control system

Abstract

[Project] To provide a control system that improves the convenience of braking devices. [Solution] It includes: a pedaling state detection unit and a control unit; the pedaling state detection unit is used to detect signals corresponding to the pedaling state of the human-powered vehicle; the control unit, in response to the pedaling state detected by the pedaling state detection unit, sets the braking mode of the human-powered vehicle to either a front and rear independent braking mode or a front and rear linked braking mode.

Description

[Technical Field]

[0001] This invention relates to the technology of control systems. [Previous Technology]

[0002] Control systems for controlling brake devices in manually driven vehicles are known. For example, the control system disclosed in Patent Document 1 activates the brake device on the other side based on the detection result of at least one of the following: a brake lever on one side, a brake device on one side, and a hose connecting the brake lever on one side to the brake device on the other side. [Prior Art Documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2020-82870 [Summary of the Invention]

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

[0005] In conventional control systems, the braking mode cannot be switched if the rider does not operate the brake lever.

[0006] The object of the present invention is to provide a control system that improves the convenience of braking devices. [Means for solving the problem]

[0007] The control system of the first aspect of the present invention is a control system for a manually operated vehicle, comprising: a pedaling state detection unit and a control unit; the pedaling state detection unit is used to detect a signal corresponding to the pedaling state of the manually operated vehicle; the control unit, in response to the pedaling state detected by the pedaling state detection unit, sets the braking mode of the manually operated vehicle to either a front-rear independent braking mode or a front-rear linked braking mode. With the control system of the first aspect, since the control unit can switch braking modes, the braking mode can be switched according to the pedaling state of the manually operated vehicle even if the rider does not operate the brake lever, thus improving the convenience of the braking device.

[0008] According to the control system of the second type based on the first type, the pedaling state includes at least one of: crank rotation state and human driving force input state to the crank; the control unit, in response to at least one of the crank rotation state and human driving force input state to the crank, sets the braking mode of the human-powered vehicle to either a front-rear independent braking mode or a front-rear linked braking mode. By using the control system of the second type, the control unit switches the braking mode in response to at least one of the crank rotation state and human driving force input state to the crank, thus allowing the braking mode to be changed according to the rider's level of activity.

[0009] According to the control system of the third type based on the second type, the rotation state of the crank corresponds to the crank speed. When the crank speed is below a predetermined speed, the control unit sets the braking mode of the manually driven vehicle to a front-rear linked braking mode. By setting the front-rear linked braking mode when the crank speed is below the predetermined speed using the control system of the third type, the manually driven vehicle can be braked stably by means of the front and rear braking devices.

[0010] According to the control system of the fourth type based on the second or third type, the control unit sets the braking mode of the manually driven vehicle to the independent front and rear braking mode when the crank speed exceeds a predetermined speed. By setting the independent front and rear braking mode when the crank speed exceeds a predetermined speed through the control system of the fourth type, the rider can adjust the braking force of the front and rear braking devices according to his own wishes.

[0011] According to the control system of the fifth type based on any of the second to fourth types, the control unit sets the braking mode of the manually driven vehicle to a front-rear linkage braking mode when the human-powered driving force input to the crank is below a predetermined driving force. Because the control system of the fifth type sets the braking mode to a front-rear linkage braking mode when the human-powered driving force is below a predetermined driving force, the manually driven vehicle can be braked stably by means of the front and rear braking devices.

[0012] According to the control system of the sixth type based on any of the types 2 to 5, the control unit sets the braking mode of the manually driven vehicle to an independent front and rear braking mode when the human driving force input to the crank exceeds a predetermined driving force. By setting the independent front and rear braking mode when the human driving force exceeds a predetermined driving force through the control system of the sixth type, the rider can adjust the braking force of the front and rear braking devices according to their own wishes.

[0013] According to the control system of the seventh type of the second type, the rotation state corresponds to the amount of non-driving rotation of the crank in the non-driving direction. The control unit, in response to the amount of non-driving rotation, sets the braking mode of the manually driven vehicle to either a front-rear independent braking mode or a front-rear linked braking mode. With the control system of the seventh type, the passenger can arbitrarily set the braking mode by pedaling backwards.

[0014] According to the control system of the 8th type of the 7th type, when the rotation amount in the non-driving direction is greater than a predetermined rotation amount, the control unit sets the braking mode of the manually driven vehicle to either a front-rear independent braking mode or a front-rear linked braking mode. With the control system of the 8th type, it is possible to prevent the passenger from switching the braking mode unintentionally by pressing the pedal backwards.

[0015] According to the control system of the 9th type based on the 8th type, after the control unit sets the braking mode of the manually driven vehicle to either the independent front-rear braking mode or the linked front-rear braking mode, if the rotation amount in the non-driving direction becomes more than a predetermined rotation amount, then the braking mode of the manually driven vehicle is set to the other of the independent front-rear braking mode and the linked front-rear braking mode. The control system of the 9th type allows the passenger to freely switch between the independent front-rear braking mode and the linked front-rear braking mode.

[0016] According to the control system of the 10th type based on the 2nd type, the rotation state of the crank corresponds to the stop state of the crank. In response to the stop state, the control unit sets the braking mode of the manually driven vehicle to either a front and rear independent braking mode or a front and rear linked braking mode. With the control system of the 10th type, the rider can arbitrarily set the braking mode by stopping pedaling.

[0017] According to the control system of the 11th type of the 10th type, the control unit sets the braking mode of the manually driven vehicle to either a front and rear independent braking mode or a front and rear linked braking mode, depending on the time when the crank is in a stopped state. The control system of the 11th type allows the passenger to set the braking mode arbitrarily.

[0018] According to the control system of the 12th type of the 11th type, when the crank is stopped for a period of time longer than a predetermined stopping time, the control unit sets the braking mode of the manually driven vehicle to either a front-rear independent braking mode or a front-rear linked braking mode. With the control system of the 12th type, it is possible to prevent the passenger from switching the braking mode when the crank stops unintentionally.

[0019] According to the control system of the 13th type of the 12th type, after the control unit sets the braking mode of the manually driven vehicle to either the independent front-rear braking mode or the linked front-rear braking mode, if the crank's stopping time exceeds a predetermined stopping time, the braking mode of the manually driven vehicle is set to the other of the independent front-rear braking mode or the linked front-rear braking mode. With the control system of the 13th type, the passenger can freely switch between the independent front-rear braking mode and the linked front-rear braking mode. [Effects of the Invention]

[0020] The control system of the present invention sets the braking mode according to the pedaling state of the human-driven vehicle, thus improving the convenience of the braking device.

Implementation Method

[0022] (First Embodiment)

[0023] Using Figures 1 to 3, a human-powered vehicle 1 including the control system 110 of the first embodiment will be described. The human-powered vehicle 1 has at least one wheel and is a vehicle that can be driven by at least human power. The human-powered vehicle 1 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 1 is not limited. The human-powered vehicle 1 also includes, for example, unicycles and vehicles with two or more wheels. The human-powered vehicle 1 is not limited to vehicles driven solely by human power. The human-powered vehicle 1 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 (E-bikes) include electric-assisted bicycles that are propelled with the assistance of an electric motor. Hereinafter, the human-powered vehicle 1 will be described as a bicycle in the embodiment.

[0024] The human-powered vehicle 1 includes: a crank 10, a frame 20, a saddle 30, handlebars 40, a fork 50, a front wheel 60, a rear wheel 70, a battery 80, a brake operating device 90, a brake device 100, and a control system 110. In this manual, the terms used to indicate the directions of forward and backward, left and right, and up and down are based on the direction when the passenger is sitting on the saddle 30 of the human-powered vehicle 1.

[0025] The crank 10 shown in FIG1 includes: a crank shaft 11 rotatable relative to the frame 20, and a pair of crank arms 12 respectively disposed at both ends of the crank shaft 11 in the axial direction. Pedals 13 are respectively connected to the pair of crank arms 12.

[0026] Frame 20 includes: head tube 21, top tube 22, down tube 23, seat tube 24, a pair of saddle supports 25, and a pair of chain supports 26. The head tube 21 rotatably supports the handlebars 40 and fork 50. One end of the top tube 22 is connected to the head tube 21. One end of the down tube 23 is connected to the head tube 21. The other ends of the top tube 22 and the down tube 23 are connected to the seat tube 24. A saddle 30 is provided on the seat tube 24. One end of each pair of saddle supports 25 is connected to the seat tube 24. One end of each pair of chain supports 26 is connected to the seat tube 24. The other ends of the pair of saddle supports 25 and the other ends of the pair of chain supports 26 are interconnected. Figure 1 shows the saddle supports 25 and chain supports 26 on the right side.

[0027] The handlebars 40 are designed for the rider to grip. By rotating the handlebars 40 relative to the head tube 21, the fork 50 is rotated, thereby changing the direction of travel of the human-powered bicycle 1.

[0028] The front wheel 60 is rotatably mounted on the fork 50. The front wheel 60 includes: a rim 61 for mounting a tire, a plurality of spokes 62, and a disc brake 63. The rear wheel 70 is mounted at the connection point between the seat support 25 and the chain support 26, i.e., the rear end. The rear wheel 70 is rotatable relative to the frame 20. The rear wheel 70 includes: a rim 71 for mounting a tire, a plurality of spokes 72, and a disc brake 73.

[0029] The battery 80 is used to supply power to the electric components of the manually driven vehicle 1. The battery 80 includes, for example, a secondary battery. The battery 80 is disposed on the frame 20. In this embodiment, the battery 80 is disposed on the lower tube 23 of the frame 20. The battery 80 is charged by power from an external power source. In this embodiment, the battery 80 is used to supply power to the control device 113.

[0030] The brake operating device 90 is used to receive input from the rider. The brake operating device 90 includes a first lever member 91 and a second lever member 92. The first lever member 91 is located at the right end of the handlebar 40. The first lever member 91 includes a first support body 91a and a first operating part 91b.

[0031] A first support body 91a is provided on the handlebar 40. A power transmission medium is stored inside the first support body 91a. In this embodiment, the power transmission medium is hydraulic oil. A first operating part 91b is provided on the first support body 91a. The first operating part 91b is oscillating relative to the first support body 91a. The first operating part 91b can move to a standby position and an operating position by oscillation. For example, the first operating part 91b is supported by an elastic member. When force is applied to the first operating part 91b in the standby position, the first operating part 91b overcomes the elastic force of the elastic member and moves towards the operating position simultaneously. When the first operating part 91b is released, the first operating part 91b returns to the standby position by the elastic force of the elastic member.

[0032] The second lever member 92 is provided at the left end of the handlebar 40. The second lever member 92 includes a second support body 92a and a second operating part 92b. The second support body 92a has the same structure as the first support body 91a. The second operating part 92b has the same structure as the first operating part 91b.

[0033] The braking device 100 shown in Figures 1 and 2 includes: a first brake 101, a first actuator 102, a second brake 103, and a second actuator 104. The first brake 101 is configured to correspond to the rear wheel 70 and to brake the rear wheel 70 of the manually driven vehicle 1. The first brake 101 includes a disc brake caliper. The first brake 101 includes brake pads. The first brake 101 is connected to the first lever member 91 via a hose. Hydraulic oil is filled inside the first support 91a, inside the first brake 101, and inside the hose. The first brake 101 is driven by the power supplied to the first actuator 102 and the pressure change of the hydraulic oil caused by the operation of the first lever member 91. By driving the first brake 101, the brake pads press against the disc brake disc 73 of the rear wheel 70. By pressing the brake pads against the disc brake disc 73, the first brake 101 brakes the rear wheel 70.

[0034] The first brake 101 may also be configured to press the rim 71 of the rear wheel 70. The first brake 101 may also be connected to the first lever member 91 via a cable instead of a hose. When the first brake 101 is connected to the first lever member 91 via a cable, it may also be mechanically driven in response to the operation of the first lever member 91.

[0035] A first actuator 102 is disposed on a first brake 101. The first actuator 102 includes a motor. The motor is driven by electricity from a control device 113. The electricity used to drive the motor is supplied to the control device 113 from a battery 80. The first brake 101 is driven by driving the motor.

[0036] The second brake 103 is configured to correspond to the front wheel 60 and to brake the front wheel 60 of the manually driven vehicle 1. The second brake 103 includes a disc brake caliper. The second brake 103 includes brake pads. The second brake 103 is connected to the second lever member 92 via a hose. Hydraulic oil is filled inside the second support 92a, inside the second brake 103, and inside the hose. The second brake 103 is driven by the power supplied to the second actuator 104 and the pressure change of the hydraulic oil caused by the operation of the second lever member 92. By actuating the second brake 103, the brake pads press against the disc brake disc 63 of the front wheel 60. By pressing the disc brake disc 63 with the brake pads, the second brake 103 brakes the front wheel 60.

[0037] The second brake 103 may also be configured to press the rim 61 of the front wheel 60. The second brake 103 may also be connected to the second lever member 92 via a cable instead of a hose. When the second brake 103 is connected to the second lever member 92 via a cable, it may also be mechanically driven in response to the operation of the second lever member 92.

[0038] A second actuator 104 is disposed on a second brake 103. The second actuator 104 includes a motor. The motor is driven by electricity from a control device 113. The electricity used to drive the motor is supplied to the control device 113 from a battery 80. The second brake 103 is driven by driving the motor.

[0039] The control system 110 is a control system 110 for a manually driven vehicle, comprising: a pedaling state detection unit 114 and a control unit 113a; the pedaling state detection unit 114 is used to detect signals corresponding to the pedaling state of the manually driven vehicle 1; the control unit 113a, in response to the pedaling state detected by the pedaling state detection unit 114, sets the braking mode of the manually driven vehicle 1 to either a front and rear independent braking mode or a front and rear linked braking mode. An example of the control system 110 is shown in FIG2. The control system 110 shown in FIG2 includes: a first detection device 111, a second detection device 112, a control device 113, and a pedaling state detection unit 114.

