TWI713766B - Control device for bicycle and electric auxiliary unit for bicycle with the device - Google Patents

Abstract

The subject of the present invention is to provide a bicycle control device that can provide a state where the rider can travel comfortably, and an electric assist unit for a bicycle having the device. The bicycle control device of the present invention includes a control unit that controls the operation state of the bicycle component including at least one of an electric shock absorber and an electric adjustable seat tube based on at least the operation state of the electric auxiliary unit for the bicycle.

Description

Control device for bicycle and electric auxiliary unit for bicycle with the device

The present invention relates to a control device for a bicycle and an electric auxiliary unit for a bicycle with the device.

Bicycles that can change the action states of electric shock absorbers and electric adjustable seat tubes are known. For example, in the bicycle described in Patent Document 1, the electric shock absorber is switched between the locked state and the unlocked state and the stroke amount is adjusted according to the operation of the operating device by the rider. [Prior Art Document] [Patent Document] [Patent Document 1] Specification of US Patent No. 8489277

[Problem to be solved by the invention] Nowadays, there is an increasing demand for controlling the action state of an electric shock absorber or an electric adjustable seat tube in a way that the rider can travel comfortably. The object of the present invention is to provide a bicycle control device that can provide a state where the rider can travel comfortably, and an electric assist unit for a bicycle having the device. [Technical Means to Solve the Problem] The bicycle control device of the first aspect of the present invention includes: a control unit that controls at least one of an electric shock absorber and an electric adjustable seat tube based on at least the operating state of the electric auxiliary unit for the bicycle The movement state of the bicycle components. The operating state of the electric auxiliary unit for a bicycle is generally changed according to the traveling state of the bicycle. Therefore, by controlling the operating state of the bicycle assembly based at least on the operating state of the electric assist unit for the bicycle, the operating state of the bicycle assembly is automatically changed corresponding to the traveling state of the bicycle. This provides the rider with a comfortable traveling state. In the bicycle control device according to the second aspect of the first aspect, the control unit includes an automatic control mode and a manual control mode, and the automatic control mode is based on at least the operating state of the bicycle electric assist unit , Control the action state of the above bicycle components. Therefore, the rider can choose between automatic control and manual control. In the manual control mode, the action state of the bicycle components can be manually changed. In the bicycle control device according to the third aspect of the second aspect, the control unit switches the automatic control mode and the manual control mode based on an input from the operation unit. Therefore, the rider can use the automatic control mode and the manual control mode separately according to the situation. In a bicycle control device according to a fourth aspect of any one of the first to third aspects, the bicycle component includes: an electric shock absorber, and the control unit controls the operation state of the electric shock absorber . Since the action state of the electric shock absorber is automatically changed based on the action state of the electric auxiliary unit for the bicycle, it provides a state where the rider can travel comfortably. In the bicycle control device according to the fifth aspect of the fourth aspect, the operation state of the electric shock absorber includes at least one of a displacement state, a stroke amount, a damping force, and a rebound force, and the control unit is based on The operation state of the electric assist unit for a bicycle controls at least one of the displacement state, the stroke amount, the damping force, and the rebound force. Therefore, at least one of the displacement state, stroke amount, damping force, and rebound force is automatically changed, thereby providing a state where the rider can travel comfortably. In the bicycle control device according to the sixth aspect of the fourth or fifth aspect, the operation state of the electric assist unit for the bicycle includes an operation mode, and the control unit controls the electric shock absorber based on the operation mode Action status. Therefore, the action state of the electric shock absorber is automatically changed, and the rider can travel comfortably. In the bicycle control device according to the seventh aspect of the sixth aspect, the operation mode includes a first operation mode for assisting bicycle travel with a first assist ratio, and the control unit is the first operation mode in the operation mode In this case, the electric shock absorber is controlled in such a way that the displacement state of the electric shock absorber is the locked state. Therefore, when the operation state of the electric assist unit for a bicycle is the first operation mode, the driving force is effectively transmitted to the wheels of the bicycle. In the bicycle control device according to the eighth aspect of the seventh aspect, the operation mode includes a second operation mode in which the bicycle is assisted with a second assist ratio, and the control unit is the second operation in the operation mode In the case of the mode, the electric shock absorber is controlled in such a way that the displacement state of the electric shock absorber is the unlocked state. Therefore, when the operation state of the electric assist unit for a bicycle is in the second operation mode, the electric shock absorber absorbs the shock applied to the bicycle. In the bicycle control device according to the ninth aspect of the eighth aspect, the second assist ratio is greater than the first assist ratio. Therefore, when the assistance is relatively small, the driving force is effectively transmitted to the wheels of the bicycle, and when the assistance is relatively large, the shock applied to the bicycle is absorbed by the electric shock absorber. In the bicycle control device according to the tenth aspect of the eighth or ninth aspect, the electric shock absorber includes a front electric shock absorber and a rear electric shock absorber, and the operation mode includes assisting with a third assist ratio In the third operation mode of the bicycle traveling, the control unit controls the front electric shock absorber and the rear electric shock when the operation mode of the electric assist unit for the bicycle is the third operation mode. Therefore, the action state of the front electric shock absorber and the rear electric shock absorber are automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the eleventh aspect of the tenth aspect, the third assist ratio is greater than the first assist ratio. Therefore, when the assistance is relatively large, the action state of the front electric shock absorber and the rear electric shock absorber are automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the twelfth aspect of the eleventh aspect, the third assist ratio is greater than the second assist ratio. Therefore, when the assistance is relatively large, the action state of the front electric shock absorber and the rear electric shock absorber are automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the thirteenth aspect of any one of the tenth to twelfth aspects, the control unit controls at least one of the front electric shock absorber and the rear electric shock absorber. The amount of stroke. Therefore, the stroke amount of the electric shock absorber is automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the 14th aspect of the 13th aspect, the control unit controls the front electric shock so that the stroke of the rear electric shock is greater than the stroke of the front electric shock. At least one of the shock absorber and the aforementioned rear electric shock absorber. When the bicycle is traveling uphill, the assist ratio increases. Therefore, when the assist ratio increases, the stroke amount of the rear electric shock absorber is greater than the stroke amount of the front electric shock absorber, so that the rider can adopt a posture suitable for uphill. In the bicycle control device according to the fifteenth aspect of the 13th or 14th aspect, the control section sets the displacement state of the rear electric shock absorber and the displacement state of the front electric shock absorber as a locked state In this way, the rear electric shock absorber and the front electric shock absorber are controlled. When the bicycle is traveling uphill, the assist ratio increases. Therefore, when the assistance is relatively large, the displacement state of the rear electric shock absorber and the front electric shock absorber are locked, so that the driving force is effectively transmitted to the wheels of the bicycle when the bicycle is traveling uphill. In the bicycle control device according to the 16th aspect of any one of the 10th to 12th aspects, the control unit controls at least one of the front electric shock absorber and the rear electric shock absorber Resilience. Therefore, the rebound force of the electric shock absorber is automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the sixteenth aspect and the seventeenth aspect, the control unit controls the above-mentioned control unit in such a manner that the rebound force of the rear electric shock absorber is greater than the rebound force of the front electric shock absorber At least one of the front electric shock absorber and the aforementioned rear electric shock absorber. When the bicycle is traveling uphill, the assist ratio increases. Therefore, when the assistance is relatively large, the rebound force of the rear electric shock absorber is greater than that of the front electric shock absorber, so that the rider can adopt a posture suitable for uphill. In the bicycle control device according to the eighteenth aspect of the sixteenth or seventeenth aspect, the control unit controls the electric shock absorber in such a manner that the displacement state of the electric shock absorber is an unlocked state. When the bicycle is traveling uphill, the assist ratio increases. Therefore, when the assistance is relatively large, the displacement state of the electric shock absorber is set to the unlocked state, so that the electric shock absorber can absorb the shock applied to the bicycle when the bicycle is traveling uphill. In the bicycle control device according to the 19th aspect of any one of the first to third aspects, the bicycle assembly includes an electric adjustable seat tube, and the control unit controls the operation state of the electric adjustable seat tube . Therefore, the movement state of the electric adjustable seat tube is automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the 19th aspect and the 20th aspect, the operation state of the electric adjustable seat tube includes the height of the electric adjustable seat tube, and the control unit is based on the operation of the electric auxiliary unit for the bicycle State, control the height of the above-mentioned electrically adjustable seat tube. Therefore, the height of the electrically adjustable seat tube is automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the 21st aspect of the 19th or 20th aspect, the operation state of the electric assist unit for the bicycle includes an operation mode, and the control unit controls the electric adjustable seat tube based on the operation mode The action state. Therefore, the height of the electrically adjustable seat tube is automatically changed according to the traveling state of the bicycle. In the bicycle control device according to the 22nd aspect of the 21st aspect, the operation mode includes: a first operation mode that assists the bicycle with a first assist ratio, and a third assist ratio that is greater than the first assist ratio Compared with the third operation mode that assists the bicycle travel, the control unit controls the electric adjustable seat tube so that the height of the electric adjustable seat tube is included in the first range when the operation mode is the first operation mode. For the seat tube, when the above-mentioned operation mode is the above-mentioned third operation mode, the electrically-adjustable seat tube is controlled in such a way that the height of the above-mentioned electrically-adjustable seat tube is contained in a second range higher than the above-mentioned first range. When the height of the electrically adjustable seat tube is high, it is easy for the rider to lean forward. When the height of the electrically adjustable seat tube is low, it is easy for the rider to lean backward. When the height of the electrically adjustable seat tube is moderate, it is easy for the rider to adopt a neutral posture. Therefore, when the bicycle is traveling uphill, it is easy for the rider to adopt a forward leaning posture. When the bicycle is traveling on flat ground, it is easy for the rider to adopt a neutral posture. In the bicycle control device according to the 23rd aspect of the 22nd aspect, the operation mode includes a second operation for assisting the bicycle travel with a second assist ratio that is greater than the first assist ratio and less than the third assist ratio When the operation mode is the second operation mode, the control unit controls the electric adjustable seat tube such that the height of the electric adjustable seat tube is included in the first range. Therefore, when the assist ratio is the second assist ratio, the rider can adopt a posture that can easily apply pedaling force to the crank. In the bicycle control device according to the 24th aspect of any one of the above-mentioned 21st to 23rd aspects, the electric adjustable seat tube includes: a fixed tube, a movable tube for seat cushion installation, and the opposite of the movable tube In the energizing mechanism that is energized in the extension direction of the fixed cylinder and fixed at any position, the motion state of the electric adjustable seat tube includes: the fixed state in which the movable cylinder is fixed relative to the fixed cylinder, and the movable cylinder can be opposed to each other In the movable state where the fixed cylinder moves, the control unit switches the operation state of the electrically adjustable seat tube based on the operation mode. Therefore, an energizing mechanism can be used to fix the cushion in a proper position. In the bicycle control device according to the twenty-fourth aspect and the twenty-fifth aspect, the energizing mechanism energizes the movable barrel by at least one of air pressure or hydraulic pressure. Therefore, it is possible to choose the method of empowering institutions. In the bicycle control device according to the 24th or the 25th aspect and the 26th aspect, the control unit, when judging that the force applied to the movable barrel is below a specific value, turns the electric adjustable seat tube The operating state is switched to the above-mentioned movable state. Therefore, the seat cushion can be released by weakening the force applied to the electrically adjustable seat tube. In the bicycle control device according to the 27th aspect of any one of the first to 26th aspects, the control unit is based on a detection result of a tilt sensor that detects the tilt of the bicycle, and a power meter that detects the power of the bicycle At least one of the detection result and the detection result of the rotation speed sensor for detecting the rotation speed of the bicycle wheel and the operation mode of the bicycle auxiliary unit control the operation state of the bicycle component. Therefore, the operating state of the bicycle components is controlled in more detail according to the traveling state of the bicycle. The electric assist unit for a bicycle according to the 28th aspect of the present invention includes the bicycle control device according to any one of the above-mentioned first to 27th aspects. [Effects of the Invention] According to the bicycle control device and the bicycle electric assist unit with the device, it is possible to provide a state where the rider can travel comfortably.

