DE102021107870A1 - SYSTEM CONTROL FOR A HUMAN-POWERED VEHICLE - Google Patents

Abstract

A control system for a human-powered vehicle is provided. The control system includes at least one detector and an electronic controller. The at least one detector is configured to detect information(s) related to an abnormal contact condition of a wheel of the human-powered vehicle. The electronic controller is configured to control at least one of a height adjustable seat post and an adjustable stem of the human-powered vehicle in accordance with a detection result of the at least one detector.

Description

technical field

This disclosure relates generally to a control system for a human-powered vehicle.

background information

Some human-powered vehicles, particularly bicycles, have been provided with components that are adjustable to change the posture of a user (e.g., a driver or occupant of the vehicle). For example, a user's posture can be adjusted by changing the height of a vehicle seat relative to a vehicle frame. Also, the posture of the user can be adjusted, for example, by changing the height of a stem with respect to the vehicle frame. In recent years, some human-powered vehicles have been provided with a height-adjustable seat post that can be adjusted while driving. Also, some human-powered vehicles are provided with an adjustable stem that can be adjusted while riding.

SUMMARY

In general, the present disclosure is directed to various features of a control system for a human-powered vehicle. The term “human-powered vehicle” as used herein includes a vehicle that can be propelled by at least human propulsion, but not a vehicle that uses only non-human propulsion. In particular, a vehicle using only an engine as a driving force is not included in the human-powered vehicle. The human-powered vehicle is typically a compact, lightweight vehicle that sometimes does not require a driver's license to drive on public roads. The number of wheels of the human-powered vehicle is not limited. The human-powered vehicle includes z. B. a unicycle and a vehicle with three or more wheels. The human-powered vehicle includes z. B. different types of bicycles such as a mountain bike, a racing bike, a city bike, a cargo bike and a recumbent bike as well as a bicycle with electric assistance (e-bike).

In view of the prior art and in accordance with a first aspect of the present disclosure, a control system for a human-powered vehicle is provided. The control system basically comprises at least one detector and an electronic controller or an electronic control. The at least one detector is configured to detect information(s) related to an abnormal contact condition of a wheel of the human-powered vehicle. The electronic controller is configured to control at least one of a height adjustable seat post and an adjustable stem of the human-powered vehicle in accordance with a detection result of the at least one detector.

With the control system according to the first aspect, the electronic controller can automatically control a height adjustable seat post and/or an adjustable stem when an abnormal contact state of a wheel of the human-powered vehicle is detected.

According to a second aspect of the present disclosure, the control system according to the first aspect is configured such that the electronic controller is configured to control the height adjustable seat post and/or the adjustable stem to lower a center of gravity of a user according to the detection result.

With the control system according to the second aspect, the electronic controller can automatically lower a center of gravity of a user when detecting an abnormal contact state of a wheel of the human-powered vehicle.

According to a third aspect of the present disclosure, the control system according to the first aspect is configured such that the electronic controller is configured to control the height adjustable seat post and/or the adjustable stem to adjust a height of the height adjustable seat post and/or the adjustable stem accordingly to lower the detection result.

With the control system according to the third aspect, the electronic controller may automatically lower a height of the adjustable seat post and/or the adjustable stem when an abnormal contact state of a wheel of the human-powered vehicle is detected.

According to a fourth aspect of the present disclosure, the control system according to the first aspect is configured such that the electronic controller is configured to adjust the height adjustment to control bare seat post to adjust a height of the height adjustable seat post to be in an unlocked state according to the detection result.

With the control system according to the fourth aspect, it is possible to adjust a height of the height adjustable seatpost by setting the height adjustable seatpost in a free state, so that the height of the height adjustable seatpost can be lowered by the user's weight.

According to a fifth aspect of the present disclosure, the control system according to any one of the first to fourth aspects is configured such that the at least one detector includes an acceleration sensor configured to detect a direction change of a vehicle movement of the human-powered vehicle as a detection result, and the electronic controller is configured to determine the abnormal contact state when the detection result of the acceleration sensor is greater than a predetermined value.

With the control system according to the fifth aspect, it is possible to determine the abnormal contact state by using an acceleration sensor.

According to a sixth aspect of the present disclosure, the control system according to any one of the first to fifth aspects is configured such that the at least one detector includes a vehicle speed sensor configured to detect a rate of change of a vehicle speed of the human-powered vehicle as a detection result, and the electronic controller is configured to determine the abnormal contact state in which the detection result of the vehicle speed sensor is greater than a predetermined value.

With the control system according to the sixth aspect, it is possible to determine the abnormal contact state using a vehicle speed sensor.

According to a seventh aspect of the present disclosure, the control system according to any one of the first to sixth aspects is configured such that the at least one detector includes a vehicle inclination sensor configured to detect an inclination angle of the human-powered vehicle as a detection result, and the electronic controller is configured to determine the abnormal contact state in which the detection result of the vehicle inclination sensor is greater than a predetermined value.

With the control system according to the seventh aspect, the abnormal contact state can be determined using a vehicle inclination sensor.

According to an eighth aspect of the present disclosure, the control system according to any one of the first to seventh aspects is configured such that the at least one detector includes a load sensor configured to detect a load applied to the human-powered vehicle as a detection result, and the electronic controller is configured to determine the abnormal contact state where the detection result of the load sensor is greater than the predetermined value.

With the control system according to the eighth aspect, it is possible to determine the abnormal contact state using a load sensor.

According to a ninth aspect of the present disclosure, the control system according to the eighth aspect is configured such that the human-powered vehicle includes a handlebar, and the load sensor includes a first load sensor configured to detect a first load applied to the handlebar.

With the control system according to the ninth aspect, it is possible to determine the abnormal contact state based on the load applied to the handlebar by using a first load sensor.

According to a tenth aspect of the present disclosure, the control system according to the eighth or ninth aspect is configured such that the human-powered vehicle includes a saddle, and the load sensor includes a second load sensor configured to detect a second load applied to the exercised in the saddle.

With the control system according to the tenth aspect, it is possible to determine the abnormal contact state based on the load acting on the caliper by using a second load sensor.

According to an eleventh aspect of the present disclosure, the control system according to any one of the eighth to tenth aspects is configured such that the human-powered vehicle includes a pedal and the load sensor includes a third Load sensor configured to sense a third load applied to the pedal.

With the control system according to the eleventh aspect, it is possible to determine the abnormal contact state based on the load applied to the pedal using a third load sensor.

According to a twelfth aspect of the present disclosure, the control system according to any one of the eighth to eleventh aspects is configured such that the human-powered vehicle includes a wheel axle, and the load sensor includes a fourth load sensor configured to detect a fourth load the wheel axle acting.

With the control system according to the twelfth aspect, it is possible to determine the abnormal contact state based on the load acting on the wheel axle using a fourth load sensor.

According to a thirteenth aspect of the present disclosure, the control system is set up according to one of the first to twelfth aspects in such a way that the at least one detector includes a device for detecting the posture of the user, set up to detect or to capture the posture of the user as a detection result, and the electronic controller is configured to determine the abnormal condition in which the detection result of the device for detecting the user's posture corresponds to at least one of predetermined unstable conditions.

With the control system according to the thirteenth aspect, the electronic controller can determine whether the abnormal contact state is present based on the user's posture.

According to a fourteenth aspect of the present disclosure, the control system according to any one of the first to thirteenth aspects is configured such that the at least one detector includes a brake sensor configured to detect at least one of an operation amount of a brake operation device and an operation amount of a brake device as a detection result , and the electronic controller is configured to determine the abnormal contact state in which the detection result of the brake sensor is greater than a predetermined value.

With the control system according to the fourteenth aspect, the electronic controller can determine whether the abnormal contact state is established based on the operation of the braking device or the operation of the braking device.

According to a fifteenth aspect of the present disclosure, the control system according to any one of the first to fourteenth aspects is arranged such that the at least one detector includes a switchable device arranged to be/are selectively actuated by something other than the user's hand.

With the control system according to the fifteenth aspect, a user can manually activate the automatic control to adjust a height-adjustable seat post and/or an adjustable stem without changing his grip on the handlebars.

According to a sixteenth aspect of the present disclosure, the control system according to the fifteenth aspect is configured such that the switchable device is provided on at least one pedal so as to be in contact with a shoe in a state where the shoe is in a predetermined orientation be.

With the control system according to the sixteenth aspect, a user can manually activate the automatic control to adjust the height-adjustable seat post and/or the adjustable stem with his shoe.

According to a seventeenth aspect of the present disclosure, the control system according to the fifteenth aspect is configured such that the human-powered vehicle includes a frame, and the switchable device is provided on a surface of the frame to be in contact with at least one of a leg and one foot to be in a predetermined orientation.

With the control system according to the seventeenth aspect, a user can manually activate the automatic control to adjust the height-adjustable seat post and/or the adjustable stem with his leg or a foot.

