Control system for human-powered vehicles

Abstract

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

Description

Technical Field

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

Background Art

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

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

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

Means for Solving the Problems

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

[0006] A control system of a second aspect according to a first aspect of the present disclosure comprises a first communication control device provided on the braking device, a second communication control device provided on the braking device, and a third communication control device provided on at least one of the braking device and the first communication path, wherein the first communication control device is configured to transmit the first activation signal via the first communication path in response to operation of the braking device, the second communication control device is configured to transmit a response signal in response to reception of the first activation signal, and the third communication control device is configured to transmit the second activation signal to the second communication control device via the second communication path if it cannot receive the response signal from the second communication control device after transmitting the first activation signal from the first communication control device. According to the control system on the second side, if the second communication control device cannot receive the first operating signal, it can receive the second operating signal via the second communication path. This improves the reliability of the braking device's operation.

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

[0008] A control system for a human-powered vehicle according to a fourth aspect of the present disclosure comprises: an actuator; an operating device operated to operate the actuator; a first communication control device provided on the operating device; a second communication control device provided on the actuator; a first communication path configured to communicate a first operating signal between the first communication control device and the second communication control device; a third communication control device provided on at least one of the operating device and the first communication path; and a second communication path, different from the first communication path, configured to communicate a second operating signal between the second communication control device and the third communication control device, wherein the first communication control device is configured to transmit the first operating signal via the first communication path in response to operation of the operating device; the second communication control device is configured to transmit a response signal in response to reception of the first operating signal; and the third communication control device is configured to transmit the second operating signal via the second communication path if it cannot receive the response signal from the second communication control device after transmitting the first operating signal from the first communication control device. According to the control system on the fourth side, if the second communication control device cannot receive the first operating signal, it can receive the second operating signal via the second communication path. This improves the reliability of the operation of the actuator.

[0009] In a control system of the fifth aspect according to the fourth aspect of this disclosure, the actuator includes at least one of a braking system, an electric transmission, an electric assist drive unit, a suspension, and an adjustable seatpost. According to the fifth-sided control system, the reliability of the operation of at least one of the following is improved: the brakes, the electric transmission, the electric assist drive unit, the suspension, and the adjustable seatpost.

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

[0011] In a control system of a seventh aspect according to any one of the second to sixth aspects of this disclosure, the third communication control device is provided in a component located in the middle of the first communication path. According to the control system on the seventh side, if an abnormality occurs in the portion of the first communication path between the third communication control device and the second communication control device, and the third communication control device is unable to receive a response signal, the second communication control device can receive a second operation signal from the third communication control device via the second communication path.

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

[0013] A control system of the ninth aspect according to any one of the second to eighth aspects of this disclosure, wherein one of the first communication path and the second communication path is a wired communication path and the other is a wireless communication path, and each of the first communication control device, the second communication control device, and the third communication control device includes a wired communication unit configured to perform wired communication and a wireless communication unit configured to perform wireless communication. According to the control system on the ninth side, if there is a problem with either the wired communication path or the wireless communication path, communication can be performed via the other communication path. Furthermore, compared to the case where both the first and second communication paths are wired communication paths, the appearance of the human-powered vehicle is improved, and the wiring work for the human-powered vehicle is simplified.

[0014] A control system of a tenth aspect according to any one of the second to eighth aspects of this disclosure, wherein the first communication path is a wired communication path, the second communication path is a wireless communication path, and each of the first communication control device, the second communication control device, and the third communication control device includes a wired communication unit configured to perform wired communication via the first communication path and a wireless communication unit configured to perform wireless communication via the second communication path. According to the control system on the 10th side, if there is a problem with the wired communication path, communication can be performed via the wireless communication path. Also, if there is no problem with the wired communication path, the wireless communication path is not used, thus reducing the power consumption required for communication.

[0015] In a control system of an eleventh aspect according to any one of the first to eighth aspects of this disclosure, each of the first communication path and the second communication path is either a wired communication path or a wireless communication path. According to the control system on the 11th side, if there is an abnormality in either the first communication path or the second communication path, communication can be performed via the other communication path.

