JP7624344B2 - Control device, control system, control method and computer program for human-powered vehicle - Google Patents

Description

The present invention relates to a control device, control system, control method, and computer program for a human-powered vehicle.

In recent years, human-powered vehicles equipped with electric components, such as road bikes, mountain bikes, and electric-assist bikes (e-bikes), have become available. Parking spaces for human-powered vehicles are often located outdoors and accessible to the general public. This makes owners vulnerable to theft of their human-powered vehicles. Human-powered vehicles equipped with electric components are often expensive, and the damage suffered by owners when their vehicles are stolen is significant.

Patent document 1 describes the anti-theft function of an electrically assisted bicycle, and explains that when the anti-theft mode is selected, a braking torque is generated using the assist motor, preventing the bicycle from moving under its own power.

JP 2004-322875 A

The method described in Patent Document 1 assumes the use of an assist motor and cannot be applied to bicycles other than electrically assisted bicycles.

The present invention aims to provide a control device, control system, control method, and computer program for a human-powered vehicle that can be applied to bicycles other than electrically assisted bicycles.

A control device for a human-powered vehicle according to a first aspect of the present invention includes a control unit that controls a transmission configured to be able to change the gear ratio in the drive mechanism of the human-powered vehicle, and the control unit is configured to cause the transmission to execute a first behavior that makes the drive of the human-powered vehicle less efficient when the human-powered vehicle is in a first state.

According to the control device for a human-powered vehicle of the first aspect, when the human-powered vehicle is determined to be in the first state, the human-powered vehicle will be driven inefficiently, which can discourage people from riding the vehicle and, as a result, can prevent unauthorized use.

The control device for a human-powered vehicle according to the second aspect of the present invention is the control device for a human-powered vehicle of the first aspect, in which the transmission includes a derailleur, the human-powered vehicle includes a plurality of sprockets and a chain that is wound around one of the plurality of sprockets by driving the derailleur, and the control unit controls the derailleur to limit movement of the chain between the plurality of sprockets in the first behavior.

According to the control device for a human-powered vehicle of the second aspect, in the first state, movement of the chain is restricted, which discourages people from riding the vehicle.

The control device for a human-powered vehicle according to the third aspect of the present invention is the control device for a human-powered vehicle according to the second aspect, wherein the derailleur includes a guide member that contacts the chain, and the control unit controls the derailleur to limit the drive of the guide member.

According to the control device for a human-powered vehicle of the third aspect, in the first state, the movement of the guide member of the derailleur of the transmission is restricted, making it difficult to change gears, which can discourage riding.

A control device for a human-powered vehicle according to a fourth aspect of the present invention is the control device for a human-powered vehicle of the second aspect, in which the human-powered vehicle includes a motor that drives the derailleur, and the control unit reduces the output of the motor.

According to the control device for a human-powered vehicle of the fourth aspect, in the first state, the output of the derailleur motor of the transmission is reduced, making it difficult to change gears, which can discourage riding.

The control device for a human-powered vehicle according to the fifth aspect of the present invention is the control device for a human-powered vehicle according to the fourth aspect, wherein the control unit controls the motor by PWM (Pulse Width Modulation) and reduces the duty ratio of the pulse wave input to the motor.

According to the control device for a human-powered vehicle of the fifth aspect, in the first state, the output of the derailleur motor of the transmission is reduced, making it difficult to change gears, which can discourage riding.

The control device for a human-powered vehicle according to the sixth aspect of the present invention is the control device for a human-powered vehicle according to the first aspect, in which the control unit controls the transmission so that, in the first behavior, the transmission ratio becomes a second transmission ratio different from the first transmission ratio instructed by the rider of the human-powered vehicle.

According to the control device for a human-powered vehicle of the sixth aspect, in the first state, even if the rider commands the transmission to have the first gear ratio, the second gear ratio is set against the rider's will, which can discourage the rider from riding the vehicle.

The seventh aspect of the present invention relates to a control device for a human-powered vehicle according to the sixth aspect, in which the transmission includes a derailleur, and the control unit controls the derailleur so that the gear ratio becomes the second gear ratio.

According to the seventh aspect of the control device for a human-powered vehicle, in the first state, even if the rider commands the transmission to change to the first gear ratio, the derailleur operates to change the gear ratio to the second gear ratio against the rider's will, thereby discouraging the rider from riding.

The eighth aspect of the present invention relates to a control device for a human-powered vehicle according to the first aspect, and in the control device for a human-powered vehicle according to the first aspect, the control unit controls the transmission so that the gear ratio is fixed to the third gear ratio in the first behavior, regardless of an instruction from the rider of the human-powered vehicle.

According to the control device for a human-powered vehicle of the eighth aspect, in the first state, even if the rider commands the transmission to change to the first gear ratio, the derailleur operates to change the gear ratio to the third gear ratio against the rider's will, thereby discouraging the rider from riding.

The control device for a human-powered vehicle according to the ninth aspect of the present invention is the control device for a human-powered vehicle according to the eighth aspect, wherein the third gear ratio is a gear ratio greater than half the maximum gear ratio in the drive mechanism.

According to the control device for a human-powered vehicle of the ninth aspect, the third gear ratio is set so that the pedal becomes heavy, which can discourage the driver from riding the vehicle.

The control device for a human-powered vehicle according to the tenth aspect of the present invention is the control device for a human-powered vehicle according to the ninth aspect, wherein the third gear ratio is the maximum gear ratio in the drive mechanism.

According to the control device for a human-powered vehicle of the tenth aspect, the third gear ratio is reached, which makes the pedal the heaviest, thereby reducing the desire to ride.

The control device for a human-powered vehicle according to an eleventh aspect of the present invention is the control device for a human-powered vehicle according to the first aspect above, wherein the control unit controls the transmission so that, in the first behavior, when the traveling speed of the human-powered vehicle is within a first speed range, the gear ratio is relatively large, and when the traveling speed of the human-powered vehicle is within a second speed range that is faster than the upper limit of the first speed range, the gear ratio is relatively small.

According to the control device for a human-powered vehicle of the eleventh aspect, in the first state, when the traveling speed of the human-powered vehicle is relatively low, the gear ratio is large, and when the traveling speed is relatively high, the gear ratio is small. This makes it difficult for the rider to drive the human-powered vehicle, which can discourage the rider from riding it.

The control device for a human-powered vehicle according to the twelfth aspect of the present invention is the control device for a human-powered vehicle according to the eleventh aspect, in which the control unit controls the transmission so that the gear ratio is fixed to the maximum gear ratio in the drive mechanism in the first speed range.

According to the control device for a human-powered vehicle of the twelfth aspect, in the first state, when the traveling speed of the human-powered vehicle is relatively low, the gear ratio is fixed to the maximum gear ratio, making it difficult for the rider to travel and reducing the desire to ride.