(First Embodiment) As shown in Fig. 1, a bicycle 10 includes: a bicycle body 12, a wheel 16, a handle 22, a crank 24, a front sprocket 26A, a rear sprocket 26B, a chain 28, a battery 30, a cushion 34, and a bicycle The electric assist unit 40 (hereinafter referred to as the “electric assist unit 40”) and the bicycle assembly 50. The electric assist unit 40 includes a bicycle control device 42 (hereinafter referred to as "control device 42"). The bicycle assembly 50 includes at least one of an electric shock absorber 52 and an electric adjustable seat tube 54. The seat cushion 34 is installed on the electrically adjustable seat tube 54 and supports the hips of the rider. In addition, in the following description of each embodiment, the terms indicating the front, rear, front, rear, left, right, horizontal, up, and down directions are based on the fact that the rider sits on the cushion of the bicycle 10 toward the handle 22 The direction of state 34 is used as a reference. The bicycle body 12 includes a front fork 12A and a frame 14. The frame 14 includes a head tube 14A, a seatpost 14B, a bottom bracket shell 14C, a down tube 14D, a chainstay 14E, a rear end 14F, and a seat stay 14G. The wheel 16 includes a front wheel 18 and a rear wheel 20. The front wheel 18 includes a rim 18A and a hub axle 18B. The hub axle 18B is supported by the front fork 12A. The handle 22 is attached to the head pipe 14A. The rear wheel 20 includes a rim 20A and a hub axle 20B. The rim 20A includes a hub shell (not shown), a rear sprocket support (not shown), a plurality of spokes 20D, and a rim 20E. A one-way clutch (not shown) is provided between the hub shell and the rear sprocket support. The hub axle 20B is supported by the rear end 14F. The crank 24 is mounted on a bottom bracket (not shown) supported by the bottom bracket shell 14C. The crank 24 includes a crank arm 24A, a pedal 24B, a pedal support shaft 24C, and a crank shaft 24D. The front sprocket 26A is attached to the crank 24. The rear sprocket 26B is mounted on the hub axle 20B of the rear wheel 20. The chain 28 is wound around the front sprocket 26A and the rear sprocket 26B. The crank 24 is rotated by the pedaling force of the rider. The rotation of the sprocket 26A before rotating together with the crank 24 is transmitted to the rear sprocket 26B by the chain 28, so the rear sprocket 26B and the rear wheel 20 rotate. The battery 30 is installed in the down tube 14D. The battery 30 supplies electric power to the electric assist unit 40 and the bicycle assembly 50. The battery 30 is connected to the electric auxiliary unit 40 and the bicycle assembly 50 by an electric wire (not shown). The electric auxiliary unit 40 includes an auxiliary motor (not shown), and the rotation of the crank 24 is assisted by the auxiliary motor. An example of the auxiliary motor is an electric motor. The rotation of the auxiliary motor is transmitted to the front sprocket 26A via a reducer (not shown). In one example, a one-way clutch is provided between the auxiliary motor and the front sprocket 26A. The one-way clutch prevents the pedaling force of the rider applied to the crank 24 from being transmitted to the auxiliary motor. The operating state of the electric assist unit 40 is changed by the control device 42 or the rider. The operating state of the electric assist unit 40 includes an operating mode. The operation mode includes the first operation mode. When the operation state of the electric assist unit 40 is the first operation mode, the electric assist unit 40 assists the bicycle 10 to travel with the first assist ratio. The operation mode further includes a second operation mode. When the operation state of the electric assist unit 40 is the second operation mode, the electric assist unit 40 assists the bicycle 10 to travel with the second assist ratio. The operation mode further includes a third operation mode. When the operation state of the electric assist unit 40 is the third operation mode, the electric assist unit 40 assists the bicycle 10 to travel with the third assist ratio. The action mode further includes the disconnect mode. When the action state of the electric assist unit 40 is in the off mode, the electric assist unit 40 does not assist the bicycle 10 to travel. The third assist ratio is greater than the first assist ratio. The third assist ratio is greater than the second assist ratio. The second assist ratio is greater than the first assist ratio. The output upper limit of the auxiliary motor in the third operation mode is greater than the output upper limit of the auxiliary motor in the second operation mode. The output upper limit of the auxiliary motor in the second operation mode is greater than the output upper limit of the auxiliary motor in the first operation mode. The electric shock absorber 52 includes a front electric shock absorber 52A and a rear electric shock absorber 52B. The front electric shock absorber 52A is provided on the front fork 12A. The rear electric shock absorber 52B is provided between the seatpost 14B and the chain stay 14E. The electric shock absorber 52 includes an elastic body (not shown), and absorbs the shock applied to the wheel 16 by converting it into elastic energy. Examples of elastic bodies are springs and cylinders filled with fluids including air, oil, and magnetic fluids. The front electric shock absorber 52A variably supports the position of the front wheel 18 relative to the front fork 12A. The operating state of the front electric shock absorber 52A is changed by, for example, an electrically driven actuator 52C. An example of the actuator 52C is an electric motor. The actuator 52C is driven by electric power supplied from the battery 30. The rear electric shock absorber 52B variably supports the position of the rear wheel 20 relative to the seatpost 14B. The operating state of the rear electric shock absorber 52B is changed by, for example, an electrically driven actuator 52D. An example of the actuator 52D is an electric motor. The actuator 52D is driven by electric power supplied from the battery 30. The electrically adjustable seat tube 54 is supported on the seat post 14B. A part of the electrically adjustable seat tube 54 is inserted into the seat post 14B. The action state of the electrically adjustable seat tube 54 is changed by an electrically driven actuator 54A. An example of the actuator 54A is an electric motor. The actuator 54A is driven by electric power supplied from the battery 30. The action state of the electrically adjustable seat tube 54 includes the height of the electrically adjustable seat tube 54. By changing the position of the electrically adjustable seat tube 54 relative to the frame 14, the height of the electrically adjustable seat tube 54 is changed. The bicycle 10 includes a tilt sensor 32A. The tilt sensor 32A is disposed on the frame 14 or the electric auxiliary unit 40 and detects the pitch angle of the frame 14. The pitch angle is the rotation angle around a specific pitch axis along the left and right direction of the bicycle 10. In one example, the tilt sensor 32A can detect the angular velocity of the pitch angle, and calculate the value obtained by integrating the angular velocity around the pitch axis as the pitch angle. The tilt sensor 32A detects the calculated pitch angle as the tilt of the bicycle 10. The bicycle 10 includes a rotation speed sensor 32B. The rotation speed sensor 32B detects the rotation speed of the wheel 16 of the bicycle 10. The bicycle 10 includes at least one of a rotation speed sensor 32B corresponding to the front wheel 18 and a rotation speed sensor 32B corresponding to the rear wheel 20. The rotation speed sensor 32B corresponding to the front wheel 18 is installed on the front fork 12A, and detects the rotation speed of the rim 18A of the front wheel 18 by detecting the magnet 18C provided on the front wheel 18. The rotation speed sensor 32B corresponding to the rear wheel 20 is installed on the chainstay 14E, and detects the rotation speed of the rim 20A of the rear wheel 20 by detecting the magnet 20C provided on the rear wheel 20. The bicycle 10 includes a power meter 32C. The power meter 32C detects the power of the bicycle 10. The power of the bicycle 10 can be calculated by the product of the torque applied to the crank 24 and the rotation speed of the crank 24. The power meter 32C includes, for example, a torque sensor and a crank rotation speed sensor (all are not shown). The torque sensor is a sensor that outputs a signal corresponding to the torque applied to the crank 24. In one example, the torque sensor includes a strain sensor, a magnetostrictive sensor, or an optical sensor. The crank speed sensor includes at least one of a sensor that detects the rotation speed of the crank 24, a sensor that detects the rotation speed of the chain 28, and a sensor that measures the number of vibrations of the chain 28 when the front sprocket 26A rotates . As shown in FIG. 2, the bicycle 10 further includes an operation unit 60. The operation unit 60 includes a first operation unit 62, a second operation unit 64, a third operation unit 66, and a fourth operation unit 68. Each operation part 62, 64, 66, 68 includes the switch (illustration omitted) which can be operated by a rider. The first operation part 62 is provided in the handle 22 (refer to FIG. 1), for example. The first operation unit 62 is connected to the electric assist unit 40 in a manner capable of wired communication or wireless communication. The first operating unit 62 may establish a data link in a manner capable of sending the data set to the electric assist unit 40. The first operating unit 62 transmits the data set to the electric assist unit 40 through the established data link. The data set includes, for example, information used for the control of the electric auxiliary power unit 40. The operation mode of the electric assist unit 40 is switched by the rider operating the first operation part 62. The second operation part 64 is provided in the handle 22, for example. The second operation unit 64 is connected to the front electric shock absorber 52A in a wired communication or wireless communication manner. The second operation unit 64 may establish a data link in a manner capable of sending the data set to the front electric shock absorber 52A. The second operating unit 64 transmits the data set to the front electric shock absorber 52A through the established data link. The data set includes, for example, information used for controlling the operating state of the front electric shock absorber 52A. The action state of the electric shock absorber 52 includes at least one of a displacement state, a stroke amount, a damping force, and a rebound force. When the rider inputs an instruction to lock the displacement state of the electric shock absorber 52 to the second operating portion 64, the front electric shock absorber 52A operates to lock the position of the front wheel 