JP7542937B2 - Control system and human-powered vehicle system - Google Patents

Description

The present invention relates to a control system and a human-powered vehicle system.

Bicycles equipped with ABS units are known. For example, Patent Document 1 discloses an ABS unit that uses a pump driven by an assist motor to provide hydraulic pressure to a braking device that applies braking force to the wheels of the bicycle.

Patent No. 6420199

The object of the present invention is to provide a control system and a human-powered vehicle system that can supply liquid pressure to components of a human-powered vehicle using an actuator.

A control system according to a first aspect of the present invention comprises a pump that supplies fluid pressure to components of a human-powered vehicle, an actuator that operates at least the pump, and a control unit that controls the actuator, the components including at least one of an adjustable seat post, a wheel drive device, a transmission, and a steering assist device.
According to the control system of the first aspect, an actuator may be used to provide hydraulic pressure to a component of the human powered vehicle.

In a control system of a second aspect according to the first aspect, the pump provides at least one of hydraulic pressure and pneumatic pressure to the component.
According to the control system of the second aspect, the components of the human-powered vehicle can be driven hydraulically or pneumatically.

A control system of a third aspect according to the first or second aspect further comprises a first connection connecting the pump and the component such that fluid pressure is transmitted from the pump to the component.
The control system of the third aspect described above allows fluid pressure to be appropriately transmitted to components of the human-powered vehicle.

The control system of a fourth aspect according to any one of the first to third aspects further comprises a pressure accumulator that accumulates fluid pressure generated by the pump.
According to the control system of the fourth aspect, the fluid pressure generated by the pump can be accumulated and effectively utilized.

The control system of a fifth aspect according to the fourth aspect further comprises a second connection portion connecting the pressure accumulator and the component such that fluid pressure is transmitted from the pressure accumulator to the component.
According to the control system of the fifth aspect, fluid pressure can be appropriately transmitted to components of the human-powered vehicle.

In the control system of a sixth aspect according to the fifth aspect, the actuator includes an assist motor that outputs an auxiliary driving force to a drive train of the human-powered vehicle.
According to the control system of the sixth aspect, the actuator serves both to assist the human-powered driving force and to drive the pump, so that the weight of the human-powered vehicle can be reduced.

The control system of a seventh aspect according to the sixth aspect further includes a first engagement/disengagement unit that transmits rotation of the assist motor in a first direction to the drive train.
According to the control system of the seventh aspect, the drive train can be operated appropriately.

The control system of an eighth aspect according to the seventh aspect further includes a second engagement/disengagement unit that transmits rotation of the assist motor in a second direction opposite to the first direction to the pump.
According to the control system of the eighth aspect, the pump can be operated appropriately.

In the control system of a ninth aspect according to the seventh or eighth aspect, the control unit controls the second connection portion so as to supply fluid pressure of the accumulator to the component in response to an operation input from an operating device when the assist motor is rotating in the first direction.
According to the control system of the ninth aspect, even when the assist motor rotates in the first direction, the fluid pressure of the pressure accumulator can be supplied to the component.

In a control system of a tenth aspect according to the seventh or eighth aspect, the control unit rotates the assist motor in the second direction in response to an operation input from an operating device when the assist motor is rotating in the first direction.
According to the control system of the tenth aspect, the assist motor can be appropriately operated in response to an operation input from the operating device.

In the control system of an eleventh aspect according to the seventh aspect, the first engagement/disengagement unit transmits rotation of the assist motor to the drive train and the pump when the assist motor rotates in a first direction.
According to the control system of the eleventh aspect, the first engagement/disengagement unit can drive the drive train and the pump while the assist motor rotates in the first direction.

In the control system of a twelfth aspect according to the eighth aspect, the control unit rotates the assist motor in the second direction when the traveling speed of the human-powered vehicle becomes equal to or higher than a predetermined speed.
According to the control system of the twelfth aspect, the components can be operated appropriately according to the state of the human-powered vehicle.

A human-powered vehicle system according to a thirteenth aspect in accordance with any one of the first to twelfth aspects includes a control system according to any one of the first to twelfth aspects and the component.
According to the human-powered vehicle system of the thirteenth aspect, the same effects as those obtained by any one of the control systems described above can be obtained.

The control system of the present invention provides a control system and a human-powered vehicle system that can supply liquid pressure to components of a human-powered vehicle using an actuator.

