Human-powered vehicle control system

Abstract

[解決手段] 人力驅動車用控制系統，具備有：用來制動車輪的制動裝置、操作使上述制動裝置進行動作的制動操作裝置、在上述制動裝置與上述制動操作裝置之間通訊第1動作訊號的第1通訊路線、及在上述制動裝置與上述制動操作裝置之間通訊第2動作訊號且與上述第1通訊路線不同的第2通訊路線。;

Description

Technical Field

[0001] This invention relates to a control system for human-powered vehicles. Prior Technology

[0002] Patent Document 1 discloses a human-powered electric braking system for vehicles. When the operating device is operated, the braking device is activated by electricity. [Previous Technical Documents] [Patent Literature]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-202659 Summary of the Invention

[0004] [The problem the invention aims to solve]

[0005] In manually driven vehicles, the control system that responds to the operation of the control device and uses electricity to activate the braking device and other actuators requires high reliability. One object of the present invention is to provide a highly reliable control system for manually driven vehicles. [Methods used to solve problems]

[0006] The first embodiment of the human-powered vehicle control system of the present invention includes: a braking device for braking the wheels, a braking operation device for operating the braking device, a first communication route for communicating a first action signal between the braking device and the braking operation device, and a second communication route different from the first communication route for communicating a second action signal between the braking device and the braking operation device. The first type of control system has redundancy due to the presence of multiple communication lines. Therefore, the improved reliability of the communication between the braking device and the braking operation device enhances the overall reliability of the control system.

[0007] The control system according to the first and second aspects of the present invention includes: a first communication control device disposed on the braking operation device, a second communication control device disposed on the braking device, and a third communication control device disposed on at least one of the braking operation device and the first communication line; the first communication control device responds to the operation of the braking operation device by sending the first action signal via the first communication line; the second communication control device responds to the receipt of the first action signal by sending a response signal; and the third communication control device, if unable to receive the response signal from the second communication control device after sending the first action signal from the first communication control device, sends the second action signal to the second communication control device via the second communication line. With the second type of control system, if the second communication control device cannot receive the first action signal, the second action signal can be received via the second communication line. Therefore, the reliability of the braking device's operation can be improved.

[0008] According to the third type of the second type of the present invention, in the human-powered vehicle control system, the third communication control device is provided on the braking operation device, and the first communication control device also serves as the third communication control device. The construction of the control system can be simplified by using the third type of control system.

[0009] According to a fourth aspect of the present invention, a human-powered vehicle control system comprises: an actuation device, an operating device for operating the actuation device, a first communication control device provided on the operating device, a second communication control device provided on the actuation device, a first communication route for communicating a first actuation signal between the first and second communication control devices, a third communication control device provided on at least one of the operating device and the first communication route, and a second communication route different from the first communication route for communicating a second actuation signal between the second and third communication control devices; the first communication control device responds to the operation of the operating device by sending the first actuation signal via the first communication route; the second communication control device responds to the receipt of the first actuation signal by sending a response signal; and the third communication control device, if unable to receive the response signal from the second communication control device after sending the first actuation signal from the first communication control device, sends the second actuation signal via the second communication route. With the fourth type of control system, if the second communication control device cannot receive the first action signal, the second action signal can be received via the second communication line. Therefore, the reliability of the braking device's operation can be improved.

[0010] According to the control system of the fourth and fifth embodiments of the present invention, the aforementioned actuation device includes at least one of: a braking device, an electric transmission, an electric auxiliary drive unit, a suspension device, and an adjustable seat support. The control system of the fifth type can improve the reliability of the operation of at least one of the braking device, electric transmission, electric auxiliary drive unit, suspension device and adjustable seat support.

[0011] According to the control system of the fourth or fifth type or the sixth type of the present invention, 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. The construction of the control system can be simplified by using the sixth type of control system.

[0012] According to the control system of the seventh type of any of the second to sixth types of the present invention, the third communication control device is provided in the component, and the component is located in the first communication route. In the case where an abnormality occurs between the third and second communication control devices in the first communication line, and the third communication control device is unable to receive a response signal, the second communication control device can receive a second action signal from the third communication control device via the second communication line using the seventh type of control system.

[0013] According to the control system of the eighth type of any of the second to seventh types of the present invention, the second communication control device responds to the receipt of the first action signal by sending a first response signal via the first communication line; the second communication control device responds to the receipt of the second action signal by sending a second response signal via the second communication line. With the control system of the eighth type, in the event of an anomaly in the first communication line, the second communication control device can communicate via the second communication line.

[0014] According to the control system of the ninth type of any of the second to eighth types of the present invention, one of the first communication route and the second communication route is a wired communication route and the other is a wireless communication route. The first communication control device, the second communication control device and the third communication control device each include: a wired communication unit for wired communication and a wireless communication unit for wireless communication. With the ninth type of control system, in the event of an anomaly in either the wired or wireless communication route, communication can be maintained via the other. Compared to the first and second communication routes, which are both wired, this allows for a more aesthetically pleasing appearance of the human-powered vehicle and simplifies the wiring configuration.

[0015] According to the control system of the tenth type of any of the second to eighth types of the present invention, the first communication route is a wired communication route and the second communication route is a wireless communication route; the first communication control device, the second communication control device, and the third communication control device each include: a wired communication unit that performs wired communication via the first communication route and a wireless communication unit that performs wireless communication via the second communication route. With the control system of the 10th type, communication can be conducted via wireless communication in the event of a wired communication line malfunction. When the wired communication line is functioning normally, the wireless communication line is not used, thus reducing power consumption required for communication.

[0016] According to the control system of the eleventh type of any one of the first to eighth types of the present invention, the first communication route and the second communication route are respectively wired communication route and wireless communication route. With the control system of the 11th type, in the event of an anomaly in either the first or second communication line, communication can be maintained via the other communication line.

[0017] According to the control system of the 12th type of any one of the first to 8 types of the present invention, one of the first communication route and the second communication route is a wired communication route and the other is a wireless communication route. With the control system of the 12th type, in the event of an anomaly in either the wired or wireless communication route, communication can be maintained via the other communication route. Compared to the case where both the 1st and 2nd communication routes are wired, this allows for a more aesthetically pleasing appearance of the human-powered vehicle and simplifies the wiring configuration.

[0018] According to the control system of the 13th type of any of the first to eighth types of the present invention, the first communication route is a wired communication route and the second communication route is a wireless communication route. With the control system of the 13th type, communication can be carried out via wireless communication in the event of an abnormality in the wired communication line.

[0019] The 14th embodiment of the human-powered vehicle control system of the present invention includes: a braking device for braking the wheels, a braking operation device for operating the braking device, a pre-braking operation device different from the braking operation device, and a control unit for controlling the actuation device including the braking device according to a control mode; the control mode has a first mode and a second mode, wherein when the control mode is the first mode, the control unit does not allow the operation of the pre-braking operation device to be performed to operate the braking device; and when the control mode is the second mode, the control unit performs the operation of the pre-braking operation device to operate the braking device. With the control system of the 14th type, in the 2nd mode, a pre-braking operation device can be used to activate the braking device. This improves the reliability of the braking device's operation.

[0020] The control system according to the 14th and 15th embodiments of the present invention further includes: a communication line provided between the braking device and the braking operation device; and the control unit, when the first mode is selected in the control mode, and in the event of an abnormality among the braking device, the braking operation device, and the communication line, switches the control mode from the first mode to the second mode. With the control system of the 15th type, in the event of an anomaly in at least one of the braking device, braking operation device, and communication line, the backup braking operation device can be used to activate the braking device.

[0021] The control system according to the 15th and 16th embodiments of the present invention further includes a detection device for detecting an abnormality in at least one of the braking device, the braking operation device, and the communication line. When the control unit selects the first mode in the control mode and the detection device detects an abnormality, it switches the control mode from the first mode to the second mode. With the control system of the 16th type, if an anomaly is detected by the detection device in at least one of the braking device, braking operation device, and communication line, the backup braking operation device can be used to activate the braking device. Therefore, the reliability of the braking device operation can be improved.