18 relative to the front fork 12A. If the rider inputs an instruction for the unlocking displacement state to the second operating portion 64, the front electric shock absorber 52A operates to unlock the position of the front wheel 18 relative to the front fork 12A. If the rider inputs an instruction to extend the stroke amount of the electric shock absorber 52 to the second operating portion 64, the front electric shock absorber 52A operates to extend the stroke amount of the electric shock absorber 52. When the rider inputs an instruction to shorten the stroke amount to the second operating portion 64, the front electric shock absorber 52A operates to shorten the stroke amount of the electric shock absorber 52. If the rider inputs an instruction to increase the damping force of the electric shock absorber 52 to the second operating portion 64, the front electric shock absorber 52A operates in a manner to increase the damping force of the electric shock absorber 52. If the rider inputs an instruction to reduce the damping force of the electric shock absorber 52 to the second operating portion 64, the front electric shock absorber 52A operates in a manner to reduce the damping force of the electric shock absorber 52. If the rider inputs an instruction to increase the rebound force of the electric shock absorber 52 to the second operating portion 64, the front electric shock absorber 52A operates in a manner that increases the rebound force of the electric shock absorber 52. If the rider inputs an instruction to reduce the rebound force of the electric shock absorber 52 to the second operating portion 64, the front electric shock absorber 52A will operate in a manner of reducing the rebound force of the electric shock absorber 52. The third operation part 66 is provided in the handle 22, for example. The third operation part 66 is connected to the rear electric shock absorber 52B in a wired communication or wireless communication manner. The third operation unit 66 may establish a data link in a manner capable of sending the data set to the rear electric shock absorber 52B. The third operating unit 66 transmits the data set to the rear electric shock absorber 52B through the established data link. The data set includes, for example, information used for the operation state of the electric shock absorber 52B after control. The operation of the rear electric shock absorber 52B corresponding to the operation of the third operation portion 66 is the same as the operation of the front electric shock absorber 52A corresponding to the operation of the second operation portion 64. The fourth operation part 68 is provided in the handle 22, for example. The fourth operating part 68 is connected to the electrically adjustable seat tube 54 in a manner capable of wired communication or wireless communication. The fourth operating unit 68 may establish a data link in a manner capable of sending the data set to the rear electric adjustable seat tube 54. The fourth operating unit 68 sends the data set to the electric adjustable seat tube 54 through the established data link. The data set contains, for example, information used to control the operating state of the electrically adjustable seat tube 54. If the rider inputs an ascending instruction to the fourth operating portion 68, the electrically adjustable seat tube 54 moves in such a way that the height of the electrically adjustable seat tube 54 relative to the frame 14 is increased. If the rider inputs a descending instruction to the fourth operating portion 68, the electrically adjustable seat tube 54 moves in such a manner that the height of the electrically adjustable seat tube 54 relative to the frame 14 is reduced. The control device 42 includes a control unit 44. The control device 42 includes a memory 46 and a bus 48. In the memory 46, for example, information required for the operation of the control device 42, such as the operation mode of the electric auxiliary unit 40, is stored. In the first example, the control unit 44 and the memory 46 are semiconductor chips and are mounted on a substrate (not shown) included in the control device 42. In the second example, the control device 42 is a semiconductor chip, and the control unit 44 and the memory 46 are modules occupying a corner of the semiconductor chip. The control unit 44 and the memory 46 are electrically connected via the bus 48. In one example, the bus 48 is PCI-Express (Peripheral Component Interconnect Express). The electric auxiliary unit 40, the operating unit 60, the tilt sensor 32A, the rotation speed sensor 32B, and the power meter 32C can be connected to the bus 48 of the control device 42 by wired or wireless communication, and can be connected to the control unit 44 Establish data links. The control unit 44 controls the operation state of the bicycle assembly 50 based on at least the operation state of the electric re-assist unit 40. In the first example, the control unit 44 controls the operating state of the electric shock absorber 52. At this time, the control unit 44 controls at least one of the displacement state, stroke amount, damping force, and rebound force of the electric shock absorber 52 based on the operation state of the electric assist unit 40. In the second example, the control unit 44 controls the operating state of the electrically adjustable seat tube 54. The height adjustable range of the electrically adjustable seat tube 54 includes at least the first range and the second range. The second range is higher than the first range. In one example, the range in which the height of the electrically adjustable seat tube 54 can be adjusted further includes the third range. The third range is lower than the first range. The control unit 44 controls the height of the electrically adjustable seat tube 54 based on the operating state of the electric assist unit 40. The control unit 44 includes an automatic control mode and a manual control mode. The control unit 44 switches between the automatic control mode and the manual control mode based on the input from the switch of the operation unit 60. In the automatic control mode, the control unit 44 controls the operation state of the bicycle assembly 50 based at least on the operation state of the bicycle electric assist unit 40. In the manual control mode, the operation state of the bicycle component is controlled based on the operation of the operating part 60 by the rider. 3 is an example of a first planned route that defines the relationship between the operation mode of the electric assist unit 40 and the operation state of the electric shock absorber 52. In Figure 3, the content of control can be arbitrarily selected corresponding to the items in the diagonally lined column. The control unit 44 memorizes the first planned route in advance. The control unit 44 controls the operation state of the electric shock absorber 52 based on the operation mode of the electric assist unit 40. When the operation mode of the electric assist unit 40 is the first operation mode, the control unit 44 controls the electric shock absorber 52 such that the displacement state of the electric shock absorber 55 is in the locked state. When the operation mode is the first operation mode, the assistance of the electric assist unit 40 is relatively small, so it is inferred that the bicycle 10 is traveling on flat ground. According to this control, the rider can adopt a stable posture when the bicycle 10 is traveling on flat ground. When the operation mode of the electric assist unit 40 is the second operation mode, the control unit 44 controls the electric shock absorber 52 such that the displacement state of the electric shock absorber 55 is the unlocked state. When the operation mode is the second operation mode, the assist ratio of the electric assist unit 40 is greater than that of the first operation mode, so it is inferred that the bicycle 10 is traveling on a rough road. According to this control, when the bicycle 10 is traveling on a rough road, the electric shock absorber 52 absorbs the impact on the bicycle 10. When the operation mode of the electric assist unit 40 is the third operation mode, the control unit 44 executes the first control of controlling the front electric shock absorber 52A and the rear electric shock absorber 52B. In one example, the first control includes control A1 to control A6. When the action mode is the third action mode, the assist ratio of the electric assist unit 40 is greater than that of the second action mode, so it is inferred that the bicycle 10 is traveling uphill. In the control A1, the control unit 44 controls at least one of the front electric shock absorber 52A and the rear electric shock absorber 52B by changing the stroke amount. According to this control, when the bicycle 10 is traveling uphill, the rider can adopt a posture suitable for traveling uphill. In control A2, the control unit 44 controls at least one of the front electric shock absorber 52A and the rear electric shock absorber 52B in such a way that the stroke amount of the rear electric shock absorber 52B is greater than the stroke amount of the front electric shock absorber 52A. It is easy for the rider to adopt a forward leaning posture, which reduces the burden felt by the rider during uphill travel. In the control A3, the control unit 44 controls the rear electric shock absorber 52B and the front electric shock absorber 52A so that the displacement state of the rear electric shock absorber 52B and the displacement state of the front electric shock absorber 52A are locked. When traveling uphill, the pedaling force of the rider and the assisting force of the electric assist unit 40 are stronger. By setting the electric shock absorber 52 in the locked state, the bicycle body 12 can be restrained from shaking up and down when the rider exerts a pedaling force, so the rider can adopt a stable posture. In the control A4, the control unit 44 controls at least one of the front electric shock absorber 52A and the rear electric shock absorber 52B by controlling the rebound force. The front electric shock absorber 52A and the rear electric shock absorber 52B are compressed due to the weight of the rider. If the rebound force of the front electric shock absorber 52A and the rear electric shock absorber 52B is changed, the inclination of the bicycle body 12 can be changed. Therefore, the rider can adopt a posture suitable for going uphill. In control A5, the control unit 44 controls at least one of the front electric shock absorber 52A and the rear electric shock absorber 52B in a way that the rebound force of the rear electric shock absorber 52B is greater than the rebound force of the front electric shock absorber 52A. Since the compressed length of the rear electric shock absorber 52B is shorter than the compressed length of the front electric shock absorber 52A, it is easy for the rider to adopt a forward leaning posture, thereby reducing the burden