1 is a side view of a human-powered vehicle including a control system according to a first embodiment. FIG. 2 is a block diagram of the human-powered vehicle system of FIG. 1 . 4 is a flowchart showing an example of control executed by a control unit. FIG. 11 is a block diagram of a human-powered vehicle system according to a second embodiment. 13 is a flowchart showing an example of control executed by a control unit according to a third embodiment.

First Embodiment
Referring to FIG. 1, a human-powered vehicle A including a control system 20 will be described.
Here, the human-powered vehicle means a vehicle that uses human power at least partially as a driving force for traveling, and includes a vehicle that electrically assists human power. A vehicle that uses only a driving force other than human power is not included in the human-powered vehicle. In particular, a vehicle that uses only an internal combustion engine as a driving force is not included in the human-powered vehicle. Usually, a small and light vehicle is assumed as a human-powered vehicle, and a vehicle that does not require a license to drive on a public road is assumed. The illustrated human-powered vehicle A is a bicycle that includes an assist motor E1 that uses electric energy to assist the propulsion of the human-powered vehicle A. Specifically, the human-powered vehicle A is an electrically assisted bicycle. The type of the human-powered vehicle A can be changed arbitrarily, and may be a road bike, a mountain bike, a cross bike, a city cycle, a cargo bike, a recumbent bike, or a kick scooter.

The human-powered vehicle A comprises a frame A1 constituting the main body, a front wheel support device A2 rotatably attached to the frame A1, a front wheel WF which is a wheel rotatably attached to the front wheel support device A2, a rear wheel WR rotatably attached to the frame A1, and a handle H1 which is operated to change the direction of the front wheel WF. The human-powered vehicle A further comprises a brake device BD, a transmission T, a suspension SU, an adjustable seat post ASP, and a wheel drive device HD. The front wheel WF is composed of a tire TW and a wheel. The rear wheel WR is composed of a tire TW and a wheel. The human-powered vehicle A further comprises a steering wheel H. The steering wheel H comprises a handle H1 and a stem H2 which supports the handle H1. The human-powered vehicle A comprises a steering assist device SA which adjusts the steerability of the steering wheel H.

The human-powered vehicle A includes a human-powered vehicle system 10. The human-powered vehicle system 10 includes a control system 20 and a component CO of the human-powered vehicle A. The human-powered vehicle system 10 controls the component CO by fluid pressure. The component CO includes at least one of an adjustable seat post ASP, a wheel drive device HD, a transmission T, and a steering assist device SA. In one example, the component CO further includes at least one of a suspension SU, a brake device BD, and a tire TW.

The brake device BD includes a brake device BD1 that applies a braking force to the front wheel WF, and a brake device BD2 that applies a braking force to the rear wheel WR. Each brake device BD is, for example, a disc brake. The brake device BD1 clamps the disc rotor 26F that is fixed to the hub HR of the front wheel WF so that it can rotate integrally with the wheel, thereby braking the rotation of the disc rotor 26F. The brake device BD2 clamps the disc rotor 26R that is fixed to the hub HR of the rear wheel WR, thereby braking the rotation of the disc rotor 26R. The brake device BD may be a rim brake that clamps braking surfaces provided on the rims of the front wheel WF and the rear wheel WR.

The human-powered vehicle A includes a drive train B that transmits driving force to the rear wheels WR. The drive train B includes a drive unit E that is removably fixed to the frame A1, and a crank assembly C. The crank assembly C includes a crank shaft C1 that is rotatably attached to the drive unit E. The drive unit E includes an assist motor E1 that adds an assist force to the human-powered driving force input from the crank shaft C1, and a housing E2 that houses multiple mechanical elements. The assist motor E1 is an electric motor and is provided in the housing E2. The assist motor E1 may be provided in the internal space of the housing E2. The human-powered vehicle A further includes a battery BT that supplies power to the assist motor E1.

The crank assembly C includes a pair of crank arms C2 connected to the crankshaft C1, and a pair of pedals PD rotatably attached to the crank arms C2. The drive train B includes a front sprocket assembly D1 connected to the crankshaft C1 via a one-way clutch, a rear sprocket assembly D2 rotatably attached to the hub HR of the rear wheel WR via a freewheel, and a chain D3 wound around the front sprocket assembly D1 and the rear sprocket assembly D2. The front sprocket assembly D1 includes multiple front sprockets D11 with different diameters or numbers of teeth. The rear sprocket assembly D2 includes multiple rear sprockets D21 with different diameters or numbers of teeth.