[0016] In a control system of a twelfth aspect according to any one of the first to eighth aspects of this disclosure, one of the first communication path and the second communication path is a wired communication path and the other is a wireless communication path. According to the control system on the 12th side, if there is a problem with either the wired communication path or the wireless communication path, communication can be performed via the other communication path. Furthermore, compared to the case where both the first and second communication paths are wired communication paths, the appearance of the human-powered vehicle is improved, and the wiring work for the human-powered vehicle is simplified.

[0017] In a control system of a thirteenth aspect according to any one of the first to eighth aspects of this disclosure, the first communication path is a wired communication path, and the second communication path is a wireless communication path. According to the control system on side 13, if there is an abnormality in the wired communication path, communication can be performed via the wireless communication path.

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

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

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

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

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

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

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

[0025] In a control system of Aspect 21 according to Aspect 20 of this Disclosure, the actuator, which is different from the braking device, includes at least one of an electric transmission, an electric assist drive unit, a suspension, and an adjustable seatpost. According to the control system of the 21st side, in the first mode, a pre-braking device used to actuate at least one of the electric transmission, electric assist drive unit, suspension, and adjustable seatpost can be used to actuate the braking device.

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

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

[0028] In a control system of a 24th aspect according to any one of the 14th to 23rd aspects of this disclosure, the control unit is provided in at least one of the pre-braking operating device, the braking device, and the electric assist drive unit. According to the control system on side 24, when the control mode is mode 2, the braking device can be activated using the pre-braking device. [Effects of the Invention]

[0029] The control system for human-powered vehicles described herein provides a highly reliable control system for human-powered vehicles. [Brief explanation of the drawing]

[0030] [Figure 1] A side view of a human-powered vehicle equipped with a control system according to the first embodiment. [Figure 2] A side view of the braking device installed in the human-powered vehicle shown in Figure 1. [Figure 3] Schematic diagram of the braking system installed in the human-powered vehicle shown in Figure 1. [Figure 4] A block diagram showing the electrical configuration of the control system installed in the human-powered vehicle shown in Figure 1. [Figure 5] A block diagram showing the electrical configuration of the braking device included in the control system of Figure 4. [Figure 6] A block diagram showing the electrical configuration of the braking system included in the control system of Figure 4. [Figure 7] A block diagram showing the electrical configuration of the electric assist drive unit included in the control system of Figure 4. [Figure 8] A block diagram showing the electrical configuration of the cycle computer included in the control system shown in Figure 4. [Figure 9] A block diagram showing the electrical configuration of the shift control device included in the control system of Figure 4. [Figure 10] A flowchart showing the process executed by the control unit of the braking device in Figure 5. [Figure 11]A flowchart showing the processes performed by the control unit of the braking device in Figure 6. [Figure 12] A flowchart showing the processes performed by the control unit of the electric assist drive unit in Figure 7. [Figure 13] A block diagram showing the electrical configuration of the control system according to the second embodiment. [Figure 14] A flowchart showing the abnormality detection process performed by the control unit of the braking device shown in Figure 13. [Figure 15] A flowchart showing the error display process performed by the control unit of the cycle computer in Figure 13. [Figure 16] A flowchart showing the mode switching operation detection process performed by the control unit of the cycle computer in Figure 13. [Figure 17] A flowchart illustrating the mode switching process performed by the control unit of the braking device shown in Figure 13, the control unit of the electric assist drive unit shown in Figure 13, and the control unit of the pre-braking device shown in Figure 13. [Figure 18] A flowchart showing the braking operation process performed by the control unit of the pre-braking device shown in Figure 13. [Figure 19] A flowchart showing the braking operation process performed by the control unit of the electric assist drive unit shown in Figure 13. [Figure 20] A block diagram showing the electrical configuration of the control system in the modified version. [Modes for carrying out the invention]

[0031] <First Embodiment> A control system for a human-powered vehicle according to the first embodiment will be described with reference to Figures 1 to 12. The human-powered vehicle 10 shown in Figure 1 is a vehicle having at least one wheel and capable of being driven by at least human power. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and handbikes and recumbent bicycles. The number of wheels that the human-powered vehicle 10 has is not limited. The human-powered vehicle 10 also includes vehicles with one wheel and vehicles with three or more wheels, for example. The human-powered vehicle 10 is not limited to vehicles that can be driven solely by human power. The human-powered vehicle 10 includes e-bikes that utilize the driving force of an electric motor in addition to human power for propulsion. E-bikes include electric assist bicycles in which propulsion is assisted by an electric motor. Hereinafter, the human-powered vehicle 10 will be described as a bicycle.