felt by the rider during uphill travel. In the control A6, the control unit 44 controls the electric shock absorber 52 in such a way that the displacement state of the electric shock absorber 52 is the unlocked state. When traveling on an uphill and rugged road, the rider can travel comfortably. When the operation mode of the electric assist unit 40 is the off mode, the control unit 44 executes the second control of controlling the front electric shock absorber 52A and the rear electric shock absorber 52B. In one example, the second control includes control B1 to control B3. When the action mode is the off mode, it is inferred that the bicycle 10 is traveling downhill. In control B1, the control unit 44 controls at least one of the front electric shock absorber 52A and the rear electric shock absorber 52B in such a way that the stroke amount of the rear electric shock absorber 52B is smaller than the stroke amount of the front electric shock absorber 52A. It is easy for the rider to adopt a backward leaning posture, thereby reducing the burden felt by the rider during downhill travel. In control B2, the control unit 44 controls the rear electric shock absorber 52B and the front electric shock absorber 52A so that the displacement state of the rear electric shock absorber 52B and the displacement state of the front electric shock absorber 52A are unlocked. During downhill travel, as the bicycle 10 accelerates, the impact of the bicycle body 12 from the road surface is likely to increase. Since the electric shock absorber 52 absorbs the impact received from the road surface, the rider can travel comfortably. In control B3, the control unit 44 controls at least one of the front electric shock absorber 52A and the rear electric shock absorber 52B in such a way that the rebound force of the rear electric shock absorber 52B is smaller than the rebound force of the front electric shock absorber 52A. Since the compressed length of the rear electric shock absorber 52B is longer than the compressed length of the front electric shock absorber 52A, it is easy for the rider to adopt a backward leaning posture, thereby reducing the burden felt by the rider during downhill travel. FIG. 4 is an example of a second planned route that defines the relationship between the operation mode of the electric auxiliary unit 40 and the operation state of the electric adjustable seat tube 54. The control unit 44 stores the second planned route in advance. The control unit 44 controls the operating state of the electrically adjustable seat tube 54 based on the operating mode. When the action mode is the first action mode, the control unit 44 controls the electrically adjustable seat tube 54 in such a way that the height of the electrically adjustable seat tube 54 is included in the first range. When traveling on flat ground, the rider can adopt a posture that is easy to apply pedaling force. When the action mode is the second action mode, the control unit 44 controls the electrically adjustable seat tube 54 in such a way that the height of the electrically adjustable seat tube 54 is included in the first range. When traveling on a rough road, the rider can adopt a posture that is easy to apply pedaling force. When the action mode is the third action mode, the control unit 44 controls the electrically adjustable seat tube 54 in such a way that the height of the electrically adjustable seat tube 54 is included in the second range. The height of the electrically adjustable seat tube 54 is increased, making it easier for the rider to adopt a forward leaning posture. Therefore, the burden felt by the rider during the uphill journey is reduced. When the action mode is the off mode, the control unit 44 controls the electrically adjustable seat tube 54 in such a way that the height of the electrically adjustable seat tube 54 is included in the third range. The height of the electrically adjustable seat tube 54 is reduced, making it easy for the rider to adopt a backward leaning posture. Therefore, the burden felt by the rider during downhill travel is reduced. The control unit 44 controls the bicycle assembly 50 based on at least one of the detection result of the tilt sensor 32, the detection result of the power meter 32C, and the detection result of the rotation speed sensor 32B, and the operation mode of the electric assist unit 40 Action status. According to this control, the detection result of the tilt sensor 32A is used to determine whether the travel path is uphill or downhill. In addition, the detection result of the rotation speed sensor 32B is used to determine whether the traveling path is downhill. In addition, the detection result of the power meter 32C is used to determine whether the travel path is uphill. Therefore, the bicycle assembly 50 can be controlled in more detail. (Second Embodiment) The structure of the bicycle 10 of the second embodiment is different from the structure of the bicycle 10 of the first embodiment in the following description. The other structure of the bicycle 10 of the second embodiment is substantially the same as the structure of the bicycle 10 of the first embodiment. As shown in FIG. 5, the actuator 54A is fixed to the seat post 14B. The form of fixing the actuator 54A includes, for example, the following first form and second form. In the first form, the actuator 54A is provided outside the seat post 14B as shown in the figure, and is fixed to the outer periphery of the seat post 14B. In the second form, the actuator 54A is provided inside the seat post 14B and fixed to the inner periphery of the seat post 14B. The electrically adjustable seat tube 54 includes a fixed tube 56, a movable tube 58, and an energizing mechanism 70. The seat cushion 34 is attached to the movable cylinder 58. The movable cylinder 58 includes a first end 58A on the side of the seat post 14B and a second end 58B on the opposite side of the first end 58A. The seat cushion 34 is attached to, for example, the second end 58B of the movable cylinder 58. The bicycle 10 further includes a load sensor 36 and a position sensor 38. The load sensor 36 detects the force applied to the movable barrel 58. The load sensor 36 is provided, for example, at the second end 58B of the movable barrel 58. The load sensor 36 may be connected to the control device 42 in wired communication or wireless communication. The detection result of the load sensor 36 is sent to the control device 42. The position sensor 38 detects the height of the electrically adjustable seat tube 54. The height of the electrically adjustable seat tube 54 is, for example, the position of the seat cushion 34 relative to the seat post 14B along the direction of the central axis of the seat post 14B. The position sensor 38 is provided in, for example, the fixed cylinder 56. The position sensor 38 may be connected with the control device 42 in wired communication or wireless communication. The detection result of the position sensor 38 is sent to the control device 42. The movable cylinder 58 is configured to be movable relative to the fixed cylinder 56 in the axial direction along the central axis of the fixed cylinder 56. The first end 58A of the movable cylinder 58 is inserted into the fixed cylinder 56. The fixed cylinder 56 includes a first end 56A on the side of the movable cylinder 58 and a second end 56B on the opposite side of the first end 56A. The second end 56B of the fixed tube 56 is inserted into the seat post 14B. The fixed cylinder 56 is fixed to the seat post 14B. The action state of the electrically adjustable seat tube 54 includes a fixed state where the movable barrel 58 is fixed relative to the fixed barrel 56 and a movable state where the movable barrel 58 can move relative to the fixed barrel 56. In one example, the electrically adjustable seat tube 54 further includes a supporting portion 58C. The support portion 58C is provided on the outer circumference of the movable barrel 58. The support portion 58C is formed separately from the movable barrel 58 and is fixed to the outer peripheral portion of the movable barrel 58. In addition, the supporting portion 58C may be formed integrally with the movable barrel 58. The energizing mechanism 70 is disposed inside the fixed cylinder 56 and located on the lower side of the fixed cylinder 56 in the axial direction along the central axis of the fixed cylinder 56. The energizing mechanism 70 energizes the movable barrel 58 in the extending direction relative to the fixed barrel 56 and fixes it at any position. Preferably, the energizing mechanism 70 energizes the movable barrel 58 by at least one of air pressure or oil pressure. Since the energizing method of the movable barrel 58 is general, a detailed description is omitted. In addition, the actuator 54A can also be arranged inside the seat post 14B and fixed to the inner circumference of the seat post 14B. The electrically adjustable seat tube 54 includes a push rod 72, a pressing member 74, and a cable 76. The push rod 72 includes a first end 72A and a second end 72B located on the opposite side of the first end 72A, and is provided inside the movable barrel 58. The first end 72A of the push rod 72 is located above the second end 72B in the axial direction along the central axis of the fixed cylinder 56. The second end 72B of the push rod 72 is located inside the energizing mechanism 70. The push rod 72 can move in the axial direction along the central axis of the fixed cylinder 56. When the first end 72A of the push rod 72 is pressed, the action state of the electrically adjustable seat tube 54 is a movable state. On the other hand, in a state where the first end 72A of the push rod 72 is not pressed, the operating state of the electrically adjustable seat tube 54 is a fixed state. The pressing member 74 includes a first end 74A, a second end 74B, and a pin 74C. The pressing member 74 is rotatably mounted with respect to the movable barrel 58 about the central axis of the pin 74C. The first end 74A is in contact with the first end 72A of the push rod 72. A cable 76 is connected to the second end 74B. The cable 76 is a Bowden cable, and includes an inner cable 76A and an outer tube 76B. The support part 58C of the movable barrel 58 is provided with a hole 58D. The inner cable 76A passes through the hole 58D to connect the actuator 54A and the second end 74B of the pressing member 74. The end 76C of the outer sleeve 76B is held by the supporting portion 58C of the movable barrel 58 and covers the inner cable 76A. The operation of the pressing member 74 will be described. If the actuator 54A pulls the inner cable 76A, when viewed from the right side of the bicycle 10, the pressing member 74 rotates counterclockwise with respect to the central axis of the pin 74C, and the first end 74A presses the push rod 72 The first end 72A moves in a manner. Thereby, the action state of the electrically adjustable seat tube 54 is a movable state. In the movable state, when the energizing mechanism 70 exerts a stronger force on the seat cushion 34 than the energized movable barrel 58, the movable barrel 58 moves downward. When the energizing mechanism 70 does not apply a stronger force to the seat cushion 34 than to the movable tube 58, the movable tube 58 moves upward. If the actuator 54A pulls the inner cable 76A, when viewed from the right side of the bicycle 10, the pressing member 74 rotates clockwise with respect to the center axis of the pin 74C, and releases the push rod 72 from the first end 74A. The pressing of the first end 72A. Therefore, the operating state of the electrically adjustable seat tube 54 is a fixed state, and the position of the movable barrel 58 is fixed. 