear within a predetermined shift time in response to a first operation input to the operation unit, and it is prohibited to operate the derailleur by a second gear larger than the first gear within the predetermined shift time in response to a second operation different from the first operation. A control device for a human-powered vehicle according to any one of claims 1 to 15.

17. The control unit is If the air pressure in the front tire of the human-powered vehicle decreases and the air pressure in the rear tire of the human-powered vehicle increases, the system prohibits the derailleur from operating at the second gear ratio within the predetermined gear shift time in response to the second operation, thereby preventing a large change in the gear ratio. The control device for a human-powered vehicle according to claim 16.

18. The control unit is If the air pressure in the front tire of the human-powered vehicle increases and the air pressure in the rear tire of the human-powered vehicle decreases, the system prohibits the derailleur from operating at the second gear amount within the predetermined gear shift time in response to the second operation, thereby reducing the gear ratio. The control device for a human-powered vehicle according to claim 16 or 17.

19. The control unit is The delayer is controlled according to the detected pressure value of the tire detected by the pressure detection unit. A control device for a human-powered vehicle according to any one of claims 1 to 18.

20. The control unit includes an automatic transmission mode, In the automatic transmission mode, the control unit controls the derailleur when a reference value relating to the driving state of the human-powered vehicle reaches a predetermined threshold. If the tire pressure is below a predetermined standard value, the predetermined threshold is set to a value greater than the threshold when the tire pressure is equal to or greater than the predetermined standard value. The aforementioned reference value includes at least one of the following values: the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle. The control device for a human-powered vehicle according to claim 19.

21. The reference value includes a value relating to cadence input to the human-powered vehicle, and the threshold is a value relating to cadence. The control unit, If the tire pressure is below a predetermined standard value, the threshold is set to a value greater than the threshold when the tire pressure is equal to or greater than the predetermined standard value. The control device for a human-powered vehicle according to claim 20.

22. The control unit controls the delayer in accordance with an operation input to an operation unit provided on the human-powered vehicle, If the tire pressure is below a predetermined standard value, the derailleur is operated by a first gear change amount within a predetermined shift time in response to a first operation input to the operating unit, and the derailleur is operated by a second gear change amount greater than the first gear change amount within the predetermined shift time in response to a second operation different from the first operation, thereby preventing an increase in the gear ratio. A control device for a human-powered vehicle according to any one of claims 19 to 21.

23. The derailleur includes a front derailleur and a rear derailleur, The control unit controls the derailleur based on a gear table relating to the gear ratio. If the tire pressure is below a predetermined standard value, the control unit controls the derailleur using a third gear shift route based on the gear shift table. If the tire pressure is above a predetermined standard value, the control unit controls the derailleur using the fourth gear shift route based on the gear shift table. The third shift route and the fourth shift route are at least partially different. A control device for a human-powered vehicle according to any one of claims 19 to 22.

24. The gear ratio is calculated by dividing the number of teeth on the front sprocket with which the chain engages by the number of teeth on the rear sprocket with which the chain engages. The gear shift table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth, The front sprocket assembly comprises at least a first front sprocket and a second front sprocket different from the first front sprocket. The number of teeth on the first front sprocket is greater than the number of teeth on the second front sprocket. In a gear shift sequence that increases the gear ratio, the effective range of the gear ratio when the chain is engaged with the second front sprocket in the third gear shift route is wider than the effective range of the gear ratio when the chain is engaged with the second front sprocket in the fourth gear shift route. The control device for a human-powered vehicle according to claim 23.

25. A control unit that controls a derailleur mounted on a human-powered vehicle based on a change in tire pressure detected by a pressure detection unit that detects the air pressure of at least one tire of the human-powered vehicle, The control unit detects the condition of the road surface of the road on which the human-powered vehicle travels based on the number of times the tire pressure changes to a predetermined value or more within a predetermined time period. The derailleur is controlled according to the condition of the road surface roughness. The aforementioned delayer is A fixing part configured to be attachable to the frame of the aforementioned human-powered vehicle, A movable part configured to be movable relative to the fixed part, A link mechanism that movably connects the fixed part to the movable part, A pulley assembly connected to the aforementioned movable part and configured to be rotatable around the pivot axis of the pulley assembly, A biasing member that biases the pulley assembly in a first direction relative to the movable part, The system includes a damping mechanism disposed between the movable part and the pulley assembly, which is capable of providing rotational resistance to rotation of the pulley assembly in a second direction different from the first direction, The damping mechanism includes an actuator capable of switching between a first resistance force application state that applies a rotational resistance force greater than or equal to a predetermined rotational resistance force to the rotation of the pulley assembly in the second direction, and a second resistance force application state that applies a rotational resistance force less than the predetermined rotational resistance force to the rotation of the pulley assembly in the second direction. The control unit, If the air pressure in the tire is below a predetermined reference value, the actuator is controlled so that the rotational resistance force reaches a first resistance force application state. Control device for human-powered vehicles.

