TW202237463A - Control system for a human-powered vehicle - Google Patents

Abstract

A control system is provided for a human-powered vehicle. The control system comprises at least one detector and an electronic controller. The at least one detector is configured to detect information related to an abnormal contact state of a wheel of the human-powered vehicle. The electronic controller is configured to control at least one of a height adjustable seatpost and an adjustable stem of the human-powered vehicle in accordance with a detection result of the at least one detector.

Description

Control systems for human-powered vehicles

The present disclosure generally relates to a control system for human-powered vehicles.

Some human-powered vehicles, particularly bicycles, have been provided with adjustable components to change the posture of the occupant (eg, the rider or user of the vehicle). For example, the posture of the occupant can be adjusted by changing the height of the vehicle seat relative to the frame. Also, for example, the rider's posture can be adjusted by changing the height of the handlebar taps relative to the frame. In recent years, some human-powered vehicles have offered height-adjustable seatposts that can be adjusted while riding the vehicle. Additionally, some human-powered vehicles offer adjustable handlebar taps that can be adjusted while riding the vehicle.

In general, the present disclosure relates to various features of control systems for human-powered vehicles. The term "human-powered vehicle" as used herein refers to a vehicle that can be driven by at least human power, but does not include a vehicle that uses only driving power other than human power. In particular, vehicles that use only an internal combustion engine as driving power are not included in human-powered vehicles. Human-powered vehicles are generally assumed to be compact, lightweight vehicles that sometimes do not require a permit to travel on public roads. There is no limit to the number of wheels on a human-powered vehicle. Human-powered vehicles include, for example, unicycles and vehicles with three or more wheels. Human-powered vehicles include, for example, various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, recumbent bikes, and electrically assisted bicycles (E-bikes).

In view of the state of the known technology and according to a first aspect of the present disclosure, a control system for a human-powered vehicle is provided. The control system basically includes at least one detector and an electronic controller. At least one detector is configured to detect information related to an abnormal contact state of wheels of the human-powered vehicle. The electronic controller is configured to control at least one of the height-adjustable seat post and the adjustable spigot of the human-powered vehicle according to the detection result of the at least one detector.

With the control system according to the first aspect, the electronic controller is able to automatically control at least one of the height-adjustable seat post and the adjustable spigot upon detection of an abnormal contact state of the wheels of the human-powered vehicle.

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 at least one of the height-adjustable seatpost and the adjustable faucet according to the detection result, so as to lower the center of gravity of the rider .

With the control system according to the second aspect, the electronic controller can automatically lower the center of gravity of the occupant upon detection of an abnormal contact state of the wheels 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 at least one of the height-adjustable seat post and the adjustable faucet according to the detection result to lower the height-adjustable seat At least one of a rod and an adjustable faucet.

With the control system according to the third aspect, the electronic controller is capable of automatically lowering the height of at least one of the height-adjustable seat post and the adjustable spigot upon detection of an abnormal contact state of the wheels of the human-powered vehicle.

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 control the height-adjustable seatpost according to the detection result, so as to adjust the height of the height-adjustable seatpost to be at free state.

With the control system according to the fourth aspect, the height of the height-adjustable seat post can be adjusted by setting the height-adjustable seat post in a free state so that the height of the height-adjustable seat post can be lowered by the weight of the rider.

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 accelerometer configured to detect a direction of vehicle motion of the human-powered vehicle change as the detection result, and the electronic controller is configured to determine the abnormal contact state that the detection result of the accelerometer 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 the accelerometer.

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 vehicle speed of a human-powered vehicle The rate of change of the detection result is taken as the detection result, and the electronic controller is configured to determine the abnormal contact state that 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 by using the 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 tilt sensor configured to detect the human force The tilt angle of the vehicle is taken as the detection result, and the electronic controller is configured to determine the abnormal contact state that the detection result of the vehicle tilt sensor is greater than a predetermined value.

With the control system according to the seventh aspect, it is possible to determine the abnormal contact state by using the vehicle tilt 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 The load of the vehicle is taken as the detection result, and the electronic controller is configured to determine the abnormal contact state that the detection result of the load sensor is greater than a predetermined value.

With the control system according to the eighth aspect, it is possible to determine the abnormal contact state by using the 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, the load sensor includes a first load sensor configured to detect The 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 the first load sensor.

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

With the control system according to the tenth aspect, it is possible to determine the abnormal contact state based on the load applied to the saddle by using the 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 constructed such that the human-powered vehicle includes pedals, the load sensor includes a third load sensor, and the third load A sensor is configured to detect 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 by using the 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, the fourth A load sensor is configured to detect a fourth load applied to the axle.

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

According to a thirteenth aspect of the present disclosure, the control system according to any one of the first to twelfth aspects is configured such that the at least one detector includes an occupant posture sensing device configured to Occupant posture is detected as the detection result, and the electronic controller is configured to determine that the detection result of the occupant posture sensing device corresponds to the abnormal state of at least one of predetermined unstable states.

With the control system according to the thirteenth aspect, the electronic controller can judge whether there is an abnormal contact state based on the posture of the occupant.

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 the actuation value of the brake device and the actuation value of the brake device is used as the detection result, and the electronic controller is configured to determine the abnormal contact state that 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 there is an abnormal contact state based on the actuation of the brake actuator or the actuation of the brake device.

According to a fifteenth aspect of the present disclosure, the control system according to any one of the first to fourteenth aspects is configured such that the at least one detector includes a switchable device configured to be controlled by an occupant Selectively operate on parts other than the hand.

With the control system according to the fifteenth aspect, a rider may manually activate the automatic control to adjust at least one of the height-adjustable seatpost and the adjustable stem without changing his or her grip on the handlebars.

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

With the control system according to the sixteenth aspect, an occupant may use his or her shoes to manually activate the automatic control to adjust at least one of the height adjustable seat post and the adjustable stem.

According to a seventeenth aspect of the present disclosure, the control system according to the fifteenth aspect is constructed such that the human-powered vehicle includes a frame, and the switchable device is provided to a surface of the frame so as to communicate with at least one of the legs and feet in a predetermined orientation. a touch.

With the control system according to the seventeenth aspect, an occupant may use his or her leg or foot to manually activate the automatic control to adjust at least one of the height adjustable seat post and the adjustable spigot.

According to an eighteenth aspect of the present disclosure, the control system according to any one of the first to seventeenth aspects further includes an operating device configured to control the electronic controller according to user input, and the electronic controller is controlled by configured to be switchable from an operational mode to a non-operative mode based on the user input regardless of the detection result.

With the control system according to the eighteenth aspect, the rider can manually control the electronic controller between an on state in which at least one of the height adjustable seat post and the adjustable spigot is automatically controlled and an off state in which the automatic control is cancelled.

In addition, 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, wherein preferred embodiments of the control system are disclosed with reference to the accompanying drawings.

Selected embodiments will now be described with reference to the drawings. It will be apparent from this disclosure to those skilled in the field of human-powered vehicles (e.g., bicycles) that the description of the following embodiments is provided for illustration only, and not to limit the claims defined by the accompanying claims and their equivalents invention.

Referring first to FIG. 1, a control system 10 for a human-powered vehicle V is provided, according to one illustrated embodiment. For example, in the illustrated embodiment, the human-powered vehicle V is a motor-assisted mountain bike (ie, an off-road bike). Alternatively, the human-powered vehicle V may be a road bicycle, city bicycle, cargo bicycle, recumbent bicycle, or other type of off-road bicycle, such as a cyclocross bicycle. The number of wheels of the human-powered vehicle V is not limited. Human-powered vehicles V include, for example, unicycles and vehicles with three or more wheels. Here, the human-powered vehicle V is a bicycle that at least partially uses human power as driving power for travel and includes an electric drive unit that assists the human power. In particular, vehicles that use only an internal combustion engine as driving power are not included in the human-powered vehicles of the present disclosure. More specifically, in the embodiments described below, the human-powered vehicle V is an electric assist bicycle (E-bike). The human-powered vehicle V is configured to support at least one rider (eg, rider or user).

