DE102018133082A1 - Control unit - Google Patents

Abstract

A control device basically includes a controller configured to perform a predetermined process related to a relationship between a first member of a derailleur to be mounted on a human-powered vehicle and a second member of a component in response to a driving state of the vehicle run with human powered vehicle.

Description

BACKGROUND

Technical field

This invention relates generally to a control device for a human powered vehicle with a derailleur.

background information

Some human powered vehicles include a transmission with one or more derailleurs with a motor unit to move the chain guide to perform a shift. Some motorized derailleurs incorporate a safety structure to prevent damage to the derailleur motor unit by interrupting the transmission path to the chain guide. An example of a motorized derailleur with a safety structure is in the US patent US 7,942,768 disclosed.

SUMMARY

In general, the present disclosure is directed to various features of a control device for a human-powered vehicle with a derailleur.

In view of the state of the art technology and according to a first aspect of the present disclosure, a control device basically comprises a controller configured to perform a predetermined process relating to a relationship between a first element of a derailleur for mounting on a human powered vehicle, and execute a second element of a component in response to a driving condition of the human powered vehicle.

With the control device according to the first aspect, it is possible to more appropriately control a derailleur of a vehicle driven by human power in order to enable a driver to drive more comfortably.

According to a second aspect of the present disclosure, a controller essentially includes a controller configured to evaluate a relationship between a first element of a derailleur for mounting on a human powered vehicle and a second element of a component, if so human powered vehicle is in a predetermined state.

With the control device according to the second aspect, it is possible to evaluate a state of the human-powered vehicle (e.g., stable or not) based on a relationship between a derailleur and another component.

According to a third aspect of the present disclosure, a control device basically includes a controller configured to establish a relationship between a first member of a derailleur for mounting on a human powered vehicle and a second member of a component according to a driving state of the human To evaluate power driven vehicles.

With the control device according to the third aspect, it is possible to evaluate a driving state of the vehicle driven by human power based on a relationship between a derailleur and another component.

According to a fourth aspect of the present disclosure, the control device according to the second or third aspect is configured such that the controller is configured to carry out a predetermined process regarding the relationship between the first element and the second element according to an evaluation of the relationship.

With the control device according to the fourth aspect, it is possible to improve drivability of the human-powered vehicle by performing a predetermined process based on the relationship between the derailleur and the other component.

According to a fifth aspect of the present disclosure, the control device is configured according to one of the first to fourth aspects such that the first element includes a chain guide. The derailleur includes a safety structure that interrupts a power transmission path to the chain guide when a predetermined resistance or greater resistance occurs in the power transmission path. The controller is configured to control the derailleur to change the safety structure from an uncoupled state to an engaged state.

With the control device according to the fifth aspect, it is possible to change the state of the safety structure from the disengaged state to the engaged state during the predetermined process.

According to a sixth aspect of the present disclosure, the control device according to the fifth aspect is configured such that the derailleur has a plurality of stop positions and changes a gear ratio of the human-powered vehicle by moving the chain guide to one of the plurality of stop positions. The controller is configured to control the derailleur to move the chain guide to a first stop position from the plurality of stop positions that is far from a vertical median plane of the human powered vehicle.

With the control device according to the sixth aspect, it is possible to carry out the predetermined process in order to change the state of the safety structure from the disengaged state to the engaged state by bringing the chain guide of the derailleur into the first end position.

According to a seventh aspect of the present disclosure, the controller according to the fifth aspect is configured such that the derailleur has a plurality of stop positions and changes a gear ratio of the human-powered vehicle by moving the chain guide to any one of a plurality of stop positions. The controller is configured to control the derailleur to move the chain guide to a second stop position from the plurality of stop positions that is near a vertical center plane of the human powered vehicle.

With the control device according to the seventh aspect, it is possible to carry out the predetermined process in order to change the state of the safety structure from the disengaged state to the engaged state by moving the chain guide of the derailleur to the second end position.

According to an eighth aspect of the present disclosure, the control device according to the first or fourth aspect is configured such that the first element includes a chain guide. The component includes a sprocket assembly and the second element includes a sprocket that engages a chain. The controller is configured to control the derailleur to adjust a relative position between the chain guide and the sprocket.

With the control device according to the eighth aspect, it is possible to carry out the predetermined process for controlling the chain guide of the derailleur in order to get into the corresponding position.

According to a ninth aspect of the present disclosure, the controller according to the first or fourth aspect is configured such that the controller is configured to control a reporting device to report information about the relationship between the first element and the second element.

With the control device according to the ninth aspect, it is possible to inform the driver of the relationship between the first element and the second element.

According to a tenth aspect of the present disclosure, the control device is configured according to one of the first to ninth aspects such that the driving state of the vehicle driven by human power includes a cadence of the vehicle driven by human power.

With the control device according to the tenth aspect, it is easily possible to recognize the driving state of the vehicle driven by human power.

According to an eleventh aspect of the present disclosure, the control device according to the tenth aspect is configured such that the driving state of the vehicle powered by human power includes a change in the cadence for a first predetermined period of time.

With the control device according to the eleventh aspect, it is easily possible to determine whether the driving state of the vehicle driven by human power is stable or not.

According to a twelfth aspect of the present disclosure, the control device according to the eleventh aspect is configured such that the controller is configured to change the first predetermined time period according to the driving state of the human-powered vehicle other than the cadence.

With the control device according to the twelfth aspect, it is possible to determine more precisely whether the driving state of the motor vehicle is stable or not.

According to a thirteenth aspect of the present disclosure, the control device is configured according to one of the first to twelfth aspects such that the driving state of the vehicle powered by human power includes a driving speed of the vehicle powered by human power.

With the control device according to the thirteenth aspect, it is easily possible to recognize the driving state of the vehicle driven by human power.

According to a fourteenth aspect of the present disclosure, the control device according to the thirteenth aspect is configured such that the driving state of the vehicle driven by human power includes a change in the driving speed for a second predetermined period of time.

With the control device according to the fourteenth aspect, it is easily possible to determine whether the driving state of the motor vehicle is stable or not.

According to a fifteenth aspect of the present disclosure, the controller according to the fourteenth aspect is configured such that the controller is configured to change the second predetermined time period according to the driving state of the human-powered vehicle other than the driving speed.

With the control device according to the fifteenth aspect, it is possible to determine more precisely whether the driving state of the motor vehicle is stable or not.

According to a sixteenth aspect of the present disclosure, the control device is configured according to one of the first to fifteenth aspects such that the driving state of the vehicle powered by human power includes a driving gradient of the vehicle powered by human power.

With the control device according to the sixteenth aspect, it is easily possible to recognize the driving state of the electric vehicle.

According to a seventeenth aspect of the present disclosure, the control device is configured according to one of the first to sixteenth aspects such that the driving state of the human-powered vehicle includes a driving state of the human-powered vehicle.

With the control device according to the seventeenth aspect, it is easily possible to recognize the driving state of the vehicle driven by human power.

According to an eighteenth aspect of the present disclosure, the controller according to one of the first to seventeenth aspects is configured such that the component is configured to be mountable on the human-powered vehicle.

With the control device according to the eighteenth aspect, it is possible to mount the component on the vehicle driven by human power.