[0022] According to the control system of the 17th type of the 15th or 16th type of the present invention, the above-mentioned communication route is a wired communication route. With the control system of the 17th type, in the event of an abnormality in the wired communication line, the pre-braking operation device can be used to activate the braking device.

[0023] According to the control system of the 18th type of any of the 14th to 17th types of the present invention, the braking operation device includes: a brake lever and a sensor for detecting the operation of the brake lever; the control unit switches the control mode from the first mode to the second mode when the first mode is selected in the control mode and the sensor is abnormal. With the control system of the 18th type, in the event of an abnormality in the sensor used to detect the operation of the brake lever, the pre-brake operation device can be used to activate the braking device.

[0024] The control system of the 19th type according to any one of the 14th to 18th types of the present invention further includes a mode switching operation unit; the mode switching operation unit is operated to switch the control mode from one of the first mode and the second mode to the other. With the control system of the Type 19, the rider can switch the control mode from the first mode to the second mode by using the operation mode switching unit, and then use the pre-braking operation device to activate the braking device.

[0025] According to the control system of the 20th type of any of the 14th to 19th types of the present invention, when the control mode is the first type, the control unit responds to the operation of the pre-braking operation device and causes an actuation device different from the braking device to operate. The control system of the 20th type is a pre-braking operation device used in the first mode to activate an action device that is different from the braking device, and in the second mode it can be used to activate the braking device.

[0026] According to the control system of the 20th and 21st embodiments of the present invention, the aforementioned actuation device, which is different from the aforementioned braking device, includes at least one of: an electric transmission, an electric auxiliary drive unit, a suspension device, and an adjustable seat support. The control system of the 21st type is used in the first mode to activate at least one of the electric transmission, electric auxiliary drive unit, suspension device and adjustable seat cushion support, and in the second mode to activate the braking device.

[0027] According to the control system of the 22nd type of any one of the 14th to 21st types of the present invention, the pre-braking operation device is a crank, and the control unit, when the control mode is the first type, does not allow the braking device to be operated in response to the reversal of the crank, and when the control mode is the second type, the control unit operates the braking device in response to the reversal of the crank. With the control system of the 22nd type, when the control mode is the 2nd mode, the braking device can be activated by reversing the crank.

[0028] According to the control system of the 22nd and 23rd embodiments of the present invention, the control unit controls the braking device to exert a braking force corresponding to the reverse rotation speed of the crank. By using the control system of the 23rd type, the braking force of the braking device can be adjusted by changing the reverse speed of the crank.

[0029] According to the control system of the 24th type of any one of the 14th to 23rd types of the present invention, the control unit is provided in at least one of the pre-braking operation device, the braking device, and the electric auxiliary drive unit. With the control system of the 24th type, when the control mode is the 2nd mode, the pre-braking operation device can be used to activate the braking device. [Invention Effects]

[0030] The human-powered vehicle control system of the present invention provides a highly reliable human-powered vehicle control system. Simple Explanation of the Diagram

[0031] [Figure 1] is a side view of a human-powered vehicle equipped with the control system of the first embodiment. [Figure 2] is a side view of the braking operation device of the human-powered vehicle in Figure 1. [Figure 3] is a schematic diagram of the braking device of the human-powered vehicle shown in Figure 1. [Figure 4] is a block diagram showing the circuit structure of the control system of the human-powered vehicle in Figure 1. [Figure 5] is a block diagram showing the circuit structure of the braking operation device included in the control system of Figure 4. [Figure 6] is a block diagram showing the circuit structure of the braking device included in the control system of Figure 4. [Figure 7] is a block diagram showing the circuit configuration of the electric auxiliary drive unit included in the control system of Figure 4. [Figure 8] is a block diagram showing the circuit structure of the bicycle speedometer included in the control system of Figure 4. [Figure 9] is a block diagram showing the circuit structure of the shifting operation device included in the control system of Figure 4. [Figure 10] is a flowchart showing the process performed by the control unit of the braking operation device in Figure 5. [Figure 11] is a flowchart showing the process performed by the control unit of the braking device in Figure 6. [Figure 12] is a flowchart showing the process performed by the control unit of the electric auxiliary drive unit in Figure 7. [Figure 13] is a block diagram showing the circuit structure of the control system of the second embodiment. [Figure 14] is a flowchart showing the abnormality detection process performed by the control unit of the braking operation device in Figure 13. [Figure 15] is a flowchart showing the anomaly detection process performed by the control unit of the bicycle speedometer in Figure 13. [Figure 16] is a flowchart showing the mode switching operation detection process performed by the control unit of the bicycle speedometer in Figure 13. [Figure 17] is a flowchart showing the mode switching process performed by the control unit of the braking device in Figure 13, the control unit of the electric auxiliary drive unit in Figure 13, and the control unit of the pre-braking operation device in Figure 13. [Figure 18] is a flowchart showing the braking operation process performed by the control unit of the pre-braking operation device in Figure 13. [Figure 19] is a flowchart showing the braking operation process performed by the control unit of the electric auxiliary drive unit in Figure 13. [Figure 20] is a block diagram showing the circuit structure of the control system of the modified example. Implementation

[0032] <First Implementation>

[0033] Referring to Figures 1 to 12, the control system for a human-powered vehicle according to the first embodiment will be described. As shown in Figure 1, the human-powered vehicle 10 has at least one wheel and is a vehicle that can be driven by at least human power. The human-powered vehicle 10 includes, for example, various types of bicycles such as mountain bikes, road bikes, city bikes, cargo bikes, hand-cranked bicycles, and recumbent bicycles. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, unicycles and vehicles with three or more wheels. The human-powered vehicle 10 is not limited to vehicles driven solely by human power. The human-powered vehicle 10 includes electric bicycles (E-bikes) that are propelled not only by human power but also by the driving force of an electric motor. Electric bicycles include electric-assisted bicycles that are propelled with the assistance of an electric motor. The human-powered vehicle 10 will be described as a bicycle in the following description.

[0034] In this instruction manual, the terms “front,” “back,” “forward,” “rear,” “left,” “right,” “horizontal,” “above,” and “below,” as well as any other similar directional terms, represent directions determined relative to the rider’s orientation toward the handlebars 24 in the reference orientation of the human-powered vehicle 10 (e.g., on the saddle or seat).

[0035] As shown in Figure 1, the human-powered bicycle 10 includes: a front wheel 12, a rear wheel 14, a human-powered bicycle body 16, a drive mechanism 18, a battery unit 38, an actuation device 40, a bicycle speedometer 42, and an operating unit 44. The human-powered bicycle body 16 includes: a frame 20, a front fork 22, handlebars 24, and a seatpost 26. The actuation device 40 includes: braking devices 40A and 40B, an electric derailleur 40C, an electric auxiliary drive unit 40D, a suspension device 40E, an adjustable seatpost 40F, a front light 40G, and a rear light 40H. In this embodiment, the braking device 40A is a front brake 40A supported by the front fork 22. In this embodiment, the braking device 40B is a rear brake 40B supported by the frame 20. The actuation device 40 also includes only one of the front brake 40A and the rear brake 40B. The actuation device 40 is also referred to as a human-powered bicycle assembly. 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 portion 24A. The seat post 26 is connected to and supported by the frame 20.

[0036] Battery unit 38 is mounted, for example, on frame 20. Bicycle speedometer 42 is mounted, for example, on handlebar 24. Human-powered bicycle 10 may also have a plurality of operating units 44. The plurality of operating units 44 are mounted, for example, on the right and left sides of handlebar 24 respectively. Figure 1 shows the operating unit 44 mounted on the right side of handlebar 24.

[0037] The human-powered vehicle 10 moves by transmitting human power 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.

[0038] The crank 28 includes a crankshaft 28A and a pair of crank arms 28B. When the crank 28 is disposed within the electric auxiliary drive unit 40D, the drive mechanism 18 may also include a portion of the electric auxiliary drive unit 40D. In this case, for example, the drive mechanism 18 includes an output portion of the electric auxiliary drive unit 40D, and further includes a connecting portion that connects the crankshaft 28A to the output portion of the electric auxiliary drive unit 40D.