When a manual driving force that rotates the crank arm C2 forward is input to the pedal PD, the crank arm C2 and the crankshaft C1 rotate forward together relative to the frame A1, the rotation of the crankshaft C1 is transmitted to the front sprocket assembly D1, and the rotation of the front sprocket assembly D1 is transmitted to the rear sprocket assembly D2 and the rear wheel WR by the chain D3. When a manual driving force that rotates the crank arm C2 backward is input to the pedal PD, and the crank arm C2 and the crankshaft C1 rotate backward together relative to the frame A1, the rotation of the crankshaft C1 is not transmitted to the front sprocket assembly D1 by the one-way clutch.

The assist motor E1 rotates in a first direction in response to the manual driving force that rotates the crank arm C2 forward. When the assist motor E1 rotates in the first direction, the rotation of the assist motor E1 is transmitted to the front sprocket assembly D1 via the reduction mechanism and the first one-way clutch 54 (see FIG. 2). As a result, an assist force is added to the manual driving force. The assist motor E1 rotates in the first direction, so that an assist force is added to the manual driving force. When the assist motor E1 rotates in a second direction opposite to the first direction, the rotation of the assist motor E1 is transmitted to the pump PP via the second one-way clutch 56 (see FIG. 2).

The transmission T includes an external transmission. The transmission T includes at least one of a front derailleur and a rear derailleur. The front derailleur changes the front sprocket D11 around which the chain D3 is wound, thereby changing the gear ratio of the human-powered vehicle A. The gear ratio of the human-powered vehicle A is defined by the number of rotations of the rear wheel WR per one rotation of the crankshaft C1. The gear ratio of the human-powered vehicle A is defined by the number of rotations of the rear wheel WR per one rotation of the crank assembly. The rear derailleur changes the rear sprocket D21 around which the chain D3 is wound, thereby changing the gear ratio of the human-powered vehicle A. In one example, the corresponding transmission T is driven in response to the operation of the operating device 60. A configuration in which the transmission T is controlled pneumatically is described in Patent No. 3315316.

The suspension SU includes at least one of a front suspension FSU and a rear suspension. The front suspension FSU is provided on the front wheel support device A2 and operates to reduce the impact that the front wheel WF receives from the ground. The rear suspension operates to reduce the impact that the rear wheel WR receives from the ground. At least one of the displacement state, travel amount, damping force, and repulsion force of the suspension SU is adjusted in response to the operation of the operating device 60.

The adjustable seat post ASP operates to change the height of the saddle SD relative to the frame A1 in response to the operation of the operating device 60. The wheel drive device HD operates to assist the propulsive force of the wheels of the human-powered vehicle A. The wheel drive device HD operates in response to, for example, the operation of the operating device 60 or the human-powered driving force applied to the pedal PD.

The tire TW includes a front tire TWF and a rear tire TWR. The front tire TWF and the rear tire TWR each include an air chamber. The air chamber can maintain gas in a compressed state. The front tire TWF and the rear tire TWR each include a tube and a valve for injecting gas into the inside of the tube. The air chambers of the front tire TWF and the rear tire TWR are formed inside the tube. The front tire TWF and the rear tire TWR may be configured as tubeless tires. Air pressure from the pump PP is supplied to the tire TW, for example, through a pipe connecting the frame and the wheel. It is preferable that hydraulic pressure from the pump PP is not supplied to the tire TW.

The steering assist device SA operates to adjust the rotation of the steering wheel H of the human-powered vehicle A. The steering assist device SA suppresses the rotation of the steering wheel H, for example, by applying rotational resistance to the steering wheel H or by locking the steering wheel H in response to the operation of the steering wheel H. The steering assist device SA includes a rotary damper.

With reference to FIG. 2, a human-powered vehicle system 10, which is an example of electrical or mechanical connections of a human-powered vehicle A, will be described. The dashed lines in FIG. 2 show the electrical connections of the human-powered vehicle A. The solid lines in FIG. 2 show the mechanical connections of the human-powered vehicle A.

The control system 20 includes a pump PP that supplies fluid pressure to a component CO of the human-powered vehicle A, an actuator 22 that operates at least the pump PP, and a control unit 30 that controls the actuator 22. The pump PP supplies at least one of hydraulic pressure and pneumatic pressure to the component CO. The actuator 22 includes an assist motor E1 that outputs auxiliary driving force to the drive train B of the human-powered vehicle A.