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

Figure list

• 1 ist eine Seitenansicht eines mit menschlicher Kraft angetriebenen Fahrzeugs (z.B. eines Fahrrads), das mit einem Steuergerät gemäß einer ersten Ausführungsform ausgestattet ist.
• 2 ist ein Blockdiagramm des Steuergeräts zum Steuern eines Schaltsystems des in 1 dargestellten mit menschlicher Kraft angetriebenen Fahrzeugs.
• 3 ist eine vergrößerte Teilansicht eines Heckabschnitts des in 1 dargestellten mit menschlicher Kraft angetriebenen Fahrzeugs, die einen hinteren Umwerfer zeigt.
• 4 ist eine vergrößerte Teilansicht eines Abschnitts des in 3 dargestellten Umwerfers, die einen Verbindungsmechanismus zeigt, der eine in einem eingekuppelten Zustand dargestellte Sicherheitsstruktur beinhaltet.
• 5 ist eine vergrößerte Teilansicht des in 4 dargestellten Abschnitts des Umwerfers, in der jedoch die Sicherheitsstruktur im ausgekuppelten Zustand dargestellt ist.
• 6 ist eine schematische Heckansicht einer Vielzahl von Kettenrädern des in 1 dargestellten mit menschlicher Kraft angetriebenen Fahrzeugs und der Kettenführung des in 3 dargestellten Umwerfers.
• 7 ist ein Blockdiagramm einer Kupplungsrückstellschaltung des in 2 dargestellten Steuergerätes.
• 8 ist ein Blockdiagramm einer automatischen Rückstellschaltung des in 2 dargestellten Steuergeräts.
• 9 ist ein Flussdiagramm eines Umwerfer-Rückstellsteuerungsprozesses, der von der Steuerung des in 2 dargestellten Steuergeräts ausgeführt wird.
• 10 ist ein Flussdiagramm eines alternativen Umwerfer-Rückstellsteuerungsprozesses, der von der Steuerung der in 2 dargestellten Steuervorrichtung ausgeführt wird.
• 11 ist ein Flussdiagramm eines alternativen Umwerfer-Rückstellsteuerungsprozesses, der von der Steuerung der in 2 dargestellten Steuervorrichtung ausgeführt wird.
• 12 ist eine Seitenansicht eines mit menschlicher Kraft angetriebenen Fahrzeugs (z.B. eines Fahrrads), das mit einem Steuergerät gemäß einer zweiten Ausführungsform ausgestattet ist.
• 13 ist eine vergrößerte Teilansicht eines Heckabschnitts des in 12 dargestellten mit menschlicher Kraft angetriebenen Fahrzeugs, die einen hinteren Umwerfer zeigt.
• 14 ist eine seitliche perspektivische Rahmenansicht des Umwerfers, wie in 13 dargestellt, mit dem hinteren Umwerfer in einer niedrigen Betriebsstellung, wobei die Sicherheitsstruktur in einem eingerückten Zustand dargestellt ist, wenn die Kette nicht eingerastet ist.
• 15 ist eine seitliche Rahmenansicht des Umwerfers, wie in den 13 und 14 dargestellt, jedoch bei abgenommenem Kettenkäfig und in eine obere Betriebsposition gefahrenem hinteren Umwerfer, wobei die Sicherheitsstruktur in einem eingerückten Zustand dargestellt ist.
• 16 ist eine seitliche perspektivische Rahmenansicht des Umwerfers, ähnlich wie in 15, des in den 13 bis 15 dargestellten hinteren Umwerfers, jedoch mit der in einem ausgekuppelten Zustand dargestellten Sicherheitsstruktur.
• 17 ist ein Flussdiagramm eines Steuerungsprozesses, der von der Steuerung des Steuergeräts, für das in 12 dargestellte mit menschlicher Kraft angetriebene Fahrzeug ausgeführt wird.
• 18 ist ein Flussdiagramm eines alternativen Umwerfer-Rückstellsteuerungsprozesses, der von der Steuerung des Steuergeräts, für das in 12 dargestellte mit menschlicher Kraft angetriebene Fahrzeug ausgeführt wird.
• 19 ist ein Flussdiagramm eines alternativen Umwerfer-Rückstellsteuerungsprozesses, der von der Steuerung des Steuergeräts, für das in 12 dargestellte mit menschlicher Kraft angetriebene Fahrzeug ausgeführt wird.

With reference to the accompanying drawings, which are part of this original disclosure.

• 1 10 is a side view of a human powered vehicle (eg, a bicycle) equipped with a control device according to a first embodiment.
• 2nd FIG. 10 is a block diagram of the control device for controlling a switching system of FIG 1 shown vehicle driven by human power.
• 3rd FIG. 6 is an enlarged partial view of a rear portion of the in FIG 1 shown human powered vehicle showing a rear derailleur.
• 4th FIG. 12 is an enlarged partial view of a portion of the device shown in FIG 3rd derailleur shown, showing a connection mechanism that includes a safety structure shown in an engaged state.
• 5 is a partial enlarged view of the in 4th shown section of the derailleur, but in which the safety structure is shown in the disengaged state.
• 6 is a schematic rear view of a plurality of sprockets of the in 1 shown human powered vehicle and the chain guide of the in 3rd shown derailleur.
• 7 FIG. 10 is a block diagram of a clutch reset circuit of FIG 2nd shown control unit.
• 8th FIG. 10 is a block diagram of an automatic reset circuit of FIG 2nd shown control unit.
• 9 FIG. 11 is a flowchart of a derailleur reset control process performed by the controller of the 2nd shown control unit is executed.
• 10 Figure 11 is a flow diagram of an alternative derailleur reset control process. that of controlling the in 2nd shown control device is executed.
• 11 FIG. 14 is a flowchart of an alternative derailleur reset control process performed by the controller of FIG 2nd shown control device is executed.
• 12th is a side view of a human powered vehicle (eg, a bicycle) equipped with a control device according to a second embodiment.
• 13 FIG. 6 is an enlarged partial view of a rear portion of the in FIG 12th shown human powered vehicle showing a rear derailleur.
• 14 is a side perspective frame view of the derailleur as in 13 shown, with the rear derailleur in a low operating position, the safety structure being shown in an engaged state when the chain is not engaged.
• 15 is a side frame view of the derailleur, as in the 13 and 14 shown, but with the chain cage removed and the rear derailleur moved into an upper operating position, the safety structure being shown in an engaged state.
• 16 is a side perspective frame view of the derailleur, similar to that in 15 , in the 13 to 15 shown rear derailleur, but with the safety structure shown in a disengaged state.
• 17th FIG. 14 is a flowchart of a control process performed by the controller of the controller for which 12th shown human-powered vehicle is running.
• 18th FIG. 14 is a flowchart of an alternative derailleur reset control process performed by the controller of the controller in FIG 12th shown human-powered vehicle is running.
• 19th FIG. 14 is a flowchart of an alternative derailleur reset control process performed by the controller of the controller in FIG 12th shown human-powered vehicle is running.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Selected embodiments will now be explained with reference to the drawings. From this disclosure, it will be apparent to those skilled in the bicycle field that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention within the meaning of the appended claims and their equivalents.

Referring first to 1 becomes a vehicle powered by human power B shown with a control unit 10 is equipped according to a first embodiment. A human powered vehicle as used herein refers to a vehicle that at least partially uses human power as a driving force for travel and includes a vehicle that electrically supports human power. The human powered vehicle does not include a vehicle that only uses driving forces other than human. In particular, a vehicle that uses only an internal combustion engine as the drive source is not included in the human-powered vehicle of this disclosure. The human powered vehicle is generally considered to be a compact, light vehicle that does not require a driver's license to drive on a public road. The human powered vehicle shown in the drawings B is an example of a human powered vehicle running with the control unit 10 is equipped according to the first embodiment.

As in 1 What can be seen is the illustrated human-powered vehicle B a racing bike. The vehicle powered by human power B basically includes a framework F , a front fork FF , a front wheel FW , a rear wheel RW and a handlebar H . The vehicle powered by human power B also includes various components on the frame F , on the front fork FF , on the front wheel FW , on the rear wheel RW and on the handlebar H mounted and / or integrated into this. Because the human-powered vehicle B is a bicycle in the first embodiment, the components are bicycle components in the first embodiment.

As in 1 shown include the powertrain components DT basically a crankshaft CS , a pair of crank arms CA. , a pair of pedals PD , a front sprocket assembly FS , a rear sprocket assembly RS and a chain CN . The crank arms CA. are on opposite ends of the crankshaft CS assembled. Each of the pedals PD is rotatable with the distal end of one of the corresponding crank arms CA. coupled. The front sprocket assembly FS is on one of the crank arms CA. arranged. The rear sprocket assembly RS is on a rear wheel hub RH of the rear wheel RW arranged ( 3rd ). In the first embodiment, the chain runs CN around one of the front sprockets of the front sprocket assembly FS and one of the rear sprockets of the rear sprocket assembly RS . One by the driver of the human powered vehicle B on the pedals PD Driven power is exerted through the front sprocket assembly FS , the chain CN and the rear sprocket assembly RS on the rear wheel RW transfer.

