TW202323136A - Human-powered vehicle control system - Google Patents

Human-powered vehicle control system Download PDF

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Publication number
TW202323136A
TW202323136A TW111135075A TW111135075A TW202323136A TW 202323136 A TW202323136 A TW 202323136A TW 111135075 A TW111135075 A TW 111135075A TW 111135075 A TW111135075 A TW 111135075A TW 202323136 A TW202323136 A TW 202323136A
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Taiwan
Prior art keywords
human
shift
electronic controller
powered vehicle
movable member
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TW111135075A
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Chinese (zh)
Inventor
謝花聡
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日商島野股份有限公司
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Publication of TW202323136A publication Critical patent/TW202323136A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
    • B62M9/10—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like
    • B62M9/12—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like the chain, belt, or the like being laterally shiftable, e.g. using a rear derailleur
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/20—Cycle computers as cycle accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M25/00—Actuators for gearing speed-change mechanisms specially adapted for cycles
    • B62M25/08—Actuators for gearing speed-change mechanisms specially adapted for cycles with electrical or fluid transmitting systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
    • B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
    • B62M9/10—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like
    • B62M9/12—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like the chain, belt, or the like being laterally shiftable, e.g. using a rear derailleur
    • B62M9/121—Rear derailleurs
    • B62M9/122—Rear derailleurs electrically or fluid actuated; Controls thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
    • B62M9/10—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like
    • B62M9/12—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like involving different-sized wheels, e.g. rear sprocket chain wheels selectively engaged by the chain, belt, or the like the chain, belt, or the like being laterally shiftable, e.g. using a rear derailleur
    • B62M9/121—Rear derailleurs
    • B62M9/124—Mechanisms for shifting laterally

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A human-powered vehicle control system is provided for a human-powered vehicle. The human-powered vehicle control system includes an electronic controller that adjusts a position of a movable member of a transmission device relative to a drivetrain upon determining a shift operation has failed. The electronic controller defines a first shift point of the movable member by moving the movable member in a first direction from a start position to a first shifting position which changes the transmission ratio. The electronic controller defines a second shift point of the movable member by moving the movable member in a second direction past the start position from the first shifting position to a second shifting position which changes the transmission ratio. The electronic controller defines a non-shifting point between the first shift point and the second shift point. The electronic controller moves the movable member to the non-shifting point.

Description

人力車輛控制系統human vehicle control system

此揭露一般地關於一種人力車輛控制系統。更確切地，本揭露關於用於具有驅動系統及改變該驅動系統的傳動比的傳動裝置的人力車輛之人力車輛控制系統。This disclosure generally relates to a human-powered vehicle control system. More specifically, the present disclosure relates to a human-powered vehicle control system for a human-powered vehicle having a drive system and a transmission that changes the gear ratio of the drive system.

典型地，人力車輛設有用來將動力傳送至驅動輪之驅動系統。驅動系統例如能為鏈條驅動型的驅動系統。在一些案例中，傳動裝置被設置成改變驅動系統的傳動比。傳動裝置的一個案例是撥鏈器。在一些情況中，撥鏈器可能需要調整，像是當驅動輪被安裝或替換時、或者是如果鏈條在騎乘期間接合不正確的鏈輪。Typically, human-powered vehicles are provided with a drive system for transmitting power to the drive wheels. The drive system can be, for example, a chain drive type drive system. In some cases, the transmission is configured to vary the gear ratio of the drive system. An example of a transmission is a derailleur. In some cases, the derailleur may need adjustment, such as when a drive wheel is installed or replaced, or if the chain engages the incorrect sprocket during riding.

一般地，本揭露涉及用於人力車輛的人力車輛控制系統的各種不同特徵。在此所使用的用語「人力車輛」是指能由至少人類驅動力所驅動之車輛，但不包括僅使用人類動力以外的驅動力之車輛。特別地，僅使用內燃機引擎作為驅動力之車輛未被包括在人力車輛中。人力車輛一般地被假設成是有時不需供在道路上駕駛的執照之緊湊、輕量的車輛。人力車輛上的車輪數目不受限制。人力車輛例如包括單輪車及具有三個或更多個車輪之車輛。人力車輛例如包括各種不同類型的自行車，像是登山自行車、公路自行車、城市自行車、載貨自行車、及斜躺自行車、及電輔助自行車(電動自行車)。人力車輛控制系統已經被發展成用來在判斷換檔操作已經失敗之情形下調整傳動裝置。Generally, the present disclosure relates to various features of human-powered vehicle control systems for human-powered vehicles. As used herein, the term "human-powered vehicle" means a vehicle capable of being propelled by at least human power, but does not include a vehicle using only power other than human power. In particular, vehicles that use only an internal combustion engine as a driving force are not included in human-powered vehicles. Human-powered vehicles are generally assumed to be compact, lightweight vehicles that sometimes do not require a license to drive on the road. The number of wheels on a human-powered vehicle is unlimited. Human-powered vehicles include, for example, unicycles and vehicles with three or more wheels. Human-powered vehicles include, for example, various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes, and electrically assisted bikes (electric bikes). Human-powered vehicle control systems have been developed to adjust the transmission in the event that a shift operation is judged to have failed.

鑒於已知的技術及根據本揭露的第一方面，一種人力車輛控制系統被設置成用於具有驅動系統及改變驅動系統的傳動比的傳動裝置之人力車輛。人力車輛控制系統基本地包含電子控制器。電子控制器被建構成在判斷換檔操作已經失敗之情形下藉由控制致動器來調整傳動裝置的可移動構件相對於驅動系統的位置而施行傳動裝置的調整操作。調整操作包括：電子控制器藉由控制致動器來在第一方向上將可移動構件從開始位置移動至可移動構件改變傳動比的第一換檔位置而界定可移動構件的第一換檔點。調整操作還包括：電子控制器藉由控制致動器來在第二方向上將可移動構件從第一換檔位置移動超過開始位置至可移動構件改變傳動比的第二換檔位置而界定可移動構件的第二換檔點。第二方向不同於第一方向。調整操作還包括：電子控制器在第一換檔點和第二換檔點之間界定非換檔點。調整操作還包括：電子控制器控制致動器來將可移動構件移動至非換檔點。In view of the known technology and according to the first aspect of the present disclosure, a human-powered vehicle control system is provided for a human-powered vehicle having a drive system and a transmission device for changing the transmission ratio of the drive system. Human-powered vehicle control systems basically comprise electronic controllers. The electronic controller is configured to perform an adjustment operation of the transmission by controlling the actuator to adjust the position of the movable member of the transmission relative to the drive system in the event that the shift operation is determined to have failed. The adjustment operation includes the electronic controller defining a first shift of the movable member by controlling the actuator to move the movable member in a first direction from a start position to a first shift position where the movable member changes the transmission ratio point. The adjusting operation also includes the electronic controller defining the available shift position by controlling the actuator to move the movable member in a second direction from the first shift position beyond the start position to a second shift position where the movable member changes the transmission ratio. The second shift point of the moving member. The second direction is different from the first direction. Adjusting also includes the electronic controller defining a non-shift point between the first shift point and the second shift point. The adjusting operation also includes the electronic controller controlling the actuator to move the movable member to the non-shift point.

利用根據第一方面的人力車輛控制系統，能夠容易地改正換檔操作失敗。With the human-powered vehicle control system according to the first aspect, it is possible to easily correct the failure of the shift operation.

根據本揭露的第二方面，根據第一方面的人力車輛控制系統被建構，以致電子控制器被建構成根據傳動裝置的傳動級的總數目而設定非換檔點。According to a second aspect of the present disclosure, the human-powered vehicle control system according to the first aspect is constructed such that the electronic controller is constructed to set the non-shift point according to the total number of gear stages of the transmission.

利用根據第二方面的人力車輛控制系統，能夠根據傳動裝置的傳動級的總數目而容易地建立非換檔點。With the human-powered vehicle control system according to the second aspect, non-shift points can be easily established according to the total number of gear stages of the transmission.

根據本揭露的第三方面，根據第一方面的人力車輛控制系統被建構，以致調整操作還包括：電子控制器控制致動器來移動可移動構件，以藉由對於傳動裝置的每一個傳動級先界定附加第一換檔點及附加第二換檔點而對於每一個傳動級界定附加非換檔點。According to a third aspect of the present disclosure, the human-powered vehicle control system according to the first aspect is constructed such that the adjustment operation further includes: the electronic controller controlling the actuator to move the movable member by Additional first shift points and additional second shift points are first defined and additional non-shift points are defined for each gear stage.

利用根據第三方面的人力車輛控制系統，能夠對於每一個傳動級容易地建立非換檔點。With the human-powered vehicle control system according to the third aspect, non-shift points can be easily established for each gear stage.

根據本揭露的第四方面，根據第三方面的人力車輛控制系統被建構，以致調整操作還包括：電子控制器控制致動器來將可移動構件移動至可移動構件的最高傳動位置及可移動構件的最低傳動位置中的至少一者。According to a fourth aspect of the present disclosure, the human-powered vehicle control system according to the third aspect is constructed such that the adjusting operation further includes: the electronic controller controlling the actuator to move the movable member to the highest transmission position of the movable member and the movable At least one of the lowest geared positions of the member.

利用根據第四方面的人力車輛控制系統，能夠對於可移動構件的最高傳動位置及可移動構件的最低傳動位置中的至少一者設定穩定的換檔位置。With the human-powered vehicle control system according to the fourth aspect, it is possible to set a stable shift position for at least one of the highest transmission position of the movable member and the lowest transmission position of the movable member.

根據本揭露的第五方面，根據第四方面的人力車輛控制系統被建構，以致電子控制器被建構成回應於由使用者所作的手動輸入而控制致動器來將可移動構件移動至最高傳動位置及最低傳動位置中的至少一者。According to a fifth aspect of the present disclosure, the human-powered vehicle control system according to the fourth aspect is configured such that the electronic controller is configured to control the actuator to move the movable member to the highest gear in response to manual input by the user. position and at least one of the lowest transmission position.

利用根據第五方面的人力車輛控制系統，使用者能夠對於可移動構件的最高傳動位置及可移動構件的最低傳動位置中的至少一者手動地設定穩定的換檔位置。With the human-powered vehicle control system according to the fifth aspect, a user is able to manually set a stable shift position for at least one of the highest transmission position of the movable member and the lowest transmission position of the movable member.

根據本揭露的第六方面，根據第四方面或第五方面的人力車輛控制系統被建構，以致電子控制器被建構成在界定第一換檔點及第二換檔點中的至少一者以前控制致動器來將可移動構件移動至最高傳動位置及最低傳動位置中的至少一者。According to a sixth aspect of the present disclosure, the human-powered vehicle control system according to the fourth aspect or the fifth aspect is constructed such that the electronic controller is constructed such that before defining at least one of the first shift point and the second shift point The actuator is controlled to move the movable member to at least one of a top gear position and a bottom gear position.

利用根據第六方面的人力車輛控制系統，能夠在界定第一換檔點及第二換檔點中的至少一者以前對於可移動構件的最高傳動位置及可移動構件的最低傳動位置中的至少一者建立穩定的換檔位置。With the human-powered vehicle control system according to the sixth aspect, it is possible for at least one of the highest transmission position of the movable member and the lowest transmission position of the movable member before at least one of the first shift point and the second shift point is defined One establishes a stable shift position.

根據本揭露的第七方面，根據第四方面或第五方面的人力車輛控制系統被建構，以致電子控制器被建構成在界定第一換檔點及第二換檔點中的至少一者以後控制致動器來將可移動構件移動至最高傳動位置及最低傳動位置中的至少一者。According to a seventh aspect of the present disclosure, the human-powered vehicle control system according to the fourth aspect or the fifth aspect is constructed such that the electronic controller is constructed such that after defining at least one of the first shift point and the second shift point The actuator is controlled to move the movable member to at least one of a top gear position and a bottom gear position.

利用根據第七方面的人力車輛控制系統，能夠在界定第一換檔點及第二換檔點中的至少一者以後對於可移動構件的最高傳動位置及可移動構件的最低傳動位置中的至少一者建立穩定的換檔位置。With the human-powered vehicle control system according to the seventh aspect, after defining at least one of the first shift point and the second shift point, it is possible for at least one of the highest transmission position of the movable member and the lowest transmission position of the movable member One establishes a stable shift position.

根據本揭露的第八方面，根據第一方面至第七方面中任一者的人力車輛控制系統被建構，以致電子控制器被建構成在調整操作的期間控制致動器來以預定增量用段階方式移動可移動構件，以界定第一換檔點及第二換檔點中的至少一者。According to an eighth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to seventh aspects is constructed such that the electronic controller is constructed to control the actuator to use a predetermined increment during the adjustment operation. The movable member is moved in stages to define at least one of a first shift point and a second shift point.

利用根據第八方面的人力車輛控制系統，能夠在調整操作的期間容易地界定第一換檔點及第二換檔點中的至少一者。With the human-powered vehicle control system according to the eighth aspect, at least one of the first shift point and the second shift point can be easily defined during the adjustment operation.

根據本揭露的第九方面，根據第一方面至第八方面中任一者的人力車輛控制系統被建構，以致電子控制器被建構成根據由被設置於傳動裝置的編碼器所偵測的值而判斷開始位置。According to a ninth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to eighth aspects is constructed such that the electronic controller is constructed to And judge the starting position.

利用根據第九方面的人力車輛控制系統，開始位置能藉由被設置於傳動裝置的編碼器而被容易地判斷。With the human-powered vehicle control system according to the ninth aspect, the start position can be easily judged by the encoder provided to the transmission.

根據本揭露的第十方面，根據第一方面至第九方面中任一者的人力車輛控制系統被建構，以致非換檔點被界定為位在第一換檔點和第二換檔點之間的中間點。According to a tenth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to ninth aspects is constructed such that a non-shift point is defined as being located between the first shift point and the second shift point midpoint between.

利用根據第十方面的人力車輛控制系統，非換檔點能藉由將位在第一換檔點和第二換檔點之間的中間點界定為非換檔點而被容易地建立。With the human-powered vehicle control system according to the tenth aspect, the non-shift point can be easily established by defining an intermediate point between the first shift point and the second shift point as the non-shift point.

根據本揭露的第十一方面，根據第一方面至第十方面中任一者的人力車輛控制系統被建構，以致非換檔點根據目前傳動級及目前傳動比中的至少一者而被界定。According to an eleventh aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to tenth aspects is constructed such that non-shift points are defined according to at least one of the current gear stage and the current gear ratio .

利用根據第十一方面的人力車輛控制系統，非換檔點能藉由根據目前傳動級及目前傳動比中的至少一者界定非換檔點而被容易地建立。With the human-powered vehicle control system according to the eleventh aspect, the non-shift points can be easily established by defining the non-shift points according to at least one of the current gear stage and the current gear ratio.

根據本揭露的第十二方面，根據第一方面至第十一方面中任一者人力車輛控制系統被建構，以致電子控制器被建構成回應於判斷換檔操作已經失敗之判斷而自動地施行調整操作。According to a twelfth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to eleventh aspects is constructed such that the electronic controller is constructed to automatically execute the Adjust the operation.

利用根據第十二方面的人力車輛控制系統，調整操作能回應於判斷換檔操作已經失敗之判斷而被自動地施行。With the human-powered vehicle control system according to the twelfth aspect, the adjustment operation can be automatically performed in response to the judgment that the shift operation has failed.

根據本揭露的第十三方面，根據第一方面至第十二方面中任一者人力車輛控制系統被建構，以致電子控制器被建構成回應於換檔操作失敗的判斷而將失敗訊號輸出至通知裝置。According to a thirteenth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to twelfth aspects is configured such that the electronic controller is configured to output a failure signal to the notification device.

利用根據第十三方面的人力車輛控制系統，使用者能使用通知裝置而被通知換檔操作失敗。With the human-powered vehicle control system according to the thirteenth aspect, the user can be notified of the failure of the shift operation using the notification means.

根據本揭露的第十四方面，根據第一方面至第十三方面中任一者的人力車輛控制系統被建構，以致電子控制器被建構成回應於由使用者所作的手動輸入而施行調整操作。According to a fourteenth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to thirteenth aspects is configured such that the electronic controller is configured to perform adjustment operations in response to manual input by a user .

利用根據第十四方面的人力車輛控制系統，調整操作能在使用者方便的時候被手動地施行。With the human-powered vehicle control system according to the fourteenth aspect, the adjustment operation can be performed manually at the user's convenience.

根據本揭露的第十五方面，根據第一方面至第十四方面中任一者的人力車輛控制系統被建構，以致驅動系統包括鏈條，且傳動裝置是撥鏈器。According to a fifteenth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to fourteenth aspects is constructed such that the drive system includes a chain, and the transmission device is a derailleur.

利用根據第十五方面的人力車輛控制系統，調整操作能被使用來調整撥鏈器。With the human-powered vehicle control system according to the fifteenth aspect, an adjustment operation can be used to adjust the derailleur.

根據本揭露的第十六方面，根據第一方面至第十五方面中任一者的人力車輛控制系統被建構，撥鏈器是後撥鏈器，且可移動構件包括至少一個滑輪。According to a sixteenth aspect of the present disclosure, the human-powered vehicle control system according to any one of the first to fifteenth aspects is constructed, the derailleur is a rear derailleur, and the movable member includes at least one pulley.