The control device for a human-powered vehicle according to the thirteenth aspect of the present invention is the control device for a human-powered vehicle according to the eleventh aspect, in which the control unit controls the transmission so that the gear ratio is fixed to the minimum gear ratio in the drive mechanism in the second speed range.

According to the control device for a human-powered vehicle of the thirteenth aspect, in the first state, when the traveling speed of the human-powered vehicle becomes relatively high, the gear ratio is fixed to the minimum gear ratio, making it difficult for the rider to travel and reducing the desire to ride.

The control device for a human-powered vehicle according to the fourteenth aspect of the present invention is the control device for a human-powered vehicle of the first aspect, in which the transmission includes a derailleur, the human-powered vehicle includes a plurality of sprockets and a chain that is wound around one of the plurality of sprockets by driving the derailleur, and the control unit controls the derailleur to move the chain to its movable limit in the first behavior.

According to the control device for a human-powered vehicle of the fourteenth aspect, in the first state, the chain moves to its movable limit regardless of whether the rider operates the vehicle or not, making it difficult for the rider to ride and reducing the rider's desire to ride.

The control device for a human-powered vehicle according to the fifteenth aspect of the present invention is the control device for a human-powered vehicle of the first aspect above, in which the transmission includes a derailleur, the human-powered vehicle includes a plurality of sprockets and a chain that is wound around one of the plurality of sprockets by driving the derailleur, and the control unit controls the derailleur to move the chain until it reaches a predetermined first movement amount.

According to the control device for a human-powered vehicle of the fifteenth aspect, in the first state, the chain moves regardless of whether the rider operates the vehicle, making it difficult for the rider to ride and reducing the rider's desire to ride.

The control device for a human-powered vehicle according to the sixteenth aspect of the present invention is the control device for a human-powered vehicle according to the fourteenth or fifteenth aspect, in which the control unit controls the derailleur to move the chain until the chain becomes jammed.

According to the control device for a human-powered vehicle of the sixteenth aspect, in the first state, a blockage occurs in the chain of the human-powered vehicle, making it difficult for the rider to ride and discouraging the rider from riding.

The control device for a human-powered vehicle according to the seventeenth aspect of the present invention is the control device for a human-powered vehicle according to any one of the first to sixteenth aspects, in which the human-powered vehicle includes a gear shift indicator, and the control unit ignores gear shift indicators transmitted from the gear shift indicator.

According to the control device for a human-powered vehicle of the seventeenth aspect, in the first state, even if the rider issues a gear shift command via the gear shift command device, the command is ignored, making it difficult for the rider to ride and reducing the rider's desire to ride.

The control device for a human-powered vehicle according to the eighteenth aspect of the present invention is the control device for a human-powered vehicle according to any one of the first to seventeenth aspects, wherein the first state is a state in which the human-powered vehicle has been stolen.

According to the control device for a human-powered vehicle of the eighteenth aspect, the first state is a state in which the vehicle has been stolen. A stolen human-powered vehicle exhibits the first behavior that makes driving less efficient, which discourages theft. As a result, theft can be prevented.

A control system for a human-powered vehicle according to a first aspect of the present invention includes a transmission configured to be able to change the gear ratio in the drive mechanism of the human-powered vehicle, and a control device that controls the transmission, and the control device is configured to cause the transmission to execute a first behavior that makes the drive of the human-powered vehicle less efficient when the human-powered vehicle is in a first state.

According to the control system of the nineteenth aspect, when the human-powered vehicle is determined to be in the first state, the human-powered vehicle will be driven inefficiently, which can discourage people from riding the vehicle and, as a result, can prevent unauthorized use.

A method for controlling a human-powered vehicle according to a twentieth aspect of the present invention determines whether the human-powered vehicle has been stolen, and if it is determined that the human-powered vehicle has been stolen, restricts the operation of the transmission of the human-powered vehicle.

According to the control method for a human-powered vehicle of the twentieth aspect above, when the human-powered vehicle is determined to be in the first state, the human-powered vehicle will be driven inefficiently, which can discourage people from riding the vehicle, and as a result, theft can be prevented.

A computer program according to the twenty-first aspect of the present invention causes a computer that outputs control data to a transmission of a human-powered vehicle to execute a process of determining whether the human-powered vehicle has been stolen, and outputting control data that limits the operation of the transmission if the human-powered vehicle is determined to be stolen.

According to the computer program of the twenty-first aspect, when the human-powered vehicle is determined to be in the first state, the human-powered vehicle will be driven inefficiently, which can discourage people from riding the vehicle and, as a result, can prevent theft.

According to the present application, when an unauthorized user rides a human-powered vehicle, control is implemented to curtail the number of rides, thereby preventing unauthorized acquisition of human-powered vehicles.

1 is a side view of a human-powered vehicle to which a control device for a human-powered vehicle in a first embodiment is applied. FIG. 2 is an enlarged schematic view of the front derailleur. FIG. 2 is an enlarged schematic view of the rear derailleur. FIG. 2 is a block diagram illustrating a configuration of a control device for a human-powered vehicle. FIG. 2 is a diagram illustrating a control device and an information processing device according to the first embodiment. FIG. 1 is a block diagram showing a configuration of an information processing device. 4 shows an example of the contents of management data stored in a storage unit of an information processing device. 5 is a flowchart showing an example of a first behavior of the human-powered vehicle in the first embodiment. 13 is a flowchart showing an example of a first behavior of the human-powered vehicle in the second embodiment. 13 is a flowchart showing another example of the first behavior of the human-powered vehicle in the second embodiment. 13 is a flowchart showing another example of the first behavior of the human-powered vehicle in the second embodiment.

The following explanations of each embodiment are examples of forms that the control device for a human-powered vehicle related to the present invention can take, and are not intended to limit the form. The control device for a human-powered vehicle related to the present invention can take forms that differ from each embodiment, such as a modified version of each embodiment, or a combination of at least two mutually compatible modified versions.

In the following description of each embodiment, terms expressing directions such as front, rear, forward, backward, left, right, sideways, up, and down are used based on the directions when the rider is seated in the saddle of the human-powered vehicle.

First Embodiment
1 is a side view of a human-powered vehicle 1 to which a control device 100 in the first embodiment is applied. The human-powered vehicle 1 is a vehicle that uses human power at least in part as a driving force for traveling. Vehicles that use only an internal combustion engine or an electric motor as a driving force are excluded from the human-powered vehicle 1 of this embodiment. The human-powered vehicle 1 is, for example, a bicycle, including a mountain bike, road bike, cross bike, city cycle, electric-assisted bike (e-bike), etc.

The human-powered vehicle 1 includes a vehicle body 11, handlebars 12, front wheels 13, rear wheels 14, and a seat 15. The human-powered vehicle 1 includes a drive mechanism 20, devices 30 (31-35), a battery 40, and sensors 50 (51-55).