26. A control unit that controls a derailleur mounted on a human-powered vehicle when the detected value of the tire pressure detected by a pressure detection unit that detects the pressure of at least one tire of the human-powered vehicle is less than a reference value, The aforementioned delayer is A fixing part configured to be attachable to the frame of the aforementioned human-powered vehicle, A movable part configured to be movable relative to the fixed part, A link mechanism that movably connects the fixed part to the movable part, A pulley assembly connected to the aforementioned movable part and configured to be rotatable around the pivot axis of the pulley assembly, A biasing member that biases the pulley assembly in a first direction relative to the movable part, The system includes a damping mechanism disposed between the movable part and the pulley assembly, which is capable of providing rotational resistance to rotation of the pulley assembly in a second direction different from the first direction, The damping mechanism includes an actuator capable of switching between a first resistance force application state that applies a rotational resistance force greater than or equal to a predetermined rotational resistance force to the rotation of the pulley assembly in the second direction, and a second resistance force application state that applies a rotational resistance force less than the predetermined rotational resistance force to the rotation of the pulley assembly in the second direction. The control unit, If the air pressure in the tire is below a predetermined reference value, the actuator is controlled so that the rotational resistance force reaches a first resistance force application state. Control device for human-powered vehicles.

27. ​​The control unit controls the derailleur in a first control state that prohibits multi-speed shifting when the tire pressure is low, and controls the derailleur in a second control state that differs from the first control state and permits multi-speed shifting when the tire pressure is high, when the detected value is equal to or greater than the reference value. The control unit includes an automatic transmission mode, In the automatic transmission mode, the control unit controls the derailleur when a reference value relating to the driving state of the human-powered vehicle reaches a predetermined threshold. The predetermined threshold differs between the first control state and the second control state. The aforementioned reference value includes at least one of the following values: the speed of the human-powered vehicle, the inclination of the human-powered vehicle, the cadence input to the human-powered vehicle, and the torque input to the human-powered vehicle. The control device for a human-powered vehicle according to claim 26.

28. The reference value includes a value relating to cadence input to the human-powered vehicle, and the threshold is a value relating to cadence, The control unit, If the tire pressure is below a predetermined standard value, the threshold is set to a value greater than the threshold when the tire pressure is equal to or greater than the predetermined standard value. The control device for a human-powered vehicle according to claim 27.

29. The control unit controls the delayer in accordance with an operation input to an operation unit provided on the human-powered vehicle, If the tire pressure is below a predetermined standard value, the derailleur is operated by a first gear change amount within a predetermined shift time in response to a first operation input to the operating unit, and the derailleur is prohibited from operating by a second gear change amount greater than the first gear change amount within the predetermined shift time in response to a second operation different from the first operation, thereby increasing the gear ratio. A control device for a human-powered vehicle according to any one of claims 26 to 28.

30. The derailleur includes a front derailleur and a rear derailleur, The control unit controls the derailleur based on a gear table relating to the gear ratio. If the tire pressure is below a predetermined reference value, the control unit controls the derailleur using the first gear shift route based on the gear shift table. If the tire pressure is above a predetermined standard value, the control unit controls the derailleur using a second shift route based on the shift table. The first shift route and the second shift route are at least partially different. A control device for a human-powered vehicle according to any one of claims 26 to 29.

31. The gear ratio is calculated by dividing the number of teeth on the front sprocket with which the chain engages by the number of teeth on the rear sprocket with which the chain engages. The gear shift table relates to a front sprocket assembly including a plurality of front sprockets with different numbers of teeth, and a rear sprocket assembly including a plurality of rear sprockets with different numbers of teeth, The front sprocket assembly comprises at least a first front sprocket and a second front sprocket different from the first front sprocket. The number of teeth on the first front sprocket is greater than the number of teeth on the second front sprocket. In a gear shift sequence that increases the gear ratio, the effective range of the gear ratio when the chain is engaged with the second front sprocket in the first gear shift route is wider than the effective range of the gear ratio when the chain is engaged with the second front sprocket in the second gear shift route. The control device for a human-powered vehicle according to claim 30.

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