利用根據第十六方面的人力車輛控制系統，調整操作能被使用來調整後撥鏈器。With the human-powered vehicle control system according to the sixteenth aspect, an adjustment operation can be used to adjust the rear derailleur.

又，所揭露的人力車輛控制系統的其他目的、特徵、方面及優點對於熟習該項技術者將從以下詳細說明而變得明白，其中結合隨附圖式的以下詳細說明揭露人力車輛控制系統的較佳實施例。In addition, other purposes, features, aspects and advantages of the disclosed human-powered vehicle control system will become clear to those skilled in the art from the following detailed description, wherein the following detailed description in conjunction with the accompanying drawings discloses the human-powered vehicle control system preferred embodiment.

現在將參照圖式來解釋所選實施例。對於人力車輛領域(例如，自行車領域)中熟習該項技術者從此揭露將會明白的是，實施例的以下說明僅被提供來用於繪示說明，且非以限制由隨附的申請專利範圍及其等效物所界定的本發明為目的。Selected embodiments will now be explained with reference to the drawings. Those skilled in the art in the field of human-powered vehicles (e.g., bicycles) will appreciate from this disclosure that the following description of the embodiments is provided for illustration only and not to limit the scope of claims made by the accompanying claims. The invention defined by and its equivalents are for the purpose.

先參照圖1，人力車輛控制系統10根據一個繪示實施例被設置成用於人力車輛V。如以下所解釋，人力車輛控制系統10被建構成偵測換檔操作失敗，且被建構成將換檔操作失敗告知使用者。人力車輛V上的車輪的數目未受限制。人力車輛V例如包括單輪車及包括三個或更多個車輪的車輛。人力車輛V不受限於被建構成僅由人類驅動力所驅動之車輛。人力車輛V包括使用額外於人類驅動力的馬達的驅動力之電動自行車(E-bike)，以用於推進。電動自行車包括利用馬達來輔助推進之電輔助自行車。在以下所描述的實施例中，人力車輛V是指電輔助自行車。然而，自行車組件控制系統10能被應用於任何其他類型的自行車，例如像是公路自行車、登山自行車、越野(cyclocross)自行車、碎石路(gravel)自行車、城市自行車、載貨自行車、及斜躺(recumbent)自行車。Referring first to FIG. 1 , a human-powered vehicle control system 10 is configured for use with a human-powered vehicle V according to one illustrated embodiment. As explained below, the human-powered vehicle control system 10 is configured to detect a failed shift operation, and is configured to notify the user of the failed shift operation. The number of wheels on the human-powered vehicle V is not limited. Human-powered vehicles V include, for example, unicycles and vehicles including three or more wheels. The human-powered vehicle V is not limited to a vehicle constructed to be propelled solely by human drive. The human-powered vehicle V includes an electric bicycle (E-bike) that uses a driving force of a motor additional to human driving force for propulsion. Electric bicycles include electrically assisted bicycles that use a motor to assist in propulsion. In the embodiments described below, the human-powered vehicle V refers to an electrically assisted bicycle. However, the bicycle component control system 10 can be applied to any other type of bicycle, such as road bicycles, mountain bikes, cyclocross bicycles, gravel bicycles, city bicycles, cargo bicycles, and recumbent ( recumbent) bicycle.

如圖1中所見，人力車輛V包括由後車輪RW及前車輪FW所支撐的車體VB。車體VB基本地包括前車架體FB及後車架體RB。在此，後車架體RB是被可樞轉地耦接於前車架體FB的擺臂。車體VB亦設有車把H。前懸吊叉FF在其上端處被可樞轉地耦接於車體VB，且在其下端處可旋轉地支撐前車輪FW。車把H被安裝於前叉FF的上端，以用來將前車輪FW轉向。前叉FF吸收從前車輪FW所傳來的震動(shock)。後車架體RB被可擺動地安裝於前車架體FB的後區段，使得後車架體RB能相對於前車架體FB樞轉。後車輪RW被可旋轉地安裝於後車架體RB的後端。後避震器(shock absorber)RS***作性地設置在前車架體FB和後車架體RB之間。後避震器RS被設置在前車架體FB和後車架體RB之間，以控制後車架體RB相對於前車架體FB的移動。亦即，後避震器RS吸收從後車輪RW所傳來的震動。座柱ASP以傳統方式被安裝於車體VB的座管且以任何適合方式支撐自行車座椅或鞍座S。As seen in FIG. 1, a human-powered vehicle V includes a vehicle body VB supported by rear wheels RW and front wheels FW. The vehicle body VB basically includes a front frame body FB and a rear frame body RB. Here, the rear frame body RB is a swing arm that is pivotally coupled to the front frame body FB. The vehicle body VB is also provided with a handlebar H. Front suspension fork FF is pivotably coupled to vehicle body VB at its upper end, and rotatably supports front wheel FW at its lower end. A handlebar H is attached to the upper end of the front fork FF for steering the front wheel FW. The front fork FF absorbs the shock transmitted from the front wheel FW. The rear frame body RB is swingably mounted to the rear section of the front frame body FB such that the rear frame body RB can pivot relative to the front frame body FB. The rear wheels RW are rotatably attached to the rear end of the rear frame body RB. A rear shock absorber RS is operatively provided between the front frame body FB and the rear frame body RB. The rear shock absorber RS is disposed between the front frame body FB and the rear frame body RB to control the movement of the rear frame body RB relative to the front frame body FB. That is, the rear shock absorber RS absorbs the shock transmitted from the rear wheel RW. The seat post ASP is conventionally mounted to the seat tube of the vehicle body VB and supports the bicycle seat or saddle S in any suitable manner.

人力車輛V具有驅動系統(drivetrain)DT。在所繪示的實施例中，驅動系統DT包括驅動單元DU，其提供額外於人類驅動力的馬達的驅動力，以用來推進。驅動單元DU是電輔助單元。在此，例如，驅動系統DT是鏈條驅動型。因此，驅動系統包括鏈條CN。驅動系統DT還包括曲柄C、前鏈輪總成FS及後鏈輪總成CS。曲柄C包括曲柄軸CA1及一對的曲柄臂CA2。曲柄軸CA1以傳統方式被可旋轉地支撐於車體VB。曲柄臂CA2被設置在曲柄軸CA1的相反兩端上。踏板PD被可旋轉地耦接於每一個曲柄臂CA2的遠端。The human-powered vehicle V has a drive train (drive train) DT. In the illustrated embodiment, the drive system DT comprises a drive unit DU that provides the driving force of the motor in addition to the human driving force for propulsion. The drive unit DU is an electrical auxiliary unit. Here, for example, the drive system DT is a chain drive type. Therefore, the drive system includes the chain CN. The drive system DT also includes a crank C, a front sprocket assembly FS and a rear sprocket assembly CS. The crank C includes a crank shaft CA1 and a pair of crank arms CA2. Crankshaft CA1 is rotatably supported by vehicle body VB in a conventional manner. Crank arms CA2 are provided on opposite ends of the crank shaft CA1. A pedal PD is rotatably coupled to a distal end of each crank arm CA2.

在人力車輛V的案例中，如圖1及圖9中所見，前鏈輪總成FS包括單一個齒盤(chainring)CR1。前鏈輪總成FS被設置在曲柄C上，以與曲柄軸CA1一體地旋轉。後鏈輪總成CS被設置在後車輪RW的輪轂上。後鏈輪總成CS包括第一鏈輪S1、第二鏈輪S2、第三鏈輪S3、第四鏈輪S4、第五鏈輪S5、第六鏈輪S6、第七鏈輪S7、第八鏈輪S8、及第九鏈輪S9。鏈條CN繞著前鏈輪總成FS及後鏈輪總成CS運行。人類驅動力被騎士施加於踏板PD，使得驅動力經由前鏈輪總成FS、鏈條CN及後鏈輪總成CS被傳送至後車輪RW。In the case of a human-powered vehicle V, as seen in FIGS. 1 and 9 , the front sprocket assembly FS includes a single chainring CR1 . The front sprocket assembly FS is provided on the crank C so as to rotate integrally with the crankshaft CA1. Rear sprocket assembly CS is provided on the hub of rear wheel RW. The rear sprocket assembly CS includes the first sprocket S1, the second sprocket S2, the third sprocket S3, the fourth sprocket S4, the fifth sprocket S5, the sixth sprocket S6, the seventh sprocket S7, the Eight sprocket S8, and the ninth sprocket S9. The chain CN runs around the front sprocket assembly FS and the rear sprocket assembly CS. Human driving force is applied to the pedal PD by the rider, so that the driving force is transmitted to the rear wheel RW via the front sprocket assembly FS, the chain CN, and the rear sprocket assembly CS.

又，人力車輛V具有操作裝置12，以供使用者改變驅動系統DT的傳動比。在此，人力車輛V具有傳動裝置14。傳動裝置14被建構成回應於操作裝置12的操作而***作。傳動裝置14被建構成改變驅動系統DT的傳動比。在此，傳動裝置14是撥鏈器。更確切地，在此，撥鏈器是後撥鏈器。傳動裝置14被建構成將鏈條CN在後鏈輪總成CS的複數個鏈輪S1至S9之間移位，以改變後車輪RW的旋轉速率相對於曲柄軸CA1的旋轉速率之傳動比R。人力車輛V亦能設有作為傳動裝置14的部件之前撥鏈器。前撥鏈器被建構成在人力車輛V包括複數個前鏈輪之狀態下改變驅動系統DT的傳動比。在這樣的案例中，驅動系統DT的傳動比能藉由操作後撥鏈器及/或後撥鏈器而被改變。Also, the human-powered vehicle V has an operating device 12 for the user to change the transmission ratio of the drive system DT. Here, the human-powered vehicle V has a transmission 14 . The transmission device 14 is constructed to be operated in response to the operation of the operating device 12 . The transmission 14 is constructed to vary the transmission ratio of the drive system DT. The transmission 14 is here a derailleur. More precisely, here, the derailleur is a rear derailleur. The transmission 14 is configured to shift the chain CN between the sprockets S1 to S9 of the rear sprocket assembly CS to vary the transmission ratio R of the rotational rate of the rear wheels RW relative to the rotational rate of the crankshaft CA1. The human-powered vehicle V can also be provided with a front derailleur as part of the transmission 14 . The front derailleur is constructed to change the transmission ratio of the drive system DT in a state where the human-powered vehicle V includes a plurality of front sprockets. In such a case, the transmission ratio of the drive system DT can be changed by operating the rear derailleur and/or the rear derailleur.

圖2是顯示用於圖1中所繪示的人力車輛V的人力車輛控制系統10的電組態之整體示意方塊圖。如圖2中所見，人力車輛控制系統10包括操作裝置12及傳動裝置14。在所繪示者中，傳動裝置14包括後撥鏈器。此外，人力車輛控制系統10包括驅動單元DU的馬達控制裝置18及電馬達20。馬達控制裝置18被建構成控制電馬達20。FIG. 2 is an overall schematic block diagram showing the electrical configuration of the human-powered vehicle control system 10 for the human-powered vehicle V depicted in FIG. 1 . As seen in FIG. 2 , the human-powered vehicle control system 10 includes an operating device 12 and a transmission device 14 . In the one shown, transmission 14 includes a rear derailleur. Furthermore, the human-powered vehicle control system 10 comprises a motor control device 18 and an electric motor 20 of the drive unit DU. The motor control device 18 is designed to control an electric motor 20 .

在此，馬達控制裝置18包括電子控制器22。電子控制器22包括執行預定控制程式的至少一個處理器22A。至少一個處理器22A例如能為中央處理器(CPU)或微處理器(MPU)。在此所使用的用語「電子控制器」是指執行軟體程式的硬體，且不包括人類。處理器22A例如包括算術處理單元。雖然僅一個處理器在圖2中被繪示，從此揭露將會明白的是，多個處理器能被使用。當多個處理器被使用時，處理器能被設置在彼此分開的不同位置處。電子控制器22能包括一個或更多個微電腦。較佳地，電子控制器22還包括資料儲存裝置22B。資料儲存裝置22B儲存被使用於各種不同控制程序之各種不同的控制程式及資訊。資料儲存裝置22B包括任何電腦儲存裝置或任何非暫態電腦可讀取媒體，除了暫態傳遞訊號。例如，資料儲存裝置22B包括非揮發性記憶體及揮發性記憶體。非揮發性記憶體例如包括唯讀記憶體(ROM)、可清除程式化唯讀記憶體(EPROM)、電可清除程式化唯讀記憶體(EEPROM)、及快閃記憶體中的至少一者。揮發性記憶體例如包括隨機存取記憶體(RAM)。In this case, the motor control device 18 includes an electronic controller 22 . The electronic controller 22 includes at least one processor 22A executing predetermined control programs. At least one processor 22A can be, for example, a central processing unit (CPU) or a microprocessor (MPU). The term "electronic controller" as used herein refers to hardware that executes software programs and does not include humans. The processor 22A includes, for example, an arithmetic processing unit. Although only one processor is depicted in FIG. 2, it will be apparent from this disclosure that multiple processors can be used. When multiple processors are used, the processors can be arranged at different locations separated from each other. Electronic controller 22 can include one or more microcomputers. Preferably, the electronic controller 22 further includes a data storage device 22B. The data storage device 22B stores various control programs and information used in various control programs. Data storage device 22B includes any computer storage device or any non-transitory computer-readable medium, except for transiently conveying signals. For example, the data storage device 22B includes non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), and flash memory . Volatile memory includes, for example, random access memory (RAM).

如圖2中所見，馬達控制裝置18被建構成與操作裝置12及傳動裝置14、以及人力車輛V的其他組件無線地通訊。在所繪示者中，馬達控制裝置18被建構成與操作裝置12及傳動裝置14的後撥鏈器無線地通訊。特別地，操作裝置12包括無線通訊器22C。在此所使用的用語「無線通訊器」包括接收器、傳送器、傳收器(transceiver)、傳送器-接收器(transmitter-receiver)，且設想能夠傳送及/或接收無線通訊訊號之分開或組合的任何一個裝置或多個裝置。無線通訊訊號能為射頻(RF)訊號、超寬頻通訊訊號、射頻識別(RFID)、ANT+通訊、或藍牙®通訊、或人力車輛領域中所了解的適合用於短程無線通訊的任何其他類型的訊號。在此，無線通訊器22C較佳地是無線傳收器，以致無線通訊器22C能傳送及接收訊號。無線傳收器是雙向無線通訊裝置的一個範例。As seen in FIG. 2 , motor control device 18 is configured to communicate wirelessly with operating device 12 and transmission 14 , as well as other components of human-powered vehicle V. As shown in FIG. In what is shown, the motor control device 18 is configured to communicate wirelessly with the operating device 12 and the rear derailleur of the transmission 14 . In particular, the operating device 12 includes a wireless communicator 22C. The term "wireless communicator" as used herein includes receiver, transmitter, transceiver, transmitter-receiver, and contemplates separate or Any one device or multiple devices combined. The wireless communication signal can be a radio frequency (RF) signal, ultra-wideband communication signal, radio frequency identification (RFID), ANT+ communication, or Bluetooth® communication, or any other type of signal suitable for short-range wireless communication as known in the human-vehicle art . Here, the wireless communicator 22C is preferably a wireless transceiver, so that the wireless communicator 22C can transmit and receive signals. A wireless transceiver is an example of a two-way wireless communication device.

較佳地，馬達控制裝置18還包括電馬達20的驅動電路24。較佳地，驅動電路24及電子控制器22被設置在驅動單元DU的殼體上。驅動電路24及電子控制器22例如被設置在單一個電路板上或不同的電路板上。替代地，驅動電路24能被連接於電子控制器22，以致無線通訊被施行。驅動電路24根據來自電子控制器22的控制訊號而驅動電馬達20。Preferably, the motor control device 18 also includes a drive circuit 24 for the electric motor 20 . Preferably, the driving circuit 24 and the electronic controller 22 are arranged on the casing of the driving unit DU. The driving circuit 24 and the electronic controller 22 are, for example, arranged on a single circuit board or on different circuit boards. Alternatively, the driver circuit 24 can be connected to the electronic controller 22 so that wireless communication is carried out. The driving circuit 24 drives the electric motor 20 according to the control signal from the electronic controller 22 .

較佳地，人力車輛控制系統10還包括速度感測器26、踏頻感測器28、及應變感測器30。在此所使用的用語「感測器」亦指被設計成偵測特定物件或物質的出現及發出訊號以作為回應之硬體裝置或儀器。在此所使用的用語「感測器」亦不包括人類。Preferably, the human-powered vehicle control system 10 further includes a speed sensor 26 , a cadence sensor 28 , and a strain sensor 30 . The term "sensor" as used herein also refers to a hardware device or instrument designed to detect the presence of a particular object or substance and emit a signal in response. The term "sensor" as used herein also does not include humans.