As shown in FIG. 1, a human-powered vehicle V includes a body VB equipped with a plurality of electronic components. As shown in FIG. 1, the vehicle body VB has a front frame body FB and a rear frame body RB (swing arm) swingably mounted to the rear section of the front frame body FB so that the rear frame body RB can move relative to the front frame body. Body FB pivots. The front frame body FB and the rear frame body RB form the frame of the human-powered vehicle V, which is a bicycle frame in the case of a bicycle. Therefore, the human-powered vehicle V includes a vehicle frame.

The front wheels FW are mounted to the front frame body FB via front suspension forks FF (ie, front suspension). The front suspension fork FF is pivotally mounted to the head pipe of the front frame body FB. As will be described later, the handlebar H is attached to the upper end of the steering column or the steering tube ST of the front suspension fork FF. The front suspension fork FF absorbs the shock applied to the front wheel FW. The front wheel FW is attached to the lower end of the front suspension fork FF. The rear wheels RW are attached to 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. That is, the rear shock absorber RS absorbs the impact applied to the rear wheel RW. Therefore, each of the rear wheels RW and the front wheels FW of the human-powered vehicle V includes an axle.

The human-powered vehicle V also includes a drive train DT and a drive assist unit DU operatively coupled to the drive train DT. Here, for example, the power train DT is a chain drive type including a crank C, a front sprocket FS, a plurality of rear sprockets CS, and a chain CN. The crank C includes a crank shaft CA1 and a pair of crank arms CA2. The crankshaft CA1 is rotatably supported to the front frame body FB via the drive assist unit DU. A crank arm CA2 is provided at the opposite end of the crank shaft CA1. The human-powered vehicle V includes pedals PD rotatably coupled to the distal end of each crank arm CA2. The drive train DT can be selected from any type and can be a belt drive type or a shaft drive type. Here, the human-powered vehicle V further includes a rear derailleur RD attached to the rear frame body RB for moving the chain CN between the rear sprockets CS. The rear derailleur RD is a shifting device.

The front sprocket FS is provided on the crank C to rotate integrally with the crankshaft CA1. The rear sprocket CS is provided on the hub of the rear wheel RW. The chain CN runs around the front sprocket FS and the rear sprocket CS. The rider of the human-powered vehicle V applies human driving force to the pedals PD, and the driving force is transmitted to the rear wheel RW through the front sprocket FS, the chain CN, and the rear sprocket CS.

The drive assist unit DU is actuated in a conventional manner to assist the propulsion of the human-powered vehicle V. For example, the drive assist unit DU is actuated according to the human driving force applied to the pedal PD. The drive assist unit DU includes a motor. The drive assist unit DU is driven by electric power provided by the main battery pack BP mounted on the down tube of the human-powered vehicle V. As shown in FIG.

Preferably, the main battery pack BP houses at least one battery having one or more battery cells. The main battery pack BP is detachably provided in the down tube of the rear frame body RB. Each battery cell 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-powered vehicle V also includes a braking system having a rear brake device BD1 operated by a rear brake actuator BL1 and a front brake device BD2 operated by a front brake actuator BL2. The rear brake BD1 may be a hydraulically operated brake, a cable operated brake or an electrically operated brake. Also, the front brakes BD2 may be hydraulically operated brakes, cable operated brakes or electrically operated brakes. Here, the rear brake device BD1 is a brake caliper that applies a braking force to a rear disc rotating body or rotor R1 mounted on the hub of the rear wheel RW. Similarly, the front brake device BD2 is a brake caliper configured to apply a braking force to a front disc rotating body or rotor R2 mounted to the hub of the front wheel FW.

In the illustrated embodiment, the human-powered vehicle V has a height-adjustable seatpost 12 and an adjustable handlebar stem 14 . The height-adjustable seatpost 12 and adjustable handlebar stem 14 are examples of occupant posture changing devices that can be adjusted to change the occupant posture (e.g., rider or user posture) by changing the geometry of the human-powered vehicle V. . In other words, as the geometry of the human-powered vehicle V changes, the posture of the rider is directly changed by adjusting one or more of the height-adjustable seatpost 12 and the adjustable handlebar tap 14 . The height-adjustable seat post 12 may also be referred to as "seat post 12" for short, and the adjustable handlebar faucet 14 may also be referred to as "faucet 14" for short. The seat post 12 is mounted to the seat tube of the front frame body FB in a conventional manner. The human-powered vehicle V includes a saddle S. A saddle S is mounted on the upper end of the seat post 12 . The seat post 12 and the saddle S form a seat post assembly. The tap 14 is mounted between the steerer tube ST and the handlebar H in a conventional manner.

Referring now to FIG. 2 , a block diagram of a control system 10 for automatically adjusting at least one of the seatpost 12 and the spigot 14 is shown. The control system 10 is combined with at least one of the seatpost 12 and the stem 14 to form a vehicle control assembly 16 . 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 hardware device or instrument designed to detect the presence or absence of a particular event, object, substance, or change in its environment, and to emit a response signal. As used herein, the term "detector" does not include humans. The terms "controller" and "electronic controller" as used herein refer to hardware that executes software programs and do not include humans.

At least one detector 18 is configured to detect information related to an abnormal contact state of the wheels of the human-powered vehicle V. The detected information is transmitted to the electronic controller 20 through a signal. The term "signal" used here is not limited to electrical signals, but includes other types of signals, such as commands or wireless transmissions, depending on the configuration of the control system 10 . The electronic controller 20 is configured to control at least one of the height-adjustable seat post 12 and the adjustable faucet 14 of the human-powered vehicle V according to the detection result of the at least one detector 18 . The abnormal contact state of the wheels (for example, at least one of the rear wheel RW and the front wheel FW) refers to a state corresponding to the human-powered vehicle V being in an unstable state. In other words, for a bicycle, the abnormal contact state of the wheel corresponds to the bicycle being in a state indicating that the bicycle is overturned or out of the rider's control. The abnormal contact state of the wheel may include wheel slip and/or a tilted state of the vehicle body VB. At least one detector 18 detects the presence of an abnormal contact condition of the wheel by detecting a potential drop condition, a slip condition and/or a tilt condition.

For example, a potential fall condition may arise in the following situations: (1) vertical vibration to the human-powered vehicle V; (2) large impact to the human-powered vehicle V; (3) detection of the direction of motion of one of the wheels versus the rotation of the wheel Different directions; and (4) sudden impact on the pedal (eg, pedal hits a rock, tree root, step, etc.). Thus, for example, the electronic controller 20 is configured to detect any one or more of the following conditions through at least one detector 18 to determine the existence of a potential fall condition: (1) the direction of motion of the human-powered vehicle V occurs from a continuous and constant direction of travel; A drastic change (such as a drastic change in the direction of upward acceleration and/or downward acceleration); (2) a sudden loss of forward speed from a predetermined forward speed range; (3) a significant change in the attitude of the human-powered vehicle V from within a predetermined range (4) occupant load reduction or loss on a portion of the human-powered vehicle V (one of the pedals, saddle, handlebars, etc.); torque, no rotation of the crank, etc.).