Here, like in 2nd shown is the control unit 10 Part of a vehicle transmission system 12th . The vehicle transmission system 12th also includes at least one electric rear derailleur RD (hereinafter "the derailleur RD “Called) and an electric front derailleur FD (hereinafter "the derailleur FD " called). In the first embodiment, the vehicle transmission system includes 12th both the derailleur RD as well as the front derailleur FD . In the first embodiment, the vehicle transmission system includes 12th also a first actuator OD1 (hereinafter "the actuator OD1 “Called) and a second actuator OD2 (hereinafter "the actuator OD2 " called). The actuator OD1 works with the front derailleur RD and the actuator OD2 working with the front derailleur FD coupled. In the first embodiment, the actuator is OD1 electrically with the front derailleur RD and the actuator OD2 electrically with the front derailleur FD connected. Here the actuator communicates OD1 and the derailleur RD via the Power Line communication technology, PLC , or a special data line (not shown). The actuating device also communicates OD2 and the derailleur FD via the Power Line communication technology, PLC , or a special data line (not shown). The actuators OD1 and OD2 However, you can either use electrical cables or wirelessly with the derailleurs RD and FD communicate. Here are the controls OD1 and OD2 into the brake actuators of the human powered vehicle B integrated. For example, the actuator OD1 three switches SW1 , SW2 and SW3 to control the derailleur RD include. In the first embodiment, the switch SW1 to shift up the derailleur RD used in manual switching mode, and the switch SW2 is used to downshift the derailleur RD in manual switching mode. The desk SW3 is a mode switch for switching from manual shift mode to automatic shift mode based on various operating conditions of the human powered vehicle B based. The desk SW3 is also used to adjust the front derailleur RD to start. The actuator OD2 can three switches SW4 , SW5 and SW6 to control the derailleur FD include. In the first embodiment, the switch SW4 to shift up the derailleur FD used in manual switching mode, and the switch SW5 is used to downshift the derailleur FD in manual switching mode. The desk SW6 is a mode switch for switching from manual shift mode to automatic shift mode based on various operating conditions of the human powered vehicle B . The desk SW6 is also used to adjust the rear derailleur FD to start.

The control unit 10 that is still on 2nd relates, further comprises a controller 14 . The control is basically 14 configured to the front derailleur RD and FD to operate automatically and / or manually. Preferably, as in 2nd shown, includes the derailleur RD basically a control unit CU1 , a motor unit MU1 , a motor driver unit MD1 and a position sensor PS1 . The front derailleur also includes RD , preferably as explained below, an engine protection function configured to prevent damage to the engine unit MU1 to prevent unexpected loads such as an obstacle, a strong impact or an unsuitable multiple gear shift during a gear shift. In this case, the motor protection function is activated and a mechanical connection from the motor unit MU1 briefly disconnected, so the derailleur RD can no longer be operated. The control 14 is configured to perform a derailleur reset control process that includes the derailleur RD resets to the operating state if the motor protection function resets the motor unit MU1 switches off. By performing the derailleur reset control process, the mechanical connection as well as the function of the derailleur RD restored. The configuration of the derailleur FD is basically the same as the derailleur RD so that on a detailed explanation of the derailleur FD is waived.

An example of an electric rear derailleur that includes an engine protection function is the U.S. patent US 7,942,768 assigned to Shimano Inc. An example of an electric front derailleur that includes an engine protection function is the U.S. patent US 8,282,519 assigned to Shimano Inc. Because electric derailleurs are known, the one control unit CU1 and CU2 , a motor unit MU1 and MU2 , a motor driver unit MD1 and MD2 as well as position sensors SP1 and SP2 from each derailleur RD and FD included, they are not explained or shown in more detail below.

Generally when the controller 14 executes the derailleur restoration process, the motor unit MU1 driven to a chain guide 36 ( 3rd ) to either an outermost (upper) end position or an innermost (lower) end position. In the case of a racing bike, as in 1 the control is shown 14 preferably configured to the chain guide 36 to move to the extreme (upper) end position when the controller 14 executes the derailleur reset control process. On the other hand is the control 14 on a mountain bike, like in shown, preferably configured to the chain guide 36 to the innermost (low) stop position when the controller 14 performs the derailleur reset control process.

The control unit also includes 10 preferably also a bike computer 16 who with the controller 14 communicates. During the bike computer 16 is shown as if he is using the controller 14 about the powerline communication technology, PLC , communicates, the bike computer 16 with the controller 14 communicate over a special data line (not shown) or wirelessly. Here is the bike computer 16 a signaling device that a driver about different operating conditions of the vehicle powered by human power B informed.

Here, in the illustrated embodiment, is the controller 14 on one of the crank arms CA. intended. The control 14 However, can be a separate element that is separate on the human powered vehicle B attached or with any of the other components of the human powered vehicle B is integrated. The control 14 is configured to receive commands from the actuators OD1 and OD2 and then issue commands to the derailleurs RD and FD based on the actuation of the actuators OD1 and OD2 . The control 14 thus represents a transmission control.

The control 14 consists of one or more semiconductor chips mounted on a circuit board. The term "controller" as used here refers to hardware that executes one or more software programs. The control 14 can sometimes be called electronic control. The control 14 includes a microcomputer 20 , which forms a central processing unit (CPU) or a microprocessor unit (MPU). The microcomputer 20 includes one or more processors 22 and a computer storage device or memory 24th , which stores information and control programs. Here the control includes 14 still a manual reset circuit 26 and an automatic reset circuit 28 . The manual reset circuit 26 and the automatic reset circuit 28 can be on the same circuit board as the microcomputer 20 or be provided on one or more separate circuit boards.

The memory 24th is any computer storage device or computer readable medium other than a temporary propagating signal. For example, the memory 24th include non-volatile memory and volatile memory and include a ROM, read only memory, device, RAM, random access memory, device, hard drive, flash drive, etc. The memory 24th consists of one or more semiconductor chips mounted on a circuit board. The memory 24th can be on the same PCB of the controller 14 or be provided on a separate circuit board.

The memory 24th stores information representing the relationship between the components of the human powered vehicle B specify information about the driving condition of the vehicle powered by human power B , Detection results from sensors, control programs and various preset information. The one in memory 24th Preset information stored can be used with the cycle computer 16 or a suitable external input device.

The bike computer 16 includes an ad 16a , a speaker 16b , a first entrance 16c and a second entrance 16d . The bike computer 16 can from the processor (s) 22 the control 14 controlled or have their own processor (s). In any case, the bike computer provides 16 a reporting device that a driver about different operating conditions of the vehicle powered by human power B about the ad 16a and / or the speaker 16b informed. The first and second inputs also allow 16c and 16d It allows the driver to select various settings for the automatic shift mode, such as predetermined minimum downshift speed levels, a target cadence, etc.

As in 2nd shown, the derailleurs get RD and FD , the actuators OD1 and OD2 , the control 14 and the bike computer 16 electrical energy, which is supplied by a main power supply PS, on the human-powered vehicle B is mounted. Alternatively, a dedicated power supply for one or more of the derailleurs RD and FD , the actuators OD1 and OD2 , the control 14 and the bike computer 16 to be provided. In one example, the main power supply PS can be in the interior cavity of the frame F to be ordered. In another example, the main power supply PS is on an outer surface of the frame F arranged.

As in 2nd shown includes the vehicle transmission system 12th still a wheel speed sensor S1 , a crank speed sensor S2 and a vehicle tilt sensor S3 . The wheel speed sensor S1 , the crank speed sensor S2 and the vehicle tilt sensor S3 are electrical with the controller 14 connected to detection results to the controller 14 to spend. The wheel speed sensor S1 , the crank speed sensor S2 and the vehicle tilt sensor S3 can, however, have wireless communication with the controller 14 communicate. The vehicle transmission system 12th may also include other sensors, such as a torque sensor S4 .

The speed sensor S1 represents a vehicle speed sensor which is a signal indicating a forward speed or vehicle speed of the human powered vehicle B indicates to the controller 14 issues. For example, the speed sensor S1 configured to a speed of the wheels RW and FW capture. In the first embodiment, the speed sensor S1 configured to a speed of the front wheel FW capture. More specifically, the speed sensor S1 on the front fork FF attached, and a magnet M1 on one of the spokes of the front wheel FW . In the first embodiment, the speed sensor includes S1 for example a reed switch or a Hall element, which is a magnetic field of the magnet M1 detected. The speed sensor S1 detects a speed of the front wheel FW by the magnet M1 detected on the speed sensor S1 drives past. The speed sensor S1 gives for every turn of the front wheel FW a signal. The control 14 calculated from the output of the speed sensor S1 and the circumference of the front wheel FW in advance in the controller 14 is stored, one route per unit of time. Alternatively, the speed sensor S1 to a chainstay of the frame F of the vehicle powered by human power B be coupled. In this case the magnet is on a spoke of the rear wheel RW attached. Alternatively, the speed sensor S1 also a receiver of a global positioning system, GPS, for recording the vehicle speed of the electric vehicle B include.