速度感測器26被建構成偵測對應於人力車輛V的後車輪RW的旋轉速率之資訊。較佳地，速度感測器26被建構成偵測被設置在人力車輛V的後車輪RW的輻條上之磁鐵M。速度感測器26被建構成例如在後車輪RW的一個旋轉中以預定次數輸出偵測訊號。預定次數例如是一次。速度感測器26輸出對應於後車輪RW的旋轉速率之訊號。電子控制器22根據後車輪RW的旋轉速率而計算人力車輛V的車輛速率或向前速度。向前速度根據後車輪RW的旋轉速率及關於後車輪RW的周長的資訊而被計算。關於後車輪RW的周長的資訊被儲存在資料儲存裝置22B中。The speed sensor 26 is configured to detect information corresponding to the rotational speed of the rear wheels RW of the human-powered vehicle V. Preferably, the speed sensor 26 is configured to detect a magnet M provided on a spoke of the rear wheel RW of the human-powered vehicle V. The speed sensor 26 is configured to output a detection signal a predetermined number of times, for example, in one rotation of the rear wheel RW. The predetermined number of times is, for example, once. The speed sensor 26 outputs a signal corresponding to the rotational speed of the rear wheel RW. The electronic controller 22 calculates the vehicle speed or forward speed of the human-powered vehicle V from the rotation rate of the rear wheels RW. The forward speed is calculated from the rotation rate of the rear wheels RW and information about the circumference of the rear wheels RW. Information about the circumference of the rear wheels RW is stored in the data storage device 22B.

速度感測器26例如包括形成簧片開關(reed switch)的磁性簧片(magnetic reed)或霍爾元件。速度感測器26能被附接於人力車輛V的後車架體RB的後下叉(chainstay)且被建構成偵測被附接於後車輪RW的輻條的磁鐵M、或者是能被設置在前叉FF上且被建構成偵測被附接於前車輪FW的輻條的磁鐵M。在本實施例中，速度感測器26被建構成使簧片開關在後車輪RW的一個旋轉中偵測磁鐵M一次。速度感測器26能具有偵測對應於人力車輛V的後車輪RW的旋轉速率的資訊之任何組態，且例如能包括光學感測器或加速度感測器。速度感測器26經由無線通訊裝置或電纜線而被連接於電子控制器22。The speed sensor 26 comprises, for example, a magnetic reed forming a reed switch or a Hall element. The speed sensor 26 can be attached to the chainstay of the rear frame body RB of the human-powered vehicle V and constructed to detect the magnet M attached to the spoke of the rear wheel RW, or can be provided A magnet M on the front fork FF and constructed to detect the spokes attached to the front wheel FW. In this embodiment, the speed sensor 26 is constructed such that the reed switch detects the magnet M once in one rotation of the rear wheel RW. The speed sensor 26 can have any configuration to detect information corresponding to the rotation rate of the rear wheels RW of the human-powered vehicle V, and can include, for example, an optical sensor or an acceleration sensor. The speed sensor 26 is connected to the electronic controller 22 via a wireless communication device or a cable.

踏頻感測器28被建構成偵測對應於人力車輛V的曲柄軸CA1的旋轉速率之資訊。踏頻感測器28例如被設置在人力車輛V的車體VB或驅動單元DU上。踏頻感測器28被建構成包括磁感測器，其輸出對應於磁場的強度之訊號。具有磁場(磁場的強度在環周方向上改變)的環形磁鐵被設置在曲柄軸CA1、與曲柄軸CA1協同作用而旋轉之構件、或曲柄軸CA1和前鏈輪總成FS之間的動力傳送路徑上。與曲柄軸CA1協同作用而旋轉之構件能包括電馬達20的輸出軸桿。踏頻感測器28輸出對應於曲柄軸CA1的旋轉速率之訊號。The cadence sensor 28 is configured to detect information corresponding to the rotational speed of the crankshaft CA1 of the human-powered vehicle V. The cadence sensor 28 is installed on the vehicle body VB of the human-powered vehicle V or the drive unit DU, for example. The cadence sensor 28 is constructed to include a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. A ring magnet having a magnetic field (the strength of the magnetic field changes in the circumferential direction) is provided on the crankshaft CA1, a member that rotates in cooperation with the crankshaft CA1, or power transmission between the crankshaft CA1 and the front sprocket assembly FS on the path. The member that rotates in cooperation with crankshaft CA1 can include the output shaft of electric motor 20 . The cadence sensor 28 outputs a signal corresponding to the rotational speed of the crankshaft CA1.

磁鐵能被設置在與曲柄軸CA1一體地於曲柄軸CA1和前鏈輪總成FS之間的人類驅動力的動力傳送路徑上旋轉之構件上。例如，在第一單向離合器未被設置在曲柄軸CA1和前鏈輪總成FS之間的案例中，磁鐵能被設置在前鏈輪總成FS上。踏頻感測器28能具有偵測對應於人力車輛V的曲柄軸CA1的旋轉速率的資訊之任何組態，且例如能包括取代磁感測器的光學感測器、加速度感測器、或扭矩感測器。踏頻感測器28藉由無線通訊裝置或電纜線而被連接於電子控制器22。The magnet can be provided on a member that rotates integrally with the crankshaft CA1 on the power transmission path of the human driving force between the crankshaft CA1 and the front sprocket assembly FS. For example, in the case where the first one-way clutch is not provided between the crankshaft CA1 and the front sprocket assembly FS, a magnet can be provided on the front sprocket assembly FS. The cadence sensor 28 can have any configuration for detecting information corresponding to the rotation rate of the crankshaft CA1 of the human-powered vehicle V, and can include, for example, an optical sensor instead of a magnetic sensor, an acceleration sensor, or torque sensor. The cadence sensor 28 is connected to the electronic controller 22 through a wireless communication device or a cable.

扭矩感測器30被建構成輸出對應於由人類驅動力H所施加於曲柄C的扭矩之訊號。扭矩感測器30被建構成輸出對應於被輸出至曲柄C的人類驅動力的扭矩之資訊。例如，在單向離合器被設置於動力傳送路徑上的案例中，較佳的是，扭矩感測器30被設置在第一單向離合器於動力傳動路徑上的上游側處。扭矩感測器30包括例如應變感測器、磁致伸縮(magnetostrictive)感測器、或壓力感測器。應變感測器包括應變計。扭矩感測器30被設置在動力傳送路徑上所包括的構件、或被設置成接近動力傳送路徑上所包括的構件之構件上。動力傳送路徑上所包括的構件例如是曲柄軸CA1、在曲柄軸CA1和前鏈輪總成FS之間傳送人類驅動力的構件、曲柄臂CA2、或踏板PD。扭矩感測器30藉由無線通訊裝置或電纜線而被連接於電子控制器22。The torque sensor 30 is constructed to output a signal corresponding to the torque applied to the crank C by the human driving force H. As shown in FIG. The torque sensor 30 is constructed to output information corresponding to the torque of the human driving force output to the crank C. For example, in the case where the one-way clutch is provided on the power transmission path, it is preferable that the torque sensor 30 is provided at the upstream side of the first one-way clutch on the power transmission path. The torque sensor 30 includes, for example, a strain sensor, a magnetostrictive sensor, or a pressure sensor. Strain sensors include strain gauges. The torque sensor 30 is provided on a member included on the power transmission path, or a member provided close to a member included on the power transmission path. Members included on the power transmission path are, for example, the crankshaft CA1, a member that transmits human driving force between the crankshaft CA1 and the front sprocket assembly FS, the crank arm CA2, or the pedal PD. The torque sensor 30 is connected to the electronic controller 22 through a wireless communication device or a cable.

如圖1及圖2中所繪示，人力車輛控制系統10還包含通知裝置。通知裝置包括自行車電腦(cycle computer)、智慧型手機、視覺通知裝置、觸覺通知裝置及聽覺通知裝置中的至少一者。在所繪示的實施例中，通知裝置包括自行車電腦32及智慧型手機34。通知裝置能為自行車電腦32及智慧型手機34中的一者。通知裝置能產生各種不同的通知，以用來將傳動裝置14的換檔操作失敗通知使用者。自行車電腦32及/或智慧型手機34各能產生各種不同的通知，以用來將傳動裝置14的換檔操作失敗通知使用者。特別地，自行車電腦32及/或智慧型手機34能被建構成產生視覺通知、觸覺通知及聽覺通知。較佳地，使用者能設定通知如何被輸出。例如，在智慧型手機34的案例中，通知能藉由以下的一者或多者而被產生：(1)智慧型手機34的螢幕上之視覺通知；(2)能從智慧型手機34的喇叭所聽到之可聽聲音；及(3)能從被設置在智慧型手機34中的振動裝置所感覺到之振動(vibration)。自行車電腦32能類似於智慧型手機34產生通知。因此，自行車電腦32及/或智慧型手機34能為視覺通知裝置、觸覺通知裝置、及聽覺通知裝置之範例。As shown in FIG. 1 and FIG. 2 , the human-powered vehicle control system 10 further includes a notification device. The notification device includes at least one of a cycle computer, a smart phone, a visual notification device, a tactile notification device, and an audio notification device. In the illustrated embodiment, the notification devices include a bike computer 32 and a smartphone 34 . The notification device can be one of the bicycle computer 32 and the smart phone 34 . The notification device can generate various notifications for notifying the user of the failure of the transmission 14 shift operation. The cycle computer 32 and/or the smartphone 34 can each generate a variety of different notifications for notifying the user of a failed gearshift operation of the transmission 14 . In particular, the bike computer 32 and/or smartphone 34 can be configured to generate visual, tactile, and audible notifications. Preferably, the user can configure how the notifications are output. For example, in the case of the smartphone 34, notifications can be generated by one or more of: (1) a visual notification on the screen of the smartphone 34; The audible sound heard by the speaker; and (3) the vibration (vibration) that can be felt from the vibration device installed in the smartphone 34 . The bike computer 32 can generate notifications similar to a smartphone 34 . Thus, the bike computer 32 and/or smartphone 34 can be examples of visual notification devices, tactile notification devices, and auditory notification devices.

無論在任何案例中，像是自行車電腦32及/或智慧型手機34的通知裝置被建構成輸出失敗通知。此外，較佳地，像是自行車電腦32及/或智慧型手機34的通知裝置能被建構成輸出用來改正換檔操作失敗之方法。又，較佳地，像是自行車電腦32及/或智慧型手機34的通知裝置被建構成輸出至少一個維修店的位置。例如，像是自行車電腦32及/或智慧型手機34的通知裝置被建構成與被連接於網際網路的通訊塔36無線地通訊。以此方式，像是自行車電腦32及/或智慧型手機34的通知裝置將關於傳動裝置14的換檔操作失敗的資訊輸出給維修店。較佳地，被傳送至維修店之關於傳動裝置14的換檔操作失敗的資訊包括傳動裝置14的型號、換檔操作失敗的類型、及自行車運轉狀況。換檔操作失敗的類型例如包括升檔、降檔、單一個換檔操作、雙換檔操作等。自行車運轉狀況例如包括速度、踏頻、踩踏功率、齒輪比、錯過的目標鏈輪等。以此方式，維修店能無線地傳達(communicate)用來改正換檔操作失敗之建議方法。In any case, notification devices such as the bike computer 32 and/or smartphone 34 are configured to output failure notifications. Furthermore, preferably, a notification device such as the cycle computer 32 and/or the smartphone 34 can be configured to output a method for correcting a failed shifting operation. Also, preferably, a notification device such as the cycle computer 32 and/or the smartphone 34 is configured to output the location of at least one repair shop. For example, a notification device such as a bike computer 32 and/or a smartphone 34 is configured to communicate wirelessly with a communication tower 36 that is connected to the Internet. In this way, a notification device such as the cycle computer 32 and/or the smartphone 34 outputs information about the failure of the shifting operation of the transmission 14 to the repair shop. Preferably, the information about the failure of the transmission 14 to be transmitted to the repair shop includes the model of the transmission 14, the type of the failure of the transmission, and the operating condition of the bicycle. The types of shift operation failures include, for example, upshifts, downshifts, single shift operations, double shift operations, and the like. Bicycle operating conditions include, for example, speed, cadence, pedaling power, gear ratios, missed target sprockets, and the like. In this way, a repair shop can wirelessly communicate suggested methods for correcting a failed shift operation.

現在參照圖3及圖4，操作裝置12現在將被更詳細地討論。操作裝置12被建構成將傳動裝置14換檔，以用來改變驅動系統DT的傳動比。因此，操作裝置12提供傳動裝置14的手動換檔。在此，操作裝置12被建構成與傳動裝置14無線地通訊。替代地，操作裝置12能被建構成藉由專用的訊號線或藉由使用電力線通訊(PLC)的電線而與傳動裝置14通訊。Referring now to Figures 3 and 4, the operating device 12 will now be discussed in greater detail. The operating device 12 is configured to shift a transmission 14 for changing the transmission ratio of the drive system DT. Thus, the operating device 12 provides for manual shifting of the transmission 14 . In this case, the operating device 12 is designed to communicate wirelessly with the transmission 14 . Alternatively, the operating device 12 can be constructed to communicate with the actuator 14 by a dedicated signal line or by wire using power line communication (PLC).

基本地，操作裝置12是包括底座構件40、第一操作構件41及第二操作構件42之電變速器。底座構件40A被建構成藉由車把夾器40a而被安裝於車把H。底座構件40A容置第一電開關及第二電開關。第一電開關回應於第一操作構件41的操作而被按下。第二電開關回應於第二操作構件42的操作而被按下。Basically, the operating device 12 is an electric transmission including a base member 40 , a first operating member 41 and a second operating member 42 . The base member 40A is configured to be mounted to the handlebar H by the handlebar clamp 40a. The base member 40A accommodates the first electrical switch and the second electrical switch. The first electric switch is pressed in response to the operation of the first operating member 41 . The second electric switch is pressed in response to the operation of the second operating member 42 .

操作裝置12還包括電子控制器44，其接收回應於第一操作構件41的操作而來自第一電開關的電訊號、及回應於第二操作構件42的操作而來自第二電開關的電訊號。電子控制器44包括至少一個處理器44A及資料儲存裝置44B。至少一個處理器44A例如能為中央處理單元(CPU)或微處理單元(MPU)。處理器44A例如包括算術處理單元。資料儲存裝置44B儲存被使用於各種不同的控制程序之各種不同的控制程式及資訊。資料儲存裝置44B包括任何的電腦儲存裝置或任何的非暫態電腦可讀取媒體，除了暫態傳遞訊號。例如，資料儲存裝置44B包括非揮發性記憶體及揮發性記憶體。非揮發性記憶體例如包括唯讀記憶體(ROM)、可清除程式化唯讀記憶體(EPROM)、電可清除程式化唯讀記憶體(EEPROM)、及快閃記憶體中的至少一者。揮發性記憶體例如包括隨機存取記憶體(RAM)。The operating device 12 also includes an electronic controller 44 that receives an electrical signal from the first electrical switch in response to the operation of the first operating member 41 and an electrical signal from the second electrical switch in response to the operation of the second operating member 42 . The electronic controller 44 includes at least one processor 44A and a data storage device 44B. At least one processor 44A can be, for example, a central processing unit (CPU) or a microprocessing unit (MPU). Processor 44A includes, for example, an arithmetic processing unit. The data storage device 44B stores various control programs and information used in various control programs. Data storage device 44B includes any computer storage device or any non-transitory computer-readable medium, except for transiently conveying signals. For example, the data storage device 44B includes non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), and flash memory . Volatile memory includes, for example, random access memory (RAM).

使用者選擇性地操作第一操作構件41及第二操作構件42，以將換檔命令或訊號輸出至傳動裝置14。換檔命令或訊號包括升檔命令或訊號及/或降檔命令或訊號。在此，電子控制器44包括無線通訊器46。在此，無線通訊器46較佳地是無線傳送器，以致無線通訊器46能依所需要及/或想要而傳送換檔命令至傳動裝置14及馬達控制器18、以及任何其他組件。無線傳送器是能傳送作為無線通訊訊號的換檔命令的單向無線通訊裝置的一個範例。無線通訊訊號能為射頻(RF)訊號、超寬頻通訊訊號、射頻識別(RFID)、ANT+通訊、或藍牙®通訊、或人力車輛領域中所了解的適合用於短程無線通訊的任何其他類型的訊號。在此，無線通訊器46被圖解性地繪示成被設置在電子控制器44的電路板上。替代地，無線通訊器46能與電子控制器44的電路板分開。The user selectively operates the first operating member 41 and the second operating member 42 to output a shift command or signal to the transmission device 14 . Shift commands or signals include upshift commands or signals and/or downshift commands or signals. Here, the electronic controller 44 includes a wireless communicator 46 . Here, the wireless communicator 46 is preferably a wireless transmitter, such that the wireless communicator 46 can transmit shift commands to the transmission 14 and the motor controller 18, as well as any other components as needed and/or desired. A wireless transmitter is an example of a one-way wireless communication device capable of transmitting shift commands as wireless communication signals. The wireless communication signal can be a radio frequency (RF) signal, ultra-wideband communication signal, radio frequency identification (RFID), ANT+ communication, or Bluetooth® communication, or any other type of signal suitable for short-range wireless communication as known in the human-vehicle art . Here, the wireless communicator 46 is diagrammatically shown disposed on a circuit board of the electronic controller 44 . Alternatively, the wireless communicator 46 can be separate from the electronic controller 44 circuit board.