According to an eighteenth aspect of the present disclosure, the control system according to any one of the first to seventeenth aspects further comprises an operating device configured to control the electronic controller in accordance with a user input, and the electronic controller configured to operate in accordance with the user input independently of Detection result to be switched from an operating mode to a non-operating mode or to be switched.

With the control system according to the eighteenth aspect, a user can manually control the electronic controller between an on state in which the height adjustable seat post and/or the adjustable stem is automatically controlled and an off state in which the automatic control is deactivated.

Also other objects, features, aspects and advantages of the disclosed control system will become apparent to those skilled in the art from the following detailed description which, when taken in conjunction with the accompanying drawings, discloses preferred embodiments of the control system.

character list

• 1 ist eine Seitenansicht eines vom Menschen angetriebenen Fahrzeugs (z. B. eines Fahrrads), das mit einer Steueranordnung gemäß einer dargestellten Ausführungsform ausgestattet ist;
• 2 ist ein Blockdiagramm, das das Steuersystem zum automatischen Einstellen der höhenverstellbare Sattelstütze und/oder des verstellbaren Vorbaus des vom Menschen angetriebenen Fahrzeugs gemäß der dargestellten Ausführungsform zeigt.
• 3 ist ein Flussdiagramm einer automatischen Steuerung, von dem elektronischen Controller des Steuersystems ausgeführt, um die höhenverstellbare Sattelstütze und/oder den verstellbaren Vorbau des vom Menschen angetriebenen Fahrzeugs in Übereinstimmung mit einem Detektionsergebnis des mindestens einen in 2 dargestellten Detektors automatisch einzustellen;
• 4 ist eine Seitenansicht der höhenverstellbaren Sattelstütze in einer angehobenen Position, in der eine Positionierungsstruktur schematisch dargestellt ist,
• 5 ist eine Seitenansicht der höhenverstellbaren Sattelstütze, in der die Positionierungsstruktur schematisch dargestellt ist und in der die höhenverstellbare Sattelstütze in eine niedrigere Position eingestellt wurde, nachdem bestimmt wurde, dass ein anormaler Kontaktzustand eines Rades des vom Menschen angetriebenen Fahrzeugs vorliegt;
• 6 ist eine Längsschnittansicht eines ersten Beispiels einer Positionierungsstruktur für die höhenverstellbare Sattelstütze, bei der die höhenverstellbare Sattelstütze durch den elektronischen Controller selektiv auf eine gewünschte oder voreingestellte Höhe angehoben und abgesenkt werden kann;
• 7 ist eine Längsschnittansicht eines zweiten Beispiels einer Positionierungsstruktur für die höhenverstellbare Sattelstütze, in der ein Positionierungsventil der Positionierungsstruktur in einem geschlossenen Zustand dargestellt ist;
• 8 ist eine Längsschnittansicht der in 7 dargestellten Positionierungsstruktur, in der das Positionierungsventil in einem geöffneten Zustand gezeigt wird;
• 9 ist eine perspektivische Ansicht des Aktors für die in den 7 und 8 dargestellte Positionierungsstruktur;
• 10 ist eine vergrößerte perspektivische Ansicht ausgewählter Teile des in 9 dargestellten Aktors;
• 11 ist eine Seitenansicht der rotierenden linearen Nocke und des Nockenstößels für den in den 9 und 10 dargestellten Aktor, in der sich der Nockenstößel in der unteren Position befindet,
• 12 ist eine Seitenansicht der in 11 dargestellten rotierenden linearen Nocke und des Nockenstößels, in der sich der Nockenstößel in der oberen Position befindet,
• 13 ist eine Längsschnittansicht eines Magnetaktors für die in den 7 und 8 dargestellte höhenverstellbare Sattelstütze, in der die Fluidstromventilstange in der unteren Position dargestellt ist;
• 14 ist eine Längsschnittansicht des in 13 dargestellten Magnetaktors, in der sich die Fluidstromventilstange in einer oberen Position befindet,
• 15 ist eine Längsschnittansicht eines einfach wirkenden Zylinderaktuators für die in den 7 und 8 dargestellte höhenverstellbare Sattelstütze, in der die Fluidstromventilstange in der unteren Position dargestellt ist;
• 16 ist eine Längsschnittansicht eines doppelt wirkenden Zylinderaktuators für die in den 7 und 8 dargestellte höhenverstellbare Sattelstütze, in der die Fluidstromventilstange in der unteren Position dargestellt ist;
• 17 ist eine Seitenansicht des verstellbaren Vorbaus in einer angehobenen Position;
• 18 ist eine Seitenansicht des verstellbaren Vorbaus in einer unteren Position als Ergebnis einer Bestimmung, dass der anormale Kontaktzustand eines Rades des vom Menschen angetriebenen Fahrzeugs vorliegt;
• 19 ist eine Draufsicht auf ein Pedalpaar des in 1 dargestellten vom Menschen angetriebenen Fahrzeugs, an dem eine schaltbare Vorrichtung zum Einsatz kommt;
• 20 ist eine Rückansicht eines der in 8 dargestellten Pedale, bei der sich der Fuß eines Benutzers in einer normalen Fahrposition befindet,
• 21 ist eine schematische Ansicht einer Kurbelanordnung, bei der sich die Füße des Benutzers in der normalen Fahrposition auf den Pedalen befinden;
• 22 ist eine schematische Ansicht der in 10 dargestellten Kurbelanordnung, in der sich die Füße des Benutzers in einer vorbestimmten Ausrichtung auf den Pedalen befinden, um die schaltbaren Vorrichtungen an den Pedalen zu aktivieren, und
• 23 ist eine Teilansicht von oben auf den Sitz und einen Abschnitt des in 1 dargestellten Fahrzeugrahmens.

Regarding the accompanying drawings which form a part of this original disclosure:

• 1 13 is a side view of a human-powered vehicle (e.g., a bicycle) equipped with a control assembly according to an illustrated embodiment;
• 2 12 is a block diagram showing the control system for automatically adjusting the height adjustable seat post and/or the adjustable stem of the human-powered vehicle according to the illustrated embodiment.
• 3 is a flowchart of an automatic control performed by the electronic controller of the control system to adjust the height adjustable seat post and/or the adjustable stem of the human-powered vehicle in accordance with a detection result of the at least one in 2 displayed detector automatically;
• 4 is a side view of the height adjustable seat post in a raised position, in which a positioning structure is shown schematically,
• 5 Fig. 14 is a side view of the height adjustable seatpost, in which the positioning structure is schematically shown, and in which the height adjustable seatpost has been adjusted to a lower position after determining that there is an abnormal contact state of a wheel of the human-powered vehicle;
• 6 13 is a longitudinal sectional view of a first example of a positioning structure for the height adjustable seat post, in which the height adjustable seat post can be selectively raised and lowered to a desired or preset height by the electronic controller;
• 7 12 is a longitudinal sectional view of a second example of a positioning structure for the height adjustable seat post, showing a positioning valve of the positioning structure in a closed state;
• 8th is a longitudinal sectional view of FIG 7 illustrated positioning structure in which the positioning valve is shown in an open condition;
• 9 is a perspective view of the actuator for in the 7 and 8th positioning structure shown;
• 10 is an enlarged perspective view of selected parts of the in 9 shown actuator;
• 11 FIG. 14 is a side view of the rotary linear cam and cam follower for the FIG 9 and 10 actuator shown with the cam follower in the down position,
• 12 is a side view of the in 11 rotating linear cam and cam follower shown with the cam follower in the up position,
• 13 12 is a longitudinal sectional view of a magnetic actuator for the devices shown in FIGS 7 and 8th illustrated height adjustable seatpost in which the fluid flow valve rod is illustrated in the down position;
• 14 is a longitudinal sectional view of FIG 13 shown solenoid actuator, in which the fluid flow valve rod is in an upper position,
• 15 13 is a longitudinal sectional view of a single-acting cylinder actuator for the devices shown in FIGS 7 and 8th illustrated height adjustable seatpost in which the fluid flow valve rod is illustrated in the down position;
• 16 12 is a longitudinal sectional view of a double-acting cylinder actuator for the devices shown in FIGS 7 and 8th illustrated height adjustable seatpost in which the fluid flow valve rod is illustrated in the down position;
• 17 Figure 12 is a side view of the adjustable stem in a raised position;
• 18 14 is a side view of the adjustable stem in a lower position as a result of a determination that the abnormal contact state of a wheel of the human-powered vehicle is present;
• 19 is a top view of a pair of pedals of the in 1 illustrated human-powered vehicle using a switchable device;
• 20 is a rear view of one of the in 8th illustrated pedal with a user's foot in a normal riding position,
• 21 Figure 12 is a schematic view of a crank assembly with the user's feet on the pedals in the normal riding position;
• 22 is a schematic view of FIG 10 the illustrated crank assembly in which the user's feet are in a predetermined orientation on the pedals to activate the switchable devices on the pedals, and
• 23 is a partial top view of the seat and a portion of the in 1 illustrated vehicle frame.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to the drawings. Those skilled in the art of human-powered vehicles (e.g., bicycles) will appreciate from this disclosure that the following descriptions of the embodiments are provided for purposes of illustration only and not limitation of the invention as defined by the appended claims and their equivalents.