The crank speed sensor S2 represents a cadence sensor which is a signal representing a cadence of the human powered vehicle B indicates to the controller 14 issues. The crank speed sensor detects this S2 a crank speed of one of the crank arms CA. . The crank speed sensor is specific S2 on the frame F of the vehicle powered by human power B attached, and a magnet M2 is on one of the crank arms CA. attached. In the first embodiment, the crank speed sensor includes S2 for example a reed switch or a Hall element, which is a magnetic field of the magnet M2 detected. The crank speed sensor S2 detects a speed of one of the cranks CA. by grasping the magnet M2 on the crank speed sensor S2 passes by. The crank speed sensor S2 gives for every turn of the cranks CA. a signal. The control 14 calculates a crank arm speed CA. per unit of time based on the output of the crank speed sensor S2 . The cadence is simply a rider's pedaling speed. The cadence is typically measured in revolutions per minute or rpm. So if a foot makes a full circle about once per second, the rider's pedaling frequency is sixty revolutions per minute (rpm).

The tilt sensor S3 represents an inclination sensor, which is a signal indicating a driving gradient of the human-powered vehicle B indicates to the controller 14 issues. The tilt sensor S3 is with the frame F of the vehicle powered by human power B coupled. Alternatively, the tilt sensor S3 with the front fork FF or the handlebar H be coupled. The tilt sensor S3 detects an inclination of the human powered vehicle B . The tilt sensor S3 may include a uniaxial acceleration sensor that measures an inclination or angle of inclination of the human powered vehicle B detected. Alternatively, the tilt sensor S3 include a triaxial gyroscope and a triaxial acceleration sensor. The angle of inclination of the vehicle powered by human power B is an angle between a longitudinal axis (front-rear axle) of the human powered vehicle B and the horizontal plane. The angle of inclination of the vehicle powered by human power B is set to 0 ° in a state where the human powered vehicle B located on a flat surface. The angle of inclination of the vehicle driven by human power thus correlates B with the slope of a road or surface on which the human powered vehicle B moves. The control 14 calculates an inclination of the human powered vehicle B and determines whether the human powered vehicle B drives on a flat surface, on an incline or downhill, based on the output of the inclination sensor S3 .

The torque sensor S4 outputs a signal corresponding to human power entering the powertrain DT is fed. The torque sensor detects here S4 the human performance attached to the crank arms CA. or the pedals PD is created. The torque sensor S4 includes, for example, at least one strain sensor, a magnetostrictive sensor, an optical one Sensor and / or a pressure sensor. The control 14 calculates human power per unit of time based on the output of the torque sensor S4 .

Now to the 3rd to 5 , the basic structure of the derailleur RD is briefly explained in connection with the motor protection function. The front derailleur FD contains a similar motor protection function, which is not explained and / or illustrated here for the sake of brevity. The front derailleur RD basically includes a basic element 30th , a movable element 32 and a linkage 34 . This is a reversible electric motor 35 the motor unit MU1 the derailleur RD on the base element 30th supported and functional with the linkage 34 coupled. The moving element 32 includes a chain guide 36 that are pivotable with the movable element 32 is coupled. The front derailleur RD is mounted in a conventional way using a fastening bolt 38 on a rear part of the frame F attached.

The moving element 32 is through the linkage 34 movable with the base element 30th coupled so that the chain guide 36 the chain CN in a transverse direction of the human powered vehicle B can move between a variety of stop positions. In other words, like in 6 shown schematically, moves the chain guide 36 the derailleur RD the chain CN between the rear sprockets RS1 to RS10 to a gear position of the powertrain DT to change selectively. Each of the stop positions of the chain guide 36 corresponds to one of the gear positions of the drive train DT . In other words, the derailleur RD has a plurality of stop positions and changes a ratio of the human powered vehicle B by using the chain guide 36 moved to one of the plurality of stop positions. Control is during a knockdown process, as explained below 14 configured to the front derailleur RD to control the chain guide 36 to move to a first (upper) stop position, which is one of several stop positions and furthest from a vertical center plane CP of the vehicle powered by human power B is removed. As here in relation to the derailleur RD used, the term "lower position" refers to the chain guide 36 on the chain guide 36 that with the sprocket RS10 is aligned, which has the largest number of teeth. As here in relation to the derailleur RD used, the term "upper position" refers to the chain guide 36 on the chain guide 36 that with the sprocket RS1 is aligned, which has the least number of teeth.

In the first embodiment, the linkage includes 34 a first or outer connection 40 and a second or inner connection 42 . The linkage 34 connects the movable element 32 functional with the base element 30th . The outer and inner limbs 40 and 42 have first ends that pivot with the base member 30th are connected and second ends which are pivotable to the movable element 32 are connected to define a four-bar linkage arrangement. A safety link 44 and a biasing element 46 form a security structure 48 that have an output shaft 35a of the electric motor 35 with the inner link 42 of the rod 34 functionally connects. Basically, the security structure offers 48 Protection for the electric motor 35 if during a shifting of the chain guide 36 an unexpected load such as an obstacle, an impact, or an inappropriate multiple shift occurs. In other words, the derailleur RD includes the security structure 48 that have a power transmission path to the chain guide 36 disconnects when a given resistance or greater resistance occurs in the power transmission path. The control 14 is configured to the front derailleur RD to control the security structure 48 to change from an uncoupled state to an engaged state. As already mentioned, the controller 14 automatically start the derailleur reset control process, or the driver can manually start the derailleur reset control process by pressing the reset switch 29 operated.

As in 3rd shown includes the chain guide 36 basically a chain cage 50 , a leadership role 51 and a tension pulley 52 . The leading role 51 and the tensioner 52 are rotatable on the chain cage 50 stored. The front derailleur RD is however not limited to this special chain guide.

As in the and you can see the safety link 44 pivotable on the inner link 42 attached. A cam 54 is on the output shaft 35a of the electric motor 35 attached so that the rotation of the output shaft 35a the cam 54 turns. The cam 54 has a notch in its outer surface 54a on. The securing link 44 has a head start 44a on by the biasing element 46 (e.g. a torsion spring) against the outer surface of the cam 54 is biased. If the lead 44a with the notch 54a the cam 54 is engaged, the rotation of the rotation of the output shaft 35a on the securing member 44 and the inner link 42 transfer. However, if an unexpected load such as an obstacle, an impact or an inappropriate multiple shift occurs during a shift, the cam will turn off 54 turn and the lead 44a out of the notch 54a of the cam 54 move to the engine 35 from the chain guide 36 to separate. The security structure 48 is in the US patent US 7,942,768 described in detail and is not explained here in detail.

The control 14 can perform a front derailleur reset process to connect the motor 35 and the chain guide 36 restore by the engine 35 so actuated that the lead 44a back in the notch 54a the cam 54 intervenes. The control derailleur reset process 14 can respond to a manual request by pressing the reset switch 29 or automatically after determining whether the vehicle is powered by human power B is in a stable state to perform the derailleur reset control process.

As in the 6 and 7 can be seen the manual reset circuit 26 and the automatic reset circuit 28 shown in more detail. In the case of manual reset switching 26 becomes when the reset switch is pressed 29 a reset command signal to the manual reset circuit 26 spent so that the driver is in control 14 ' can manually instruct a reset operation for the derailleur RD ' perform. On the other hand, the automatic reset circuit detects 28 automatically disengages the engine 35 from the chain guide 36 and puts the engine 35 A reset command signal is automatically available to automatically reset or restore the derailleur RD ' perform.