如圖4中所見，操作裝置12還包括電力供應器48。在此，電力供應器48是被設置在底座構件40上之電池。較佳地，電力供應器48是可替換的鈕扣電池或可充電的電池。替代地，電力供應器48能被取代或與像是電容器、燃料電池、太陽能電池的電力供應器、或任何其他電力供應器一起使用。電力供應器48被建構成電連接於電子控制器44，以將電力提供給電子控制器44。在此，電力供應器48被圖解性地繪示成被設置在電子控制器44的電路板上。替代地，電力供應器48能與電子控制器44的電路板分開。As seen in FIG. 4 , the operating device 12 also includes a power supply 48 . Here, the power supplier 48 is a battery provided on the base member 40 . Preferably, the power supply 48 is a replaceable button battery or a rechargeable battery. Alternatively, the power supply 48 can be replaced or used with a power supply such as a capacitor, a fuel cell, a solar cell, or any other power supply. The power supply 48 is configured to be electrically connected to the electronic controller 44 to provide power to the electronic controller 44 . Here, a power supply 48 is diagrammatically shown disposed on a circuit board of the electronic controller 44 . Alternatively, the power supply 48 can be separate from the circuit board of the electronic controller 44 .

現在參照圖5及圖6，傳動裝置14現在將被更詳細地討論。在此，傳動裝置14是撥鏈器。更確切地，在此，撥鏈器是後撥鏈器。如以上所提及，傳動裝置14被建構成***作裝置12操作。傳動裝置14被建構成改變驅動系統DT的傳動比。傳動裝置14被建構成將鏈條CN在後鏈輪總成CS的撥鏈器的鏈輪之間移位，以改變後車輪RW的旋轉速率相對於曲柄軸CA1的旋轉速率之傳動比R。Referring now to FIGS. 5 and 6 , the transmission 14 will now be discussed in greater detail. The transmission 14 is here a derailleur. More precisely, here, the derailleur is a rear derailleur. As mentioned above, the transmission 14 is constructed to be operated by the operating device 12 . The transmission 14 is constructed to vary the transmission ratio of the drive system DT. The transmission 14 is configured to shift the chain CN between the sprockets of the derailleur of the rear sprocket assembly CS to change the transmission ratio R of the rotational rate of the rear wheels RW relative to the rotational rate of the crankshaft CA1.

如圖5中所見，傳動裝置14包括後撥鏈器。因此，傳動裝置14具有底座構件50及可移動構件52。可移動構件52可相對於底座構件50移動，以回應於換檔命令而將鏈條移位。傳動裝置14還包括連桿組機構54及滑輪總成56。底座構件50被建構成被安裝於車體VB。連桿組機構54被建構成將底座構件50可移動地連接於可移動構件52。滑輪總成56被可旋轉地連接於可移動構件52，以繞著滑輪總成樞轉軸線PA樞轉。底座構件50包括車架安裝器50a，以用來將傳動裝置14安裝於車體VB。As seen in FIG. 5 , transmission 14 includes a rear derailleur. Accordingly, the transmission 14 has a base member 50 and a movable member 52 . The movable member 52 is movable relative to the base member 50 to shift the chain in response to a shift command. The transmission device 14 also includes a linkage mechanism 54 and a pulley assembly 56 . The base member 50 is constructed to be mounted to the vehicle body VB. The linkage mechanism 54 is configured to movably connect the base member 50 to the movable member 52 . A pulley assembly 56 is rotatably connected to the movable member 52 for pivoting about a pulley assembly pivot axis PA. The base member 50 includes a vehicle frame mounter 50a for mounting the transmission 14 to the vehicle body VB.

傳動裝置14還包括***作性地連接於連桿組機構的致動器58。較佳地，致動器58被設置於底座構件50、可移動構件52、及連桿組機構54中的一者。致動器58被建構成藉由從電池BP所供應的電力而被移動。電池BP被建構成被直接地或間接地設置於人力車輛V的車體VB。然而，致動器58能藉由從電力供應器60所供應的電力而被移動。電力供應器60被設置於撥鏈器。The transmission 14 also includes an actuator 58 operatively connected to the linkage mechanism. Preferably, the actuator 58 is disposed on one of the base member 50 , the movable member 52 , and the linkage mechanism 54 . The actuator 58 is constructed to be moved by electric power supplied from the battery BP. Battery BP is configured to be installed on vehicle body VB of human-powered vehicle V directly or indirectly. However, the actuator 58 can be moved by the power supplied from the power supplier 60 . The power supplier 60 is provided on the derailleur.

在此，如圖6中所見，致動器58包括被設置在底座構件50上之可逆轉的電馬達單元58A。致動器58亦包括致動器驅動器58B及編碼器58C。電馬達單元58A***作性地耦接於連桿組34上，以用來將滑輪總成56在複數個鏈輪位置之間移動。Here, as seen in FIG. 6 , the actuator 58 comprises a reversible electric motor unit 58A provided on the base member 50 . The actuator 58 also includes an actuator driver 58B and an encoder 58C. Electric motor unit 58A is operatively coupled to linkage set 34 for moving pulley assembly 56 between the plurality of sprocket positions.

連桿組機構54包括第一連桿54a及第二連桿54b。第一連桿54a及第二連桿54b中的每一者具有被可樞轉地附接於底座構件50的第一端、及被可樞轉地附接於可移動構件52的第二端。底座構件50、可移動構件52、第一連桿54a及第二連桿54b形成四桿連桿組。The linkage mechanism 54 includes a first linkage 54a and a second linkage 54b. Each of the first link 54a and the second link 54b has a first end pivotally attached to the base member 50 and a second end pivotally attached to the movable member 52 . The base member 50, the movable member 52, the first link 54a and the second link 54b form a four-bar linkage.

滑輪總成56包括鏈條導引件56a、導引滑輪56b及張緊滑輪56c。如以上所提及，滑輪總成56被可樞轉地安裝於可移動構件52。另一方面，可移動構件52及滑輪總成56在換檔操作的期間於人力車輛V的側向方向上一起移動。因此，可移動構件52包括至少一個滑輪。特別地，可移動構件52在所繪示的實施例中包括至少一個導引滑輪56b。編碼器58C被建構成偵測馬達的旋轉軸桿的絕對旋轉位置或馬達單元58A的齒輪減速器的至少一部分。以此方式，導引滑輪56b相對於底座構件50的位置能被判斷。因此，傳動裝置14的檔位(後鏈輪S1至S9中與鏈條CN接合者)能被容易地判斷。The pulley assembly 56 includes a chain guide 56a, a guide pulley 56b, and a tension pulley 56c. As mentioned above, the pulley assembly 56 is pivotally mounted to the movable member 52 . On the other hand, the movable member 52 and the pulley assembly 56 move together in the lateral direction of the human-powered vehicle V during the shifting operation. Thus, the movable member 52 comprises at least one pulley. In particular, the movable member 52 comprises, in the embodiment depicted, at least one guide pulley 56b. The encoder 58C is configured to detect the absolute rotational position of the rotational shaft of the motor or at least a portion of the gear reducer of the motor unit 58A. In this way, the position of the guide pulley 56b relative to the base member 50 can be judged. Therefore, the gear position of the transmission 14 (one of the rear sprockets S1 to S9 engaged with the chain CN) can be easily judged.

現在參照圖9，後鏈輪總成CS及前鏈輪總成FS被鏈條CN操作性地連接。鏈輪S1是具有最少的齒之最小鏈輪。鏈輪S9是具有最多的齒之最大鏈輪。鏈輪S9位在最靠近人力車輛V的中心平面PL處。在此實施例中，後鏈輪總成CS包括九個後鏈輪。然而，後鏈輪總成能包括超過十一個鏈輪。例如，後鏈輪總成包括十二個後鏈輪。人力車輛V的中心平面PL是在前後方向上將車體VB平分之豎直平面。在後鏈輪總成CS的案例中，當傳動裝置14將鏈條CN從較小鏈輪朝向中心平面PL向內地移位至是下一個鄰近的較大鏈輪之旁邊的較大鏈輪時，降檔發生。當傳動裝置14將鏈條CN從較大鏈輪遠離中心平面PL向外地移位至是下一個鄰近的較小鏈輪之旁邊的較小鏈輪時，升檔發生。Referring now to FIG. 9 , the rear sprocket assembly CS and the front sprocket assembly FS are operatively connected by a chain CN. Sprocket S1 is the smallest sprocket with the fewest teeth. Sprocket S9 is the largest sprocket with the most teeth. The sprocket S9 is located closest to the center plane PL of the human-powered vehicle V. In this embodiment, the rear sprocket assembly CS includes nine rear sprockets. However, the rear sprocket assembly can include more than eleven sprockets. For example, a rear sprocket assembly includes twelve rear sprockets. The center plane PL of the human-powered vehicle V is a vertical plane that bisects the vehicle body VB in the front-rear direction. In the case of the rear sprocket assembly CS, when the transmission 14 shifts the chain CN from the smaller sprocket inwardly toward the center plane PL to the larger sprocket that is next to the next adjacent larger sprocket, A downshift happens. An upshift occurs when transmission 14 shifts chain CN from a larger sprocket outward away from center plane PL to a smaller sprocket that is next to the next adjacent smaller sprocket.

如圖6中所見，人力車輛控制系統10的傳送裝置14包含電子控制器62。電子控制器62被建構成回應於從操作裝置12所接收的換檔命令而控制致動器58。電子控制器62包括至少一個處理器62A。至少一個處理器62A例如能為中央處理單元(CPU)或為處理單元(MPU)。處理器62A例如包括算術處理單元。As seen in FIG. 6 , the transport device 14 of the human-powered vehicle control system 10 includes an electronic controller 62 . Electronic controller 62 is configured to control actuator 58 in response to shift commands received from operating device 12 . Electronic controller 62 includes at least one processor 62A. At least one processor 62A can be, for example, a central processing unit (CPU) or a processing unit (MPU). Processor 62A includes, for example, an arithmetic processing unit.

在此，電子控制器62包括資料儲存裝置62B。資料儲存裝置62B儲存被使用於各種不同控制程序之各種不同的控制程式及資訊。在此，資料儲存裝置62B含有前鏈輪總成FS的各齒輪的總齒數目及後鏈輪總成CS的各齒輪的總齒數目。資料儲存裝置62B包括任何電腦儲存裝置或任何非暫態電腦可讀取媒體，除了暫態傳遞訊號。例如，資料儲存裝置62B包括非揮發性記憶體及揮發性記憶體。非揮發性記憶體例如包括唯讀記憶體(ROM)、可清除程式化唯讀記憶體(EPROM)、電可清除程式化唯讀記憶體(EEPROM)、及快閃記憶體中的至少一者。揮發性記憶體例如包括隨機存取記憶體(RAM)。Here, the electronic controller 62 includes a data storage device 62B. The data storage device 62B stores various control programs and information used in various control programs. Here, the data storage device 62B includes the total number of teeth of each gear of the front sprocket assembly FS and the total number of teeth of each gear of the rear sprocket assembly CS. Data storage device 62B includes any computer storage device or any non-transitory computer-readable medium, except for transiently conveying signals. For example, the data storage device 62B includes non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), and flash memory . Volatile memory includes, for example, random access memory (RAM).

在此，如圖6中所見，傳動裝置14包括無線通訊器64。因此，在所繪示的實施例中，撥鏈器包括無線通訊器。無線通訊器64較佳地是無線傳收器，其為雙向無線通訊裝置的一個範例。無線通訊器64被建構成接收來自操作裝置12的換檔命令。換檔命令是無線通訊訊號。無線通訊器64被建構成將含有換檔資訊的無線通訊訊號傳送至自行車電腦32及/或智慧型手機34。無線通訊訊號能為射頻(RF)訊號、超寬頻通訊訊號、射頻識別(RFID)、ANT+通訊、或藍牙®通訊、或人力車輛領域中所了解的適合用於短程無線通訊的任何其他類型的訊號。因此，無線通訊器64構成通訊裝置的一個範例。替代地，傳動裝置14能被建構成藉由專用的訊號線或藉由使用電力線通訊(PLC)的電線而與操作裝置12及自行車電腦32通訊。在此，無線通訊器64被圖解性地繪示成被設置在電子控制器62的電路板上。替代地，無線通訊器64能與電子控制器62的電路板分開。Here, as seen in FIG. 6 , the transmission 14 includes a wireless communicator 64 . Thus, in the illustrated embodiment, the derailleur includes a wireless communicator. The wireless communicator 64 is preferably a wireless transceiver, which is an example of a two-way wireless communication device. The wireless communicator 64 is configured to receive shift commands from the operating device 12 . The shift command is a wireless communication signal. The wireless communicator 64 is configured to transmit a wireless communication signal containing shift information to the cycle computer 32 and/or the smartphone 34 . The wireless communication signal can be a radio frequency (RF) signal, ultra-wideband communication signal, radio frequency identification (RFID), ANT+ communication, or Bluetooth® communication, or any other type of signal suitable for short-range wireless communication as known in the human-vehicle art . Accordingly, wireless communicator 64 constitutes an example of a communication device. Alternatively, the transmission 14 can be constructed to communicate with the operating device 12 and the cycle computer 32 by dedicated signal lines or by wires using power line communication (PLC). Here, the wireless communicator 64 is diagrammatically shown as being disposed on the circuit board of the electronic controller 62 . Alternatively, the wireless communicator 64 can be separate from the electronic controller 62 circuit board.

如圖6中所見，傳動裝置14還包括電力供應器60。因此，撥鏈器包括電力供應器60。在此，電力供應器60是被可移除地設置在底座構件50上之電池。較佳地，電力供應器60是可充電的電池，其能被從底座構件50移除以被充電，且然後被重新附接於底座構件50。替代地，電力供應器60能被取代或與像是電容器、燃料電池、太陽能電池的電力供應器、或任何其他電力供應器之一起使用。電力供應器60被建構成電連接於電子控制器62，以將電力提供給電子控制器62。在此，電力供應器60被圖解性地繪示成被設置在電子控制器62的電路板上。替代地，電力供應器60能與電子控制器62的電路板分開。As seen in FIG. 6 , the transmission 14 also includes a power supply 60 . Accordingly, the derailleur includes the power supply 60 . Here, the power supplier 60 is a battery removably provided on the base member 50 . Preferably, the power supply 60 is a rechargeable battery that can be removed from the base member 50 to be charged, and then reattached to the base member 50 . Alternatively, the power supply 60 can be replaced or used with a power supply such as a capacitor, a fuel cell, a solar cell, or any other power supply. The power supply 60 is configured to be electrically connected to the electronic controller 62 to provide power to the electronic controller 62 . Here, the power supply 60 is diagrammatically depicted as being disposed on a circuit board of an electronic controller 62 . Alternatively, the power supply 60 can be separate from the circuit board of the electronic controller 62 .

現在參照圖7及圖8，自行車電腦32現在將會被更詳細地討論。自行車電腦32包括顯示器70、喇叭71及振動器72。如以上所提及，自行車電腦32被建構成與傳動裝置14通訊，以用來接收包括除了其他以外的目前檔位、成功換檔操作及換檔操作失敗之換檔資訊。顯示器70構成視覺通知裝置，以用來顯示換檔資訊。喇叭71構成聽覺通知裝置，以用來輸出指出換檔資訊的可聽聲音。振動器72構成觸覺通知裝置，以用來輸出指出換檔資訊的振動。由於自行車電腦32被安裝於車把H，振動器72較佳地使車把H振動，以產生觸覺訊號。Referring now to Figures 7 and 8, the bicycle computer 32 will now be discussed in greater detail. The bicycle computer 32 includes a display 70 , a speaker 71 and a vibrator 72 . As mentioned above, the cycle computer 32 is configured to communicate with the transmission 14 for receiving shift information including, among other things, the current gear, successful shift operations, and failed shift operations. Display 70 constitutes a visual notification device for displaying shift information. Horn 71 constitutes an audible notification device for outputting audible sounds indicating gear shift information. The vibrator 72 constitutes a tactile notification device for outputting vibrations indicating gear shift information. Since the bicycle computer 32 is mounted on the handlebar H, the vibrator 72 preferably vibrates the handlebar H to generate a tactile signal.

自行車電腦32還包括電子控制器74，其被建構成根據從傳動裝置14所接收的換檔資訊而控制顯示器70、喇叭71及振動器72。電子控制器74包括至少一個處理器74A及資料儲存裝置74B。至少一個處理器74A例如能為中央處理單元(CPU)或微處理單元(MPU)。處理器74A例如包括算術處理單元。資料儲存裝置74B儲存被使用於各種不同的控制程序之各種不同的控制程式及資訊。資料儲存裝置74B包括任何的電腦儲存裝置或任何的非暫態電腦可讀取媒體，除了暫態傳遞訊號。例如，資料儲存裝置74B包括非揮發性記憶體及揮發性記憶體。非揮發性記憶體例如包括唯讀記憶體(ROM)、可清除程式化唯讀記憶體(EPROM)、電可清除程式化唯讀記憶體(EEPROM)、及快閃記憶體中的至少一者。揮發性記憶體例如包括隨機存取記憶體(RAM)。The cycle computer 32 also includes an electronic controller 74 configured to control the display 70 , horn 71 and vibrator 72 based on shift information received from the transmission 14 . The electronic controller 74 includes at least one processor 74A and a data storage device 74B. At least one processor 74A can be, for example, a central processing unit (CPU) or a microprocessing unit (MPU). The processor 74A includes, for example, an arithmetic processing unit. The data storage device 74B stores various control programs and information used in various control programs. Data storage device 74B includes any computer storage device or any non-transitory computer-readable medium, except for transiently conveying signals. For example, the data storage device 74B includes non-volatile memory and volatile memory. The non-volatile memory includes, for example, at least one of read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), and flash memory . Volatile memory includes, for example, random access memory (RAM).