[0039] In this embodiment, the crankshaft 28A is rotatable, supported by the housing of the electric auxiliary drive unit 40D connected to the frame 20. A pair of crank arms 28B are mounted on the crankshaft 28A. A pair of pedals 30 are rotatably connected to the crank arms 28B, respectively.

[0040] 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. A chain 36 is wound around the front rotating body 32 and the rear rotating body 34. When the crank 28 is rotated in one direction by the human driving force applied to the pedal 30, the rear wheel 14 is also rotated in one direction by the front rotating body 32, the chain 36, and the rear rotating body 34. In other examples, 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.

[0041] The battery unit 38 includes 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 is used to supply power to at least one actuating device 40 electrically connected to the battery 38A. The battery unit 38 may also be housed within the frame 20. At least one actuating device 40 may also have its own battery, not powered by the battery 38A.

[0042] As shown in Figure 2, the operating unit 44 includes one or more operating devices 50. The operating devices 50 are operable by the rider. The operating devices 50 are used to operate the actuation device 40. The actuation device 40 may also include at least one of the following: braking devices 40A and 40B, an electric transmission 40C, an electric auxiliary drive unit 40D, a suspension device 40E, and an adjustable seat support 40F. The actuation device 40 may also include at least one of a headlight 40G and a taillight 40H. The actuation device 40 is an electrically operated device. A battery may also be built into the operating device 50. As shown in Figure 4, the operating device 50 may also include: braking operating devices 50A and 50B, a shifting operating device 50C, an auxiliary mode switching operating device 50D, a suspension mode switching operating device 50E, and an adjustable seat support operating device 50F.

[0043] Braking operating devices 50A and 50B are operated to activate braking devices 40A and 40B. As shown in FIG4, in this embodiment, braking operating devices 50A and 50B include: a right braking operating device 50A for activating the front braking device 40A, and a left braking operating device 50B for activating the rear braking device 40B. A gear shifting operating device 50C is operated to activate the electric transmission 40C. An auxiliary mode switching operating device 50D is operated to switch the auxiliary mode of the electric auxiliary drive unit 40D. A suspension mode switching operating device 50E is operated to switch the state of the suspension device 40E. An adjustable seat pillar operating device 50F is operated to activate the adjustable seat pillar 40F. The operating device 50 may further include a headlight operating device. The headlight operating device is operated to activate the headlight 40G and the taillight 40H.

[0044] The electric auxiliary drive unit 40D, in response to the operation of the auxiliary mode switching device 50D, performs an action to switch the auxiliary mode. The auxiliary mode switching device 50D is an operating device used to actuate the electric auxiliary drive unit 40D. The suspension device 40E, in response to the operation of the suspension mode switching device 50E, performs an action to switch its state. The suspension mode switching device 50E is an operating device used to actuate the suspension device 40E.

[0045] In one example, the right-side operating unit 44 shown in Figure 2 may also include: a right-side braking operating device 50A, a shifting operating device 50C, and an auxiliary mode switching operating device 50D. The right-side braking operating device 50A has a brake lever 52. The shifting operating device 50C has an upshift switch 54A and a downshift switch 54B. The auxiliary mode switching operating device 50D has a mode switching switch 56. The left-side operating unit 44 may also include: a left-side braking operating device 50B, a suspension mode switching operating device 50E, and an adjustable saddle support operating device 50F. The left-side braking operating device 50B has a brake lever. The suspension mode switching operating device 50E has a mode switching switch. The adjustable saddle support operating device 50F has an adjustment switch. While braking devices 50A and 50B include brake levers for road bikes, they may also include brake levers for mountain bikes or city bikes. Braking devices 50A and 50B may also not include brake levers.

[0046] Braking devices 40A and 40B are used to brake wheels 12 and 14. In this embodiment, the front braking device 40A is used to brake the front wheel 12. In this embodiment, the rear braking device 40B is used to brake the rear wheel 14. Braking devices 40A and 40B can be rim brakes, disc brakes, or roller brakes. Braking devices 40A and 40B are, for example, electric braking devices. As shown in FIG3, in this embodiment, braking devices 40A and 40B are electric disc brakes. Each braking device 40A and 40B includes: a disc 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. The motor unit 66A is actuated in response to the operation of the brake lever 52 of the braking operation devices 50A and 50B. The conversion mechanism 66B converts the rotational motion of the motor unit 66A into linear motion, causing at least one brake pad 64 to move and press against the disc 62. The brake pad 64 brakes the wheels 12 and 14 by clamping the disc 62. The second communication control device 84 includes a wired connection 70, which is connected to a communication cable 92.

[0047] 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. When the rear rotating body 34 includes a plurality of rear sprockets 34A, the rear derailleur is used to switch the chain 36 between the plurality of rear sprockets 34A. The electric transmission 40C may further include a front derailleur. The front derailleur is located near the crankshaft 28A. When the front rotating body 32 includes a plurality of front sprockets 32A, the front derailleur is used to switch the chain 36 between the plurality of front sprockets 32A. The electric transmission 40C performs a gear shifting operation in response to the operation of the upshift switch 54A or downshift switch 54B of the shifting operating device 50C.

[0048] The electric auxiliary drive unit 40D assists in the propulsion of the manually driven vehicle 10. The electric auxiliary drive unit 40D includes an auxiliary actuator 72. The auxiliary actuator 72 includes an electric motor. In this embodiment, the auxiliary actuator 72 transmits driving force to the power transmission path of the manually driven force from the crankshaft 28A to the front rotating body 32. The electric auxiliary drive unit 40D includes a torque sensor for detecting the torque applied to the crank 28. Preferably, the electric auxiliary drive unit 40D further includes a crank sensor 74 for detecting the rotation of the crank 28. The auxiliary actuator 72 is driven according to the detection result of the torque sensor. The auxiliary actuator 72 operates in multiple auxiliary modes with different assistance ratios. The electric auxiliary drive unit 40D switches auxiliary modes in response to the operation of the mode switching switch 56 of the auxiliary mode switching operation device 50D.

[0049] Suspension device 40E, mounted on front fork 22, is used to mitigate impacts on front wheel 12. Suspension device 40E can selectively switch between a locked state (limiting its function) and an unlocked state (not limiting its function). Suspension device 40E may also include a structure mounted on frame 20 that mitigates impacts on rear wheel 14. Suspension device 40E can be hydraulic, pneumatic, or a hybrid of hydraulic and pneumatic. Suspension device 40E includes an electric actuator such as an electric motor or solenoid coil. The electric actuator controls a valve that opens and closes the flow path of oil or air. Suspension device 40E, in response to the operation of the mode switching switch of suspension mode switching device 50E, can selectively switch between a locked state and an unlocked state. In addition to the locked and unlocked states, suspension device 40E can also change the damping force in multiple stages. In this case, the suspension mode switching device 50E can also be configured to switch the damping force of the suspension device 40E in stages each time.

[0050] An adjustable seat support 40F is mounted on the seat support 26. The adjustable seat support 40F allows the seat support 26 to rise and fall relative to the frame 20. The adjustable seat support 40F includes an electric actuator such as an electric motor. The adjustable seat support 40F raises or lowers the seat support 26 in response to the operation of the adjustment switch of the adjustable seat support operating device 50F.

[0051] The front light 40G is mounted on the front fork 22 or the handlebar 24. The rear light 40H is mounted on the rear of the frame 20. The front light 40G and the rear light 40H can be switched on and off. Responding to the operation of the light control device will turn the front light 40G and the rear light 40H on or off.

[0052] As shown in Figure 4, the human-powered vehicle control system 80 includes: an actuation device 40, an operating device 50, a first communication control device 82, a second communication control device 84, a first communication route P1, a third communication control device 86, and a second communication route P2. The first communication control device 82 is located on the operating device 50. In the example shown in Figure 4, the right-side braking operating device 50A and the left-side braking operating device 50B each have the first communication control device 82. The second communication control device 84 is located on the actuation device 40. In the example shown in Figure 4, the front braking device 40A and the rear braking device 40B each have the second communication control device 84.

