Alarm device for human-powered vehicle, alarm system for human-powered vehicle, and control device for human-powered vehicle

Abstract

To provide a notification device for a personally-driven vehicle, which can suitably use a load of the personally-driven vehicle, a notification system for the personally-driven vehicle, and a control apparatus for the personally-driven vehicle.SOLUTION: A notification device for a personally-driven vehicle comprises: a reception part that is constituted to receive first information on a longitudinal load balance of an object including at least a part of the personally-driven vehicle; a creation part that is constituted to create notification information on the longitudinal load balance of the object in accordance with the first information; and a notification part that is constituted to provide notification about the notification information.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to an alarm device for a human-powered vehicle, an alarm system for a human-powered vehicle, and a control device for a human-powered vehicle. [Background technology]

[0002] For example, the human-powered vehicle disclosed in Patent Document 1 includes a load detection means for detecting a load acting on a portion of the human-powered vehicle that is located rearward of the center of gravity of the vehicle body. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2013 / 069300 Summary of the Invention [Problem to be solved by the invention]

[0004] One object of the present invention is to provide an alarm device for a human-powered vehicle, an alarm system for a human-powered vehicle, and a control device for a human-powered vehicle that can improve convenience by using information about the load of the human-powered vehicle. [Means for solving the problem]

[0005] An alarm device according to a first aspect of the present disclosure is an alarm device for a human-powered vehicle, and includes a receiving unit configured to receive first information regarding the balance of load in the fore-and-aft direction of an object including at least a portion of the human-powered vehicle, a creating unit configured to create alarm information regarding the balance of load in the fore-and-aft direction of the object in accordance with the first information, and an alarm unit configured to notify the alarm information. According to the notification device of the first aspect, the notification unit allows the user to grasp notification information related to the balance of loads in the fore-and-aft direction of the object. Therefore, convenience can be improved by using information related to the load of the human-powered vehicle. According to the notification device of the first aspect, notification information can be created using first information related to the load in the fore-and-aft direction of the object, where the object includes at least a part of the human-powered vehicle.

[0006] In a second aspect of the alarm device according to the first aspect of the present disclosure, the alarm device further includes a memory unit configured to store second information regarding the balance of the load of the object, wherein the creation unit is configured to create comparison information between the first information and the second information, and the alarm information includes the comparison information. According to the notification device of the second aspect, the notification unit allows the user to grasp the comparative information.

[0007] An alarm device according to a third aspect of the present disclosure is an alarm device for a human-powered vehicle, and includes: a receiving unit configured to receive first information regarding a load in the fore-and-aft direction of an object including at least one of at least a portion of the human-powered vehicle and at least a portion of an occupant of the human-powered vehicle; a memory unit configured to store second information regarding the load of the object; a creation unit configured to create alarm information; and an alarm unit configured to alert the alarm information, wherein the alarm information includes comparison information between the first information and the second information. According to the notification device of the third aspect, the user can grasp the comparative information through the notification unit, and therefore, the information regarding the load of the human-powered vehicle can be used to improve convenience.

[0008] In the notification device of the fourth aspect according to the third aspect of the present disclosure, the object includes at least a part of the human-powered vehicle. According to the notification device of the fourth aspect, the comparison information can be created using first information related to the load in the front-rear direction of the object, the object including at least a part of the human-powered vehicle.

[0009] In the notification device of a fifth aspect according to the third or fourth aspect of the present disclosure, the comparison information includes information regarding a balance of loads in a front-rear direction of the object. According to the notification device of the fifth aspect, the notification unit allows the user to grasp information regarding the balance of loads in the front-rear direction of the object.

[0010] In the notification device of the sixth aspect according to the fifth aspect of the present disclosure, the comparison information includes a position of a center of gravity of the object in a front-rear direction. According to the notification device of the sixth aspect, the notification unit allows the user to know the position of the center of gravity of the object in the front-rear direction.

[0011] In the notification device of a seventh aspect according to the third or fourth aspect of the present disclosure, the comparison information includes a position of a center of gravity of a passenger in a front-to-rear direction of the human-powered vehicle. According to the notification device of the seventh aspect, the notification unit allows the user to know the position of the center of gravity of the passenger in the fore-and-aft direction of the human-powered vehicle.

[0012] In an eighth aspect of the alarm device according to any one of the second and fifth to seventh aspects of the present disclosure, the second information includes information regarding the balance of load in the fore-and-aft direction of the object, and the comparison information includes suggestion information for bringing the balance of load in the fore-and-aft direction of the object closer to the balance of load in the fore-and-aft direction of the object included in the second information. According to the notification device of the eighth aspect, the user can grasp the suggestive information from the notification unit, which makes it easier for the user to drive the human-powered vehicle so as to approach the balance of the load in the fore-and-aft direction of the object included in the second information.

[0013] In the notification device of a ninth aspect according to any one of the second and fifth to eighth aspects of the present disclosure, the storage unit is configured to store a plurality of pieces of second information associated with pitch angles of the human-powered vehicle, and the creation unit creates a notification device by combining the first information and the second information corresponding to the pitch angle of the human-powered vehicle. and The comparison information is generated based on the above-mentioned comparison information. According to the notification device of the ninth aspect, the notification unit allows the user to grasp the comparative information of the second information according to the pitch angle of the human-powered vehicle.

[0014] In the notification device of a tenth aspect according to any one of the first to ninth aspects of the present disclosure, the notification unit is configured to notify information relating to a pitch angle of the human-powered vehicle. According to the notification device of the tenth aspect, the notification unit allows the user to grasp information relating to the pitch angle of the human-powered vehicle.

[0015] In an alarm device according to an eleventh aspect of the present disclosure, the alarm unit includes at least one of a display device, a sound device, and a vibration device. According to the notification device of the eleventh aspect, the user can easily grasp information by using at least one of the display device, the sound device, and the vibration device.

[0016] In a notification device of a twelfth aspect according to any one of the first to eleventh aspects of the present disclosure, the notification unit includes a display device, and the display device is configured to display an image showing the human-powered vehicle. According to the notification device of the twelfth aspect, the user can easily grasp the information through the image.