在此，如圖8中所見，自行車電腦32包括無線通訊器76。自行車電腦32包括電力供應器78，以用來將電力供應至自行車電腦32的電路板。然而，自行車電腦的電路板可被與電池BP連接，且被從電池BP供應電力。無線通訊器76較佳地是被建構成接收來自傳動裝置14的換檔資訊之無線傳收器。無線傳收器是能傳送作為無線通訊訊號的換檔命令的雙向無線通訊裝置的一個範例。無線通訊器76被建構成將含有關於換檔操作失敗的資訊的無線通訊訊號傳送至外部伺服器。無線通訊訊號能為射頻(RF)訊號、超寬頻通訊訊號、射頻識別(RFID)、ANT+通訊、或藍牙®通訊、或人力車輛領域中所了解的適合用於短程無線通訊的任何其他類型的訊號。因此，無線通訊器76構成通訊裝置的一個範例。替代地，自行車電腦32能被建構成藉由專用的訊號線或藉由使用電力線通訊(PLC)的電線而與傳動裝置14通訊。因此，人力車輛控制系統10包含通訊裝置，其被建構成將關於換檔操作失敗的資訊傳達至外部伺服器。在所繪示的實施例中，人力車輛控制系統10包含無線通訊器76，其被建構成將關於換檔操作失敗的資訊傳達至外部伺服器。在此，無線通訊器76被圖解地繪示成被設置在電子控制器74的電路板上。替代地，無線通訊器76能與電子控制器74的電路板分開。Here, as seen in FIG. 8 , the cycle computer 32 includes a wireless communicator 76 . The cycle computer 32 includes a power supply 78 for supplying power to the circuit boards of the cycle computer 32 . However, the circuit board of the cycle computer may be connected to the battery BP and be supplied with power from the battery BP. Wireless communicator 76 is preferably a wireless transceiver configured to receive shift information from transmission 14 . A wireless transceiver is an example of a two-way wireless communication device capable of transmitting shift commands as wireless communication signals. The wireless communicator 76 is configured to transmit a wireless communication signal containing information about a failed shift operation to an external server. The wireless communication signal can be a radio frequency (RF) signal, ultra-wideband communication signal, radio frequency identification (RFID), ANT+ communication, or Bluetooth® communication, or any other type of signal suitable for short-range wireless communication as known in the human-vehicle art . Accordingly, wireless communicator 76 constitutes an example of a communication device. Alternatively, the cycle computer 32 can be constructed to communicate with the transmission 14 via dedicated signal lines or via wires using power line communication (PLC). Therefore, the human-powered vehicle control system 10 includes a communication device configured to communicate information about the failure of the shift operation to an external server. In the illustrated embodiment, the human-powered vehicle control system 10 includes a wireless communicator 76 configured to communicate information regarding a failed gearshift operation to an external server. Here, the wireless communicator 76 is diagrammatically shown disposed on the circuit board of the electronic controller 74 . Alternatively, the wireless communicator 76 can be separate from the electronic controller 74 circuit board.

如以上所提及，人力車輛控制系統10被建構成偵測換檔操作失敗且被建構成藉由使用像是自行車電腦32及/或智慧型手機34的通知裝置而將換檔操作失敗告知使用者。As mentioned above, the human-powered vehicle control system 10 is configured to detect the failure of the shift operation and is configured to notify the user of the failure of the shift operation by using a notification device such as the bicycle computer 32 and/or the smartphone 34. By.

基本地，在人力車輛V的騎乘的期間，傳動裝置14的撥鏈器回應於換檔命令而被換檔，以將目前齒輪比改變成目標齒輪。換檔命令能藉由操作操作裝置12的第一操作構件41或第二操作構件42而被手動地產生。替代地，換檔命令能藉由被儲存在自行車電腦32的資料儲存裝置74B中的自動換檔程式而被自動地產生。不論在哪個案例中，換檔命令然後藉由無線通訊或有線通訊而被傳送至傳動裝置14，其中傳動裝置14施行換檔操作。Basically, during riding of the human-powered vehicle V, the derailleur of the transmission 14 is shifted in response to a shift command to change the current gear ratio to the target gear. A shift command can be generated manually by operating the first operating member 41 or the second operating member 42 of the operating device 12 . Alternatively, the shift commands can be automatically generated by an automatic shift program stored in the data storage device 74B of the cycle computer 32 . In either case, the shift command is then transmitted to the transmission 14 via wireless or wired communication, where the transmission 14 performs the shift operation.

特別地，如圖10中所見，流程圖繪示由電子控制器62所執行的控制程序，以用來施行換檔操作及用來在判斷換檔操作失敗之情形下輸出失敗訊號。如以上所提及，人力車輛控制系統10被建構成偵測換檔操作失敗，且被建構成將換檔操作失敗告知使用者。如在此所使用，用語「換檔操作」是指實際齒輪比被改變。因此，用語「換檔操作」包括升檔及降檔。在升檔的期間，在後鏈輪總成CS的案例中，鏈條CN在向外方向上於鏈輪之間移動。在降檔的期間，在後鏈輪總成CS的案例中，鏈條CN在向內方向上於鏈輪之間移動。在理想情況中，在齒輪比於升檔命令被輸出以後在預定時期內改變之情形下，換檔操作發生。In particular, as seen in FIG. 10 , a flowchart depicts a control program executed by the electronic controller 62 for performing a shift operation and for outputting a failure signal in the event of a judged failure of the shift operation. As mentioned above, the human-powered vehicle control system 10 is configured to detect a shift operation failure, and is configured to notify the user of the shift operation failure. As used herein, the term "shift operation" means that the actual gear ratio is changed. Accordingly, the term "shift operation" includes both upshifts and downshifts. During an upshift, in the case of the rear sprocket assembly CS, the chain CN moves between the sprockets in an outward direction. During a downshift, in the case of the rear sprocket assembly CS, the chain CN moves between the sprockets in an inward direction. Ideally, the shift operation occurs in the case where the gear ratio changes within a predetermined period after the upshift command is output.

因此，「換檔操作失敗」包括實際齒輪比在換檔命令被輸出以後未於預定時期內改變之第一情況。又，在此第一情況中，實際齒輪比即便在預定時期已經過去以後並未改變。換言之，在此第一情況中，鏈條CN在換檔命令被輸出以後維持與目前鏈輪接合，且未移位至新鏈輪。當外來物質卡在後撥鏈器14而使得後撥鏈器14不能回應於換檔命令來操作時，此第一情況能發生。例如，外來物質可能卡在連桿組機構54或包括後撥鏈器14的鏈條導引器的滑輪總成56。Therefore, "shift operation failure" includes the first case that the actual gear ratio does not change within a predetermined period after the shift command is output. Also, in this first case, the actual gear ratio does not change even after the predetermined period of time has elapsed. In other words, in this first case, the chain CN remains engaged with the current sprocket and is not shifted to the new sprocket after the shift command is output. This first situation can occur when foreign matter becomes lodged in the rear derailleur 14 such that the rear derailleur 14 cannot operate in response to a shift command. For example, foreign matter may become lodged in the linkage mechanism 54 or the pulley assembly 56 including the chain guide of the rear derailleur 14 .

「換檔操作失敗」還包括實際齒輪比在換檔命令被輸出以後於預定時期已經過去以後才改變之第二情況。這意指後撥鏈器14回應於換檔命令而立即操作，但鏈條CN脫離一個鏈輪且接合另一個鏈輪之換檔操作在預定時期內未完成。當導引滑輪56b未被定位在相對於目標鏈輪的適當位置時，此第二情況能發生。適當位置與目標鏈輪對準、或位在與目標鏈輪對準的預定範圍內之處。在後撥鏈器14的案例中，適當位置是導引滑輪56b直接地位在目標鏈輪之下或位在與目標鏈輪對準的預定範圍內之處。如果導引滑輪56b的位置在相對於後鏈輪總成CS的旋轉軸線之軸向方向上從目標鏈輪偏位，則鏈條CN不能移位至目標鏈輪。此外，如果導引滑輪56b的位置在相對於鏈輪的旋轉軸線之徑向方向上從目標鏈輪偏位，鏈條不能移位至目標鏈輪。The "shift operation failure" also includes the second case that the actual gear ratio is changed after a predetermined period of time has elapsed after the shift command is output. This means that the rear derailleur 14 is immediately operated in response to the shift command, but the shift operation of the chain CN disengaging from one sprocket and engaging the other sprocket is not completed within a predetermined period of time. This second condition can occur when the guide pulley 56b is not positioned in the proper position relative to the target sprocket. The proper location is aligned with, or within a predetermined range of alignment with, the target sprocket. In the case of the rear derailleur 14, the proper location is where the guide pulley 56b is directly under or within a predetermined range of alignment with the target sprocket. If the position of the guide pulley 56b is shifted from the target sprocket in the axial direction with respect to the rotation axis of the rear sprocket assembly CS, the chain CN cannot be displaced to the target sprocket. Furthermore, if the position of the guide pulley 56b is deviated from the target sprocket in the radial direction with respect to the rotation axis of the sprocket, the chain cannot be displaced to the target sprocket.

「換檔操作失敗」還包括齒輪比改變超過所請求的換檔命令之第三情況。例如，在接收單一個升檔命令之情形下，後撥鏈器14的致動器58A以一個換檔值***作，以致可移動構件52相對於後撥鏈器14的底座構件50移動單一個換檔距離。然而，當鏈條CN脫離目前鏈輪且接合並未位在鄰近於目前鏈輪處的另一個鏈輪時，「換檔操作失敗」發生。當鏈條CN回應於單一個升檔命令而從目前鏈輪移位兩個或更多個鏈輪時，此即為「換檔操作失敗」發生。當導引滑輪56b以如同以上所討論的第二情況之方式未被定位在相對於目標鏈輪的適當位置時，此第三情況能發生。"Failure to shift operation" also includes a third instance where the gear ratio changes beyond the requested shift command. For example, upon receiving a single upshift command, the actuator 58A of the rear derailleur 14 is operated at a shift value such that the movable member 52 moves a single shift relative to the base member 50 of the rear derailleur 14. Shift distance. However, when the chain CN disengages from the current sprocket and engages another sprocket that is not located adjacent to the current sprocket, "shift operation failure" occurs. A "shift operation failure" occurs when the chain CN shifts two or more sprockets from the current sprocket in response to a single upshift command. This third condition can occur when the guide pulley 56b is not positioned in the proper position relative to the target sprocket in the same manner as the second condition discussed above.

現在轉參圖10的流程圖，流程圖的控制程序被電子控制器62執行，以施行換檔操作及在判斷換檔操作失敗的情形下輸出失敗訊號。Referring now to the flow chart of FIG. 10 , the control routine of the flow chart is executed by the electronic controller 62 to perform a shift operation and output a failure signal in the case of judging that the shift operation has failed.

在步驟ST1中，電子控制器62接收來自操作裝置12或自行車電腦32的換檔命令。然後，程序進行到步驟ST2。In step ST1 , the electronic controller 62 receives a shift command from the operating device 12 or the cycle computer 32 . Then, the procedure proceeds to step ST2.

在步驟ST2中，電子控制器62控制致動器58，以將可移動構件52及滑輪總成56從目前鏈輪朝向或遠離人力車輛V的中心平面PL移動至目標鏈輪。換言之，在換檔情況中，當換檔命令被輸入時且然後傳動裝置14的致動器58被提供來自電力供應器60的電力，致動器58操作，以致傳動裝置14的可移動構件52在相對於換檔裝置14的底座構件50之輸入換檔方向上移動。換言之，當使用者為了傳動裝置14的換檔操作而操作操作裝置12時，電子控制器62被建構成控制傳動裝置14的致動器58，以致可移動構件52相對於底座構件50移動。因此，在步驟ST2中，電子控制器62被建構成回應於換檔命令而控制傳動裝置14的致動器58。然後，程序進行至步驟ST3。In step ST2, the electronic controller 62 controls the actuator 58 to move the movable member 52 and the pulley assembly 56 from the current sprocket toward or away from the center plane PL of the human-powered vehicle V to the target sprocket. In other words, in a shift situation, when a shift command is input and then the actuator 58 of the transmission 14 is supplied with power from the power supply 60, the actuator 58 operates such that the movable member 52 of the transmission 14 Movement in the input shift direction relative to the base member 50 of the shifter 14 . In other words, when the user operates the operating device 12 for a shift operation of the transmission 14 , the electronic controller 62 is configured to control the actuator 58 of the transmission 14 such that the movable member 52 moves relative to the base member 50 . Thus, in step ST2, the electronic controller 62 is configured to control the actuator 58 of the transmission 14 in response to a shift command. Then, the procedure proceeds to step ST3.

在步驟ST3中，電子控制器62藉由使用編碼器58C來判斷可移動構件52及滑輪總成56朝向或遠離人力車輛V的中心平面PL的位置而監視致動器58的操作。如果電子控制器判斷可移動構件52及滑輪總成56的位置尚未到達目標位置，則電子控制器62重複步驟ST2及ST3，直到可移動構件52及滑輪總成56的位置到達目標位置為止。然後，在判斷傳動裝置14的馬達單元58A的操作被完成之情形下，程序則進行至步驟ST4。In step ST3, electronic controller 62 monitors the operation of actuator 58 by using encoder 58C to determine the position of movable member 52 and pulley assembly 56 toward or away from center plane PL of human-powered vehicle V. If the electronic controller judges that the positions of the movable member 52 and the pulley assembly 56 have not reached the target position, the electronic controller 62 repeats steps ST2 and ST3 until the positions of the movable member 52 and the pulley assembly 56 reach the target position. Then, in the case where it is judged that the operation of the motor unit 58A of the actuator 14 is completed, the procedure proceeds to step ST4.

在步驟ST4中，電子控制器62判斷自開始致動器58的操作起是否預定時期已經過去。在此步驟ST4中，電子控制器62設定換檔操作完成所需的時期，以供換檔操作被判斷為成功。例如，電子控制器62還被建構成，在傳動裝置14於換檔命令被輸入以後在第一預定時期內未操作來將目前齒輪比改變至目標齒輪比、或於第一預定時期已經過去以後未操作來將目前齒輪比改變至目標齒輪比之情形下，判斷換檔操作失敗已經發生。第一預定時期能藉由使用電子控制器62的內部計時器而被計算。第一預定時期例如能為像是一秒。替代地，第一預定時期能根據取決於後車輪RW的旋轉速率而改變之可變的時間。電子控制器62還被建構成，在目前齒輪比於換檔命令被輸入且傳動裝置14回應於換檔命令而已經操作以後在第二預定時期已經過去以後尚未被改變至目標齒輪比之情形下，判斷換檔操作失敗已經發生。第二預定時期能藉由使用電子控制器62的內部計時器而被計算。第二預定時期例如能為像是一秒。替代地，第二預定時期能根據取決於後車輪RW的旋轉速率而改變之可變的時間。In step ST4, the electronic controller 62 judges whether or not a predetermined period of time has elapsed since the operation of the actuator 58 was started. In this step ST4, the electronic controller 62 sets a period required for the completion of the shift operation for the shift operation to be judged successful. For example, the electronic controller 62 is also configured to change the current gear ratio to the target gear ratio after the transmission 14 is not operated for a first predetermined period after the shift command is input, or after the first predetermined period has elapsed. In the case of no operation to change the current gear ratio to the target gear ratio, it is judged that a shift operation failure has occurred. The first predetermined period of time can be calculated by using an internal timer of the electronic controller 62 . The first predetermined period of time could be, for example, one second. Alternatively, the first predetermined period can be changed according to a variable time depending on the rotation rate of the rear wheel RW. The electronic controller 62 is also configured so that in the event that the present gear ratio has not been changed to the target gear ratio after the second predetermined period of time has elapsed after the shift command was input and the transmission 14 has operated in response to the shift command , judging that a shift operation failure has occurred. The second predetermined period can be calculated by using an internal timer of the electronic controller 62 . The second predetermined period of time could be, for example, one second. Alternatively, the second predetermined period can be changed according to a variable time depending on the rotation rate of the rear wheel RW.

如果預定時期尚未過去，則程序重複步驟ST3，直到預定時期已經過去為止。一旦預定時期已經過去，程序則進行至步驟ST5。If the predetermined period has not elapsed, the program repeats step ST3 until the predetermined period has elapsed. Once the predetermined period of time has elapsed, the procedure proceeds to step ST5.