In relation to 1 First, a control system 10 for a human-powered vehicle V is provided in accordance with an illustrated embodiment. In the illustrated embodiment, the human-powered vehicle V is, for example, an electric-assist mountain bike (ie, an all-terrain bicycle). Alternatively, the human-powered vehicle V can also be a racing bike, a city bike, a cargo bike, a recumbent bike or some other type of off-road bike, such as. B. a cyclocross bike. The number of wheels of the human-driven vehicle V is not limited. The human-powered vehicle V includes z. B. a unicycle and a vehicle with three or more wheels. The human-powered vehicle V is a bicycle that at least partially uses human power as the driving force for locomotion and includes an electric drive that supports the human power. In particular, a vehicle that exclusively uses an internal combustion engine as a driving force is not included in the human-powered vehicle of this disclosure. More specifically, the human-powered vehicle V in the embodiments described below is an electrically assisted bicycle (e-bike). The human-powered vehicle V is set up to support at least one user (e.g. a driver or user).

As in 1 As shown, the human-powered vehicle V includes a vehicle body VB equipped with a variety of electrical components. As in 1 As can be seen, the vehicle body VB has a front frame body FB and a rear frame body RB (a swingarm) pivotally mounted on a rear portion of the front frame body FB such that the rear frame body RB pivots with respect to the front frame body FB can. The front frame body FB and a rear frame body RB constitute a frame of the human-driven vehicle V, which is a bicycle frame in the case of a bicycle. Thus, the human-powered vehicle V includes a frame.

A front wheel FW is mounted on the front frame body FB via a front suspension fork FF (i.e., a front suspension). The front suspension fork FF is pivotally mounted to a head tube of the front frame body FB. As explained later, the handlebar H is mounted on an upper end of a steering column or a steerer tube ST of the front suspension fork FF. The front suspension fork FF absorbs the shocks acting on the front wheel FW. The front wheel FW is mounted on a lower end of the front suspension fork FF. A rear wheel RW is mounted on the rear frame body RB. A rear shock absorber or suspension RS is provided between the front frame body FB and the rear frame body RB to control the movement of the rear frame body RB relative to the front frame body FB. Namely, the rear shock absorber RS absorbs shocks acting on the rear wheel RW. Thus, the rear wheel RW and the front wheel FW of the human-driven vehicle V each include a wheel axle.

The human-driven vehicle V also includes a drive train DT and a drive support unit DU that is operatively coupled to the drive train DT. Here, the powertrain DT is, for example, a chain-driven type including a crank C, a front sprocket FS, a plurality of rear sprockets CS, and a chain CN. The crank C includes a crankshaft CA1 and a pair of crank arms CA2. The crankshaft CA1 is rotatable at the front via the power assist unit DU Frame body FB supported. The crank arms CA2 are provided at opposite ends of the crankshaft CA1. The human-powered vehicle V includes a pedal PD rotatably coupled to the distal end of each of the crank arms CA2. The drive train DT can be selected as desired and can be designed as a belt drive or as a shaft drive. Here, the human-propelled vehicle V further includes a rear derailleur RD fixed to the rear frame body RB to shift the chain CN between the rear sprockets CS. The rear derailleur RD is a type of gear shifting device.

The front sprocket FS is provided on the crankshaft C to rotate together with the crankshaft CA1. The rear sprockets CS are provided on a hub of the rear wheel RW. The chain CN runs around the front sprocket FS and the rear sprockets CS. A human driving force is applied to the pedals PD by a driver of the human-driven vehicle V, so that the driving force is transmitted to the rear wheel RW via the front sprocket FS, the chain CN, and the rear sprockets CS.

The drive assist unit DU is operated to assist in driving the human-powered vehicle V in a conventional manner. The actuation of the drive support unit DU takes place z. B. in response to a human driving force acting on the pedals PD. The drive support unit DU includes a motor. The drive assist unit DU is operated by electric power supplied from a main battery pack BP mounted on a down tube of the human-propelled vehicle V. As shown in FIG.

Preferably, the main battery pack BP houses at least one battery with one or more battery cells. The main battery pack BP can be detachably arranged in the down tube of the rear frame body RB. Each of the battery cells of the battery pack includes a rechargeable battery. The main battery pack BP supplies electric power to various components of the human-powered vehicle V.

The human-driven vehicle V further includes a braking system having a rear braking device BD1 operated by a rear actuator BL1 and a front braking device BD2 operated by a front actuator BL2. The rear braking device BD1 may be a hydraulically operated braking device, a wired braking device, or an electrically operated braking device. Also, the front brake device BD2 may be a hydraulically operated brake device, a cable operated brake device, or an electrically operated brake device. Here, the rear brake device BD1 is a brake caliper configured to apply braking force to a rear rotary disc body or rotor R1 mounted on the hub of the rear wheel RW. Also, the front brake device BD2 is a brake caliper configured to apply a braking force to a front rotary disk body or rotor R2 mounted on the hub of the front wheel FW.

In the illustrated embodiment, the human-powered or muscle-powered vehicle V has a height-adjustable seat post 12 and an adjustable handlebar stem 14 . The height-adjustable seat post 12 and the adjustable stem 14 are examples of devices for changing the posture of a user (e.g. a driver or user) by changing the geometry of the human-powered vehicle V. In other words, the user's posture is directly changed by adjusting a or more of the height adjustable seat post 12 and the adjustable stem 14 are changed as the geometry of the human-powered vehicle V is changed. The height adjustable seat post 12 may also be referred to simply as "seat post 12", and the adjustable handlebar stem 14 may also be referred to simply as "stem 14". The seat post 12 is conventionally mounted to a seat tube of the front frame body FB. The human-powered vehicle V includes a seat S. The seat post 12 has the seat S mounted at its upper end. The seat post 12 and the saddle S form a seat post assembly. The stem 14 is mounted between the steerer tube ST and the handlebars H in a conventional manner.

In relation to 2 1, a block diagram of the control system 10 for automatically adjusting the seatpost 12 and/or the stem 14 is shown. The control system 10, in conjunction with the seatpost 12 and/or the stem 14, forms a control assembly 16 for the vehicle. Basically, the control system 10 includes at least one detector 18 and an electronic controller 20. As used herein, the term "detector" refers to a device or instrument designed to determine the presence or absence of a particular event, a to detect an object, substance, or change in its environment and send a signal in response. The term "detector" as used herein includes don't hold the man. As used herein, the terms “controller” and “electronic controller” refer to hardware that executes a software program and do not include a human.

The at least one detector 18 is configured to detect information(s) related to an abnormal contact state of a wheel of the human-powered vehicle V. FIG. The sensed information(s) is/are transmitted to the electronic controller 20 via a signal. The term "signal" as used herein is not limited to an electrical signal, but also includes other types of signals such as e.g. B. a command or a wireless transmission, depending on the configuration of the control system 10. The electronic controller 20 is configured to the height adjustable seat post 12 and / or the adjustable stem 14 of the human-powered vehicle V in accordance with a detection result of the at least one Detector 18 to control. The abnormal contact state of a wheel (e.g. at least one of the rear wheel RW and the front wheel FW) refers to a state corresponding to an unstable state of the human-powered vehicle V. In other words, on a bicycle, the abnormal contact condition of a wheel corresponds to a condition that indicates the bicycle is about to tip over or become uncontrollable by the user. The abnormal contact condition of a wheel may include wheel slippage and/or a leaning condition of the vehicle body VB. The at least one detector 18 detects or detects the abnormal contact condition of a wheel by detecting a potential fall condition, a slip condition and/or a tilted condition of the height-adjustable seat post and/or the adjustable stem.

For example, a potential fall condition may occur when: (1) vertical vibration of the human-powered vehicle V occurs; (2) severe impact of the human-powered vehicle V occurs; (3) detecting that one of the wheels is moving in a direction different from the direction of rotation of the wheel; and (4) a sudden impact of a pedal (e.g., the pedal collides with a rock, root, step, etc.) occurs. Thus, for example, the electronic controller 20 is configured to determine a potential fall condition that is present when the at least one detector 18 detects one or more of the following situations: (1) a drastic change in a direction of movement of the human-powered vehicle V from a continuous one and constant direction of travel (e.g., drastic change in an upward acceleration direction and/or a downward acceleration direction); (2) a sudden loss of forward speed from a predetermined forward speed range; (3) a significant change in the posture of the human-powered vehicle V from a predetermined range of inclination; (4) a reduction or loss of a user's load on a part (one of the pedals, the saddle, the handlebars, etc.) of the human-powered vehicle V; and (5) no pedaling (e.g., no pedal load, no torque applied to a pedal, no rotation of a crank, etc.).