[0040] The first detection device 111 is used to detect information related to the input to the first lever member 91. The first detection device 111 outputs a signal corresponding to the information related to the input to the first lever member 91 to the control device 113.

[0041] Information related to input to the first lever member 91 includes at least one of the following: information related to the pressure of the hydraulic oil in the first lever member 91, and information related to the first operating unit 91b. Information related to the pressure of the hydraulic oil in the first lever member 91 includes at least one of the following: information related to the internal pressure of the first support body 91a, information related to the internal pressure of the hose connecting the first support body 91a to the first brake 101, and information related to the internal pressure of the first brake 101. Information related to the first operating unit 91b includes at least one of the following: the amount of movement of the first operating unit 91b, the speed of movement of the first operating unit 91b, the acceleration of movement of the first operating unit 91b, and the pressure applied by the passenger when pressing the first operating unit 91b.

[0042] The second detection device 112 is used to detect information related to the input to the second lever member 92. The second detection device 112 outputs a signal corresponding to the information related to the input to the second lever member 92 to the control device 113.

[0043] Information related to input to the second lever member 92 includes at least one of the following: information related to the pressure of the hydraulic oil in the second lever member 92, and information related to the second operating unit 92b. Information related to the pressure of the hydraulic oil in the second lever member 92 includes at least one of the following: information related to the internal pressure of the second support body 92a, information related to the internal pressure of the hose connecting the second support body 92a to the second brake 103, and information related to the internal pressure of the second brake 103. Information related to the second operating unit 92b includes at least one of the following: the amount of movement of the second operating unit 92b, the movement speed of the second operating unit 92b, the movement acceleration of the second operating unit 92b, and the pressure applied by the passenger when pressing the second operating unit 92b.

[0044] The control unit 113a is used to perform control of the human-powered vehicle 1. The control unit 113a includes a computing processing device for executing a predetermined control program. The computing processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 113a may also include one or more microcomputers.

[0045] The memory unit 113b stores various control programs and information used for various control processes. The memory unit 113b includes, for example, non-volatile memory and volatile memory.

[0046] The control unit 113a controls the braking device 100. The braking device 100 applies braking force to the manual drive force in response to input from a braking operation device 90, which is used to receive input from the user and includes a plurality of operation units. The braking device 100 includes a first brake 101 and a second brake 103. In this embodiment, the plurality of operation units includes a first operation unit 91b and a second operation unit 92b. The control unit 113a detects input to the first lever member 91 based on a signal from the first detection device 111. The control unit 113a detects input to the second lever member 92 based on a signal from the second detection device 112. The control unit 113a has a braking mode that controls the braking device 100 in response to the detected inputs to the first lever member 91 and the second lever member 92. The braking modes include a front-rear linked braking mode and a front-rear independent braking mode.

[0047] The front-to-rear linkage braking mode is a mode in which the first brake 101 and the second brake 103 operate in a linked manner. In the front-to-rear linkage braking mode, when at least one of the plurality of operating units is operated, the control unit 113a causes both the first brake 101 and the second brake 103 of the braking device 100 installed on the manually driven vehicle 1 to operate. In this embodiment, the plurality of operating units includes: a first operating unit 91b and a second operating unit 92b. FIG3 is a schematic diagram showing an example of the control of the braking device 100 of the control system 110. FIG3 will be used to explain the front-to-rear linkage braking mode.

[0048] When the occupant operates the first lever member 91, as indicated by arrow M pointing towards the first brake 101, the pressure change of the hydraulic oil from the first lever member 91 is transmitted as power to the first brake 101 to drive the first brake 101. When the first brake 101 is driven, the braking force of the rear wheel 70 changes.

[0049] The first detection device 111 detects the pressure of the hydraulic oil inside the first support 91a, as shown by arrow S, and outputs a signal containing the detected value to the control device 113. As shown by arrow E, power is supplied from the battery 80 to the control device 113. The control device 113 supplies power from the battery 80 to the second actuator 104. The control unit 113a of the control device 113 generates a control signal based on the detected value of the first detection device 111 and outputs it to the second actuator 104. As shown by arrow M, the second actuator 104 drives the second brake 103 according to the control signal, thereby changing the braking force of the front wheel 60. The control unit 113a controls the first actuator 102 and the second actuator 104 so that the braking force of the second brake 103 is a predetermined ratio relative to the braking force of the first brake 101. The control unit 113a can also control the first actuator 102 and the second actuator 104 so that the braking force of the second brake 103 is the same as that of the first brake 101.

[0050] When the occupant operates the second lever member 92, as indicated by arrow M pointing towards the second brake 103, the pressure change of the hydraulic oil from the second lever member 92 is transmitted as power to the second brake 103 to drive the second brake 103. When the second brake 103 is driven, the braking force of the front wheel 60 changes.

[0051] The second detection device 112 detects the pressure of the hydraulic oil inside the second support 92a, as shown by arrow S, and outputs a signal containing the detected value to the control device 113. The control unit 113a, similar to the case of operating the first lever member 91, controls the first actuator 102 based on the detected value of the second detection device 112.

[0052] The front and rear independent braking mode is a mode in which the first brake 101 and the second brake 103 operate independently of each other. In the front and rear independent braking mode, the first brake 101 operates in response to the operation of the first lever member 91. In the front and rear independent braking mode, when the occupant operates the first lever member 91, the pressure change of the hydraulic oil from the first lever member 91 is transmitted as power to the first brake 101 to drive the first brake 101. The control unit 113a does not activate the second brake 103 even if the occupant operates the first lever member 91.

[0053] In the independent front and rear braking mode, the second brake 103 operates in response to the operation of the second lever member 92. In the independent front and rear braking mode, when the occupant operates the second lever member 92, the pressure change of the hydraulic oil from the second lever member 92 is transmitted as power to the second brake 103 to drive the second brake 103. The control unit 113a does not activate the first brake 101 even if the occupant operates the second lever member 92.

[0054] The first brake 101 is driven not only by the power supplied to the first actuator 102, but also by the pressure change of the hydraulic oil caused by the operation of the first lever member 91. This allows braking force to be applied to the manually driven vehicle 1 even in the event of a malfunction in the first actuator 102 and control unit 113a, or when the remaining charge of the battery 80 is minimal. The second brake 103 is driven not only by the power supplied to the second actuator 104, but also by the pressure change of the hydraulic oil caused by the operation of the second lever member 92. This allows braking force to be applied to the manually driven vehicle 1 even in the event of a malfunction in the second actuator 104 and control unit 113a, or when the remaining charge of the battery 80 is minimal.

[0055] The control content of the control unit 113a for the front-rear linked braking mode and the front-rear independent braking mode is an example, and the control content can be changed within the scope of the present invention. For example, in the front-rear linked braking mode and the front-rear independent braking mode, when the passenger operates the first lever member 91, the control unit 113a can also drive the first actuator 102 and activate the first brake 101. In the front-rear linked braking mode and the front-rear independent braking mode, when the passenger operates the second lever member 92, the control unit 113a can also drive the second actuator 104 and activate the second brake 103.

[0056] The pedaling state detection unit 114 shown in FIG2 includes a sensor for detecting a signal corresponding to the pedaling state of the human-powered vehicle 1. The pedaling state includes at least one of the following: the rotation state of the crank 10 and the input state of the human-powered driving force to the crank 10. In this embodiment, the pedaling state includes the rotation state of the crank 10 and the input state of the human-powered driving force to the crank 10.

[0057] The rotational state of the crank 10 corresponds to at least one of the following: the rotational speed of the crank 10, the amount of rotation in the non-driving direction, and the stationary state of the crank 10. The amount of rotation in the non-driving direction represents the amount of rotation of the crank 10 in the non-driving direction per unit time. The input state of the human driving force to the crank 10 corresponds, for example, to the magnitude of the human driving force input to the crank 10.

[0058] The pedaling state detection unit 114 includes: a crank rotation sensor 114a and a drive force sensor 114b. The crank rotation sensor 114a is used to detect a signal corresponding to the rotation state of the crank 10. The crank rotation sensor 114a may include, for example, a cadence sensor or a torque sensor. For the cadence sensor, a general cadence sensor is used, so detailed description is omitted. For the torque sensor, a general torque sensor is used, so detailed description is omitted. The crank rotation sensor 114a may also output a signal corresponding to the rotation state of any one of the crank arm 12, crank shaft 11, and front sprocket. The crank rotation sensor 114a outputs the signal corresponding to the rotation state of the crank 10 to the control unit 113a. The crank rotation sensor 114a is not particularly limited as long as it is used to output a signal corresponding to the rotation state of the crank 10.

[0059] The signal output from the crank rotation sensor 114a may also include information indicating the rotational state of the crank 10, and may also include information used by the control unit 113a to detect and calculate the rotational state of the crank 10. The control unit 113a can detect the rotational state of the crank 10 based on the signal from the crank rotation sensor 114a. When the control unit 113a detects that the crank 10 is in a stopped state, it can also detect which of the following stopped states it is: the stopped state of the crank arm 12, the stopped state of the crankshaft 11, and the stopped state of the front sprocket.

[0060] The drive force sensor 114b is used to detect a signal corresponding to the input state of the human drive force on the crank 10. The drive force sensor 114b is, for example, installed along the drive force transmission path from the pedal 13 to the front sprocket. The drive force sensor 114b includes, for example, at least one of a strain sensor, a magnetostrictive sensor, an optical sensor, and a pressure sensor. The drive force sensor 114b outputs a signal corresponding to the input state of the human drive force on the crank 10 to the control unit 113a. The drive force sensor 114b is not particularly limited as long as it is used to output a signal corresponding to the input state of the human drive force on the crank 10.

[0061] The signal output from the drive force sensor 114b may also include information indicating the input state of the human drive force to the crank 10, and may also include at least one of the information used by the control unit 113a to detect and calculate the input state of the human drive force to the crank 10. The control unit 113a can detect the input state of the human drive force to the crank 10 based on the signal from the drive force sensor 114b.

[0062] The control unit 113a can switch the braking mode according to the pedaling state. In this embodiment, the control unit 113a sets the braking mode of the manually driven vehicle 1 to either the front and rear independent braking mode or the front and rear linked braking mode according to at least one of the rotation state of the crank 10 and the input state of the human driving force to the crank 10.

[0063] FIG. 4 will be used to illustrate an example of the control performed by the control unit 113a. When a preset first condition is met, the control unit 113a begins a control flow according to the flowchart shown in FIG. 4. When the control flow in FIG. 4 ends, the control unit 113a repeatedly executes the control flow in FIG. 4 at predetermined time intervals until a preset second condition is met. For example, the first condition is met when power is supplied to the control unit 113a. For example, the second condition is met when power supply to the control unit 113a is stopped.

[0064] In step S1, the control unit 113a detects the rotational speed of the crank 10 based on the signal from the crank rotation sensor 114a. Information related to a predetermined rotational speed is stored in the memory unit 113b. This information is, for example, a predetermined threshold value. The predetermined rotational speed represents, for example, the rotational speed of the crank 10 in the event that the passenger is expected to stop the manually driven vehicle 1. In step S1, if the rotational speed of the crank 10 is below the predetermined rotational speed, the control unit 113a proceeds to step S2. If the rotational speed of the crank 10 is above the predetermined rotational speed, the control unit 113a proceeds to step S3. The predetermined rotational speed is, for example, a rotational speed in the range of 2 rpm to 6 rpm.

[0065] In step S2, the control unit 113a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. After performing the processing in step S2, the control unit 113a ends the control flow shown in FIG4.

[0066] In step S3, if the rotational speed of the crank 10 detected in step S1 exceeds the predetermined rotational speed, the control unit 113a proceeds to step S4. In step S3, if the rotational speed of the crank 10 does not exceed the predetermined rotational speed, the control flow of FIG4 ends.

[0067] In step S4, the control unit 113a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. After executing the processing in step S4, the control unit 113a ends the control flow shown in FIG4. In the control flow shown in FIG4, the situation where the rotational speed of the crank 10 is neither below nor above the predetermined rotational speed is, for example, due to a malfunction of the crank rotation sensor 114a, or due to the mounting state of the crank rotation sensor 114a causing the crank rotation sensor 114a to be unable to detect a signal corresponding to the rotational speed of the crank 10. When the rotational speed of the crank 10 is neither below nor above the predetermined rotational speed, the control unit 113a may also set the braking mode according to a standard different from the rotational speed of the crank 10.

[0068] The control unit 113a sets the braking mode by executing the control flow shown in FIG4, and can switch the braking mode according to the pedaling state of the manually driven vehicle 1. In the control flow shown in FIG4, the rotation state of the crank 10 corresponds to the speed of the crank 10. When the speed of the crank 10 is below a predetermined speed, the control unit 113a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. By setting the braking mode by the control unit 113a, when the speed of the crank 10 is slow, the first brake 101 and the second brake 103 can be linked to apply braking force to the manually driven vehicle 1. For example, when the passenger stops the manually driven vehicle 1, the control unit 113a automatically switches the braking mode to the front-rear linkage braking mode according to the speed of the crank 10, and can apply braking force to the front wheel 60 and the rear wheel 70, thereby achieving stable braking operation.

[0069] In the control flow shown in Figure 4, when the crank 10 rotates at a speed exceeding a predetermined speed, the control unit 113a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. By setting the braking mode through the control unit 113a, when the crank 10 rotates at a higher speed, the first brake 101 and the second brake 103 can independently apply braking force to the manually driven vehicle 1. When it is desired that the first brake 101 and the second brake 103 independently apply braking force to the manually driven vehicle 1, the braking force on the front wheel 60 and the braking force on the rear wheel 70 can be individually adjusted according to the passenger's operation of the brake operating device 90.