[0032] In this specification, the following directional terms, “front,” “rear,” “forward,” “backward,” “left,” “right,” “side,” “upward,” and “downward,” as well as any other similar directional terms, refer to those directions determined with respect to the rider facing the handlebars 24 at a reference position (e.g., on the saddle or seat) of the human-powered vehicle 10.

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

[0034] The battery unit 38 is mounted, for example, on the frame 20. The cycle computer 42 is mounted, for example, on the handlebars 24. The human-powered vehicle 10 may have multiple operating units 44. The multiple operating units 44 are mounted, for example, on the right and left sides of the handlebars 24. Figure 1 shows an operating unit 44 mounted on the right side of the handlebars 24.

[0035] The human-powered vehicle 10 moves when human power is transmitted to the rear wheels 14 via a drive mechanism 18. The drive mechanism 18 includes a crank 28, a pair of pedals 30, a front rotating body 32, a rear rotating body 34, and a chain 36.

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

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

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

[0039] The battery unit 38 comprises a battery 38A and a battery holder 38B for detachably mounting the battery 38A to the frame 20. The battery 38A includes a rechargeable battery. The battery 38A supplies power to at least one of the actuators 40 that are electrically connected to the battery 38A. The battery unit 38 may be housed within the frame 20. At least one of the actuators 40 may not be powered by the battery 38A and may have its own battery.

[0040] As shown in Figure 2, the operating unit 44 comprises one or more operating devices 50. The operating devices 50 are operable by the rider. The operating devices 50 are operated to activate the actuator 40. The actuator 40 may include at least one of the following: brakes 40A, 40B, electric transmission 40C, electric assist drive unit 40D, suspension 40E, and adjustable seatpost 40F. The actuator 40 may further include at least one of the front lamp 40G and rear lamp 40H. The actuator 40 is an electric actuator. The operating device 50 may have a built-in battery. As shown in Figure 4, the operating device 50 may include brake operating devices 50A, 50B, shift operating device 50C, assist mode switching operating device 50D, suspension mode switching operating device 50E, and adjustable seatpost operating device 50F.

[0041] Brake operating devices 50A and 50B are operated to activate the brake devices 40A and 40B. As shown in Figure 4, in this embodiment, the brake operating devices 50A and 50B include a right-side brake operating device 50A, which is operated to activate the front brake device 40A, and a left-side brake operating device 50B, which is operated to activate the rear brake device 40B. The shift operating device 50C is operated to activate the electric transmission 40C. The assist mode switching operating device 50D is operated to switch the assist mode of the electric assist drive unit 40D. The suspension mode switching operating device 50E is operated to switch the state of the suspension 40E. The adjustable seatpost operating device 50F is operated to activate the adjustable seatpost 40F. The operating device 50 may further include a ramp operating device. The ramp operating device is operated to activate the front ramp 40G and the rear ramp 40H.

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

[0043] In one example, the right-side operating unit 44 shown in Figure 2 may include a right-side braking device 50A, a shift device 50C, and an assist mode switching device 50D. The right-side braking device 50A has a brake lever 52. The shift device 50C has a shift-up switch 54A and a shift-down switch 54B. The assist mode switching device 50D has a mode switching switch 56. The left-side operating unit 44 may include a left-side braking device 50B, a suspension mode switching device 50E, and an adjustable seatpost operating device 50F. The left-side braking device 50B has a brake lever. The suspension mode switching device 50E has a mode switching switch. The adjustable seatpost operating device 50F has an adjustment switch. The braking devices 50A and 50B include road bike brake levers, but may also include mountain bike brake levers or city bike brake levers. The braking devices 50A and 50B may be configured without including a brake lever.

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

[0045] The electric transmission 40C can change the ratio of the rotational speed of the rear wheel 14 to the rotational speed of the crank 28. As shown in Figure 1, the electric transmission 40C includes a rear derailleur. The rear derailleur is located near the rear end of the frame 20. If the rear rotating body 34 includes multiple rear sprockets 34A, the rear derailleur shifts the chain 36 between the multiple rear sprockets 34A. The electric transmission 40C may further include a front derailleur. The front derailleur is located near the crank axle 28A. If the front rotating body 32 includes multiple front sprockets 32A, the front derailleur shifts the chain 36 between the multiple front sprockets 32A. In response to the operation of the shift-up switch 54A or the shift-down switch 54B of the shift operating device 50C, the electric transmission 40C performs a gear shift operation.