[0017] In the alarm device of a thirteenth aspect according to any one of the first to twelfth aspects of the present disclosure, the receiving unit is configured to receive second information regarding the balance of load in the left-right direction of an object including at least a part of the human-powered vehicle, and the creating unit is configured to create the alarm information including information regarding the balance of load in the left-right direction of the object in accordance with the second information. According to the notification device of the thirteenth aspect, the notification unit allows the user to grasp information regarding the balance of loads in the left-right direction of the object.

[0018] An alarm system according to a fourteenth aspect of the present disclosure is an alarm system for a human-powered vehicle, and includes an alarm device for a human-powered vehicle described in any one of the first to fourteenth aspects, and a detection unit configured to transmit the first information to the receiving unit. According to the notification system of the fourteenth aspect, the first information can be suitably detected by the detection unit.

[0019] A control device according to a fifteenth aspect of the present disclosure is a control device for a human-powered vehicle, the human-powered vehicle including a first wheel to which a first motor is connected and a second wheel to which a second motor is connected, and configured to transmit human-powered driving force to at least one of the first wheel and the second wheel, and the control device including a control unit configured to control at least one of the first motor and the second motor in response to an output of a detection unit configured to detect information regarding the load of an object including the human-powered vehicle and at least one of the occupants of the human-powered vehicle. According to the control device of the fifteenth aspect, the first motor and the second motor can be suitably controlled in accordance with information relating to the load of the object, thereby improving convenience by using information relating to the load of the human-powered vehicle.

[0020] In the control device of the sixteenth aspect according to the fifteenth aspect of the present disclosure, the detection unit further includes a first detection unit provided in a first portion of the human-powered vehicle, and a second detection unit provided in a second portion different from the first detection unit in the fore-and-aft direction of the human-powered vehicle. According to the control device of the sixteenth aspect, the first detection unit and the second detection unit can preferably detect information regarding the load of a first portion in the fore-and-aft direction of the human-powered vehicle and information regarding the load of a second portion different from the first portion.

[0021] In the control device of the 17th aspect according to the 16th aspect of the present disclosure, the first detection unit is configured to detect information regarding a first load applied to the first part, the second detection unit is configured to detect information regarding a second load applied to the second part, and the control unit is configured to control at least one of the first motor and the second motor according to the information regarding the first load and the information regarding the second load. According to the control device of the seventeenth aspect, at least one of the first motor and the second motor can be suitably controlled in accordance with information relating to the first load and information relating to the second load.

[0022] In the control device of an eighteenth aspect according to a seventeenth aspect of the present disclosure, the control unit is configured to be able to control the first motor and the second motor so as to impart a propulsive force to the human-powered vehicle. According to the control device of the eighteenth aspect, at least one of the first motor and the second motor capable of applying a propulsive force to the human-powered vehicle can be suitably controlled in accordance with information relating to the first load and information relating to the second load.

[0023] In the control device of the 19th aspect according to the 18th aspect of the present disclosure, the control unit is configured to be able to control the first motor and the second motor so that, when the first load is greater than the second load, a first assist state is reached in which the assist force by the first motor is greater than the assist force by the second motor. According to the control device of the nineteenth aspect, when the first load is greater than the second load, a first assist state can be established in which the assist force of the first motor is greater than the assist force of the second motor. This increases the propulsive force of the human-powered vehicle imparted by the first motor. This prevents a shortage of driving force in the first wheel connected to the first motor.

[0024] In the control device of the 20th aspect according to the 18th or 19th aspect of the present disclosure, the control unit is configured to be able to control the first motor and the second motor so that, when the first load is smaller than the second load, a second assist state is entered in which the assist force by the first motor is smaller than the assist force by the second motor. According to the control device of the twentieth aspect, when the first load is smaller than the second load, a second assist state can be established in which the assist force of the first motor is smaller than the assist force of the second motor. This increases the propulsive force of the human-powered vehicle imparted by the second motor. This reduces the driving force of the first wheel connected to the first motor.

[0025] In the control device of a 21st aspect according to any one of the 17th to 20th aspects of the present disclosure, the control unit is configured to perform regenerative braking on at least one of the first motor and the second motor. According to the control device of the twenty-first aspect, at least one of the first motor and the second motor capable of regenerative braking can be suitably controlled in accordance with information relating to the first load and information relating to the second load.

[0026] In the control device of the 22nd aspect according to the 21st aspect of the present disclosure, the control unit is configured to be able to control the first motor and the second motor so that the regenerative braking force of the first motor is greater than the regenerative braking force of the second motor when the first load is greater than the second load. According to the control device of the twenty-second aspect, when the first load is greater than the second load, the regenerative braking force of the first motor can be made greater than the regenerative braking force of the second motor, thereby enabling the first wheel connected to the first motor to be braked effectively.

[0027] In the control device of the 23rd aspect according to the 21st or 22nd aspect of the present disclosure, the control unit is configured to be able to control the first motor and the second motor so that the regenerative braking force of the first motor is smaller than the regenerative braking force of the second motor when the first load is smaller than the second load. According to the control device of the twenty-third aspect, when the first load is smaller than the second load, the regenerative braking force of the first motor can be made smaller than the regenerative braking force of the second motor, thereby enabling the second wheel connected to the second motor to be braked effectively.

[0028] In the control device of the 24th aspect according to any one of the 21st to 23rd aspects of the present disclosure, the control device further includes a pitch angle detection unit configured to detect a pitch angle of the human-powered vehicle, and the control unit is configured to put at least one of the first motor and the second motor into a regenerative state when the pitch angle of the human-powered vehicle is less than a first pitch angle. According to the control device of the 24th aspect, when the pitch angle of the human-powered vehicle is less than the first pitch angle, at least one of the first motor and the second motor is put into a regenerative state, so that when the human-powered vehicle is in a state where the pitch angle is less than the first pitch angle, at least one of the first wheel connected to the first motor and the second wheel connected to the second motor can be braked.