[0070] The control flow in Figure 4 is an example, and the processing content and order of the control flow in Figure 4 can be changed within the scope of the present invention. For example, in the present invention, in steps S1 and S3, the control unit 113a may also use different threshold values ​​to compare with the rotational speed of the crank 10. The control unit 113a may also change the order in which the processing of step S1 and the processing of step S3 are performed.

[0071] In the control flow shown in FIG4, the control unit 113a sets the braking mode according to the rotational speed of the crank 10 during the pedaling state, and the standard for setting the braking mode is not limited to the rotational speed of the crank 10. The present invention can also set the braking mode according to information on states that are different from the rotational speed of the crank 10 during the pedaling state.

[0072] Using Figures 5 to 9, the process of setting the braking mode in response to information about the different rotational speeds of the crank 10 during the pedaling state will be explained. The control flow in Figure 5 will be explained. The control flow in Figure 5 is an example of the process of setting the braking mode of the manually driven vehicle 1 in response to the input state of the human-powered driving force during the pedaling state.

[0073] In step S11, the control unit 113a detects the human-powered driving force based on the signal from the driving force sensor 114b. Information related to a predetermined driving force is stored in the memory unit 113b. This information, for example, is a predetermined threshold value. The predetermined driving force is, for example, the driving force that would be required to stop the human-powered vehicle 1 if it is anticipated that the passenger will cause it to stop. In step S11, if the human-powered driving force is below the predetermined driving force, the control unit 113a proceeds to step S12. In step S11, if the human-powered driving force is greater than the predetermined driving force, the control unit 113a proceeds to step S13. The predetermined driving force is, for example, a driving force in the range of 3 Nm to 10 Nm in terms of the torque of the crankshaft 11.

[0074] In step S12, the control unit 113a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. After executing the processing in step S12, the control unit 113a ends the control flow shown in FIG5.

[0075] In step S13, if the human driving force detected in step S11 exceeds the predetermined driving force, the control unit 113a proceeds to step S14. In step S13, if the human driving force does not exceed the predetermined driving force, the control flow of FIG5 ends.

[0076] In step S14, the control unit 113a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. After executing the processing in step S14, the control unit 113a ends the control flow shown in FIG5. In the control flow shown in FIG5, the situation where the manual driving force is neither below nor above the predetermined driving force is, for example, due to a malfunction of the driving force sensor 114b, or due to the mounting state of the driving force sensor 114b causing the driving force sensor 114b to be unable to detect a signal corresponding to the manual driving force. When the manual driving force is neither below nor above the predetermined driving force, the control unit 113a may also set the braking mode according to a standard different from the manual driving force.

[0077] The control unit 113a sets the braking mode by executing the control flow shown in FIG5, and can switch the braking mode according to the input state of the human driving force to the crank 10. In the control flow shown in FIG5, when the human driving force input to the crank 10 is below a predetermined driving force, the control unit 113a sets the braking mode of the human-powered vehicle 1 to a front-rear linkage braking mode. By setting the braking mode by the control unit 113a, when the human driving force input to the crank 10 is small, the first brake 101 and the second brake 103 can be linked to apply braking force to the human-powered vehicle 1. For example, when the passenger stops the human-powered vehicle 1, the control unit 113a automatically switches the braking mode to the front-rear linkage braking mode according to the human driving force, and can apply braking force to the front wheel 60 and the rear wheel 70, thereby achieving stable braking operation.

[0078] In the control flow shown in Figure 5, when the human-powered driving force input to the crank 10 exceeds a predetermined driving force, the control unit 113a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. By setting the braking mode through the control unit 113a, when the human-powered driving force input to the crank 10 is large, the first brake 101 and the second brake 103 can independently apply braking force to the manually driven vehicle 1. When it is desired that the first brake 101 and the second brake 103 independently apply braking force to the manually driven vehicle 1, the braking force on the front wheel 60 and the braking force on the rear wheel 70 can be individually adjusted according to the passenger's operation of the brake operating device 90.

[0079] The control flow in Figure 5 is an example, and the processing content and processing order of the control flow in Figure 5 can be changed within the scope of the present invention. For example, in the present invention, in steps S11 and S13, the control unit 113a may also use different threshold values ​​to compare with human driving force. The control unit 113a may also change the order of executing the processing in step S11 and the processing in step S13.

[0080] In this invention, the control flow of FIG4 and the control flow of FIG5 can also be executed simultaneously to set the braking mode in response to the rotational speed of crank 10 and the input state of human driving force to crank 10. When setting the braking mode in response to the rotational speed of crank 10 and the input state of human driving force, the rotational speed of crank 10 can be prioritized over the input state of human driving force, or the input state of human driving force can be prioritized over the rotational speed of crank 10.

[0081] When the rotational speed of the crank 10 takes precedence over the input of the manual driving force, the control unit 113a, for example, even if the manual driving force is below a predetermined driving force in step S11 of FIG5, but the rotational speed of the crank 10 exceeds a predetermined speed in step S1 of FIG4, will not set the braking mode to the front-rear linkage braking mode. The control unit 113a, however, will set the braking mode to the front-rear linkage braking mode when the manual driving force is below a predetermined driving force in step S11 of FIG5 and the rotational speed of the crank 10 is below a predetermined speed in step S1 of FIG4.

[0082] When the input of the manual driving force takes precedence over the rotational speed of the crank 10, the control unit 113a, for example, even if the rotational speed of the crank 10 is below a predetermined speed in step S11 of FIG4, but the manual driving force exceeds the predetermined driving force in step S11 of FIG5, will not set the braking mode to the front-rear linkage braking mode. The control unit 113a, however, will set the braking mode to the front-rear linkage braking mode when the manual driving force is below a predetermined driving force in step S11 of FIG5 and the rotational speed of the crank 10 is below a predetermined speed in step S11 of FIG4.

[0083] Explanation of the control flow in Figure 6. The control flow in Figure 6 is an example of the process of setting the braking mode in response to the amount of rotation in the non-driving direction during pedaling.

[0084] In step S21, the control unit 113a detects the amount of rotation in the non-driving direction based on the signal from the crank rotation sensor 114a. Information related to a predetermined rotation amount is stored in the memory unit 113b. This information is, for example, a predetermined threshold value. The predetermined rotation amount is, for example, the amount of rotation of the crank 10 per unit time when it is presumed that the rider intentionally rotates the crank 10 in the non-driving direction. In step S21, if the amount of rotation in the non-driving direction is greater than or equal to the predetermined rotation amount, the control unit 113a proceeds to step S22. In step S21, if the amount of rotation in the non-driving direction is less than the predetermined rotation amount, the control flow of FIG. 6 ends. The predetermined rotation amount is, for example, the amount of rotation within a time range of 1 to 5 seconds, within a range of 10° to 20°.

[0085] In step S22, the control unit 113a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. For example, the control unit 113a sets the braking mode to the front-rear linked braking mode. The control unit 113a may also set the braking mode to the front-rear independent braking mode. After executing the processing in step S22, the control unit 113a ends the control flow shown in FIG6.

[0086] In the control flow of FIG. 6, the rotation state of crank 10 corresponds to the amount of non-drive direction rotation of crank 10. Control unit 113a sets the braking mode of the manually driven vehicle 1 to either the independent front-rear braking mode or the linked front-rear braking mode, depending on the amount of non-drive direction rotation. When the amount of non-drive direction rotation is greater than a predetermined amount, control unit 113a sets the braking mode of the manually driven vehicle 1 to either the independent front-rear braking mode or the linked front-rear braking mode. The passenger can intentionally rotate crank 10 in the non-drive direction to set the braking mode to any braking mode. For example, the passenger can set the braking mode to the linked front-rear braking mode, which can be used as either the independent front-rear braking mode or the linked front-rear braking mode.

[0087] Explanation of the control flow in Figure 7. The control flow in Figure 7 is an example of the process of setting the braking mode according to the amount of rotation in the non-driving direction during pedaling. The setting of the braking mode according to the amount of rotation in the non-driving direction in the control flow of Figure 7 is different from that in Figure 6.

[0088] In step S31, the control unit 113a detects the amount of rotation in the non-driving direction. If the amount of rotation in the non-driving direction is greater than or equal to a predetermined amount, the process proceeds to step S32. In step S31, if the amount of rotation in the non-driving direction is less than the predetermined amount, the control flow in FIG7 ends.

[0089] In step S32, the control unit 113a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. In step S32, the control unit 113a remains in standby mode until the passenger completes the operation of rotating the crank 10 in the non-driving direction. For example, the control unit 113a remains in standby mode until the amount of rotation in the non-driving direction reaches or falls below a predetermined critical value. After the standby mode in step S32, the control unit 113a proceeds to step S33.

[0090] In step S33, the control unit 113a detects the amount of rotation in the non-driving direction. If the amount of rotation in the non-driving direction is greater than or equal to a predetermined amount, the process proceeds to step S34. In step S33, if the amount of rotation in the non-driving direction is less than the predetermined amount, the control unit 113a repeats the process of step S33.

[0091] In step S34, the control unit 113a sets the braking mode of the manually driven vehicle 1 to either the front-rear linked braking mode or the front-rear independent braking mode. For example, if the control unit 113a sets the braking mode to the front-rear linked braking mode in step S32, then in step S34, it sets the braking mode to the front-rear independent braking mode. After executing the processing in step S34, the control unit 113a ends the control flow shown in FIG7.

[0092] In the control flow shown in Figure 7, after the control unit 113a sets the braking mode of the manually driven vehicle 1 to either the front-rear independent braking mode or the front-rear linked braking mode, if the rotation amount in the non-driving direction becomes more than a predetermined rotation amount, then the braking mode of the manually driven vehicle 1 is set to the other of the front-rear independent braking mode and the front-rear linked braking mode. By rotating the crank 10 in the non-driving direction, the passenger can switch from the front-rear linked braking mode to the front-rear independent braking mode, and from the front-rear independent braking mode to the front-rear linked braking mode, respectively.

[0093] The control flow in Figure 7 is an example, and the processing content and processing order of the control flow in Figure 7 can be changed within the scope of the present invention. For example, in the present invention, in steps S31 and S33, the control unit 113a may also use different threshold values ​​to compare with the amount of rotation in the non-driving direction.

[0094] Explanation of the control flow in Figure 8. The control flow in Figure 8 is an example of the process of setting the braking mode in response to the stopped state of the crank 10 during pedaling.

[0095] In step S41, the control unit 113a detects the duration of the stop state of the crank 10 based on the signal from the crank rotation sensor 114a. For example, the control unit 113a detects the stop state duration by calculating the duration for which the crank 10's rotational speed is below a predetermined threshold value. The control unit 113a can detect the stop state duration not only by calculating the crank 10's rotational speed but also by calculating the duration for which the crank 10's rotational amount is below a predetermined threshold value. Information related to the predetermined stop time is stored in the memory unit 113b. The information related to the predetermined stop time is, for example, a predetermined threshold value. The predetermined stop time, for example, represents the stop time of the crank 10 in the case where it is presumed that the passenger intentionally brought the crank 10 to a stop state while the manually driven vehicle 1 is in motion. In step S41, if the stop state duration is greater than or equal to the predetermined stop time, the control unit 113a proceeds to step S42. In step S41, if the stop state duration is less than the predetermined stop time, the control flow of FIG8 ends. The scheduled stop time is, for example, a time in the range of 2 to 10 seconds.

[0096] In step S42, the control unit 113a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. After executing the processing in step S42, the control unit 113a ends the control flow shown in FIG8.

[0097] In the control flow shown in Figure 8, the rotational state of the crank 10 corresponds to the stopped state of the crank 10. The control unit 113a, in response to the stopped state, sets the braking mode of the manually driven vehicle 1 to either the independent front-rear braking mode or the linked front-rear braking mode. The control unit 113a, in response to the duration of the crank 10's stopped state, sets the braking mode of the manually driven vehicle 1 to either the independent front-rear braking mode or the linked front-rear braking mode. The control unit 113a, when the duration of the crank 10's stopped state is longer than a predetermined stopping time, sets the braking mode of the manually driven vehicle 1 to either the independent front-rear braking mode or the linked front-rear braking mode. The passenger can intentionally stop the rotation of the crank 10 and set the braking mode to any desired braking mode.

[0098] Control unit 113a starts executing the control flow of FIG8 when human driving force is input to the human-powered vehicle 1, and repeatedly executes the control flow of FIG8 until no human driving force is input to the human-powered vehicle 1. By executing the control flow of FIG8 in response to human driving force and repeatedly executing it, the braking mode will not switch when the human-powered vehicle 1 is stopped.

[0099] In this invention, the braking mode can also be set according to the amount of rotation in the non-driving direction and the stopping state of the crank 10, in conjunction with the control flow of FIG6 and FIG8. In this invention, the control unit 113a, for example, sets the braking mode to one of the front and rear independent braking mode and the front and rear linked braking mode when the amount of rotation in the non-driving direction is more than a predetermined amount; and sets the braking mode to the other of the front and rear independent braking mode and the front and rear linked braking mode when the stopping time of the crank 10 is more than a predetermined stopping time. The rider can set the braking mode to any mode by performing a pedal operation corresponding to the desired braking mode.

[0100] Explanation of the control flow in Figure 9. The control flow in Figure 9 is an example of the process of setting the braking mode in response to the stopped state of the crank 10 during pedaling. The setting of the braking mode in the control flow of Figure 9 in response to the stopped state of the crank 10 is different from that in Figure 8.

[0101] In step S51, the control unit 113a detects the time of the crank 10's stop state. If the stop state time is greater than or equal to a predetermined stop time, the process proceeds to step S52. In step S51, if the stop state time is less than the predetermined stop time, the control unit 113a terminates the control flow shown in FIG9.

[0102] In step S52, the control unit 113a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. In step S52, the control unit 113a remains in standby mode until the passenger rotates the crank 10. For example, the control unit 113a remains in standby mode until the rotational speed of the crank 10 reaches or exceeds a predetermined critical value. The control unit 113a may also remain in standby mode until the amount of rotation of the crank 10 reaches or exceeds a predetermined critical value. After remaining in standby mode in step S52, the control unit 113a proceeds to step S53.