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

[0047] The suspension 40E is provided on the front fork 22 and dampens the impact applied to the front wheel 12. The suspension 40E can be selectively switched between a locked state in which the function of the suspension 40E is limited and an unlocked state in which the function of the suspension 40E is not limited. The suspension 40E may also include one provided on the frame 20 that can dampen the impact applied to the rear wheel 14. The suspension 40E may be a hydraulic, pneumatic, or hybrid hydraulic and pneumatic suspension. The suspension 40E includes an electric actuator such as an electric motor or an electromagnetic solenoid. The electric actuator controls a valve that opens and closes an oil or air passage. The suspension 40E can be selectively switched between a locked state and an unlocked state in response to the operation of a mode switch on the suspension mode switching control device 50E. In addition to the locked and unlocked states, the suspension 40E may be configured to allow the damping force to be changed in multiple stages. In this case, the suspension 40E may be configured to switch the damping force by one step each time the suspension mode switching device 50E is operated.

[0048] The adjustable seatpost 40F is attached to the seatpost 26. The adjustable seatpost 40F raises and lowers the seatpost 26 relative to the frame 20. The adjustable seatpost 40F includes an electric actuator, such as an electric motor. The adjustable seatpost 40F raises or lowers the seatpost 26 in response to the operation of the adjustment switch on the adjustable seatpost operating device 50F.

[0049] The front lamp 40G is mounted on the front fork 22 or the handlebar 24. The rear lamp 40H is mounted on the rear of the frame 20. Lamps 40G and 40H are configured to be switchable on and off. Lamps 40G and 40H turn on or off in response to operation of the lamp control device.

[0050] As shown in Figure 4, the control system 80 for a human-powered vehicle comprises an actuator 40, an operating device 50, a first communication control device 82, a second communication control device 84, a first communication path P1, a third communication control device 86, and a second communication path P2. The first communication control device 82 is provided on the operating device 50. In the example shown in Figure 4, each of the right-side braking device 50A and the left-side braking device 50B has the first communication control device 82. The second communication control device 84 is provided on the actuator 40. In the example shown in Figure 4, each of the front-side braking device 40A and the rear-side braking device 40B has the second communication control device 84.

[0051] The third communication control device 86 is provided on the operating device 50, and the first communication control device 82 may also serve as the third communication control device 86. The third communication control device 86 is provided on the braking operating devices 50A and 50B, and the first communication control device 82 may also serve as the third communication control device 86. In this embodiment, each of the right-side braking operating device 50A and the left-side braking operating device 50B has a first communication control device 82 that also serves as the third communication control device 86. In this embodiment, since the first communication control device 82 also serves as the third communication control device 86, the third communication control device 86 may be referred to as the third communication control device 82, 86, etc., hereafter.

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

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

[0054] The control system 80 further comprises a first communication control device 82, a second communication control device 84, and third communication control devices 82, 86. The first communication control device 82 is provided on the braking devices 50A, 50B. The first communication control device 82 is configured to transmit a first activation signal via a first communication path P1 in response to operation of the braking devices 50A, 50B. The second communication control device 84 is provided on the braking devices 40A, 40B. The second communication control device 84 is configured to transmit a response signal in response to receiving the first activation signal. The third communication control devices 82, 86 are provided on at least one of the braking devices 50A, 50B and the first communication path P1. If the third communication control devices 82, 86 cannot receive a response signal from the second communication control device 84 after transmitting a first activation signal from the first communication control device 82, they are configured to transmit a second activation signal to the second communication control device 84 via a second communication path P2.