[0029] In the control device of aspect 25 according to any one of aspects 17 to 23 of the present disclosure, the control device further includes a pitch angle detection unit configured to detect a pitch angle of the human-powered vehicle, and the control unit is configured to control at least one of the first motor and the second motor according to a ratio between the first load and the second load and the pitch angle of the human-powered vehicle. According to the control device of the twenty-fifth aspect, at least one of the first motor and the second motor can be suitably controlled in accordance with the ratio between the first load and the second load and the pitch angle of the human-powered vehicle. [Effects of the Invention]

[0030] The warning device for a human-powered vehicle, the warning system for a human-powered vehicle, and the control device for a human-powered vehicle according to the present disclosure can suitably use the load of the human-powered vehicle. [Brief explanation of the drawings]

[0031] [Figure 1]1 is a side view of a human-powered vehicle including a notification system for a human-powered vehicle according to a first embodiment. [Figure 2] FIG. 2 is a block diagram showing the electrical configuration of the notification system according to the first embodiment. [Figure 3] 3 is a flowchart of a process for notifying notification information executed by the first control unit in FIG. 2; [Figure 4] 3 is a schematic diagram showing a first example of an image notified by the notifying unit of FIG. 2; FIG. [Figure 5] 3 is a schematic diagram showing a second example of an image notified by the notifying unit of FIG. 2; [Figure 6] 10 is a flowchart of a process for notifying notification information executed by a first control unit according to a second embodiment. [Figure 7] FIG. 10 is a schematic diagram showing a first example of an image notified by a notifying unit according to the second embodiment. [Figure 8] FIG. 10 is a schematic diagram showing a second example of an image notified by the notifying unit of the second embodiment. [Figure 9] FIG. 10 is a block diagram showing the electrical configuration of a notification system according to a third embodiment. [Figure 10] 10 is a flowchart of a process for controlling the first motor and the second motor, which is executed by the control unit of FIG. 9; [Figure 11] FIG. 11 is a schematic diagram showing a third example of an image notified by the notifying unit of the third embodiment. [Figure 12] FIG. 10 is a block diagram showing the electrical configuration of a notification system according to a fourth embodiment. [Figure 13] 10 is a flowchart of a process for changing the regenerative states of the first motor and the second motor, which is executed by the control unit of FIG. 9; [Figure 14] FIG. 4 is a block diagram showing the electrical configuration of a notification system according to a modified example of the first embodiment. [Figure 15] 10 is a flowchart of a process of notifying notification information executed by a first control unit according to a modification of the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0032] (First embodiment) A first embodiment of a human-powered vehicle notification system 40 and a human-powered vehicle control device 70 will be described with reference to FIGS. 1 to 5. Hereinafter, the human-powered vehicle notification system 40 will be simply referred to as the notification system 40. The human-powered vehicle 10 is a vehicle that can be driven at least by human power. Examples of human-powered vehicles 10 include various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbent bikes, as well as electric bicycles (E-bikes). The number of wheels in the human-powered vehicle 10 is not limited, and includes, for example, unicycles and vehicles with three or more wheels. Electric bicycles include power-assisted bicycles that use an electric motor to assist the vehicle's propulsion. In the following embodiments, the human-powered vehicle 10 will be described as a bicycle.

[0033] The human-powered vehicle 10 includes a first wheel 12A and a second wheel 12B. In this embodiment, the first wheel 12A includes a front wheel, and the second wheel 12B includes a rear wheel. The human-powered vehicle 10 also includes a crank 14. The human-powered vehicle 10 also includes a frame 16. Human-powered force is input to the crank 14. The crank 14 includes a crankshaft 14A that is rotatable relative to the frame 16, and crank arms 14B that are respectively provided at axial ends of the crankshaft 14A. Pedals 18 are respectively connected to each crank arm 14B. In this embodiment, the rear wheels are drive wheels. The drive wheels are driven by rotation of the crank 14. The drive wheels are supported by the frame 16. The crank 14 and drive wheels are connected by a drive mechanism 20. The drive mechanism 20 includes a first rotor 22 that is coupled to the crankshaft 14A. The crankshaft 14A and the first rotating body 22 may be coupled via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 22 forward when the crank 14 rotates forward, and to prevent the first rotating body 22 from rotating backward when the crank 14 rotates backward. The first rotating body 22 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 20 further includes a second rotating body 24 and a connecting member 26. The connecting member 26 transmits the rotational force of the first rotating body 22 to the second rotating body 24. The connecting member 26 includes, for example, a chain, a belt, or a shaft.

[0034] The second rotating body 24 is connected to the drive wheel. The second rotating body 24 includes a sprocket, a pulley, or a bevel gear. A second one-way clutch is preferably provided between the second rotating body 24 and the drive wheel. The second one-way clutch is configured to rotate the drive wheel forward when the second rotating body 24 rotates forward, and to prevent the drive wheel from rotating backward when the second rotating body 24 rotates backward.

[0035] The second wheel 12B may include a front wheel, and the first wheel 12A may include a rear wheel. The front wheel is attached to the frame 16 via a front fork 28. A handlebar 30 is connected to the front fork 28 via a stem 32. In the following embodiments, the rear wheel will be described as the drive wheel, but the front wheel may be the drive wheel, or both the front and rear wheels may be drive wheels.

[0036] The human-powered vehicle 10 includes a battery 34 for the human-powered vehicle. The battery 34 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 34 is configured to supply power to the notification system 40. The battery 34 is configured to supply power to each component of the notification system 40. The battery 34 may be communicably connected to a first control unit 54 of the notification device 50 via an electric wire or a wireless communication unit. The battery 34 may be configured to be communicable with the first control unit 54 by, for example, power line communication (PLC). The battery 34 may be provided in the notification device 50.

[0037] The notification system 40 includes a notification device 50 for a human-powered vehicle and a detection unit 42. The detector 42 is configured to transmit first information to the receiver 52. The first information relates to the balance of load in the fore-and-aft direction of an object including at least a portion of the human-powered vehicle 10. The detector 42 is configured to detect a parameter related to the balance of load in the fore-and-aft direction of an object including at least a portion of the human-powered vehicle 10. The balance of load in the fore-and-aft direction of an object including at least a portion of the human-powered vehicle 10 varies depending on the attitude of the human-powered vehicle 10 relative to a horizontal plane or road surface, and the riding posture of the occupant. The detector 42 preferably includes a first detector 44 provided in a first portion of the human-powered vehicle 10, and a second detector 46 provided in a second portion of the human-powered vehicle 10 different from the first detector 44 in the fore-and-aft direction. In one example, the first portion includes a portion forward of the second portion in the fore-and-aft direction of the human-powered vehicle 10.