Here, the terms "slipping" and "spinning" refer to the rotation of the wheel relative to the riding surface of the bicycle, wherein the tires of the wheel remain in contact with the riding surface, or the rotation of the wheel relative to the riding surface, wherein the wheel temporarily loses contact with the riding surface. Here, the terms "skidding" and "skidding" refer to lateral movement of the wheel relative to the direction of travel of the vehicle, wherein the tires of the wheel remain in contact with the riding surface, or rotation of the wheel relative to the riding surface of the bicycle, wherein the wheel temporarily loses contact with the riding surface. contact with the riding surface. Thus, it is apparent from this disclosure that it is desirable to lower the rider's posture by lowering the seatpost 12 and/or the adjustable stem 14 when an "unstable condition" such as a sliding condition occurs. Instability may occur due to wheel lock, undesired vehicle motion, skidding due to vehicle inertia, etc. When turning, driving in roundabouts, driving at high speed on a single track, driving down steps, driving uphill after going downhill, hitting an obstacle with the front wheel, driving on a narrow road, making a sharp turn while climbing a hill, applying downward pressure to the rear of the vehicle when braking These instabilities are especially problematic during periods of stress.

The electronic controller 20 is configured to detect any one or more of the following conditions through at least one detector 18 to determine the presence of a slipping condition: (1) a large lateral acceleration; (2) the difference between the rotational speed of the rear wheel RW and the rotational speed of the front wheel FW (3) the forward speed of the human-powered vehicle V determined by the first detector in the detector (as the accelerometer detects the forward speed) and the forward speed of the human-powered vehicle V determined by the second detector in the detector (for example , the vehicle speed sensor of the rear wheel detects a large difference between the speed due to wheel lock being 0m/h); (4) the estimated speed and the rear wheel speed based on the moving speed of the ground speed sensor or force Large differences between sensor values; (5) changes in the lateral acceleration of the human-powered vehicle V determined by the accelerometer 40; (6) braking messages for the front and rear wheels; (7) changes in the steering angle beyond a predetermined steering angle ; (8) a change in the direction of wheel rotation relative to the direction of travel of the human-powered vehicle V; and (9) no pedaling (eg, no pedal load, no torque applied to the pedals, no crank rotation, etc.).

Basically, the electronic controller 20 is configured to control at least one of the height-adjustable seat post 12 and the adjustable faucet 14 according to the detection result, so as to lower the center of gravity of the rider. In this way, the posture of the occupant can be changed according to the running state of the human-powered vehicle V. In the illustrated embodiment, the electronic controller 20 is configured to control at least one of the height-adjustable seatpost 12 and the adjustable spigot 14 according to the detection results, so as to lower the height of the height-adjustable seatpost 12 and the adjustable spigot 14. at least one of the heights. By lowering one or both of the height-adjustable seatpost 12 and the adjustable spigot 14, the occupant's center of gravity can be lowered.

As shown in FIGS. 4 and 5 , the height-adjustable seatpost 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 to provide the desired state between at least the extended (top) position of FIG. 4 and the retracted (low) position of FIG. 5 . adjustable. The height-adjustable seatpost 12 also includes an actuator 12C configured to move relative to the first tubular member 12A between the extended (top) position of FIG. 4 and the retracted (low) position of FIG. 5 . The second tubular member 12B is telescopically displaced. Actuator 12C is configured to be operated automatically or manually by electronic controller 20 . As illustrated in FIGS. 4 and 5 , the seatpost 12 also includes a detent structure 12D that is operated by an actuator 12C. The positioning structure 12D controls the amount by which the second tubular member 12B is inserted into the first tubular member 12A. Preferably, the amount of insertion of the second tubular member 12B into the first tubular member 12A is adjustable between the plurality of seatpost positions of the positioning structure 12D.

As shown in FIG. 6 , the positioning structure 12D of the seatpost 12 may be a simple mechanical adjustment device that operatively connects the first tubular member 12A and the second tubular member 12B together, based on the communication from the electronic controller 20 to the actuator. The motor control signal of the actuator 12C is used to selectively extend (raise) and retract (lower) the second tubular member 12B relative to the first tubular member 12A. In this first example, the actuator 12C includes a motor 12C1 and a gear reducer 12C2, while the positioning structure 12D includes a drive screw 12D1 and a nut 12D2 forming a linear motion mechanism.

Alternatively, the detent structure 12D of the seat post 12 may be constructed as a mechanical detent structure, for example, as disclosed in US Patent No. 8,246,065 (assigned to Shimano Inc.). In the case of a mechanical positioning structure, the positioning structure 12D directly axially moves the second tubular member 12B relative to the first tubular member 12A upon actuation of the actuator 12C. In this embodiment, the actuator 12C is an electric actuator. Specifically, the actuator 12C is a reversible direct current (DC) motor having a rotating shaft for outputting rotational force. The rotational shaft of the actuator 12C is coupled via a gear reducer to the positioning structure 12D for moving the second tubular member 12B directly up or down relative to the first tubular member 12A. Alternatively, actuator 12C may be a stepper motor, an alternating current (AC) motor, and/or an electromagnetic solenoid.

Alternatively, the positioning structure 12D of the seat post 12 may be configured as a fluid flow positioning structure, for example, as disclosed in US Patent Application Publication No. 2020/0023918 Al (assigned to Shimano Inc.). This fluid flow positioning structure is shown in FIG. 7 and FIG. 8 . Specifically, FIG. 7 shows the positioning structure 12D in a closed state, while FIG. 8 shows the positioning structure 12D in an open state. In the case of a fluid flow detent, the detent 12D is operated between a locked state (FIG. 7) and an adjustable state (FIG. 8) by an actuator 12C. In the locked state ( FIG. 7 ), the positioning structure 12D prevents the incompressible first fluid FL1 from flowing in the main fluid chamber MC between the first region MC1 and the second region MC2 . In the adjustable state ( FIG. 8 ), the positioning structure 12D interconnects the first area MC1 and the second area MC2 to allow the incompressible fluid FL1 to flow between the first area MC1 and the second area MC2 , and can be relatively A tubular member 12A moves axially. Furthermore, preferably, the seat post 12 has a secondary chamber SC filled with a compressible fluid FL2 for moving the cylindrical piston body PB.

In particular, the positioning structure 12D here includes a fluid flow valve body FVB, a fluid flow valve seat FVS and a fluid flow valve stem FVR. The position of fluid flow valve body FVB relative to fluid flow valve seat FVS is continuously adjustable by linear movement of fluid flow valve stem FVR between a closed position ( FIG. 7 ) and an open position ( FIG. 7 ). 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 the channel interconnecting the first and second regions MC1 and MC2. When the fluid flow valve body FVB is in the open position, the second tubular member 12B is axially movable relative to the first tubular member 12A. In particular, 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 to utilize the rider's weight to lower the height of the seatpost 12, or use a compressible The second fluid FL2 is used to raise the height of the seat post 12 .

In this embodiment, actuator 12C is mechanically coupled to fluid flow valve body FVB via fluid flow valve stem FVR to move fluid flow valve body FVB between a closed position and an open position. In this embodiment, the actuator 12C is an electric actuator. Specifically, as shown in FIGS. 8 and 9 , the actuator 12C includes a reversible direct current (DC) motor 12C1 and a gear reducer 12C2 for outputting rotational force. Here, the actuator 12C also includes a rotary linear cam 12C3 and a cam follower 12C4 for coupling the fluid flow valve stem FVR to the gear reducer 12C2. In this way, the rotational output of the motor 12C1 and the gear reducer 12C2 is converted into the linear motion of the fluid flow valve rod FVR.

Alternatively, the actuator 12C may be a stepper motor, an alternating current (AC) motor, and/or an electromagnetic solenoid for moving the fluid flow valve stem FVR of the positioning structure 12D between the closed position and the open position. For example, as shown in Figures 13 and 14, the actuator 12C is an electromagnetic solenoid. Here, actuator 12C includes an actuator frame AF that houses a permanent magnet PM and a pair of electrical coils EC1 and EC2. Electric coils EC1 and EC2 are energized to move plunger PA attached to fluid flow valve stem FVR for moving fluid flow valve body FVB to an open position.