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

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

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

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

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

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

[0061] As shown in Figure 4, in this embodiment, a communication cable 92 connecting the right-side braking device 50A to the front-side braking device 40A via the first junction 94, the electric assist drive unit 40D, and the second junction 96 forms a first communication path P1, which is a wired communication path. A communication cable 92 connecting the left-side braking device 50B to the rear-side braking device 40B via the first junction 94, the electric assist drive unit 40D, and the second junction 96 also forms a first communication path P1, which is a wired communication path. A second communication path P2, which is a wireless communication path, is provided between the right-side braking device 50A and the front-side braking device 40A. A second communication path P2, which is a wireless communication path, is also provided between the left-side braking device 50B and the rear-side braking device 40B. Each braking device 50A, 50B and its corresponding braking device 40A, 40B can communicate with each other using both wired and wireless communication. The second communication path P2, which is a wireless communication path, may be provided between each braking device 50A, 50B and the electric assist drive unit 40D, or between each braking device 40A, 40B and the electric assist drive unit 40D. The electric assist drive unit 40D may be capable of both wired and wireless communication with each braking device 50A, 50B, or it may be capable of both wired and wireless communication with each braking device 40A, 40B.

[0062] Figure 5 shows the electrical configuration of the right-side braking device 50A. The left-side braking device 50B has a similar configuration, so Figure 5 will also be used to explain the left-side braking device 50B. Each braking device 50A, 50B includes a first communication control device 82, a battery 108, and a sensor 100. The first communication control device 82 is a circuit that includes a control unit 102, a wired communication unit 104, and a wireless communication unit 106. The wired communication unit 104 is a circuit configured to perform wired communication with each component in the control system 80 via a communication cable 92. The wireless communication unit 106 is a circuit configured to perform wireless communication with the corresponding braking devices 40A, 40B. The wireless communication unit 106 may also be configured to perform wireless communication with components other than the braking devices 40A, 40B, for example, the electric assist drive unit 40D. The battery 108 supplies power to the first communication control device 82. When the sensor 100 detects operation of the brake lever 52, it outputs an operation detection signal to the control unit 102 at a level corresponding to the amount of operation of the brake lever 52. Upon receiving the operation detection signal, the control unit 102 transmits an activation signal containing information indicating the amount of operation of the brake lever 52 to the corresponding braking devices 40A and 40B. The activation signal includes a first activation signal transmitted from the wired communication unit 104 via the first communication path P1 and a second activation signal transmitted from the wireless communication unit 106 via the second communication path P2.

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

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

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

[0066] Figure 9 shows the electrical configuration of the shift operation device 50C. The assist mode switching operation device 50D, the suspension mode switching operation device 50E, and the adjustable seatpost operation device 50F have similar configurations, so these operation devices 50D, 50E, and 50F will also be explained with reference to Figure 9. Each operation device 50C, 50D, 50E, and 50F comprises an operation unit 146, a control unit 142, and a communication unit 144. The operation unit 146 is operable by the rider. The shift operation device 50C has a shift-up switch 54A and a shift-down switch 54B as the operation unit 146. The assist mode switching operation device 50D has a mode switching switch 56 as the operation unit 146. The suspension mode switching operation device 50E has a mode switching switch as the operation unit 146. The adjustable seatpost operation device 50F has an adjustment switch as the operation unit 146. The control unit 142 transmits an operating signal via the communication unit 144 in response to the operation of the operating unit 146. The communication unit 144 is a circuit configured to communicate via wired connection with each component in the control system 80 via a communication cable 92. The communication unit 144 may also include a wireless communication unit. In this case, the actuators 40 corresponding to each operating device 50C, 50D, 50E, 50F also include a wireless communication unit.

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

[0068] Referring to Figure 10, the operation of the control unit 102 of the first communication control device 82 provided in each braking device 50A, 50B will be explained. The process shown in the flowchart of Figure 10 is executed repeatedly at predetermined time intervals. In the flowchart shown in Figure 10, the first communication control device 82 also functions as the third communication control device 86.

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

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

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

[0072] In step S11, the control unit 112 determines whether or not it has received a first operating signal from the first communication path P1 via the wired communication unit 114. If the control unit 112 determines that it has received a first operating signal in step S11, it proceeds to step S12. In step S12, the control unit 112 transmits a first response signal from the wired communication unit 114 via the first communication path P1 to the corresponding braking devices 50A and 50B, and proceeds to step S13. In step S13, the control unit 112 activates the brake actuators 66 of the braking devices 40A and 40B, and terminates the process.