As used herein, the terms "slip" and "slip" refer to a wheel rotating relative to a riding surface of a bicycle with a tire of the wheel remaining in contact with the riding surface, or a wheel rotating relative to a riding surface where the wheel briefly loses contact with the driving surface. As used herein, the terms "lateral slip" and "lateral slide" refer to a wheel moving laterally relative to a direction of travel of the vehicle with a tire of the wheel remaining in contact with the driving surface, or to a wheel moving relative to a riding surface of a bicycle rotates, with the wheel momentarily losing contact with the riding surface. Thus, it will be appreciated from this disclosure that it is desirable to lower the user's posture by lowering the seatpost 12 and/or the adjustable stem 14 when "unstable conditions" such as a slip condition are occurring. Unstable conditions can arise from slippage due to wheel lockup, unwanted vehicle motion, vehicle inertia, etc. These unstable conditions are particularly problematic at corning, slalom skiing, high-speed single track skiing, descending a step, just before climbing uphill after descending a hill, hitting an obstacle with the front wheel, driving on a narrow track, when making sharp turns while driving uphill, applying a downward force to the rear of the vehicle during braking, etc.

The electronic controller 20 is configured to determine a skid condition, which is present when the at least one detector 18 detects one or more of the following situations: (1) a large lateral acceleration; (2) a difference between the rear wheel speed RW and the front wheel speed FW; (3) a large difference between the forward speed of the human-driven vehicle V determined by a first one of the detectors (eg, an acceleration sensor detects a forward speed) and the forward speed of the human-driven vehicle vehicle V determined by a second of the detectors (eg, a rear wheel vehicle speed sensor detects a speed of 0 m/h due to wheel lock); (4) a large difference between an estimated speed and a rear wheel speed sensor value based on a moving speed with a ground speed sensor or a force; (5) a change in a lateral acceleration of the human-driven vehicle V as determined by the acceleration sensor 40; (6) (a) brake information(s) of the front wheel and the rear wheel; (7) a change in steering angle above a predetermined steering angle; (8) a change in wheel rotation direction with respect to the running direction of the human-powered vehicle V; and (9) no pedaling (eg, no pedal load, no torque applied to a pedal, no rotation of a crank, etc.).

The electronic controller 20 is basically set up to control the height-adjustable seat post 12 and/or the adjustable stem 14 in order to lower a user's center of gravity as a function of the detection result. In the embodiment shown, the electronic controller 20 is set up to control the height-adjustable seat post 12 and/or the adjustable stem 14 in order to lower a height of the at least one of the height-adjustable seat post 12 and the adjustable stem 14 depending on the detection result. By lowering the height-adjustable seat post 12 and/or the adjustable stem 14, the user's center of gravity can be lowered.

As in the 4 and 5 As shown, the height adjustable seat post 12 includes a first tubular member 12A and a second tubular member 12B. The second tubular member 12B is telescopically coupled to the first tubular member 12A. For example, the second tubular member 12B may be mechanically, pneumatically, or hydraulically coupled to the first tubular member 12A for at least between an extended (up) position of the 4 and a retracted (lower) position of the 5 to be adjustable. The height adjustable seat post 12 further includes an actuator 12C configured to move the second tubular member 12B relative to the first tubular member 12A between the extended (up) position 4 and the retracted (lower) position of the 5 to move telescopically. The electronic controller 20 is configured to actuate the actuator 12C either automatically or manually. As in the 4 and 5 Illustrated schematically, the seatpost 12 further includes a positioning structure 12D actuated by the actuator 12C. The positioning structure 12D controls the extent of insertion of the second tubular member 12B into the first tubular member 12A. Preferably, the extent of insertion of the second tubular member 12B into the first tubular member 12A is adjustable between a variety of positions of the seatpost by the positioning structure 12D.

As in 6 As shown, the positioning structure 12D of the seatpost 12 may be a simple mechanical adjuster that operatively connects the first tubular member 12A and the second tubular member 12B to selectively extend the second tubular member 12B relative to the first tubular member 12A (raise) and retract (lower) based on a motor control signal from the electronic controller 20 to the actuator 12C. In this first example, the actuator 12C includes a motor 12C1 and a reduction gear 12C2, while the positioning structure 12D includes a drive screw 12D1 and a nut 28 forming a linear motion mechanism.

Alternatively, the positioning structure 12D of the seat post 12 can be configured as a mechanical positioning structure, for example as described in FIG U.S. Patent No. 8,246,065 (assigned to Shimano Inc.). In the case of the mechanical positioning structure, the positioning structure 12D directly moves the second tubular member 12B axially relative to the first tubular member 12A based on actuation of the actuator 12C. In this embodiment, the actuator 12C is an electrical actuator. Specifically, the actuator 12C is a reversible DC motor having a rotating shaft for outputting a rotating force. The rotary shaft of the actuator 12C is coupled to the positioning structure 12D via a reduction gear to directly move the second tubular member 12B up or down relative to the first tubular member 12A. Alternatively, the actuator 12C may be a stepper motor, an alternating current (AC) motor, and/or an electromagnetic magnet.

Alternatively, the positioning structure 12D of the seatpost 12 may be implemented as a fluid flow positioning structure such as that described in US Patent Application Publication No. 2020/0023918 A1 (assigned to Shimano Inc.). This fluid flow positioning structure is in the 7 and 8th shown. Especially 7 12 shows the positioning structure 12D in a closed state while FIG 8th shows the positioning structure 12D in an open state. In the case of the fluid flow positioning structure, the positioning structure 12D by the actuator 12C between a locked state ( 7 ) and an adjustable state ( 8th ) pressed. In the locked state ( 7 ), the positioning structure 12D prevents an incompressible first fluid FL1 in a main fluid chamber MC from flowing between a first region MC1 and a second region MC2. In the adjustable state ( 8th ) the positioning structure 12D interconnects the first region MC1 and the second region MC2 to allow the incompressible fluid FL1 to move axially between the first region MC1 and the second region MC2 relative to the first tubular member 12A. Also preferably, the seat post 1 has a secondary chamber SC filled with a compressible fluid FL2 to move a cylindrical piston body PB.

Specifically, the positioning structure 12D here includes a fluid flow valve body FVB, a fluid flow valve seat FVS, and a fluid flow valve rod FVR. The position of the fluid flow valve body FVB is relative to the fluid flow valve seat FVS by linear movement of the fluid flow valve rod FVR between the closed position ( 7 ) and the open position ( 7 ) infinitely adjustable. In other words, the fluid flow valve body FVB is moved to selectively adjust the height of the seat post 12 . This is accomplished by the fluid flow valve body FVB selectively opening and closing a passage interconnecting the first area MC1 and the second area MC2. When the fluid flow valve body FVB is in the open position, the second tubular member 12B can move axially relative to the first tubular member 12A. In particular, in the open position of the fluid flow valve body FVB, the second tubular member 12B can be moved axially relative to the first tubular member 12A to either lower the height of the seat post 12 by the weight of the rider or to raise the height of the seat post 12 by the compressible second fluid FL2 raise.

In this embodiment, actuator 12C is mechanically coupled to fluid flow valve body FVB via fluid flow valve rod FVR to move fluid flow valve body FVB between the closed position and the open position. In this embodiment, the actuator 12C is an electrical actuator. In particular, the actuator 12C, as shown in FIGS 8th and 9 1, a reversible DC motor 12C1 and a reduction gear 12C2 for outputting a rotational force. The actuator 12C further includes a rotary linear cam 12C3 and a cam follower 12C4 for coupling the fluid flow valve stem FVR to the reduction gear 12c2. In this manner, the rotary power of the engine 12C1 and transmission 12C2 is converted into linear motion of the fluid flow valve stem FVR.

Alternatively, the actuator 12C can be a stepper motor, an AC motor, and/or an electromagnetic magnet for moving the fluid flow valve stem FVR of the positioning structure 12D between a closed position and an open position. As in the 13 and 14 As can be seen, the actuator 12C is, for example, an electromagnetic magnet. Here, the actuator 12C includes an actuator frame AF housing a permanent magnet PM and a pair of electric coils EC1 and EC2. Electrical coils EC1 and EC2 are energized to move a plunger PA attached to fluid flow valve stem FVR to move fluid flow valve body FVB to the open position.

As in 15 As shown, actuator 12C may be a single acting cylinder actuator. Here, the actuator 12C includes an actuator cylinder AC that slidably supports an actuator piston AP. Actuator piston AP is attached to the lower end of fluid flow valve rod FVR. A spring SP1 is provided between actuator cylinder AC and actuator piston AP to bias actuator piston AP and fluid flow valve rod FVR to the down position. A connection FP1 is located on the side of the actuator piston AP opposite the spring SP1. Thus, fluid is introduced into actuator cylinder AC via port FP1 to move actuator piston AP and fluid flow valve rod FVR to move fluid flow valve body FVB to the open position or closed position. The fluid can e.g. B. compressed air or a hydraulic fluid.