[0053] Alternatively, the third communication control device 86 can be provided in the operating device 50, and the first communication control device 82 can also serve as the third communication control device 86. Alternatively, the third communication control device 86 can be provided in the braking operating devices 50A and 50B, and the first communication control device 82 can also serve as the third communication control device 86. In this embodiment, the right-side braking operating device 50A and the left-side braking operating device 50B each have 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 will sometimes be referred to as the third communication control device 82 or 86 below.

[0054] The first communication line P1 communicates a first action signal between the first communication control device 82 and the second communication control device 84. The first communication control device 82, in response to the operation of the operating device 50, sends the first action signal via the first communication line P1. The second communication control device 84, in response to receiving the first action signal, sends a response signal. Third communication control devices 82 and 86 are provided in at least one of the operating device 50 and the first communication line P1. The second communication line P2 is a different communication line from the first communication line P1, used for communicating a second action signal between the second communication control device 84 and the third communication control devices 82 and 86. If the third communication control devices 82 and 86 cannot receive a response signal from the second communication control device 84 after sending the first action signal from the first communication control device 82, they send a second action signal via the second communication line P2.

[0055] As shown in Figure 4, the human-powered vehicle control system 80 includes: braking devices 40A and 40B, braking operation devices 50A and 50B, a first communication route P1, and a second communication route P2. The first communication route P1 communicates a first action signal between the braking devices 40A and 40B and the braking operation devices 50A and 50B. The second communication route P2 is a different communication route from the first communication route P1, communicating a second action signal between the braking devices 40A and 40B and the braking operation devices 50A and 50B.

[0056] The control system 80 further includes: a first communication control device 82, a second communication control device 84, and third communication control devices 82 and 86. The first communication control device 82 is disposed on the braking operating devices 50A and 50B. The first communication control device 82, in response to the operation of the braking operating devices 50A and 50B, sends a first action signal via a first communication line P1. The second communication control device 84 is disposed on the braking devices 40A and 40B. The second communication control device 84, in response to receiving the first action signal, sends a response signal. The third communication control devices 82 and 86 are disposed on at least one of the braking operating devices 50A and 50B and the first communication line P1. If the third communication control devices 82 and 86 cannot receive a response signal from the second communication control device 84 after sending the first action signal from the first communication control device 82, they send a second action signal to the second communication control device 84 via a second communication line P2.

[0057] In this embodiment, the second communication control device 84 responds to the receipt of the first action signal by sending a first response signal via the first communication line P1. The second communication control device 84 responds to the receipt of the second action signal by sending a second response signal via the second communication line P2.

[0058] As shown in Figure 4, in this embodiment, a plurality of operating devices 50 are connected to the bicycle speedometer 42 via communication cables 92. For example, the shifting device 50C, the assist mode switching device 50D, the suspension mode switching device 50E, and the adjustable saddle support device 50F are each connected to the bicycle speedometer 42 via communication cables 92. The bicycle speedometer 42 is connected to a first connector 94 via communication cables 92. The first connector 94 is connected to an electric assist drive unit 40D via communication cables 92. The right brake operating device 50A and the left brake operating device 50B are each connected to the first connector 94 via communication cables 92. The battery 38A, the front light 40G, and the rear light 40H are electrically connected to the electric assist drive unit 40D. The electric assist drive unit 40D is connected to a second connector 96 via communication cables 92. A plurality of operating devices 40 are each connected to the second connector 96 via communication cables 92. For example, the front braking device 40A, the rear braking device 40B, the electric transmission 40C, the adjustable seat support 40F, and the suspension device 40E are each connected to the second connector 96 via a communication cable 92. The communication cable 92 is, for example, a power line capable of power line communication (PLC). The communication cable 92 can also be a communication line that does not transmit power.

[0059] The operating device 50, which has the first communication control device 82, may also be at least one of the following: a gear shifting operating device 50C, an auxiliary mode switching operating device 50D, a suspension mode switching operating device 50E, and an adjustable seat support operating device 50F, to replace the braking operating devices 50A and 50B, or may additionally include the braking operating devices 50A and 50B. In this case, the first communication control device 82 may also serve as the third communication control device 86.

[0060] The actuating device 40 with the second communication control device 84 may also be at least one of the following: electric transmission 40C, electric auxiliary drive unit 40D, suspension device 40E, and adjustable seat support 40F, to replace braking devices 40A and 40B, or may additionally include braking devices 40A and 40B.

[0061] The third communication control device 86 may also be provided in the component, which is located along the first communication route P1. In this embodiment, the electric auxiliary drive unit 40D located along the first communication route P1 has the third communication control device 86. The third communication control device 86 may also be provided in at least one of the first connector 94 and the second connector 96. Alternatively, the third communication control device 86 may be provided at any location within the first communication route P1.

[0062] The first communication route P1 and the second communication route P2 are either wired or wireless communication routes. For example, a wired communication route can be used for power line communication (PLC). It is preferable that one of the first communication route P1 and the second communication route P2 is a wired communication route and the other is a wireless communication route. As shown in Figures 5 to 7, the first communication control device 82, the second communication control device 84, and the third communication control device 86 respectively include: wired communication units 104, 114, and 124 for wired communication, and wireless communication units 106, 116, and 126 for wireless communication. In this embodiment, the first communication route P1 is a wired communication route, and the second communication route P2 is a wireless communication route. As shown in Figures 5 to 7, the first communication control device 82, the second communication control device 84, and the third communication control device 86 respectively include: wired communication units 104, 114, and 124, and wireless communication units 106, 116, and 126. Wired communication units 104, 114, and 124 conduct wired communication via communication line P1. Wireless communication units 106, 116, and 126 conduct wireless communication via communication line P2.

[0063] As shown in Figure 4, in this embodiment, the right brake operating device 50A is connected to the communication cable 92 of the front brake device 40A via the first connector 94, the electric auxiliary drive unit 40D, and the second connector 96, forming a wired communication route, also known as the first communication route P1. The left brake operating device 50B is connected to the communication cable 92 of the rear brake device 40B via the first connector 94, the electric auxiliary drive unit 40D, and the second connector 96, forming a wired communication route, also known as the first communication route P1. A wireless communication route, also known as the second communication route P2, is provided between the right brake operating device 50A and the front brake device 40A. A wireless communication route, also known as the second communication route P2, is provided between the left brake operating device 50B and the rear brake device 40B. Each brake operating device 50A, 50B and its corresponding brake device 40A, 40B can perform wired and wireless communication with each other. The wireless communication route, also known as the second communication route P2, can be set between each braking operating device 50A, 50B and the electric auxiliary drive unit 40D. The electric auxiliary drive unit 40D can also communicate with each braking operating device 50A, 50B via wired and wireless means.

[0064] Figure 5 shows the circuit structure of the right-side brake operating device 50A. The left-side brake operating device 50B has the same structure, so Figure 5 is also used to describe the left-side brake operating device 50B. Each brake operating 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 and includes: a control unit 102, a wired communication unit 104, and a wireless communication unit 106. The wired communication unit 104 is a circuit and communicates with each component in the control system 80 via a communication cable 92. The wireless communication unit 106 is a circuit and communicates wirelessly with the corresponding brake devices 40A, 40B. The wireless communication unit 106 can also communicate wirelessly with components other than brake devices 40A, 40B, such as the electric auxiliary drive unit 40D. The battery 108 supplies power to the first communication control device 82. When sensor 100 detects operation of brake lever 52, it outputs an operation detection signal corresponding to the level of operation of brake lever 52 to control unit 102. When the operation detection signal is input, control unit 102 sends an action signal containing information displaying the level of operation of brake lever 52 to the corresponding braking devices 40A and 40B. The action signal includes a first action signal transmitted from wired communication unit 104 via first communication line P1, and a second action signal transmitted from wireless communication unit 106 via second communication line P2.

[0065] Figure 6 shows the circuit structure of the front braking device 40A. The rear braking device 40B has the same structure, so Figure 6 is also used to describe the rear braking device 40B. 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 and includes: a control unit 112, a wired communication unit 114, and a wireless communication unit 116. The wired communication unit 114 is a circuit and communicates with each component in the control system 80 via a communication cable 92. The wireless communication unit 116 is a circuit and communicates wirelessly with the corresponding braking operating devices 50A, 50B. The wireless communication unit 116 can also communicate wirelessly with components other than the braking operating devices 50A, 50B, such as the electric auxiliary 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 action signal via the wired communication unit 114 or the wireless communication unit 116, it sends a response signal via the wired communication unit 114 or the wireless communication unit 116. The control unit 112 drives the brake actuator 66 to exert braking force corresponding to the amount of operation of the brake lever 52. The response signal includes: a first response signal sent from the wired communication unit 114 via the first communication line P1, and a second response signal sent from the wireless communication unit 116 via the second communication line P2.