[0103] In step S53, the control unit 113a detects the time of the crank 10's stop state. If the stop state time is greater than or equal to a predetermined stop time, the process proceeds to step S54. In step S53, if the stop state time is less than the predetermined stop time, the control unit 113a repeats step S53.

[0104] In step S54, the control unit 113a sets the braking mode of the manually driven vehicle 1 to either the front-rear linked braking mode or the front-rear independent braking mode. After executing the processing in step S54, the control unit 113a ends the control flow shown in FIG9.

[0105] In the control flow shown in Figure 9, after the control unit 113a sets the braking mode of the manually driven vehicle 1 to either the front-rear independent braking mode or the front-rear linked braking mode, if the time during which the crank 10 is in a stopped state exceeds a predetermined stopping time, then the braking mode of the manually driven vehicle 1 is set to either the front-rear independent braking mode or the front-rear linked braking mode. By stopping the crank 10, the passenger can switch from the front-rear linked braking mode to the front-rear independent braking mode, and from the front-rear independent braking mode to the front-rear linked braking mode, respectively.

[0106] Control unit 113a starts executing the control flow of FIG9 when human driving force is input to the human-powered vehicle 1, and repeatedly executes the control flow of FIG9 until no human driving force is input to the human-powered vehicle 1. By executing the control flow of FIG9 in response to human driving force and repeatedly executing it, the braking mode will not switch when the human-powered vehicle 1 is stopped.

[0107] The control flow in Figure 9 is an example, and the processing content and processing order of the control flow in Figure 9 can be changed within the scope of the present invention. For example, in the present invention, in steps S51 and S53, the control unit 113a may also use different threshold values ​​to compare the time with the stop state.

[0108] In the first embodiment, the control unit 113a sets the braking mode according to the pedaling state, but the standard for setting the braking mode is not limited to the pedaling state. The control unit 113a can set the braking mode according to states different from the pedaling state. The control system 210 of the second embodiment and the control system 310 of the third embodiment are examples of control systems that set the braking mode according to states different from the pedaling state.

[0109] (Second Embodiment) The control system 210 of the second embodiment will be described using Figures 10 and 11. In the second embodiment, the control unit 213a sets the braking mode according to the control state of the drive unit 220. Structures common to the first embodiment are marked with the same symbols as in the first embodiment, and repeated descriptions are omitted.

[0110] In the second embodiment, the human-powered vehicle 1, in addition to the crank 10 and frame 20 of the human-powered vehicle 1 in the first embodiment, also includes a drive unit 220 and a mode selection device 230.

[0111] Drive unit 220 is used to provide propulsion to the human-powered vehicle 1. Drive unit 220 provides propulsion to the human-powered vehicle 1 in response to the human-powered driving force input to the human-powered vehicle 1. Drive unit 220 may also be configured near the bottom support of the human-powered vehicle 1. Drive unit 220 includes motor 221. Motor 221b is configured to transmit power from the pedal 13 to the rear wheel 70 or to transmit rotation to the front wheel 60. Drive unit 220 may also include a reducer for connecting motor 221 to crank 10 in addition to motor 221. Drive unit 220 has multiple auxiliary modes. In auxiliary mode, motor 221 is controlled by control unit 213a. Drive unit 220 is not limited to a configuration near the bottom support of the human-powered vehicle 1. Drive unit 220 may also be configured near the front wheel 60 and rear wheel 70, for example.

[0112] In this embodiment, the battery 80 supplies power to the brake operating device 90, the brake device 100, and the drive unit 220. By supplying power to the brake operating device 90, the battery 80 can activate the first detection device 111 and the second detection device 112 installed on the brake operating device 90. The battery 80 supplying power to the brake device 100 and the drive unit 220 may be the same battery 80 or different individual batteries 80. The battery 80 supplying power to the brake operating device 90 and the brake device 100 may be the same battery 80 or different individual batteries 80. The battery 80 may also supply power to at least one of the rear derailleur and the front derailleur installed on the manual transmission vehicle 1.

[0113] The mode selection device 230 allows the rider to select an assistance mode. The mode selection device 230 may include, for example, a bicycle speedometer. The memory unit 213b is used to store the currently selected assistance mode. The control unit 213a can detect the currently selected assistance mode based on the information stored in the memory unit 213b. The mode selection device 230 may also be a separate unit from the bicycle speedometer.

[0114] The control system 210 is a control system for a manually driven vehicle. It includes a control unit 213a, which controls the drive unit 220 that provides propulsion to the manually driven vehicle 1, and sets the braking mode of the manually driven vehicle 1 to either an independent front and rear braking mode or a linked front and rear braking mode according to the control state of the drive unit 220. An example of the control system 210 is shown in FIG10. The control system 210 shown in FIG10 includes: a first detection device 111, a second detection device 112, a control device 213, a battery status detection unit 214, and a vehicle speed sensor 215.

[0115] The control device 213 includes a control unit 213a and a memory unit 213b. The control unit 213a, in multiple auxiliary modes, controls the motor 221. The control unit 213a can also be composed of different units: a control unit for controlling the motor 221 of the drive unit 220, and a control unit for controlling the braking device 100. In multiple auxiliary modes, the control unit 213a controls the driving force of the motor 221 according to predetermined parameters. For example, the control unit 213a controls the driving force of the motor 221 according to the human driving force input to the human-powered vehicle 1.

[0116] In multiple auxiliary modes, the ratio of the driving force of motor 221 to the human driving force can be varied according to predetermined parameters. In this specification, the ratio of the driving force of motor 221 to the human driving force input to the human-powered vehicle 1 is sometimes referred to as the output ratio of motor 221.

[0117] For example, in multiple auxiliary modes, the output ratio of motor 221 varies according to the travel speed of the manually driven vehicle 1. When the travel speed is within a predetermined range, motor 221 can output at a preset maximum ratio. In this specification, the maximum value of the output ratio of motor 221 is recorded as the maximum output ratio.

[0118] In multiple auxiliary modes, an upper limit value for the travel speed of the manually driven vehicle 1 is defined. The upper limit value for travel speed represents a value related to the travel speed of the manually driven vehicle 1 when the motor 221 is driven. In multiple auxiliary modes, the control unit 213a does not drive the motor 221 when the travel speed of the manually driven vehicle 1 exceeds the upper limit value for travel speed.

[0119] In each of the plurality of auxiliary modes, the driving force of the motor 221 differs from at least one of the maximum output ratio of the human-powered driving force input to the human-powered vehicle 1 and the upper limit of the driving speed of the human-powered vehicle 1 that continuously drives the motor 221 in response to the input of the human-powered driving force. The plurality of auxiliary modes include: a first auxiliary mode and a second auxiliary mode that is smaller than at least one of the maximum output ratio and the upper limit of the driving speed compared to the first auxiliary mode. In this embodiment, the plurality of auxiliary modes only include: the first auxiliary mode and the second auxiliary mode.

[0120] In this embodiment, among the plurality of assistance modes, only the maximum output ratio and the upper limit of driving speed differ from each other. The second assistance mode has a smaller maximum output ratio compared to the first assistance mode. The second assistance mode may also differ from the first assistance mode only in its smaller maximum output ratio. The plurality of assistance modes may also have different upper limits of driving speed. The plurality of assistance modes may also differ only in their upper limits of driving speed. For example, the second assistance mode may differ from the first assistance mode only in its lower upper limit of driving speed. The plurality of assistance modes may also have both the maximum output ratio and the upper limit of driving speed differ from each other. For example, the second assistance mode may have both a smaller maximum output ratio and a smaller upper limit of driving speed compared to the first assistance mode.

[0121] The battery state detection unit 214 is used to detect information related to the battery state. Battery state refers to, for example, at least one of the remaining charge state of battery 80 and the output state of battery 80. The voltage value of battery 80 changes according to the battery state. The relationship between voltage and temperature affects the output of battery 80. For example, when the remaining charge of battery 80 is a predetermined voltage value, a lower or higher temperature in or near battery 80 will cause the output of battery 80 to change. For example, the output of battery 80 at a lower temperature will be lower than the output of battery 80 at a higher temperature. Battery state is determined, for example, by the relationship between the voltage value of battery 80 and temperature.

[0122] The battery state detection unit 214 detects information related to the voltage value of the battery 80 and information related to the temperature of the battery 80, and uses this information as battery state-related information. The temperature of the battery 80 includes at least one of the temperature of the battery 80 and the temperature near the battery 80. The battery state detection unit 214 includes a voltage sensor 214a and a temperature sensor 214b.

[0123] Voltage sensor 214a is used to detect information related to the state of the voltage value of battery 80. Voltage sensor 214a outputs a signal corresponding to the voltage value of battery 80 to control unit 213a. The signal output from voltage sensor 214a may also contain information indicating the state of the voltage value of battery 80, and may also contain at least one of the information used by control unit 213a to detect and calculate the state of the voltage value of battery 80. Control unit 213a can detect the voltage value of battery 80 based on the signal from voltage sensor 214a.

[0124] Temperature sensor 214b is used to detect information related to the temperature state of battery 80. Temperature sensor 214b outputs a signal related to the temperature of battery 80 to control unit 213a. The signal output from temperature sensor 214b may also include information indicating the temperature state of battery 80, and may also include at least one of the information used by control unit 213a to detect and calculate the temperature state of battery 80. Control unit 213a can detect the temperature of battery 80 based on the signal from temperature sensor 214b.

[0125] The battery state detection unit 214 can also further detect different information, such as information related to the voltage value of the battery 80 and information related to the temperature of the battery 80. For example, the battery state detection unit 214 can also further detect information related to the number of times the battery 80 has been charged.

[0126] The control unit 213a can detect the battery status based on signals from the battery status detection unit 214. For example, the control unit 213a detects the battery status based on the correlation between the voltage value and temperature of the battery 80. The control unit 213a can also detect the battery status based on the voltage value of the battery 80. The control unit 213a can also detect the battery status based on the voltage value of the battery 80 and the number of charging cycles.

[0127] A vehicle speed sensor 215 is used to detect information related to the travel speed of the manually driven vehicle 1. The vehicle speed sensor 215 may include, for example, a magnetic sensor that detects the magnetism of a magnet disposed on at least one of the front wheel 60 and the rear wheel 70. The vehicle speed sensor 215 outputs a signal corresponding to the travel speed of the manually driven vehicle 1 to the control unit 213a. The signal output from the vehicle speed sensor 215 may also include information indicating the travel speed of the manually driven vehicle 1, and may also include information used by the control unit 213a to detect and calculate the travel speed of the manually driven vehicle 1. The control unit 213a can detect the travel speed of the manually driven vehicle 1 based on the signal from the vehicle speed sensor 215. The vehicle speed sensor 215 may also be a GPS (Global Positioning System) vehicle speed sensor. A GPS-enabled vehicle speed sensor includes a GPS receiver. For example, control unit 213a can also detect information related to the speed of the human-powered vehicle 1 by calculating the distance traveled per unit time based on the signal received by the GPS receiver. The speed sensor 215 is not particularly limited as long as it outputs a signal corresponding to the speed of the human-powered vehicle 1.

[0128] The control unit 213a controls the motor 221 included in the drive unit 220 with the auxiliary mode selected among the plurality of auxiliary modes, and sets the braking mode to one of the front and rear independent braking mode and the front and rear linked braking mode according to the selected auxiliary mode.

[0129] FIG. 11 will be used to illustrate an example of the control performed by the control unit 213a. When a preset first condition is met, the control unit 213a begins a control flow according to the flowchart shown in FIG. 11. When the control flow ends, the control unit 213a repeatedly executes the control flow at predetermined intervals until a preset second condition is met. For example, the first condition is met when human power is input to the human-powered vehicle 1. The first condition is also met when power is supplied to the control unit 213a from the battery 80 and a predetermined operation is performed on a predetermined operating device. For example, the second condition is met when a predetermined operation is performed on a predetermined operating device. The second condition is also met when no human power is input to the human-powered vehicle 1.

[0130] In step S101, if the first auxiliary mode is selected, the control unit 213a proceeds to step S102. In step S101, if the first auxiliary mode is not selected, the control unit 213a proceeds to step S103.

[0131] In step S102, the control unit 213a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. After executing the processing in step S102, the control unit 213a ends the control flow shown in FIG11.

[0132] In step S103, if the second auxiliary mode is selected, the control unit 213a proceeds to step S104. In step S103, if the second auxiliary mode is not selected, the control flow of FIG11 ends.

[0133] In step S104, the control unit 213a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. After executing the processing in step S104, the control unit 213a ends the control flow in FIG11. In this embodiment where the plurality of auxiliary modes only includes the first auxiliary mode and the second auxiliary mode, if the first auxiliary mode and the second auxiliary mode are not selected, the braking mode can also be set according to a standard different from the auxiliary mode.

[0134] The control unit 213a sets the braking mode by executing the control flow of FIG11. It can switch the braking mode according to the state of the drive unit 220 and easily perform braking operations in accordance with the driving state.

[0135] For example, by setting the braking mode to a front-rear linked braking mode in step S102, the control unit 213a controls the braking device 100 in the first auxiliary mode using the front-rear linked braking mode. The maximum output ratio of the first auxiliary mode is greater than that of the second auxiliary mode, so it is easy to make the output of the motor 221 relative to the human-driven force greater than that of the second auxiliary mode. In the first auxiliary mode, the control unit 213a controls the braking device 100 using the front-rear linked braking mode, thereby making the first brake 101 and the second brake 103 linked together when the output of the motor 221 relative to the human-driven force is greater, thus easily applying braking force to the front wheel 60 and the rear wheel 70.