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

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

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

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

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

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

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

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

[0081] The pre-braking control device 150 may include at least one of the following: a shift control device 50C, an assist mode switching control device 50D, a suspension mode switching control device 50E, and an adjustable seatpost control device 50F. The pre-braking control device 150 may further include a ramp control device. The pre-braking control device 150 may also be a crank 28.

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

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

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

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

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

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

[0088] The control units 112, 122, and 142 may be configured to activate a different actuator 40 in response to the operation of the pre-braking device 150 when the control mode is the first mode. The different actuator 40 may include at least one of the following: an electric transmission 40C, an electric assist drive unit 40D, a suspension 40E, and an adjustable seatpost 40F. The actuator 40 may further include at least one of the following: a front lamp 40G and a rear lamp 40H. The pre-braking device 150 and its corresponding actuator 40 may be configured to be capable of at least one of wired communication and wireless communication.

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

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

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

[0092] In step S31, the control unit 102 determines whether or not an abnormality has been detected. As described above, the abnormality may include, for example, an abnormality in the braking devices 50A and 50B, or an abnormality in the communication paths P1 and P2. An abnormality in the braking devices 50A and 50B may include an abnormality in the sensor 100, or an abnormality in at least one of the wired communication unit 104 and the wireless communication unit 106. If the control unit 102 determines in step S31 that an abnormality has been detected, it proceeds to step S32, transmits an abnormality signal, and terminates the process. The abnormality signal may include information indicating the type of abnormality. If the control unit 102 determines in step S31 that no abnormality has been detected, it terminates the process.

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

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

[0095] In step S41, the control unit 132 determines whether or not it has received an abnormal signal. If the control unit 132 determines in step S41 that it has not received an abnormal signal, it terminates the process. If the control unit 132 determines in step S41 that it has received an abnormal signal, it proceeds to step S42. In step S42, the control unit 132 displays on the display unit 138 of the cycle computer 42 that there is an abnormality and that the control mode has switched from the first mode to the second mode, and then terminates the process. The control unit 132 may be configured to display the type of abnormality on the display unit 138.

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

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

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

[0099] In step S61, the control units 112, 122, and 142 determine whether or not an abnormal signal has been received. The source of the abnormal signal may be at least one of the braking devices 50A and 50B, the braking devices 40A and 40B, the electric assist drive unit 40D, and the cycle computer 42. If the control units 112, 122, and 142 determine in step S61 that no abnormal signal has been received, they proceed to step S62. In step S62, the control units 112, 122, and 142 maintain the control mode in the first mode and terminate the process. If the control units 112, 122, and 142 determine in step S61 that an abnormal signal has been received, they proceed to step S63. In step S63, the control units 112, 122, and 142 switch the control mode from the first mode to the second mode and terminate the process.

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

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

[0102] In step S72, the control unit 142 determines whether the control mode is the first mode. If the control unit 142 determines in step S72 that the control mode is the first mode, it proceeds to step S73. In step S73, the control unit 142 sends an operation signal to the electric transmission 40C and terminates the process. Therefore, if the control mode is the first mode, the electric transmission 40C performs a gear shift operation in response to the receipt of the operation signal. The control unit 142 of the shift operation device 50C does not allow the braking devices 40A and 40B to operate in response to the operation of the shift operation device 50C.

[0103] In step S72, if the control unit 142 determines that the control mode is the second mode and not the first mode, it proceeds to step S74. In step S74, the control unit 142 sends an activation signal to the braking devices 40A and 40B and terminates the process. Therefore, when the control mode is the second mode, the braking devices 40A and 40B perform braking operations in response to receiving the activation signal. The electric transmission 40C does not perform a gear shift operation.

[0104] As the pre-braking operating device 150, one or more operating devices 50 other than the shift operating device 50C may be used in place of the shift operating device 50C, or in addition to the shift operating device 50C. For example, the operating device 50 includes at least one of the assist mode switching operating device 50D, the suspension mode switching operating device 50E, and the adjustable seatpost operating device 50F. In this case, the control unit 142 of each operating device 50D, 50E, 50F performs the processing shown in the flowchart of Figure 18, similar to the control unit 142 of the shift operating device 50C. In this case, the destination of the operating signal in step S73 is the operating device 40 corresponding to each operating device 50D, 50E, 50F.