[0066] As shown in Figure 7, the electric auxiliary drive unit 40D includes a third communication control device 86 and an auxiliary actuator 72. The third communication control device 86 is a circuit and includes a control unit 122, a wired communication unit 124, and a wireless communication unit 126. The wired communication unit 124 is a circuit and communicates with each component of the control system 80 via a communication cable 92. The wireless communication unit 126 is a circuit and communicates wirelessly with the braking operation devices 50A and 50B and the braking devices 40A and 40B. When the control unit 122 receives an action signal from the braking operation devices 50A and 50B via the wired communication unit 124 or the wireless communication unit 126, it sends the action signal to the braking devices 40A and 40B via the wired communication unit 124 or the wireless communication unit 126. When the control unit 122 receives an action signal from the braking operation devices 50A and 50B, and is unable to receive a response signal from the braking devices 40A and 40B via the wired communication unit 124 or the wireless communication unit 126, it sends an action signal to the braking devices 40A and 40B via the wired communication unit 124 or the wireless communication unit 126. The action signal includes a first action signal sent from the wired communication unit 124 via the first communication line P1, and a second action signal sent from the wireless communication unit 126 via the second communication line P2.

[0067] As shown in Figure 8, the bicycle speedometer 42 includes a display unit 138, an operation unit 136, a control unit 132, and a communication unit 134. The operation unit 136 allows the rider to operate it. In one example, the operation unit 136 includes one or more buttons. The display unit 138 displays various information about the human-powered bicycle 10. This information includes information about the bicycle speed, cadence, heart rate, and distance traveled. The display unit 138 also displays information related to the motion device 40 controlled by the operation unit 50. The display unit 138 includes a display panel. The display panel may include, for example, a liquid crystal display panel or an organic EL (organic electroluminescence) display panel. The communication unit 134 is a circuit that communicates with the components of the control system 80 via a communication cable 92. The communication unit 134 may also include a wireless communication unit.

[0068] Figure 9 shows the circuit structure of the shifting operation device 50C. Since the auxiliary mode switching operation device 50D, suspension mode switching operation device 50E, and adjustable seat post operation device 50F also have the same structure, these operation devices 50D, 50E, and 50F are also described using Figure 9. Each operation device 50C, 50D, 50E, and 50F includes: an operation unit 146, a control unit 142, and a communication unit 144. The operation device 146 is operated by the rider. The shifting operation device 50C has an upshift switch 54A and a downshift switch 54B as the operation unit 146. The auxiliary 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 seat post operation device 50F has an adjustment switch as the operation unit 146. The control unit 142 sends an action signal via the communication unit 144 in response to the operation of the operation unit 146. The communication unit 144 is a circuit that communicates with the components of the control system 80 via a communication cable 92. The communication unit 144 may also include a wireless communication unit. In this case, the actuation device 40 corresponding to each of the operating devices 50C, 50D, 50E, and 50F also includes a wireless communication unit.

[0069] In Figures 5 to 9, each control unit 102, 112, 122, 132, and 142 is a processor or processing circuit used to execute a predetermined program. Control units 102, 112, 122, 132, and 142 include, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). Control units 102, 112, 122, 132, and 142 preferably include memory for storing data. 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, and 142 is not limited to performing software processing. For example, each control unit 102, 112, 122, 132, and 142 may also have dedicated hardware circuitry (e.g., ASIC; Application Specific Integrated Circuit) to perform certain processing tasks via hardware processing. Each control unit 102, 112, 122, 132, and 142 may include at least one of: circuitry that executes software processing according to a program, and hardware circuitry that executes hardware processing.

[0070] Referring to Figure 10, the operation of the control unit 102 of the first communication control device 82 provided in each braking operation device 50A and 50B will be explained. The process shown in the flowchart of Figure 10 is repeatedly executed at predetermined time intervals. In the flowchart shown in Figure 10, the first communication control device 82 also serves as the third communication control device 86.

[0071] 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. In step S1, if the control unit 102 determines that the sensor 100 has not detected the operation of the brake lever 52, the process ends. In step S1, if the control unit 102 determines that the sensor 100 has detected the operation of the brake lever 52, the process proceeds to step S2. In step S2, the control unit 102 sends a first action signal from the wired communication unit 104 to the corresponding braking devices 40A and 40B via the first communication line P1, and then proceeds to step S3.

[0072] In step S3, the control unit 102 determines whether a first response signal has been received from the corresponding braking devices 40A and 40B. For example, if the first response signal is received within a predetermined time from the date the first action signal is sent, then step S3 is a positive determination. Alternatively, if the first response signal is received during a predetermined number of repetitions of sending the first action signal, then step S3 is a positive determination. In step S3, if the control unit 102 determines that a first response signal has been received, the process ends. In step S3, if the control unit 102 determines that a first response signal has not been received, the process proceeds to step S4, whereby the wireless communication unit 106 sends a second action signal to the corresponding braking devices 40A and 40B via the second communication line P2, and then the process ends.

[0073] Referring to Figure 11, the operation of the control unit 112 of the second communication control device 84 provided in each braking device 40A and 40B will be explained. The process shown in the flowchart of Figure 11 is repeatedly executed at predetermined time intervals.

[0074] In step S11, control unit 112 determines whether it has received a first action signal from the first communication line P1 via the wired communication unit 114. If control unit 112 determines in step S11 that it has received the first action signal, it proceeds to step S12. In step S12, control unit 112 sends a first response signal from the wired communication unit 114 to the corresponding braking operation devices 50A and 50B via the first communication line P1, and then proceeds to step S13. In step S13, control unit 112 activates the brake actuators 66 of the braking devices 40A and 40B, and then ends the process.

[0075] In step S11, if the control unit 112 determines that the first action signal has not been received, it proceeds to step S14. In step S14, the control unit 112 determines whether the second action signal has been received from the second communication line P2 via the wireless communication unit 116. In step S14, if the control unit 112 determines that the second action signal has not been received, it terminates the process. If the control unit 112 determines in step S14 that the second action signal has been received, it proceeds to step S15. In step S15, the control unit 112 sends the second response signal from the wireless communication unit 116 via the second communication line P2 to the corresponding braking operation 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 then terminates the process.

[0076] Referring to Figure 12, the operation of the control unit 122 of the third communication control device 86 provided in the electric auxiliary drive unit 40D will be explained. The process shown in the flowchart of Figure 12 is repeatedly executed at predetermined time intervals.

[0077] In step S21, the control unit 122 determines whether it has received the first action signal from the first communication line P1 via the wired communication unit 124. If the control unit 122 determines in step S21 that it has not received the first action signal, the process ends. If the control unit 122 determines in step S21 that it has received the first action signal, it proceeds to step S22. In step S22, the control unit 122 sends the first action signal from the wired communication unit 124 via the first communication line P1 to the braking devices 40A and 40B corresponding to the braking operation devices 50A and 50B from which the first action signal originates, and then proceeds to step S23.

[0078] In step S23, the control unit 122 determines whether the first response signal has been received from the recipient of the first action signal, namely the braking devices 40A and 40B, via the first communication line P1 and the wired communication unit 124. For example, if the first response signal is received within a predetermined time from the date the first action signal was sent, step S23 is affirmative. Or, if the first response signal is received during a predetermined number of repetitions of sending the first action signal, step S23 is also affirmative. In step S23, when the control unit 122 determines that the first response signal has been received, the process ends. For example, the first response signal is sent from the electric auxiliary drive unit 40D to the source of the first action signal, namely the braking operating devices 50A and 50B, via the first communication line P1. In step S23, if the control unit 122 determines that the first response signal has not been received, the process proceeds to step S24. In step S24, the control unit 122 sends the second action signal from the wireless communication unit 126 via the second communication line P2 to the braking devices 40A and 40B corresponding to the braking operation devices 50A and 50B from which the first action signal is transmitted, and ends the processing.