As shown in FIG. 15, the 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 stem FVR. Spring SP1 is provided between actuator cylinder AC and actuator piston AP to bias actuator piston AP and fluid flow valve stem FVR to a low position. Port FP1 is on the opposite side of actuator piston AP from spring SP1. Accordingly, fluid is introduced into actuator cylinder AC via port FP1 to move actuator piston AP and fluid flow valve stem FVR to move fluid flow valve body FVB to an open or closed position. The fluid may be, for example, compressed air or hydraulic fluid.

As shown in FIG. 16, the 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 stem FVR. Actuator piston AP is held in a neutral position by a pair of springs SP1 and SP2. Alternatively, one or both of springs SP1 and SP2 may be omitted so that fluid pressure maintains actuator piston AP in a neutral position. Port FP1 is located on one side of actuator piston AP and port FP2 is located on the other side of actuator piston AP. Accordingly, fluid is introduced into actuator cylinder AC via port FP1 or port FP2 to move actuator piston AP and fluid flow valve stem FVR to move fluid flow valve body FVB to an open or closed position. The fluid may be, for example, compressed air or 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, when the fluid flow valve of the positioning structure 12D is in the open position, the second tubular member 12B is axially movable relative to the first tubular member 12A. When 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 compressed air. Additionally, when the fluid flow valve of the positioning structure 12D is in the open position, as shown in FIG. 5 , the second tubular member 12B can move to the retracted position under the force of the weight OF of the occupant. Since height-adjustable seatposts such as height-adjustable seatpost 12 are well known in the field of human-powered vehicles, the height-adjustable seatpost 12 will not be described in detail here.

As shown in FIGS. 17 and 18 , the faucet 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-powered vehicle V is a bicycle, the first coupling portion 14A constitutes a steering tube mount. The second coupling portion 14B is configured to be coupled to the handlebar H. As shown in FIG. In the case where the human-powered vehicle V is a bicycle, the second coupling portion 14B constitutes a handlebar mount. In this way, the stem 14 is rigidly mounted to the steering column ST of the front suspension fork FF and supports the handlebar H for turning the front suspension fork FF and the front wheel FW relative to the 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 movable relative to the first coupling portion 14A between a top position ( FIG. 17 ) and a low position ( FIG. 18 ). The adjustable handlebar tap 14 also includes an actuator 14D configured to move the second coupling portion 14B relative to the first coupling portion 14A for raising and lowering the handlebar H. As shown in FIG. Actuator 12C is configured to be operated automatically or manually by electronic controller 20 .

Referring back to FIG. 2, the electronic controller 20 is preferably a microcomputer including at least one processor 22 and at least one storage device 24 (ie, at least one computer storage device). The main battery pack BP is electrically connected to the electronic controller 20 . Alternatively, the electronic controller 20 has its own independent power supply. Electronic controller 20 is formed from one or more semiconductor dies mounted on a printed circuit board. The electronic controller 20 includes an input and output interface 26 and a communicator 28 . Electronic controller 20 may be provided anywhere on human-powered vehicle V as needed and/or desired. For example, the electronic controller 20 may be located anywhere on the front frame body FB or the handlebar H. In a first example, the electronic controller 20 is provided on the handlebar H as shown in FIG. 1 .

The processor 22 is a computer processor utilizing a central processing unit (CPU) or a graphics processing unit (GPU), and performs processing by controlling an algorithm to be described later. Storage device 24 is any computer storage device or any non-transitory computer readable medium, with the sole exception of transitory propagated signals. In other words, the term "storage device" as used herein refers to non-transitory computer readable memory. For example, the storage device 24 includes a non-volatile memory such as a flash memory, a hard disk, a ROM (Read Only Memory) device, or the like. In addition, the storage device 24 may also include volatile memory such as a RAM (Random Access Memory) device, for example.

The I/O interface 26 is a hardware device configured to input signals or data to the processor 22 and output signals or data from the processor 22 . The input-output interface 26 has various ports for attaching peripheral devices, such as the height-adjustable seatpost 12 , the adjustable spigot 14 , at least one detector 18 and other electrical components of the human-powered vehicle V. As shown in FIG. Accordingly, the input-output interface 26 is configured to transmit signals or data from the processor 22 to the height-adjustable seatpost 12, the adjustable spigot 14, and other electrical components of the human-powered vehicle V, as well as to transmit information from the height-adjustable seatpost 12. The adjustable faucet 14, at least one detector 18 and other electrical components of the human-powered vehicle V receive signals or data. The I/O interface 26 may include circuits and/or ports for power line communication (PLC), for connection to a control area network (CAN), or for asynchronous serial communication using a universal asynchronous receiver/transmitter (UART).

In the case of power line communication (PLC), the main battery pack BP is electrically connected to the height-adjustable seatpost 12 , the adjustable cock 14 and the input-output interface 26 of the electronic controller 20 through a power cable having a voltage line and a ground line. The I/O interface 26 is provided with a power line communication (PLC) circuit with a signal processing section, and the height-adjustable seat post 12 and the adjustable faucet 14 are also provided with a power line communication (PLC) circuit with a signal processing section. Thus, the operating signals or commands controlling the height-adjustable seatpost 12 and the adjustable spigot 14 are superimposed on the supply voltage flowing in the power cable interconnecting the electronic controller 20 with the height-adjustable seatpost 12 and the adjustable spigot 14 superior. In this way, data can be transmitted between the electronic controller 20 and the height-adjustable seat post 12 and the adjustable faucet 14 for two-way communication. Alternatively, instead of using power line communication (PLC), separate dedicated signal lines may be provided for communication between the electronic controller 20, the height adjustable seatpost 12 and the ground and voltage lines, as needed and/or desired. Data can be transmitted between the adjustable faucets 14 .

The communicator 28 is a wireless communication interface, which is a hardware device capable of wirelessly sending and receiving signals or data. The communicator 28 is configured to wirelessly transmit signals or data from the processor 22 to the height-adjustable seatpost 12 , the adjustable spigot 14 , and other electrical components of the human-powered vehicle V. For example, the communicator 28 may communicate wirelessly with the height-adjustable seatpost 12 and the adjustable spigot 14 using ANT+® or Bluetooth®. Therefore, for example, the processor 22 receives an input from at least one detector 18 installed on the human-powered vehicle V through the input-output interface 26, and then the processor 22 transmits a control signal to the height-adjustable seat post 12 through the communicator 28, which can The spigot 14 is adjusted to selectively control the height-adjustable seatpost 12 and/or the adjustable spigot 14 based on input from at least one detector 18 .

As mentioned above, the electronic controller 20 is configured to automatically control at least one of the height-adjustable seatpost 12 and the adjustable faucet 14 of the human-powered vehicle V when it is determined that there is an abnormal wheel contact state according to the detection result of the at least one detector 18. one. Under certain driving conditions of the human-powered vehicle V, it may be preferable to adjust only one of the seatpost 12 and the stem 14 when an abnormal wheel contact condition is determined to exist. On the other hand, in other running states of the human-powered vehicle V, it is preferable to adjust both the seatpost 12 and the faucet 14 at the same time or almost at the same time (within one second). When it is determined that there is an abnormal wheel contact state, it may be necessary to open the fluid flow valve of the positioning structure 12D so that the second tubular member 12B can freely move up and down. Therefore, in the illustrated embodiment, the electronic controller 20 is configured to control the height-adjustable seatpost 12 according to the detection result, so as to adjust the height of the height-adjustable seatpost to a free state. In this way, the posture of the occupant can be changed by placing the seatpost 12 in a free state, so that the weight of the occupant OF can lower the seatpost 12 from the extended position of FIG. 4 to the retracted position of FIG. 5 according to the situation.

Referring to the flowchart of FIG. 3 , one example of the control process automatically executed by the electronic controller 20 will now be described. The electronic controller 20 can control the operation states of the height-adjustable seat post 12 and the adjustable faucet 14 . When the electronic controller 20 is manually or automatically turned on in response to the operation of the human-powered vehicle V, the control process of FIG. 3 is periodically executed by the electronic controller 20 at prescribed intervals (for example, 0.05 seconds). In the control process of FIG. 3 , the electronic controller 20 selectively controls the height of the height-adjustable seat post 12 or the adjustable faucet 14 or both according to the detection result of at least one detector 18 .