As in 16 As shown, actuator 12C may be a double acting cylinder actuator. Here, the actuator 12C includes an actuator cylinder AC that slidably supports an actuator piston AP. Actuator piston AP is attached to the lower end of fluid flow valve rod FVR. The actuator piston AP is held in a neutral position by a pair of springs SP1 and SP2. Alternatively, one or both of the springs SP1 and SP2 can be omitted so that the actuator piston AP is held in a neutral position by fluid pressure. A port FP1 is located on one side of the actuator piston AP, while a port FP2 is located on the opposite side of the actuator piston AP. Thus, fluid is introduced into actuator cylinder AC via either port FP1 or port FP2 to move actuator piston AP and fluid flow valve rod FVR to move fluid flow valve body FVB to the open position or closed position. The fluid can e.g. B. compressed air or a hydraulic fluid.

When the fluid flow valve of the positioning structure 12D is in the closed position, the second tubular member 12B cannot move axially relative to the first tubular member 12A. On the other hand, the second tubular member 12B can move axially relative to the first tubular member 12A when the fluid flow valve of the positioning structure 12D is in the open position. While the fluid flow valve of the positioning structure 12D is in the open position, the second tubular member 12B moves to the extended position under the force of the pressurized air. While the fluid flow valve of the positioning structure 12D is in the open position, the second tubular member 12B can be moved to the retracted position under the force of the weight of the user OF, as shown in FIG 5 shown. Because height adjustable seat posts, such as the height adjustable seat post 12, are well known in the human-powered vehicle art, the height adjustable seat post 12 will not be further discussed or illustrated herein.

As in the 17 and 18 As illustrated, the stem 14 includes a first coupling portion 14A, a second coupling portion 14B, and a movable portion 14C. The first coupling portion 14A is configured to be coupled to the steering column ST. In the case where the human-driven vehicle V is a bicycle, the first coupling portion 14A forms a steerer tube bracket. The second coupling portion 14B is configured to be coupled to the handlebar H. FIG. In the case where the human-propelled vehicle V is a bicycle, the second coupling portion 14B constitutes a handlebar mount. The stem 14 is thus rigidly mounted to the steering column ST of the front suspension fork FF and supports the handlebar H for rotating the front suspension fork FF and the front wheel FW relative to the vehicle body VB. The movable portion 14C couples the second coupling portion 14B to the first coupling portion 14A. In this way, the second coupling portion 14B is between an upper position ( 17 ) and a lower position ( 18 ) movable. The adjustable stem 14 further includes an actuator 14D configured to move the second coupling portion 14B relative to the first coupling portion 14A to raise and lower the handlebar H . The actuator 12C is configured to be actuated by the electronic controller 20 either automatically or manually.

The electronic controller 20 is related to 2 preferably a microcomputer that includes at least one processor 22 and at least one memory device 24 (ie, at least one computer memory device). The main battery pack BP is electrically connected to the electronic controller 20 . Alternatively, the electronic controller 20 has its own separate power source. The electronic controller 20 is made up of one or more semiconductor chips mounted on a printed circuit board. The electronic controller 20 includes an input-output interface 26 and a communicator 28. The electronic controller 20 can be provided at any location of the human-powered vehicle V if needed and/or desired. The electronic controller 20 can be located at any position on the front frame body FB or the handlebar H, for example. In the first example, as in 1 As shown, the electronic controller 20 is provided on the handlebar H .

The processor 22 is a computer processor that uses a central processing unit (CPU) or a graphics processing unit (GPU), and executes processing by controlling an algorithm that will be described later. Storage device 24 is any computer storage device or non-transitory computer-readable medium with the sole exception of a transitory propagated signal. In other words, the term "memory device" as used herein refers to non-transitory, computer-readable memory. The storage device 24 includes z. B. a non-volatile memory such as a flash memory, a hard disk, a ROM (Read Only Memory) device, and so on. In addition, the storage device 24 may e.g. B. also include a volatile memory such as a RAM device (Random Access Memory).

The input-output interface 26 is a hardware device configured to input and output signals or data to and from the processor 22 . The input-output interface 26 has various connectors for connecting peripheral devices such as the height-adjustable seat post 12, the adjustable stem 14, the at least one detector 18 and other electrical components of the human-powered vehicle V. Thus, the input-output Interface 26 both for transmitting signals or data from the processor 22 to the height-adjustable seat post 12, the adjustable stem 14 and other electrical components of the human-powered vehicle V and for receiving signals or data from the height-adjustable seat post 12, the ver adjustable stem 14, the at least one detector 18 and other electrical components of the human-powered vehicle V set up. The input-output interface 26 may include circuitry and/or connectors to perform power line (PLC) communications, to connect to a controller area network (CAN), or to perform asynchronous serial communications using a universal asynchronous receiver/ Transmitter (UART) to run.

In the case of power line communication (PLC), the main battery pack BP is electrically connected to the height adjustable seat post 12, the adjustable stem 14 and the input-output interface 26 of the electronic controller 20 by electric power cables with a voltage line and a ground line. The input-output interface 26 is provided with a power line communication (PLC) circuit with a signal processing section, and the adjustable seat post 12 and the adjustable stem 14 are also provided with a power line communication (PLC) circuit with a signal processing section provided. Thus, operating signals or commands that control the height adjustable seat post 12 and the adjustable stem 14 are superimposed on the power source voltage flowing in the electrical power cables that connect the electronic controller 20 to the height adjustable seat post 12 and the adjustable stem 14 . In this manner, data may be transmitted between the electronic controller 20 and the height adjustable seat post 12 and adjustable stem 14 to perform two-way communication. Optionally, instead of the power line communication (PLC), in addition to a ground wire and a voltage wire, a separate, dedicated signal cable can be provided to transmit data between the electronic controller 20, the height adjustable seat post 12 and the adjustable stem 14 as needed and/or or desire.

The communicator 28 is a wireless communication interface, which is a hardware device capable of wirelessly transmitting and receiving signals or data. The communicator 28 is configured to transmit signals or data from the processor 22 to the height adjustable seat post 12, the adjustable stem 14 and other electrical components of the human-powered vehicle V wirelessly. The communicator 28 can e.g. B. perform wireless communication via ANT + ® or Bluetooth ® with the height-adjustable seat post 12 and the adjustable stem 14. For example, the processor 22 receives input from the at least one detector 18 mounted on the human-propelled vehicle V via the input-output interface 26, and then the processor 22 transmits control signals to the height-adjustable seat post 12, the adjustable stem 14 via the communicator 28 to selectively control the height adjustable seat post 12 and/or the adjustable stem 14 based on the inputs from the at least one detector 18.

As mentioned above, the electronic controller 20 is configured to automatically control at least one of the height-adjustable seat post 12 and the adjustable stem 14 of the human-powered vehicle V when, in accordance with the detection results of the at least one detector 18, an abnormal contact state of the wheels is determined it will. In certain driving conditions of the human-powered vehicle V, it may be advantageous to adjust only one of the two components, the seat post 12 and the stem 14, if an abnormal contact condition of the wheels is determined. In contrast, in other states of the human-powered vehicle V, it may be advantageous to adjust both the seat post 12 and the stem 14 simultaneously or nearly simultaneously (within a second or less). If an abnormal wheel contact condition is determined, it may be desirable to open the fluid flow valve of the positioning structure 12D so that the second tubular member 12B is free to move up or down. Thus, in the illustrated embodiment, the electronic controller 20 is configured to control the height adjustable seat post 12 to be in a free state depending on the detection result. In this way, the change in the user's posture is achieved by bringing the seat post 12 into the free state so that the user's weight OF lifts the seat post 12 from the extended position 4 in the retracted position of 5 can lower based on the situation.

Regarding the flow chart of the 3 an example of a control process automatically performed by the electronic controller 20 will now be described. The electronic controller 20 can control the operational status of the height adjustable seat post 12 and the adjustable stem 14 . When the electronic controller 20 is turned on either manually or automatically in response to the operation of the human-powered vehicle V, the control operation becomes 3 performed periodically by the electronic controller 20 at a predetermined interval (eg, 0.05 seconds). The electronic controller 20 controls in the control process 3 selectively the height of the height-adjustable seat post 12 or the adjustable bare front structure 14 or both depending on the detection results of the at least one detector 18.

In step S1, the electronic controller 20 receives detection results from the at least one detector 18, which are explained below. The detection results are stored in the storage device 24 . The electronic controller 20 then proceeds to step S2.

In step S2, the processor 22 of the electronic controller 20 determines the running state (e.g., a wheel contact state) of the human-driven vehicle V based on the detection results stored in the storage device 24. Basically, the processor 22 of the electronic controller 20 compares the detection results with at least one predetermined value or operating state. Based on this comparison, the processor 22 of the electronic controller 20 determines whether there is an abnormal contact condition of the rear wheel RW and/or the front wheel FW or a normal contact condition of the rear wheel RW and/or the front wheel FW. An abnormal contact state of the rear wheel RW and/or the front wheel FW is when the human-powered vehicle V is in an unstable state where the possibility of the user falling is higher than the possibility of not falling. A normal contact state of the rear wheel RW and/or the front wheel FW is when the human-powered vehicle V is in a stable state in which the user is less likely to fall than not to fall. The electronic controller 20 then proceeds to step S3.