[0136] In step S104, by setting the braking mode to a front and rear independent braking mode, the control unit 213a controls the braking device 100 in the second auxiliary mode. The maximum output ratio of the second auxiliary mode is lower than that of the first auxiliary mode, so it is easy for the output of the motor 221 relative to the manual drive force to be lower than that of the first auxiliary mode. In the second auxiliary mode, the control unit 213a controls the braking device 100 in the front and rear independent braking mode. This allows for the use of only one of the front or rear brakes, even when the output of the motor 221 relative to the manual drive force is lower and the braking force applied to the manually driven vehicle 1 is smaller, thereby reducing the power consumption of the braking device 100.

[0137] The control flow in Figure 11 is an example, and the processing content and processing order of the control flow in Figure 11 can be changed within the scope of the present invention. For example, in the present invention, the control unit 213a can also change the order of the processing of step S101 and the processing of step S103.

[0138] The plurality of auxiliary modes in this embodiment includes a first auxiliary mode and a second auxiliary mode. However, the plurality of auxiliary modes of the present invention may also include auxiliary modes different from the first and second auxiliary modes, in addition to the first and second auxiliary modes. For example, the plurality of auxiliary modes may also include a third auxiliary mode in addition to the first and second auxiliary modes. For example, the maximum output ratio of the third auxiliary mode is less than that of the second auxiliary mode.

[0139] When the plurality of auxiliary modes includes a third auxiliary mode, the control unit 213a can set the braking mode according to the first auxiliary mode, the second auxiliary mode, and the third auxiliary mode. For example, the control unit 213a controls the braking device 100 in a linked braking mode before and after the first auxiliary mode, and controls the braking device 100 in an independent braking mode before and after the second and third auxiliary modes.

[0140] Control unit 213a, in the control flow of Figure 11, sets the braking mode only in response to the auxiliary mode, and the standard for setting the braking mode is not limited to the auxiliary mode. For example, control unit 213a can set the braking mode in response to the auxiliary mode and information different from the auxiliary mode.

[0141] Using Figures 12 to 16, the process of setting the braking mode in response to information different from the auxiliary mode will be explained. The control flow of Figure 12 will be explained. The control flow of Figure 12 is an example of the process of setting the braking mode of the manually driven vehicle 1 in response to the auxiliary mode and the driving speed of the manually driven vehicle 1.

[0142] In step S111, the control unit 213a detects the driving speed of the manually driven vehicle 1 based on the signal from the vehicle speed sensor 215. Information related to a predetermined driving speed is stored in the memory unit 213b. This information, for example, is a predetermined threshold value. The predetermined driving speed, for example, represents the driving speed at which braking force is applied to the manually driven vehicle 1 using both the first brake 101 and the second brake 103 in the first assist mode. In step S111, if the first assist mode is selected and the driving speed of the manually driven vehicle 1 is above the predetermined driving speed, the control unit 213a proceeds to step S112. In step S111, if at least one of the following conditions is met—either the first assist mode is not selected or the driving speed of the manually driven vehicle 1 is less than the predetermined driving speed—the control unit 213a proceeds to step S113.

[0143] In step S112, the control unit 213a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. After executing the processing in step S112, the control unit 213a ends the control flow shown in FIG12.

[0144] In step S113, if the control unit 213a selects the first auxiliary mode and the speed of the manually driven vehicle 1 detected in step S111 is less than the predetermined speed, then proceed to step S114. In step S113, if the control unit 213a meets at least one of the following conditions: the first auxiliary mode is not selected, or the speed of the manually driven vehicle 1 is greater than or equal to the predetermined speed, then the control flow of FIG12 ends.

[0145] In step S114, the control unit 213a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. After executing the processing in step S114, the control unit 213a ends the control flow shown in FIG12. When the first auxiliary mode is selected, the situation where the driving speed of the manually driven vehicle 1 is neither above nor below the predetermined driving speed is, for example, due to a malfunction of the speed sensor 215, or due to the installation state of the speed sensor 215 causing the speed sensor 215 to be unable to detect information related to the driving speed of the manually driven vehicle 1. When the first auxiliary mode is selected, the control unit 213a can also set the braking mode according to a standard different from the driving speed of the manually driven vehicle 1 when the driving speed of the manually driven vehicle 1 is neither above nor below the predetermined driving speed.

[0146] The control unit 213a sets the braking mode by executing the control process of FIG12, and can switch the braking mode according to the auxiliary mode and the driving speed of the manually driven vehicle 1.

[0147] For example, in step S112, by setting the braking mode to a front-rear linked braking mode, when the selected auxiliary mode is the first auxiliary mode and the driving speed of the manually driven vehicle 1 is above a predetermined driving speed, the control unit 213a controls the braking device 100 in the front-rear linked braking mode. Under the control of the control unit 213a, when the driving speed of the manually driven vehicle 1 is faster in the first auxiliary mode and it is desired to use both the first brake 101 and the second brake 103 to apply braking force to the manually driven vehicle 1, the first brake 101 and the second brake 103 can be linked to easily apply braking force to the front wheel 60 and the rear wheel 70.

[0148] In step S114, by setting the braking mode to a front and rear independent braking mode, when the selected auxiliary mode is the first auxiliary mode and the driving speed of the manually driven vehicle 1 is less than the predetermined driving speed, the control unit 213a controls the braking device 100 in the front and rear independent braking mode. Under the control of the control unit 213a, in the first auxiliary mode, when the driving speed of the manually driven vehicle 1 is relatively slow and the braking force of only one of the first brake 101 and the second brake 103 is sufficient, the first brake 101 and the second brake 103 can be independently and individually adjusted to adjust the braking force on the front wheel 60 and the braking force on the rear wheel 70.

[0149] The control flow in Figure 12 is an example, and the processing content and order of the control flow in Figure 12 can be changed within the scope of the present invention. For example, in the present invention, in steps S111 and S113, the control unit 213a may use different threshold values ​​to compare with the driving speed of the manually driven vehicle 1. When the control unit 213a selects an auxiliary mode different from the first auxiliary mode, it may also set the braking mode according to the driving speed of the manually driven vehicle 1. For example, when the second auxiliary mode is selected, the control unit 213a may also set the braking mode according to the driving speed of the manually driven vehicle 1. The control unit 213a may also change the order of executing the processing of step S111 and the processing of step S113.

[0150] Explanation of the control flow in Figure 13. The control flow in Figure 13 is an example of the process of setting the braking mode of the manually driven vehicle 1 in response to the auxiliary mode and the battery status.

[0151] In step S121, the control unit 213a detects the battery status based on the signal from the battery status detection unit 214. Information related to a predetermined battery status is stored in the memory unit 213b. This information is, for example, a predetermined threshold value. The predetermined battery status is set, for example, based on the remaining capacity of the battery 80 being considered sufficient. In step S121, if the first auxiliary mode is selected and the battery status is at least the predetermined battery status, the control unit 213a proceeds to step S122. In step S121, if at least one of the following conditions is met—either the first auxiliary mode is not selected or the battery status is less than the predetermined battery status—the control unit 213a proceeds to step S123.

[0152] In step S122, the control unit 213a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. After executing the processing in step S122, the control unit 213a ends the control flow shown in FIG13.

[0153] In step S123, if the first auxiliary mode is selected and the battery state detected in step S121 is less than the predetermined battery state, the control unit 213a proceeds to step S124. In step S123, if at least one of the following conditions is met—that the first auxiliary mode is not selected or that the battery state is above the predetermined battery state—the control flow of FIG13 ends.

[0154] In step S124, the control unit 213a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. After executing the processing in step S124, the control unit 213a ends the control flow shown in FIG13. When the first auxiliary mode is selected, the situation where the battery state of the battery 80 is neither above nor below the predetermined battery state is, for example, due to a malfunction of the battery state detection unit 214, or due to the installation state of the battery state detection unit 214 causing the battery state detection unit 214 to be unable to detect information related to the battery state. When the first auxiliary mode is selected, the control unit 213a can also set the braking mode according to a standard different from the battery state when the battery state of the battery 80 is neither above nor below the predetermined battery state.

[0155] The control unit 213a sets the braking mode by executing the control flow of FIG13, and can switch the braking mode according to the auxiliary mode and the battery status of the battery 80.

[0156] For example, in step S122, by setting the braking mode to a front-rear linked braking mode, when the selected auxiliary mode is the first auxiliary mode and the battery state of the battery 80 supplying power to the drive unit 220 is above a predetermined battery state, the control unit 213a controls the braking device 100 in the front-rear linked braking mode. Under the control of the control unit 213a, when the remaining charge of the battery 80 is relatively high in the first auxiliary mode, the first brake 101 and the second brake 103 can be linked, making it easier to apply braking force to the front wheel 60 and the rear wheel 70.

[0157] In step S124, by setting the braking mode to an independent front and rear braking mode, when the selected auxiliary mode is the first auxiliary mode and the battery state of the battery 80 supplying power to the drive unit 220 is less than a predetermined battery state, the control unit 213a controls the braking device 100 in the independent front and rear braking mode. By controlling the control unit 213a, when the remaining battery level of the battery 80 is low in the first auxiliary mode, making the first brake 101 and the second brake 103 independent reduces the power consumption for controlling the braking device 100. By reducing the power consumption for controlling the braking device 100, the time during which the first actuator 102 and the second actuator 104 of the braking device 100 can be driven can be increased.

[0158] The control flow in Figure 13 is an example, and the processing content and order of the control flow in Figure 13 can be changed within the scope of the present invention. For example, in the present invention, in steps S121 and S123, the control unit 213a may also use different threshold values ​​to compare with the battery state. When the control unit 213a selects an auxiliary mode different from the first auxiliary mode, it may also set the braking mode according to the battery state. The control unit 213a may also change the order of executing the processing in step S121 and the processing in step S123.

[0159] Explanation of the control flow in Figure 14. The control flow in Figure 14 is an example of the process of setting the braking mode of the manually driven vehicle 1 in response to the auxiliary mode and the voltage value of the battery 80.

[0160] In step S131, the control unit 213a detects the voltage value of the battery 80 based on the signal from the voltage sensor 214a. Information related to a predetermined voltage value is stored in the memory unit 213b. This information related to the predetermined voltage value is, for example, a predetermined threshold value. The predetermined voltage value is set, for example, based on the voltage value of the battery 80 when it is considered that the remaining amount of the battery 80 is sufficient. In step S131, if the control unit 213a selects the first auxiliary mode and the voltage of the battery 80 is above the predetermined voltage value, then proceeds to step S132. In step S131, if the control unit 213a finds that at least one of the following conditions is met: the first auxiliary mode is not selected, or the voltage value of the battery 80 is less than the predetermined voltage value, then proceeds to step S133.

[0161] In step S132, the control unit 213a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. After executing the processing in step S132, the control unit 213a ends the control flow shown in FIG14.

[0162] In step S133, if the first auxiliary mode is selected and the voltage value of the battery 80 detected in step S131 is less than a predetermined voltage value, the control unit 213a proceeds to step S134. In step S133, if at least one of the following conditions is met—that the first auxiliary mode is not selected or that the voltage value of the battery 80 is greater than or greater than the predetermined voltage value—the control flow of FIG14 ends.

[0163] In step S134, the control unit 213a sets the braking mode of the manually driven vehicle 1 to an independent front and rear braking mode. After executing the processing in step S134, the control unit 213a ends the control flow shown in FIG14. When the first auxiliary mode is selected, the situation where the voltage value of the battery 80 is neither above nor below the predetermined voltage value is, for example, due to a malfunction of the voltage sensor 214a, or due to the installation state of the voltage sensor 214a causing the voltage sensor 214a to be unable to detect information related to the voltage value of the battery 80. When the first auxiliary mode is selected, the control unit 213a can also set the braking mode according to a standard different from the voltage value of the battery 80 when the voltage value of the battery 80 is neither above nor below the predetermined voltage value.

[0164] In the control flow of FIG14, the battery status includes the voltage value of battery 80. By executing the control flow of FIG14, the control unit 213a sets the braking mode and can switch the braking mode according to the auxiliary mode and the voltage value of battery 80.

[0165] For example, by setting the braking mode to a front-rear linked braking mode in step S132, the control unit 213a controls the braking device 100 in the front-rear linked braking mode when the voltage value is above a predetermined voltage value. Under the control of the control unit 213a, when the remaining amount of battery 80 is relatively large in the first auxiliary mode, the first brake 101 and the second brake 103 can be linked, making it easier to apply braking force to the front wheel 60 and the rear wheel 70.

[0166] By setting the braking mode to an independent front and rear braking mode in step S134, the control unit 213a controls the braking device 100 in the independent front and rear braking mode when the voltage value is less than a predetermined voltage value. By controlling the control unit 213a, when the remaining battery 80 is low in the first auxiliary mode, making the first brake 101 and the second brake 103 independent reduces the power consumption for controlling the braking device 100. By reducing the power consumption for controlling the braking device 100, the time that the first actuator 102 and the second actuator 104 of the braking device 100 can be driven can be increased.

[0167] The control flow in Figure 14 is an example, and the processing content and order of the control flow in Figure 14 can be changed within the scope of the present invention. For example, in the present invention, in steps S131 and S133, the control unit 213a may also use different threshold values ​​to compare with the voltage value of the battery 80. When the control unit 213a selects an auxiliary mode different from the first auxiliary mode, it may also set the braking mode according to the voltage value of the battery 80. The control unit 213a may also change the order of executing the processing in step S131 and the processing in step S133.

[0168] In this invention, the control flow of FIG12 and the control flow of FIG14 can also be executed simultaneously to set the braking mode according to the driving speed of the manually driven vehicle 1 and the voltage value of the battery 80. In the case of setting the braking mode according to the driving speed and the voltage value, the driving speed and the voltage value can be prioritized over the other to set the braking mode.