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

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

[0107] If the control unit 122 determines in step S82 that the control mode is the second mode and not the first mode, it proceeds to step S83. In step S83, the control unit 122 sends an activation signal to the braking devices 40A and 40B and terminates the process. Therefore, if the control mode is the second mode, the braking devices 40A and 40B perform braking operations in response to receiving the activation signal.

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

[0109] <Variation> The descriptions of each embodiment are illustrative of possible forms of a control system according to this disclosure and are not intended to limit such forms. A control system according to this disclosure may take the form of, for example, a variation of each embodiment shown below, or a combination of at least two non-inconsistent variations. In the following variations, parts common to the embodiments are denoted by the same reference numerals as in the embodiments and their descriptions are omitted.

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

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

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

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

[0114] The right-side braking device 50A may be configured to monitor for abnormalities in the left-side braking device 50B. The left-side braking device 50B may be configured to monitor for abnormalities in the right-side braking device 50A.

[0115] The front brake system 40A may be configured to monitor for abnormalities in the rear brake system 40B. The rear brake system 40B may be configured to monitor for abnormalities in the front brake system 40A.

[0116] The electric assist drive unit 40D does not need to include a wireless communication unit 126.

[0117] The human-powered vehicle 10 does not need to be equipped with an electric assist drive unit 40D.

[0118] Each component, such as the actuator 40 and the operating device 50, does not necessarily need to have a built-in battery.

[0119] If each of the components, such as the actuator 40 and the operating device 50, has a built-in battery, the human-powered vehicle 10 does not need to have a battery unit 38.

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

[0121] If the first response signal from the second communication control device 84 cannot be received, this fact may be indicated by displaying it on the display unit 138 of the cycle computer 42.

[0122] When the first communication control device 82 detects the operation of the brake lever 52 and transmits a second operating signal, it may first transmit the first operating signal in response to the detection of the next operation of the brake lever 52, or it may transmit only the second operating signal without transmitting the first operating signal. In other words, in the flowchart of Figure 10, once the process of step S4 has been executed, in response to the detection of the next operation of the brake lever 52, all the processes from step S2 to step S4 may be performed, or only the process of step S4 may be performed. Similarly, in the flowchart of Figure 12, once the process of step S24 has been executed, in response to the next reception of the first operating signal from the braking devices 50A and 50B, all the processes from step S22 to step S24 may be performed, or only the process of step S24 may be performed.

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

[0124] 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]

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

Claims

1. A control system for human-powered vehicles, A braking device configured to brake the wheels, A braking device operated to activate the aforementioned braking device, A pre-braking device different from the aforementioned braking device, The system comprises a control unit configured to control the actuator, including the braking device, according to the control mode, The control mode comprises a first mode and a second mode. The control unit is configured such that, when the control mode is the first mode, it does not allow the braking device to operate in response to the operation of the pre-braking device. The control unit is configured to activate the braking device and perform a braking operation in response to the operation of the pre-braking device when the control mode is the second mode.

2. The system further includes a communication path provided between the braking device and the braking operation device, The control system according to claim 1, wherein the control unit is configured to switch the control mode from the first mode to the second mode when the first mode is selected as the control mode and there is an abnormality in at least one of the braking device, the braking operation device, and the communication path.

3. The system further comprises a detection device configured to detect an abnormality in at least one of the braking device, the braking operation device, and the communication path, The control system according to claim 2, wherein the control unit is configured to switch the control mode from the first mode to the second mode when the detection device detects an abnormality while the first mode is selected as the control mode.

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

5. The braking device comprises a brake lever and a sensor for detecting the operation of the brake lever. The control system according to any one of claims 1 to 4, wherein the control unit is configured to switch the control mode from the first mode to the second mode when the first mode is selected as the control mode and there is an abnormality in the sensor.

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

7. The control system according to any one of claims 1 to 6, wherein the control unit is configured to activate an actuator different from the braking device in response to the operation of the pre-braking device when the control mode is the first mode.

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

9. The aforementioned pre-braking device is a crank, The control unit is configured such that, when the control mode is the first mode, it does not allow the braking device to operate in response to the reverse rotation of the crank. The control system according to any one of claims 1 to 8, wherein the control unit is configured to activate the braking device in response to the reverse rotation of the crank when the control mode is the second mode.

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

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

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