The control system 20 further includes a first engagement unit 50 that transmits the rotation of the assist motor E1 in the first direction to the drive train B. In one example, the first engagement unit 50 includes a first one-way clutch 54. The assist motor E1 is mechanically connected to the first one-way clutch 54. The first one-way clutch 54 is mechanically connected to the drive train B. The control system 20 further includes a second engagement unit 52 that transmits the rotation of the assist motor E1 in a second direction opposite to the first direction to the pump PP. In one example, the second engagement unit 52 includes a second one-way clutch 56. The assist motor E1 is mechanically connected to the second one-way clutch 56. The second one-way clutch 56 is mechanically connected to the pump PP.

The assist motor E1 is electrically connected to the control unit 30. The control unit 30 controls the assist motor E1. The assist motor E1 rotates in a first direction or a second direction according to the control of the control unit 30. When the assist motor E1 rotates in the first direction, the rotation of the assist motor E1 is transmitted to the drive train B via the first engagement unit 50. When the assist motor E1 rotates in the first direction, the second engagement unit 52 does not transmit the rotation of the assist motor E1 to the pump PP. When the assist motor E1 rotates in the second direction, the rotation of the assist motor E1 is transmitted to the pump PP via the second engagement unit 52. When the assist motor E1 rotates in the second direction, the first engagement unit 50 does not transmit the rotation of the assist motor E1 to the drive train B.

The control system 20 further includes a pressure accumulator 24 that accumulates the fluid pressure generated by the pump PP. The control system 20 further includes a first connection 70 that connects the pump PP and the component CO so that the fluid pressure is transmitted from the pump PP to the component CO. The control system 20 further includes a second connection 72 that connects the pressure accumulator 24 and the component CO so that the fluid pressure is transmitted from the pressure accumulator 24 to the component CO. In one example, the control system 20 further includes a third connection 74 that connects the pump PP and the pressure accumulator 24 so that the fluid pressure is transmitted from the pump PP to the pressure accumulator 24. When the control unit 30 is not outputting the auxiliary driving force to the drive train B of the human-powered vehicle A, the control unit 30 may drive the pump PP by rotating the assist motor E1 in the second direction, and accumulate the fluid pressure in the pressure accumulator 24.

In one example, the first connection unit 70 includes a first flow path 76 through which the fluid flows, and a first flow path control unit 80 provided in the first flow path 76. The first flow path 76 connects the pump PP to each of the multiple components CO so that the fluid flows from the pump PP to each of the multiple components CO. The first flow path control unit 80 switches the connection state between the pump PP and each of the multiple components CO. The first flow path control unit 80 includes one or more first valves 84. The first valve 84 includes at least one of, for example, a solenoid valve and an electric valve.

The first valve 84 is electrically connected to the control unit 30. The control unit 30 controls the first connection unit 70. The control of the first connection unit 70 includes the control of the first flow path control unit 80. The control of the first flow path control unit 80 includes the control of the first valve 84. In the control of the first valve 84, the opening degree of the first valve 84 is adjusted. The flow rate of the fluid passing through the first valve 84 changes according to the opening degree of the first valve 84. When the opening degree of the first valve 84 is the first opening degree, the first valve 84 is closed and the fluid does not pass through the first valve 84. When the opening degree of the first valve 84 is the second opening degree that is larger than the first opening degree, the first valve 84 is opened and the fluid passes through the first valve 84.

In one example, when current is applied to the first valve 84, the opening degree of the first valve 84 is set to the first opening degree. When current is not applied to the first valve 84, the opening degree of the first valve 84 is set to the second opening degree. The second opening degree includes an opening degree that is greater than the first opening degree and up to the maximum opening degree. In one example, when current is not applied to the first valve 84, the opening degree of the first valve 84 is set to the first opening degree. When current is applied to the first valve 84, the opening degree of the first valve 84 is set to the second opening degree. The control unit 30 can adjust the magnitude of the second opening degree depending on the operating state of the component CO, etc.

The first connection unit 70 includes at least a first connection state, a second connection state, and a third connection state. The control unit 30 switches the connection state of the first connection unit 70 by controlling the first connection unit 70. In the first connection state, the first connection unit 70 is controlled so that the pump PP is not connected to any of the multiple components CO. In the first connection state, even if fluid is discharged from the pump PP, no fluid is supplied to the component CO. In the second connection state, the first connection unit 70 is controlled so that the pump PP is connected to only one of the multiple components CO. In the second connection state, the fluid discharged from the pump PP is supplied to one of the components CO connected to the pump PP. The one of the components CO operates according to the pressure of the supplied fluid. In the third connection state, the first connection unit 70 is controlled so that the pump PP is connected to at least two of the multiple components CO. In the third connection state, the fluid discharged from the pump PP is supplied to at least two components CO connected to the pump PP. At least two components CO operate in response to the pressure of the supplied fluid.