The control unit 110 of the control device 100 controls the device 30 mounted on the human-powered vehicle 1. In one example, the control device 100 is mounted on the battery 40 of the human-powered vehicle 1, a cycle computer, a drive unit of an electrically assisted bicycle, etc.

The control device 100 is connected to the device 30 and the battery 40. The connection state and details of the control device 100 will be described later. (Note that in this specification, the objects controlled by the control device 100, including the device 30, may be simply referred to as "objects to be controlled.")

The vehicle body 11 includes a frame 11A and a front fork 11B. The front wheel 13 is rotatably supported by the front fork 11B. The rear wheel 14 is rotatably supported by the frame 11A. The handlebars 12 are supported by the frame 11A so that the traveling direction of the front wheel 13 can be changed.

The drive mechanism 20 transmits the human-powered driving force to the rear wheel 14. The drive mechanism 20 includes a crank 21, a first sprocket assembly 22, a second sprocket assembly 23, a chain 24, and a pair of pedals 25.

The crank 21 includes a crankshaft 21A, a right crank 21B, and a left crank 21C. The crankshaft 21A is rotatably supported by the frame 11A. The right crank 21B and the left crank 21C are each connected to the crankshaft 21A. One of the pair of pedals 25 is rotatably supported by the right crank 21B. The other of the pair of pedals 25 is rotatably supported by the left crank 21C.

The first sprocket assembly 22 is connected to the crankshaft 21A so as to be able to rotate together with it. The first sprocket assembly 22 includes one or more sprockets 22A. In one example, the first sprocket assembly 22 includes multiple sprockets 22A with different outer diameters.

The second sprocket assembly 23 is rotatably supported on the rear hub of the rear wheel 14. The second sprocket assembly 23 includes one or more sprockets 23A. In one example, the second sprocket assembly 23 includes multiple sprockets 23A with different outer diameters.

The chain 24 is wound around one of the sprockets 22A of the first sprocket assembly 22 and one of the sprockets 23A of the second sprocket assembly 23. When the crank 21 rotates forward due to the human driving force applied to the pedal 25, the first sprocket assembly 22 rotates forward together with the crank 21, and the rotation of the first sprocket assembly 22 is transmitted to the second sprocket assembly 23 via the chain 24, which rotates the rear wheel 14. A belt or a shaft may be used instead of the chain 24.

The human-powered vehicle 1 is equipped with a device 30 that operates using power supplied from a battery 40 and whose operation is controlled by a control device 100. The device 30 includes at least a transmission 32. The device 30 includes an assist mechanism 31 and a braking device 33. The device 30 may also include an electric suspension and an electric seat post, not shown. The device 30 includes a locking device 34. The locking device 34 is a device related to the security of the human-powered vehicle 1. The device 30 basically operates under the control of the control device 100 in accordance with the operation of the operating device 35.

The assist mechanism 31 is a component that assists in the propulsion of the human-powered vehicle 1. In one example, the assist mechanism 31 is interposed between the crankshaft 21A and the frame 11A, and transmits torque to the first sprocket assembly 22 to assist in the propulsion of the human-powered vehicle 1. The assist mechanism 31 runs a chain 24 that transmits driving force to the rear wheel 14 of the human-powered vehicle 1.

The transmission 32 is a device configured to be able to change the gear ratio in the drive mechanism 20 of the human-powered vehicle 1. The transmission 32 changes the ratio of the rotation speed of the rear wheel 14 to the rotation speed of the crank 21, i.e., the gear ratio. In a first example, the transmission 32 is an externally mounted transmission including a rear derailleur 32B that changes the connection state between the second sprocket assembly 23 and the chain 24. In a second example, the transmission 32 is an externally mounted transmission including a front derailleur 32A that changes the connection state between the first sprocket assembly 22 and the chain 24. In a third example, the transmission 32 is an externally mounted transmission including both the front derailleur 32A and the rear derailleur 32B.

2 and 3 show enlarged views of the front derailleur 32A and rear derailleur 32B, respectively. The front derailleur 32A includes a guide member 32C that contacts the chain 24 and a motor 32E. The rear derailleur 32B includes a guide member 32D that contacts the chain 24 and a motor 32F. The front derailleur 32A and rear derailleur 32B guide the chain 24 (not shown) along the guide members 32C and 32D, respectively, and move the chain 24 between sprockets 22A or 23A with different outer diameters. Specifically, the guide members 23C and 32D are driven in the left-right direction (the front-back direction on the paper in FIGS. 2 and 3) relative to the traveling direction of the human-powered vehicle 1, and move the chain 24 between the sprockets 22A or 23A.

Motors 32E and 32F are controlled by control device 100 and drive front derailleur 32A and rear derailleur 32B, respectively. In this embodiment, motors 32E and 32F drive guide members 32C and 32D, respectively. Motors 32E and 32F can be controlled by a PWM (Pulse Width Modulation) signal output from control device 100. The output of motors 32E and 32F varies according to the duty ratio of the pulse wave of the PWM signal, and decreases when the duty ratio decreases.

In a first example, the brake device 33 is a rim brake provided on the front wheel 13 and the rear wheel 14. In a second example, the brake device 33 is a disc brake. The brake device 33 can be connected to a brake lever (operating device 35) provided on the handlebar 12.

The locking device 34 is a device that switches the state of the human-powered vehicle 1 from one of a locked state and an unlocked state to the other. The locked state is a state in which at least one of the operation of the human-powered vehicle 1 and the operation of the device 30 mounted on the human-powered vehicle 1 is restricted. The unlocked state is an unrestricted state in which the operation restrictions on the human-powered vehicle 1 and the device 30 are released.

As an example, the locking device 34 is provided for the rear wheel 14. The locking device 34 includes a drive circuit and an electric actuator (neither shown). The drive circuit drives the electric actuator in response to the rider's locking operation, and physically restricts the rotation of the rear wheel 14. The locking device 34 releases the drive of the electric actuator in response to the rider's unlocking operation, and allows the rear wheel 14 to rotate. The locking and unlocking operations by the rider may be performed using a physical key, or may be performed by inputting an electronic key into the operating device 35.

The locking device 34 may have a function of notifying the information processing device 3 via the control device 100 that there is a risk of theft if it detects an operation other than a legitimate operation or an unlocking operation using a corresponding key or electronic key.

The operating device 35 is provided on the handlebar 12. The operating device 35 includes, for example, an operating section 35A that is operated by the rider. One example of the operating section 35A is one or more buttons. Another example of the operating section 35A is a brake lever. Operation is possible by tilting the brake levers provided on the left and right handlebars to the left and right. The information terminal device 5 may be used as the operating section 35A. Operation buttons are displayed on a display panel included in the information terminal device 5, and when the information terminal device 5 detects that an operation button has been selected, it notifies the control device 100.

The operating device 35 includes a gear shift indicator 35B. The gear shift indicator 35B is one of a number of buttons. The gear shift indicator 35B is a button-shaped device attached to the brake bar. Each time the rider presses the gear shift indicator 35B, the gear ratio can be increased or decreased.