The manual reset circuit 26 includes a motor command output circuit 26a and a reset detection circuit 26b . The reset detection circuit 26b includes a timer and a motion detection circuit. In the first embodiment, actuation of the reset switch causes 29 that a reset command signal to the manual reset circuit 26 is issued. The manual reset circuit 26 then activates the motor drive circuit MD1 the motor unit MU1 to provide a motor drive signal that the motor 35 caused the cam 44 move in one direction so that the projection 44a the notch 54a reactivated. For example, the engine turns 35 the cam 44 simply in the opposite direction to the direction of the unsuccessful shift. The motor preferably rotates 35 however the cam 44 in a direction towards the end of a range of motion of the cam 44 . More specifically, the engine turns 35 the cam 44 in one direction to a position that is an upper position of the derailleur 66 corresponds. If the lead 44a during that time back into the notch 54a engages, the additional resistance caused by the clutch becomes the rotation of the cam 44 stop briefly. Is from the position sensor PS1 for a selected time interval (eg 40 ms), which is determined by the timer, no rotation of the output shaft 35a recognized, it is concluded that the cam 44 has been reset and the resetting process is ended. Otherwise the engine will turn 35 the cam 44 continue toward the upper position, then from the motor command output circuit 26a to get a motor drive signal that causes the motor 35 the cam 44 moved in the opposite direction. Finally, the lead comes into play 44a back in the notch 54a on, the re-engagement is done by the reset detection circuit 26b recognized and the reset process is ended.

The automatic reset circuit 28 includes a disengagement determination circuit 28a , a reset command signal output circuit 28b and a reset detection circuit 28c . The automatic reset circuit 28 works in the same way as the manual reset circuit 26 , except that the disengagement determination circuit 28a determines when the engine 35 from the chain guide 36 is separated. In other words, the reset command signal output circuit 28b for the reset command signal and the reset detection circuit 28c function and operate in the same way as the motor command output circuit 26a or the reset detection circuit 26b once it was determined that the security structure 48 is in the switched off state and that a derailleur reset procedure (see 9 to 11 ) must be carried out. The disengagement determination circuit 28a can determine that the saver mechanism is disengaged in several ways. For example, the disengagement determination circuit 28a determine that the security structure 48 is in the disengaged state, based on a comparison of the detection result of the position sensor PS1 and an expected position of the chain guide 36 .

The control 14 can determine whether the human powered vehicle B is in a stable state in various ways. The control basically determines 14 that the human powered vehicle B is in a stable state based on a driving state of the vehicle powered by human power B . While the illustrated embodiment is directed to a derailleur reset control process and / or evaluation, the basic concept of the invention may be used in other processes of the human powered vehicle B are implemented based on a driving state of the human-powered vehicle B be carried out. When evaluating whether the vehicle is powered by human power B in a stable or unstable state to perform a derailleur reset control process uses the controller 14 one or more different parameters to determine the driving condition of the human powered vehicle B to determine.

For example, the driving state of the vehicle driven by human power includes B a cadence of the human powered vehicle B . In particular, the driving state of the vehicle operated with human power includes B a change in the cadence for a first predetermined period. Basically, the vehicle powered by human power can B be considered stable when the cadence of the human powered vehicle B for the first specified period of time (for example 3 seconds) is less than or equal to a first specified value (for example 1 rpm).

Alternatively or additionally, the driving state of the vehicle driven by human power includes B a driving speed of the human-powered vehicle B . In particular, the driving state of the vehicle driven by human power includes B a change in vehicle speed for a second predetermined period. Basically, the vehicle powered by human power can B be considered stable if the driving speed of the vehicle powered by human power B for the second predetermined time period (for example 3 seconds) is less than or equal to a second predetermined value (for example 0.8 km / h).

Alternatively or additionally, the driving state of the vehicle driven by human power includes B a driving gradient of the vehicle driven by human power B . Basically, the vehicle powered by human power can B Depending on the type of bike and / or driving conditions, they are considered to be unstable when the vehicle is powered by human power B drives on a slope. In addition, the parameters for the determination in the stable state can be varied depending on the driving gradient. This is the control, for example 14 configured to change the first predetermined period of time according to the driving state of the human-powered vehicle other than the cadence. In addition, for example, the control 14 configured to the second predetermined time period according to the driving state of the human powered vehicle B change except for driving speed. In particular, the control 14 configured to change the first and second predetermined periods of time according to the driving gradient as explained below.

The control 14 is configured to execute the automatic derailleur reset control process when a driving state of the human powered vehicle B is determined that is in a stable state. The driving state of the vehicle powered by human power B can be based on one or more cadence of the human powered vehicle B , a driving speed of the human powered vehicle B and a driving gradient of the human powered vehicle B be determined as a stable state.

Alternatively or additionally, the driving state of the vehicle driven by human power includes B a wearing condition of the vehicle driven by human power B . Basically when the chain CN turns, then the human-powered vehicle is located B typically in a stable condition. Alternatively or additionally, the driving state of the vehicle driven by human power includes B a switching state of the vehicle driven by human power B . The vehicle is powered by human power B the vehicle powered by human power is in a switching state B not in a stable condition. During the switching state, in particular during a preselected switching operation or a multiple switching operation, there is the possibility that the control 14 determined that the security structure 48 , although the security structure 48 is in the engaged state, is in the disengaged state, and performs the automatic derailleur reset control process because a detected stop (gear) position of the chain guide 36 and an expected stop (gear) position does not match

The control is basically 14 configured to perform a predetermined process (eg, a derailleur reset control process) regarding a relationship between a first element (eg, a chain guide) of a derailleur (eg, the derailleur) RD ) on the human-powered vehicle B to be assembled, and a second member (e.g., a sprocket) of a component (e.g., a sprocket assembly) in response to a driving condition of the human-powered vehicle B . In the first embodiment, the first element includes the chain guide 36 . In addition, the component in the first embodiment includes the sprocket assembly RS and the second element is a sprocket (one of the rear sprockets RS1 to RS10 ) that with the chain CN is engaged. Thus, the component (eg, a sprocket assembly) is configured to operate on the human powered vehicle B to be assembled.

Control is in the predetermined process (e.g., an automatic derailleur reset control process) 14 configured, around the front derailleur RD to control the security structure 48 from the disengaged state to the engaged state. The control 14 may perform the predetermined process (eg, an automatic derailleur reset control process) when it determines that the human powered vehicle B is in a stable condition based on one or more parameters related to the driving condition of the human powered vehicle B Respectively. The control is an alternative 14 configured to the reporting device (e.g. the display 16 and / or the speaker 16b) control to report information about the relationship between the first element and the second element. In this way, the driver operates the reset switch 29 to manually start the derailleur reset control process.

The control is an alternative or in addition to the execution of a predetermined process 14 configured to establish a relationship between a first element (e.g. a chain guide) of a derailleur (e.g. either the derailleur RD or FD ), the vehicle driven by human power B to be assembled, and to evaluate a second element (eg a sprocket) of a component (eg a sprocket assembly) when the vehicle is powered by human power B is in a predetermined state. The control is an alternative or in addition to the execution of a predetermined process 14 configured to establish a relationship between a first element (e.g. a chain guide) of a derailleur (e.g. either the derailleur RD or FD ) on the human-powered vehicle B is to be mounted, and a second element (eg a sprocket) of a component (eg a sprocket assembly) according to a driving state of the vehicle driven by human power B . The control is preferred 14 configured in each of the evaluations to perform a predetermined process (eg, a derailleur reset control process) on the relationship between the first element and the second element according to an evaluation of the relationship.

With reference to 9 Now, a flowchart is illustrated which shows a first example of a control process for the derailleur reset control process of the derailleur by the controller 14 of the control unit 10 is performed. This is the flow chart of 9 corresponding program is in memory 24th of the microcomputer 20 saved. The user or driver can choose whether to control the process 9 via the inputs on the bike computer CC or one of the alternative control processes that are in memory 24th of the microcomputer 20 saved, would like to activate. This control process from 9 , if selected, is repeated in predetermined cycles as long as the control 14 is activated.

In step S11 the controller determines 14 whether the derailleur RD in the disengaged state or not (e.g. the engine is disengaged from the chain guide). If the controller 14 determined that the derailleur RD is in the engaged state, then the control process ends and the process is repeated after the specified waiting time. If the controller 14 however, determined that the derailleur RD is in the disengaged state, the control process moves to step S12 away.

In step S12 the controller determines 14 whether the driver is pedaling or not. Provides the control 14 determined that the driver does not kick or get the chain CN the control process ends and the process is repeated after the specified waiting time. If the controller 14 however detects that the driver is pedaling or the chain CN otherwise moved, the control process moves to step S13 away.