6 and FIG. 7, the content of controlling the electrically adjustable seat tube 54 executed by the control unit 44 will be described. When the power of the control device 42 is switched on, the control unit 44 starts the control of the electrically adjustable seat tube 54. When the control unit 44 switches off the power of the control device 42 during the execution of the control, the control unit 44 ends the control in execution. In step S1, the control unit 44 switches the operating state of the electrically adjustable seat tube 54 to a fixed state. Specifically, the control unit 44 sends the first signal including an instruction to release the action of pulling the inner cable 76A to the actuator 54A. The actuator 54A releases the action of pulling the inner cable 76A when receiving the first signal. Therefore, the operating state of the electrically adjustable seat tube 54 is a fixed state. In step S2, the control unit 44 determines the type of the operation mode of the electric assist unit 40 stored in the memory 46. When the control unit 44 determines in step S2 that the operation mode of the electric assist unit 40 is the first operation mode or the second operation mode, step S3 is executed. When the control unit 44 determines in step S2 that the operation mode of the electric assist unit 40 is the third operation mode, step S4 is executed. When the control unit 44 determines that the operation mode of the electric assist unit 40 is the off mode in step S2, step S5 is executed. In step S3, the control unit 44 stores the first range stored in the memory 46 as the target range for control in the memory 46. In step S4, the control unit 44 stores the second range stored in the memory 46 as the target range for control in the memory 46. In step S5, the control unit 44 stores the third range stored in the memory 46 as the target range for control in the memory 46. In step S6, the control unit 44 determines whether the detection value of the position sensor 38 is included in the target range. When it is determined in step S6 that the detection value of the position sensor 38 is included in the target range, the control unit 44 executes step S1. When it is determined in step S6 that the detection value of the position sensor 38 is not included in the target range, the control unit 44 executes step S7. In step S7, the notification mechanism is used to output notification information to notify the rider that the height of the electrically adjustable seat tube 54 must be adjusted. The notification information includes, for example, at least one of information recognized by vision, information recognized by hearing, and information recognized by touch. The notification mechanism includes, for example, at least one of a display device, a speaker, and a vibration device. In one example, the display device and the speaker are included in a bicycle computer. The vibration device is included in the seat cushion 34 or the handle 22. In addition, the control unit 44 starts to count the duration of the state where the detection value of the load sensor 36 is greater than the specific value (hereinafter referred to as "second duration"). In step S8, the control part 44 determines whether the detection value of the load sensor 36 is below a specific value. The detection value of the load sensor 36 is the value of the force applied to the movable barrel 58. The memory 46 memorizes the specific value of the load in advance. When the control unit 44 determines that the force applied to the movable barrel 58 is greater than a specific value, step S13 is executed. When the control unit 44 determines that the force applied to the movable barrel 58 is less than the specified value, it resets the count of the second duration and executes step S9. In step S9, the control unit 44 switches the action state of the electrically adjustable seat tube 54 to a movable state. Specifically, the control unit 44 sends a second signal including an instruction to perform the action of pulling the inner cable 76A to the actuator 54A. When the actuator 54A receives the second signal from the control unit 44, it pulls the inner cable 76A. Therefore, the action state of the electrically adjustable seat tube 54 is set to a movable state. As shown in step S1 and step S9, the control unit 44 switches the operation state of the electrically adjustable seat tube 54 based on the operation mode. In step S10, the control unit 44 controls the notification mechanism to notify the state that the rider should adopt in order to set the height of the electrically adjustable seat tube 54 as the target range. For example, step S10 includes the following processing. When it is determined that the current height of the electrically adjustable seat tube 54 is higher than the upper limit of the target range, the control unit 44 causes the notification mechanism to notify the rider of the information that urges the rider to increase the load on the seat cushion 34. On the other hand, when it is determined that the current height of the electrically adjustable seat tube 54 is lower than the lower limit of the target range, the control unit 44 makes the notification mechanism notify the information that urges the rider to reduce the load on the cushion 34. In addition, the control unit 44 starts to count the duration of the state where the detection value of the position sensor 38 is not included in the target range (hereinafter referred to as the "first duration"). In step S11, the control unit 44 determines whether the detection value of the position sensor 38 is included in the target range. When it is determined in step S11 that the detection value of the position sensor 38 is included in the target range, the control unit 44 resets the count of the first duration and executes step S1. When it is determined in step S11 that the detection value of the position sensor 38 is not included in the target range, the control unit 44 executes step S12. In step S12, the control unit 44 determines whether the first duration time is equal to or longer than the first specific time. The memory 46 stores the first specific time. When it is determined in step S12 that the first duration has not reached the first specific time, the control unit 44 executes step S11. When it is determined in step S12 that the first duration is greater than or equal to the first specific time, the control unit 44 resets the count of the first duration, and executes step S1. In step S13, the control unit 44 determines whether the second duration time is equal to or longer than the second specific time. The memory 46 stores the second specific time. When it is determined in step S13 that the second duration has not reached the second specific time, the control unit 44 executes step S8. When it is determined in step S13 that the second duration is greater than or equal to the second specific time, the control unit 44 resets the count of the second duration, and executes step S1. (Variations) The description of each of the above-mentioned embodiments exemplifies the possible forms of the bicycle control device and the electric assist unit for bicycles according to the present invention, and is not intended to limit the forms. The bicycle control device and the bicycle electric assist unit according to the present invention can take the form of a combination of at least two modified examples other than the embodiments, such as the following modifications of the above-mentioned embodiments, and at least two modifications that are not contradictory to each other. · In the first embodiment and the second embodiment, the control unit 44 can control the electric shock absorber 52 based on the pedaling information and the rotation information. The stepping information is information related to the driving force of the driving force transmission path from the pedal 24B to the rear wheel 20. Specifically, the pedaling information is given to the crank arm 24A, the pedal 24B, the pedal support shaft 24C, the crank shaft 24D, the bottom bracket, the front sprocket 26A, the rear sprocket 26B, the chain 28, the hub shell, and the rear sprocket support. , One-way clutch, multiple spokes 20D, and wheel flange 20E driving force related information. The rotation information is information related to the rotation of the pedal 24B, the crank arm 24A, the bottom bracket, the front sprocket 26A, the rear sprocket 26B, the hub shell, the pulley of the rear derailleur, and the chain 28. By controlling the electric shock absorber 52 based on the pedaling information and the rotation information, the rider can pedal effectively. · In the second embodiment, the installation location of the actuator 54A can be changed arbitrarily. For example, in the modification shown in FIG. 8, the actuator 54A is disposed inside the seat post 14B. In this modified example, the actuator 54A is a liquid pump, and the movable barrel 58 is moved upward in the axial direction along the central axis of the fixed barrel 56 by hydraulic pressure. The energizing mechanism 70 includes an actuator 54A and a cylindrical member 78, and is arranged below the fixed cylinder 56 in the axial direction along the central axis of the fixed cylinder 56. The cylindrical member 78 connects the lower end of the fixed cylinder 56 and the actuator 54A. At least one of the actuator 54A, the cylindrical member 78, and the fixed cylinder 56 includes a valve (not shown) for restricting the flow of oil between the actuator 54A and the fixed cylinder 56. When the valve is opened, oil flows between the actuator 54A and the fixed cylinder 56. On the other hand, if the valve is closed, oil does not flow between the actuator 54A and the fixed cylinder 56. In addition, the movable barrel 58 includes a piston (not shown) inside. If oil is supplied from the lower end of the fixed cylinder 56 via the cylindrical member 78, pressure is applied to the piston. The movable barrel 58 rises due to this pressure. · In the second embodiment, it may further include a device for manually switching the movable state and the fixed state of the electrically adjustable seat tube 54. In this case, the rider can adjust the height of the electrically adjustable seat tube 54 at will.