In step S1, the electronic controller 20 receives detection results from at least one detector 18, which will be discussed 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 driving state of the human-powered vehicle V (such as the wheel contact state) according to the detection results stored in the storage device 24 . Basically, the processor 22 of the electronic controller 20 compares the detection result with at least one predetermined value or operating state for each detection result. Based on this comparison, the processor 22 of the electronic controller 20 determines whether there is an abnormal contact state of at least one of the rear wheels RW and the front wheels FW, or whether there is a normal contact state of at least one of the rear wheels RW and the front wheels FW. When the human-powered vehicle V is in an unstable state where the possibility of the occupant falling is greater than that of not falling, at least one of the rear wheels RW and the front wheels FW is in an abnormal contact state. When the human-powered vehicle V is in a stable state where the possibility of the occupant not falling is greater than that of falling, at least one of the rear wheels RW and the front wheels FW is in a normal contact state. 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 release the seat post 12 to a free state, or lower the height of the seat post 12 to lower the center of gravity of the occupant. 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 faucet 14 to lower the center of gravity of the occupant. The control process ends until the next time the control process is executed.

In the flow chart of FIG. 3 , optionally, step S3 or step S4 can be omitted, so that only the seat post 12 or only the faucet 14 is controlled. Furthermore, optionally, additional control steps may be added so that either the seatpost 12 or the spigot 14 , or both the seatpost 12 and the spigot 14 are controlled according to various detection results. Additionally, the control of the seatpost 12 may be expanded by including the step of determining whether the occupant is sitting or standing. For example, if the electronic controller 20 determines that the occupant is seated, the seatpost 12 is not adjusted. On the other hand, if the electronic controller 20 determines that the occupant is standing, the seat post 12 may be adjusted based on the detection result of the at least one detector 18 indicating that at least one of the rear wheel RW and the front wheel FW has an abnormal contact state.

Referring back to FIG. 2 , in the illustrated embodiment, the control system 10 further includes an operating device 30 configured to control the electronic controller 20 according to user input. With this configuration, the electronic controller 20 is constructed to switch from the operation mode to the non-operation mode according to user input regardless of the detection result. In other words, the electronic controller 20 can be manually controlled by the occupant using the operating device 30 . In this way, the occupant manually operates the operating device 30 to control the electronic controller 20 between the on state and the off state. In the open state, at least one of the height-adjustable seat post 12 and the adjustable faucet 14 is controlled according to the detection result of at least one detector 18 . In the closed state, the height-adjustable seat post 12 and the adjustable faucet 14 are not automatically controlled by the rider. In contrast, in the closed state, the height-adjustable seatpost 12 and the adjustable spigot 14 are individually operated manually by the occupant. The operating device 30 can communicate with the electronic controller 20 via wires using the input-output interface 26 or via wireless communication using the communicator 28 .

Here, for example, the electronic controller 20 and the operating device 30 may be part of a cycle computer 32 . Therefore, for example, the operating device 30 may include a touch display panel and a plurality of user-operable input devices (eg, buttons). Thus, the operating device 30 can be used to set various control parameters of various electronic components connected to the electronic controller 20 . For example, the operating device 30 may be used to manually operate the height-adjustable seatpost 12 and the adjustable spigot 14 . Alternatively, each of the height-adjustable seat post 12 and the adjustable spigot 14 may be provided with an operating device separate from the operating device 30 .

As shown in FIG. 2, in the illustrated embodiment, at least one detector 18 comprises a plurality of detectors. Control system 10 may be configured to include any combination of detectors, including only one of the detectors. Here, the at least one detector 18 comprises an accelerometer 40 configured to detect a change in direction of the vehicle motion of the human-powered vehicle V as a result of the detection. The accelerometer 40 is an acceleration sensor that detects acceleration on the human-powered vehicle V, including the direction of the acceleration. As used herein, the term "sensor" refers to a hardware device or instrument designed to detect the presence or absence of a particular event, object, substance, or change in its environment, and to emit a response signal. Preferably, accelerometer 40 is configured to detect acceleration of one or more axes. Preferably, the accelerometer 40 is configured to detect acceleration relative to the vertical direction. Accelerometer 40 may be a two-axis accelerometer or a three-axis accelerometer.

In any case, the accelerometer 40 is configured to detect acceleration on the human-powered vehicle V. As shown in FIG. The accelerometer 40 communicates with the electronic controller 20 through the input-output interface 26 through a communication line such as a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the accelerometer 40 communicates wirelessly with the electronic controller 20 via a communicator 28 .In step S2 of the flow chart of Fig. 3, electronic controller 20 compares the detection result of accelerometer 40 with at least one prestored acceleration, to determine whether abnormal contact state exists.Here, electronic controller 20 is constructed as It is determined that the detection result of the accelerometer 40 is greater than the abnormal contact state of the predetermined value. For example, the predetermined value corresponds to the acceleration that represents the driving direction of the human-powered vehicle V from a continuous and constant driving direction (for example, an upward direction or a downward direction). Therefore, the predetermined value corresponds to an acceleration value indicating that an abnormal wheel contact condition is occurring.

In the illustrated embodiment, the at least one detector 18 includes a vehicle speed sensor 42 configured to detect a rate of change of the vehicle speed of the human-powered vehicle V as a detection result. The vehicle speed sensor 42 is configured to detect information corresponding to the rotational speed of the rear wheels RW or the front wheels FW of the human-powered vehicle V. The vehicle speed sensor 42 can be fixed on the rear frame body RB to detect the rotation speed of the rear wheel RW, or on the front suspension fork FF to detect the rotation speed of the front wheel FW. Preferably, the vehicle speed sensor 42 is constructed 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 and detect a predetermined number of signals each time 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 wheels RW or the front wheels FW. The electronic controller 20 is configured to calculate the vehicle speed of the human-powered vehicle 10 from the rotational speed of the rear wheels RW or the front wheels FW. Preferably, the vehicle speed sensor 42 includes a magnetic reed forming a reed switch or 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 constructed to detect a magnet mounted on the front wheel FW. In the present embodiment, the vehicle speed sensor 42 is constructed such that the reed switch detects the magnet every time the rear wheel RW or the front wheel FW rotates once.

In any event, the vehicle speed sensor 42 is configured to detect the forward speed of the human-powered vehicle V. As shown in FIG. The vehicle speed sensor 42 communicates with the electronic controller 20 through the input and output interface 26 through a communication line (for example, a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the vehicle speed sensor 42 communicates with the electronic controller 20 through a communicator 28 Device 20 wireless communication.In the step S2 of the flow chart of Fig. 3, electronic controller 20 compares the detection result of vehicle speed sensor 42 with at least one prestored forward speed value, to determine whether abnormal contact state exists.Here The electronic controller 20 is constructed to determine the abnormal contact state that the detection result of the vehicle speed sensor 42 is greater than a predetermined value. For example, the predetermined value corresponds to the forward speed value indicating that the manpower vehicle V suddenly loses speed from the predetermined speed range. Therefore, the predetermined The value corresponds to the forward speed value indicating that an abnormal wheel contact condition is occurring.