In step S13 the controller determines 14 whether the vehicle powered by human power B with the tilt sensor S3 driving on a slope or not. If the controller 14 determined that the human powered vehicle B runs on an incline, then the control process ends and the process is repeated after the specified waiting time. If the controller 14 however, determined that the vehicle powered by human power B the control process moves with step S14 away. The controller preferably determines 14 that the human powered vehicle B runs on a slope when the inclination sensor S3 detected a predetermined angle of inclination (e.g. ten degrees) or more. Preferably, the driver can adjust the predetermined angle of inclination to determine whether the human powered vehicle B drives on a slope.

In step S14 the controller determines 14 whether the vehicle powered by human power B with the tilt sensor S3 drives on a slope or not. If the controller 14 determined that the human powered vehicle B drives on a slope, then the control process moves with step S15 away. If the controller 14 however, determined that the vehicle powered by human power B drives on a flat surface (step S13 - NO and step S14 - NO), then the control process skips step S14 and goes with step S16 away. The controller preferably determines 14 that that's human power powered vehicle B runs on a slope when the tilt sensor S3 a predetermined angle of inclination (eg negative ten degrees) or less (ie more negative). Preferably, the driver can adjust the predetermined angle of inclination to determine whether the human powered vehicle B drives on a slope.

In step S15 shortens the control 14 the first and second predetermined periods of time used to judge whether the human powered vehicle B is in a stable state or not to perform a reset process. The control process then moves to step S16 away.

In step S16 the controller determines 14 whether the cadence of the human powered vehicle B changes or does not change for the first predetermined time period less than or equal to a first predetermined value. If the controller 14 determines that the cadence of the human-powered vehicle B changes for the first predetermined period of time by an amount less than or equal to the first predetermined value, then the control process goes to step S17 away. In other words, the controls 14 determined that the human powered vehicle B is in a stable state to perform a reset process based on the change in the cadence of the human powered vehicle B perform. If the controller 14 however, it determines that the cadence of the vehicle powered by human power B changes for the first predetermined period of time by an amount that is greater than the first predetermined value, then the control process ends and the process is repeated after the predetermined waiting time.

In step S17 the controller determines 14 whether the driving speed of the human-powered vehicle B for the second predetermined period of time is less than or equal to a second predetermined value. If the controller 14 determines that the driving speed of the vehicle powered by human power B for the second predetermined period of time is less than or equal to the second predetermined value, the control process goes to step S18 away. In other words, the controls 14 determined that the vehicle B is in a stable state to perform a reset process based on the change in the running speed of the vehicle B perform. If the controller 14 on the other hand, determined that the driving speed of the vehicle B is greater than the second predetermined value for the second predetermined time period, then the control process ends and the process is repeated after the predetermined waiting time has elapsed.

In step S18 controls 14 the reset process by using the engine of the human powered vehicle B drives the connection between the engine and the chain guide 36 to restore. The control 14 drives the engine of the human-powered vehicle B to the chain guide 36 in the stop position, the farthest from the vertical median plane CP is removed. In other words, the chain guide 36 is moved so that it is with the rear sprocket RS1 matches. This way the chain CN with the rear sprocket RS1 engaged. Then the control process ends and the process is repeated after the specified waiting time.

At the in illustrated process of the derailleur reset control process can follow the steps S13 , S14 and S15 omitted if necessary. Alternatively or in addition to omitting the steps S13 , S14 and S15 can do one of the steps if desired S16 and S17 omitted. Alternatively, the order of the steps S16 and S17 be changed. If the human powered vehicle B is equipped with an auxiliary motor that the chain CN drives while the driver is not pedaling, the step can S12 be omitted.

With reference to 10 a flowchart is illustrated that shows an alternative control process for the derailleur reset control process performed by the controller 14 of the control unit 10 is performed. This is the flow chart of 10 corresponding program is in memory 24th of the microcomputer 20 saved. The user or driver can use this alternative control process from 10 via the inputs on the bike computer CC choose. Essentially, this alternative derailleur reset control process is from 10 the same as the derailleur reset control process of 9 , except that the steps S14 to S17 through step S13.1 for evaluating the driving condition of the vehicle powered by human power B was replaced.

In step S13.1 the controller determines 14 whether the driving speed of the human-powered vehicle B rises or not. If the controller 14 determines that the driving speed of the vehicle powered by human power B increases, the control process continues with step S18 away. If the controller 14 however, determined that the driving speed of the vehicle powered by human power B does not increase, the control process ends.

With reference to 11 A flowchart is illustrated that shows an alternative derailleur reset control process performed by the control 14 of the control unit 10 is performed. This is the flow chart of 11 corresponding program is in memory 24th of the microcomputer 20 saved. The user or driver can use this alternative control process from 11 via the inputs on the bike computer CC choose. Essentially, this alternative derailleur reset control process is from 11 the same as the derailleur reset control process of 9 , except that the steps S14 to S17 through step S13 .2 to evaluate the driving condition of the vehicle powered by human power B have been replaced.

In step S13 .2 determines the control 14 whether the driving speed of the human-powered vehicle B is greater than zero or not. If the controller 14 determines that the driving speed of the vehicle powered by human power B is greater than zero, the control process moves to step S18 away. However, if the control 14 determines that the driving speed of the vehicle powered by human power B is less than or equal to zero, the control process ends.

With reference to the 12th to 19th is now a vehicle powered by human power B ' shown that according to a second embodiment with a control unit 10 ' Is provided. Here is the electric vehicle B ' a mountain bike. The vehicle powered by human power B ' essentially contains a framework F ' , a front fork FF ' , a swivel arm SAT , a front wheel FW ' , a rear wheel RW ' and a handlebar H' . The vehicle powered by human power B ' also includes various components on the frame F ' , on the front fork FF ' , on the swivel arm SAT , on the front wheel FW ' , on the rear wheel RW ' and on the handlebar H' mounted and / or integrated into this. Since it is the human powered vehicle B ' is a bicycle, the components in the first embodiment are bicycle components.

In view of the similarity between the first and second embodiments, the parts of the second embodiment that correspond to the parts of the first embodiment are given the same reference numbers, but with a quotation mark (') as the parts of the first embodiment. In addition, the descriptions of the parts of the second embodiment, which are not significantly different from the parts of the first embodiment, may be omitted for the sake of brevity.

As in 12th shown include the powertrain components DT ' basically a crankshaft CS ' , a pair of crank arms CA ' , a pair of pedals PD ' , a front sprocket assembly FS ' , a rear sprocket assembly RS ' and a chain CN ' . These powertrain components DT ' are like the drivetrain DT arranged and work as described above.

The vehicle powered by human power B ' includes a control unit 10 ' that is part of the vehicle transmission system 12 ' for the vehicle powered by human power B ' is. The vehicle transmission system 12 ' has the same basic configuration as the vehicle transmission system 12th , as in 2nd shown schematically. So includes the vehicle transmission system 12 ' a wheel speed sensor S1 ' , a crank speed sensor S2 ' , a vehicle tilt sensor S3 ' , a derailleur RD ' and a derailleur FD ' . The front derailleurs RD ' and FD ' are from the control unit 10 ' based on the wheel speed sensor S1 ' who is a magnet M1 ' detected, the crank speed sensor S2 ' , which detects a magnet M2 ', and the vehicle inclination sensor S3 ' controlled in the same way as the first embodiment. The control unit 10 ' has the same basic configuration as the control unit 10 , as in 2nd shown schematically. It also includes the control unit 10 ' a controller 14 ' that have the same basic configuration as the controller 14 has, as in 2nd shown schematically.

As in 12th shown, includes the derailleur RD ' basically a basic element 130 , a movable element 132 and a linkage 134 . This is a reversible electric motor 135 the motor unit MU1 of the derailleur RD ' on the base element 130 supported and functional with the linkage 134 coupled. The moving element 132 includes a chain guide 136 that are pivotable with the movable element 132 is coupled. The front derailleur RD ' is mounted in a conventional way using a fastening bolt 138 on a rear part of the swivel arm SAT attached.