In one example, the second connection unit 72 includes a second flow path 78 through which the fluid flows, and a second flow path control unit 82 provided in the second flow path 78. The second flow path 78 connects the pressure accumulator 24 to each of the multiple components CO so that the fluid flows from the pressure accumulator 24 to each of the multiple components CO. The second flow path control unit 82 switches the connection state between the pressure accumulator 24 and each of the multiple components CO. The second flow path control unit 82 includes one or more second valves 86. The second valve 86 includes at least one of, for example, a solenoid valve and an electric valve.

The second valve 86 is electrically connected to the control unit 30. The control unit 30 controls the second connection unit 72. The control of the second connection unit 72 includes the control of the second flow path control unit 82. The control of the second flow path control unit 82 includes the control of the second valve 86. In the control of the second valve 86, the opening degree of the second valve 86 is adjusted. The flow rate of the fluid passing through the second valve 86 changes according to the opening degree of the second valve 86. When the opening degree of the second valve 86 is the third opening degree, the second valve 86 is closed and the fluid does not pass through the second valve 86. When the opening degree of the second valve 86 is the fourth opening degree, which is larger than the third opening degree, the second valve 86 is opened and the fluid passes through the second valve 86.

In one example, when current is applied to the second valve 86, the opening degree of the second valve 86 is set to the third opening degree. When current is not applied to the second valve 86, the opening degree of the second valve 86 is set to the fourth opening degree. The fourth opening degree includes an opening degree greater than the third opening degree and up to the maximum opening degree. In one example, when current is not applied to the second valve 86, the opening degree of the second valve 86 is set to the third opening degree. When current is applied to the second valve 86, the opening degree of the second valve 86 is set to the fourth opening degree. The control unit 30 can adjust the magnitude of the fourth opening degree depending on the operating state of the component CO, etc.

The second connection unit 72 includes at least a fourth connection state, a fifth connection state, and a sixth connection state. The control unit 30 switches the connection state of the second connection unit 72 by controlling the second connection unit 72. In the fourth connection state, the second connection unit 72 is controlled so that the pressure accumulator 24 is not connected to any of the multiple components CO. In the fifth connection state, even if fluid pressure is accumulated in the pressure accumulator 24, fluid pressure is not supplied to the component CO. In the fifth connection state, the second connection unit 72 is controlled so that the pressure accumulator 24 is connected to only one of the multiple components CO. In the fifth connection state, the fluid pressure accumulated in the pressure accumulator 24 is supplied to one of the components CO connected to the pressure accumulator 24. The one of the components CO operates according to the supplied fluid pressure. In the sixth connection state, the second connection unit 72 is controlled so that the pressure accumulator 24 is connected to at least two of the multiple components CO. In the sixth connection state, the fluid pressure accumulated in the pressure accumulator 24 is supplied to at least two components CO connected to the pressure accumulator 24. The at least two components CO operate according to the supplied fluid pressure.

The human-powered vehicle system 10 further includes a first detection device DD1 that detects the rotation state of the front wheels WF, and a second detection device DD2 that detects the rotation state of the rear wheels WR. The first detection device DD1 and the second detection device DD2 are electrically connected to the control unit 30.

The first detection device DD1 includes, for example, a magnetic sensor attached to the frame A1 near the front wheel WF, and a magnet attached to the disc rotor 26F of the front wheel WF or to the spokes of the front wheel WF. The first detection device DD1 detects the rotational speed, which is the rotational state of the front wheel WF, by the magnetic sensor detecting the magnet. The magnet that rotates with the front wheel WF may be provided in multiple places around the circumferential direction of the front wheel WF, or may be formed in an annular shape and magnetized with alternating different polarities in the circumferential direction.

The second detection device DD2 includes, for example, a magnetic sensor attached to the frame A1 near the rear wheel WR, and a magnet attached to the disc rotor 26R of the rear wheel WR or to the spokes of the rear wheel WR. The second detection device DD2 detects the rotational speed, which is the rotational state of the rear wheel WR, by the magnetic sensor detecting the magnet. The magnet that rotates with the rear wheel WR may be provided in multiple magnets in the circumferential direction of the rear wheel WR, or may be formed in an annular shape and magnetized with alternating different polarities in the circumferential direction.