In the illustrated embodiment, the at least one detector 18 includes a vehicle tilt sensor 44 configured to detect the tilt angle of the human-powered vehicle V as a result of the detection. The vehicle tilt sensor 44 includes, for example, a tilt sensor. The tilt sensor includes at least a gyro sensor, for example. In any case, the vehicle tilt sensor 44 is configured to detect a lateral tilt or lean of the front frame body FB of the human-powered vehicle V. As shown in FIG. The vehicle tilt sensor 44 communicates with the electronic controller 20 through the input-output interface 26 through a communication line such as a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the vehicle tilt sensor 44 communicates with the electronic controller 20 through a communicator 28 Electronic controller 20 wireless communication.In step S2 of the flowchart of Fig. 3, electronic controller 20 compares the detection result of vehicle tilt sensor 44 with at least one prestored tilt or inclination value, to determine that abnormal contact state exists Or not. Here, the electronic controller 20 is constructed to determine the abnormal contact state that the detection result of the vehicle inclination sensor 44 is greater than a predetermined value. For example, the predetermined value corresponds to indicating that the inclination or inclination of the manpower vehicle V has deviated from the predetermined inclination or inclination. A range of inclination or inclination values. Thus, the predetermined value corresponds to an inclination or inclination value indicating that an abnormal wheel contact condition is occurring.

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 result of the detection. 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 an occupant. The load sensor 46 communicates with the electronic controller 20 through the input-output interface 26 via a communication line such as a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the load sensor 46 communicates with the electronic controller 20 via a communicator 28 Device 20 wireless communication.In the step S2 of the flow chart of Fig. 3, electronic controller 20 compares the detection result of load sensor 46 with at least one pre-stored load value, to determine whether abnormal contact state exists or not.Here The electronic controller 20 is constructed to determine the abnormal contact state that the detection result of the load sensor 46 is greater than a predetermined value. For example, the predetermined value corresponds to a load value representing that the occupant load on the human-powered vehicle V has deviated from a predetermined load range. Therefore , the predetermined value corresponds to a load value indicating that an abnormal wheel contact condition is occurring, eg, the occupant is not in firm contact with the human-powered vehicle V.

In the illustrated embodiment, the human-powered vehicle V includes a handlebar H, and the load sensor 46 includes a first load sensor 46A configured to detect a first load applied to the handlebar H. As shown in FIG. 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 handlebar H of the human-powered vehicle V by a rider. sensor. In any event, the first load sensor 46A is configured to detect force/load/pressure on the handlebar H. The first load sensor 46A communicates with the electronic controller 20 through the input-output interface 26 through a communication line (for example, a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the first load sensor 46A communicates with the electronic controller 20 via a communicator 28 communicates wirelessly with the electronic controller 20. In step S2 of the flowchart of Fig. 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 the abnormal contact state Presence or absence. For example, the predetermined value corresponds to the load speed indicating that the occupant load on the human-powered vehicle V has deviated from the predetermined load range. Therefore, the predetermined value corresponds to a load value indicating that an abnormal wheel contact state is occurring, such as the occupant is not firmly The ground contacts the handlebar H. The predetermined value may also be regarded as a value that varies with the operating angle of the handlebar H.

In the illustrated embodiment, the load sensors 46 include a second load sensor 46B configured to detect a second load applied to the saddle S. As shown in FIG. The second load sensor 46B is a saddle load sensor, which may be, for example, a force sensor, a strain sensor, a vibration sensor, or a pressure sensor. In any event, the second load sensor 46B is configured to detect force/load/pressure on the saddle S. As shown in FIG. The second load sensor 46B communicates with the electronic controller 20 through the input-output interface 26 via a communication line such as a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the second load sensor 46B communicates with the electronic controller 20 via a communicator 28 communicates wirelessly with the electronic controller 20. 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 prestored load value to determine that the abnormal contact state exists or not. For example, the predetermined value corresponds to a load velocity indicating that the occupant load on the human-powered vehicle V has deviated from a predetermined load range. Thus, the predetermined value corresponds to a load value indicating that an abnormal wheel contact condition is occurring, such as that the occupant is not securely Contact Saddle S.

In the illustrated embodiment, load sensors 46 include a third load sensor 46C configured to detect a third load applied to pedal PD. The third load sensor 46C is a pedal load sensor, which may be, for example, a force sensor, a strain sensor, a vibration sensor, or a pressure sensor. In any event, the third load sensor 46C is configured to detect force/load/pressure on one of the pedals PD. A third load sensor 46C may be provided on one or both of the pedals PD. The third load sensor 46C communicates with the electronic controller 20 through the input-output interface 26 via a communication line such as a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the third load sensor 46C communicates with the electronic controller 20 via a communicator 28 communicates wirelessly with the electronic controller 20. In step S2 of the flowchart 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 abnormal contact Whether the state exists or not. For example, the predetermined value corresponds to the load value indicating that the occupant load on the human-powered vehicle V has deviated from the predetermined load range. Therefore, the predetermined value corresponds to the load value indicating that the abnormal wheel contact state is occurring, such as occupant's The foot is not in firm contact with one of the pedals PD. The abnormal wheel contact state includes where the pedal load of the occupant is greater or less than a predetermined load range.

In the illustrated embodiment, load sensors 46 include a fourth load sensor 46D configured to detect a fourth load applied to the axle. The fourth load sensor 46D is an axle load sensor, which may be, for example, a force sensor, a strain sensor, a vibration sensor, or a pressure sensor. In any event, the fourth load sensor 46D is configured to detect force/load/pressure on the axle of one of the rear wheels RW or front wheels FW. A fourth load sensor 46D may be provided on one or both of the wheels. The fourth load sensor 46D communicates with the electronic controller 20 through the input-output interface 26 via a communication line such as a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the fourth load sensor 46D communicates with the electronic controller 20 via a communicator 28 communicates wirelessly with the electronic controller 20. In step S2 of the flowchart 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 abnormal contact The state exists or not. For example, the predetermined value corresponds to the load speed indicating that the occupant load on the human-powered vehicle V has deviated from the predetermined load range. Therefore, the predetermined value corresponds to the load value indicating that an abnormal wheel contact state is occurring, such as the rear wheel RW Or the front wheel FW is not in firm contact with the ground.

In the illustrated embodiment, the at least one detector 18 includes an occupant posture sensing device 48 configured to detect occupant posture as a result of the detection. The occupant posture sensing device 48 may be a camera that captures images (still images or video images) of the occupants. Here, the electronic controller 20 is configured to determine an abnormal state in which the detection result of the occupant posture sensing device 48 corresponds to at least one of predetermined unstable states. The occupant posture sensing device 48 communicates with the electronic controller 20 through the input-output interface 26 via a communication line such as a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the occupant posture sensing device 48 communicates with the electronic controller 20 via a communicator 28 communicates wirelessly with the electronic controller 20. In step S2 of the flow chart of FIG. To analyze and detect images to determine whether the abnormal contact state exists or not. For example, a predetermined unstable state corresponds to a change in the posture of the occupant, which shows that the load of the occupant on the human-powered vehicle V has deviated from the predetermined occupant posture range. Therefore, the predetermined unstable state The state corresponds to a state indicating that an abnormal wheel contact condition is occurring, eg, the occupant's posture is not a riding posture.

In the illustrated embodiment, at least one detector 18 includes a brake sensor 50 configured to detect an actuation value of a brake actuator (eg, rear brake actuator BL1 or front brake actuator BL2 ) and At least one of the actuation values of the brake device (for example, the rear brake device BD1 or the front brake device BD2 ) is used as the detection result. The brake sensor 50 may be, for example, a switch, a force sensor, a strain sensor or a pressure sensor. In any case, the brake sensor 50 is configured to detect actuation of at least one of the rear brake actuator BL1 , the front brake actuator BL2 , the rear brake device BD1 and the front brake device BD2 . The brake sensor 50 may be provided on one or more of the rear brake actuating device BL1 , the front brake actuating device BL2 , the rear brake device BD1 and the front brake device BD2 . The brake sensor 50 communicates with the electronic controller 20 through the input and output interface 26 through a communication line (for example, a dedicated signal line or through a power line using power line communication (PLC). Alternatively, the brake sensor 50 communicates with the electronic controller 20 through a communicator 28 Device 20 wireless communication.In step S2 of the flow chart of Fig. 3, electronic controller 20 compares the detection result of brake sensor 50 with at least one prestored actuation value, to determine whether abnormal contact state exists.Here The electronic controller 20 is configured to determine an abnormal contact state in which the detection result of the brake sensor 50 is greater than a predetermined value. For example, the predetermined value corresponds to an indication that the load of the occupant on the manpower vehicle V has deviated from a predetermined actuation range. Thus, the predetermined actuation value corresponds to an actuation value indicating that an abnormal wheel contact condition is occurring.