10‧‧‧Bicycle 12‧‧‧Bike body 12A‧‧‧Fork 14‧‧‧Frame 14A‧‧‧Head tube 14B‧‧‧Seatpost 14C‧‧‧Bottom bracket shell 14D‧‧‧Down tube 14E‧‧‧ chainstay 14F‧‧‧Back 14G‧‧‧stays 16‧‧‧wheel 18‧‧‧Front wheel 18A‧‧‧Rim 18B‧‧‧Wheel Hub Shaft 18C‧‧‧Magnet 20‧‧‧rear wheel 20A‧‧‧Rim 20B‧‧‧Wheel Hub Shaft 20C‧‧‧Magnet 20D‧‧‧Spokes 20E‧‧‧Rim 22‧‧‧Handle 24‧‧‧Crank 24A‧‧‧Crank arm 24B‧‧‧Pedals 24C‧‧‧Pedal support axis 24D‧‧‧Crankshaft 26A‧‧‧Front chain wheel 26B‧‧‧Rear sprocket 28‧‧‧Chain 30‧‧‧Battery 32A‧‧‧Tilt sensor 32B‧‧‧Rotation Speed Sensor 32C‧‧‧Power Meter 34‧‧‧Cushion 36‧‧‧Load Sensor 38‧‧‧Position Sensor 40‧‧‧Electric auxiliary unit for bicycle 42‧‧‧Bicycle control device 44‧‧‧Control Department 46‧‧‧Memory 48‧‧‧Bus 50‧‧‧Bicycle components 52‧‧‧Electric shock absorber 52A‧‧‧Front electric shock absorber 52B‧‧‧ Rear electric shock absorber 52C‧‧‧Actuator 52D‧‧‧Actuator 54‧‧‧Electrically adjustable seat tube 54A‧‧‧Actuator 56‧‧‧Fixed tube 56A‧‧‧First end 56B‧‧‧2nd end 58‧‧‧ Movable barrel 58A‧‧‧The first end 58B‧‧‧2nd end 58C‧‧‧Support Department 58D‧‧‧Hole 60‧‧‧Operation Department 62‧‧‧The first operation part 64‧‧‧The second operation part 66‧‧‧3rd operation part 68‧‧‧4th operation part 70‧‧‧Enabling Organization 72‧‧‧Putter 72A‧‧‧1st end 72B‧‧‧2nd end 74‧‧‧Pressing member 74A‧‧‧First end 74B‧‧‧2nd end 74C‧‧‧pin 76‧‧‧Cable 76A‧‧‧Internal cable 76B‧‧‧Outer Tube 76C‧‧‧End 78‧‧‧Cylinder-shaped member S1～S5‧‧‧Step S6～S12‧‧‧Step