[0169] When the driving speed of the manually driven vehicle 1 is greater than the voltage value of the battery 80, the control unit 213a, even if, for example, the first auxiliary mode is selected in step S131 of FIG. 14 and the voltage value of the battery 80 is above a predetermined voltage value, will not set the braking mode to the front-rear linkage braking mode if the driving speed of the manually driven vehicle 1 is less than the predetermined driving speed in step S111 of FIG. 12. The control unit 213a will set the braking mode to the front-rear linkage braking mode if the conditions of step S111 of FIG. 12 and step S131 of FIG. 14 are met.

[0170] When the voltage value of the battery 80 is greater than the driving speed of the manually driven vehicle 1, the control unit 213a, even if, for example, the first auxiliary mode is selected in step S111 of FIG12 and the driving speed of the manually driven vehicle 1 is above a predetermined driving speed, will not set the braking mode to the front-rear linkage braking mode if the voltage value of the battery 80 is less than the predetermined voltage value in step S131 of FIG14. The control unit 213a sets the braking mode to the front-rear linkage braking mode if the conditions of steps S111 of FIG12 and S131 of FIG14 are met.

[0171] When the braking mode is set according to the driving speed of the manually driven vehicle 1 and the voltage value of the battery 80, the control unit 213a may reduce or stop the output of the motor 221 of the drive unit 220 and then reduce the voltage value of the battery 80, for example, when the driving speed of the manually driven vehicle 1 is above the predetermined driving speed in the first auxiliary mode and the voltage value of the battery 80 is less than the predetermined voltage value.

[0172] Explanation of the control flow in Figure 15. The control flow in Figure 15 is an example of the process of setting the braking mode of the manually driven vehicle 1 in response to the auxiliary mode and the correlation between the voltage and temperature of the battery 80.

[0173] The output of battery 80 is sometimes determined based on the relationship between the voltage value and temperature of battery 80. In the control flow of Figure 15, control unit 213a switches the braking mode according to the relationship with the output of battery 80.

[0174] In step S141, the control unit 213a detects the voltage and temperature of the battery 80 based on signals from the voltage sensor 214a and the temperature sensor 214b. The control unit 213a detects the output of the battery 80 based on the correlation between the voltage and temperature of the battery 80. Information related to a predetermined threshold is stored in the memory unit 213b. The information related to the predetermined threshold is defined in relation to the temperature of the battery 80. The predetermined threshold is set, for example, based on the standard that the output of the battery 80 is considered to be sufficient. In this specification, the predetermined threshold is sometimes recorded as a predetermined correlation state. In step S141, if the control unit 213a selects the first auxiliary mode and the output of the battery 80 in relation to the correlation between the voltage and temperature of the battery 80 is at least in a predetermined correlation state, then proceeds to step S142. In step S141, if the control unit 213a meets at least one of the following conditions: the first auxiliary mode is not selected, or the output of the battery 80 is less than a predetermined related state due to the relationship between the voltage value and temperature of the battery 80, then the control flow of FIG15 ends.

[0175] In step S142, the control unit 213a sets the braking mode of the manually driven vehicle 1 to a front-rear linkage braking mode. After executing the processing in step S142, the control unit 213a ends the control flow shown in FIG15.

[0176] In the control flow of Figure 15, the battery status further includes the temperature status of the battery 80. When the correlation between voltage and temperature is above a predetermined correlation state, the control unit 213a controls the braking device 100 in a front-to-rear linkage braking mode. By controlling the control unit 213a, when there is a large remaining amount of battery 80 in the first auxiliary mode, the first brake 101 and the second brake 103 can be linked to easily apply braking force to the front wheel 60 and the rear wheel 70.

[0177] The control flow in Figure 15 is an example, and the processing content and processing order of the control flow in Figure 15 can be changed within the scope of the present invention. For example, in the present invention, when the control unit 213a selects an auxiliary mode different from the first auxiliary mode, it can also set the braking mode according to the relationship between the voltage value and temperature of the battery 80.

[0178] In this invention, the control flow of FIG12 and the control flow of FIG15 can also be executed simultaneously to set the braking mode in accordance with the driving speed of the manually driven vehicle 1 and the relationship between the voltage and temperature of the battery 80. In the case of setting the braking mode in accordance with the driving speed and the relationship, one of the driving speed and the relationship can be prioritized over the other to set the braking mode.

[0179] When the driving speed of the manually driven vehicle 1 takes precedence over the correlation between the voltage and temperature of the battery 80, the control unit 213a, even if, for example, the first auxiliary mode is selected in step S141 of FIG. 15, and the output of the battery 80 corresponding to the correlation between the voltage and temperature of the battery 80 is at or above a predetermined correlation state, will not set the braking mode to the front-rear linkage braking mode if the driving speed of the manually driven vehicle 1 is less than the predetermined driving speed in step S111 of FIG. 12. The control unit 213a sets the braking mode to the front-rear linkage braking mode if the conditions of step S111 of FIG. 12 and step S141 of FIG. 15 are met.

[0180] When the correlation between the voltage value and temperature of the battery 80 takes precedence over the driving speed of the manually driven vehicle 1, the control unit 213a, even if, for example, the first auxiliary mode is selected in step S111 of FIG12, and the driving speed of the manually driven vehicle 1 in the first auxiliary mode is above a predetermined driving speed, if the output of the battery 80 in step S141 of FIG15, corresponding to the correlation between the voltage value and temperature of the battery 80, is less than a predetermined correlation state, then the braking mode is not set to the front-rear linkage braking mode. The control unit 213a, when the conditions of step S111 of FIG12 and step S141 of FIG15 are met, sets the braking mode to the front-rear linkage braking mode.

[0181] When the braking mode is set according to the driving speed of the manually driven vehicle 1 and the relationship between the voltage value and temperature of the battery 80, the control unit 213a may, for example, reduce or stop the output of the motor 221 of the drive unit 220 and reduce the voltage value of the battery 80 in the first auxiliary mode when the driving speed of the manually driven vehicle 1 is above the predetermined driving speed and the output of the battery 80 due to the relationship between the voltage value and temperature of the battery 80 is less than the predetermined related state.

[0182] Explanation of the control flow of Figure 16. The control flow of Figure 16 is an example of the process of setting the braking mode of the manually driven vehicle 1 in response to the auxiliary mode, automatic switching mode, and manual switching mode.

[0183] The automatic switching mode is the mode in which the braking mode is set by the control unit 213a. The manual switching mode, however, is the mode in which the passenger sets the braking mode through the operation of the mode selection device 230, not the control unit 213a. The mode selection device 230 allows the passenger to select the switching mode. When the passenger selects the manual switching mode, the mode selection device 230 allows the passenger to select either independent front and rear braking or a combined front and rear braking mode. The memory unit 213b stores the currently selected switching mode. The control unit 213a can detect the currently selected switching mode based on the information stored in the memory unit 213b.

[0184] In step S151, if the automatic switching mode is selected, the control unit 213a proceeds to step S152. In step S151, if the automatic switching mode is not selected, the control unit 213a terminates the control flow of FIG16.

[0185] In step S152, the control unit 213a executes a subroutine for setting the braking mode. The subroutine of step S152 includes, for example, at least one of the control flows shown in FIG11 to FIG15. After executing the processing of step S152, the control unit 213a terminates the control flow shown in FIG16.

[0186] In the control flow shown in Figure 16, the braking mode can be selected as either an automatic switching mode or a manual switching mode. In the automatic switching mode, the control unit 213a sets the front-rear linked braking mode or the front-rear independent braking mode according to the state of the drive unit 220. By selecting the manual switching mode, the passenger can choose either the front-rear linked braking mode or the front-rear independent braking mode, regardless of the auxiliary mode or battery status. For example, even when the first auxiliary mode is selected, by selecting the manual switching mode, the braking force on the front wheels 60 and the braking force on the rear wheels 70 can be individually adjusted according to the passenger's operation of the brake operating device 90.

[0187] (Third Embodiment) The control system 310 of the third embodiment will be described using Figures 17 and 18. In the third embodiment, the control unit 312a sets the braking mode in response to the operation of the braking operation device 90. Structures common to the first and second embodiments are marked with the same reference numerals as those in the first and second embodiments, and repeated descriptions thereof are omitted.

[0188] The control system 310 is a control system for a manually operated vehicle, comprising: an operation state detection unit 311 and a control unit 312a; the operation state detection unit 311 is used to detect the operation state of the brake operation device 90 of the manually operated vehicle 1; the control unit 312a, in response to the operation state detected by the operation state detection unit 311, sets the braking mode of the manually operated vehicle 1 to either a front-rear independent braking mode or a front-rear linked braking mode, and after the operation state ends, maintains the braking mode of the manually operated vehicle 1 in either the front-rear independent braking mode or the front-rear linked braking mode. The control system 310 further comprises a notification mechanism 313, which is used to notify which mode the braking mode of the manually operated vehicle 1 was set to, the front-rear independent braking mode or the front-rear linked braking mode. An example of the control system 310 is shown in Figure 17. The control system 310 shown in Figure 17 includes: an operation status detection unit 311, a control device 312, and a notification mechanism 313.

[0189] The operation status detection unit 311 is used to detect the operation status of the brake operation device 90. The operation status detection unit 311 includes a first detection device 111, a second detection device 112, and a control unit 312a. The operation status detection unit 311 detects the operation status of the brake operation device 90 by instructing the control unit 312a to perform appropriate processing based on at least one of the signals from the first detection device 111 and the signals from the second detection device 112.

[0190] The operating state of the brake operating device 90 includes at least one of the following: the number of times the brake operating device 90 is operated, the continuous operating time of the predetermined operation of the brake operating device 90, the simultaneous operation of the lever members 91 and 92, and the interactive operation of the lever members 91 and 92. In this embodiment, the operating state of the brake operating device 90 includes: the number of times the brake operating device 90 is operated, the continuous operating time of the predetermined operation of the brake operating device 90, the simultaneous operation of the lever members 91 and 92, and the interactive operation of the lever members 91 and 92.

[0191] The number of times the brake operating device 90 is operated includes: the number of times the first lever member 91 is operated within a predetermined time, and the number of times the second lever member 92 is operated within a predetermined time. The control unit 312a detects input to the first lever member 91 based on signals from the first detection device 111, thereby calculating the number of times the first lever member 91 is operated. For example, the control unit 312a calculates the number of times the passenger moves the first lever member 91 from the standby position to the operating position. The control unit 312a detects input to the second lever member 92 based on signals from the second detection device 112, thereby calculating the number of times the second lever member 92 is operated. For example, the control unit 312a calculates the number of times the passenger moves the second lever member 92 from the standby position to the operating position.

[0192] The continuous operation time of the predetermined operation of the brake operating device 90 includes: the time for the first lever member 91 to move to the operating position by the passenger's operation, and the time for the second lever member 92 to move to the operating position. The control unit 312a detects the input to the first lever member 91 based on the signal from the first detection device 111, and thereby calculates the time for the first lever member 91 to move to the operating position. The control unit 312a detects the input to the second lever member 92 based on the signal from the second detection device 112, and thereby calculates the time for the second lever member 92 to move to the operating position.

[0193] Simultaneous operation of lever members 91 and 92 includes at least one of the following: an operation in which the passenger moves the first lever member 91 and the second lever member 92 to the operating position at the same time, and an operation in which the passenger moves the other lever member 91 and the second lever member 92 to the operating member after the passenger has moved one of the first lever member 91 and the second lever member 92 to the operating position. The control unit 312a detects input to the first lever member 91 and the second lever member 92 based on signals from the first detection device 111 and the second detection device 112, thereby detecting simultaneous operation.

[0194] The interactive operation of lever members 91 and 92 includes: the operation of the passenger interactively operating the first lever member 91 and the second lever member 92 within a predetermined time. The interactive operation includes, for example, the operation of the passenger moving one of the first lever member 91 and the second lever member 92 to the operating position and then returning to the standby position, followed by moving the other of the first lever member 91 and the second lever member 92 to the operating position and then returning to the standby position. The control unit 312a detects input to the first lever member 91 and the second lever member 92 based on signals from the first detection device 111 and the second detection device 112, thereby detecting the interactive operation.

[0195] The control device 312 includes a control unit 312a. The control unit 312a, in response to the operation state detected by the operation state detection unit 311 (which detects the operation state of the brake operation device 90 of the manually driven vehicle 1), sets the braking mode of the manually driven vehicle 1 to either a front-rear independent braking mode or a front-rear linked braking mode. After the operation state ends, it maintains the braking mode of the manually driven vehicle 1 in either the front-rear independent braking mode or the front-rear linked braking mode. An example of the control device 312 is shown in FIG17. The control device 312 shown in FIG17 includes a control unit 312a and a memory unit 312b. The control unit 312a can control the notification mechanism 313.

[0196] The notification mechanism 313 includes a device for notifying the braking mode. The notification mechanism 313 includes at least one of a display 313a, a light generating device 313b, a sound generating device 313c, and a vibration generating device 313d.

[0197] The display 313a is used to display various information. The display 313a can also be installed in the human-powered vehicle 1 or carried by a passenger of the human-powered vehicle 1. The display 313a includes, for example, a liquid crystal display, an organic EL (Organic Electro-Luminescence) display, etc. The display 313a can, for example, inform the user of the braking mode by displaying information about the current braking mode.

[0198] The light generating device 313b is used to emit light. The light generating device 313a can also be installed in the human-powered vehicle 1 or carried by a passenger of the human-powered vehicle 1. The light generating device 313b may include, for example, a display 313a, a headlight, and a taillight. The light generating device 313b can, for example, notify the braking mode by generating light that indicates the current braking mode.

[0199] The sound generating device 313c is used to generate sound. The sound generating device 313c can be installed in the human-powered vehicle 1 or carried by a passenger of the human-powered vehicle 1. The sound generating device 313c includes, for example, a buzzer and a speaker. The sound generating device 313c can, for example, notify the braking mode by generating a sound indicating the current braking mode.

[0200] The vibration generating device 313d is used to generate vibration. The vibration generating device 313d can also be installed in the human-powered vehicle 1 or carried by a passenger of the human-powered vehicle 1. The vibration generating device 313d may include, for example, an electric motor with an eccentric counterweight. The vibration generating device 313d can, for example, notify the braking mode by generating vibrations that indicate the current braking mode.