在步驟ST5中，電子控制器62判斷目前齒輪比是否匹配目標齒輪比。電子控制器62被建構成回應於換檔命令而根據人力車輛V的踏頻資訊及人力車輛V的驅動輪旋轉資訊兩者判斷從目前齒輪比至目標齒輪比的換檔操作失敗。在此，踏頻資訊及驅動輪旋轉資訊兩者被使用來判斷驅動系統DT的目前或實際齒輪比。換言之，實際換檔操作的資訊藉由後車輪RW的踏頻資訊及旋轉資訊而被獲得。因此，電子控制器62被建構成藉由使用驅動輪旋轉資訊及踏頻資訊而計算目前齒輪比。In step ST5, the electronic controller 62 judges whether the current gear ratio matches the target gear ratio. The electronic controller 62 is configured to determine that the shift operation from the current gear ratio to the target gear ratio has failed based on both the cadence information of the human-powered vehicle V and the driving wheel rotation information of the human-powered vehicle V in response to the shift command. Here, both cadence information and drive wheel rotation information are used to determine the current or actual gear ratio of the drive system DT. In other words, the information on the actual shift operation is obtained from the cadence information and rotation information of the rear wheels RW. Accordingly, the electronic controller 62 is configured to calculate the current gear ratio by using the drive wheel rotation information and the cadence information.

較佳地，驅動系統DT的對應於每一個齒輪級(gear stage)的每一個齒輪比的資料被預先儲存在資料儲存裝置62B中。例如，電子控制器62被建構成藉由使用踏頻感測器28來獲得踏頻資訊而判斷換檔操作失敗。然而，在如果人力車輛V是所示的電動自行車之案例中，踏頻資訊能藉由被附接於電動自行車的曲柄軸的應變感測器而被獲得。因此，替代地、或者是附加於使用踏頻感測器28，電子控制器62被建構成藉由使用應變感測器來獲得踏頻資訊而判斷換檔操作失敗。在此，應變感測器是扭矩感測器30。替代地、或者是附加於使用踏頻感測器28及/或扭矩感測器30，電子控制器62被建構成藉由從人力車輛V的驅動單元DU的馬達20的輸出值計算踏頻值來獲得踏頻資訊而判斷換檔操作失敗。此外，在如果人力車輛V是所示的電動自行車之案例中，踏頻資訊亦能藉由從電動自行車的驅動單元DU的馬達20的輸出值計算踏頻值而被獲得。Preferably, the data of the drive system DT corresponding to each gear ratio of each gear stage is pre-stored in the data storage device 62B. For example, the electronic controller 62 is configured to determine that the shifting operation has failed by using the cadence sensor 28 to obtain cadence information. However, in the case if the human-powered vehicle V is an electric bicycle as shown, cadence information can be obtained by a strain sensor attached to the crankshaft of the electric bicycle. Therefore, instead of, or in addition to, using the cadence sensor 28, the electronic controller 62 is configured to determine that the shifting operation has failed by using the strain sensor to obtain cadence information. Here, the strain sensor is a torque sensor 30 . Alternatively, or in addition to using the cadence sensor 28 and/or the torque sensor 30, the electronic controller 62 is configured to calculate the cadence value by calculating the cadence value from the output value of the motor 20 of the drive unit DU of the human-powered vehicle V To obtain the cadence information and judge that the shifting operation failed. Furthermore, in the case if the human-powered vehicle V is an electric bicycle as shown, the cadence information can also be obtained by calculating the cadence value from the output value of the motor 20 of the drive unit DU of the electric bicycle.

另一方面，電子控制器62被建構成藉由使用偵測驅動輪的旋轉的數目的速度感測器26來獲得驅動輪旋轉資訊而判斷換檔操作失敗。在此，後車輪RW對應於驅動輪。更確切地，速度感測器26對於後車輪RW的旋轉記算次數，且電子控制器62將輪胎外周長的資料儲存在資料儲存裝置62B中。人力車輛V的速度藉由在預定時間內的後車輪RW的旋轉的數目及關於輪胎外周長的所儲存資訊而被計算。然而，在判斷換檔操作失敗，電子控制器62僅需關於後車輪RW的旋轉的數目之資訊。On the other hand, the electronic controller 62 is constructed to judge that the shift operation has failed by obtaining the driving wheel rotation information using the speed sensor 26 which detects the number of rotations of the driving wheels. Here, rear wheels RW correspond to drive wheels. More precisely, the speed sensor 26 counts the number of revolutions of the rear wheel RW, and the electronic controller 62 stores the data of the outer circumference of the tire in the data storage device 62B. The speed of the human-powered vehicle V is calculated from the number of rotations of the rear wheels RW within a predetermined time and the stored information on the outer circumference of the tires. However, the electronic controller 62 only needs information on the number of rotations of the rear wheels RW in judging that the shift operation has failed.

又，電子控制器62還被建構成在目前齒輪比已經被改變至不是目標齒輪比的新齒輪比之情形下判斷換檔操作失敗已經發生。例如，在電子控制器62被建構成計算前鏈輪總成FS的前鏈輪和後鏈輪總成CS的後鏈輪之間的所計算的齒輪比來作為目前齒輪比資訊之情形下，電子控制器62被建構成藉由使用目前齒輪比資訊而判斷換檔操作失敗。換言之，針對目前齒輪比資訊，藉由使用踏頻資訊及驅動輪旋轉資訊，前鏈輪和後鏈輪之間的齒輪比能被計算。然而，在此案例中，如果由使用者所輸入至曲柄C的輸入扭矩小於閾值，電子控制器62不被建構成計算目前齒輪比，因為騎士可能處於非踩踏狀態。因此，踏頻資訊可能需要藉由使用像是偵測驅動單元DU的馬達20的輸出值的感測器之另一個感測器而被判斷。Also, the electronic controller 62 is also constructed to judge that a shift operation failure has occurred in the case where the current gear ratio has been changed to a new gear ratio that is not the target gear ratio. For example, in the case where the electronic controller 62 is configured to calculate the calculated gear ratio between the front sprocket of the front sprocket assembly FS and the rear sprocket of the rear sprocket assembly CS as the current gear ratio information, The electronic controller 62 is configured to determine that the shift operation has failed by using the current gear ratio information. In other words, for the current gear ratio information, the gear ratio between the front sprocket and the rear sprocket can be calculated by using the cadence information and the drive wheel rotation information. However, in this case, if the input torque to the crank C by the user is less than the threshold, the electronic controller 62 is not configured to calculate the current gear ratio because the rider may be in a non-pedaling state. Therefore, the cadence information may need to be judged by using another sensor such as a sensor that detects the output value of the motor 20 of the drive unit DU.

此外，實際或真實換檔情況能根據藉由使用踏頻的資訊及關於後車輪RW的旋轉的數目的資訊所計算的前鏈輪和後鏈輪之間的目前齒輪比而被判斷。從此計算，電子控制器62被建構成判斷實際或真實換檔情況。此外，電子控制器62被建構成監視由致動器58的編碼器58C所偵測的偵測數值。電子控制器22記憶實際換檔狀態和由編碼器所偵測的數值之間的關係。然後，電子控制器62控制致動器電子控制器62，以致可移動構件52藉由監視實際換檔狀態及編碼器58C的值而移動且待在適當位置。In addition, the actual or actual shifting situation can be judged from the current gear ratio between the front sprocket and the rear sprocket calculated by using the information of the cadence and the information about the number of rotations of the rear wheels RW. From this calculation, the electronic controller 62 is configured to determine the actual or actual shift condition. In addition, the electronic controller 62 is configured to monitor the detection value detected by the encoder 58C of the actuator 58 . The electronic controller 22 memorizes the relationship between the actual shift status and the value detected by the encoder. The electronic controller 62 then controls the actuator electronic controller 62 so that the movable member 52 moves and stays in place by monitoring the actual shift status and the value of the encoder 58C.

又，較佳地，電子控制器62被建構成在下一個換檔命令被輸入以前暫時地儲存換檔命令值，且電子控制器62被建構成藉由使用換檔命令值而判斷換檔操作失敗。換檔命令值是指出目標齒輪比的齒輪比之值。換言之，當換檔命令值在資料儲存裝置62B中已經被改變但目前齒輪比根據所計算的齒輪比(其根據驅動輪旋轉資訊及踏頻資訊而被計算)而尚未被實際地改變時，換檔操作失敗被判斷成已經發生。Also, preferably, the electronic controller 62 is constructed to temporarily store the shift command value before the next shift command is input, and the electronic controller 62 is constructed to judge that the shift operation has failed by using the shift command value. . The shift command value is a value indicating the gear ratio of the target gear ratio. In other words, when the shift command value has been changed in the data storage device 62B but the current gear ratio has not been actually changed based on the calculated gear ratio (which is calculated based on the drive wheel rotation information and the cadence information), the shift A file operation failure is judged to have occurred.

如果目前齒輪比匹配目標齒輪比，則程序結束。然而，如果電子控制器62判斷目前齒輪比未匹配目標齒輪比，則程序進行至步驟ST6。If the current gear ratio matches the target gear ratio, the program ends. However, if the electronic controller 62 judges that the present gear ratio does not match the target gear ratio, the routine proceeds to step ST6.

在步驟ST5中，電子控制器62將失敗訊號發送至像是自行車電腦32及/或智慧型手機34的通知裝置。因此，電子控制器62被建構成回應於換檔操作失敗的判斷而輸出失敗訊號。電子控制器62被建構成回應於換檔操作失敗的判斷而將失敗訊號輸出至通知裝置。通知裝置被建構成回應於電子控制器62的失敗訊號而輸出失敗通知。換言之，自行車電腦32及/或智慧型手機34被建構成回應於電子控制器62的失敗訊號而輸出失敗通知。In step ST5 , the electronic controller 62 sends a failure signal to a notification device such as the bicycle computer 32 and/or the smartphone 34 . Therefore, the electronic controller 62 is constructed to output a failure signal in response to the determination that the shift operation has failed. The electronic controller 62 is constructed to output a failure signal to the notification device in response to a determination that the shift operation has failed. The notification device is configured to output a failure notification in response to a failure signal from the electronic controller 62 . In other words, the cycle computer 32 and/or the smartphone 34 is configured to output a failure notification in response to a failure signal from the electronic controller 62 .

現在參照圖11至圖21，傳動裝置14的調整操作現在將被討論。電子控制器62被建構成在判斷換檔操作已經失敗之情形下藉由控制致動器58來調整傳動裝置14的可移動構件52相對於驅動系統DT的位置而施行傳動裝置14的調整操作。較佳地，電子控制器62被建構成回應於判斷換檔操作已經失敗之判斷而自動地施行調整操作。替代地，電子控制器62被建構成回應於使用者所作的輸入而施行調整操作。例如，手動輸入能依所需要及/或想要而***作裝置12、自行車電腦32及/或智慧型手機34施行。無論在任何案例中，傳動裝置14的調整操作在換檔操作已經失敗以後典型地***作。換檔操作失敗如以上所討論被偵測。一旦換檔操作失敗已經被偵測，使用者藉由使用像是自行車電腦32及智慧型手機34的通知裝置而被告知換檔操作失敗。通知裝置亦能是個人電腦、平板電腦或在人力車輛V正在被保養時的其他外部裝置。當然，此通知能被省略，特別是如果調整操作在換檔操作失敗已經被偵測以後被自動地施行。Referring now to FIGS. 11-21 , the adjustment operation of the transmission 14 will now be discussed. The electronic controller 62 is configured to perform adjustment operations of the transmission 14 by controlling the actuator 58 to adjust the position of the movable member 52 of the transmission 14 relative to the drive system DT in the event that a shift operation is judged to have failed. Preferably, the electronic controller 62 is configured to automatically implement the adjustment operation in response to a determination that a shift operation has failed. Alternatively, the electronic controller 62 is configured to implement adjustments in response to inputs made by the user. For example, manual input can be performed by the operating device 12, the bike computer 32, and/or the smartphone 34 as needed and/or desired. In any case, adjustment operations of the transmission 14 are typically performed after a gear shift operation has failed. A failed shift operation is detected as discussed above. Once the shift operation failure has been detected, the user is notified of the shift operation failure by using a notification device such as the cycle computer 32 and the smartphone 34 . The notification device can also be a PC, tablet or other external device when the human-powered vehicle V is being serviced. Of course, this notification can be omitted, especially if the adjustment operation is performed automatically after a failure of the shift operation has been detected.

如圖11及圖12中所見，在升檔操作被施行來從鏈輪S7升檔至鏈輪S6但鏈條CN未從鏈輪S7脫離之情形下，換檔操作失敗被顯示。在此，在此升檔操作中，鏈輪S7是目前鏈輪且鏈輪S6是目標鏈輪。因此，儘管導引滑輪56b相對於人力車輛V的中心平面PL被從目前位置CP在向外方向上朝向目標位置TP移動，換檔操作並不成功。換言之，如果導引滑輪56b朝向鏈輪S6移動不夠遠，則鏈條CN將不會從鏈輪S7移位至鏈輪S6。換言之，因為傳動裝置14的導引滑輪56b與鏈輪S6的中心平面不夠對準來使鏈條CN從鏈輪S7移動至鏈輪S6，換檔操作失敗。在這樣的案例中，電子控制器62執行調整操作，以改正換檔問題。在此，人力車輛控制系統10包括第一調整模式及第二調整模式。在第一調整模式中，電子控制器62調整導引滑輪56b相對於一個特定鏈輪的相對位置。在第二調整模式中，電子控制器62調整導引滑輪56b相對於鏈輪總成CS的鏈輪S1至S9中的每一者的相對位置。因此，如圖12中所見，導引滑輪56b的位置變為相對於導引滑輪56b的先前位置PP之非換檔位置NP。換言之，導引滑輪56b的位置變為是失敗的換檔以前的目前位置之非換檔位置NP。As seen in FIGS. 11 and 12 , in the case where an upshift operation is performed to upshift from sprocket S7 to sprocket S6 but the chain CN is not disengaged from sprocket S7 , a shift operation failure is displayed. Here, in this upshift operation, sprocket S7 is the current sprocket and sprocket S6 is the target sprocket. Therefore, although the guide pulley 56b is moved in the outward direction from the present position CP toward the target position TP with respect to the center plane PL of the human-powered vehicle V, the shift operation is not successful. In other words, if guide pulley 56b does not move far enough toward sprocket S6, chain CN will not shift from sprocket S7 to sprocket S6. In other words, the shift operation fails because the guide pulley 56b of the transmission 14 is not sufficiently aligned with the center plane of the sprocket S6 to move the chain CN from the sprocket S7 to the sprocket S6. In such cases, the electronic controller 62 performs adjustments to correct the shifting problem. Here, the human-powered vehicle control system 10 includes a first adjustment mode and a second adjustment mode. In a first adjustment mode, electronic controller 62 adjusts the relative position of lead pulley 56b with respect to a particular sprocket. In the second adjustment mode, the electronic controller 62 adjusts the relative position of the guide pulley 56b with respect to each of the sprockets S1 to S9 of the sprocket assembly CS. Therefore, as seen in FIG. 12, the position of the guide pulley 56b becomes the non-shift position NP with respect to the previous position PP of the guide pulley 56b. In other words, the position of the guide pulley 56b becomes the non-shift position NP which is the current position before the failed shift.

現在，調整操作將根據第一調整模式參照圖13至圖16而被討論。在第一調整模式中，在換檔操作失敗已經被偵測以後，電子控制器62判斷導引滑輪56b的目前位置CP。目前位置CP是導引滑輪56b的非換檔位置NP。導引滑輪56b的目前位置CP能藉由使用編碼器58C而被判斷，且能被儲存在資料儲存裝置62B中。在圖13的案例中，導引滑輪56b的目前位置CP位在鏈輪S7至鏈輪S6之間。在此，在此調整操作中，鏈輪S7是目前鏈輪且鏈輪S6是目標鏈輪。Adjustment operations will now be discussed with reference to FIGS. 13 to 16 according to a first adjustment mode. In the first adjustment mode, the electronic controller 62 determines the current position CP of the guide pulley 56b after a failed shift operation has been detected. The current position CP is the non-shift position NP of the guide pulley 56b. The current position CP of the guide pulley 56b can be judged by using the encoder 58C, and can be stored in the data storage device 62B. In the case of FIG. 13 , the current position CP of the guide pulley 56 b is located between the sprocket S7 to the sprocket S6 . Here, in this adjustment operation, sprocket S7 is the current sprocket and sprocket S6 is the target sprocket.