[0038] The parameters related to the load balance in the longitudinal direction include a first load G1 applied to the first portion and a second load G2 applied to the second portion. The first detection unit 44 is configured to detect information related to the first load G1 applied to the first portion of the human-powered vehicle 10. The second detection unit 46 is configured to detect information related to the second load G2 applied to the second portion of the human-powered vehicle 10. The first detection unit 44 includes, for example, at least one of a strain sensor, an air pressure sensor, and a pressure sensor. The second detection unit 46 includes, for example, at least one of a strain sensor, an air pressure sensor, and a pressure sensor. The first detection unit 44 and the second detection unit 46 are each configured to output a signal corresponding to the load. The strain sensor includes, for example, at least one of a metal strain gauge and a semiconductor strain gauge.

[0039] The first detection unit 44 may be provided, for example, on the axle of the first wheel 12A. When the first detection unit 44 is provided on the axle of the first wheel 12A, the first detection unit 44 includes a strain sensor or a pressure sensor. The first detection unit 44 is provided on the axle of the first wheel 12A and configured to output a signal corresponding to the strain or pressure caused by the load applied to the axle of the first wheel 12A. When the first detection unit 44 is provided on the axle of the first wheel 12A, the first portion of the human-powered vehicle 10 corresponds to the axle of the first wheel 12A. The load applied to the axle of the first wheel 12A corresponds to the first load G1. The first detection unit 44 or the first control unit 54 of the alarm device 50 is configured to calculate the first load G1 based on the signal corresponding to the strain or pressure caused by the load applied to the axle of the first wheel 12A. When the load sensor is installed on the axle of the first wheel 12A, the first load G1 corresponds to the load acting on the first part of the human-powered vehicle 10 out of the total load depending on the weight of the human-powered vehicle 10 excluding the first wheel 12A and the weight of the passenger.

[0040] The first detection unit 44 may be provided, for example, on the tire or rim of the first wheel 12A. When the first detection unit 44 is provided on the tire or rim of the first wheel 12A, the first detection unit 44 includes an air pressure sensor. The first detection unit 44 is provided, for example, on the tire or rim of the first wheel 12A and configured to output a signal corresponding to the tire air pressure. When the first detection unit 44 is provided on the first wheel 12A, the first portion of the human-powered vehicle 10 corresponds to the first wheel 12A. The first detection unit 44 or the first control unit 54 of the alarm device 50 is configured to calculate a first load G1 based on the signal corresponding to the tire air pressure of the first wheel 12A. When an air pressure sensor is provided on the first wheel 12A, the first load G1 corresponds to the load acting on the first portion of the human-powered vehicle 10 out of the total load corresponding to the weight of the human-powered vehicle 10 and the weight of the passenger.

[0041] The first detection unit 44 may be provided on, for example, the frame 16. When the first detection unit 44 is provided on the frame 16, the first detection unit 44 includes a strain sensor or a pressure sensor. The first detection unit 44 is configured to output a signal corresponding to strain or pressure caused by a load applied to the frame 16. When the first detection unit 44 is provided on the frame 16, the first portion corresponds to the portion of the frame 16 on which the first detection unit 44 is provided. The first detection unit 44 or the first control unit 54 of the alarm device 50 is configured to calculate the first load G1 based on the signal corresponding to strain or pressure caused by the load applied to the frame 16. When the first detection unit 44 includes a strain sensor, the first load G1 corresponds to a load applied to a first portion of the total load corresponding to the weight of the human-powered vehicle 10 excluding the first wheel 12A and the second wheel 12B and the weight of the passenger.

[0042] The second detection unit 46 may be provided, for example, on the axle of the second wheel 12B. When the second detection unit 46 is provided on the axle of the second wheel 12B, the second detection unit 46 includes a strain sensor or a pressure sensor. The second detection unit 46 is provided on the axle of the second wheel 12B and configured to output a signal corresponding to the strain or pressure caused by the load applied to the axle of the second wheel 12B. When the second detection unit 46 is provided on the axle of the second wheel 12B, the second portion of the human-powered vehicle 10 corresponds to the axle of the second wheel 12B. The load applied to the axle of the second wheel 12B corresponds to the second load G2. The second detection unit 46 or the first control unit 54 of the notification device 50 is configured to calculate the second load G2 based on the signal corresponding to the strain or pressure caused by the load applied to the axle of the second wheel 12B. When the load sensor is installed on the axle of the second wheel 12B, the second load G2 corresponds to the load acting on the second part of the human-powered vehicle 10 out of the total load depending on the weight of the human-powered vehicle 10 excluding the second wheel 12B and the weight of the passenger.

[0043] The second detection unit 46 may be provided, for example, on the tire or rim of the second wheel 12B. When the second detection unit 46 is provided on the tire or rim of the second wheel 12B, the second detection unit 46 includes an air pressure sensor. The second detection unit 46 is provided, for example, on the tire or rim of the second wheel 12B and configured to output a signal corresponding to the tire air pressure. When the second detection unit 46 is provided on the second wheel 12B, the second portion of the human-powered vehicle 10 corresponds to the second wheel 12B. The second detection unit 46 or the first control unit 54 of the alarm device 50 is configured to calculate the second load G2 based on the signal corresponding to the tire air pressure of the second wheel 12B. When the air pressure sensor is provided on the second wheel 12B, the second load G2 corresponds to the load acting on the second portion of the human-powered vehicle 10 out of the total load corresponding to the weight of the human-powered vehicle 10 and the weight of the passenger.