[0201] The control unit 312a controls the notification mechanism 313 by outputting a signal to it. The control unit 312a controls the notification mechanism 313 when predetermined conditions are met. For example, the control unit 312a activates the notification mechanism 313 when a braking mode can be switched. By activating the notification mechanism 313, the passenger can monitor the current braking mode. The passenger can also operate the notification mechanism 313 to receive notifications of the current braking mode.

[0202] FIG. 18 will be used to illustrate an example of the control performed by the control unit 312a. When a preset first condition is met, the control unit 312a begins a control flow according to the flowchart shown in FIG. 18. When the control flow in FIG. 18 ends, the control unit 312a repeatedly executes the control flow in FIG. 18 at predetermined time intervals until a preset second condition is met. The first condition may be the same as in the first embodiment or the second embodiment. The second condition may be the same as in the first embodiment or the second embodiment.

[0203] In step S201, the control unit 312a detects the number of times the brake operating device 90 operates within a predetermined time based on signals from the first detection device 111 and the second detection device 112. The control unit 312a may, for example, add the number of operations of the first lever member 91 and the second lever member 92 to detect the number of operations of the brake operating device 90. Alternatively, the control unit 312a may detect the number of operations of either the first lever member 91 or the second lever member 92 as the number of operations of the brake operating device 90. For example, the control unit 312a may also detect the number of operations of the brake operating device 90 based on the greater number of operations of either the first lever member 91 or the second lever member 92. Information related to the predetermined number of operations is stored in the memory unit 312b. This information related to the predetermined number of operations may be, for example, a predetermined threshold value. In step S201, if the number of times the brake operating device 90 is operated exceeds a predetermined number, the control unit 312a proceeds to step S202. In step S201, if the number of times the brake operating device 90 is operated is less than a predetermined number, the control flow shown in FIG18 ends.

[0204] In step S202, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. After executing the processing in step S202, the control unit 312a terminates the control flow shown in FIG18. Even if the passenger ends the operation of the braking operation device 90, the control unit 312a maintains the braking mode set in step S202.

[0205] In the control flow shown in Figure 18, the operation status detection unit 311 detects the number of times the brake operation device 90 is operated within a predetermined time as the operation status. The control unit 312a, based on the number of times the brake operation device 90 is operated detected by the operation status detection unit 311, sets the braking mode of the manually driven vehicle 1 to either the front-rear independent braking mode or the front-rear linked braking mode. If the number of times the brake operation device 90 is operated detected by the operation status detection unit 311 is more than a predetermined number, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front-rear independent braking mode or the front-rear linked braking mode. The passenger can freely set the braking mode by operating the brake operation device 90 without releasing the handlebar 40. For example, the passenger can set the braking mode to the front-rear linked braking mode, thus using either the front-rear independent braking mode or the front-rear linked braking mode.

[0206] It is preferable to set the predetermined number of times to be more than the number of times the brake operating device 90 is operated within the predetermined time expected in actual braking operations. By setting the predetermined number of times, the control unit 312a can set the braking mode without confusion with actual braking operations. This allows the passenger to intentionally set the braking mode.

[0207] The control flow in Figure 18 is an example of a process for setting the braking mode according to the number of times the braking operation device 90 is operated. The setting of the braking mode according to the number of operations is not limited to the control flow in Figure 18. A variation of the process for setting the braking mode according to the number of operations will be explained using Figure 19.

[0208] In step S211, if the control unit 312a detects that the number of times the brake operating device 90 has been operated is greater than or equal to a predetermined number, it proceeds to step S212. In step S211, if the number of times the brake operating device 90 has been operated is less than a predetermined number, the control flow of FIG19 ends.

[0209] In step S212, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. In step S213, the control unit 312a remains on standby until the passenger finishes operating the brake operating device 90. For example, the control unit 312a remains on standby until the number of times the brake operating device 90 is operated falls below a predetermined threshold. Alternatively, the control unit 312a may remain on standby until the number of times the brake operating device 90 is operated reaches 0 after a predetermined time has elapsed since the passenger last operated the brake operating device 90. In step S213, the control unit 312a proceeds to step S213 after the standby period. Even when proceeding to step S213, the control unit 312a maintains the braking mode set in step S212.

[0210] In step S213, if the control unit 312a detects that the number of times the brake operating device 90 has been operated is greater than or equal to a predetermined number, it proceeds to step S214. In step S213, if the number of times the brake operating device 90 has been operated is less than a predetermined number, the control unit 312a repeats step S213.

[0211] In step S214, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front-rear linked braking mode or the front-rear independent braking mode. After executing the processing in step S214, the control unit 312a terminates the control flow shown in FIG19. Even if the passenger ends the operation of the braking operation device 90, the control unit 312a maintains the braking mode set in step S214.

[0212] In the control flow shown in Figure 19, after the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front and rear independent braking mode or the front and rear linked braking mode, if the operation status detection unit 311 detects that the brake operation device 90 has been operated more than a predetermined number of times within a predetermined time, then the braking mode of the manually driven vehicle 1 is set to either the front and rear independent braking mode or the front and rear linked braking mode. The passenger can switch from the front and rear linked braking mode to the front and rear independent braking mode, and vice versa, by operating the brake operation device 90.

[0213] It is preferable to set the predetermined number of times to be more than the number of times the brake operating device 90 is operated within the predetermined time expected in actual braking operations. By setting the predetermined number of times, the control unit 312a can set the braking mode without confusion with actual braking operations. This allows the passenger to intentionally set the braking mode.

[0214] The control flow in Figure 19 is an example, and the processing content and processing order of the control flow in Figure 19 can be changed within the scope of the present invention. For example, in the present invention, in steps S211 and S213, the control unit 312a may also use different threshold values ​​to compare the number of operations with the brake operation device 90.

[0215] In the control flow of Figures 18 and 19, the control unit 312a sets the braking mode according to the number of times the brake operating device 90 is operated in the operating state of the brake operating device 90. However, the standard for setting the braking mode is not limited to the number of times the brake operating device 90 is operated. The present invention can also set the braking mode according to a standard that is different from the number of times the brake operating device 90 is operated in the operating state of the brake operating device 90.

[0216] Figures 20 to 25 will be used to explain the process of setting the braking mode according to the standard of different operating times of the brake operating device 90 in the operating state. The control flow of Figure 20 will be explained. The control flow of Figure 20 is an example of the process of setting the braking mode of the manually driven vehicle 1 according to the continuous operating time of the brake operating device 90 in the operating state.

[0217] In step S221, the control unit 312a detects the continuous operating time of the brake operation device 90 based on signals from the first detection device 111 and the second detection device 112. Information related to a predetermined operating time is stored in the memory unit 312b. This information related to the predetermined operating time is, for example, a predetermined threshold value. In step S221, if the continuous operating time is greater than or equal to the predetermined operating time, the control unit 312a proceeds to step S222. In step S221, if the continuous operating time of the brake operation device 90 is less than the predetermined operating time, the control flow of FIG20 ends.

[0218] In step S222, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. After executing the processing in step S222, the control unit 312a terminates the control flow of FIG20. Even if the passenger ends the operation of the braking operation device 90, the control unit 312a maintains the braking mode set in step S222.

[0219] In the control flow shown in Figure 20, the operation state detection unit 311 detects the continuous operation time of the predetermined operation of the brake operation device 90 as the operation state. The control unit 312a, based on the continuous operation time of the predetermined operation of the brake operation device 90 detected by the operation state detection unit 311, sets the braking mode of the manually driven vehicle 1 to either the front and rear independent braking mode or the front and rear linked braking mode. If the continuous operation time of the predetermined operation of the brake operation device 90 detected by the operation state detection unit 311 is longer than the predetermined operation time, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front and rear independent braking mode or the front and rear linked braking mode. By continuously operating the brake operation device 90, the passenger can freely set the braking mode without releasing the handlebar 40.

[0220] It is preferable to set the predetermined operation time to a longer duration than the expected continuous operation time in actual braking operation. By setting the predetermined time, the control unit 312a can set the braking mode without confusion with the actual braking operation. This allows the passenger to intentionally set the braking mode.

[0221] Explanation of the control flow in Figure 21. The control flow in Figure 21 is an example of the process of setting the braking mode in response to the continuous operating time of the braking operation device 90 in its operating state. The setting of the braking mode in Figure 21 in response to the continuous operating time is different from that in Figure 20.

[0222] In step S231, if the control unit 312a detects that the continuous operation time of the brake operation device 90 is greater than or equal to a predetermined operation time, it proceeds to step S232. In step S231, if the continuous operation time is less than the predetermined operation time, the control unit 312a terminates the control flow shown in FIG21.

[0223] In step S232, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. In step S232, the control unit 312a remains on standby until the passenger finishes operating the brake operating device 90. For example, the control unit 312a remains on standby until the continuous operation time of the brake operating device 90 falls below a predetermined threshold. In step S232, the control unit 312a proceeds to step S233 after the standby period. Even when proceeding to step S233, the control unit 312a maintains the braking mode set in step S232.

[0224] In step S233, if the control unit 312a detects that the continuous operation time of the brake operation device 90 is greater than or equal to a predetermined operation time, it proceeds to step S234. In step S233, if the continuous operation time is less than the predetermined operation time, the control unit 312a repeats the process of step S233.

[0225] In step S234, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front-rear linked braking mode or the front-rear independent braking mode. After executing the processing in step S234, the control unit 312a terminates the control flow shown in FIG21. Even if the passenger ends the operation of the braking operation device 90, the control unit 312a maintains the braking mode set in step S234.

[0226] In the control flow shown in Figure 21, after the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front and rear independent braking mode or the front and rear linked braking mode, if the operation status detection unit 311 detects that the predetermined continuous operation time of the brake operation device 90 has elapsed, then the braking mode of the manually driven vehicle 1 is set to either the front and rear independent braking mode or the front and rear linked braking mode. The passenger can switch from the front and rear linked braking mode to the front and rear independent braking mode, and vice versa, through continuous operation of the brake operation device 90.

[0227] It is preferable to set the predetermined operation time to be longer than the expected continuous operation time in the actual braking operation. By setting the predetermined time, the control unit 312a can set the braking mode without confusion with the actual braking operation. This allows the passenger to intentionally set the braking mode.

[0228] The control flow in Figure 21 is an example, and the processing content and processing order of the control flow in Figure 21 can be changed within the scope of the present invention. For example, in the present invention, in steps S231 and S233, the control unit 312a may also use different threshold values ​​to compare with the continuous operation time.

[0229] Explanation of the control flow of Figure 22. The control flow of Figure 22 is an example of the process of setting the braking mode in response to the simultaneous operation of lever members 91 and 92 in the operating state of the braking operation device 90.

[0230] In step S241, if the control unit 312a detects that the lever members 91 and 92 are operating simultaneously based on the signals from the first detection device 111 and the second detection device 112, then proceeds to step S242. In step S241, if the control unit 312a does not detect simultaneous operation, then the control flow of FIG22 ends.

[0231] In step S242, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. After executing the processing in step S242, the control unit 312a terminates the control flow shown in FIG22. Even if the passenger ends the operation of the braking operation device 90, the control unit 312a maintains the braking mode set in step S242.

[0232] In the control flow shown in Figure 22, the operation state detection unit 311 detects the operation of the first lever member 91 and the second lever member 92 of the brake operation device 90 as the operation state. The control unit 312a, in response to the operation of the first lever member 91 and the second lever member 92 of the brake operation device 90 detected by the operation state detection unit 311, sets the braking mode of the manually driven vehicle 1 to either the independent front-rear braking mode or the linked front-rear braking mode. When the operation state detection unit 311 detects that the first lever member 91 and the second lever member 92 are operated simultaneously, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the independent front-rear braking mode or the linked front-rear braking mode. By simultaneously operating the first lever member 91 and the second lever member 92, the passenger can switch braking modes at will without releasing the handlebar 40.

[0233] To avoid confusion with actual braking operations, the control unit 312a preferably switches the braking mode if the first lever member 91 and the second lever member 92 are operated simultaneously for a predetermined time or more. This allows the passenger to intentionally set the braking mode.

[0234] Explanation of the control flow of Figure 23. The control flow of Figure 23 is an example of the process of setting the braking mode in response to the simultaneous operation of lever members 91 and 92 in the operating state of the braking operation device 90. The control flow of Figure 23, in response to the simultaneous operation of lever members 91 and 92, sets the braking mode differently from the control flow of Figure 22.

[0235] In step S251, if the control unit 312a detects that the lever members 91 and 92 are operating simultaneously, it proceeds to step S252. In step S251, if the control unit 312a does not detect simultaneous operation, it terminates the control flow shown in FIG23.

[0236] In step S252, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. In step S252, the control unit 312a remains on standby until the passenger finishes operating the lever members 91 and 92 simultaneously. For example, the control unit 312a remains on standby until no simultaneous operation of the lever members 91 and 92 is detected. In step S252, the control unit 312a proceeds to step S253 after the standby period. Even when proceeding to step S253, the control unit 312a maintains the braking mode set in step S252.

[0237] In step S253, if the control unit 312a detects that the lever members 91 and 92 are operating simultaneously, it proceeds to step S254. In step S253, if the control unit 312a does not detect simultaneous operation, it repeats the process of step S253.

[0238] In step S254, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front-rear linked braking mode or the front-rear independent braking mode. After executing the processing in step S254, the control unit 312a ends the control flow shown in FIG23. Even if the passenger stops operating the lever members 91 and 92 simultaneously, the control unit 312a maintains the braking mode set in step S254.