The moving element 132 is through the linkage 134 movable with the base element 130 coupled so that the chain guide 136 the chain CN ' in a transverse direction of the human powered vehicle B ' can switch between a variety of stop positions. In other words, the chain guide 136 the derailleur RD ' shifts the chain CN ' between the rear sprocket assembly sprockets RS ' to a gear position of the powertrain DT ' to change selectively. Each of the stop positions of the chain guide 136 corresponds to one of the gear positions of the drive train DT ' . In other words, the derailleur RD ' has a plurality of stop positions and changes a ratio of the human powered vehicle B ' by the Chain guide 136 moved to one of the plurality of stop positions. Control is during a derailleur reset control process, as explained below 14 ' configured to the front derailleur RD ' to control the chain guide 136 to move to a second (low) stop position, one of the plurality of stop positions and near a vertical median plane of the human powered vehicle B ' is.

In the second embodiment, the linkage includes 134 a first or outer link 140 and a second or inner link 142 . The linkage 134 connects the movable element 132 functional with the basic element 130 . The outer and inner limbs 140 and 142 have first ends that pivot with the base member 130 are connected and second ends which are pivotable to the movable element 132 are connected to define a four-bar linkage arrangement. A safety link 144 and a biasing element 146 form a memory structure 148 that have an output shaft 135a of the electric motor 135 with the inner link 142 of the rod 134 functionally connects. Basically, the security structure offers 148 Protection for the electric motor 135 if during a shifting of the chain guide 136 an unexpected load such as an obstacle, an impact, or an inappropriate multiple shift occurs. In other words, the derailleur RD ' includes the security structure 148 that have a power transmission path to the chain guide 136 disconnects when a given resistance or greater resistance occurs in the power transmission path. The control 14 ' is configured to the front derailleur RD ' to control the security structure 148 to change from an uncoupled state to an engaged state. The control 14 ' may start the derailleur reset control process automatically, or the driver may start the derailleur reset control process manually by operating the reset switch similar to the first embodiment.

As in 13 shown includes the chain guide 136 basically a chain store 150 , a leadership role 151 and a tension pulley 152 . The leading role 51 and the tensioner 152 are rotatable on the chain cage 150 stored. The front derailleur RD ' is however not limited to this special chain guide.

As in the and you can see the safety link 144 pivotable on the inner link 142 attached. A cam 154 is on the output shaft 135a of the electric motor 135 attached so that the rotation of the output shaft 135a the cam 154 turns. The cam 154 has a notch in its outer surface 154a on. The securing link 144 has a head start 144a on by the biasing element 146 (e.g. a torsion spring) against the outer surface of the cam 154 is biased. If the lead 144a with the notch 154a the cam 154a is engaged, the rotation of the rotation of the output shaft 135a on the securing member 144 and the inner link 142 transfer. However, if an unexpected load such as an obstacle, an impact or an inappropriate multiple shift occurs during a shift, the cam will turn off 154 turn and the lead 144a will come out of the notch 154a of the cam 154 move to the engine 135 from the chain guide 136 to separate.

The control 14 ' can perform a front derailleur reset process to connect the motor 135 and the chain guide 136 restore by the engine 135 so actuated that the lead 144a the notch 154a the cam 154 snaps back into place. The control derailleur reset process 14 ' can respond to a manual request by pressing the reset switch or automatically after determining whether the vehicle is powered by human power B ' is in a stable state to perform the front derailleur reset process.

With reference to 17th a flowchart is shown showing a first example of a derailleur reset control process performed by the controller 14 ' of the control unit 10 ' is performed. This is the flow chart of 17th the corresponding program is stored in the memory of the microcomputer. The user or driver can choose whether to control the process 17th via the inputs on the bike computer CC ' or want to activate one of the alternative control processes stored in the memory of the microcomputer. This control process from 17th , if selected, is repeated in predetermined cycles as long as the control 14 ' is activated.

In step S21 the controller determines 14 ' whether the derailleur RD ' is in the disengaged state (e.g. the motor is released from the chain guide). If the controller 14 ' determined that the derailleur RD ' is in the engaged state, then the control process ends and the process is repeated after the specified waiting time. If the controller 14 ' however, determined that the derailleur RD ' is in the disengaged state, the control process moves to step S22 away.

In step S22 the controller determines 14 ' whether the driver is pedaling or not, or whether the chain CN ' moved in a different way, so the derailleur RD ' can change gears. If the controller 14 ' determined that the driver is not kicks or the chain CN ' the control process ends and the process is repeated after the specified waiting time. If the controller 14 ' however, determines that the driver is pedaling or the chain CN ' moved in another way, the control process moves to step S23 away.

In step S23 the controller determines 14 ' whether the vehicle powered by human power B ' drives with the inclination sensor on an incline or not. If the controller 14 ' determined that the human powered vehicle B ' the control process jumps to step S25 over. If the controller 14 ' however, determined that the vehicle powered by human power B ' the control process moves on a slope S24 away. The controller preferably determines 14 ' whether the vehicle is powered by human power B ' moves in an incline if the inclination sensor determines a predetermined inclination angle (for example ten degrees) or a larger one. Preferably, the driver can adjust the predetermined angle of inclination to determine whether the human powered vehicle B ' drives on a slope.

In step S24 shortens the control 14 ' the first and second predetermined periods of time used to evaluate whether the human powered vehicle B ' is in a stable state or not to perform a reset process. The control process then moves to step S25 away.

In step S25 the controller determines 14 ' whether the cadence of the human powered vehicle B ' changes or does not change for the first specified period of time less than or equal to the first specified value. If the controller 14 ' determines that the cadence of the human-powered vehicle B ' for the first predetermined period of time changes by an amount less than or equal to the first predetermined value, the control process goes to step S26 away. In other words, the controls 14 ' determined that the human powered vehicle B ' is in a stable state to perform a reset process based on the change in the cadence of the human powered vehicle B ' perform. If the controller 14 ' on the other hand, it determines that the cadence of the vehicle driven by human power B ' changes for the first predetermined period of time by an amount that is greater than the first predetermined value, then the control process ends and the process is repeated after the predetermined waiting time.

In step S26 the controller determines 14 ' whether the driving speed of the human-powered vehicle B ' for the second predetermined period of time is less than or equal to the second predetermined value. If the controller 14 ' the driving speed of the vehicle powered by human power B ' for the second predetermined period of time is less than or equal to the second predetermined value, the control process goes to step S27 away. In other words, the controls 14 ' determined that the human powered vehicle B ' is in a stable state to perform a reset process based on the change in the driving speed of the human powered vehicle B ' perform. However, if the control 14 ' determines that the driving speed of the vehicle powered by human power B ' is greater than the second predetermined value for the second predetermined time period, then the control process ends and the process is repeated after the predetermined waiting time has elapsed.

In step S27 controls 14 ' the reset process by using the engine of the human powered vehicle B ' drives the connection between the engine and the chain guide 136 to restore. The control 14 ' drives the engine of the human-powered vehicle B ' to the chain guide 136 in the stop position, that of the vertical median plane CP closest. In other words, the chain guide 136 is moved so that it has the largest rear sprocket RS10 'matches. This way the chain CN ' with the largest sprocket RS10 'engaged. Then the control process ends and the process is repeated after the specified waiting time.

At the in 14 Derailleur reset control process shown can follow the steps S23 and S24 omitted if necessary. Alternatively or additionally if the steps S23 and S24 can also be left out, one of the steps S25 and S26 be omitted if necessary. If the human powered vehicle B is equipped with an auxiliary motor that the chain CN drives while the driver is not pedaling, the step can S22 be omitted.

Regarding 18th FIG. 4 is a flow diagram illustrating an alternative control process for the derailleur reset control process performed by the controller 14 ' of the control unit 10 ' is performed. This is the flow chart of 18th the corresponding program is stored in the memory of the microcomputer. The user or driver can use this alternative control process from 17th via the inputs on Bike computer CC ' choose. Basically, this alternative front derailleur reset process is from 18th the same as the front derailleur reset process from 17th , except that the steps S24 to S26 through step S23.1 to evaluate the driving condition of the vehicle powered by human power B ' have been replaced.

In step S23.1 the controller determines 14 ' whether the driving speed of the human-powered vehicle B ' rises or not. If the controller 14 ' the driving speed of the vehicle powered by human power B ' increased, the control process moves to step S27 away. If the controller 14 ' on the other hand, the driving speed of the vehicle driven by human power B ' not increased, the control process ends.