在第一調整模式中，電子控制器62然後對於鏈輪總成CS的鏈輪S1至S9中的一者指定換檔點。特別地，如圖13至圖15中所見，調整操作包括：電子控制器62藉由控制致動器58來在第一方向D1上將可移動構件52從開始位置移動至可移動構件52改變傳動比的第一換檔位置SP1而界定可移動構件52的第一換檔點。更確切地，電子控制器62控制致動器58，以致導引鏈輪52b相對於底座構件50在第一方向D1上從開始位置(目前位置CP)一點一點地移動。在此，開始位置是目前位置CP。換言之，電子控制器62被建構成控制致動器58來以預定增量用段階方式移動可移動構件52。然後，電子控制器62識別換檔操作發生，且將剛要換檔以前的一點記憶成第一換檔點。是目前位置CP的開始位置亦被記憶。電子控制器62被建構成根據由被設置於傳動裝置14的編碼器58C所偵測之值而判斷開始位置。由於傳動裝置14是後撥鏈器，電子控制器62藉由控制致動器58而根據導引滑輪56b的位置來界定第一換檔點。在此，開始位置對應於導引滑輪56b相對於鏈輪總成CS的目前位置CP。在此案例中，目前位置CP是導引滑輪56b在最後的換檔操作失敗時停止的非換檔位置NP。In the first adjustment mode, the electronic controller 62 then assigns a shift point to one of the sprockets S1 to S9 of the sprocket assembly CS. In particular, as seen in FIGS. 13 to 15 , the adjustment operation includes: the electronic controller 62 moves the movable member 52 from the starting position to the movable member 52 in the first direction D1 by controlling the actuator 58 to change the transmission. The first shift point of the movable member 52 is defined by the ratio of the first shift position SP1. More precisely, the electronic controller 62 controls the actuator 58 so that the guide sprocket 52b moves little by little from the start position (current position CP) in the first direction D1 relative to the base member 50 . Here, the starting position is the current position CP. In other words, the electronic controller 62 is configured to control the actuator 58 to move the movable member 52 in stages by predetermined increments. Then, the electronic controller 62 recognizes that a shift operation occurs, and memorizes the point just before the shift as the first shift point. The start position which is the current position CP is also memorized. The electronic controller 62 is constructed to determine the starting position based on the value detected by the encoder 58C provided on the actuator 14 . Since the transmission 14 is a rear derailleur, the electronic controller 62 defines the first shift point by controlling the actuator 58 according to the position of the guide pulley 56b. Here, the starting position corresponds to the current position CP of the guide pulley 56b relative to the sprocket assembly CS. In this case, the current position CP is the non-shift position NP where the guide pulley 56b stops when the last shift operation fails.

接下來，如圖16至圖18中所見，調整操作還包括：電子控制器62藉由控制致動器58來在第二方向D2上將可移動構件52從第一換檔位置移動超過開始位置至可移動構件52改變傳動比的第二換檔位置SP2而界定可移動構件52的第二換檔點。第二方向不同於第一方向。更確切地，電子控制器62控制致動器58，以致導引滑輪52b相對於底座構件50在相反於第一方向的第二方向D2上從第一換檔位置SP1一點一點地移動超過非換檔位置NP。換言之，電子控制器62被建構成控制致動器58來以預定增量用段階方式移動可移動構件52。然後，電子控制器62識別換檔操作發生，且將剛要換檔以前的一點記憶成第二換檔點。因此，電子控制器62被建構成控制致動器58在調整操作的期間以預定增量用段階方式移動可移動構件52，以界定第一換檔點及第二換檔點中的至少一者。Next, as seen in FIGS. 16 to 18 , the adjustment operation further includes the electronic controller 62 moving the movable member 52 from the first shift position beyond the start position in the second direction D2 by controlling the actuator 58 To the second shift position SP2 where the movable member 52 changes the transmission ratio defines a second shift point of the movable member 52 . The second direction is different from the first direction. More precisely, the electronic controller 62 controls the actuator 58 so that the guide pulley 52b moves relative to the base member 50 little by little from the first shift position SP1 in a second direction D2 opposite to the first direction over Non-shift position NP. In other words, the electronic controller 62 is configured to control the actuator 58 to move the movable member 52 in stages by predetermined increments. Then, the electronic controller 62 recognizes that a shift operation occurs, and memorizes a point immediately before the shift as a second shift point. Accordingly, the electronic controller 62 is configured to control the actuator 58 to move the movable member 52 in stages by predetermined increments during the adjustment operation to define at least one of the first shift point and the second shift point. .

調整操作還包括：電子控制器62在第一換檔點和第二換檔點之間界定非換檔點。較佳地，非換檔點被界定為位在第一換檔點和第二換檔點之間的中間點。在此，為了方便起見，非換檔點對應於是開始位置的非換檔位置NP。然而，非換檔點典型地將不會總是對應於第一換檔點和第二換檔點之間的中心點。替代地，非換檔點根據目前傳動級(transmission stage)及目前傳動比中的至少一者而被界定。又，非換檔點能包括複數個非換檔點。因此，複數個非換檔點包括附加非換檔點。附加非換檔點能包括附加第一換檔點及附加第二換檔點。Adjusting also includes the electronic controller 62 defining a non-shift point between the first shift point and the second shift point. Preferably, a non-shift point is defined as an intermediate point between the first shift point and the second shift point. Here, for convenience, the non-shift point corresponds to the non-shift position NP which is the start position. However, a non-shift point will typically not always correspond to a midpoint between the first and second shift points. Alternatively, non-shift points are defined based on at least one of a current transmission stage and a current transmission ratio. Also, the non-shift point can include a plurality of non-shift points. Accordingly, the plurality of non-shift points includes additional non-shift points. Additional non-shift points can include additional first shift points and additional second shift points.

調整操作還包括：電子控制器62控制致動器58來將可移動構件52移動至非換檔點。換言之，如圖16中所見，在設定第一換檔點以後，電子控制器62控制致動器58來將可移動構件52移動至對應於非換檔點的非換檔位置NP。然後，電子控制器62控制致動器58來將可移動構件52移動至第二換檔位置SP2。The adjustment operation also includes the electronic controller 62 controlling the actuator 58 to move the movable member 52 to a non-shift point. In other words, as seen in FIG. 16 , after setting the first shift point, the electronic controller 62 controls the actuator 58 to move the movable member 52 to the non-shift position NP corresponding to the non-shift point. The electronic controller 62 then controls the actuator 58 to move the movable member 52 to the second shift position SP2.

現在，調整操作將根據第二調整模式參照圖13至圖21被討論。在第二調整模式中，在換檔操作失敗已經被偵測以後，調整操作包括：電子控制器62控制致動器58來將可移動構件52移動至可移動構件52的最高傳動位置及可移動構件52的最低傳動位置中的至少一者。在此，如圖20中所見，電子控制器62控制致動器58來將可移動構件52及導引滑輪56b移動至是最大鏈輪S9的最低傳動位置。然而，替代地，電子控制器62能致動器58來將可移動構件52及導引滑輪56b移動至是最小鏈輪S1的最高傳動位置。較佳地，電子控制器62被建構成回應於使用者所作的手動輸入而控制致動器58來將可移動構件52移動至最高傳動位置及最低傳動位置中的至少一者。因此，使用者能使用操作裝置12來將換檔命令發送至電子控制器62，以用來控制致動器58。在此，在如圖20中所見的第二調整模式中，電子控制器62被建構成，在界定第一換檔點及第二換檔點中的至少一者以前，控制致動器58來將可移動構件52移動至最高傳動位置及最低傳動位置中的至少一者。替代地，電子控制器62被建構成，在界定第一傳動點及第二傳動點中的至少一者以後，控制致動器58來將可移動構件52移動至最高傳動位置及最低傳動位置中的至少一者。The adjustment operation will now be discussed with reference to FIGS. 13 to 21 according to the second adjustment mode. In the second adjustment mode, after a shift operation failure has been detected, the adjustment operation includes: the electronic controller 62 controls the actuator 58 to move the movable member 52 to the highest transmission position of the movable member 52 and the movable At least one of the lowest geared positions of member 52. Here, as seen in FIG. 20, the electronic controller 62 controls the actuator 58 to move the movable member 52 and the guide pulley 56b to the lowest transmission position which is the largest sprocket S9. Alternatively, however, the electronic controller 62 can actuate the actuator 58 to move the movable member 52 and the guide pulley 56b to the highest transmission position which is the smallest sprocket S1. Preferably, the electronic controller 62 is configured to control the actuator 58 to move the movable member 52 to at least one of the highest transmission position and the lowest transmission position in response to manual input by a user. Thus, the user can use the operating device 12 to send shift commands to the electronic controller 62 for controlling the actuator 58 . Here, in the second adjustment mode as seen in FIG. 20, the electronic controller 62 is configured to control the actuator 58 to The moveable member 52 is moved to at least one of the highest transmission position and the lowest transmission position. Alternatively, the electronic controller 62 is configured to, after defining at least one of the first and second transmission points, control the actuator 58 to move the movable member 52 into the highest and lowest transmission positions at least one of .

一旦導引滑輪56b與最大鏈輪S9或最小鏈輪S1的中心平面對準，最大鏈輪S9的位置或最小鏈輪S1的位置被儲存在資料儲存裝置62B中。現在，較佳地，第一換檔點及第二換檔點對於其餘鏈輪中的每一者被判斷。因此，穩定的換檔位置對於鏈輪S1至S9中的每一者被儲存在資料儲存裝置62B中。Once the guide pulley 56b is aligned with the center plane of the largest sprocket S9 or the smallest sprocket S1, the position of the largest sprocket S9 or the smallest sprocket S1 is stored in the data storage device 62B. Now, preferably, a first shift point and a second shift point are judged for each of the remaining sprockets. Thus, a stable shift position is stored in the data storage device 62B for each of the sprockets S1-S9.

又，較佳地，電子控制器62被建構成根據傳動裝置14的傳動級的總數目而設定非換檔點。換言之，非換檔點較佳地包括複數個非換檔點。亦即，調整操作還包括：電子控制器62控制致動器58來移動可移動構件52，以藉由對於傳動裝置14的每一個傳動級先界定附加第一換檔點及附加第二換檔點而對於每一個傳動級界定附加非換檔點。Also, preferably, the electronic controller 62 is configured to set the non-shift points based on the total number of gear stages of the transmission 14 . In other words, the non-shift points preferably include a plurality of non-shift points. That is, the adjustment operation also includes that the electronic controller 62 controls the actuator 58 to move the movable member 52 to first define an additional first shift point and an additional second shift point for each gear stage of the transmission 14 points while defining additional non-shift points for each gear stage.

在了解本發明的範圍時，在此所使用的用語「包含」及其衍生字旨在作為界定所述特徵、元件、組件、群組、整數、及/或步驟的出現之開放式用語，但未排除其他未陳述的特徵、元件、組件、群組、整數、及/或步驟的出現。前述者亦適用於具有類似意義的字，例如用語「包括」、「具有」及其衍生字。又，用語「部分」、「區段」、「部」、「構件」、或「元件」在以單數型使用時能具有單一個部件或複數個部件的雙重意義，除非指出並非如此。In understanding the scope of the present invention, the term "comprising" and its derivatives used herein are intended to be open-ended terms defining the occurrence of said features, elements, components, groups, integers, and/or steps, but The presence of other unstated features, elements, components, groups, integers and/or steps is not excluded. The foregoing also applies to words with similar meanings, such as the terms "comprising", "having" and derivatives thereof. Also, the terms "part", "section", "section", "member", or "element" when used in the singular can have the dual meaning of a single component or a plurality of components, unless otherwise indicated.

在此所使用的以下方向性用語「面向車架側」、「未面向車架側」、「向前」、「向後」、「前」、「後」、「上」、「下」、「以上」、「以下」、「向上」、「向下」、「頂」、「底」、「側」、「豎直」、「水平」、「垂直」及「橫截」、以及任何其他類似方向性用語是指處於直立騎乘位置且配備有人力車輛控制系統的人力車輛(例如，自行車)的那些方向。因此，被運用來描述人力車輛控制系統的這些方向性用語應相對於在水平表面上處於直立騎乘位置且配備有人力車輛控制系統的人力車輛(例如，自行車)來解釋。用語「左」及「右」被使用來在從人力車輛(例如，自行車)的後方觀看的情形下以右側作參考時指明「右」，且在從人力車輛(例如，自行車)的後方觀看的情形下以左側作參考時指明「左」。The following directional terms used herein "side facing the frame", "side not facing the frame", "forward", "backward", "front", "rear", "upper", "lower", " Above, Below, Up, Down, Top, Bottom, Side, Vertical, Horizontal, Vertical and Transversal, and any other similar Directional terms refer to those directions of a human-powered vehicle (eg, bicycle) in an upright riding position and equipped with a human-powered vehicle control system. Accordingly, these directional terms employed to describe human-powered vehicle control systems should be interpreted relative to a human-powered vehicle (eg, bicycle) equipped with a human-powered vehicle control system in an upright riding position on a horizontal surface. The terms "left" and "right" are used to refer to "right" when viewed from the rear of a human-powered vehicle (e.g., bicycle) and refer to Specify "left" when referring to the left side of the case.

在此揭露中所使用的用語「中的至少一者」意指「一個或更多個」的所想要選擇。對於一個範例而言，如果其選擇的數目是兩個時，此揭露中所使用的用語「中的至少一者」意指「僅一個單一選擇」或「兩個選擇兩者」。對於另一個範例而言，如果其選擇的數目等於或大於三個時，此揭露中所使用的用語「中的至少一者」意指「僅一個單一選擇」或「等於或大於兩個選擇之任意組合」。又，在此揭露中所使用的用語「及/或」意指「中的任一者或兩者」。The phrase "at least one of" as used in this disclosure means a desired selection of "one or more". For one example, the phrase "at least one of" as used in this disclosure means "only a single choice" or "both of the two choices" if the number of choices is two. For another example, the term "at least one of" as used in this disclosure means "only a single choice" or "one of two choices equal to or greater than three" if the number of choices is equal to or greater than three random combination". Also, the term "and/or" used in this disclosure means "either or both".

又，將會明白的是，雖然用語「第一」及「第二」在此可被使用來描述各種不同的組件，這些組件不應由這些用語所限制。這些用語僅被使用來將一組件與另一組件區分。因此，例如，以上所討論的第一元件在沒有背離本發明的教示的情形下可被稱為第二元件，且反之亦然。Also, it will be understood that although the terms "first" and "second" may be used herein to describe various components, these components should not be limited by these terms. These terms are only used to distinguish one component from another. Thus, for example, a first element discussed above could be termed a second element and vice versa without departing from the teachings of the present invention.

在此所使用的用語「被附接」及「附接」涵蓋：藉由直接地將一元件固定至另一元件而使該元件直接地被牢固至該另一元件之組態；藉由將一元件固定至中間構件然後該中間構件被固定至另一元件而使該元件間接地被牢固至該另一元件之組態；以及一元件與另一元件一體成形(亦即，一元件本質上是另一元件的一部分)之組態。此定義亦應用於類似意義的字，例如：「被連合」、「被連接」、「被耦接」、「被安裝」、「被結合」、「被固定」及其衍生字。最後，像是在此所使用的「實質地」、「大約」及「近似地」的程度用語意指所修飾用語的變異量，使得最終結果不會顯著地改變。As used herein, the terms "attached" and "attached" encompass: a configuration in which an element is directly secured to another element by directly securing the element to the other element; configurations in which an element is secured to an intermediate member and then the intermediate member is secured to another element such that the element is indirectly secured to the other element; and an element is integrally formed with the other element (that is, an element is essentially is part of another component). This definition also applies to words of similar meaning, eg "connected", "connected", "coupled", "installed", "coupled", "fixed" and their derivatives. Finally, terms of degree "substantially", "about" and "approximately" as used herein mean an amount of variation of the modified term such that the end result is not significantly changed.

雖然僅所選的實施例已經被選來繪示說明本發明，對於熟習該項技術者從此揭露將會明白的是，在不離開如隨附的申請專利範圍中所界定的本發明範圍的情形下，能在此作成各種不同的變化及修改。例如，除非確切地指出並非如此，各種不同組件的尺寸、形狀、位置、或定向能依所需要及/或想要而被改變，只要此等變化不會在實質上影響它們的意欲功能。除非確切地指出並非如此，被顯示成直接連接或互相接觸的組件能具有設置在它們之間的中間結構，只要此等變化不會在實質上影響它們的意欲功能。一個元件的功能可由二個元件來施行，且反之亦然，除非確切地陳述並非如此。一個實施例的結構及功能能在另一個實施例中被採用。所有的優點不須同時呈現在一個特別的實施例中。相較於習知技術為獨特的每一特徵不論是單獨或與其他特徵組合亦應被視為申請人的進一步發明的分開敘述，包含由這樣的特徵所具體實施的結構性及/或功能性概念。因此，根據本發明的實施例的前述說明僅用於繪示說明，而非以限制由隨附的申請專利範圍及其等效物所界定的本發明為目的。While only selected embodiments have been chosen to illustrate the invention, it will be apparent to those skilled in the art from this disclosure that without departing from the scope of the invention as defined in the appended claims Various changes and modifications can be made here. For example, unless specifically stated otherwise, the size, shape, location, or orientation of the various components can be changed as needed and/or desired, so long as such changes do not materially affect their intended function. Unless specifically stated otherwise, components that are shown directly connected or contacting each other can have intermediate structures disposed therebetween, so long as such variations do not materially affect their intended function. The functions of one element may be performed by two, and vice versa, unless specifically stated otherwise. The structures and functions of one embodiment can be adopted in another embodiment. All advantages need not necessarily be present in a particular embodiment at the same time. Each feature which is unique over the prior art, whether alone or in combination with other features, shall also be considered a separate statement of a further invention of the applicant, including the structural and/or functional features embodied by such feature. concept. Therefore, the foregoing descriptions according to the embodiments of the present invention are only for illustration and not for the purpose of limiting the present invention defined by the appended claims and their equivalents.