Referring now to FIGS. 2 and 19 to 23, in the illustrated embodiment, at least one detector 18 includes a switchable device 52 configured to be selectively operated by other than the occupant's hand. As shown in FIGS. 19 to 22, each pedal PD is provided with a switchable device 52A. The switchable device 52A may be, for example, a contact switch, a force sensor, a strain sensor, or a pressure sensor. The switchable device 52A is positioned on the pedal PD such that the rider's shoe OS does not contact the switchable device 52A during the normal riding orientation of the rider's shoe OS ( FIG. 21 ). However, when the occupant's shoe OS moves to a predetermined orientation ( FIG. 22 ) relative to the pedal PD, the switchable device 52A is contacted by the occupant's shoe OS to activate the switchable device 52A. Thus, switchable means 52A are provided for at least one pedal to come into contact with the shoe when the shoe is in a predetermined orientation.

Referring now to Figure 23, in the embodiment shown, the front frame body FB is provided with at least one switchable device 52B. The switchable device 52B may be, for example, a contact switch, a force sensor, a strain sensor or a pressure sensor. Here, the switchable device 52B is positioned on the top tube of the front frame body FB such that the rider's legs do not contact the switchable device 52B during normal riding. However, switchable device 52B may be activated by the occupant's legs. Thus, here, the switchable device 52B is provided to the surface of the frame so as to contact at least one of the leg and the foot in a predetermined orientation.

Switchable device 52A and switchable device 52B can also be set by the user for the occupant to disable or cancel the automatic control. Accordingly, the electronic controller 20 is configured to switch from the operative mode to the non-operative mode based on user input from the switchable device 52A and/or based on a user input from the switchable device 52B regardless of the detection result. In other words, electronic controller 20 may be manually controlled by an occupant using switchable device 52A or switchable device 52B. In this manner, an occupant manually operates switchable device 52A and/or switchable device 52B to control electronic controller 20 between an "on" state and an "off" state.

Similarly, as seen in Figure 23, the saddle S may be provided with at least one switchable device 52C. The switchable device 52C may be, for example, a contact switch, a force sensor, a strain sensor or a pressure sensor. Here, the switchable device 52C is positioned on the side of the saddle S such that the rider's legs do not actuate the switchable device 52C during normal riding. However, switchable device 52C may be activated by the occupant's legs being squeezed together.

When understanding the scope of the present invention, the term "comprising" and its derivatives used herein are open-ended terms, which specify the presence of stated features, elements, components, groups, integers and/or steps, but do not exclude the presence of other Features, elements, components, groups, integers and/or steps are not recited. The foregoing also applies to words with similar meanings, such as the terms "comprising", "having" and their derivatives. In addition, unless otherwise specified, the terms "component", "section", "portion", "member" or "element" when used in the singular may have the dual meaning of a single part or a plurality of parts.

The following directional terms are used herein "frame-facing side", "non-frame-facing side", "forward", "rearward", "front", "rear", "upper", "lower", "above" , "below", "up", "down", "top", "bottom", "side", "upright", "horizontal", "vertical", and "landscape" and any other similar directional terms These directions refer to the field of human-powered vehicles, such as bicycles, in the upright riding position and equipped with a control system. Accordingly, these directional terms used to describe control systems should be interpreted relative to the field of human-powered vehicles (eg, bicycles) equipped with control systems in an upright riding position on a horizontal surface. The terms "left" and "right" are used when referring to the right side when viewed from the rear of a human-powered vehicle field (such as a bicycle) and when referring to viewing from the rear of a human-powered vehicle field (such as a bicycle) indicates the "left" side.

The phrase "at least one" as used in this disclosure means "one or more" of the desired options. As an example, if the number of options is two, the phrase "at least one or at least one" is used in this disclosure to mean "only a single option" or "both of the two options." As another example, if the number of choices is three or more, the phrase "at least one or at least one" in this disclosure means "only a single choice" or "any choice equal to or greater than two choices." combination". In addition, the term "and/or" used in this disclosure means "either or both".

Also, it should be understood that although the terms "first" and "second" may be used herein to describe various components, these components should not be limited by these terms. These terms are only used to distinguish one component from another. Thus, for example, a first component discussed above could be termed a second component, and vice versa, without departing from the teachings of the present invention.

The terms "attached" or "attached" as used herein encompass configurations in which an element is directly secured to another element by directly attaching the element to another element, configurations in which an element is attached to an or a plurality of intermediate members and the one or more intermediate members are added to the other element and the element is indirectly fixed to the configuration of the other element, and one element is integrated with another element, that is, an element A configuration that is essentially part of another component. This definition also applies to words of similar meaning, such as the terms "incorporated", "connected", "coupled", "mounted", "bonded", "fixed" and their derivatives. Finally, terms of degree such as "substantially or substantially", "approximately or approximately", and "approximately or approximately" as used herein mean that the term they modify has an amount of deviation such that the end result will not be substantially changed.

While only selected embodiments have been chosen to illustrate the invention, it will be apparent to those skilled in the art from this disclosure that, without departing from the scope of the invention as defined in the appended patent claims, it may be possible to Implement various changes and modifications. For example, unless expressly stated otherwise, the size, shape, location, or orientation of the various components may be changed as needed and/or desired so long as the changes do not materially affect their intended function. . Unless expressly stated otherwise, components shown to be directly connected or in contact with each other may have intermediate structures disposed therebetween as long as such changes do not materially affect their intended function. The functions of one element can be performed by two, and vice versa, unless explicitly stated otherwise. The structures and actions or functions of one embodiment can be adopted in another embodiment. Not all advantages are necessarily present in a particular embodiment at the same time. Each distinctive feature which differs from the prior art, alone or in combination with other features, should also be considered a separate statement of a further invention of the applicant, including the structural and/or functional concepts embodied by such feature. Therefore, the above descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the present invention defined by the appended claims and their equivalents.

10: Control system 12: Height adjustable seat post, seat post 14: Adjustable handlebar faucet, adjustable faucet 16: Vehicle control assembly 18: detector 20: Electronic controller, controller 22: Processor 24: storage device 26: Input and output interface 28: Communicator 30: Operating device 32: Bicycle computer 40: Accelerometer 42: Vehicle speed sensor 44: Vehicle tilt sensor 46: Load sensor 48: Occupant posture sensing device 50:Brake sensor 52: switchable device 12A: first tubular member 12B: second tubular member 12C: Actuator 12C1: Motor 12C2: gear reducer 12C3: Rotary linear cam 12C4: Cam follower 12D: positioning structure 12D1: Drive screw 12D2: Nut 14A: the first coupling part 14B: the second coupling part 14C: Movable part 14D: Actuator 46A: First load sensor 46B: Second load sensor 46C: Third load sensor 46D: Fourth load sensor 52A: switchable device 52B: switchable device 52C: switchable device AC: actuator cylinder AF: Actuator Frame AP: Actuator Piston BD1: rear brake device BD2: Front brake device BL1: Rear brake actuator BL2: Front brake actuator BP: Main battery pack C: Crank CA1: crankshaft CA2: crank arm CN:Chain CS: rear sprocket DT: drive train DU: Drive Assist Unit EC1: electric coil EC2: electric coil FP1: port FP2: port FB: Front frame body FF: front suspension fork FL1: First Fluid FL2: compressible fluid, second fluid FS: front sprocket FVB: Fluid Flow Valve Body FVR: Fluid Flow Stem FVS: Fluid Flow Valve Seat FW: front wheel H: handlebar MC: main fluid chamber MC1: First Region MC2:Second area OF: weight OS: shoes PA: Plunger PB: cylindrical piston body PD: pedal R1: rotor R2: rotor RB: rear frame body RD: rear derailleur RS: rear shock absorber or suspension RW: rear wheel S: saddle SC: Second Chamber SP1: Spring SP2: spring ST: steering tube V: human vehicle VB: Body

Reference is now made to the attached drawings forming part of this original disclosure:

[ Fig. 1 ] is a side view of a human-powered vehicle (such as a bicycle) equipped with a control assembly according to one illustrated embodiment.