[0044] The second detection unit 46 may be provided on, for example, the frame 16. When the second detection unit 46 is provided on the frame 16, the second detection unit 46 includes a strain sensor or a pressure sensor. The second detection unit 46 is configured to output a signal corresponding to the strain or pressure caused by the load applied to the frame 16. When the second detection unit 46 is provided on the frame 16, the second portion corresponds to the portion of the frame 16 on which the second detection unit 46 is provided. The second detection unit 46 or the first control unit 54 of the alarm device 50 is configured to calculate the second load G2 based on the signal corresponding to the strain or pressure caused by the load applied to the frame 16. When the second detection unit 46 includes a strain sensor, the second load G2 corresponds to a load applied to a second portion of the total load corresponding to the weight of the human-powered vehicle 10 excluding the first wheel 12A and the second wheel 12B and the weight of the passenger.

[0045] One of the first detection unit 44 and the second detection unit 46 may be provided on at least one of the crank 14, the pedal 18, the saddle 36, the seat post 38, and the handlebar 30. When one of the first detection unit 44 and the second detection unit 46 is provided on at least one of the crank 14, the pedal 18, the saddle 36, the seat post 38, and the handlebar 30, one of the first detection unit 44 and the second detection unit 46 includes a strain sensor or a pressure sensor. When one of the first detection unit 44 and the second detection unit 46 is provided on at least one of the crank 14, the pedal 18, the saddle 36, the seat post 38, and the handlebar 30, one of the first detection unit 44 and the second detection unit 46 is configured to detect a load corresponding to the rider's weight acting on at least one of the crank 14, the pedal 18, the saddle 36, the seat post 38, and the handlebar 30. In this case, one of the first load G1 detected by the first detection unit 44 and the second load G2 detected by the second detection unit 46 corresponds to the load acting on one of the first and second parts of the load according to the weight of the occupant, and the other of the first load G1 detected by the first detection unit 44 and the second load G2 detected by the second detection unit 46 corresponds to the load acting on one of the first and second parts of the object including at least a part of the human-powered vehicle 10.

[0046] The notification device 50 includes a receiving unit 52, a creating unit 54A, and a notification unit 56. The receiving unit 52 is configured to receive first information. The creating unit 54A is configured to create notification information related to the balance of loads in the front-to-rear direction of the object in accordance with the first information. The notification unit 56 is configured to notify the notification information.

[0047] The notification unit 56 includes at least one of a display device 56A, a sound device 56B, and a vibration device 56C. The notification unit 56 preferably includes a display device 56A. The display device 56A is configured to display an image 56P that shows the human-powered vehicle 10. The notification unit 56 is provided on the handlebar 30, for example. The notification device 50 may include a cycle computer or a smartphone.

[0048] The alarm device 50 preferably includes a first control unit 54. The first control unit 54 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The first control unit 54 may include one or more microcomputers. At least a portion of the first control unit 54 may be provided in the housing in which the alarm unit 56 is provided, or may be provided separately from the alarm unit 56. In the present embodiment, the creation unit 54A is included in the first control unit 54. The creation unit 54A is configured, for example, by an arithmetic processing unit included in the first control unit 54. The creation unit 54A may be provided separately from the first control unit 54. When the creation unit 54A is provided separately from the first control unit 54, the creation unit 54A includes an arithmetic processing unit separate from the arithmetic processing unit included in the first control unit 54.

[0049] The alarm device 50 preferably further includes a storage unit 58. The storage unit 58 stores various control programs and information used for various control processes. The storage unit 58 includes, for example, a non-volatile memory and a volatile memory. At least a portion of the storage unit 58 may be provided in the housing in which the alarm unit 56 is provided, or may be provided separately from the alarm unit 56.

[0050] The receiving unit 52 is configured to receive a signal from the detecting unit 42. The receiving unit 52 may be configured to be connected to the detecting unit 42 and receive the first information from the detecting unit 42, or may be configured to receive the first information related to the detection result of the detecting unit 42 via another device. The receiving unit 52 may include a wired communication unit or a wireless communication unit. The wireless communication unit is configured to receive the first information wirelessly. Examples of standards for wireless communication performed by the wireless communication unit are ANT+ (registered trademark) or Bluetooth (registered trademark). The alarm device 50 may include a transmitting unit configured to transmit information. The receiving unit 52 may be provided in the housing in which the alarm unit 56 is provided, or may be provided separately from the alarm unit 56.

[0051] The storage unit 58 is configured to store second information related to the load balance of the object. The creation unit 54A is configured to create comparison information between the first information and the second information. The notification information includes the comparison information. Preferably, the first information, when a passenger is aboard the human-powered vehicle 10, relates to the load balance in the fore-and-aft direction of the object, including at least a portion of the human-powered vehicle 10 and at least a portion of the passenger. In this embodiment, when the first information relates to the load balance in the fore-and-aft direction of the object, including at least a portion of the human-powered vehicle 10 and the passenger, the comparison information includes information related to the position GX of the center of gravity in the fore-and-aft direction of the object, including at least a portion of the human-powered vehicle 10 and the passenger. Preferably, the second information includes information related to the load balance in the fore-and-aft direction of the object, and the comparison information preferably includes suggestion information for bringing the load balance in the fore-and-aft direction of the object closer to the load balance in the fore-and-aft direction of the object included in the second information. The second information includes, for example, information related to the position GX of the center of gravity in the fore-and-aft direction of the human-powered vehicle 10 that is suitable for traveling of the human-powered vehicle 10. The second information preferably includes information about an appropriate position GX of the center of gravity in the fore-and-aft direction of the human-powered vehicle 10 for at least one of the driving state and driving environment of the human-powered vehicle 10. The second information is created in advance, for example, using driving data of an advanced rider. The second information includes a numerical value V2 associated with the position GX of the center of gravity in the fore-and-aft direction of the human-powered vehicle 10, and the numerical value V2 may be stored in the memory unit 58.

[0052] The position GX of the center of gravity in the longitudinal direction of the human-powered vehicle 10 is indicated, for example, by the ratio between the first load G1 and the second load G2. For example, when the first load G1 and the second load G2 are equal, the position GX of the center of gravity corresponds to a midpoint between the first and second portions of the human-powered vehicle 10 in the longitudinal direction. For example, when the second load G2 is 0 (zero) and the first load G1 is greater than 0 (zero), the position GX of the center of gravity corresponds to a position including the first portion of the human-powered vehicle 10 in the longitudinal direction. For example, when the first load G1 is 0 (zero) and the second load G2 is greater than 0 (zero), the position GX of the center of gravity corresponds to a position including the second portion of the human-powered vehicle 10 in the longitudinal direction. When the second information includes a numerical value V2, the numerical value V2 may be a ratio of the first load G1 to the sum of the first load G1 and the second load G2.