[0079] In the case of performing the process shown in FIG12, even if the control unit 102 of the first communication control device 82 provided by each braking operation device 50A, 50B does not receive the first response signal, but receives the second response signal directly from the braking device 40A, 40B or via the electric auxiliary drive unit 40D, the process of step S4 in FIG10 may not be performed.

[0080] In step S23 of FIG12, the control unit 122 of the electric auxiliary drive unit 40D determines that if the first response signal is not received, it can also determine that there is an abnormality in part of the first communication line P1 between the electric auxiliary drive unit 40D and the braking devices 40A and 40B, the second connector 96, or the braking devices 40A and 40B.

[0081] <Second Implementation Method> The second embodiment of the human-powered vehicle control system 80 will be described with reference to Figures 13 to 19. In the control system 80 of the second embodiment, the same reference numerals as in the first embodiment are used for structures common to the first embodiment, and repeated descriptions are omitted. Figures 1 to 3 and Figures 5 to 9 are also appropriately referenced.

[0082] As shown in Figure 13, the human-powered vehicle control system 80 includes: 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 an operation device 50 that is different from the braking operation devices 50A and 50B.

[0083] The pre-braking operating device 150 may also include at least one of the following: a gear shifting operating device 50C, an auxiliary mode switching operating device 50D, a suspension mode switching operating device 50E, and an adjustable seat support operating device 50F. The pre-braking operating device 150 may further include a headlight operating device. The pre-braking operating device 150 may also be a crank 28.

[0084] Control units 112, 122, and 142 may also be provided in at least one of the pre-braking operation device 150, braking devices 40A and 40B, and electric auxiliary drive unit 40D. Control units 112, 122, and 142 control the actuation device 40, including 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 in the first mode, control units 112, 122, and 142 do not allow operation of braking devices 40A and 40B in response to operation of the pre-braking operation device 150. When the control mode is in the second mode, control units 112, 122, and 142 operate braking devices 40A and 40B in response to operation of the pre-braking operation device 150.

[0085] The control system 80 further includes communication lines P1 and P2 provided between the braking devices 40A and 40B and the braking operation devices 50A and 50B. When the control mode is selected as the first mode, and at least one of the braking devices 40A and 40B, the braking operation devices 50A and 50B, and the communication lines P1 and P2 is malfunctioning, the control units 112, 122, and 142 switch the control mode from the first mode to the second mode. In one example, the communication lines are wired communication lines. The control system 80 of the second embodiment may or may not have a wireless communication line. That is, the communication control devices 82, 84, and 86 shown in Figures 5 to 7 include at least one wired communication unit and one wireless communication unit.

[0086] The control system 80 may further include a detection device for detecting abnormalities in at least one of the braking devices 40A and 40B, braking operation devices 50A and 50B, and communication lines P1 and P2. When the detection device detects an abnormality while the control mode is selected as mode 1, the control units 112, 122, and 142 switch the control mode from mode 1 to mode 2.

[0087] The detection device includes, for example, at least one of the following: a control unit 102 for braking operation devices 50A and 50B, a control unit 112 for braking devices 40A and 40B, and a control unit 122 for the electric auxiliary drive unit 40D. For example, the control unit 102 for braking operation devices 50A and 50B can also be used to detect abnormalities in at least one of wired communication units 104 and wireless communication units 106. The control unit 112 for braking devices 40A and 40B can also be used to detect abnormalities in at least one of wired communication units 114 and wireless communication units 116. The control unit 122 for the electric auxiliary drive unit 40D can also be used to detect abnormalities in at least one of wired communication units 124 and wireless communication units 126. The control units 102, 112, and 122 can also detect abnormalities in communication routes P1 and P2 through communication between the braking operation devices 50A and 50B and between the braking devices 40A and 40B and the electric auxiliary drive unit 40D. When communication routes P1 and P2 are wireless communication routes, anomalies in the wireless communication routes include anomalies in wireless communication units 106, 116, and 126.

[0088] Braking operating devices 50A and 50B include a brake lever 52 and a sensor 100 for detecting the operation of the brake lever 52. Control units 112, 122, and 142 can switch the control mode from mode 1 to mode 2 if the sensor 100 malfunctions when mode 1 is selected. Malfunctions of the sensor 100 can also be detected by the control unit 102 of the braking operating devices 50A and 50B. For example, if the level of the signal input from the sensor 100 is abnormal, the control unit 102 determines that the sensor 100 is malfunctioning.

[0089] The control system 80 may further include a mode switching operation unit 136A, which is used 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 an operation unit 136 included in the bicycle speedometer 42. For example, if the rider feels that the braking operation devices 50A and 50B are abnormal, he operates the mode switching operation unit 136A. Then, the control unit 132 of the bicycle speedometer 42 sends an abnormal signal through the communication unit 134. In response to the abnormal signal, the control unit 142 of the pre-braking operation device 150, the control unit 112 of the braking devices 40A and 40B, and the control unit 122 of the electric auxiliary drive unit 40D switch the control mode from the first mode to the second mode.

[0090] When the control units 112, 122, and 142 are in control mode 1, they can respond to the operation of the pre-braking operation device 150, causing the actuation device 40, which is different from the braking devices 40A and 40B, to operate. The actuation device 40, different from the braking devices 40A and 40B, may also include at least one of the following: an electric transmission 40C, an electric auxiliary drive unit 40D, a suspension device 40E, and an adjustable seat support 40F. The actuation device 40 may also include at least one of a headlight 40G and a taillight 40H. The pre-braking operation device 150 and its corresponding actuation device 40 may also perform at least one of wired and wireless communication.

[0091] The pre-braking operation device 150 can also be a crank 28. The control units 112 and 122 of the braking devices 40A, 40B and the electric auxiliary drive unit 40D, in control mode 1, prevent the crank 28 from reversing and allow the braking devices 40A and 40B to operate. In control mode 2, the control units 112 and 122 respond to the reversal of the crank 28 and allow the braking devices 40A and 40B to operate. The control unit 122 of the electric auxiliary drive unit 40D detects the reversal of the crank 28 based on the detection signal from the crank sensor 74.

[0092] Control units 112 and 122 can also control braking devices 40A and 40B to exert braking force corresponding to the reverse rotation speed of crank 28. For example, when the control unit 122 of the electric auxiliary drive unit 40D is in control mode 2, it detects the reverse rotation speed of crank 28 based on the detection signal from crank sensor 74 and sends an action signal containing information displaying the reverse rotation speed to braking devices 40A and 40B. When the control mode is 2, the control unit 112 of braking devices 40A and 40B drives brake actuator 66 to exert braking force corresponding to the reverse rotation speed based on the action signal from electric auxiliary drive unit 40D.

[0093] Referring to Figure 14, the abnormality detection process performed by the control unit 102 of the braking operation devices 50A and 50B will be explained. The process shown in the flowchart of Figure 14 is repeatedly executed at predetermined time intervals.

[0094] In step S31, the control unit 102 determines whether an abnormality is detected. The abnormality, as described above, may include, for example, an abnormality in the braking operation devices 50A and 50B, or an abnormality in the communication lines P1 and P2. An abnormality in the braking operation devices 50A and 50B may also 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. In step S31, if the control unit 102 determines that an abnormality has been detected, it proceeds to step S32, sends an abnormality signal, and then ends the process. The abnormality signal may also include information displaying the type of abnormality. In step S31, if the control unit 102 determines that no abnormality has been detected, it ends the process.

[0095] The control unit 122 of the electric auxiliary drive unit 40D and the control units 112 of the braking devices 40A and 40B can also perform the same processing as shown in FIG. 14. For example, the control unit 122 of the electric auxiliary drive unit 40D can also determine whether an abnormality is detected in the communication lines P1 and P2, or at least one of the wired communication unit 124 and the wireless communication unit 126, and send an abnormality signal if an abnormality is detected. If an abnormality is detected, the control unit 122 of the electric auxiliary drive unit 40D switches the control mode from mode 1 to mode 2. The control units 112 of the braking devices 40A and 40B can also determine whether an abnormality is detected in the communication lines P1 and P2, or at least one of the wired communication unit 114 and the wireless communication unit 116, and send an abnormality signal if an abnormality is detected. If an abnormality is detected, the control units 112 of the braking devices 40A and 40B switch the control mode from mode 1 to mode 2.