10:人力車輛控制系統 12:操作裝置 14:傳動裝置 18:馬達控制裝置 20:電馬達 22:電子控制器 22A:處理器 22B:資料儲存裝置 22C:無線通訊器 24:驅動電路 26:速度感測器 28:踏頻感測器 30:應變感測器 32:自行車電腦 34:智慧型手機 36:通訊塔 40:底座構件 40a:車把夾器 41:第一操作構件 42:第二操作構件 44:電子控制器 44A:處理器 44B:資料儲存裝置 46:無線通訊器 48:電力供應器 50:底座構件 50a:車架安裝器 52:可移動構件 54:連桿組機構 54a:第一連桿 54b:第二連桿 56:滑輪總成 56a:鏈條導引件 56b:導引滑輪 56c:張緊滑輪 58:致動器 58A:電馬達單元 58B:致動器驅動器 58C:編碼器 60:電力供應器 62:電子控制器 62A:處理器 62B:資料儲存裝置 64:無線通訊器 70:顯示器 71:喇叭 72:振動器 74:電子控制器 74A:處理器 74B:資料儲存裝置 76:無線通訊器 78:電力供應器 ASP:座柱 BP:電池 C:曲柄 CA1:曲柄軸 CA2:曲柄臂 CN:鏈條 CP:目前位置 CS:後鏈輪總成 D1:第一方向 D2:第二方向 DT:驅動系統 DU:驅動單元 FB:前車架體 FF:前懸吊叉，前叉 FS:前鏈輪總成 FW:前車輪 H:車把 M:磁鐵 NP:非換檔位置 PA:滑輪總成樞轉軸線 PD:踏板 PL:中心平面 PP:先前位置 R:傳動比 RB:後車架體 RS:後避震器 RW:後車輪 S:鞍座 S1:第一鏈輪 S2:第二鏈輪 S3:第三鏈輪 S4:第四鏈輪 S5:第五鏈輪 S6:第六鏈輪 S7:第七鏈輪 S8:第八鏈輪 S9:第九鏈輪 SP1:第一換檔位置 SP2:第二換檔位置 ST1:步驟 ST2:步驟 ST3:步驟 ST4:步驟 ST5:步驟 ST6:步驟 TP:目標位置 V:人力車輛 VB:車體 10: Manpower vehicle control system 12: Operating device 14: Transmission 18: Motor control device 20: electric motor 22: Electronic controller 22A: Processor 22B: data storage device 22C: wireless communicator 24: Drive circuit 26: Speed sensor 28: Cadence sensor 30: Strain sensor 32: Bike computer 34:Smartphone 36: Communication Tower 40: base member 40a: handlebar clamp 41: the first operating member 42: the second operating member 44: Electronic controller 44A: Processor 44B: data storage device 46: Wireless communicator 48:Power supply 50: base member 50a: Frame mounter 52: Movable components 54: Linkage mechanism 54a: The first connecting rod 54b: Second connecting rod 56: pulley assembly 56a: Chain guide 56b: Guide pulley 56c: Tension pulley 58: Actuator 58A: Electric motor unit 58B: Actuator Driver 58C: Encoder 60:Power supply 62: Electronic controller 62A: Processor 62B: data storage device 64: Wireless communicator 70: display 71: horn 72: vibrator 74: Electronic controller 74A: Processor 74B: data storage device 76: Wireless communicator 78:Power supply ASP: seat post BP: battery C: Crank CA1: crankshaft CA2: crank arm CN:Chain CP: current position CS: rear sprocket assembly D1: the first direction D2: Second direction DT: drive system DU: drive unit FB: Front frame body FF: front suspension fork, front fork FS: Front sprocket assembly FW: front wheel H: handlebar M: Magnet NP: non-shift position PA: Pulley assembly pivot axis PD: pedal PL: center plane PP: previous position R: transmission ratio RB: rear frame body RS: rear shock absorber RW: rear wheel S: saddle S1: 1st sprocket S2: second sprocket S3: third sprocket S4: Fourth sprocket S5: fifth sprocket S6: Sixth sprocket S7: seventh sprocket S8: eighth sprocket S9: ninth sprocket SP1: First shift position SP2: Second shift position ST1: step ST2: step ST3: step ST4: step ST5: step ST6: step TP: target position V: human vehicle VB: car body

現在參照形成此原始揭露的隨附圖式。Reference is now made to the accompanying drawings forming this original disclosure.

[圖1]是配備有根據本揭露的一個繪示實施例的人力車輛控制系統之人力車輛(例如，自行車)的側視圖。[ Fig. 1 ] is a side view of a human-powered vehicle (for example, a bicycle) equipped with a human-powered vehicle control system according to an illustrated embodiment of the present disclosure.

[圖2]是顯示用於圖1中所繪示的人力車輛的人力車輛控制系統的電組態的整體示意方塊圖。[ FIG. 2 ] is an overall schematic block diagram showing an electrical configuration of a human-powered vehicle control system for the human-powered vehicle shown in FIG. 1 .

[圖3]是用於圖1中所繪示的人力車輛的人力車輛控制系統的操作裝置的視圖。[ Fig. 3 ] is a view of an operating device of a human-powered vehicle control system for the human-powered vehicle shown in Fig. 1 .

[圖4]是顯示圖3中所繪示的操作裝置的電組態的示意方塊圖。[ Fig. 4 ] is a schematic block diagram showing an electrical configuration of the operating device shown in Fig. 3 .

[圖5]是用於圖1中所繪示的人力車輛的人力車輛控制系統的後撥鏈器的視圖。[ Fig. 5 ] is a view of a rear derailleur of a human-powered vehicle control system for the human-powered vehicle shown in Fig. 1 .

[圖6]是顯示圖5中所繪示的後撥鏈器的電組態的示意方塊圖。[ Fig. 6 ] is a schematic block diagram showing the electrical configuration of the rear derailleur shown in Fig. 5 .

[圖7]是用於圖1中所繪示的人力車輛的人力車輛控制系統的通知裝置的視圖。[ Fig. 7 ] is a view of a notification device for the human-powered vehicle control system of the human-powered vehicle shown in Fig. 1 .

[圖8]是顯示圖7中所繪示的通知裝置的電組態的示意方塊圖。[ Fig. 8 ] is a schematic block diagram showing the electrical configuration of the notification device shown in Fig. 7 .

[圖9]是用於圖1中所繪示的人力車輛的驅動系統的上視圖。[ Fig. 9 ] is a top view of a drive system for the human-powered vehicle shown in Fig. 1 .

[圖10]是由電子控制器所執行的控制程序的流程圖，以用來回應於換檔操作失敗的判斷而輸出失敗訊號。[ FIG. 10 ] is a flowchart of a control program executed by the electronic controller for outputting a failure signal in response to a determination that a shift operation has failed.

[圖11]是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，其中鏈條與後鏈輪接合且導引滑輪從所接合的後鏈輪的中心平面偏位。[ Fig. 11 ] is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, where the chain is engaged with the rear sprocket and the guide pulley is offset from the center plane of the engaged rear sprocket.

[圖12]，類似於圖11，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，但其中導引滑輪已經被升檔，但鏈條未與下一個鄰近後鏈輪接合。[Figure 12], similar to Figure 11, is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, but where the guide pulley has been upshifted but the chain is not adjacent to the next rear sprocket join.

[圖13]，類似於圖11及圖12，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，其中導引滑輪在換檔操作失敗以後位於非換檔位置。[ Fig. 13 ], similar to Fig. 11 and Fig. 12 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, wherein the guide pulley is in the non-shift position after the shift operation fails.

[圖14]，類似於圖11至圖13，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，但其中導引滑輪在調整操作的期間根據第一調整模式被朝向第一換檔點向外地移動。[ Fig. 14 ], similar to Fig. 11 to Fig. 13 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, but wherein the guide pulley is oriented according to the first adjustment mode during the adjustment operation The first shift point is shifted outward.

[圖15]，類似於圖11至圖14，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，其中已經到達第一換檔點。[ Fig. 15 ], similar to Fig. 11 to Fig. 14 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, in which the first shift point has been reached.

[圖16]，類似於圖11至圖15，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，但其中導引滑輪被朝向圖13的非換檔位置向外地移動。[ FIG. 16 ], similar to FIGS. 11 to 15 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, but in which the guide pulley is moved outward toward the non-shift position of FIG. 13 .

[圖17]，類似於圖11至圖16，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，但其中導引滑輪被朝向第二換檔點向內地移動。[ FIG. 17 ], similar to FIGS. 11 to 16 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, but in which the guide pulley is moved inwardly toward the second shift point.

[圖18]，類似於圖11至圖17，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，其中已經到達第二換檔點。[ Fig. 18 ], similar to Fig. 11 to Fig. 17 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, in which the second shift point has been reached.

[圖19]，類似於圖11至圖18，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，但其中導引滑輪被顯示成位在對應於第一換檔點及第二換檔點之位置。[ FIG. 19 ], similar to FIGS. 11 to 18 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, but wherein the guide pulley is shown to be positioned corresponding to the first shift point And the position of the second shift point.

[圖20]，類似於圖11至圖19，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，但其中導引滑輪在調整操作的期間根據第二調整模式被朝向最大鏈輪向外地移動。[ Fig. 20 ], similar to Fig. 11 to Fig. 19 , is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, but wherein the guide pulley is oriented according to the second adjustment mode during the adjustment operation The largest sprocket moves outward.

[圖21]，類似於圖11至圖20，是後鏈輪總成及後撥鏈器的導引滑輪的局部後視圖，但其中導引滑輪根據第二調整模式被朝向下一個鏈輪向內地移動，以對於每一個鏈輪開始設定第一換檔點及第二換檔點。[FIG. 21], similar to FIG. 11 to FIG. 20, is a partial rear view of the rear sprocket assembly and the guide pulley of the rear derailleur, but wherein the guide pulley is directed toward the next sprocket according to the second adjustment mode Move inland to initially set the first and second shift points for each sprocket.

10:人力車輛控制系統 10: Manpower vehicle control system

12:操作裝置 12: Operating device

14:傳動裝置 14: Transmission

18:馬達控制裝置 18: Motor control device

20:電馬達 20: electric motor

22:電子控制器 22: Electronic controller

22A:處理器 22A: Processor

22B:資料儲存裝置 22B: data storage device

22C:無線通訊器 22C: wireless communicator

24:驅動電路 24: Drive circuit

26:速度感測器 26: Speed sensor

28:踏頻感測器 28: Cadence sensor

30:應變感測器 30: Strain sensor

32:自行車電腦 32: Bike computer

34:智慧型手機 34:Smartphone

BP:電池 BP: battery

Claims (16)

一種人力車輛控制系統，其用於具有驅動系統及改變該驅動系統的傳動比的傳動裝置之人力車輛，該人力車輛控制系統包含： 電子控制器，其被建構成在判斷換檔操作已經失敗之情形下藉由控制致動器來調整該傳動裝置的可移動構件相對於該驅動系統的位置而施行該傳動裝置的調整操作，其中 該調整操作包括 該電子控制器藉由控制該致動器來在第一方向上將該可移動構件從開始位置移動至該可移動構件改變該傳動比的第一換檔位置而界定該可移動構件的第一換檔點， 該電子控制器藉由控制該致動器來在第二方向上將該可移動構件從該第一換檔位置移動超過該開始位置至該可移動構件改變該傳動比的第二換檔位置而界定該可移動構件的第二換檔點，該第二方向不同於該第一方向， 該電子控制器在該第一換檔點和該第二換檔點之間界定非換檔點，且 該電子控制器控制該致動器來將該可移動構件移動至該非換檔點。 A human-powered vehicle control system for a human-powered vehicle having a drive system and a transmission that changes the transmission ratio of the drive system, the human-powered vehicle control system comprising: an electronic controller configured to perform an adjustment operation of the transmission by controlling an actuator to adjust a position of a movable member of the transmission relative to the drive system in the event that a shift operation is judged to have failed, wherein This adjustment operation includes The electronic controller defines a first shift position of the movable member by controlling the actuator to move the movable member in a first direction from a start position to a first shift position where the movable member changes the gear ratio. shift point, The electronic controller moves the movable member in a second direction from the first shift position beyond the start position to a second shift position where the movable member changes the transmission ratio by controlling the actuator defining a second shift point of the movable member, the second direction being different from the first direction, the electronic controller defines non-shift points between the first shift point and the second shift point, and The electronic controller controls the actuator to move the movable member to the non-shift point. 如請求項1所述之人力車輛控制系統，其中 該電子控制器被建構成根據該傳動裝置的傳動級的總數目而設定該非換檔點。 The human-powered vehicle control system as described in Claim 1, wherein The electronic controller is configured to set the non-shift point based on the total number of gear stages of the transmission. 如請求項1所述之人力車輛控制系統，其中 該調整操作還包括：該電子控制器控制該致動器來移動該可移動構件，以藉由對於該傳動裝置的每一個傳動級先界定附加第一換檔點及附加第二換檔點而對於每一個傳動級界定附加非換檔點。 The human-powered vehicle control system as described in Claim 1, wherein The adjusting operation also includes: the electronic controller controlling the actuator to move the movable member by first defining an additional first shift point and an additional second shift point for each gear stage of the transmission. Additional non-shift points are defined for each gear stage. 如請求項3所述之人力車輛控制系統，其中 該調整操作還包括：該電子控制器控制該致動器來將該可移動構件移動至該可移動構件的最高傳動位置及該可移動構件的最低傳動位置中的至少一者。 The human-powered vehicle control system as described in claim 3, wherein The adjusting operation also includes the electronic controller controlling the actuator to move the movable member to at least one of a highest geared position of the movable member and a lowest geared position of the movable member. 如請求項4所述之人力車輛控制系統，其中 該電子控制器被建構成回應於由使用者所作的手動輸入而控制該致動器來將該可移動構件移動至該最高傳動位置及該最低傳動位置中的至少一者。 The human-powered vehicle control system as described in Claim 4, wherein The electronic controller is configured to control the actuator to move the movable member to at least one of the highest gear position and the lowest gear position in response to manual input by a user. 如請求項4或5所述之人力車輛控制系統，其中 該電子控制器被建構成在界定該第一換檔點及該第二換檔點中的至少一者以前控制該致動器來將該可移動構件移動至該最高傳動位置及該最低傳動位置中的至少一者。 The human-powered vehicle control system as described in Claim 4 or 5, wherein The electronic controller is configured to control the actuator to move the movable member to the highest gear position and the lowest gear position prior to defining at least one of the first shift point and the second shift point at least one of the . 如請求項4或5所述之人力車輛控制系統，其中 該電子控制器被建構成在界定該第一換檔點及該第二換檔點中的至少一者以後控制該致動器來將該可移動構件移動至該最高傳動位置及該最低傳動位置中的至少一者。 The human-powered vehicle control system as described in Claim 4 or 5, wherein The electronic controller is configured to control the actuator to move the movable member to the highest gear position and the lowest gear position after defining at least one of the first shift point and the second shift point at least one of the . 如請求項1至5中任一項所述之人力車輛控制系統，其中 該電子控制器被建構成在該調整操作的期間控制該致動器來以預定增量用段階方式移動該可移動構件，以界定該第一換檔點及該第二換檔點中的至少一者。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein The electronic controller is configured to control the actuator to move the movable member in stages by predetermined increments during the adjustment operation to define at least one of the first shift point and the second shift point one. 如請求項1至5中任一項所述之人力車輛控制系統，其中 該電子控制器被建構成根據由被設置於該傳動裝置的編碼器所偵測的值而判斷該開始位置。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein The electronic controller is configured to determine the starting position based on a value detected by an encoder disposed on the transmission. 如請求項1至5中任一項所述之人力車輛控制系統，其中 該非換檔點被界定為位在該第一換檔點和該第二換檔點之間的中間點。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein The non-shift point is defined as an intermediate point between the first shift point and the second shift point. 如請求項1至5中任一項所述之人力車輛控制系統，其中 該非換檔點根據目前傳動級及目前傳動比中的至少一者而被界定。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein The non-shift point is defined based on at least one of a current gear stage and a current gear ratio. 如請求項1至5中任一項所述之人力車輛控制系統，其中 該電子控制器被建構成回應於判斷該換檔操作已經失敗之判斷而自動地施行該調整操作。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein The electronic controller is configured to automatically implement the adjustment operation in response to a determination that the shift operation has failed. 如請求項1至5中任一項所述之人力車輛控制系統，其中 該電子控制器被建構成回應於該換檔操作失敗的判斷而將失敗訊號輸出至通知裝置。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein The electronic controller is configured to output a failure signal to the notification device in response to the determination that the shift operation has failed. 如請求項1至5中任一項所述之人力車輛控制系統，其中 該電子控制器被建構成回應於由使用者所作的手動輸入而施行該調整操作。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein The electronic controller is configured to implement the adjustment in response to manual input by a user. 如請求項1至5中任一項所述之人力車輛控制系統，其中 該驅動系統包括鏈條，且 該傳動裝置是撥鏈器。 The human-powered vehicle control system according to any one of claims 1 to 5, wherein the drive system includes a chain, and This transmission is a derailleur. 如請求項15所述之人力車輛控制系統，其中 該撥鏈器是後撥鏈器，且 該可移動構件包括至少一個滑輪。 The human-powered vehicle control system as described in claim 15, wherein The derailleur is a rear derailleur, and The movable member includes at least one pulley.
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