Fig. 1 is a side view of a bicycle equipped with the bicycle control device of the first embodiment. Figure 2 is a block diagram of Figure 1. Fig. 3 is a diagram showing the first planned route of the bicycle control device in Fig. 1 in advance. Fig. 4 is a diagram showing the second planned route of the bicycle control device in Fig. 1 in advance. Figure 5 is an enlarged view of the electrically adjustable seat tube when viewing the bicycle of the second embodiment from the right. Figure 6 shows the first half of the flow chart of controlling the electric adjustable seat tube. Figure 7 is a flowchart showing the second half of controlling the electrically adjustable seat tube. Figure 8 is an enlarged view showing a modified example of an electrically adjustable seat tube.

10‧‧‧Bicycle

32A‧‧‧Tilt sensor

32B‧‧‧Rotation Speed Sensor

32C‧‧‧Power Meter

40‧‧‧Electric auxiliary unit for bicycle

42‧‧‧Bicycle control device

44‧‧‧Control Department

46‧‧‧Memory

48‧‧‧Bus

50‧‧‧Bicycle components

52‧‧‧Electric shock absorber

52A‧‧‧Front electric shock absorber

52B‧‧‧ Rear electric shock absorber

52C‧‧‧Actuator

52D‧‧‧Actuator

54‧‧‧Electrically adjustable seat tube

54A‧‧‧Actuator

60‧‧‧Operation Department

62‧‧‧The first operation part

64‧‧‧The second operation part

66‧‧‧3rd operation part

68‧‧‧4th operation part

Claims (28)