[0096] Referring to Figure 15, the anomaly detection process performed by the control unit 132 of the bicycle odometer 42 will be explained. The process shown in the flowchart of Figure 15 is repeatedly executed at predetermined time intervals.

[0097] In step S41, the control unit 132 determines whether an abnormal signal has been received. If, in step S41, the control unit 132 determines that no abnormal signal has been received, the process ends. If, in step S41, the control unit 132 determines that an abnormal signal has been received, it proceeds to step S42. In step S42, the control unit 132 displays on the display unit 138 of the bicycle speedometer 42 that an abnormality has occurred and the control mode has switched from mode 1 to mode 2, and then ends the process. The control unit 132 may also display the type of abnormality on the display unit 138.

[0098] Referring to Figure 16, the switching operation detection process performed by the control unit 132 of the bicycle speedometer 42 will be explained. The process shown in the flowchart of Figure 16 is repeatedly executed at predetermined time intervals.

[0099] In step S51, the control unit 132 determines whether a switch to mode 2 has been performed via the mode switching operation unit 136A. If the control unit 132 determines in step S51 that no switch to mode 2 has been detected, the process ends. When the rider performs a switch from mode 1 to mode 2 via the mode switching operation unit 136A of the bicycle speedometer 42, the control unit 132, in step S51, determines that a switch to mode 2 has been detected and proceeds to step S52. In step S52, the control unit 132 displays an error message on the display unit 138 of the bicycle speedometer 42 indicating a switch from mode 1 to mode 2, and proceeds to step S53. In step S53, the control unit 132 sends an error signal and ends the process.

[0100] Referring to Figure 17, the mode switching process performed by the control unit 142 of the pre-braking operation device 150, the control unit 112 of the braking devices 40A and 40B, and the control unit 122 of the electric auxiliary drive unit 40D will be explained. The process shown in the flowchart of Figure 17 is repeatedly executed at predetermined time intervals.

[0101] In step S61, control units 112, 122, and 142 determine whether an abnormal signal has been received. The source of the abnormal signal can be at least one of the following: braking operation devices 50A and 50B, braking devices 40A and 40B, electric auxiliary drive unit 40D, and bicycle speedometer 42. If 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, control units 112, 122, and 142 maintain the control mode in mode 1 and end the process. If 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, control units 112, 122, and 142 switch the control mode from mode 1 to mode 2 and end the process.

[0102] Referring to Figure 18, an example will be described using the shift operation device 50C as a pre-braking operation device 150. Figure 18 shows the braking operation process performed by the control unit 142 of the shift operation device 50C. The process shown in the flowchart of Figure 18 is repeatedly executed at predetermined time intervals.

[0103] In step S71, the control unit 142 determines whether operation of the operation unit 146 of the gear shifting device 50C is detected, more specifically, whether operation of the upshift switch 54A or downshift switch 54B is detected. In step S71, if the control unit 142 determines that no operation of the operation unit 146 is detected, the process ends. If the control unit 142 determines in step S71 that operation of the operation unit 146 is detected, the process proceeds to step S72.

[0104] In step S72, the control unit 142 determines whether the control mode is mode 1. If the control unit 142 determines that the control mode is mode 1 in step S72, it proceeds to step S73. In step S73, the control unit 142 sends an action signal to the electric transmission 40C and ends the process. When the control mode is mode 1, the electric transmission 40C responds to the received action signal and performs a gear shifting operation. The control unit 142 of the gear shifting device 50C does not allow the operation of the gear shifting device 50C to be responded to, and therefore does not activate the braking devices 40A and 40B.

[0105] If, in step S72, the control unit 142 determines that the control mode is mode 2 and not mode 1, it proceeds to step S74. In step S74, the control unit 142 sends an action signal to the braking devices 40A and 40B, and the process ends. When the control mode is mode 2, the braking devices 40A and 40B respond to the received action signal and perform braking action. The electric transmission 40C does not perform gear shifting.

[0106] As a pre-braking operating device 150, one or more operating devices 50 other than the shift operating device 50C can be used to replace the shift operating device 50C, or one or more operating devices 50 other than the shift operating device 50C can be used. For example, the operating device 50 includes at least one of: an auxiliary mode switching operating device 50D, a suspension mode switching operating device 50E, and an adjustable seat support operating device 50F. In this case, the control units 142 of each operating device 50D, 50E, and 50F perform the processing shown in the flowchart of FIG18 in the same way as the control unit 142 of the shift operating device 50C. In this case, the target of the action signal transmission in step S73 is the operating device 40 corresponding to the operating devices 50D, 50E, and 50F, respectively.

[0107] Referring to Figure 19, an example will be described using crank 28 as a pre-braking operation device 150. Figure 19 shows the braking operation process performed by the control unit 122 of the electric auxiliary drive unit 40D. The process shown in the flowchart of Figure 19 is repeatedly executed at predetermined time intervals.

[0108] As shown in Figure 19, in step S81, the control unit 122 determines whether the crank sensor 74 detects the reverse rotation of the crank 28. In step S81, if the control unit 122 determines that the reverse rotation of the crank 28 is not detected, the process ends. If the control unit 122 determines in step S81 that the reverse rotation of the crank 28 is detected, the process proceeds to step S82. In step S82, the control unit 122 determines whether the control mode is mode 1. If the control unit 122 determines in step S82 that the control mode is mode 1, the process ends. When the control mode is mode 1, the control unit 122 of the electric auxiliary drive unit 40D does not allow the braking devices 40A and 40B to operate in response to the reverse rotation of the crank 28.

[0109] If, in step S82, the control unit 122 determines that the control mode is mode 2 and not mode 1, it proceeds to step S83. In step S83, the control unit 122 sends an action signal to the braking devices 40A and 40B, and ends the process. When the control mode is mode 2, the braking devices 40A and 40B respond to the received action signal and perform the braking action.

[0110] The control unit 122 of the electric auxiliary drive unit 40D can send an action signal to the braking devices 40A and 40B in response to the reversal detection of the crank 28, regardless of whether the control mode is mode 1 or mode 2. In this case, the control unit 112 of the braking devices 40A and 40B may also operate the braking devices 40A and 40B without responding to the action signal when the control mode is mode 1.

[0111] <Variation Example> The description of the embodiments is an example of the type of control system adopted by the present invention and is not intended to limit its form. The control system of the present invention may take the form of, for example, variations of the embodiments shown below and combinations of at least two variations that do not contradict each other. In the following variations, the parts common to the embodiments are marked with the same reference numerals as those in the embodiments, and their descriptions are omitted.

[0112] In addition to the right-side brake operating device 50A and the left-side brake operating device 50B, one or more additional brake operating devices may be provided. For example, as shown in FIG20, the control system 80 of the first embodiment includes, in addition to the right-side brake operating device 50A and the left-side brake operating device 50B, an additional right-side brake operating device 50G and an additional left-side brake operating device 50H. The right-side brake operating device 50A and the additional right-side brake operating device 50G are arranged at different positions on the right side of the handlebar 24. The left-side brake operating device 50B and the additional left-side brake operating device 50H are arranged at different positions on the left side of the handlebar 24. The additional right-side brake operating device 50G and the additional left-side brake operating device 50H may also have a brake lever or a brake switch. It can also be configured such that the right-side brake operating device 50A and the additional right-side brake operating device 50G activate the front brake device 40A, and the left-side brake operating device 50B and the additional left-side brake operating device 50H activate the rear brake device 40B.

[0113] The left and right brake operating devices 50A and 50B can be configured in any combination with the front and rear brake devices 40A and 40B. For example, the left and right brake operating devices 50A and 50B can respectively activate both the front and rear brake devices 40A and 40B.

[0114] Alternatively, the wired communication line, i.e., the first communication line P1, can be set between the right brake operating device 50A and the left brake operating device 50B. Alternatively, the wired communication line, i.e., the first communication line P1, can be set between the front brake device 40A and the rear brake device 40B.