The control unit 30 calculates the vehicle speed, which is the speed of the human-powered vehicle A, based on at least one of the detection results of the rotation speed of the front wheels WF detected by the first detection device DD1 and the detection result of the rotation speed of the rear wheels WR detected by the second detection device DD2. In one example, the control unit 30 calculates the vehicle speed of the human-powered vehicle A based on the detection result of the higher rotation speed out of the detection results of the first detection device DD1 and the second detection device DD2.

The human-powered vehicle A further includes a third detection device DD3 that detects the air pressure P in the gas chamber of the tire TW. The third detection device DD3 is electrically connected to the control unit 30. The third detection device DD3 detects the air pressure P in the gas chamber of the rear tire TWR. The third detection device DD3 is attached to the valve of the tire TW. The third detection device DD3 may include a sensor that outputs a signal according to the air pressure P and a wireless communication unit that wirelessly outputs the output of the sensor. The wireless communication unit processes the signal received from the third detection device DD3 and outputs it to the control unit 30. The third detection device DD3 may be attached to the valve of the front tire TWF to detect the air pressure P in the gas chamber of the front tire TWF. The sensor includes, for example, a pressure sensor. The sensor may include other sensors as long as it can detect air pressure.

The human-powered vehicle system 10 includes a torque sensor TR that detects the human-powered driving force. The torque sensor TR is electrically connected to the control unit 30. The torque sensor TR is provided, for example, in the power transmission path between the crankshaft C1 and the front sprocket assembly D1. The torque sensor TR is realized, for example, by a strain sensor or a magnetostrictive sensor.

The human-powered vehicle system 10 includes an operating device 60. The operating device 60 is electrically connected to the control unit 30. The operating device 60 transmits an operating signal to the control unit 30 in response to an operation. In one example, the operating device 60 includes a first operating device, a second operating device, a third operating device, a fourth operating device, a fifth operating device, a sixth operating device, a seventh operating device, and an eighth operating device. The operating device 60 is provided, for example, on the handlebar H1. The first operating device is operated to set the operating state of the assist motor E1. The second operating device is operated to set the operating state of the adjustable seat post ASP. The third operating device is operated to set the operating state of the wheel drive device HD. The fourth operating device is operated to set the operating state of the transmission T. The fifth operating device is operated to set the operating state of the steering assist device SA. The sixth operating device is operated to set the operating state of the brake device BD. The seventh operating device is operated to set the operating state of the suspension SU. The eighth operating device is operated to adjust the air pressure of the tire TW.

The control unit 30 controls the second connection unit 72 to supply the fluid pressure of the pressure accumulator 24 to the component CO in response to an operation input from the operating device 60 when the assist motor E1 rotates in the first direction. When a first operation is performed on the operating device 60, the control unit 30 controls the component CO by supplying the fluid pressure from the pressure accumulator 24 to a predetermined component CO. In the second operating device, the first operation may be set to raise or lower the height of the saddle SD relative to the frame A1 by supplying fluid pressure from the pressure accumulator 24. In the third operating device, the first operation may be set to start driving the wheels by supplying fluid pressure from the pressure accumulator 24. In the fourth operating device, the first operation may be set to shift up or down the transmission T by supplying fluid pressure from the pressure accumulator 24. In the fifth operating device, the first operation may be set to increase the rotational resistance of the steering assist device SA by supplying fluid pressure from the pressure accumulator 24. In the sixth operating device, the first operation may be set to increase the braking force of the brake device BD by supplying fluid pressure from the pressure accumulator 24. In the seventh operating device, the first operation may be set to adjust the suspension SU by supplying fluid pressure from the pressure accumulator 24. In the eighth operating device, the first operation may be set to increase the air pressure of the tire TW by supplying air pressure, which is the fluid pressure from the pressure accumulator 24.

When the assist motor E1 is rotating in the first direction, the control unit 30 rotates the assist motor E1 in the second direction in response to an operation input from the operation device 60. For example, when the assist motor E1 is rotating in the first direction in response to human-powered driving force and the rider of the human-powered vehicle A suddenly brakes, the control unit 30 rotates the assist motor E1 in the second direction to assist the braking of the brake device BD.