In step S3, the processor 22 of the electronic controller 20 activates the actuator 12C to either place the seat post 12 in a free state or lower the height of the seat post 12 to lower the user's center of gravity. The electronic controller 20 then proceeds to step S4.

In step S4, the processor 22 of the electronic controller 20 activates the actuator 14D to lower the height of the stem 14 to lower the user's center of gravity. The control process ends until the control process is executed next time.

In the flow chart of 3 Optionally, either step S3 or step S4 can be omitted so that only the seat post 12 or only the stem 14 is controlled. Alternatively, additional control steps can also be added so that either the seat post 12 or the stem 14 is controlled or both the seat post 12 and the stem 14 are controlled according to the different detection results. Also, control of the seatpost 12 can be expanded to include a step that determines whether the user is seated or standing. For example, if the electronic controller 20 determines that the user is seated, the seat post 12 will not be adjusted. On the other hand, when the electronic controller 20 determines that the user is standing, the seat post 12 can be adjusted based on the detection results of the at least one detector 18 indicating that the rear wheel RW and/or the front wheel FW is in an abnormal contact state.

coming back on 2 In the illustrated embodiment, the control system 10 further includes an actuator 30 configured to control the electronic controller 20 in accordance with a user input. In this configuration, the electronic controller 20 is set up to be switchable from an operating mode to a non-operating mode depending on the user input, regardless of the detection result. In other words, the electronic controller 20 can be manually controlled by a user using the operating device 30 . In this manner, a user manually actuates actuator 30 to control electronic controller 20 between an on state and an off state. In the on state, the height-adjustable seat post 12 and/or the adjustable stem 14 is adjusted depending on a detection result of the at least one detector 18 . In the off state, the height adjustable seat post 12 and the adjustable stem 14 are not automatically controlled by the user. Rather, in the off state, the height-adjustable seat post 12 and the adjustable stem 14 are manually actuated individually by the user. The actuator 30 may communicate with the electronic controller 20 via an electrical line using the input-output interface 26 or via wireless communication using the communicator 28 .

The electronic controller 20 and the actuating device 30 can here e.g. B. parts of a bicycle computer 32 be. For example, actuation device 30 may include a touch display panel and multiple user actuable input devices (e.g., pushbuttons). Thus, various control parameters of the various electrical components connected to the electronic controller 20 can be adjusted with the actuating device 30 . With the actuator 30 z. B. the height-adjustable seat post 12 and the adjustable stem 14 be operated manually. Alternatively, the height adjustable seat post 12 and the adjustable stem 14 may each be provided with an actuator separate from the actuator 30 .

As in 2 As can be seen, in the illustrated embodiment, the at least one detector 18 includes a plurality of detectors. The control system 10 can be configured to include any combination of the detectors, including only one of the detectors. Here, the at least one detector 18 includes an acceleration sensor 40 configured to detect a change in direction of a vehicle movement of the human-powered vehicle V as a detection result. The acceleration sensor 40 is an acceleration sensor that detects acceleration of the human-powered vehicle V including a direction of the acceleration. The term "sensor" as used herein refers to a hardware device or instrument designed to detect the presence or absence of a specific event, object, substance or change in its environment, respectively to detect and send a signal in response. Acceleration sensor 40 is preferably set up to detect the acceleration with respect to one or more axes. Acceleration sensor 40 is preferably set up to detect the acceleration in relation to a vertical direction. The acceleration sensor 40 can be a two-axis acceleration sensor or a three-axis acceleration sensor.

In any case, the acceleration sensor 40 is set up to detect an acceleration on the human-driven vehicle V. The electronic controller 20 communicates with the acceleration sensor 40 via a communication line (e.g. a dedicated signal line or via a power line using power line communication (PLC)) via the input-output interface 26. Alternatively, the acceleration sensor 40 communicates wirelessly with the electronic Controller 20 via the communicator 28. The electronic controller 20 compares in step S2 of the flow chart of FIG 3 the detection result of the acceleration sensor 40 with at least one pre-stored acceleration to determine whether or not there is an abnormal contact state. Here, the electronic controller 20 is configured to determine whether the abnormal contact state exists when the detection result of the acceleration sensor 40 is greater than a predetermined value. For example, the predetermined value corresponds to an acceleration value indicating a drastic change in the running direction of the human-powered vehicle V from a continuous and constant running direction (eg, an upward direction or a downward direction). Thus, the predetermined value corresponds to an acceleration value indicative of an abnormal contact state of the wheels.

In the illustrated embodiment, the at least one detector 18 includes a vehicle speed sensor 42 configured to capture a rate of change of a vehicle speed of the human-powered vehicle V as a detection result. The vehicle speed sensor 42 is arranged to detect information(s) corresponding to the rotational speed of either the rear wheel RW or the front wheel FW of the human-driven vehicle V. The vehicle speed sensor 42 can be mounted on the rear frame body RB for detecting the rotational speed of the rear wheel RW or on the be attached front suspension fork FF for detecting the speed of the front wheel FW. Preferably, the vehicle speed sensor 42 is configured to detect a magnet provided on the rear wheel RW or the front wheel FW. Preferably, the vehicle speed sensor 42 is configured to output a predetermined number of detection signals when the wheel 14 rotates once. Preferably, the predetermined number is one. The vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the rear wheel RW or the front wheel FW. The electronic controller 20 is set up to calculate the vehicle speed of the human-driven vehicle 10 from the rotational speed of the rear wheel RW or the front wheel FW. Preferably, the vehicle speed sensor 42 includes a magnetic tube forming a reed switch or a Hall element. The vehicle speed sensor 42 may be mounted on the rear frame body RB and configured to detect a magnet mounted on the rear wheel RW. Alternatively, the vehicle speed sensor 42 may be provided on the front suspension fork FF and configured to detect a magnet mounted on the front wheel FW. In the present embodiment, the vehicle speed sensor 42 is configured to have a reed switch detect a magnet when the rear wheel RW or the front wheel FW rotates once.

In any case, the vehicle speed sensor 42 is configured to detect a forward speed of the human-driven vehicle V . The electronic controller 20 communicates with the vehicle speed sensor 42 via a communication line (e.g. a signal dedicated line or via a power line using power line communication (PLC)) via the input-output interface 26. Alternatively, the vehicle speed sensor 42 communicates wirelessly with the electronic controller 20 via the communicator 28. In step S2 of the flow chart of FIG 3 the electronic controller 20 compares the detection result of the vehicle speed sensor 42 with at least one pre-stored forward speed value to determine whether or not there is an abnormal contact condition. Here, the electronic controller 20 is configured to determine the abnormal contact state when the detection result of the vehicle speed sensor 42 is greater than a predetermined value. For example, the predetermined value corresponds to a forward speed value indicative of a sudden drop in speed of the human-powered vehicle V from a predetermined speed range. Thus, the predetermined value corresponds to a forward speed value indicative of an abnormal contact condition of the wheels.

In the illustrated embodiment, the at least one detector 18 includes a vehicle inclination sensor 44 configured to detect an inclination angle of the human-powered vehicle V as a detection result. The vehicle inclination sensor 44 includes, for example, an inclination sensor. An inclination sensor includes e.g. B. at least one gyro sensor. In any case, the vehicle inclination sensor 44 is configured to detect a lateral inclination or inclination of the front frame body FB of the human-powered vehicle V. The electronic controller 20 is connected to the vehicle inclination sensor 44 via the input-output interface 26 via a communication line (eg, a dedicated signal line or via a power line using power line communication (PLC)). Alternatively, the vehicle inclination sensor 44 communicates wirelessly with the electronic controller 20 via the communicator 28. The electronic controller 20 compares in step S2 of the flow chart of FIG 3 the detection result of the vehicle inclination sensor 44 with at least one pre-stored inclination or lean value to determine whether or not there is an abnormal contact state. Here, the electronic controller 20 is configured to determine the abnormal contact state when the detection result of the vehicle inclination sensor 44 is/becomes larger than a predetermined value. For example, the predetermined value corresponds to a pitch or bank value indicating that a pitch or bank of the human-powered vehicle V has deviated from a predetermined bank or bank range. Thus, the predetermined value corresponds to a pitch or lean value indicative of an abnormal contact condition of the wheel.

In the illustrated embodiment, the at least one detector 18 includes a load sensor 46 configured to detect a load applied to the human-powered vehicle V as a detection result. The load sensor 46 may be, for example, a force sensor, a strain sensor, a vibration sensor, or a pressure sensor that detects a load applied to the human-powered vehicle V by the user. The electronic controller 46 communicates with the electronic controller 20 via a communication line (e.g. a dedicated signal line or via a power line using power line communication (PLC) via the input-output interface 26. Alternatively, the load sensor 46 communicates wirelessly with the electronic Controller 20 via the communicator 28. In step S2 of the flowchart of FIG 3 the electronic controller 20 compares the detection result of the load sensor 46 with at least one pre-stored load value to determine whether or not there is an abnormal contact state. Here, the electronic controller 20 is configured to determine the abnormal contact state when the detection result of the load sensor 46 is/becomes larger than the predetermined value. For example, the predetermined value corresponds to a load value indicating that the user's load on the human-powered vehicle V deviates from a predetermined load range. Thus, the predetermined value corresponds to a load value indicating that an abnormal contact state of the wheels such as the user is not in firm contact with the human-driven vehicle V is present.