The operating device 35 includes a notification unit 35C that notifies the operating state. The notification unit 35C uses an LED (Light Emitting Diode) to indicate whether the state is on (lit) or off (unlit).

The operating device 35 is communicatively connected to the device 30 so that signals corresponding to the operation of the operating unit 35A and the gear shift indicator 35B can be transmitted to the device 30. In a first example, the operating device 35 communicates with the device 30 and the control device 100 via a communication line or an electric wire capable of PLC (Power Line Communication). In a second example, the operating device 35 communicates with the device 30 and the control device 100 via wireless communication.

The battery 40 includes a battery body 41 and a battery holder 42. The battery body 41 is a storage battery including one or more battery cells. The battery holder 42 is fixed to the frame 11A of the human-powered vehicle 1. The battery body 41 is detachable from the battery holder 42. The battery 40 is electrically connected to the device 30 and the control device 100, and supplies power as required. The battery 40 preferably includes a control unit for communicating with the control device 100. The control unit preferably includes a processor using a CPU.

The human-powered vehicle 1 is equipped with sensors 50 at various locations to detect conditions. The sensors 50 include a speed sensor 51, an acceleration sensor 52, a torque sensor 53, a cadence sensor 54, and a GPS (Global Positioning System) sensor 55.

The speed sensor 51 is provided on the front wheel 13, calculates the speed from the number of rotations per unit time of the front wheel 13, and notifies the control device 100 and the device 30.

The acceleration sensor 52 is fixed to the frame 11A. The acceleration sensor 52 is a sensor that outputs vibrations of the human-powered vehicle 1. It is provided to detect the toppling over of the stopped human-powered vehicle 1 and vibrations caused by impacts to the human-powered vehicle 1. The acceleration sensor 52 notifies the control device 100 and the device 30 of a signal corresponding to the magnitude of the vibration.

The torque sensor 53 is provided to measure the torque applied to the right crank 21B and the left crank 21C, respectively. The torque sensor 53 notifies the control device 100 and the device 30 of a signal indicating the torque measured in at least one of the right crank 21B and the left crank 21C.

The cadence sensor 54 is provided to measure the cadence of either the right crank 21B or the left crank 21C. The cadence sensor 54 notifies the control device 100 and the device 30 of a signal indicating the measured cadence.

The GPS sensor 55 is fixed to the frame 11A. The GPS sensor 55 is a sensor that calculates the position data of the human-powered vehicle 1 based on a GPS signal. The GPS sensor 55 periodically calculates the position data and notifies the control device 100 and the device 30 of a signal indicating the position data.

Figure 4 is a block diagram illustrating the configuration of the control device 100. The control device 100 includes a control unit 110 and a memory unit 112.

The control unit 110 preferably includes a processor (e.g., a microcomputer) using a CPU (Central Processing Unit). The control unit 110 uses built-in memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The control unit 110 controls the operation of the device 30 mounted on the human-powered vehicle 1 according to the status of the human-powered vehicle 1 in accordance with a control program P1 described below.

The storage unit 112 includes a non-volatile memory such as a flash memory. The storage unit 112 stores a control program P1. The control program P1 may be a control program P2 stored in the recording medium 200 that is read by the control unit 110 and copied to the storage unit 112.

The memory unit 112 stores the identification data of the human-powered vehicle 1 on which the control device 100 is mounted, either in advance or by acquiring the data from the device 30. The memory unit 112 stores the status of the human-powered vehicle 1, that is, whether or not the human-powered vehicle 1 is in the first state.

The control unit 110 communicates with the controlled object. In this case, the control unit 110 itself may have a communication unit (not shown) for the controlled object, or the control unit 110 may be connected to a communication unit for the controlled object provided inside the control device 100. It is preferable that the control unit 110 has a connection unit for communicating with the controlled object or the communication unit.

It is preferable that the control unit 110 communicates with the controlled object via at least one of PLC and CAN communication.

The communication that the control unit 110 performs with the controlled object is not limited to wired communication, but may be wireless communication such as ANT (registered trademark), ANT+ (registered trademark), Bluetooth (registered trademark), WiFi (registered trademark), ZigBee (registered trademark), etc.

The control unit 110 is connected to the sensor 50 via a signal line. The control unit 110 obtains status data from the signal output by the sensor 50 via the signal line.

The control unit 110 may communicate with the information processing device 4 described later via a wireless communication device 60 having an antenna. The wireless communication device 60 may be built into the control device 100. The wireless communication device 60 is a device that realizes so-called communication via the Internet. The wireless communication device 60 may be a device for wireless communication such as ANT (registered trademark), ANT+ (registered trademark), Bluetooth (registered trademark), WiFi (registered trademark), ZigBee (registered trademark), LTE (Long Term Evolution), etc. The wireless communication device 60 may be compliant with a communication network such as 3G, 4G, 5G, LTE (Long Term Evolution), WAN (Wide Area Network), LAN (Local Area Network), Internet line, dedicated line, satellite line, etc. The control unit 110 may communicate with the information processing device 4 using the transmission and reception function of the information terminal device 5 of the rider.

When the human-powered vehicle 1 is in the first state, the control unit 110 of the control device 100 causes the transmission 32 to execute a first behavior that makes the driving of the human-powered vehicle 1 inefficient. The first state is a state in which the human-powered vehicle 1 is being used illegally or there is a risk of this happening, and more specifically, a state in which the human-powered vehicle 1 has been stolen. However, the first state does not necessarily mean a stolen state, but also includes, for example, a case in which the rider does not have legitimate riding authority, such as when the expiration date of a rental cycle or shared bike has passed, or a case in which a legitimate user wants to restrict the use of the human-powered vehicle 1. The first behavior will be described in detail later.

The determination as to whether or not the state is the first state is made based on, for example, the following criteria.
- When the human-powered vehicle 1 is in a locked state and a predetermined vibration is applied to the acceleration sensor 52. - When the human-powered vehicle 1 is in a locked state and a predetermined load is applied to the torque sensor 53. - When the position data of the human-powered vehicle 1 acquired by the GPS sensor 55 indicates a location where the human-powered vehicle 1 is not supposed to be. - When the human-powered vehicle 1 has exceeded the specified usage time. In the above cases, it is presumed that the human-powered vehicle 1 has been unlocked, disassembled, moved, etc. unauthorizedly, and it can be determined that it is in the first state.

The control unit 110 may determine whether the human-powered vehicle 1 is in the first state by itself, or may recognize whether the human-powered vehicle 1 is in the first state by receiving a notification from the information processing device 4 described below.