[0053] The creation unit 54A is preferably configured to create balance information from the first information that can be compared with the second information, and to create comparison information by comparing the second information with the balance information. For example, when the second information includes a numerical value V2, the creation unit 54A is configured to calculate a numerical value V1 to be compared with the numerical value V2 from the first load G1 and the second load G2 included in the first information. The balance information includes the numerical value V1. The creation unit 54A is configured to create the comparison information based on the result of comparing the second information with the balance information. When the second information includes the numerical value V2, the comparison information may include a difference D between the numerical values ​​V1 and V2 and may include information for creating at least one of an image 56P, a sound, and a vibration that allows the user to understand the difference D between the numerical values ​​V1 and V2. The suggestion information may include information for creating at least one of an image 56P, a sound, and a vibration that allows the user to understand a driving operation to bring the numerical value V1 closer to the numerical value V2. When the comparison information includes information that allows the user to grasp the driving operation for bringing the value V1 closer to the value V2, the notification unit 56 can also notify the user of the suggestion information by notifying the user of the comparison information.

[0054] If the notification unit 56 includes a sound device 56B, the sound device 56B is configured to notify the comparison information or suggestion information by sounds such as, for example, "Please move the center of gravity rearward" and "The center of gravity is misaligned from the ideal position." If the notification unit 56 includes a vibration device 56C, multiple vibration devices 56C are provided, for example, at two or more locations on the human-powered vehicle 10 and configured to vibrate in response to the comparison information. Examples of combinations of locations where multiple vibration devices 56C are provided include the combination of the handlebar 30 and the pedals 18, the combination of the handlebar 30 and the saddle 36 or the seat post 38, and the combination of the handlebar 30, the pedals 18, and the saddle 36 or the seat post 38. For example, when the load position GX moves forward, the vibration device 56C provided on the handlebar 30 among the multiple vibration devices 56C vibrates, while the other vibration devices 56C do not vibrate. For example, when the load position GX moves rearward, the vibration device 56C provided on at least one of the pedal 18 and the saddle 36 or the seat post 38 vibrates, while the other vibration devices 56C do not vibrate. The vibration device 56C includes, for example, an electric motor and a weight provided on the rotation shaft of the electric motor.

[0055] The vibration device 56C may be provided only on the handlebar 30. When the vibration device 56C is provided only on the handlebar 30, the vibration device 56C may be configured to provide notification information using at least one of the magnitude and period of vibration. For example, the vibration device 56C may be configured to decrease the vibration when the load position GX moves forward, increase the vibration when the load position GX moves rearward, and stop the vibration when the difference D becomes equal to or less than a predetermined value D. For example, the vibration device 56C may be configured to increase the vibration when the load position GX moves forward, decrease the vibration when the load position GX moves rearward, and stop the vibration when the difference D becomes equal to or less than a predetermined value D. For example, the vibration device 56C may be configured to decrease the vibration period when the load position GX moves forward, increase the vibration period when the load position GX moves rearward, and stop the vibration when the difference D becomes equal to or less than a predetermined value D. For example, the vibration device 56C may be configured so that the period of vibration increases as the load position GX moves forward and decreases as the load position GX moves rearward, and so that the vibration stops when the difference D becomes equal to or less than a predetermined value D. When the vibration device 56C is provided only on the handlebar 30, the vibration device 56C may be provided on each of the right and left grips of the handlebar 30, and so that when the load position GX shifts forward, the vibration device 56C provided on one of the right and left grips of the handlebar 30 vibrates, and when the load position GX shifts rearward, the vibration device 56C provided on the other of the right and left grips of the handlebar 30 vibrates. For example, the vibration device 56C on the right grip vibrates when the load position GX moves forward, and the vibration device 56C on the left grip vibrates when the load position GX moves rearward, and so that when the difference D becomes equal to or less than a predetermined value D, the vibration devices 56C on both the right and left grips stop vibrating.

[0056] The notification system 40 preferably further includes a pitch angle detection unit 48. The pitch angle detection unit 48 is configured to output information related to the pitch angle of the human-powered vehicle 10. The pitch angle detection unit 48 includes, for example, an inclination sensor. The inclination sensor includes, for example, at least one of a gyro sensor and an acceleration sensor. The gyro sensor preferably includes a three-axis gyro sensor. The gyro sensor is preferably configured to detect the yaw angle of the human-powered vehicle 10, the roll angle of the human-powered vehicle 10, and the pitch angle DA of the human-powered vehicle 10. The three axes of the gyro sensor are preferably provided on the human-powered vehicle 10 so as to align with the front-to-rear, left-to-right, and up-to-down directions of the human-powered vehicle 10 when the human-powered vehicle 10 is placed upright with its front and rear wheels on a horizontal surface. The gyro sensor may include a one-axis gyro sensor or a two-axis gyro sensor. When the notification system 40 includes a pitch angle detection unit 48, the receiving unit 52 is preferably configured to be able to receive information related to the pitch angle from the pitch angle detection unit 48. The pitch angle detection unit 48 includes a GPS (Global Positioning System) receiving device and a storage unit that stores map data including road inclination information, and detects the pitch angle from the position information acquired by the GPS receiving device and the road inclination information included in the map data. Seki The device may be configured to output information indicating the

[0057] The storage unit 58 is preferably configured to store multiple pieces of second information associated with the pitch angle DA of the human-powered vehicle 10, and the creation unit 54A is preferably configured to create comparison information between the first information and the second information according to the pitch angle DA of the human-powered vehicle 10. For example, the storage unit 58 stores relationship information that associates the pitch angle DA with the second information. The relationship information includes, for example, a table that associates the pitch angle DA with the second information. The relationship information may include at least one of a function, a graph, and a map. The notification unit 56 is preferably configured to notify information related to the pitch angle DA of the human-powered vehicle 10.