In the illustrated embodiment, human-powered vehicle V includes handlebars H. Load sensor 46 includes a first load sensor 46A configured to sense a first load applied to handlebars H . The first load sensor 46A is a handlebar load sensor, which may be, for example, a force sensor, a strain sensor, a vibration sensor, or a pressure sensor that detects a load applied to the handlebars H of the human-propelled vehicle V by the user. In any case, the second load sensor 46B is configured to sense a force/load/pressure on the handlebars H . The electronic controller 20 communicates with the first load sensor 46A via a communication line (e.g. a dedicated signal line or via a power line using power line communication (PLC) via the input-output interface 26. Alternatively, the first load sensor 46A communicates wirelessly with the electronic controller 20 via the communicator 28. In step S2 of the flow chart of 3 the electronic controller 20 compares the detection result of the first load sensor 46A with at least one pre-stored load value to determine whether or not there is an abnormal contact state. For example, the predetermined value corresponds to a load speed indicating that the user's load on the human-powered vehicle V has deviated from a predetermined load range. That is, the predetermined value corresponds to a load value indicating that an abnormal contact condition of the wheel such as the user is not in firm contact with the handlebar H is present. The predetermined value can also be regarded as a value of a change in an angle when the handlebar H is operated.

In the illustrated embodiment, the load sensor 46 includes a second load sensor 46B configured to sense a second load applied to the saddle S. As shown in FIG. In any case, the second load sensor 46B is set up to detect a force/load/pressure on the saddle S. The electronic controller 20 communicates with the second load sensor 46B via a communication line (e.g. a dedicated signal line or via a power line using power line communication (PLC) via the input-output interface 26. Alternatively, the second load sensor 46B communicates wirelessly with the electronic Controller 20 via the communicator 28. In step S2 of the flowchart of FIG 3 the electronic controller 20 compares the detection result of the second load sensor 46B with at least one pre-stored load value to determine whether or not there is an abnormal contact state. For example, the predetermined value corresponds to a load speed indicating that the user's load on the human-powered vehicle V has deviated from a predetermined load range. The predetermined value thus corresponds to a load value which indicates that there is an abnormal contact condition of the wheel, e.g. B. that the user has no fixed contact with the saddle S.

In the illustrated embodiment, the load sensor 46 includes a third load sensor 46C configured to sense a third load applied to the pedal PD. The third load sensor 46C is a pedal load sensor used e.g. B. can be a force sensor, a strain sensor, a vibration sensor or a pressure sensor. In any case, the third load sensor 46C is set up to detect a force/load/pressure on one of the pedals PD. The third load sensor 46C can be provided on one or both of the pedals PD. The electronic controller 20 communicates with the third load sensor 46C via a communication line (e.g., a dedicated signal line or via a power line using power line communication (PLC)) via the input-output interface 26. Alternatively, the third load sensor communicates 46C communicates wirelessly with the electronic controller 20 via the communicator 28. In step S2 of the flow chart of FIG 3 the electronic controller 20 compares the detection result of the third load sensor 46C with at least one pre-stored load value to determine whether or not there is an abnormal contact state. For example, the predetermined value corresponds to a load value indicating that the user's load on the human-powered vehicle V has deviated from a predetermined load range. The predetermined value thus corresponds to a load value which indicates that there is an abnormal contact condition of the wheels, e.g. B. that the user's foot is not in firm contact with one of the pedals PD. The abnormal contact condition includes a pedal load where the user has more or less load than the predetermined load range.

In the illustrated embodiment, the load sensor 46 includes a fourth load sensor 46D configured to sense a fourth load acting on the wheel axle. The fourth load sensor 46D is a wheel axle load sensor z. B. can be a force sensor, a strain sensor, a vibration sensor or a pressure sensor. In any case, the third load sensor 46C is set up to detect a force/load/pressure on the wheel axle of one of the rear wheels RW or the front wheels FW. The fourth load sensor 46D can be provided on one of the wheels or on both wheels. The electronic controller 20 communicates with the fourth load sensor 46D via a communication line (e.g., a dedicated signal line or via a power line with power line communication (PLC)) via the input-output interface 26. Alternatively, the fourth load sensor 46D communicates wirelessly with the electronic controller 20 via the communicator 28. In step S2 of the flow chart of FIG 3 the electronic controller 20 compares the detection result of the fourth load sensor 46D with at least one pre-stored load value to determine whether or not there is an abnormal contact state. The predetermined value corresponds, for example, to a load speed indicating that the user's load on the human-powered vehicle V deviates from, or has deviated from, a predetermined load range. Thus, the predetermined value corresponds to a load value indicating that there is an abnormal contact condition of the wheels, e.g. B. that the rear wheel RW or the front wheel FW has no firm contact with the ground.

In the illustrated embodiment, the at least one detector 18 includes a user posture detection device 48 that is set up to detect the user's posture as a detection result. The user posture detection device 48 may be a camera that captures images (still images or video images) of the user. Here, the electronic controller 20 is configured to determine the abnormal state where the detection result of the user posture detection device 48 corresponds to at least one of the predetermined unstable states. The electronic controller 20 communicates with the user posture sensing device 48 via a communication line (e.g., a dedicated signal line or via a power line using power line communication (PLC)) via the input-output interface 26. Alternatively, the user communicates Posture detection device 48 wirelessly communicates with electronic controller 20 via communicator 28. In step S2 of the flowchart of FIG 3 the electronic controller 20 compares the detection result of the user posture detection device 48 with pre-stored images or information(s) indicative of an abnormal contact state to analyze the detected image and determine where the abnormal contact state is present or not. For example, the predetermined unstable state corresponds to a change in the user's posture, which indicates that the user's load on the human-powered vehicle V deviates/has deviated from a predetermined range for the user's posture. That is, the predetermined unstable condition corresponds to a condition indicative of an abnormal contact condition of the wheel, such as the user's posture not being in a driving position.

In the embodiment shown, the at least one detector 18 includes a brake sensor 50, which is set up to receive at least one actuation value of a brake actuation device (e.g. rear brake actuation device BL1 or front brake actuation device BL2) and an actuation value of the brake device (e.g. rear brake device BD1 or to detect the front brake device BD2). The brake sensor 50 can, for. B. be a switch, a force sensor, a strain sensor or a pressure sensor. In any case, the brake sensor 50 is set up to detect the actuation of at least one of the rear brake operating device BL1, the front brake operating device BL2, the rear braking device BD1 and the front braking device BD2. The brake sensor 50 may be provided at one or more of the rear brake operating device BL1, the front brake operating device BL2, the rear brake device BD1, and the front brake device BD2. The electronic controller 20 communicates with the brake sensor 50 via a communication line (e.g. a dedicated signal line or via a power line using power line communication (PLC)) via the input-output interface 26. Alternatively, the brake sensor 50 communicates wirelessly with the electronic Controller 20 via the communicator 28. The electronic controller 20 compares in step S2 of the flow chart of FIG 3 the detection result of the brake sensor 50 with at least one pre-stored operation value to determine whether or not there is an abnormal contact state. Here, the electronic controller 20 is configured to determine the abnormal contact state when the detection result of the brake sensor 50 is greater than a predetermined value. For example, the predetermined value corresponds to an operation value indicating that the user's load on the human-powered vehicle V has deviated from a predetermined operation range. Thus, the predetermined value of the operation corresponds to an operation value indicating that there is an abnormal contact state of the wheel.

Regarding the 2 and 19 until 23 For example, in the illustrated embodiment, the at least one detector 18 includes a switchable device 52 configured to be selectively actuated by something other than the user's hand. As in the 19 until 22 As can be seen, each of the pedals PD is provided with a switchable device 52A. The switchable device 52A can be, for example, a contact switch, a force sensor, a strain sensor or a pressure sensor. The switchable devices 52A are positioned on the pedals PD so that the user's shoe OS in the normal direction of travel ( 21 ) of the user's shoe OS does not touch the switchable devices 52A. However, when the user's shoe OS is in a predetermined orientation ( 22 ) is brought with respect to the pedal PD, the switchable device 52A is activated by the user's shoe OS touching the switchable device 52A. Thus, the switchable device 52A is provided on at least one pedal to be in contact with a shoe in a state where the shoe is in a predetermined orientation.

In relation to 23 In the illustrated embodiment, the front frame body FB is provided with at least one switchable device 52B. The switchable devices 52B can e.g. B. be a contact switch, a force sensor, a strain sensor or a pressure sensor. Here, the switchable devices 52B are positioned on the top tube of the front frame body FB so that the user's leg does not touch the switchable devices 52B during normal riding. However, the switchable devices 52B can be activated by the user's legs. In this case, the switchable device 52B is provided on a surface of the frame to contact/contact at least one leg or one foot in a predetermined orientation.