A bicycle control device, comprising: a control unit that controls the operation state of a bicycle component including at least one of an electric shock absorber and an electric adjustable seat tube based on at least the operation state of the electric auxiliary unit for the bicycle, wherein the above The operating state of the electric assist unit for a bicycle includes an operating mode, and the above-mentioned operating mode includes a first operating mode in which the bicycle is assisted with a first assist ratio. For example, the bicycle control device of claim 1, wherein the control unit includes an automatic control mode and a manual control mode, and in the automatic control mode, the operation of the bicycle component is controlled based on at least the operation state of the bicycle electric auxiliary unit status. The bicycle control device of claim 2, wherein the control unit switches the automatic control mode and the manual control mode based on an input from the operation unit. The bicycle control device according to any one of claims 1 to 3, wherein the bicycle component includes an electric shock absorber, and the control unit controls the operation state of the electric shock absorber. Such as the bicycle control device of claim 4, wherein the operation state of the electric shock absorber includes at least one of a displacement state, a stroke amount, a damping force, and a rebound force, and the control unit is based on the electric auxiliary unit for the bicycle The operation state controls at least one of the displacement state, the stroke amount, the damping force, and the rebound force. The bicycle control device of claim 5, wherein the control unit controls the operation state of the electric shock absorber based on the operation mode. The bicycle control device of claim 6, wherein the control unit controls the electric shock absorber in such a manner that the displacement state of the electric shock absorber is the locked state when the operation mode is the first operation mode. For example, the bicycle control device of claim 7, wherein the operation mode includes a second operation mode that assists the bicycle traveling with a second assist ratio, and the control unit uses the above operation mode when the operation mode is the second operation mode. The electric shock absorber is controlled in such a way that the displacement state of the electric shock absorber is the unlocked state. The bicycle control device of claim 8, wherein the second assist ratio is greater than the first assist ratio. The bicycle control device of claim 8, wherein the electric shock absorber includes a front electric shock absorber and a rear electric shock absorber, the operation mode includes a third operation mode that assists the bicycle traveling with a third assist ratio, and When the operation mode of the electric assist unit for the bicycle is the third operation mode, the control unit controls the front electric shock absorber and the rear electric shock absorber. The bicycle control device of claim 10, wherein the third assist ratio is greater than the first assist ratio. The bicycle control device of claim 11, wherein the third assist ratio is greater than the second assist ratio. The bicycle control device of claim 10, wherein the control unit controls at least one of the front electric shock absorber and the rear electric shock absorber to change the stroke amount. For example, the bicycle control device of claim 13, wherein the control unit controls the front electric shock absorber and the rear electric shock absorber in such a way that the stroke amount of the rear electric shock absorber is greater than the stroke amount of the front electric shock absorber At least one of the shocks. For example, the bicycle control device of claim 13, wherein the control unit controls the rear electric shock absorber and the rear electric shock absorber in such a manner that the displacement state of the rear electric shock absorber and the displacement state of the front electric shock absorber are locked. The aforementioned front electric shock absorber. The bicycle control device of claim 10, wherein the control unit controls at least one of the front electric shock absorber and the rear electric shock absorber to control the rebound force. For example, the bicycle control device of claim 16, wherein the control unit controls the front electric shock absorber and the rear electric shock absorber in such a way that the rebound force of the rear electric shock absorber is greater than the rebound force of the front electric shock absorber. At least one of electric shock absorbers. The bicycle control device of claim 16, wherein the control unit controls the electric shock absorber in such a way that the displacement state of the electric shock absorber is in the unlocked state. The bicycle control device of claim 1, wherein the bicycle component includes an electric adjustable seat tube, and the control unit controls the action state of the electric adjustable seat tube. The bicycle control device of claim 19, wherein the operation state of the electric adjustable seat tube includes the height of the electric adjustable seat tube, and the control unit controls the electric adjustable seat tube based on the operation state of the electric auxiliary unit for the bicycle The height of the seat tube. The bicycle control device of claim 19, wherein the control unit controls the operation state of the electric adjustable seat tube based on the operation mode. The bicycle control device of claim 21, wherein the operation mode includes: a third operation mode in which the bicycle is assisted with a third assist ratio greater than the first assist ratio, and the control unit is the first operation mode in the first assist ratio In the case of the operation mode, control the electric adjustable seat tube so that the height of the electric adjustable seat tube is included in the first range. When the operation mode is the third operation mode, use the electric adjustable seat tube. The above-mentioned electrically adjustable seat tube is controlled in such a way that the height of the seat tube is contained in a second range higher than the above-mentioned first range. A bicycle control device according to claim 22, wherein the operation mode includes a second operation mode in which the bicycle is assisted with a second assist ratio greater than the first assist ratio and smaller than the third assist ratio, and the control unit is connected to When the operation mode is the second operation mode, the electric adjustable seat tube is controlled in such a way that the height of the electric adjustable seat tube is included in the first range. The bicycle control device of claim 21, wherein the electric adjustable seat tube includes: a fixed tube, a movable tube for seat cushion installation, and the movable tube is energized in an extension direction relative to the fixed tube, and fixed at any position In the energizing mechanism, the operating state of the electrically adjustable seat tube includes: a fixed state in which the movable cylinder is fixed relative to the fixed cylinder, and a movable state in which the movable cylinder can move relative to the fixed cylinder, and the control unit is based on the above Action mode, switch the action state of the above-mentioned electric adjustable seat tube. The bicycle control device of claim 24, wherein the energizing mechanism energizes the movable cylinder by at least one of air pressure or oil pressure. For example, the bicycle control device of claim 24, wherein the control unit switches the operating state of the electrically adjustable seat tube to the movable state when determining that the force applied to the movable barrel is below a specific value. Such as the bicycle control device of claim 1 or 19, wherein the above-mentioned control unit detects bicycle At least one of the detection result of the tilt sensor of the vehicle tilt, the detection result of the power meter that detects the power of the bicycle, and the detection result of the rotation speed sensor that detects the rotation speed of the wheel of the bicycle, and the bicycle The aforementioned action mode of the auxiliary unit controls the action state of the aforementioned bicycle components. An electric auxiliary unit for bicycles, comprising the bicycle control device of any one of claims 1-27.

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