[0058] The process of notifying notification information will be described with reference to Fig. 3. When power is supplied to the first control unit 54, the first control unit 54 starts the process and proceeds to step S11 of the flowchart shown in Fig. 3. When the flowchart of Fig. 3 ends, the first control unit 54 repeats the process from step S11 after a predetermined period until the supply of power is stopped.

[0059] In step S11, the first control unit 54 acquires information about the pitch angle DA and proceeds to step S12. Specifically, the first control unit 54 acquires the information about the pitch angle DA that the receiving unit 52 receives from the pitch angle detecting unit 48. The first control unit 54 may store the information about the pitch angle DA transmitted from the pitch angle detecting unit 48 to the receiving unit 52 in the storage unit 58 and acquire the information about the pitch angle DA stored in the storage unit 58. The first control unit 54 may transmit a command signal to the pitch angle detecting unit 48 to transmit the information about the pitch angle DA, and acquire the information about the pitch angle DA transmitted from the pitch angle detecting unit 48 via the receiving unit 52.

[0060] In step S12, the first control unit 54 acquires second information corresponding to the information related to the pitch angle DA, and proceeds to step S13. Specifically, in step S12, the first control unit 54 acquires the second information corresponding to the information related to the pitch angle DA acquired in step S12, based on relationship information that associates the information related to the pitch angle DA and the second information stored in the storage unit 58.

[0061] In step S13, the first control unit 54 acquires the first information and proceeds to step S14. Specifically, in step S13, the first control unit 54 acquires the information about the first load G1 and the information about the second load G2 received by the receiving unit 52 from the first detection unit 44 and the second detection unit 46. The first control unit 54 may store the information about the first load G1 and the information about the second load G2 transmitted from the first detection unit 44 and the second detection unit 46 to the receiving unit 52 in the memory unit 58, and acquire the information about the first load G1 and the information about the second load G2 stored in the memory unit 58. The first control unit 54 may transmit a command signal to the first detection unit 44 and the second detection unit 46 to transmit the information about the first load G1 and the information about the second load G2, and acquire the information about the first load G1 and the information about the second load G2 transmitted from the first detection unit 44 and the second detection unit 46 via the receiving unit 52.

[0062] In step S14, the first control unit 54 creates balance information and comparison information, and then proceeds to step S15. For example, the first control unit 54 creates the balance information by creating a numerical value V1 from the information related to the first load G1 and the information related to the second load G2 acquired in step S13. For example, the first control unit 54 creates the comparison information by calculating the difference D between the numerical value V1 included in the created balance information and the numerical value V2 included in the second information acquired in step S12.

[0063] In step S15, the first control unit 54 determines whether the difference D between the numerical value V1 included in the comparison information and the numerical value V2 included in the second information is equal to or greater than a predetermined value DX. If the difference D between the numerical value V1 included in the comparison information and the numerical value V2 included in the second information is equal to or greater than the predetermined value DX, the first control unit 54 proceeds to step S16. In step S16, the first control unit 54 causes the notification unit 56 to notify the information related to the pitch angle DA and the comparison information, and ends the processing. For example, in step S16, the first control unit 54 causes the notification unit 56 to notify the comparison information by sending a signal to the notification unit 56 to create image information representing the difference D between the numerical values ​​V1 and V2. In step S16, the first control unit 54 may create image information representing the difference D between the numerical values ​​V1 and V2 and send the created image information to the notification unit 56, thereby causing the notification unit 56 to notify the comparison information. In step S16, the first control unit 54 may transmit a signal to the notification unit 56 to cause the notification unit 56 to create image information representing the suggestive information, thereby causing the notification unit 56 to notify the suggestive information. In step S16, the first control unit 54 may generate image information representing the suggestive information, and transmit the generated image information to the notification unit 56, thereby causing the notification unit 56 to notify the suggestive information.

[0064] If, in step S15, the difference D between the value V1 included in the comparison information and the value V2 included in the second information is less than a predetermined value DX, the first control unit 54 proceeds to step S17. In step S17, the first control unit 54 causes the notifier 56 to notify information related to the pitch angle DA and the balance information, and ends the processing. For example, in step S17, the first control unit 54 causes the notifier 56 to notify the balance information by sending to the notifier 56 a signal for creating image information representing at least the value V1. In step S17, the first control unit 54 may create image information representing at least the value V1 and send the created image information to the notifier 56, thereby causing the notifier 56 to notify the balance information.

[0065] 4 and 5 show an example of image 56P that includes information about pitch angle DA, comparison information, and suggestion information and is presented by display device 56A. Image 56P presented by display device 56A shown in Figures 4 and 5 includes all of information about pitch angle DA, comparison information, and suggestion information, but image 56P presented by display device 56A may include only one or two of information about pitch angle DA, comparison information, and suggestion information.

[0066] The image 56P includes, for example, a schematic diagram 56W of the human-powered vehicle 10 when viewed from the right, a first image portion 56X showing the center of gravity position GX corresponding to the first information, a second image portion 56Y showing the center of gravity position GX corresponding to the second information, and a third image portion 56Z showing suggestive information. The schematic diagram 56W is displayed to have a tilt angle corresponding to the pitch angle DA. The first image portion 56X is displayed superimposed on the schematic diagram 56W to represent the center of gravity position GX corresponding to the numerical value V1 in the schematic diagram 56W. The first image portion 56X is displayed by a solid line, for example. The solid line is arranged to extend, for example, in the vertical direction of the image 56P. The second image portion 56Y shows the center of gravity position GX corresponding to the numerical value V2 in the schematic diagram 56W. X The second image portion 56Y is displayed superimposed on the schematic diagram 56W to represent the difference between the first and second image portions 56X and 56Y. The second image portion 56Y is displayed, for example, by a virtual line. The virtual line is arranged, for example, to extend in the vertical direction of the image 56P. The first image portion 56X and the second image portion 56Y preferably differ in at least one of color and shape. The third image portion 56Z includes, for example, an arrow pointing from the first image portion 56X to the second image portion 56Y. The third image portion 56Z may be displayed to be larger as the difference D between the numerical value V1 and the numerical value V2 increases.