[0115] Alternatively, the wireless communication route, i.e., the second communication route P2, can be set between the right brake operating device 50A and the left brake operating device 50B. Alternatively, the wireless communication route, i.e., the second communication route P2, can be set between the front brake device 40A and the rear brake device 40B.

[0116] The right-side brake operating device 50A can also detect abnormalities in the left-side brake operating device 50B. Conversely, the left-side brake operating device 50B can also detect abnormalities in the right-side brake operating device 50A.

[0117] The front braking device 40A can also detect abnormalities in the rear braking device 40B. The rear braking device 40B can also detect abnormalities in the front braking device 40A.

[0118] The electric auxiliary drive unit 40D may also be without the wireless communication unit 126.

[0119] The human-powered vehicle 10 may also be without an electric auxiliary drive unit 40D.

[0120] The components of the actuation device 40 and the operation device 50 may not have built-in batteries.

[0121] When the components of the actuation device 40 and the operation device 50 are each equipped with batteries, the human-powered vehicle 10 may not have a battery unit 38.

[0122] Alternatively, the wireless communication units 106, 116, and 126 can be separately disposed from the main body and located outside the main bodies of the braking devices 40A and 40B, the braking operation devices 50A and 50B, and the electric auxiliary drive unit 40D. The wireless communication units 106, 116, and 126 are then wired to the main body. The same applies when other components of a manually driven vehicle have wireless communication units.

[0123] If the first response signal from the second communication control device 84 cannot be received, its contents can be displayed on the display section 138 of the bicycle speedometer 42 for notification.

[0124] The first communication control device 82, upon detecting operation of the brake lever 52, sends a second action signal in response to the detection of the next operation of the brake lever 52. It may also send the first action signal first, or send only the second action signal without sending the first action signal. That is, in the flowchart of Figure 10, once step S4 is executed, in response to the detection of the next operation of the brake lever 52, all processes from S2 to S4 may be executed, or only step S4 may be executed. Similarly, in the flowchart of Figure 12, once step S24 is executed, in response to the next reception of the first action signal from the brake operating devices 50A and 50B, all processes from S22 to S24 may be executed, or only step S24 may be executed.

[0125] The first communication control device 82 can send both the first action signal and the second action signal simultaneously, or it can send them at slightly different times. In either case, the second communication control device 84 sends a first response signal in response to the reception of the first action signal and a second response signal in response to the reception of the second action signal. If either the first or second response signal cannot be received, its contents can be displayed on the display section 138 of the bicycle speedometer 42 for notification.

[0126] The term "at least one" as used in this specification means "more than one" of the required options. As an example, if there are two options, "at least one" as used in this specification means "only one option" or "both options". As another example, if there are three or more options, "at least one" as used in this specification means "only one option" or "any combination of two or more options".

[0127] 10: Human-powered vehicle 12,14: Wheels 28: Crank 40: Action device 40A, 40B: Braking devices 40C: Electric transmission 40D: Electric Auxiliary Drive Unit 40E: Suspension system 40F: Adjustable seat support 50: Operating device 50A, 50B: Braking operating device 52: Brake lever 80: Control System 82: First Communication Control Device 84: Second Communication Control Device 86: Third Communication Control Device 100: Sensor 104, 114, 124: Wired Communications Department 106, 116, 126: Wireless Communications Department 112, 122, 142: Control Unit 136A: Mode Switching Operation Unit 150: Preparatory braking operation device P1: First Communication Route P2: Second Communication Route

Claims

1. A human-powered vehicle control system comprising: a braking device for braking wheels; a braking operation device for operating the braking device; a first communication line for communicating a first action signal between the braking device and the braking operation device; a second communication line for communicating a second action signal between the braking device and the braking operation device, and different from the first communication line; a first communication control device disposed on the braking operation device; and a second communication control device disposed on the braking device; wherein the first communication control device responds to the operation of the braking operation device by sending the first action signal via the first communication line; and the second communication control device responds to the receipt of the first action signal by sending a response signal via the first communication line.

2. As in request item 1, a human-powered vehicle control system, wherein, It includes: a third communication control device disposed in at least one of the above-mentioned braking operation device and the above-mentioned first communication line; and the third communication control device, when unable to receive the above-mentioned response signal from the above-mentioned second communication control device after sending the above-mentioned first action signal from the above-mentioned first communication control device, sending the above-mentioned second action signal to the above-mentioned second communication control device via the above-mentioned second communication line.

3. A human-powered vehicle control system comprising: a braking device for braking wheels; a braking operation device for operating the braking device; a first communication line for communicating a first action signal between the braking device and the braking operation device; a second communication line for communicating a second action signal between the braking device and the braking operation device and being different from the first communication line; a first communication control device disposed on the braking operation device; a second communication control device disposed on the braking device; and a third communication control device disposed on at least one of the braking operation device and the first communication line; wherein the first communication control device, in response to the operation of the braking operation device, transmits the first action signal via the first communication line; the second communication control device, in response to receiving the first action signal, transmits a response signal; and the third communication control device, if unable to receive the response signal from the second communication control device after transmitting the first action signal from the first communication control device, transmits the second action signal to the second communication control device via the second communication line.

4. The human-powered vehicle control system as described in request item 2 or 3, wherein, The third communication control device is installed in the braking operation device, and the first communication control device also serves as the third communication control device.

5. A human-powered vehicle control system comprising: an actuation device; an operating device for actuating the actuation device; a first communication control device disposed on the operating device; a second communication control device disposed on the actuation device; a first communication route for communicating a first actuation signal between the first and second communication control devices; a third communication control device disposed on at least one of the operating device and the first communication route; and a second communication route different from the first communication route for communicating a second actuation signal between the second and third communication control devices; wherein the first communication control device, in response to an operation of the operating device, transmits the first actuation signal via the first communication route; the second communication control device, in response to receiving the first actuation signal, transmits a response signal; and the third communication control device, if unable to receive the response signal from the second communication control device after transmitting the first actuation signal from the first communication control device, transmits the second actuation signal via the second communication route.

6. As in request item 5, a human-powered vehicle control system, wherein, The aforementioned actuation device includes at least one of the following: a braking device, an electric transmission, an electric auxiliary drive unit, a suspension device, and an adjustable seat support.

7. The human-powered vehicle control system as described in request item 5 or 6, wherein, 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.

8. A human-powered vehicle control system as described in any of requests 2, 3, 5, and 6, wherein, The aforementioned third communication control device is installed in the component, which is located along the aforementioned first communication route.

9. A human-powered vehicle control system as described in any of requests 1, 2, 3, 5, and 6, wherein, The second communication control device responds to the receipt of the first action signal by sending a first response signal via the first communication line; the second communication control device responds to the receipt of the second action signal by sending a second response signal via the second communication line.

10. A human-powered vehicle control system as described in any of requests 2, 3, 5, and 6, wherein, One of the aforementioned first communication route and the aforementioned second communication route is a wired communication route, and the other is a wireless communication route. The aforementioned first communication control device, the aforementioned second communication control device, and the aforementioned third communication control device each include: a wired communication unit for wired communication and a wireless communication unit for wireless communication.

11. A human-powered vehicle control system as described in any of requests 2, 3, 5, and 6, wherein, The first communication route is a wired communication route, and the second communication route is a wireless communication route; the first communication control device, the second communication control device, and the third communication control device each include: a wired communication unit that performs wired communication via the first communication route, and a wireless communication unit that performs wireless communication via the second communication route.

12. A human-powered vehicle control system as described in any of requests 1, 2, 3, 5, and 6, wherein, The first and second communication routes mentioned above are respectively wired or wireless communication routes.

13. A human-powered vehicle control system as described in any of requests 1, 2, 3, 5, and 6, wherein, One of the aforementioned first communication route and the aforementioned second communication route is a wired communication route, and the other is a wireless communication route.

14. A human-powered vehicle control system as described in any of requests 1, 2, 3, 5, and 6, wherein, The first communication route mentioned above is a wired communication route, and the second communication route mentioned above is a wireless communication route.