Switchable device 52A and switchable device 52B can also be set by the user to allow the user to override or cancel automatic control. The electronic controller 20 is thus set up to be switchable from an operating mode to a non-operating mode depending on the user input of the switchable device 52A and/or depending on the user input of the switchable device 52B independently of the detection result. In other words, electronic controller 20 may be manually controlled by a user via switchable device 52A or switchable device 52B. In this way, a user manually actuates switchable device 52A and/or switchable device 52B to control electronic controller 20 between an on and an off state.

Similar to in 23 As shown, the saddle S can be provided with at least one switchable device 52C. The switchable devices 52C may e.g. B. be a contact switch, a force sensor, a strain sensor or a pressure sensor. Here, the switchable devices 52C are positioned on the sides of the saddle S such that the user's leg does not activate the switchable devices 52C during normal riding. However, the switchable devices 52C can be activated when the user's legs are squeezed together.

For purposes of understanding the scope of the present invention, the term "comprising" and its derivatives, as used herein, are open-ended terms specifying the presence of the recited features, elements, components, groups, integers, and/or steps, but that Do not exclude the presence of other unspecified features, elements, components, groups, integers and/or steps. The foregoing also applies to words of similar import such as the terms "including", "with" and their derivatives. Also, the terms "part", "region", "section", "member", or "element" when used in the singular may have the dual meaning of a single part or a plurality of parts, unless otherwise noted.

As used herein, the following directional terms refer to "frame-facing side", "non-frame-facing side", "forward", "backward", "front", "rear", "top", "bottom", "over", " below", "upward", "downward", "top", "bottom", "sideways", "vertical", "horizontal", "perpendicular" and "across" and all other similar directional terms relating to the directions of a Human-powered vehicle (e.g., bicycle) in an upright, driving position and equipped with the control system. Accordingly, these directional terms used to describe the control system should be understood in relation to a human-powered vehicle (e.g., bicycle) in an upright riding position on a horizontal surface and equipped with the control system. The terms "left" and "right" are used to mean "right" when referring to the rear of the human-powered vehicle (e.g., bicycle) as viewed from the right-hand side, and "left" when when referring to the rear of the human-powered vehicle (e.g., bicycle) as viewed from the left-hand side.

The phrase "at least one of" as used in this disclosure means "one or more" of a desired selection. For example, the phrase "at least one of" as used in this disclosure means "only a single choice" or "both of two choices" when the number of choices is two. As another example, the phrase "at least one of," as used in this disclosure, means "only a single choice" or "any combination of equal to or more than two choices" when the number of its choices is equal to or greater than three is. Also, as used in this disclosure, the term "and/or" means "either one or both of."

Although the terms "first" and "second" are used herein to describe various components, these components should not be limited by those terms. These terms are only used to distinguish one component from another. For example, a first component discussed above could be referred to as a second component and vice versa without departing from the teachings of the present invention.

The term "attached" or "attaching" as used herein includes configurations in one element is directly attached to another element by directly attaching the element to the other element; configurations in which the element is indirectly attached to the other element by attaching the element to the intermediate element(s), which in turn are attached to the other element; and configurations in which one element is integral with another element, ie one element is substantially part of the other element. This definition also applies to words with a similar meaning, e.g. B. "joined", "joined", "coupled", "assembled", "glued", "attached" and their derivatives. Finally, as used herein, terms such as "substantially,""about," and "approximately" mean a degree of variation of the modified term such that the end result is not materially altered.

While only selective embodiments have been chosen to illustrate the present invention, those skilled in the art will recognize from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, unless expressly stated otherwise, the size, shape, location, or orientation of the various components can be changed as needed and/or desired so long as the changes do not substantially affect their intended function. Unless expressly stated otherwise, components that are directly connected or touch each other may have intermediate structures interposed between them so long as the changes do not substantially affect their intended function. The functions of one element can be performed by two elements and vice versa, unless explicitly stated otherwise. The structures and functions of one embodiment can be carried over into another embodiment. All advantages are not required to be present in a particular embodiment at the same time. Any feature which, alone or in combination with other features, distinguishes itself from the prior art should also be regarded as a separate description of further inventions of the applicant, including the structural and/or functional concepts embodied by that feature(s). will. Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US8246065 [0060]
• US 2020/0023918 A1 [0061]

Claims (18)

Control system (10) for a human-powered vehicle, the control system (10) comprising: at least one detector (18) arranged to detect information(s) relating to an abnormal contact state of a wheel of the human-propelled vehicle; and an electronic controller (20) configured to control a height adjustable seat post (12) and/or an adjustable stem (14) of the human-powered vehicle in accordance with a detection result of the at least one detector (18). Control system (10) according to claim 1 wherein the electronic controller (20) is arranged to control the height-adjustable seat post (12) and/or the adjustable stem (14) to lower a center of gravity of a user in accordance with the detection result. Control system (10) according to claim 1 , in which the electronic controller (20) is set up to control the height-adjustable seat post (12) and/or the adjustable stem (14) in order to adjust a height of the height-adjustable seat post (12) and/or the adjustable stem (14) in To lower compliance with the detection result. Control system (10) according to claim 1 wherein the electronic controller (20) is arranged to control the height adjustable seat post (12) in accordance with the detection result to adjust a height of the height adjustable seat post (12) to be in a free state. Control system (10) according to any one of Claims 1 until 4 wherein the at least one detector (18) includes an acceleration sensor arranged to detect a direction change in a vehicle movement of the human-powered vehicle as a detection result, and the electronic controller (20) is arranged to determine the abnormal contact state when the detection result of the acceleration sensor is/becomes larger than a predetermined value. Control system (10) according to any one of Claims 1 until 5 wherein the at least one detector (18) includes a vehicle speed sensor (42) arranged to detect a rate of change of a vehicle speed of the human-powered vehicle as a detection result, and the electronic controller (20) is arranged to determine the abnormal contact state when the detection result of the vehicle speed sensor (42) is/becomes greater than a predetermined value. Control system (10) according to any one of Claims 1 until 6 wherein the at least one detector (18) includes a vehicle inclination sensor (44) arranged to detect an inclination angle of the human-powered vehicle as a detection result, and the electronic controller (20) is arranged to determine the abnormal contact state when the detection result of the vehicle inclination sensor (44) is/becomes larger than a predetermined value. Control system (10) according to any one of Claims 1 until 7 wherein the at least one detector (18) includes a load sensor (46) arranged to detect a load applied to the human-powered vehicle as a detection result, and the electronic controller (20) is arranged to determine the abnormal contact state when the detection result of the load sensor (46) is/becomes greater than a predetermined value. Control system (10) according to claim 8 wherein the human-powered vehicle includes handlebars, the load sensor (46) includes a first load sensor (46A) arranged to sense a first load applied to the handlebars. Control system (10) according to claim 8 or 9 wherein the human-powered vehicle includes a saddle, the load sensor (46) includes a second load sensor (46B) arranged to sense a second load applied to the saddle. Control system (10) according to any one of Claims 8 until 10 wherein the human-powered vehicle includes a pedal, the load sensor (46) includes a third load sensor (46C) arranged to sense a third load applied to the pedal. Control system (10) according to any one of Claims 8 until 11 wherein the human-powered vehicle includes a wheel axle, the load sensor (46) includes a fourth load sensor (46D) arranged to sense a fourth load applied to the wheel axle. Control system (10) according to any one of Claims 1 until 12 , in which the at least one detector (18) includes a user posture detection device (48) configured to detect the user's posture as a detection result, and the electronic controller (20) is configured to determine the abnormal condition when the detection result the user posture detection device (48) corresponds to at least one of predetermined unstable states. Control system (10) according to any one of Claims 1 until 13 , wherein the at least one detector (18) includes a brake sensor (50) set up to detect at least one of an operation value of a brake operation device and an operation value of a brake device as a detection result, and the electronic controller (20) is set up to detect the abnormal To determine contact state when the detection result of the brake sensor (50) is greater than a predetermined value / is. Control system (10) according to any one of Claims 1 until 14 wherein the at least one detector (18) includes a switchable device (52) arranged to be selectively actuated by something other than the user's hand. Control system (10) according to claim 15 wherein the switchable device (52) is provided on at least one pedal to contact/contact a shoe in a state where the shoe is in a predetermined orientation. Control system (10) according to claim 15 wherein the human-powered vehicle includes a frame, the switchable device (52) is provided on a surface of the frame to be in contact with at least one of a leg and a foot in a predetermined orientation . Control system (10) according to any one of Claims 1 until 17 , further comprising an operating device configured to control the electronic controller (20) in accordance with a user input, and the electronic controller (20) configured to switch from an operating mode to a non-operating mode in accordance with the user input regardless of the detection result Operating mode to be switchable.

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