Figure 5 is a diagram showing the control device 100 and the information processing device 4 of the first embodiment. As shown in Figure 5, the control device 100 of the first embodiment can communicate with the information processing device 4 via a communication network N. The communication network N is composed of communication lines such as 3G, 4G, 5G, LTE, WAN, LAN, Internet lines, dedicated lines, satellite lines, and communication facilities such as base stations. The control device 100 may use an information terminal device 5 configured to be able to communicate with the information processing device 4 via the communication network N. The information terminal device 5 is, for example, a smartphone or cycle computer used by the rider of the human-powered vehicle 1, and can also function as a user interface for inputting instructions from the rider and outputting information to the rider.

The control device 100 outputs a control signal to the devices 30 based on the operation of the operation device 36 of the human-powered vehicle 1. When the control device 100 is started by the operation of the rider, it checks the status of the human-powered vehicle 1 with the information processing device 4. The control device 100 outputs a signal to at least one of the devices 30 depending on the determination result of whether or not the status of the human-powered vehicle 1 obtained from the information processing device 4 is in the first state.

Figure 6 is a block diagram showing the configuration of the information processing device 4. The information processing device 4 includes a control unit 400, a storage unit 402, and a communication unit 404.

The control unit 400 is a processor that uses a CPU. The control unit 400 may also use a GPU (Graphics Processing Unit). The control unit 400 may also use a CPU and a GPU. The control unit 400 uses built-in memories such as ROM and RAM to send and receive data to and from the control device 100 and executes a process to determine the status.

The control unit 400 may be one or more processing circuits including a field programmable gate array (FPGA), a digital signal processor (DSP), a quantum processor, volatile or non-volatile memory, etc.

The storage unit 402 is a large-capacity non-volatile memory such as a hard disk or SSD (Solid State Drive). The storage unit 402 stores management data for each of the multiple human-powered vehicles 1. The management data includes data for identifying an authorized user by associating it with identification data. The storage unit 402 may store the management data for each human-powered vehicle A in advance, may obtain the data from the control device 100 and store it, or may obtain the data from an information terminal device 5 used by an authorized user and store it.

The communication unit 404 is a communication device that communicates with the control device 100 via the network N. The communication unit 404 complies with communication networks such as 3G, 4G, 5G, LTE, WAN, LAN, Internet line, dedicated line, and satellite line. The control unit 400 transmits and receives data to and from the control device 100 via the communication unit 404.

The control device 100 and information processing device 4 configured in this manner determine the state of the human-powered vehicle 1. The state is determined by comparing the data held by the control device 100 with the data held by the information processing device 4.

Figure 7 shows an example of the contents of management data stored in the storage unit 402 of the information processing device 4. The management data includes a user ID for identifying the legitimate user of the human-powered vehicle 1 and the device 30, in association with the identification data of the human-powered vehicle 1. The management data includes status data relating to the status of at least one of the human-powered vehicle 1 and the device 30, in association with the identification data.

The identification data stored in the information processing device 4 includes at least one of the manufacturer name, distributor name, product name, model number, manufacturing date, and serial number. The identification data can also be read from a two-dimensional code attached to at least one of the human-powered vehicle A and the component C.

The user ID stored in the information processing device 4 is associated with at least one of the following user data: the legitimate user's name, date of birth, telephone number, email address, password, and biometric information. The user data may include at least one of the legitimate user's name, date of birth, telephone number, email address, password, and biometric information.

The status data indicates, for example, a status such as "normal", "locked", or "stolen". "Normal" means that the human-powered vehicle 1 has not been stolen and is being used normally. "Locked" means that the operation of at least one of the human-powered vehicle 1 and the device 30 is physically or electronically restricted. "Locked" includes a state in which the front wheels 13 or the rear wheels 14 are locked. When the control device 100 locks the vehicle using the lock device 34, it notifies the information processing device 4 of the "locked" state, and the information processing device 4 updates the status to the notified "locked state". The status "stolen" means that the human-powered vehicle 1 has been stolen. The status data is stored as management data by the information processing device 4, for example, based on a notification to the information processing device 4 from a legitimate user.

If the control device 100 has a function for determining a theft state, the control device 100 may notify the information processing device 4 of a status of "theft in progress", and the information processing device 4 may update the status data. To cancel the status of "theft in progress", an authorized user must request cancellation from the information processing device 4 together with authentication data such as a password.

The example in Figure 7 shows that for a human-powered vehicle 1 identified by the identification data "B001", the user data of the authorized user is "U001" and the status data indicates "normal".

In the example of FIG. 7, the status data associated with the identification data "B003" indicates "being stolen." The human-powered vehicle 1 identified by the identification data "B003" is stored as being "being stolen" upon notification from an authorized user or the control device 100.

Figure 8 is a flowchart showing an example of the first behavior of the human-powered vehicle 1 in the first embodiment. When started, the control unit 110 of the control device 100 executes the following process based on the control program P1 stored in the memory unit 112.

The control unit 110 reads the identification data of the human-powered vehicle 1 stored in the memory unit 112 (step S101) and transmits the identification data to the information processing device 4 (step S103).

When the information processing device 3 receives the identification data of the human-powered vehicle 1 from the control device 100, it responds to the control device 100 with the status data associated with the identification data.

The control unit 110 of the control device 100 receives the status data responded from the information processing device 4 (step S105) and determines whether the status data is "theft in progress" (step S107).

If it is determined that the status data is not "Theft in progress" (S107: NO), the control unit 110 determines whether the locking device 34 is in an unlocked state (step S109).

If it is determined that the vehicle is not unlocked (S109: NO), the control unit 110 determines whether there is a risk of theft (step S111).

If it is determined in step S111 that there is no risk of theft (S111: NO), the control unit 110 returns the process to step S109.

If it is determined in step S111 that there is a risk of theft (S111: YES), the control unit 110 advances the process to step S121, which will be described later.

If it is determined in step S109 that the vehicle is in an unlocked state (S109: YES), the control unit 110 accepts data for identifying the rider through operation by the rider on the operation device 36 (or the information terminal device 5) (step S113). In step S113, the rider inputs, for example, a name, a PIN number, or biometric information into the operation device 36.

The control unit 110 transmits the received rider data identifying the rider to the information processing device 4 in association with the identification data of the human-powered vehicle 1 (step S115).

The information processing device 4 receives the rider data and refers to the user ID stored in association with the identification data of the human-powered vehicle 1 in the management data of the storage unit 402. The control unit 400 of the information processing device 4 determines whether the user ID matches the data of a legitimate user associated with the user ID, and responds with the determination result to the control device 100.

The control unit 110 of the control device 100 determines whether the transmitted lidar data matches the legitimate user data based on the response from the information processing device 4 (step S117).

If it is determined that there is a match (S117: YES), the control unit 110 determines that the rider is a legitimate rider, starts normal control of the device 30 (step S119), and ends the process.

If it is determined that there is no match (S117: NO), the control unit 110 determines that the rider is not a legitimate rider and is therefore at risk of theft, and notifies the information processing device 4 of the status data "being stolen" in association with the identification data (step S121). If the control unit 110 determines in step S111 that there is a risk of theft, it also notifies the information processing device 4 (S121).