[0239] In the control flow shown in Figure 23, after the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front-rear independent braking mode or the front-rear linked braking mode, the operation status detection unit 311 detects that the first lever member 91 and the second lever member 92 are operated simultaneously, and then sets the braking mode of the manually driven vehicle 1 to either the front-rear independent braking mode or the front-rear linked braking mode. By operating the lever members 91 and 92 simultaneously, the passenger can switch from the front-rear linked braking mode to the front-rear independent braking mode, and from the front-rear independent braking mode to the front-rear linked braking mode, respectively.

[0240] To avoid confusion with actual braking operations, the control unit 312a preferably sets the braking mode to switch if the braking operation device is operated continuously for a predetermined time or more. This allows the passenger to intentionally set the braking mode.

[0241] Explanation of the control flow of Figure 24. The control flow of Figure 24 is an example of the process of setting the braking mode in response to the interactive operation of lever members 91 and 92 in the operating state of the braking operation device 90.

[0242] In step S261, if the control unit 312a detects an interaction between the lever members 91 and 92 based on signals from the first detection device 111 and the second detection device 112, then proceeds to step S262. In step S261, if the control unit 312a does not detect an interaction between the lever members 91 and 92, then the control flow of FIG24 ends.

[0243] In step S262, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. After executing the processing in step S262, the control unit 312a terminates the control flow shown in FIG24. Even if the passenger ends the operation of the braking operation device 90, the control unit 312a maintains the braking mode set in step S262.

[0244] In the control flow shown in Figure 24, the control unit 312a, after the operation status detection unit 311 detects that one of the first lever member 91 and the second lever member 92 has been operated within a predetermined time, and then the other of the first lever member 91 and the second lever member 92 has been operated, sets the braking mode of the manually driven vehicle 1 to either the independent front and rear braking mode or the linked front and rear braking mode. By interactively operating the first lever member 91 and the second lever member 92, the passenger can switch the braking mode at will without releasing the handlebar 40.

[0245] To avoid confusion with actual braking operations, the control unit 312a preferably switches the braking mode if the lever of one party is operated within a predetermined time and then the lever of the other party is operated. This allows the passenger to intentionally set the braking mode.

[0246] Explanation of the control flow of Figure 25. The control flow of Figure 25 is an example of the process of setting the braking mode in response to the interactive operation of lever members 91 and 92 in the operating state of the braking operation device 90. The braking mode setting content of the control flow of Figure 25 in response to the interactive operation of lever members 91 and 92 is different from that of the control flow of Figure 24.

[0247] In step S271, if the control unit 312a detects an interaction between the lever members 91 and 92, it proceeds to step S272. In step S271, if the control unit 312a does not detect an interaction, it terminates the control flow shown in FIG25.

[0248] In step S272, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either a front-rear linked braking mode or a front-rear independent braking mode. In step S272, the control unit 312a remains on standby until the passenger finishes interacting with the lever members 91 and 92. For example, the control unit 312a remains on standby until no interaction with the lever members 91 and 92 is detected. In step S272, the control unit 312a proceeds to step S273 after the standby period. Even when proceeding to step S273, the control unit 312a maintains the braking mode set in step S272.

[0249] In step S273, if the control unit 312a detects an interaction between the lever members 91 and 92, it proceeds to step S274. In step S273, if the control unit 312a does not detect an interaction, it repeats the process of step S273.

[0250] In step S274, the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front-rear linked braking mode or the front-rear independent braking mode. After executing the processing in step S274, the control unit 312a ends the control flow shown in FIG25. Even if the passenger ends the interaction operation of the lever members 91 and 92, the control unit 312a maintains the braking mode set in step S274.

[0251] In the control flow shown in Figure 25, after the control unit 312a sets the braking mode of the manually driven vehicle 1 to either the front-rear independent braking mode or the front-rear linked braking mode, the operation status detection unit 311 detects that one of the first lever member 91 and the second lever member 92 has been operated within a predetermined time, and then the other of the first lever member 91 and the second lever member 92 has been operated. Therefore, the braking mode of the manually driven vehicle 1 is set to either the front-rear independent braking mode or the front-rear linked braking mode. The passenger can switch from the front-rear linked braking mode to the front-rear independent braking mode and vice versa through the interactive operation of the lever members 91 and 92.

[0252] To avoid confusion with actual braking operations, the control unit 312a preferably switches the braking mode if the lever of one party is operated within a predetermined time and then the lever of the other party is operated. This allows the passenger to intentionally set the braking mode.

[0253] The present invention can set a braking mode using multiple pieces of information included in the operating state of the brake operating device 90: the number of times the brake operating device 90 is operated, the continuous operating time, the simultaneous operation of lever members 91 and 92, and the interactive operation of lever members 91 and 92. For example, in the present invention, the control unit 312a can set the braking mode according to the number of times the brake operating device 90 is operated and the continuous operating time. For example, if the number of times the brake operating device 90 is operated is more than a predetermined number, the control unit 312a sets the braking mode to one of the front and rear independent braking mode and the front and rear linked braking mode; if the continuous operating time is more than a predetermined operating time, the control unit 312a sets the braking mode to the other of the front and rear independent braking mode and the front and rear linked braking mode. By performing braking operations corresponding to the desired braking mode, the passenger can set the braking mode to any mode.

[0254] For example, in this invention, the control unit 312a can set the braking mode in response to simultaneous and interactive operation of the lever members 91 and 92. For instance, when simultaneous operation of the lever members 91 and 92 is detected, the control unit 312a sets the braking mode to either a front-rear independent braking mode or a front-rear linked braking mode; when interactive operation of the lever members 91 and 92 is detected, the control unit sets the braking mode to either a front-rear independent braking mode or a front-rear linked braking mode. By selectively using the simultaneous and interactive operation of the lever members 91 and 92 in accordance with the desired braking mode, the passenger can set the braking mode to any desired mode.

[0255] (Modifications) The descriptions of each embodiment are examples of the forms adopted by the present invention and are not intended to limit its form. The present invention may take the form of, for example, modifications of the embodiments shown below and combinations of at least two non-contradictory modifications.

[0256] For example, the structure of the human-powered vehicle 1 in each embodiment is an example. The human-powered vehicle 1 may also include various devices not shown in each embodiment, or may not include a part of the various devices shown in each embodiment. For example, the human-powered vehicle 1 in the first embodiment and the third embodiment may further include: the drive unit 220 of the second embodiment and the mode selection device 230.

[0257] The configurations exemplified in each embodiment can also be combined with each other within a range that does not contradict each other. For example, the control system 110 of the first embodiment and the control system 210 of the second embodiment may further include the notification mechanism 313 of the third embodiment.

[0258] The processing content and processing order of the processes exemplified in each embodiment are just examples, and the processing content and processing order can be appropriately changed within the scope of the present invention. For example, the present invention can also combine the processing content of the processes of the first embodiment and the second embodiment to set the braking mode according to the pedaling state and the control state of the drive unit 220. For example, the present invention can also combine the processing content of the processes of the first embodiment and the third embodiment to set the braking mode according to the pedaling state and the operating state of the brake operating device 90. For example, the present invention can also combine the processing content of the processes of the second embodiment and the third embodiment to set the braking mode according to the control state of the drive unit 220 and the operating state of the brake operating device 90. For example, the present invention can also combine the processing content of the processes of the first to third embodiments to set the braking mode according to the pedaling state, the control state of the drive unit 220, and the operating state of the brake operating device 90.

[0259] The various threshold values ​​used in the control described in each embodiment are not limited and can be set arbitrarily. The various threshold values ​​can also be changed arbitrarily by operating a predetermined operating device.

[0260] The expression "at least one" as used in this specification means "more than one" of the required options. As an example, if the number of options is two, the expression "at least one" as used in this specification means "only one option" or "both of the two options". As another example, if the number of options is three or more, the expression "at least one" as used in this specification means "only one option" or "any combination of two or more options". [Simplified Explanation of the Diagram]

[0021] [Fig. 1] is a side view of a manually driven vehicle including the control system of the first embodiment. [Fig. 2] is a block diagram showing an example of the control system. [Fig. 3] is a schematic diagram showing an example of the control of the braking device of the control system. [Fig. 4] is a flowchart showing the control flow of the first embodiment. [Fig. 5] is a flowchart showing an example of the process of setting the braking mode according to the input state of the manual driving force. [Fig. 6] is a flowchart showing an example of the process of setting the braking mode according to the amount of rotation in the non-driving direction. [Fig. 7] is a flowchart showing another example of the process of setting the braking mode according to the amount of rotation in the non-driving direction. [Fig. 8] is a flowchart showing an example of the process of setting the braking mode according to the stop state of the crank. [Fig. 9] is a flowchart showing another example of the process of setting the braking mode according to the stop state of the crank. [Fig. 10] is a block diagram showing an example of the control system of the second embodiment. [Fig. 11] is a flowchart showing the control flow of the second embodiment. [Figure 12] is a flowchart showing an example of the process for setting the braking mode of a manually driven vehicle in response to the assist mode and the driving speed of the manually driven vehicle. [Figure 13] is a flowchart showing an example of the process for setting the braking mode of a manually driven vehicle in response to the assist mode and the battery status. [Figure 14] is a flowchart showing an example of the process for setting the braking mode of a manually driven vehicle in response to the assist mode and the battery voltage value. [Figure 15] is a flowchart showing an example of the process for setting the braking mode of a manually driven vehicle in response to the assist mode and the correlation between the battery voltage value and temperature. [Figure 16] is a flowchart showing an example of the process for setting the braking mode of a manually driven vehicle in response to the assist mode and the switching mode. [Figure 17] is a block diagram showing an example of the control system of the third embodiment. [Figure 18] is a flowchart showing the control flow of the third embodiment. [Figure 19] is a flowchart showing another example of the process for setting the braking mode in response to the number of times the braking operation device is operated. [Figure 20] is a flowchart showing an example of the process for setting the braking mode in response to the continuous operation time of the braking operation device. [Figure 21] is a flowchart showing another example of the process for setting the braking mode in response to the continuous operation time of the braking device. [Figure 22] is a flowchart showing an example of the process for setting the braking mode in response to simultaneous operation of the braking device. [Figure 23] is a flowchart showing another example of the process for setting the braking mode in response to simultaneous operation of the braking device. [Figure 24] is a flowchart showing an example of the process for setting the braking mode in response to interactive operation of the braking device. [Figure 25] is a flowchart showing another example of the process for setting the braking mode in response to interactive operation of the braking device.

Claims

1. A control system for a human-powered vehicle, comprising: a pedaling state detection unit and a control unit; wherein the pedaling state detection unit is used to detect a signal corresponding to the pedaling state of the human-powered vehicle; and wherein the control unit, in response to the pedaling state detected by the pedaling state detection unit, sets the braking mode of the human-powered vehicle to either a front-rear independent braking mode or a front-rear linked braking mode.

2. The control system as described in request item 1, wherein, The aforementioned pedaling state includes at least one of the following: the rotation state of the crank and the input state of human driving force to the crank; the aforementioned control unit, in response to at least one of the aforementioned rotation state of the crank and the aforementioned input state of human driving force to the crank, sets the braking mode of the aforementioned human-powered vehicle to one of the aforementioned independent front and rear braking mode and the aforementioned linked front and rear braking mode.

3. The control system as described in request item 2, wherein, The rotational state of the crank corresponds to the rotational speed of the crank. When the rotational speed of the crank is below a predetermined speed, the control unit sets the braking mode of the manually driven vehicle to the front-rear linkage braking mode.

4. The control system as described in request item 3, wherein, When the crank speed exceeds the predetermined speed, the control unit sets the braking mode of the manually driven vehicle to the independent front and rear braking mode.

5. The control system as requested in item 2 or 3, wherein, When the human-powered driving force input to the crank is below a predetermined driving force, the control unit sets the braking mode of the human-powered vehicle to the front-rear linkage braking mode.

6. The control system as requested in item 2 or 3, wherein, When the human-powered driving force input to the crank exceeds a predetermined driving force, the control unit sets the braking mode of the human-powered vehicle to the independent front and rear braking mode.

7. The control system as described in request item 2, wherein, The aforementioned rotational state corresponds to the amount of non-driving direction rotation of the crank in the non-driving direction. The control unit, in response to the amount of non-driving direction rotation, sets the braking mode of the manually driven vehicle to one of the aforementioned independent front and rear braking mode and the aforementioned linked front and rear braking mode.

8. The control system as described in request item 7, wherein, When the rotation amount in the non-driving direction is greater than or equal to a predetermined rotation amount, the control unit sets the braking mode of the manually driven vehicle to one of the aforementioned independent front and rear braking mode and the aforementioned linked front and rear braking mode.

9. The control system as described in request item 8, wherein, After the control unit sets the braking mode of the manual-driven vehicle to one of the front and rear independent braking mode and the front and rear linked braking mode, if the non-driving direction rotation amount becomes more than a predetermined rotation amount, the braking mode of the manual-driven vehicle is set to the other of the front and rear independent braking mode and the front and rear linked braking mode.

10. The control system as described in request item 2, wherein, The aforementioned rotational state of the crank corresponds to the aforementioned stopped state of the crank. In response to the aforementioned stopped state, the control unit sets the braking mode of the manually driven vehicle to one of the aforementioned independent front and rear braking mode and the aforementioned linked front and rear braking mode.

11. The control system as described in request item 10, wherein, The control unit, in response to the time of the crank's stop state, sets the braking mode of the manually driven vehicle to one of the front and rear independent braking mode and the front and rear linked braking mode.

12. The control system as described in request item 11, wherein, When the time of the crank's stop state is longer than a predetermined stop time, the control unit sets the braking mode of the manually driven vehicle to one of the front and rear independent braking mode and the front and rear linked braking mode.

13. The control system as described in request item 12, wherein, After the control unit sets the braking mode of the manual-driven vehicle to one of the front and rear independent braking mode and the front and rear linked braking mode, if the time of the crank's stop state is longer than the predetermined stop time, the braking mode of the manual-driven vehicle is set to the other of the front and rear independent braking mode and the front and rear linked braking mode.

Images