[ Fig. 2 ] is a block diagram showing a control system for automatically adjusting at least one of a height-adjustable seat post and an adjustable spigot of a human-powered vehicle according to the illustrated embodiment.

[Fig. 3] is a flow chart of automatic control performed by the electronic controller of the control system to automatically change and adjust the height-adjustable seat post and the adjustable faucet of the human-powered vehicle according to the detection results of at least one detector shown in Fig. 2. at least one;

[ Fig. 4 ] is a side view of the height-adjustable seat post in the raised position, in which the positioning structure is schematically shown.

[ Fig. 5 ] is a side view of a height-adjustable seat post, schematically showing a positioning structure, in which the height-adjustable seat post has been adjusted to a lower position, since it is determined that an abnormal contact state of a wheel of a human-powered vehicle exists;

[ FIG. 6 ] is a longitudinal sectional view of a first example of a positioning structure for a height-adjustable seatpost, wherein the height-adjustable seatpost can be selectively raised and lowered to a desired or preset height by an electronic controller;

[ Fig. 7 ] is a longitudinal sectional view of a second example of a positioning structure for a height-adjustable seatpost, wherein the positioning valve of the positioning structure is shown in a closed state;

[FIG. 8] is a longitudinal sectional view of the positioning structure shown in FIG. 7, wherein the positioning valve is in an open state;

[FIG. 9] is a perspective view of an actuator for the positioning structure shown in FIGS. 7 and 8;

[ Fig. 10 ] is an enlarged perspective view of a selected part of the actuator shown in Fig. 9 .

[ Fig. 11 ] is a side elevational view of the rotary linear cam and cam follower for the actuator shown in Figs. 9 and 10, with the cam follower in a low position.

[ Fig. 12 ] is a side elevational view of the rotary linear cam and cam follower shown in Fig. 11 , with the cam follower in a high position.

[ Fig. 13 ] is a longitudinal sectional view of the solenoid actuator for the height-adjustable seat post shown in Figs. 7 and 8, wherein the fluid flow valve stem is shown in a low position.

[ Fig. 14 ] is a longitudinal sectional view of the solenoid actuator shown in Fig. 13 with the fluid flow valve stem in a high position.

[ Fig. 15 ] is a longitudinal sectional view of the single-acting cylinder actuator for the height-adjustable seatpost shown in Figs. 7 and 8 , with the fluid flow valve stem shown in a low position.

[ Fig. 16 ] is a longitudinal sectional view of the double-acting cylinder actuator for the height-adjustable seatpost shown in Figs. 7 and 8, wherein the fluid flow valve stem is shown in a low position.

[Fig. 17] is a side elevational view of the adjustable faucet in a raised position.

[ Fig. 18 ] is a side elevational view of the adjustable faucet at a lower position as a result of judgment that the abnormal contact state of the wheels of the human-powered vehicle exists.

[ Fig. 19 ] is a plan view of a pair of pedals of the human-powered vehicle shown in Fig. 1 , in which a switchable device is applied.

[ FIG. 20 ] is a rear view of one of the pedals shown in FIG. 8 , with the rider's feet in a normal riding position;

[Fig. 21] is a schematic diagram of the crank assembly, where the rider's feet are in the normal riding position on the pedals;

[FIG. 22] is a schematic diagram of the crank assembly shown in FIG. 10, wherein the occupant's foot is in a predetermined orientation on the pedal to activate the switchable device on the pedal; and

[ Fig. 23 ] It is a partial plan view of the seat and a part of the vehicle frame shown in Fig. 1 .

Claims (18)

A control system for human-powered vehicles, the control system comprising: at least one detector configured to detect information related to an abnormal contact state of the wheels of the human-powered vehicle; and The electronic controller is configured to control at least one of a height-adjustable seatpost and an adjustable stem of the human-powered vehicle according to the detection result of the at least one detector. The control system according to claim 1, wherein The electronic controller is configured to control the at least one of the height-adjustable seat post and the adjustable faucet according to the detection result, so as to lower the center of gravity of the rider. The control system according to claim 1, wherein The electronic controller is configured to control the at least one of the height-adjustable seatpost and the adjustable faucet according to the detection result to lower the at least one of the height-adjustable seatpost and the adjustable faucet the height of. The control system according to claim 1, wherein The electronic controller is configured to control the height-adjustable seat post according to the detection result, so as to adjust the height of the height-adjustable seat post to be in a free state. The control system according to any one of claims 1 to 4, wherein The at least one detector comprises an accelerometer configured to detect a change in direction of vehicle motion of the human-powered vehicle as a result of the detection, and The electronic controller is configured to determine the abnormal contact state that the detection result of the accelerometer is greater than a predetermined value. The control system according to any one of claims 1 to 4, wherein The at least one detector includes a vehicle speed sensor configured to detect a rate of change of the vehicle speed of the human-powered vehicle as the detection result, and The electronic controller is configured to determine the abnormal contact state that the detection result of the vehicle speed sensor is greater than a predetermined value. The control system according to any one of claims 1 to 4, wherein The at least one detector includes a vehicle tilt sensor configured to detect a tilt angle of the human-powered vehicle as a result of the detection, and The electronic controller is configured to determine the abnormal contact state that the detection result of the vehicle tilt sensor is greater than a predetermined value. The control system according to any one of claims 1 to 4, wherein The at least one detector comprises a load sensor configured to detect a load applied to the human-powered vehicle as a result of the detection, and The electronic controller is configured to determine the abnormal contact state that the detection result of the load sensor is greater than a predetermined value. The control system according to claim 8, wherein 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. The control system according to claim 8, wherein 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 saddle. The control system according to claim 8, wherein The human-powered vehicle includes a pedal, and the load sensor includes a third load sensor configured to detect a third load applied to the pedal. The control system according to claim 8, wherein The human-powered vehicle includes an axle, and the load sensor includes a fourth load sensor configured to detect a fourth load applied to the axle. The control system according to any one of claims 1 to 4, wherein The at least one detector includes an occupant posture sensing device configured to detect a posture of the occupant as a result of the detection, and The electronic controller is configured to determine that the detection result of the occupant posture sensing device corresponds to the abnormal state of at least one of predetermined unstable states. The control system according to any one of claims 1 to 4, wherein The at least one detector includes a brake sensor configured to detect at least one of an actuation value of the brake actuation device and an actuation value of the brake device as the detection result, and The electronic controller is configured to determine the abnormal contact state that the detection result of the brake sensor is greater than a predetermined value. The control system according to any one of claims 1 to 4, wherein The at least one detector includes a switchable device configured to be selectively operated by a source other than a hand of an occupant. The control system according to claim 15, wherein The switchable means are provided for at least one pedal to come into contact with the shoe when the shoe is in a predetermined orientation. The control system according to claim 15, wherein The human-powered vehicle includes a frame, and the switchable device is provided to a surface of the frame to contact at least one of the leg and the foot in a predetermined orientation. The control system according to any one of claims 1 to 4, further comprising an operating device configured to control the electronic controller based on user input, and The electronic controller is configured to switch from an operative mode to a non-operative mode based on the user input regardless of the detection result.

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