The control unit 30 is housed, for example, in a housing E2. The control unit 30 operates with power supplied from a battery BT. The control unit 30 includes a microprocessor and a memory, and operates by the microprocessor executing a program stored in the memory. The control unit 30 rotates the assist motor E1 in a first direction in response to a manual driving force. The control unit 30 controls the operation of the actuator 22 in response to an operation input from the operating device 60. The control unit 30 rotates the assist motor E1 in a second direction in response to the operation input. The control unit 30 drives the pump PP to generate hydraulic or pneumatic pressure. The control unit 30 accumulates the fluid pressure generated from the pump PP in response to the operation input. The control unit 30 may control the output and rotation direction of the assist motor E1 based on at least one detection result of the first detection device DD1, the second detection device DD2, the third detection device DD3, and the torque sensor TR. When the traveling speed of the human-powered vehicle A reaches or exceeds a predetermined speed, the control unit 30 rotates the assist motor E1 in the second direction.

An example of the control executed by the control unit 30 will be described with reference to FIG. 3. In step S11, the control unit 30 determines whether the assist motor E1 is rotating in the first direction. If it is determined in step S11 that the assist motor E1 is not rotating in the first direction, the control unit 30 executes the process of step S11 again.

If it is determined in step S11 that the assist motor E1 is rotating in the first direction, the control unit 30 determines in step S12 whether the operating device 60 is being operated. If it is determined in step S12 that the operating device 60 is not being operated, the control unit 30 executes the process of step S11 again.

If it is determined in step S11 that the operating device 60 has been operated, the control unit 30 determines in step S13 whether or not a first operation has been performed on the operating device 60. The first operation is an operation of controlling the second connection unit 72 so as to supply the fluid pressure of the accumulator 24 to the component CO when the assist motor E1 is rotating in the first direction. If it is determined in step S13 that the first operation has not been performed, the control unit 30 executes the process of step S11 again.

When it is determined in step S13 that the first operation has been performed, the control unit 30 controls the second connection unit 72 in step S14 to supply the fluid pressure of the pressure accumulator 24 to the component CO. The fluid pressure is supplied to the second connection unit 72, and the fluid pressure of the second connection unit 72 begins to increase. By increasing the fluid pressure of the second connection unit 72, the component CO is adjusted.

In step S15, the control unit 30 determines whether the state of the component CO is a predetermined state. The predetermined state includes a state in which the fluid pressure of the accumulator 24 is supplied to the component CO and the component CO is controlled by the processing of step S14. If the control unit 30 determines in step S15 that the state of the human-powered vehicle A is not a predetermined state, it executes the processing of step S14 again.

If it is determined in step S15 that the state of component CO is a predetermined state, the control unit 30 determines in step S16 whether or not the control of component CO has been completed. If it is determined in step S16 that the control of component CO has not been completed, the control unit 30 executes the process of step S16 again.

When it is determined in step S16 that control of component CO is complete, the control unit 30 stops the supply of fluid pressure from the pressure accumulator 24 to component CO in step S17.

After the above processing, the processing from step S11 to step S17 is terminated. For example, while the human-powered vehicle A is traveling, the control unit 30 repeatedly executes control including the processing from step S11 to step S17.

Second Embodiment
4, a description will be given of a human-powered vehicle system 10 which is an example of the electrical or mechanical connection relationship of a human-powered vehicle A. Configurations common to the first embodiment are given the same reference numerals as in the first embodiment, and duplicated descriptions will be omitted.

The actuator 22 is mechanically connected to the drive train B and the pump PP via the first engagement section 50. When the assist motor E1 rotates in the first direction, the first engagement section 50 transmits the rotation of the assist motor E1 to the drive train B and the pump PP. When the drive train B is driven by the rotation of the assist motor E1 in the first direction, the first engagement section 50 transmits the rotation of the assist motor E1 in the first direction to the pump PP little by little. The fluid pressure generated by the pump PP is accumulated in the pressure accumulator 24. In this embodiment, the second engagement section 52 may be omitted.

Third Embodiment
An example of control executed by the control unit 30 will be described with reference to Fig. 5. In this embodiment, the process of step S11 is the same. In this embodiment, the same reference numerals as in the first and second embodiments are used for configurations common to the first and second embodiments, and duplicated descriptions will be omitted.