The control unit 110 causes the transmission 32 to execute the first behavior (step S123) and ends the processing.

In the first behavior, the control unit 110 controls at least one of the rear derailleur 32B and the front derailleur 32A to limit movement of the chain 24 between the multiple sprockets 22A or 23A. For example, the control unit 110 does not drive the front derailleur 32A or the rear derailleur 32B. Specifically, the control unit 110 does not send a drive signal to the motor 32E or 32F.

In the first behavior, the control unit 110 may control the front derailleur 32A or the rear derailleur 32B to limit the drive of the guide member 32C or 32D in the front derailleur 32A or the rear derailleur 32B. In this case, for example, a physical obstacle such as a stopper may be inserted in the path that transmits force from the motor 32E or 32F to the guide member 32C or 32D so as to inhibit the drive of the guide member 32C or 32D, regardless of the magnitude of the output of the motor 32E or 32F.

In the first behavior, the controller 110 may reduce the output of the motor 32E or 32F that drives the front derailleur 32A or rear derailleur 32B. In this case, for example, if the motor 32E or 32F is controlled by PWM control, the controller 110 may reduce the duty ratio of the pulse wave input to the motor 32E or 32F. If the duty ratio of the pulse wave is sufficiently small, the drive amount of the motor 32E or 32F becomes small, and the derailleurs 32A, 32B cannot move the chain 24 sufficiently, making it impossible to complete the gear shift.
In this embodiment, an internal transmission may be used instead of the external transmission. In this case, the drive of the gears included in the internal transmission or the motor that drives the gears is prohibited, inhibited, or limited in the same manner as described above.

In the case of manual shifting, the control unit 110 normally performs gear shifting in response to a gear shift up or down command sent from the gear shift command device 35B of the operating device 35. In the case of automatic gear shifting, a control program that is set to perform gear shifting under specified conditions is regarded as the gear shift command device 35B. However, in the first state, the control unit 110 is configured to execute a different behavior even if it receives a gear shift command from the gear shift command device 35B. Alternatively, in the first state, the control unit 110 may be configured to ignore the gear shift command from the gear shift command device 35B and not perform a gear shift in the first place.

In this way, restricting gear shifting operations against the rider's will makes it difficult for the rider to ride, which can discourage the rider from riding.

Second Embodiment
In the second embodiment, another form of the first behavior of the human-powered vehicle 1 will be described. In the second embodiment, the first behavior is the execution of a gear shift against the rider's will. The configurations of the human-powered vehicle 1 and the control device 100 are similar to those of the first embodiment, except for the control content for the first behavior, which will be described later, and therefore detailed description thereof will be omitted.

Figure 9 is a flowchart showing an example of the first behavior of the human-powered vehicle 1 in the second embodiment. The processing procedure shown in the flowchart in Figure 9 corresponds to the details of the processing of step S123 in the flowchart in Figure 8.

The control unit 10 determines whether or not a gear ratio has been instructed by the gear shift indicator 35B (step S231). If it is determined that a gear ratio has not been instructed (S231: NO), the control unit 110 returns the process to step S231 and waits until it is determined that a gear ratio has been instructed.

If it is determined in step S231 that a gear ratio has been instructed by the gear change instruction device 35B (S231: YES), the control unit 110 identifies the first gear ratio instructed by the rider of the human-powered vehicle 1 (step S233). The control unit 10 controls the transmission C2 so that the gear ratio in the transmission C2 becomes a second gear ratio different from the first gear ratio identified in step S233 (step S235).

In step S235, the control unit 10 specifically controls at least one of the front derailleur 32A and the rear derailleur 32B so that the gear ratio in the transmission C2 becomes the second gear ratio. In this embodiment, an internal gear shifter can be used instead of the external gear shifter.

The control unit 10 returns the process to step S231 and controls the transmission 32 so that each time a gear ratio is instructed, the second gear ratio is different from the instructed first gear ratio.

The control unit 10 repeats steps S231 to S235 until the power is turned off.

In the second embodiment, in addition to the processing shown in the flowchart of FIG. 9, the human-powered vehicle 1 may execute the following first behavior.

The control unit 110 may control the transmission 32 in the first behavior so that the gear ratio is fixed to a specific third gear ratio, regardless of an instruction by the rider of the human-powered vehicle 1 to the operating device 35. In other words, the control unit 110 of the control device 100 fixes the gear ratio, for example, to a third gear ratio that is greater than half the maximum gear ratio, regardless of whether an instruction to shift up or down is received. For example, if the human-powered vehicle 1 has 10 gears, the number of gears is fixed to 6 or more. The control unit 110 may fix the gear ratio, for example, to the third gear ratio, which is the maximum gear ratio. For example, if the human-powered vehicle 1 has 10 gears, the number of gears is fixed to 10.

Figure 10 is a flowchart showing another example of the first behavior of the human-powered vehicle 1 in the second embodiment. The processing procedure shown in the flowchart in Figure 10 corresponds to the details of the processing of step S123 in the flowchart in Figure 8.

The control unit 110 determines the traveling speed of the human-powered vehicle 1 based on the signal from the speed sensor 51 (step S301).

The control unit 110 determines whether the determined traveling speed is included in the first speed range (step S303). The first speed range is, for example, a speed range from 0 km/h to 5 km/h that can be determined as the start of driving. The first speed range may be, for example, from 1 km/h to 6 km/h, or may be another range, and is stored in advance in the memory unit 112 according to each type of human-powered vehicle 1.

If it is determined in step S303 that the traveling speed is within the first speed range (S303: YES), the control unit 10 controls the transmission 32 to relatively increase the gear ratio in the drive mechanism 20 (step S305). The control unit 110 returns the process to step S301.

In step S305, for example, the control unit 110 increases the gear ratio by 1 to the maximum difference step, or increases it to the maximum gear ratio, regardless of whether or not there is a gear ratio instruction for the transmission 32 from the gear shift instruction device 35B. In another example, the control unit 110 controls the transmission 32 so that the gear ratio is fixed to the maximum gear ratio in the drive mechanism 20 when it is within the first speed range. For example, in the case of a human-powered vehicle 1 with 10 gears, the number of gears is fixed to 10 while the speed is within a speed range that can be determined as the start of driving.

If it is determined in step S303 that the traveling speed is not within the first speed range (S303: NO), the control unit 110 determines whether the determined traveling speed is within the second speed range (step S307). The second speed range is a speed range faster than the upper limit of the first speed range. The second speed range is, for example, greater than 5 km/h. In other examples, the second speed may be greater than 6 km/h or may be in another range. A range faster than the first speed range is pre-stored in the memory unit 112 for each type of human-powered vehicle 1.

If it is determined in step S307 that the traveling speed is within the second speed range (S307: YES), the control unit 110 controls the transmission 32 to relatively reduce the gear ratio in the drive mechanism 20 (step S309). For example, when the speed reaches a range faster than when driving started, the control unit 110 reduces the number of gears, against the rider's will, when normally the number of gears should be increased. The control unit 110 returns the process to step S301.

In step S309, for example, the control unit 110 reduces the gear ratio by 1 to the maximum difference step, or reduces it to the minimum gear ratio, regardless of whether or not there is a gear ratio instruction for the transmission 32 from the gear shift indicator 35B. In another example, the control unit 10 controls the transmission C2 so that the gear ratio is fixed to the minimum gear ratio in the drive mechanism B when it is within the second speed range. For example, in the case of a human-powered vehicle 1 with 10 gears, when the speed reaches a range faster than when driving started, the number of gears is fixed to 1.

If it is determined in step S307 that the traveling speed is not within the second speed range (S307: NO), the control unit 110 returns the process to step S301. The control unit 110 repeats the processes from step S301 to S309 until the power is turned off.

Figure 11 is a flowchart showing another example of the first behavior of the human-powered vehicle 1 in the second embodiment. The processing procedure shown in the flowchart in Figure 11 corresponds to the details of the processing of step S123 in the flowchart in Figure 8. Among the processing procedures shown in the flowchart in Figure 11, those procedures that are common to the processing procedures shown in the flowchart in Figure 9 are given the same step numbers and detailed descriptions are omitted.

In the modified example, if the control unit 110 determines in step S231 that the gear ratio has been instructed by the gear shift indicator 35B (S231: YES), it ignores the gear shift instruction sent from the gear shift indicator 35B (step S237) and returns the process to step S231. The control unit 10 repeats the processes of steps S231 and S237 until the power is turned off.

In this way, even if an operation to indicate a gear ratio is performed using the gear shift indicator 35B, the control unit 110 does not perform the corresponding process. Even if a rider who has stolen the human-powered vehicle 1 starts driving and attempts to change gears using the transmission 32, no gear shifting occurs.

In this way, gear changes that go against the rider's will can make it difficult for the rider to ride, and can discourage the rider from riding.

Third Embodiment
In the third embodiment, another form of the first behavior of the human-powered vehicle 1 will be described. In the third embodiment, the first behavior is movement of the chain 24 that impedes travel. The configurations of the human-powered vehicle 1 and the control device 100 are similar to those of the first embodiment, except for the control content for the first behavior, which will be described later, and therefore detailed description will be omitted.

In the third embodiment, in the first behavior, the control unit 110 controls the front derailleur 32A or rear derailleur C32B of the transmission 32 to move the chain 24 to its movable limit. In step S123 in the flowchart of FIG. 8, the control unit 110 of the control device 100 moves the chain B4 to its movable limit. For example, when the chain 24 is hung on a predetermined sprocket 22A, 23A, the control unit 110 moves the chain 24 in one go to the outermost sprocket 22A, 23A or the innermost sprocket 22A, 23A.

The control unit 10 controls the front derailleur 32A or rear derailleur 32B to move the chain 24 until it reaches a predetermined first movement amount. For example, in the case of the rear derailleur 32B, the first movement amount is the amount of movement that moves the chain 24 between five or more sprockets 23A. In this case, unlike a multi-speed shift that changes gears in stages, the chain 24 is moved all at once.

By moving the chain 24 as described above, the control unit 10 may control the front derailleur 32A or the rear derailleur 32B to move the chain 24 until a jam occurs. The control unit 110 may control at least one of the front derailleur 32A and the rear derailleur 32B to move the chain 24 to a location where the chain 24 disengages from at least one of the sprockets 22A and 23A.

In this way, movement of the chain 24 against the rider's will makes it difficult for the rider to ride, which can discourage the rider from riding.

The embodiments disclosed herein should be considered in all respects as illustrative and not restrictive. The scope of the present invention is indicated by the claims, not by the above meaning, and is intended to include all modifications within the meaning and scope of the claims.

1...human-powered vehicle, 11...vehicle body, 11A...frame, 11B...front fork, 12...handlebar, 13...front wheel, 14...rear wheel, 15...seat, 20...driving mechanism, 21...crank, 21A...crankshaft, 21B...right crank, 21C...left crank, 22...first sprocket assembly, 22A...sprocket, 23...second sprocket assembly, 23A...sprocket, 24...chain, 25...pedal, 30...device, 31...assist mechanism, 32...speed change device, 32A...front derailleur, 32B...rear derailleur, 32C...guide member, 32D...guide member, 32E...motor motor, 32F...motor, 33...brake device, 34...lock device, 35...operation device, 35A...operation unit, 35B...gear shift indicator device, 35C...alert unit, 40...battery, 41...battery body, 42...battery holder, 50...sensor, 51...speed sensor, 52...acceleration sensor, 53...torque sensor, 54...cadence sensor, 55...GPS sensor, 100...control device, 110...control unit, 112...storage unit, P1...control program, 60...wireless communication device, 4...information processing device, 400...control unit, 402...storage unit, 404...communication unit, 5...information terminal device, 200...recording medium, P2...control program

Claims (37)

a control unit for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
The control unit is
determining whether the human-powered vehicle is in a first state;
A control device for a human-powered vehicle that, when it is determined that the human-powered vehicle is in a first state, controls the transmission to execute a first behavior that makes the drive of the human-powered vehicle inefficient. The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
The control unit controls the derailleur to limit movement of the chain between the plurality of sprockets in the first behavior.
The control device for a human-powered vehicle according to claim 1. The derailleur includes a guide member that contacts the chain.
The control unit controls the derailleur to limit the drive of the guide member.
The control device for a human-powered vehicle according to claim 2. the human-powered vehicle includes a motor that drives the derailleur,
The control unit reduces the output of the motor.
The control device for a human-powered vehicle according to claim 2. The control unit controls the motor by PWM and reduces a duty ratio of a pulse wave input to the motor.
The control device for a human-powered vehicle according to claim 4. the control unit controls the transmission so that, in the first behavior, the gear ratio becomes a second gear ratio different from a first gear ratio instructed by a rider of the human-powered vehicle.
The control device for a human-powered vehicle according to claim 1. The transmission includes a derailleur.
The control unit controls the derailleur so that the gear ratio becomes the second gear ratio.
The control device for a human-powered vehicle according to claim 6. the control unit controls the transmission so that the gear ratio is fixed to a third gear ratio, regardless of an instruction from a rider of the human-powered vehicle, in the first behavior.
The control device for a human-powered vehicle according to claim 1. The third gear ratio is a gear ratio greater than half of a maximum gear ratio in the drive mechanism.
The control device for a human-powered vehicle according to claim 8. The third gear ratio is a maximum gear ratio in the drive mechanism.
The control device for a human-powered vehicle according to claim 9. the control unit controls the transmission so as to relatively increase the gear ratio when the traveling speed of the human-powered vehicle is within a first speed range, and to relatively decrease the gear ratio when the traveling speed of the human-powered vehicle is within a second speed range that is higher than an upper limit of the first speed range, in the first behavior.
The control device for a human-powered vehicle according to claim 1. The control unit controls the transmission so that the gear ratio is fixed to a maximum gear ratio in the drive mechanism in the first speed range.
The control device for a human-powered vehicle according to claim 11. The control unit controls the transmission so that the gear ratio is fixed to a minimum gear ratio in the drive mechanism in the second speed range.
The control device for a human-powered vehicle according to claim 11. The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
The control unit controls the derailleur in the first behavior to move the chain to a movable limit.
The control device for a human-powered vehicle according to claim 1. The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
The control unit controls the derailleur to move the chain until it reaches a predetermined first movement amount.
The control device for a human-powered vehicle according to claim 1. The control unit controls the derailleur to move the chain until a jam occurs.
The control device for a human-powered vehicle according to claim 14 or 15. The human-powered vehicle includes a gear shift indicator,
The control unit ignores the gear shift instruction transmitted from the gear shift instruction device.
The control device for a human-powered vehicle according to any one of claims 1 to 16. a control unit for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
the control unit is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
the control unit controls the transmission so that, in the first behavior, the gear ratio becomes a second gear ratio different from a first gear ratio instructed by a rider of the human-powered vehicle.
Control device for human-powered vehicles. a control unit for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
the control unit is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
the control unit controls the transmission so that the gear ratio is fixed to a third gear ratio, regardless of an instruction from a rider of the human-powered vehicle, in the first behavior.
Control device for human-powered vehicles. a control unit for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
the control unit is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
The control unit controls the derailleur in the first behavior to move the chain to a movable limit.
Control device for human-powered vehicles. a control unit for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
the control unit is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
The control unit controls the derailleur to move the chain until it reaches a predetermined first movement amount.
Control device for human-powered vehicles. the first state is a state in which the human-powered vehicle has been stolen;
The control device for a human-powered vehicle according to any one of claims 1 to 21 . a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle;
a control device for controlling the transmission;
The control device includes:
determining whether the human-powered vehicle is in a first state;
When it is determined that the human-powered vehicle is in a first state, the transmission is controlled to perform a first behavior that makes the human-powered vehicle less efficient to drive.
Control system for human-powered vehicles. a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle;
A control device for controlling the transmission;
Including,
the control device is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
the control device controls the transmission in the first behavior so that the transmission ratio becomes a second transmission ratio different from a first transmission ratio instructed by a rider of the human-powered vehicle.
Control system for human-powered vehicles. a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle;
A control device for controlling the transmission;
Including,
the control device is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
the control device controls the transmission so that the gear ratio is fixed to a third gear ratio, regardless of an instruction by a rider of the human-powered vehicle, in the first behavior.
Control system for human-powered vehicles. a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle;
A control device for controlling the transmission;
Including,
the control device is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
The control device controls the derailleur in the first behavior to move the chain to a movable limit.
Control system for human-powered vehicles. a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle;
A control device for controlling the transmission;
Including,
the control device is configured to, when the human-powered vehicle is in a first state, cause the transmission to execute a first behavior that makes driving of the human-powered vehicle inefficient;
The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
The control device controls the derailleur to move the chain to a predetermined first movement amount.
Control system for human-powered vehicles. A control device for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
determining whether the human-powered vehicle is stolen;
When it is determined that the human-powered vehicle is in a stolen state, a control is executed on the transmission to limit the operation of the transmission .
A method for controlling a human-powered vehicle. A control device for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
determining whether the human-powered vehicle is stolen;
when it is determined that the human-powered vehicle is in a stolen state, the operation of the transmission is restricted by controlling the transmission so that the gear ratio becomes a second gear ratio different from a first gear ratio instructed by a rider of the human-powered vehicle.
A method for controlling a human-powered vehicle. A control device for controlling a transmission configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle,
determining whether the human-powered vehicle is stolen;
when it is determined that the human-powered vehicle is in a stolen state, the operation of the transmission is restricted by controlling the transmission so that the gear ratio is fixed to a third gear ratio, regardless of an instruction from a rider of the human-powered vehicle.
A method for controlling a human-powered vehicle. A method for controlling a transmission device configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle, comprising:
The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
A control device for controlling the transmission,
determining whether the human-powered vehicle is stolen;
when it is determined that the human-powered vehicle has been stolen, the derailleur is controlled so as to move the chain to its movable limit.
A method for controlling a human-powered vehicle. A method for controlling a transmission device configured to be able to change a gear ratio in a drive mechanism of a human-powered vehicle, comprising:
The transmission includes a derailleur.
the human-powered vehicle includes a plurality of sprockets and a chain that is wound around any one of the plurality of sprockets by driving the derailleur,
A control device for controlling the transmission,
determining whether the human-powered vehicle is stolen;
When it is determined that the human-powered vehicle has been stolen, the derailleur is controlled so as to move the chain until it reaches a predetermined first movement amount.
A method for controlling a human-powered vehicle. a computer that outputs control data to a transmission of a human-powered vehicle;
determining whether the human-powered vehicle is stolen;
a control data unit that controls the operation of the transmission when the human-powered vehicle is determined to be stolen; a computer that outputs control data to a transmission of a human-powered vehicle;
determining whether the human-powered vehicle is stolen;
when it is determined that the human-powered vehicle is in a stolen state, the operation of the transmission is restricted by controlling the transmission so that the gear ratio of the transmission becomes a second gear ratio different from a first gear ratio instructed by a rider of the human-powered vehicle.
A computer program that executes a process. a computer that outputs control data to a transmission of a human-powered vehicle;
determining whether the human-powered vehicle is stolen;
When it is determined that the human-powered vehicle is in a stolen state, the transmission is controlled so that the gear ratio of the transmission is fixed to a third gear ratio regardless of an instruction from a rider of the human-powered vehicle.
A computer program that executes a process. a computer that outputs control data to a transmission of a human-powered vehicle;
determining whether the human-powered vehicle is stolen;
when it is determined that the human-powered vehicle has been stolen, a derailleur included in the transmission is controlled so as to move a plurality of sprockets mounted on the human-powered vehicle and a chain wound around any one of the plurality of sprockets by driving the derailleur, the derailleur being included in the transmission, to a movable limit of the chain.
A computer program that executes a process. a computer that outputs control data to a transmission of a human-powered vehicle;
determining whether the human-powered vehicle is stolen;
When it is determined that the human-powered vehicle has been stolen, a derailleur included in the transmission is controlled to move a plurality of sprockets mounted on the human-powered vehicle and a chain wound around any one of the plurality of sprockets by driving the derailleur so as to move the chain until the chain reaches a predetermined first movement amount.
A computer program that executes a process.

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