Regarding 19th a flowchart is now illustrated that illustrates an alternative control process for the derailleur reset control process that is performed by the controller 14 ' of the control unit 10 ' is performed. This is the flow chart of 19th the corresponding program is stored in the memory of the microcomputer. The user or driver can use this alternative control process from 19th via the inputs on the bike computer CC ' choose. Basically, this alternative front derailleur reset process is from 19th the same as the front derailleur reset process from 17th , except that the steps S24 to S27 through step S23 .2 to evaluate the driving condition of the vehicle powered by human power B ' have been replaced.

In step S23 .2 determines the control 14 ' whether the driving speed of the human-powered vehicle B ' is greater than zero or not. If the controller 14 ' the driving speed of the vehicle powered by human power B ' determined greater than zero, the control process moves to step S27 away. If the controller 14 ' on the other hand, the driving speed of the vehicle driven by human power B ' determined less than or equal to zero, the control process ends.

The control is in both the first embodiment and the second embodiment 14 or 14 ' configured to run a setting program. The control is in the setting program 14 or 14 ' configured to the front derailleur RD or RD ' to control a relative position between the chain guide 36 or 136 and adjust the sprocket (e.g., one of the rear sprockets of the rear sprocket assembly RS or RS ' ). The control 14 or 14 ' is configured to run the setting program when the human powered vehicle B is in a predetermined state. For example, if the controller 14 or 14 ' determines that the driving speed of the vehicle powered by human power B is less than or equal to zero and a driving speed of the chain CN or CN ' control is greater than or equal to a predetermined value 14 and 14 ' the setting program. Examples of setting programs are in the US patent US 7,547,263 assigned to Shimano Inc. For example, in the first embodiment, the adjustment process of the derailleur RD be started when the human powered vehicle B is in the predetermined state. After the setting mode is selected, the user presses one of the switches SW1 and SW2 to the chain guide 36 in alignment with a selected one of the rear sprockets of the rear sprocket assembly RS bring to. The control then saves 14 the position of the sprocket in the memory 24th corresponding to that of the position sensor SP1 recorded value. This process is for each of the rear sprockets of the rear sprocket assembly RS repeated. Once the positions of the sprocket in memory 24th are saved and the switch SW3 the control can be operated 14 the chain guide 36 with the position sensor SP1 on command from one of the switches SW1 and SW2 or automatically based on the driving condition of the human powered vehicle B bring it into the appropriate position. The control 14 ' the second embodiment can adjust the derailleur in the same way RD ' To run.

To understand the scope of the present invention, the term "comprehensive" and its derivatives, as used herein, is intended to be an open term that specifies the presence of the features, elements, components, groups, integers, and / or steps specified, but the presence of others not excluding features, elements, components, groups, integers and / or steps not specified. The above also applies to words with a similar meaning to the terms "including", "with" and their derivatives. Also, the terms “part,” “section,” “section,” “element,” or “link,” when used in the singular, can have the double meaning of a single part or a plurality of parts, unless otherwise stated.

As used herein, the following directional terms "frame side", "non-frame side", "forward", "backward", "front", "rear", "up", "down", "above", "below" refer , "Upwards", "downwards", "upwards", "downwards", "sideways", "vertically", "horizontally", "vertically" and "transversely" as well as all other similar directional terms on the directions of a bicycle in an upright, more usual driving style Position and equipped with the control unit. Accordingly, these directional terms as used to describe the control device should be interpreted in relation to a bicycle in an upright riding position on a horizontal surface that is equipped with the control device. The terms "left" and "right" are used to indicate the "right" when viewed from the right side from the rear of the bicycle and the "left" when viewed from the left side from the rear of the bicycle.

The term "at least one of" used in this disclosure means "one or more" of a desired choice. For example, the phrase "at least one of" as used in this disclosure means "only one choice" or "both of two decisions" when the number of decisions is two. For another example, the term "at least one of" as used in this disclosure means "only one choice" or "any combination of the same or more than two choices" if the number of its choices is equal to or more than three is.

It is also 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. 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 "attached" as used herein includes configurations in which one part is attached directly to another part by directly attaching the part to the other part; Configurations in which the part is indirectly attached to the other part by attaching the part to the intermediate member (s), which in turn is attached to the other part; and configurations where one part is integrated with another part, i.e. one part is essentially part of the other part. This definition also applies to words of similar meaning, e.g. "Assembled", "connected", "coupled", "assembled", "bonded", "fixed" and their derivatives. Finally, terms such as “essential”, “about” and “approximately” as used here mean a deviation from the modified term so that the end result does not change significantly.

While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made 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 required and / or desired, as long as the changes do not significantly impair their intended function. Unless expressly stated otherwise, components that are directly connected or contacted may have intermediate structures between them, as long as the changes do not significantly impair the intended function. The functions of an element can be performed by two and vice versa, unless expressly stated otherwise. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary that all advantages in a particular embodiment are present at the same time. Any feature that is unique in the art, alone or in combination with other features, should also be considered a separate description of other applicant's inventions, including the structural and / or functional concepts embodied by this feature (s) . Therefore, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only and not for limitation of the invention as defined by the appended claims and their equivalents.

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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

• US 7942768 [0002, 0048, 0066]
• US 8282519 [0048]
• US 7547263 [0117]

Claims (18)

Control device, comprising: a controller configured to perform a predetermined process on a relationship between a first member of a derailleur for mounting on a human powered vehicle and a second member of a component in response to a driving state of the human powered vehicle. Control device, comprising: a controller configured to evaluate a relationship between a first member of a derailleur for mounting on a human powered vehicle and a second member of a component when the human powered vehicle is in a predetermined state. Control device, comprising: a controller configured to evaluate a relationship between a first member of a derailleur for mounting on a human powered vehicle and a second member of a component according to a driving state of the human powered vehicle. Control unit after Claim 2 or 3rd wherein the controller is configured to perform a predetermined process on the relationship between the first element and the second element according to an evaluation of the relationship. Control unit after Claim 1 or 4th , wherein the first element includes a chain guide; the derailleur includes a safety structure that disconnects a power transmission path to the chain guide when a predetermined or greater resistance occurs in the power transmission path, and the controller is configured to control the derailleur to change the safety structure from an uncoupled state to an engaged state . Control unit after Claim 5 wherein the derailleur has a plurality of stop positions and changes a gear ratio of the human powered vehicle by moving the chain guide to one of the plurality of stop positions; and the controller is configured to control the derailleur to move the chain guide to a first stop position, which is one of the plurality of stop positions and is furthest from a vertical median plane of the human powered vehicle. Control unit after Claim 5 wherein the derailleur has a plurality of stop positions and changes a gear ratio of the human powered vehicle by moving the chain guide to one of the plurality of stop positions; and the controller is configured to control the derailleur to move the chain guide to a second stop position, which is one of the plurality of stop positions and is close to a vertical median plane of the human powered vehicle. Control unit after Claim 1 or 4th , wherein the first element includes a chain guide; the component includes a sprocket assembly and the second element includes a sprocket that engages a chain; and the controller is configured to control the derailleur to adjust a relative position between the chain guide and the sprocket. Control unit after Claim 1 or 4th , wherein the controller is configured to control a reporting device to report information about the relationship between the first element and the second element. Control device according to one of the Claims 1 to 9 , wherein the driving condition of the human powered vehicle includes a cadence of the human powered vehicle. Control unit after Claim 10 wherein the driving condition of the human powered vehicle includes a change in cadence for a first predetermined period of time. Control unit after Claim 11 wherein the controller is configured to change the first predetermined period of time in accordance with the driving condition of the human powered vehicle other than the cadence. Control device according to one of the Claims 1 to 12th , wherein the driving condition of the human powered vehicle includes a driving speed of the human powered vehicle. Control unit after Claim 13 , wherein the driving condition of the human powered vehicle includes a change in driving speed for a second predetermined period of time. Control unit after Claim 14 , wherein the controller is configured to operate with the second predetermined period of time according to the driving state human powered vehicle other than driving speed change. Control device according to one of the Claims 1 to 15 , wherein the driving state of the vehicle powered by human power includes a driving gradient of the vehicle powered by human power. Control device according to one of the Claims 1 to 16 , wherein the driving state of the vehicle driven by human power includes a driving state of the vehicle operated by human power. Control device according to one of the Claims 1 to 17th , wherein the component is configured to be mounted on the human powered vehicle.

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