In step S31, the control unit 30 determines whether the vehicle speed of the human-powered vehicle A is equal to or higher than a predetermined speed based on the detection results of the first detection device DD1 and the second detection device DD2. The predetermined speed is a speed at which the assist is normally stopped, for example, 25 km/h. At a speed below 25 km/h, a driving force corresponding to the human-powered driving force is output from the assist motor E1. At a speed above 25 km/h, the pump PP is driven by the output of the assist motor E1. If the control unit 30 determines in step S31 that the vehicle speed of the human-powered vehicle A is below the predetermined speed, the control unit 30 executes the process of step S31 again. If the control unit 30 determines in step S31 that the vehicle speed of the human-powered vehicle A is equal to or higher than the predetermined speed, the control unit 30 rotates the assist motor E1 in the second direction in step S32. By rotating the assist motor E1 in the second direction, a driving force is transmitted from the assist motor E1 to the pump PP, and the pump PP rotates. The control unit 30 supplies the fluid pressure generated by the pump PP to the pressure accumulator 24 and accumulates the liquid pressure in the pressure accumulator 24. The fluid pressure generated by the pump PP may be supplied to the component CO.

In step S33, the control unit 30 determines whether the vehicle speed of the human-powered vehicle A is less than a predetermined speed. If it is determined in step S33 that the vehicle speed of the human-powered vehicle A is not less than the predetermined speed, the control unit 30 executes the process of step S32 again. If it is determined in step S33 that the vehicle speed of the human-powered vehicle A is not less than the predetermined speed, the control unit 30 rotates the assist motor E1 in the first direction in step S34.

The explanations of each embodiment are examples of forms that the control system and human-powered system according to the present invention can take, and are not intended to limit the forms. The control system and human-powered system according to the present invention can take forms that are, for example, modified versions of the embodiments shown below, or a combination of at least two mutually compatible modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as the embodiments, and their explanations are omitted.

The term "at least one" as used herein means "one or more" of the desired options. As an example, the term "at least one" as used herein means "only one option" or "both of two options" if the number of options is two. As another example, the term "at least one" as used herein means "only one option" or "any combination of two or more options" if the number of options is three or more.

A...human-powered vehicle, CO...component, PP...pump, 22...actuator, 30...control section, 20...control system, HD...wheel drive device, T...transmission, ASP...adjustable seat post, SA...steering assist device, 24...pressure accumulator, B...drive train, E1...assist motor, 60...operation device, 50...first engagement section, 52...second engagement section, 70...first connection section, 72...second connection section, 10...human-powered vehicle system.

Claims (10)

a pump for providing fluid pressure to a plurality of components of a human powered vehicle;
an actuator for operating the at least one pump;
A control unit for controlling the actuator;
a pressure accumulator that accumulates a fluid pressure generated by the pump;
a second connection portion that connects the one pressure accumulator and the plurality of components such that fluid pressure is transmitted from the one pressure accumulator to the plurality of components;
The plurality of components include at least one of an adjustable seat post, a steering assist device, a wheel drive device, a transmission, a brake device, a suspension, and a tire;
the connection state between the one pump and the plurality of components includes a connection state in which liquid discharged from the one pump is supplied to two or more of the plurality of components;
The control system further comprises a first connection connecting the one pump to any of two or more of the plurality of components such that fluid pressure is transmitted from the one pump to the plurality of components. The control system of claim 1 , wherein the one pump provides at least one of hydraulic and pneumatic pressure to the plurality of components. 3. The control system according to claim 1 , wherein the actuator includes an assist motor that outputs an auxiliary driving force to a drive train of the human-powered vehicle. The control system according to claim 3 , further comprising a first engagement/disengagement unit that transmits rotation of the assist motor in a first direction to the drive train. The control system according to claim 4 , further comprising a second engagement/disengagement unit that transmits rotation of the assist motor in a second direction opposite to the first direction to the one pump. 6. The control system according to claim 4, wherein the control unit controls the second connection unit to change a component that supplies fluid pressure to the one accumulator unit among the plurality of components by switching a connection state between the one accumulator unit and the plurality of components in response to an operation input from an operating device when the assist motor is rotating in the first direction . 6. The control system according to claim 4, wherein the control unit, when the assist motor is rotating in the first direction, rotates the assist motor in a second direction opposite to the first direction in response to an operation input from an operating device. The control system according to claim 4 , wherein the first engagement/disengagement unit transmits rotation of the assist motor to the drive train and the one pump when the assist motor rotates in the first direction. The control system according to claim 5 , wherein the control unit rotates the assist motor in the second direction when a traveling speed of the human-powered vehicle reaches or exceeds a predetermined speed. A control system according to any one of claims 1 to 9 ;
A human-powered vehicle system comprising: