阅读说明：本技术 用于人力车辆的悬架控制设备 (Suspension control apparatus for human powered vehicle ) 是由 土泽康弘 胜木琢也 蒲田建二 于 2019-05-20 设计创作，主要内容包括：针对人力车辆提供一种悬架控制设备。所述悬架控制设备包括传感器和电子控制器。所述传感器被配置成检测与地面接触状况有关的信息。所述电子控制器被配置成根据由所述传感器检测到的所述信息选择性地控制所述人力车辆的悬架。(suspension control devices are provided for a human-powered vehicle, the suspension control devices including a sensor configured to detect information related to a ground contact condition and an electronic controller configured to selectively control a suspension of the human-powered vehicle in accordance with the information detected by the sensor.)

1. A suspension control apparatus for a human powered vehicle, the suspension control apparatus comprising:

a sensor configured to detect information related to a ground contact condition; and

an electronic controller configured to selectively control a suspension of the human-powered vehicle in accordance with the information detected by the sensor.

2. The suspension control apparatus according to claim 1, wherein

The electronic controller is configured to selectively control a lockout state of the suspension in accordance with the information.

3. The suspension control apparatus according to claim 2, wherein

The latched state includes a latched on state and a latched off state, and

the electronic controller is configured to selectively set the lockout condition in the lockout off state based on the information.

4. A suspension control apparatus for a human powered vehicle, the suspension control apparatus comprising:

a sensor configured to detect information related to at least of a road surface condition and a ground contact condition, and

an electronic controller configured to selectively set a lockout state of a suspension of the human-powered vehicle in a lockout off state based on the information detected by the sensor.

5. The suspension control apparatus according to claim 4, wherein

The road surface condition is related to the vertical acceleration of the human-powered vehicle,

the electronic controller is configured to set the lockout condition in the lockout off condition based on a comparison between the vertical acceleration and a predetermined threshold.

6. The suspension control apparatus according to claim 4, wherein

The road surface condition is related to the forward speed of the human-powered vehicle,

the electronic controller is configured to set the lockout condition in the lockout off condition based on a comparison between the forward speed and a predetermined threshold.

7. The suspension control apparatus according to claim 3, wherein

The ground contact condition is related to a load on a front wheel of the human-powered vehicle,

the electronic controller is configured to set the lockout state in the lockout off state upon determining that the load is equal to or less than a predetermined threshold.

8. The suspension control apparatus according to claim 7, wherein

The sensor is configured to detect air compression of a front tire attached to the front wheel as the load of the front wheel.

9. The suspension control apparatus according to claim 7, wherein

The suspension includes a front suspension, and

the sensor is configured to detect a load of the front suspension as the load of the front wheel.

10. The suspension control apparatus according to claim 3, wherein

The ground contact condition is related to a load on a rear wheel of the human-powered vehicle,

the electronic controller is configured to set the lockout state in the lockout off state upon determining that the load is equal to or less than a predetermined threshold.

11. The suspension control apparatus according to claim 10, wherein

The sensor is configured to detect air compression of a rear tire attached to the rear wheel as the load of the rear wheel.

12. The suspension control apparatus according to claim 10, wherein

The suspension includes a rear suspension, and

the sensor is configured to detect a load of the rear suspension as the load of the rear wheel.

13. The suspension control apparatus according to claim 3, wherein

The ground contact condition is related to a vertical acceleration of a front wheel of the human-powered vehicle,

the electronic controller is configured to set the lockout condition in the lockout off condition based on a comparison between the vertical acceleration of the front wheels and a predetermined threshold.

14. The suspension control apparatus according to claim 3, wherein

The ground contact condition is related to a vertical acceleration of a rear wheel of the human-powered vehicle,

the electronic controller is configured to set the lockout state in the lockout off state based on a comparison between the vertical acceleration of the rear wheel and a predetermined threshold.

Technical Field

The present invention relates generally to suspension control devices for human powered vehicles.

Background

some human powered vehicles, particularly bicycles, have been provided with or more suspensions to absorb vibrations that would be transmitted to a rider when the rider is riding on a rough surface.

Disclosure of Invention

In general, the present disclosure relates to various features of a suspension control apparatus for a human powered vehicle. Human powered vehicle as used herein refers to a vehicle powered by a human, not by a motor or engine, regardless of the number of wheels.

In features, suspension control devices are provided that selectively control the suspension of a human powered vehicle based on information related to ground contact conditions.

In view of the state of the known technology and in accordance with an th aspect of the present disclosure, suspension control devices are provided for a human-powered vehicle.

With the suspension control apparatus according to the second aspect, it is possible to improve the running performance of the human powered vehicle by locking the suspension according to the ground contact condition.

According to a third aspect of the present disclosure, a suspension control device according to the third aspect or the second aspect is configured such that the lockout state includes a lockout on state and a lockout off state, and the electronic controller is configured to selectively set the lockout state in the lockout off state in accordance with the information.

In accordance with a fourth aspect of the present disclosure, suspension control devices are provided for a human-powered vehicle, the suspension control devices basically comprising a sensor configured to detect information relating to at least of a road surface condition and a ground contact condition, and an electronic controller configured to selectively set a lockout state of a suspension of the human-powered vehicle in a lockout off state in accordance with the information detected by the sensor.

According to a fifth aspect of the present disclosure, the suspension control apparatus according to the fourth aspect is configured such that the road surface condition is related to a vertical acceleration of the human-powered vehicle, and the electronic controller is configured to set the lockout state in the lockout off state according to a result of a comparison between the vertical acceleration and a predetermined threshold value. With the suspension control apparatus according to the fifth aspect, the suspension can be appropriately set for off-road traveling or landing on a hard road surface after taking off, taking off the front wheels, or taking off the rear wheels.

According to a sixth aspect of the present disclosure, the suspension control apparatus according to the fourth or fifth aspect is configured such that the road surface condition is related to a forward speed of the human-powered vehicle, and the electronic controller is configured to set the lockout state in the lockout off state according to a result of a comparison between the forward speed and a predetermined threshold value. With the suspension control apparatus according to the sixth aspect, the suspension can be appropriately set for off-road traveling or landing on a hard road surface after taking off, taking off the front wheels, or taking off the rear wheels.

According to a seventh aspect of the present disclosure, the suspension control apparatus according to any of the third through sixth aspects is configured such that the ground contact condition is related to a load of front wheels of the human-powered vehicle, and the electronic controller is configured to set the lockout state in the lockout off state upon determining that the load is equal to or less than a predetermined threshold.

According to an eighth aspect of the present disclosure, the suspension control apparatus according to the seventh aspect is configured such that the sensor is configured to detect air compression of a front tire attached to the front wheel as a load of the front wheel. With the suspension control apparatus according to the eighth aspect, it can be easily determined whether the front tire of the human-powered vehicle contacts the ground.

According to a ninth aspect of the present disclosure, the suspension control apparatus according to the seventh aspect is configured such that the suspension includes a front suspension, and the sensor is configured to detect a load of the front suspension as a load of the front wheel. With the suspension control apparatus according to the ninth aspect, the roughness of the ground on which the human-powered vehicle is traveling can be appropriately determined.

According to a tenth aspect of the present disclosure, the suspension control apparatus according to any of the third to ninth aspects is configured such that the ground contact condition relates to a load of a rear wheel of the human-powered vehicle, and the electronic controller is configured to set the latched state in the latched off state upon determining that the load is equal to or less than a predetermined threshold.

According to a tenth aspect of the present disclosure, the suspension control apparatus according to the tenth aspect is configured such that the sensor is configured to detect air compression of a rear tire attached to the rear wheel as a load of the rear wheel with the suspension control apparatus according to the tenth , it is possible to easily determine whether the rear tire of the human-powered vehicle contacts the ground.

According to a twelfth aspect of the present disclosure, the suspension control apparatus according to the tenth aspect is configured such that the suspension includes a rear suspension, and the sensor is configured to detect a load of the rear suspension as a load of the rear wheel. With the suspension control apparatus according to the twelfth aspect, the roughness of the ground on which the human-powered vehicle is traveling can be appropriately determined.

According to a thirteenth aspect of the present disclosure, the suspension control apparatus according to any of the third to twelfth aspects is configured such that the ground contact condition relates to a vertical acceleration of a front wheel of the human-powered vehicle, and the electronic controller is configured to set the lockout state in the lockout off state according to a comparison between the vertical acceleration of the front wheel and a predetermined threshold.

With the suspension control apparatus according to the thirteenth aspect, it is possible to appropriately set the suspension when it is determined that the front-wheel-off state exists.

According to a fourteenth aspect of the present disclosure, the suspension control apparatus according to any of the third to thirteenth aspects is configured such that a ground contact condition relates to a vertical acceleration of a rear wheel of the human-powered vehicle, and the electronic controller is configured to set the lockout state in the lockout off state according to a result of comparison between the vertical acceleration of the rear wheel and a predetermined threshold value.

Further objects, features, aspects and advantages of the disclosed suspension control apparatus will become apparent to those skilled in the art from the following detailed description, which, taken in conjunction with the annexed drawings, discloses preferred embodiments of the suspension control apparatus.

Drawings

Referring now to the drawings, which form a part of this original disclosure.

FIG. 1 is a side elevational view of a human-powered vehicle (e.g., a bicycle) having front and rear suspensions controlled by a suspension control apparatus according to embodiments;

FIG. 2 is a block diagram showing a human powered vehicle (e.g., bicycle) suspension assembly including a suspension control apparatus and front and rear suspensions of the human powered vehicle of FIG. 1;

FIG. 3 is a prestored control, shown as a control table, executed by an electronic controller of the suspension control apparatus using front and rear multi-axis acceleration sensors for determining a travel state and controlling the operating states of the front and rear suspensions of the human-powered vehicle of FIG. 1;

FIG. 4 is a pre-stored vertical acceleration state determination table executed by an electronic controller of the suspension control apparatus based on vertical acceleration states of front and rear portions of the human-powered vehicle for controlling operating states of front and rear suspensions of the human-powered vehicle of FIG. 1;

FIG. 5 is a forward speed state determination table executed by an electronic controller of the suspension control apparatus based on forward speed states of front and rear portions of the human-powered vehicle for controlling operating states of front and rear suspensions of the human-powered vehicle of FIG. 1;

fig. 6 is a flowchart of automatic suspension control, which is executed by an electronic controller of the suspension control apparatus, for automatically changing a latched state (e.g., a latched on state or a latched off state) of the front and rear suspensions in accordance with information (detection results) of the front and rear multi-axis acceleration sensors configured to detect information about a ground contact condition of the human-powered vehicle;

FIG. 7 is a prestored control, shown as a control table, executed by an electronic controller of the suspension control apparatus using front and rear load (air pressure) sensors for determining a travel state and controlling the operating states of the front and rear suspensions of the human-powered vehicle of FIG. 1;

FIG. 8 is part of a flow chart for automatic suspension control, performed by an electronic controller of the suspension control apparatus, wherein the electronic controller determines whether of the front and rear suspensions is in a latched ON state or a latched OFF state;

fig. 9 is a second portion of the flowchart of fig. 8, wherein the automatic suspension control is performed by the electronic controller of the suspension control apparatus for automatically changing the latched state of or both of the front and rear suspensions to the latched off state based on the detection results of the front and rear air pressure sensors;

fig. 10 is a third portion of the flowchart of fig. 8, wherein the automatic suspension control is performed by the electronic controller of the suspension control apparatus for automatically changing the latched state of or both of the front and rear suspensions to the latched-open state based on the detection results of the front and rear air pressure sensors;

FIG. 11 is a prestored control, shown as a control table, which is executed by the electronic controller of the suspension control apparatus using the front and rear suspension load (air or fluid pressure) sensors for determining the travel state and controlling the operating states of the front and rear suspensions of the human-powered vehicle of FIG. 1;

FIG. 12 is part of a flow chart for automatic suspension control, as performed by an electronic controller of the suspension control apparatus, wherein the electronic controller determines whether of the front and rear suspensions is in a latched ON state or a latched OFF state;

FIG. 13 is a second portion of the flowchart of FIG. 12, wherein the automatic suspension control is performed by the electronic controller of the suspension control apparatus for automatically changing the latched state of or both of the front and rear suspensions to the latched off state based on the detection results of the front and rear suspension load sensors, and

fig. 14 is a third portion of the flowchart of fig. 12, wherein the automatic suspension control is performed by the electronic controller of the suspension control apparatus for automatically changing the latched state of or both of the front and rear suspensions to the latched-open state based on the detection results of the front and rear suspension load sensors.

Detailed Description

Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.

Referring initially to fig. 1 and 2, a human powered vehicle 1 is shown equipped with a human powered vehicle (e.g., bicycle) suspension assembly 10 including a suspension control apparatus 12 in accordance with embodiments as can be seen in fig. 1, the suspension control apparatus 12 is for a human powered vehicle 1 although the human powered vehicle 1 is shown as a bicycle, it will be apparent that the suspension control apparatus 12 can be used with other human powered vehicles that include suspensions.

The human powered vehicle 1 includes a bicycle body having a main frame F, a front suspension FS and a swing arm SA, the front suspension FS being a front suspension fork pivotally mounted to a head tube of the main frame F, a front wheel FW rotatably mounted to a lower end of the front suspension FS, the swing arm SA being pivotally coupled to a rear section of the main frame F, a rear suspension RS mounted provided between the main frame F and the swing arm SA, a rear wheel RW rotatably mounted to a rear end of the swing arm SA, the front wheel FW including a front rim FR and a front tire FT. the front rim FR being attached to a front hub by a plurality of spokes in a conventional manner, the rear wheel RW including a rear rim RR and a front tire RT. the rear rim RR being attached to a rear hub by a plurality of spokes in a conventional manner, the human powered vehicle 1 step including a bicycle seat S, a handlebar H and a powertrain DT. the bicycle seat S being mounted on top of a seat post SP, the seat post SP being mounted to the main frame F in a conventional manner the powertrain H being attached to the front suspension FS for steering the front wheel FW.

As seen in FIG. 2, a human powered vehicle (e.g., bicycle) suspension assembly 10 basically includes a front suspension FS, a rear suspension RS and a suspension control device 12. the human powered vehicle (e.g., bicycle) suspension assembly 10 further includes a power supply B and or more user operable input devices 14. the power supply B is attached to the lower tube of the main frame F. the power supply B provides power to the front suspension FS, the rear suspension RS and the suspension control device 12. the user operable input devices 14 may include, for example, buttons, switches, levers, dials and/or touch screens. the user operable input devices 14 may be mounted on the handlebar or other suitable portion of the human powered vehicle 1.

The suspension control apparatus 12 includes an electronic controller 16 the electronic controller 16 may be programmed to control of the front and rear suspensions FS, RS, or may be programmed to control both the front and rear suspensions FS, RS, as explained below the electronic controller 16 includes or more processors (hardware) 16a and memory devices 16b (hardware) the processor 16a includes, for example, a Central Processing Unit (CPU) or micro-processing unit (MPU).

The memory device 16b stores control programs, data, settings, detection results, etc., the memory device 16b is any computer storage device or any computer readable medium, with the exception of being a transitory propagating signal, the memory device 16b includes non-volatile memory, such as a RAM (random Access memory) device, a hard disk, a flash drive, etc., the processor 16a executes the control programs stored in the memory device 16b for controlling either of the front and rear suspensions FS and RS, or both the front and rear suspensions FS and RS, as explained below.

The electronic controller 16 may further include a communicator 16c the communicator 16c includes communication circuitry to implement wired and wireless communication, for example, the communicator 16c includes Power Line Communication (PLC) circuitry for communicating using voltage lines that supply power from the power source B to electrical components of the front and rear suspensions FS and RS, such as latching motors, selects that a dedicated signal line may be provided to transmit control signals from the communicator 16c of the electronic controller 16 to the front and rear suspensions FS and RS. and, for example, the communicator 16c includes a wireless receiver having wireless communication circuitry for communicating wirelessly with various sensors.

In the illustrated embodiment, the processor 16a, the memory device 16b, and the communicator 16c are circuits on or more semiconductor chips that are mounted on a printed circuit board included in the electronic controller 16. in the illustrated embodiment, the electronic controller 16 is a semiconductor chip and the processor 16a, the memory device 16b, and the communicator 16c are modules included in the semiconductor chip the processor 16a, the memory device 16b, and the communicator 16c are electrically connected by a bus.

The suspension control device 12 further comprises at least sensors configured to detect parameters of the human powered vehicle 1 for controlling the suspension, the suspension comprises a front suspension FS. the suspension comprises a rear suspension RS. -in other words, the suspension control lockout state device 12 may control either or both of the front and rear suspensions FS, RS-accordingly, the suspension control device 12 basically comprises a sensor configured to detect information relating to at least of a road surface condition and a ground contact condition and an electronic controller generally, the electronic controller 16 is configured to selectively control the suspension of the human powered vehicle 1 (e.g. either or both of the front and rear suspensions FS, RS) depending on the information detected by the sensors.

The electronic controller 16 is configured to selectively control a latched state of the suspension (e.g., or both of the front and rear suspensions FS and RS) based on the information, the latched state including a latched on state and a latched off state, preferably the front and rear suspensions FS and RS are configured such that they can assume of two operating states, a latched or latched on state (without damping) and a free or latched off state (with damping). the term "latched on state" as used herein refers to a suspension operating state in which suspension extension and retraction is inhibited.

In the illustrated embodiment, the suspension control apparatus 12 includes a forward multi-axis acceleration sensor 20. The front multi-axis acceleration sensor 20 may be used to detect both the road surface condition and the ground contact condition of the human-powered vehicle 1 based on the vertical acceleration of the human-powered vehicle 1. In other words, the road surface condition is related to the vertical acceleration of the human-powered vehicle 1. Similarly, the ground contact condition is related to the vertical acceleration of the front wheels FW of the human-powered vehicle 1.

The front multi-axis acceleration sensor 20 includes a wireless transmitter for wirelessly communicating the detection result (information on the ground contact condition) to the communicator 16 c. The wireless transmitter of the front multi-axis acceleration sensor 20 may send the detection results by using, for example, ANT +. or Bluetooth @.

The front multi-axis acceleration sensor 20 is mounted to a front portion of the human powered vehicle 1, for example, in the illustrated embodiment, the front multi-axis acceleration sensor 20 is mounted to a front end of a down tube of the human powered vehicle 1. preferably, the front multi-axis acceleration sensor 20 is mounted near a front end of a main frame F. in any case, the front multi-axis acceleration sensor 20 is in a front half of the human powered vehicle 1, and more preferably, in a front third of the human powered vehicle 1. in this manner, the front multi-axis acceleration sensor 20 can detect vertical and forward movement of the front portion of the human powered vehicle 1 relative to the ground.

The forward multi-axis acceleration sensor 20 may be a two-axis accelerometer or a three-axis accelerometer configured to detect acceleration of the human powered vehicle 1 in a vertical direction and a forward speed of the human powered vehicle 1 in a forward or propulsion direction of the human powered vehicle 1. Alternatively, the front multi-axis acceleration sensor 20 may comprise two or more individual sensors detecting different parameters of the movement of the human powered vehicle 1. For example, the front multi-axis acceleration sensor 20 may include a vertical acceleration sensor configured to detect acceleration of the human-powered vehicle 1 in a vertical direction and a forward speed sensor (e.g., a groundspeed radar) configured to detect a forward speed of the human-powered vehicle 1 in a forward or propulsion direction of the human-powered vehicle 1.

In the illustrated embodiment, the suspension control apparatus 12 further includes a rear multi-axis acceleration sensor 22. the rear multi-axis acceleration sensor 22 may be used to detect both the road surface condition and the ground contact condition of the human powered vehicle 1 based on the vertical acceleration of the human powered vehicle 1. in other words, the road surface condition is related to the vertical acceleration of the human powered vehicle 1. similarly, the ground contact condition is related to the vertical acceleration of the rear wheels RW of the human powered vehicle 1.

The rear multi-axis acceleration sensor 22 includes a wireless transmitter for wirelessly communicating the detection result (information on the ground contact condition) to the communicator 16 c. The wireless transmitter of the rear multi-axis acceleration sensor 22 may send the detection results by using, for example, ANT +. or Bluetooth @.

In the illustrated embodiment, the rear multi-axis acceleration sensor 22 is mounted to the swing arm SA of the human powered vehicle 1 in any event, the rear multi-axis acceleration sensor 22 is in the rear half of the human powered vehicle 1, and more preferably, in the rear third of the human powered vehicle 1 in this manner, the rear multi-axis acceleration sensor 22 may detect vertical and forward movement of the rear portion of the human powered vehicle 1 relative to the ground.

The rear multi-axis acceleration sensor 22 may be a two-axis accelerometer or a three-axis accelerometer configured to detect acceleration of the human powered vehicle 1 in a vertical direction and a forward speed of the human powered vehicle 1 in a forward or propulsion direction of the human powered vehicle 1. Alternatively, the rear multi-axis acceleration sensor 22 may comprise two or more individual sensors detecting different parameters of the movement of the human powered vehicle 1. For example, the rear multi-axis acceleration sensor 22 may include a vertical acceleration sensor configured to detect acceleration of the human-powered vehicle 1 in a vertical direction and a forward speed sensor (e.g., a groundspeed radar) configured to detect a forward speed of the human-powered vehicle 1 in a forward or propulsion direction of the human-powered vehicle 1.

In the illustrated embodiment, the suspension control apparatus 12 includes a front tire load sensor 26 mounted to an air valve of a front wheel FW of the human-powered vehicle 1. In other words, the front tire load sensor 26 is a sensor configured to detect air compression of the front tire FT attached to the front wheel FW as a load of the front wheel FW. In this way, the front tire load sensor 26 is configured to detect information relating to the road surface condition on which the human-powered vehicle 1 is traveling. Further, the ground contact condition of the front wheels FW can be detected using the front tire load sensor 26. In other words, the ground contact condition is related to the load of the front wheels FW of the human-powered vehicle 1.

In the illustrated embodiment, for example, the front tire load sensors 26 may be air pressure sensors that measure pressure changes in the front tires FT, for example, the front tire load sensors 26 may be wireless power meters or tire air pressure monitors, the front tire load sensors 26 include wireless transmitters for wirelessly communicating detection results (information related to ground contact conditions or road surface conditions) to the communicator 16 c. the wireless transmitters of the front tire load sensors 26 may transmit detection results by using, for example, ANT + FWor Bluetooth @. additionally may be selected such that the front tire load sensors 26 may be or more strain gauges attached to the front tires FT for measuring stresses in the front tires FT. accordingly, the strain gauges attached to the front tires FT may be used to detect loads of the front wheels of the human powered vehicle 1.

In the illustrated embodiment, the suspension control device 12 includes a rear tire load sensor 28 mounted to an air valve of the rear wheel RW of the human powered vehicle 1. In other words, the rear tire load sensor 28 is a sensor configured to detect the air compression of the rear tire FT attached to the rear wheel RW as the load of the rear wheel RW. In this way, the rear tire load sensor 28 is configured to detect information relating to the road surface condition on which the human-powered vehicle 1 is traveling. Further, the ground contact condition of the rear wheels RW can be detected using the rear tire load sensor 28. In other words, the ground contact condition is related to the load of the rear wheels RW of the human-powered vehicle 1. For example, in the illustrated embodiment, the rear tire load sensor 28 may be an air pressure sensor that measures pressure changes in the rear tire RT.

The rear tyre load sensors 28 may be, for example, wireless power meters or tyre air pressure monitors, the rear tyre load sensors 28 comprise wireless transmitters for wirelessly communicating the detection results (information relating to ground contact conditions or road surface conditions) to the communicator 16c the wireless transmitters of the rear tyre load sensors 28 may transmit the detection results by using, for example, ANT + or Bluetooth @. Another option is that the rear tyre load sensors 28 may be or more strain gauges attached to the rear tyres RT for measuring stresses in the rear tyres RT.

In the illustrated embodiment, the suspension control apparatus 12 includes a front suspension load sensor 30 mounted to a front suspension FS of the human powered vehicle 1. in other words, the front suspension load sensor 30 is a sensor configured to detect a load of the front suspension FS as a load of the front wheels FW. depending on the configuration of the front suspension FS, the front suspension load sensor 30 detects a change in fluid pressure of a fluid (air, oil, etc.) or stress in or more strain gauges to detect a load applied to the front suspension FS by the front wheels FW. in this way, the front suspension load sensor 30 is configured to detect information related to a road surface condition on which the human powered vehicle 1 is traveling.

For example, in the illustrated embodiment, the front suspension load sensors 30 may be fluid pressure sensors measuring pressure changes in the fluid chamber the front suspension load sensors 30 include a wireless transmitter for wirelessly communicating detection results (information related to ground contact conditions or road surface conditions) to the communicator 16c the wireless transmitter of the front suspension load sensors 30 may send the detection results by using, for example, ANT + < or Bluetooth < - > Tooth < - > Tooth. is selected such that the front suspension load sensors 30 may be or more strain gauges attached to the front suspension FS for measuring stresses in the front suspension FS, thus, the strain gauges attached to the front suspension FS may be used to detect the load of the front wheels FW of the human powered vehicle 1.

In the illustrated embodiment, the suspension control apparatus 12 includes a rear suspension load sensor 32 mounted to a rear suspension RS of the human powered vehicle 1. in other words, the rear suspension load sensor 32 is a sensor configured to detect the load of the rear suspension RS as the load of the rear wheels RW depending on the configuration of the rear suspension RS, the rear suspension load sensor 32 detects the fluid pressure of a fluid (air, oil, etc.) or the change in stress in or more strain gauges to detect the load applied to the rear suspension RS by the rear wheels RW.

For example, in the illustrated embodiment, the rear suspension load sensors 32 may be fluid pressure sensors measuring pressure changes in the fluid chamber the rear suspension load sensors 32 include a wireless transmitter for wirelessly communicating detection results (information related to ground contact conditions or road surface conditions) to the communicator 16c the wireless transmitter of the rear suspension load sensors 32 may transmit the detection results by using, for example, ANT +. or Bluetooth @. Another option is that the rear suspension load sensors 32 may be or more strain gauges attached to the rear suspension RS for measuring stresses in the front suspension FS. thus, the strain gauges attached to the rear suspension RS may be used to detect the load of the rear wheels RW of the human powered vehicle 1.

Referring now to fig. 3, there is shown a control table relating control of the operating state of one or both of the front and rear suspensions FS, RS in accordance with the state of travel of the human-powered vehicle 1 as determined by the detection results of the front and rear multi-axis acceleration sensors 20, 22 the relationship of the control table of fig. 3 is pre-stored in the memory device 16c of the electronic controller 16.

As can be seen in fig. 3, when the travel state of the human-powered vehicle 1 is determined to be off-road travel, the electronic controller 16 sets the operating states of both the front and rear suspensions FS, RS to the latched off state. When the front vertical acceleration and the rear vertical acceleration (detection results) detected by the front multi-axis acceleration sensor 20 and the rear multi-axis acceleration sensor 22 fluctuate over a predetermined threshold (for example, gravity: 9.81 m/s) within a predetermined period (for example, 1 to 2 seconds)²) The electronic controller 16 determines the travel state as an off-road travel state. The predetermined threshold value and the predetermined period are set and stored in the memory device 16 b.

However, if the front vertical acceleration and the rear vertical acceleration (detection results) of the front multi-axis acceleration sensor 20 and the rear multi-axis acceleration sensor 22 are kept substantially equal to the predetermined threshold values (for example, gravity: 9.81 m/s)²) The electronic controller 16 determines the travel state as a highway travel state. In the highway traveling state, the electronic controller 16 sets the operating states of both the front suspension FS and the rear suspension RS to the latched-open state.

As can be seen in fig. 3, when the travel state of the human-powered vehicle 1 is determined to be in the jump state, the electronic controller 16 sets the operating states of both the front suspension FS and the rear suspension RS to the latch-off state. When both the front vertical acceleration and the rear vertical acceleration (detection results) detected by the front multi-axis acceleration sensor 20 and the rear multi-axis acceleration sensor 22 fall to a predetermined threshold (for example, gravity: 9.81 m/s)²) Hereinafter, the electronic controller 16 determines the travel state as the flight state.

As can be seen in fig. 3, when the travel state of the human-powered vehicle 1 is determined to be in a front-wheel-off state, the electronic controller 16 will operate the front suspension FSThe state is set to the latched off state and the rear suspension RS is set to the latched on state. In the front-wheel-off state, the front wheels FW are in a floating condition, and the rear wheels RW are in a ground or road contact condition. When the front vertical acceleration (detection result) detected by the front multi-axis acceleration sensor 20 falls to a predetermined threshold (for example, gravity: 9.81 m/s)²) Thereafter, and when the rear forward speed (detection result) detected by the rear multi-axis acceleration sensor 22 becomes not greater than a predetermined threshold value, the electronic controller 16 determines the travel state as the front wheeloff state.

As can be seen in fig. 3, when the travel state of the human-powered vehicle 1 is determined to be in the rear-wheel-starting state, the electronic controller 16 sets the rear suspension RS to the latched off state and sets the operating state of the front suspension FS to the latched on state. In the rear-wheel-start state, the rear wheels RW are in a floating condition, and the front wheels FW are in a ground or road contact condition. When the rear vertical acceleration (detection result) detected by the rear multi-axis acceleration sensor 22 falls to a predetermined threshold (for example, gravity: 9.81 m/s)²) Thereafter, and when the front forward speed (detection result) detected by the front multi-axis acceleration sensor 20 becomes not more than a predetermined threshold value, the electronic controller 16 determines the traveling state as the rear wheel starting state.

Referring now to fig. 4 and 5, a determination table is shown which correlates the detection results detected by the front and rear multi-axis acceleration sensors 20, 22 to determine the state of travel of the human powered vehicle 1. the determination table of fig. 4 correlates the vertical acceleration detection results detected by the front and rear multi-axis acceleration sensors 20, 22 to determine the state of travel of the human powered vehicle 1. in another aspect, the determination table of fig. 5 correlates the forward speed detection results detected by the front and rear multi-axis acceleration sensors 20, 22 to determine the state of travel of the human powered vehicle 1. during normal travel on a paved road, the human powered vehicle 1 is in a road state with the front and rear suspensions FS, RS, in a latched-off state.

In a road situation, the front and rear multi-axis acceleration sensors 20, 22 will detect the gravitational force acting on the human powered vehicle 1. Therefore, in the road state, the front vertical acceleration and the rear vertical acceleration (detection results) detected by the front multi-axis acceleration sensor 20 and the rear multi-axis acceleration sensor 22 are equal to gravity: 9.81m/s². If the front wheels FW hit bumps in the road, the front vertical acceleration (detection result) detected by the front multi-axis acceleration sensor 20 becomes smaller than gravity: 9.81m/s²Because the human powered vehicle 1 is moving in an upward or vertical direction. Likewise, if the rear wheel RW hits a bump in the road, the rear vertical acceleration (detection result) detected by the rear multi-axis acceleration sensor 22 becomes smaller than gravity: 9.81m/s²Because the human powered vehicle 1 is moving in an upward or vertical direction.

As can be seen in FIG. 4, when the front vertical acceleration and the rear vertical acceleration (detection results) detected by the front multi-axis acceleration sensor 20 and the rear multi-axis acceleration sensor 22 are higher than a predetermined threshold (e.g., gravity: 9.81 m/s)²) To avoid releasing the latched states of the front and rear suspensions FS, RS too quickly (e.g., due to a single bump or depression in the road), the electronic controller 16 proceeds to step to determine that the front and rear vertical accelerations exceed the predetermined threshold several times within a predetermined time period (e.g., 1 or 2 seconds). accordingly, if the front and rear vertical accelerations exceed the predetermined threshold several times within the predetermined time period, the electronic controller 16 determines the travel state of the human-powered vehicle 1 as being in an off-road state, and both the front and rear suspensions FS, RS should be set to the latched off state.

As can be seen in fig. 4 and 5, the rear wheel attitude is based on both the vertical acceleration and the forward speed of the human powered vehicle 1. First, for a rear wheel attitude determined to be occurring, the rear vertical acceleration detected by the rear multi-axis acceleration sensor 22 will be below a predetermined threshold, and the front vertical acceleration detected by the front multi-axis acceleration sensor 20 will not be below a predetermined threshold. Second, for a starting wheel state determined to be occurring, the forward speed detected by the forward multi-axis acceleration sensor 20 will be below a predetermined threshold and the rearward speed detected by the rearward multi-axis acceleration sensor 22 will be below a predetermined threshold.

As can be seen in fig. 4 and 5, the front wheel-off-ground state is determined based on both the vertical acceleration and the forward speed of the human powered vehicle 1. First, for the front wheel-off state determined to be occurring, the front vertical acceleration detected by the front multi-axis acceleration sensor 20 will be lower than a predetermined threshold, and the front vertical acceleration detected by the front multi-axis acceleration sensor 20 will not be lower than the predetermined threshold. Secondly, for the front wheel-off state determined to be occurring, the rear forward speed detected by the front multi-axis acceleration sensor 22 will be below a predetermined threshold, and the front forward speed detected by the front multi-axis acceleration sensor 20 will not be below a predetermined threshold.

Referring now to fig. 6, a flow chart illustrates automatic suspension control performed by the electronic controller 16 of the suspension control apparatus 12 for automatically changing the latched states (e.g., latched on states or latched off states) of the front and rear suspensions FS and RS in accordance with information (detection results) of the front and rear multi-axis acceleration sensors 20 and 22. in other words, in executing the control process of fig. 6, the electronic controller 16 is configured to selectively control the suspension (e.g., or both of the front and rear suspensions FS and RS) of the human powered vehicle 1 in accordance with information detected by the sensors (e.g., the front and rear multi-axis acceleration sensors 20 and 22).

Here, the electronic controller 16 does not actually determine the specific riding style of the human-powered vehicle 1, but rather detects the travel conditions detected by the front and rear multi-axis acceleration sensors 20, 22 and then adjusts the front and rear suspensions FS, RS to provide a more comfortable ride. The riding conditions mentioned herein (e.g., off-road, on-road, flight, rear-wheel, and front-wheel off-ground) are merely provided as an image (image) to give the human-powered vehicle 1 a better understanding of a possible detected position or orientation.

In step S1, the electronic controller 16 receives the detection results periodically sent from the front and rear multi-axis acceleration sensors 20, 22, and then determines whether the travel state of the human-powered vehicle 1 has changed based on the detection results from the front and rear multi-axis acceleration sensors 20, 22. In step S1, the electronic controller 16 compares the detection results from the multi-axis acceleration sensors 20 and 22 with the correlation between the traveling state of the human-powered vehicle 1 and the vertical acceleration as set forth in fig. 4. If the detection results from the front and rear multi-axis acceleration sensors 20 and 22 indicate that a change in the travel state has not occurred based on the association table of fig. 4, step S1 is repeated until the detection results from the front and rear multi-axis acceleration sensors 20 and 22 indicate that a change in the travel state has occurred based on the association table of fig. 4. Upon determining in step S1 that a change in the travel state has occurred, control proceeds to step S2.

In step S2, the electronic controller 16 uses the association table of fig. 4 to determine whether an off-road condition or a flight condition is occurring. As indicated in the tables of fig. 3 and 4, the road surface condition is related to the vertical acceleration of the human-powered vehicle 1 for the off-road state or the flight state. As indicated in the table of fig. 3, the electronic controller 16 is configured to set the lockout condition in the lockout off state based on a comparison between the vertical acceleration and a predetermined threshold. If the electronic controller 16 determines that an off-road condition or a flight condition is occurring, control proceeds to step S3. If the electronic controller 16 determines that neither the off-road condition nor the jump condition is occurring, control proceeds to step S4.

In step S3, the electronic controller 16 outputs suspension control signals to control the suspension states of both the front and rear suspensions FS and RS to be the latched off state, of course, if or both of the front and rear suspensions FS and RS are already in the latched off state, the front and rear suspensions FS and RS that are already in the latched off state do not change.

In step S4, electronic controller 16 uses the association table of fig. 4 to determine whether a road condition is occurring. As indicated in the tables of fig. 3 and 4, the road surface condition is related to the vertical acceleration of the human-powered vehicle 1 for the road state. As indicated in the table of fig. 3, the electronic controller 16 is configured to set the lockout condition in the lockout off condition based on a comparison between the vertical acceleration and a predetermined threshold (e.g., gravity). If the electronic controller 16 determines that a road condition is occurring, control proceeds to step S5. If the electronic controller 16 determines that a road condition is not occurring, control proceeds to step S6.

In step S5, the electronic controller 16 outputs suspension control signals to control the suspension states of both the front and rear suspensions FS and RS to be latched-open states, of course, if either or both of of the front and rear suspensions FS and RS are already in the latched-open state, the front and rear suspensions FS and RS that are already in the latched-open state are not changed.

In step S6, the electronic controller 16 compares the detection results from the multi-axis acceleration sensors 20 and 22 with the correlation between the travel state and the forward speed of the human-powered vehicle 1 as set forth in fig. 5. As indicated in the tables of fig. 3 and 5, the road surface condition is related to the forward speed of the human-powered vehicle 1 for the rear wheel-starting state or the front wheel-off state. The electronic controller 16 is configured to set the lockout condition in the lockout off state based on a comparison between the forward speed and a predetermined threshold.

If the detection results from the front and rear multi-axis acceleration sensors 20 and 22 indicate that a change in the travel state has not occurred based on the association table of fig. 5, the control process returns to step S1. If the electronic controller 16 determines that a change in the travel state has occurred in step S6, control proceeds to step S7.

In step S7, electronic controller 16 uses the association tables of fig. 4 and 5 to determine whether a rear wheel state is occurring. If the electronic controller 16 determines that a rear wheel state is occurring, control proceeds to step S8. If the electronic controller 16 determines that the rear wheel state has not occurred, control proceeds to step S9.

In step S8, the electronic controller 16 outputs suspension control signals to control the suspension state of the front suspension FS to the latch-on state and the rear suspension RS to the latch-off state. Of course, if the front suspension FS is already in the latched-open state, the front suspension FS is not changed. Likewise, if the rear suspension RS is already in the latch-off state, the rear suspension RS is not changed. Thus, in step S8, the electronic controller 16 is configured to selectively set the latched state of the suspension (e.g., rear suspension RS) of the human-powered vehicle 1 in the latched off state according to the information detected by the sensors (e.g., multi-axis acceleration sensors 20 and 22). In other words, the electronic controller 16 is configured to selectively set the lockout condition in the lockout off state based on the information.

In step S9, the electronic controller 16 uses the association tables of fig. 4 and 5 to determine whether a front wheel launch condition is occurring. If the electronic controller 16 determines that a front wheel lift condition is occurring, control proceeds to step S10. If the electronic controller 16 determines that a front wheel lift condition has not occurred, control proceeds back to step S1.

In step S10, the electronic controller 16 outputs suspension control signals to control the suspension state of the front suspension FS to the latch-off state and the rear suspension RS to the latch-on state. Of course, if the front suspension FS is already in the latch-off state, the front suspension FS is not changed. Likewise, if the rear suspension RS is already in the latched-open state, the rear suspension RS is not changed. Thus, in step S10, the electronic controller 16 is configured to selectively set a latched state of the suspension (e.g., front suspension FS) of the human-powered vehicle 1 in a latched off state according to information detected by the sensors (e.g., multi-axis acceleration sensors 20 and 22). In other words, the electronic controller 16 is configured to selectively set the lockout condition in the lockout off state based on the information.

Referring now to fig. 7, a control table is shown which relates control of the operating state of or both of the front and rear suspensions FS, RS in accordance with the state of travel of the human-powered vehicle 1 as determined by the detection results of the front and rear tire load sensors 26, 28 the relationship of the control table of fig. 7 is pre-stored in the memory device 16c of the electronic controller 16.

As can be seen in fig. 7, when the travel state of the human-powered vehicle 1 is determined to be off-road travel, the electronic controller 16 sets the operating states of both the front and rear suspensions FS, RS to the latched off state. When the front and rear tire loads (detection results) detected by the front and rear tire load sensors 26 and 28 fluctuate beyond a predetermined threshold value (e.g., a normal ground contact pressure value) within a predetermined period (e.g., 1 to 2 seconds), the electronic controller 16 determines the travel state as an off-road travel state. The normal ground contact pressure value depends on the specific configuration of the human powered vehicle 1. Thus, for example, the normal ground contact pressure value for a mountain bike may be between 25 psi and 40 psi. In any case, the predetermined threshold and the predetermined period are set and stored in the memory device 16 b.

However, if the front and rear tire loads (detection results) of the front and rear tire load sensors 26 and 28 remain substantially equal to a predetermined threshold value (e.g., a normal ground contact pressure value), the electronic controller 16 determines the travel state as a highway travel state. In the highway traveling state, the electronic controller 16 sets the operating states of both the front suspension FS and the rear suspension RS to the latched-open state.

As can be seen in fig. 7, when the travel state of the human-powered vehicle 1 is determined to be in the jump state, the electronic controller 16 sets the operation states of both the front suspension FS and the rear suspension RS to the latch-off state. When both the front tire load and the rear tire load (detection results) detected by the front tire load sensor 26 and the rear tire load sensor 28 fall below a predetermined threshold value (e.g., a normal ground contact pressure value), the electronic controller 16 determines the travel state as the flight state. In other words, here, the electronic controller 16 is configured to set the lockout condition in the lockout off state upon determining that the load is equal to or less than a predetermined threshold value (e.g., a value slightly less than a normal ground contact pressure value).

As can be seen in fig. 7, when the travel state of the human-powered vehicle 1 is determined to be in the front-wheeling state, the electronic controller 16 sets the operating state of the front suspension FS to the latched off state and the rear suspension RS to the latched on state. When the front tire load (detection result) detected by the front tire load sensor 26 falls below a predetermined threshold value (e.g., a normal ground contact pressure value), the electronic controller 16 determines the travel state as the front-wheel-off state. In other words, here, the electronic controller 16 is configured to set the lockout state in the lockout off state based on a result of a comparison between the vertical acceleration of the front wheels FW and a predetermined threshold value (e.g., a normal ground contact pressure value).

As can be seen in fig. 7, when the travel state of the human-powered vehicle 1 is determined to be in the rear-wheel-starting state, the electronic controller 16 sets the rear suspension RS to the latched off state and sets the operating state of the front suspension FS to the latched on state. When the rear tire load (detection result) detected by the rear tire load sensor 28 falls below a predetermined threshold value (e.g., a normal ground contact pressure value), the electronic controller 16 determines the traveling state as a rear wheel starting state. In other words, here, the electronic controller 16 is configured to set the lock-out state in the lock-out off state according to the result of comparison between the vertical acceleration of the rear wheels RW and a predetermined threshold value (e.g., a normal ground contact pressure value).

Referring now to fig. 8-10, a flow chart (three sections) illustrates automatic suspension control performed by the electronic controller 16 of the suspension control apparatus 12 for automatically changing the latched state of or both of the front and rear suspensions FS and RS to either the latched off state or the latched on state based on information (detection results) of the front and rear tire load sensors 26 and 28, hi other words, in performing the control process of fig. 8-10, the electronic controller 16 is configured to selectively control the suspension (e.g., or both of the front and rear suspensions FS and RS) of the human powered vehicle 1 based on information detected by the sensors (e.g., the front and rear tire load sensors 26 and 28).

In fig. 8 to 10, the tire air pressures of the front tire FT and the rear tire RT are detected by the front tire load sensor 26 and the rear tire load sensor 28. Thus, the tire air pressure is used to determine the front and rear tire loads of the front and rear tires FT, RT. Preferably, the electronic controller 16 receives detection signals from the front tire load sensor 26 and the rear tire load sensor 28 indicative of changes in the amplitude of the air pressure in the front tire FT and the rear tire RT. In this way, changes or fluctuations in air pressure in the front tires FT and the rear tires RT are not affected by gravity.

Moreover, in fig. 8-10, electronic controller 16 does not actually determine the specific riding style of human-powered vehicle 1, but rather detects the travel conditions detected by front and rear tire load sensors 26, 28, and then adjusts front and rear suspensions FS, RS to provide a more comfortable ride. The riding conditions mentioned herein (e.g., off-road, on-road, flight, rear-wheel, and front-wheel off-ground) are merely provided as an avatar to give the human-powered vehicle 1 a better understanding of a possible detected position or orientation.

The electronic controller 16 may determine the latched states of the front and rear suspensions FS and RS based on a sensor provided on each of the front and rear suspensions FS and RS, or may determine the latched states of the front and rear suspensions FS and RS based on previous control of the front and rear suspensions FS and RS, if the electronic controller 16 determines that the front and rear suspensions FS and RS are in the latched on state, the controller proceeds to step S21 (fig. 9) or , if the electronic controller 16 determines that the front and rear suspensions FS and RS are in the latched off state, the controller proceeds to step S30 (fig. 10).

In step S21, electronic controller 16 receives the detection periodically transmitted from front tire load sensor 26 and then determines whether the amplitude of the air pressure (front tire load) of front tire load sensor 26 equals or exceeds a predetermined threshold value, the predetermined threshold value in step S21 may be set by the user using input device 14, the predetermined threshold value in step S21 may have a pre-stored default value or an initial activation value equal to or near the ground contact pressure value detected when human-powered vehicle 1 first begins to travel, if the amplitude of the air pressure (front tire load) of front tire load sensor 26 is less than the predetermined threshold value in step S21, control proceeds to step S22. in other words, if the amplitude of the front tire load is less than the predetermined threshold value in step S21 indicates that front wheel FW is in a slightly floating state, which may include a front wheel lift-off state, a jump-on-road state, or an on-road state.

In step S22, the electronic controller 16 receives the detection periodically sent from the rear tire load sensor 28, and then determines whether the air pressure (rear tire load) of the rear tire load sensor 28 equals or exceeds a predetermined threshold value, the predetermined threshold value in step S22 may be set by the user using the input device 14, the predetermined threshold value in step S22 may have a pre-stored default value or an initial activation value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first begins to travel, if the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 is less than the predetermined threshold value in step S22, the control process proceeds to step S23. in other words, the amplitude of the rear tire load is less than the predetermined threshold value in step S22 indicates that the rear wheel is in a slightly floating state, which may include a bump-up state or a road state, further , if the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 equals or exceeds the predetermined threshold value in step S22, the amplitude of the rear tire load sensor 28 is determined to be equal to the ground contact state, in other words, the amplitude of the contact state is equal to the amplitude of the pre-ground contact state, the pre-contact state, which is determined before step S22.

In step S23, both the front wheels FW and the rear wheels RW are slightly floating, and the electronic controller 16 uses the front tire load sensors 26 and the rear tire load sensors 28 to determine whether an air pressure drop is occurring in both the front tire FT and the rear tire RT if the electronic controller 16 determines that there is no air pressure drop in both the front tire FT and the rear tire RT, then the control process proceeds to step S24. accordingly, an air pressure drop does not occur in both the front tire FT and the rear tire RT indicating that the front wheels FW and the rear wheels RW are slightly floating, but may be considered as being -like stable on the public road.

In step S24, the electronic controller 16 does not output the latch off signal to either of the front and rear suspensions FS and RS because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS and RS based on the front and rear tire loads.

In step S25, the electronic controller 16 outputs a suspension lockout off signal to both the front and rear suspensions FS, RS, because the electronic controller 16 has determined that it is desirable to have the suspension states of the front and rear suspensions FS, RS in the lockout off state based on the front and rear tire loads.

In step S26, the electronic controller 16 outputs a suspension lockout OFF signal to the front suspension FS, but not to the rear suspension RS, because based on the front and rear tire loads, the electronic controller 16 has determined that it is desirable to have the suspension state of the front suspension FS, but not the rear suspension RS, in a lockout OFF state.

In step S27, electronic controller 16 receives the detection periodically sent from rear tire load sensor 28, and then determines whether the amplitude of the air pressure (rear tire load) of rear tire load sensor 28 is equal to or exceeds a predetermined threshold value, the predetermined threshold value in step S27 may be set by the user using input device 14, the predetermined threshold value in step S27 may have a pre-stored default value or an initial activation value equal to or close to the ground contact pressure value detected when human-powered vehicle 1 first starts traveling, the predetermined threshold values in steps S22 and S27 may be the same value or different values, if the amplitude of the air pressure (rear tire load) of rear tire load sensor 28 is less than the predetermined threshold value, the control process proceeds to step S28. in other words, if the amplitude of the air pressure (rear tire load) of rear tire load sensor 28 is less than the predetermined threshold value in step S27 indicates that the rear wheel is in a slightly floating state, which may be in addition to the rear wheel state, in other words, if the amplitude of the air pressure (rear tire load) of rear tire sensor 28 exceeds the predetermined threshold value in step S27, the control process may be in other words, the control process proceeds to step S368678, the control is performed to the slightly floating state, which is equal to the rear wheel contact state, in other words, where the step S , the amplitude of the step S366778, the control is performed to the step S366778.

In step S28, the electronic controller 16 does not output a suspension lockout OFF signal to the front suspension FS, but outputs a suspension lockout OFF signal to the rear suspension RS because, based on the front and rear tire loads, the electronic controller 16 has determined that it is desirable to have the suspension state of the rear suspension RS, but not the front suspension FS, in a lockout OFF state.

In step S29, the electronic controller 16 outputs a suspension lockout off signal to the front suspension FS and a suspension lockout off signal to the rear suspension RS, because the electronic controller 16 has determined that it is desirable to have the suspension states of the front and rear suspensions FS, RS in the lockout off state based on the front and rear tire loads.

Referring now to fig. 10, a flow chart illustrates automatic suspension control performed by the electronic controller 16 of the suspension control apparatus 12 for automatically changing the latched off state of or both of the front and rear suspensions FS and RS to the latched on state in accordance with information (detection results) of the front and rear tire load sensors 26 and 28 in other words, upon execution of the control process of fig. 10, the electronic controller 16 is configured to selectively control the suspensions (e.g., or both of the front and rear suspensions FS and RS) of the human powered vehicle 1 in accordance with information detected by the sensors (e.g., the front and rear tire load sensors 26 and 28). in fig. 10, tire air pressures of the front and rear tires FT and RT are detected by the front and rear tire load sensors 26 and 28. accordingly, the front and rear tire loads of the front and rear tires FT and RT are determined using the tire air pressures.

In step S30, the electronic controller 16 receives the detection result periodically sent from the front tire load sensor 26, and then determines whether the amplitude of the air pressure (front tire load) of the front tire load sensor 26 is equal to or smaller than a predetermined threshold value. The predetermined threshold in step S30 may be set by the user using the input device 14. The predetermined threshold value in step S30 may have a pre-stored default value or an initial start value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first starts traveling. If the amplitude of the air pressure (front tire load) of the front tire load sensor 26 is larger than the predetermined threshold value, the control process proceeds to step S31. In other words, an amplitude of the front tire load being greater than the predetermined threshold in step S30 indicates that the front wheel FW is in a slightly ground-contacting state, which indicates a riding position that may include a rear-wheel state or an off-road state. If the amplitude of the air pressure (front tire load) of the front tire load sensor 26 is equal to or smaller than the predetermined threshold value, the control process proceeds to step S34. In other words, an amplitude of the front tire load equal to or smaller than the predetermined threshold in step S30 indicates that the front wheels FW are in a slightly floating state, which may include a front-wheel-off state or a road state.

In step S31, the electronic controller 16 receives the detection result periodically sent from the rear tire load sensor 28, and then determines whether the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 is equal to or smaller than a predetermined threshold value. The predetermined threshold in step S31 may be set by the user using the input device 14. The predetermined threshold value in step S31 may have a pre-stored default value or an initial start value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first starts traveling. If the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 is greater than the predetermined threshold value, the control process proceeds to step S32. In other words, an amplitude of the rear tire load greater than the predetermined threshold in step S31 indicates that the rear wheel is in a slightly ground-contacting state, which may be an off-road state. If the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 is equal to or smaller than the predetermined threshold value, the control process proceeds to step S33. In other words, the amplitude of the rear tire load being equal to or smaller than the predetermined threshold value in step S31 indicates that the rear wheel RW is in a slightly floating state, which may be a rear wheel state.

In step S32, the electronic controller 16 does not output a suspension lockout on signal to either of the front and rear suspensions FS, RS, because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS, RS based on the front and rear tire loads.

In step S33, the electronic controller 16 does not output a suspension lockout on signal to either of the front and rear suspensions FS, RS, because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS, RS based on the front and rear tire loads.

In step S34, the electronic controller 16 receives the detection result periodically sent from the rear tire load sensor 28, and then determines whether the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 is equal to or smaller than a predetermined threshold value. The predetermined threshold in step S34 may be set by the user using the input device 14. The predetermined threshold value in step S34 may have a pre-stored default value or an initial start value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first starts traveling. The predetermined threshold values in steps S31 and S34 may be the same value or different values. If the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 is greater than the predetermined threshold value, the control process proceeds to step S35. In other words, an amplitude of the rear tire load greater than the predetermined threshold in step S34 indicates that the rear wheel is in a slight ground contact state, which may be a front-wheel-off state. If the amplitude of the air pressure (rear tire load) of the rear tire load sensor 28 is equal to or smaller than the predetermined threshold value, the control process proceeds to step S36. In other words, the amplitude of the rear tire load being equal to or smaller than the predetermined threshold value in step S34 indicates that the rear wheels RW are in a slightly floating state, which may be a road state.

In step S35, the electronic controller 16 does not output a suspension lockout on signal to either of the front and rear suspensions FS, RS, because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS, RS based on the front and rear tire loads.

In step S36, the electronic controller 16 outputs a suspension lockout on signal to the front suspension FS and a suspension lockout on signal to the rear suspension RS, because the electronic controller 16 has determined that it is desirable to have the suspension states of the front and rear suspensions FS, RS in the lockout on state based on the front and rear tire loads.

For the flowcharts of fig. 8 to 10, a subroutine may be provided so that after detecting the "jump state" or the "front wheel off-ground state" or the "starting rear wheel state", the front suspension FS and/or the rear suspension RS may return to the original state (i.e., the state occurring immediately before the current state) after detecting an excessive shock on the floating tire (the acceleration in the vertical direction greatly exceeds the reference value).

Referring now to fig. 11, there is shown a control table relating control of the operating state of or both of the front and rear suspensions FS, RS in accordance with the state of travel of the human-powered vehicle 1 as determined by the detection results of the front and rear suspension load sensors 26, 28 the relationship of the control table of fig. 11 is pre-stored in the memory device 16c of the electronic controller 16.

As can be seen in fig. 11, when the travel state of the human-powered vehicle 1 is determined to be off-road travel, the electronic controller 16 sets the operating states of both the front and rear suspensions FS, RS to the latched off state. When the front and rear suspension loads (detection results) detected by the front and rear suspension load sensors 26 and 28 fluctuate over a predetermined period (e.g., 1 to 2 seconds) beyond a predetermined threshold (e.g., no-load condition value), the electronic controller 16 determines the travel state as an off-road travel state. The no-load condition value depends on the particular configuration of the human powered vehicle 1. The predetermined threshold value and the predetermined period are set and stored in the memory device 16 b.

However, if the front and rear suspension loads (detection results) of the front and rear suspension load sensors 26, 28 remain substantially equal to a predetermined threshold value (e.g., no-load condition value), the electronic controller 16 determines the travel state as a road travel state. In the highway traveling state, the electronic controller 16 sets the operating states of both the front suspension FS and the rear suspension RS to the latched-open state.

As can be seen in fig. 11, when the travel state of the human-powered vehicle 1 is determined to be in the jump state, the electronic controller 16 sets the operation states of both the front suspension FS and the rear suspension RS to the latch-off state. When both the front and rear suspension loads (detection results) detected by the front and rear suspension load sensors 26, 28 fall below a predetermined threshold (e.g., no-load condition value), the electronic controller 16 determines the travel state as an ascent state. In other words, here, the electronic controller 16 is configured to set the lockout state in the lockout off state upon determining that the load is equal to or less than a predetermined threshold value (e.g., a value slightly less than the no-load condition value).

As can be seen in fig. 11, when the travel state of the human-powered vehicle 1 is determined to be in the front-wheeling state, the electronic controller 16 sets the operating state of the front suspension FS to the latched off state and the rear suspension RS to the latched on state. When the front suspension load (detection result) detected by the front suspension load sensor 26 falls below a predetermined threshold (e.g., no-load condition value), the electronic controller 16 determines the travel state as a front-wheel-off state. In other words, here, the electronic controller 16 is configured to set the lockout state in the lockout off state based on a comparison between the vertical acceleration of the front wheels FW and a predetermined threshold (e.g., no-load condition value).

As can be seen in fig. 11, when the travel state of the human-powered vehicle 1 is determined to be in the rear-wheel-starting state, the electronic controller 16 sets the rear suspension RS to the latched-off state and sets the operating state of the front suspension FS to the latched-on state. When the rear suspension load (detection result) detected by the rear suspension load sensor 28 falls below a predetermined threshold (e.g., no-load condition value), the electronic controller 16 determines the travel state as a rear wheel state. In other words, here, the electronic controller 16 is configured to set the lockout state in the lockout off state based on a comparison between the vertical acceleration of the rear wheels RW and a predetermined threshold (e.g., no-load condition value).

Referring now to fig. 12-14, a flow chart (three sections) illustrates automatic suspension control performed by the electronic controller 16 of the suspension control apparatus 12 for automatically changing the latched state of or both of the front and rear suspensions FS, RS to either the latched off state or the latched on state based on information (detection results) of the front and rear suspension load sensors 30, 32 in other words, when the control process of fig. 12-14 is performed, the electronic controller 16 is configured to selectively control the suspension (e.g., or both of the front and rear suspensions FS, RS) of the human powered vehicle 1 based on information detected by the sensors (e.g., the front and rear suspension load sensors 30, 32).

In fig. 12 to 14, the loads of the front suspension FS and the rear suspension RS are detected by the front suspension load sensor 30 and the rear suspension load sensor 32. Depending on the configuration of the front and rear suspension load sensors 30, 32, the front and rear suspension load sensors 30, 32 detect air and/or fluid pressure in the suspension. Thus, the air and/or fluid pressures of the front and rear suspensions FS, RS are used to determine the front and rear suspension loads of the front and rear suspensions FS, RS. Preferably, the electronic controller 16 receives detection signals from the front and rear suspension load sensors 30, 32 indicative of changes in the amplitude of the air/fluid pressure in the front and rear suspensions FS, RS. In this way, changes or fluctuations in the air/fluid pressure in the front and rear suspensions FS, RS are not affected by gravity.

Also, in fig. 12-14, electronic controller 16 does not actually determine the specific riding style of human-powered vehicle 1, but rather detects the travel conditions detected by front and rear suspension load sensors 30 and 32, and then adjusts front and rear suspensions FS and RS to provide a more comfortable ride. The riding conditions mentioned herein (e.g., off-road, on-road, flight, rear-wheel, and front-wheel off-ground) are merely provided as an avatar to give the human-powered vehicle 1 a better understanding of a possible detected position or orientation.

The electronic controller 16 may determine the latched states of the front and rear suspensions FS and RS based on a sensor provided on each of the front and rear suspensions FS and RS, or may determine the latched states of the front and rear suspensions FS and RS based on previous control of the front and rear suspensions FS and RS if the electronic controller 16 determines that the front and rear suspensions FS and RS are in the latched on state, the controller proceeds to step S41 (fig. 13) on the other , and proceeds to step S50 (fig. 14) if the electronic controller 16 determines that the front and rear suspensions FS and RS are in the latched off state.

In step S41, the electronic controller 16 receives the detection result periodically sent from the front suspension load sensor 30, and then determines whether the amplitude of the load of the front suspension load sensor 30 equals or exceeds a predetermined threshold. The predetermined threshold in step S41 may be set by the user using the input device 14. The predetermined threshold in step S41 may have a pre-stored default value or an initial start value that is equal to or close to the no-load condition value detected when the human-powered vehicle 1 first begins to travel. If the amplitude of the load of the front suspension load sensor 30 is smaller than the predetermined threshold in step S41, the control process proceeds to step S42. In other words, an amplitude of the front suspension load being less than the predetermined threshold in step S41 indicates that the front wheels FW are in a slightly floating state, which may include a front wheel lift state, an ascent state, or a road state.

On the other hand , if the amplitude of the load of front suspension load sensor 30 equals or exceeds the predetermined threshold value in step S41, control proceeds to step S47. in other words, if the amplitude of the front suspension load equals or exceeds the predetermined threshold value in step S41, front wheel FW is in a slightly ground contact state indicating a riding position that can be considered similar to a rear wheel state or an off-road state.

In step S42, electronic controller 16 receives the detection result periodically sent from rear suspension load sensor 32, and then determines whether the amplitude of the load of rear suspension load sensor 32 equals or exceeds a predetermined threshold. The predetermined threshold in step S42 may be set by the user using the input device 14. The predetermined threshold in step S42 may have a pre-stored default value or an initial start value that is equal to or close to the no-load condition value detected when the human-powered vehicle 1 first begins to travel. If the amplitude of the load of the rear suspension load sensor 32 is smaller than the predetermined threshold value in step S42, the control process proceeds to step S43. In other words, an amplitude of the rear suspension load being less than the predetermined threshold in step S42 indicates that the rear wheels RW are in a slightly floating state, which may include an overrun state or a road state. If the amplitude of the load of the rear suspension load sensor 32 equals or exceeds the predetermined threshold in step S42, the control process proceeds to step S46. In other words, an amplitude of the rear suspension load equal to or exceeding the predetermined threshold in step S42 indicates that the rear wheels are in a slight ground contact state, which may be a front wheeling state.

If the electronic controller 16 determines that there is no load drop in both the front and rear tires FT, RT, then the control process proceeds to step S44. therefore, a load drop does not occur in both the front and rear tires FT, RT, but may be considered stable as on the highway . additionally , if the electronic controller 16 determines that there is a load drop in both the front and rear tires FT, then the control process proceeds to step S45. in other words, a load drop occurs in both the front and rear tires FT, RT, indicating that both the front and rear wheels FW, RW are floating.

In step S44, the electronic controller 16 does not output a latch off signal to either of the front and rear suspensions FS and RS because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS and RS based on the front and rear suspension loads.

In step S46, the electronic controller 16 outputs a suspension lockout OFF signal to the front suspension FS, but not to the rear suspension RS, because based on the front and rear suspension loads, the electronic controller 16 has determined that it is desirable to have the suspension state of the front suspension FS, but not the rear suspension RS, be in a lockout OFF state. Another selects that the control settings in step S46 can be changed by the user from current default settings (e.g., front suspension FS: lockout OFF; and rear suspension RS: unchanged) to user (rider) settings where the front suspension FS is not changed (i.e., lockout ON state) and the rear suspension RS is changed to lockout OFF state. when in the front wheel ride-off state, riders may prefer the rear suspension RS to be in a lockout OFF state.

In step S47, electronic controller 16 receives the detection result periodically sent from rear suspension load sensor 32, and then determines whether the amplitude of the load of rear suspension load sensor 32 equals or exceeds a predetermined threshold. The predetermined threshold in step S47 may be set by the user using the input device 14. The predetermined threshold value in step S47 may have a pre-stored default value or an initial start value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first starts traveling. The predetermined threshold values in steps S42 and S47 may be the same value or different values. If the amplitude of the load of rear suspension load sensor 32 is less than the predetermined threshold, control proceeds to step S48. In other words, the amplitude of the rear suspension load being smaller than the predetermined threshold in step S47 indicates that the rear wheels RW are in a slightly floating state, which may be a rear wheel state. If the amplitude of the load of the rear suspension load sensor 32 is equal to or exceeds the predetermined threshold value, the control process proceeds to step S49. In other words, the amplitude of the rear suspension load being equal to or exceeding the predetermined threshold in step S47 indicates that the rear wheels are in a slightly ground-contacting state, which may be an off-road state.

In step S48, the electronic controller 16 does not output a suspension lockout OFF signal to the front suspension FS, but outputs a suspension lockout OFF signal to the rear suspension RS because, based on the front and rear suspension loads, the electronic controller 16 has determined that it is desirable to have the suspension state of the rear suspension RS, but not the front suspension FS, in a lockout OFF state.

In step S49, the electronic controller 16 outputs a suspension lockout off signal to the front suspension FS and a suspension lockout off signal to the rear suspension RS, because the electronic controller 16 has determined that it is desirable to have the suspension states of the front and rear suspensions FS, RS in the lockout off state based on the front and rear suspension loads.

Referring now to fig. 14, a flow chart illustrates automatic suspension control performed by the electronic controller 16 of the suspension control apparatus 12 for automatically changing the latched off state of or both of the front and rear suspensions FS and RS to the latched on state in accordance with information (detection results) of the front and rear suspension load sensors 30 and 32 in other words, upon execution of the control process of fig. 14, the electronic controller 16 is configured to selectively control the suspension (e.g., or both of the front and rear suspensions FS and RS) of the human-powered vehicle 1 in accordance with information detected by the sensors (e.g., the front and rear suspension load sensors 30 and 32). in fig. 14, the loads of the front and rear suspensions FS and RS are detected by the front and rear suspension load sensors 30 and 32. accordingly, the air or fluid pressures of the front and rear suspensions FS and RS are used to determine the front and rear suspension loads of the front and rear suspensions FS.

In step S50, the electronic controller 16 receives the detection result periodically sent from the front suspension load sensor 30, and then determines whether the amplitude of the load of the front suspension load sensor 30 is equal to or smaller than a predetermined threshold value. The predetermined threshold in step S50 may be set by the user using the input device 14. The predetermined threshold value in step S50 may have a pre-stored default value or an initial start value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first starts traveling. If the amplitude of the load of the front suspension load sensor 30 is greater than the predetermined threshold value, the control process proceeds to step S51. In other words, an amplitude of the front suspension load greater than the predetermined threshold in step S50 indicates that the front wheels FW are in a slightly ground contact state, which indicates a riding position that may include a rear wheel or off-road state. If the amplitude of the load of the front suspension load sensor 30 is equal to or smaller than the predetermined threshold value, the control process proceeds to step S54. In other words, an amplitude of the front suspension load equal to or less than the predetermined threshold in step S50 indicates that the front wheels FW are in a slightly floating state, which may include a front-wheel-off state or a road state.

In step S51, electronic controller 16 receives the detection result periodically sent from rear suspension load sensor 32, and then determines whether the amplitude of the load of rear suspension load sensor 32 is equal to or less than a predetermined threshold value. The predetermined threshold in step S51 may be set by the user using the input device 14. The predetermined threshold value in step S51 may have a pre-stored default value or an initial start value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first starts traveling. If the amplitude of the load of rear suspension load sensor 32 is greater than the predetermined threshold, control proceeds to step S52. In other words, an amplitude of the rear suspension load greater than the predetermined threshold in step S51 indicates that the rear wheels are in a slightly ground contact state, which may be an off-road state. If the amplitude of the load of the rear suspension load sensor 32 is equal to or smaller than the predetermined threshold value, the control process proceeds to step S53. In other words, the amplitude of the rear suspension load being equal to or smaller than the predetermined threshold in step S51 indicates that the rear wheels RW are in a slightly floating state, which may be a rear wheel state.

In step S52, the electronic controller 16 does not output a suspension lockout signal to either of the front and rear suspensions FS, RS, because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS, RS based on the front and rear suspension loads.

In step S53, the electronic controller 16 does not output a suspension lockout signal to either of the front and rear suspensions FS, RS, because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS, RS based on the front and rear suspension loads.

In step S54, electronic controller 16 receives the detection result periodically sent from rear suspension load sensor 32, and then determines whether the amplitude of the load of rear suspension load sensor 32 is equal to or less than a predetermined threshold value. The predetermined threshold in step S54 may be set by the user using the input device 14. The predetermined threshold value in step S54 may have a pre-stored default value or an initial start value equal to or close to the ground contact pressure value detected when the human-powered vehicle 1 first starts traveling. If the amplitude of the load of rear suspension load sensor 32 is greater than the predetermined threshold, control proceeds to step S55. In other words, an amplitude of the rear suspension load greater than the predetermined threshold in step S54 indicates that the rear wheels are in a somewhat ground-contacting state, which may be a front-wheeling state. If the amplitude of the load of the rear suspension load sensor 32 is equal to or smaller than the predetermined threshold value, the control process proceeds to step S56. In other words, the amplitude of the rear suspension load being equal to or smaller than the predetermined threshold value in step S54 indicates that the rear wheels RW are in a slightly floating state, which may be a road state.

In step S55, the electronic controller 16 does not output a suspension lockout signal to either of the front and rear suspensions FS, RS, because the electronic controller 16 has determined that no change in suspension state is desired for the front and rear suspensions FS, RS based on the front and rear suspension loads.

In step S56, the electronic controller 16 outputs a suspension lockout signal to the front suspension FS and a suspension lockout signal to the rear suspension RS, because the electronic controller 16 has determined that it is desirable to have the suspension states of the front and rear suspensions FS and RS in the lockout state based on the front and rear suspension loads.

For the flowcharts of fig. 12 to 14, a subroutine may be provided so that after detecting the "jump state" or the "front wheel off-ground state" or the "starting rear wheel state", the front suspension FS and/or the rear suspension RS may return to the original state (i.e., the state occurring immediately before the current state) after detecting an excessive shock on the floating tire (the acceleration in the vertical direction greatly exceeds the reference value).

In understanding the scope of the present invention, the term "comprising" and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, "including", "having" and their derivatives. Also, the terms "part," "section," "portion," "member" or "element" when used in the singular can have the dual meaning of a single part or a plurality of parts unless otherwise specified.

The term "highway" as used herein refers to a road surface, such as a paved road, having small variations in running load (i.e., variations in tangential force between the tire and the road surface). The term "off-road" as used herein refers to a road surface with large variations in operational load, such as rock location or dirt.

As used herein, the following directional terms "frame-facing side", "non-frame-facing side", "forward", "rearward", "front", "rear", "upper", "lower", "above …", "below …", "up", "down", "top", "bottom", "side", "vertical", "horizontal", "longitudinal", and "transverse", as well as any other similar directional terms, refer to those directions of a bicycle in an upright riding position and equipped with a suspension control apparatus. Accordingly, these directional terms, as utilized to describe the suspension control device should be interpreted relative to a bicycle that is in an upright riding position on a horizontal surface and that is equipped with the suspension control device. The terms "left" and "right" are used to indicate "right" (when referenced from the right when viewed from the rear of the bicycle) and "left" (when referenced from the left when viewed from the rear of the bicycle).

Also, it should be understood that although the terms "" and "second" may be used herein to describe various components, these components should not be limited by these terms only to distinguish components from another component, thus, for example, the th component discussed above may be referred to as the second component, and vice versa, without departing from the teachings of the present invention the terms "attached" or "attaching" as used herein include configurations in which elements are directly secured to another element by adhering the element directly to the other element, configurations in which the element is indirectly secured to the other element by adhering the element to an intermediate member which in turn adheres to the other element, and configurations in which elements are elements (i.e., the portions of the other elements in essence) and " elements are subject to the same definition," 68584 "also applies to the approximate" and "final deviation" as used herein, such as "about" is intended to mean "approximately the same as" the final deviation of the term "6853 element".

The present invention is not limited to the particular embodiments shown, but rather, the invention is capable of modifications in all respects, all without departing from the scope of the present invention, as defined in the appended claims, and all changes and modifications which are obvious to those skilled in the art in light of the present disclosure are intended to be embraced therein.