[0067] When the difference D between numerical values ​​V1 and V2 is less than a predetermined value DX, display device 56A may display image 56P so that schematic diagram 56W and first image portion 56X are included in image 56P, but second image portion 56Y and third image portion 56Z are not included. Display device 56A may notify the user that the difference D between numerical values ​​V1 and V2 is less than predetermined value DX by representing first image portion 56X and second image portion 56Y when the difference D between numerical values ​​V1 and V2 is less than predetermined value DX with a line that has at least one of a different color and a different shape from first image portion 56X and second image portion 56Y when the difference D between numerical values ​​V1 and V2 is equal to or greater than predetermined value DX. For example, when the difference D between the numerical value V1 and the numerical value V2 is equal to or greater than a predetermined value DX, the display device 56A displays the first image portion 56X and the second image portion 56Y in a first color, and when the difference D between the numerical value V1 and the numerical value V2 is less than the predetermined value DX, the display device 56A displays the first image portion 56X and the second image portion 56Y in a second color different from the first color.

[0068] When the notification information is created based on first information regarding the balance of load in the fore-and-aft direction of an object including at least a part of the human-powered vehicle 10, the rider can grasp the balance of load including the weight of the human-powered vehicle 10, making it easier to drive the human-powered vehicle 10 more optimally than when the notification information is created based only on the rider's load balance.

[0069] (Second embodiment) 6 to 8, a description will be given of a notification system 40 of the second embodiment. The notification system 40 of the second embodiment is similar to the notification system 40 of the first embodiment except that it does not notify information related to the pitch angle DA, comparison information, and suggestion information. Therefore, the same reference numerals as in the first embodiment are used for components common to the first embodiment, and redundant explanations will be omitted.

[0070] The process of notifying notification information will be described with reference to Fig. 6. When power is supplied to the first control unit 54, the first control unit 54 starts the process and proceeds to step S21 of the flowchart shown in Fig. 6. When the flowchart of Fig. 6 ends, the first control unit 54 repeats the process from step S21 after a predetermined period until the supply of power is stopped.

[0071] In step S21, the first control unit 54 acquires the first information and proceeds to step S22. Acquisition of the first information is processed in the same manner as in step S13 of the flowchart in FIG. 3. In step S22, the first control unit 54 creates notification information and proceeds to step S23. The notification information created in step S22 includes balance information. The first control unit 54 causes the notification unit 56 to notify the balance information by transmitting a signal to the notification unit 56 to create an image 57P representing at least the numerical value V1. The first control unit 54 may also create image information representing at least the numerical value V1 and transmit the created image information to the notification unit 56 to cause the notification unit 56 to notify the balance information.

[0072] FIG. 7 shows an example of an image 57P including balance information and displayed by the display device 56A. In FIG. 7, the balance information includes information related to the position GX of the center of gravity. The image 57P includes, for example, a schematic diagram 57W of the human-powered vehicle 10 as viewed from the right and a fourth image portion 57X indicating the position GX of the center of gravity. The fourth image portion 57X is displayed, for example, by a solid line. The solid line is arranged, for example, so as to extend in the vertical direction of the image 57P. The image 57P includes at least one of a first indicator portion 57A, a second indicator portion 57B, and a third indicator portion 57C. The first indicator portion 57A is displayed at the position where the fourth image portion 57X is displayed when the position GX of the center of gravity corresponds to the center position between the first and second portions in the longitudinal direction of the human-powered vehicle 10. The second indicator portion 57B is displayed at the position where the fourth image portion 57X is displayed when the position GX of the center of gravity corresponds to a first portion in the longitudinal direction of the human-powered vehicle 10. The third indicator portion 57C is displayed at the position where the fourth image portion 57X is displayed when the position GX of the center of gravity corresponds to a second portion in the longitudinal direction of the human-powered vehicle 10. The first indicator portion 57A, the second indicator portion 57B, and the third indicator portion 57C may include numbers. For example, the first indicator portion 57A may include an image representing the number 0 (zero), the second indicator portion 57B may include an image representing the number 100, and the third indicator portion 57C may include an image representing the number -100. The first indicator portion 57A, the second indicator portion 57B, and the third indicator portion 57C are displayed, for example, by dashed lines. Fourth image portion 57X preferably differs from first indicator portion 57A, second indicator portion 57B, and third indicator portion 57C in at least one of color and shape. The chain lines are arranged to extend, for example, in the vertical direction of image 57P.

[0073] Fig. 8 shows another example of image 57P including balance information and displayed by display device 56 A. In Fig. 8, the balance information includes information regarding first load G1 and information regarding second load G2.

[0074] The image 57P includes, for example, a schematic diagram 57W of the human-powered vehicle 10 when viewed from the right, a fifth image portion 57Y showing the first load G1, and a sixth image portion 57Z showing the second load G2. The fifth image portion 57Y includes an arrow pointing downward from a portion corresponding to the first portion of the schematic diagram 57W. The arrow in the fifth image portion 57Y is displayed, for example, so that it becomes larger as the first load G1 increases. The size of the arrow in the fifth image portion 57Y changes in conjunction with the size of the first load G1, allowing the passenger to intuitively grasp the change in the first load G1. The sixth image portion 57Z includes an arrow pointing downward from a portion corresponding to the second portion of the schematic diagram 57W. The arrow in the sixth image portion 57Z is displayed, for example, so that it becomes larger as the second load G2 increases. 6 Image part 57 Z The size of the arrow is 2 load G 2 Since the second load G2 changes in conjunction with the magnitude of the second load G1, the occupant can intuitively grasp the change in the second load G2.

[0075] (Third embodiment) A control device 70 for a human-powered vehicle according to the third embodiment will be described with reference to Figures 1 and 9 to 11. Components similar to those in the notification system 40 of the first embodiment are given the same reference numerals as in the first embodiment, and redundant explanations will be omitted.

[0076] No. 3 The human-powered vehicle 10 of this embodiment includes a drive system 60 for a human-powered vehicle. The drive system 60 includes a first motor 62 and a second motor 64. The human-powered vehicle 10 includes a first wheel 12A to which the first motor 62 is coupled, and a second wheel 12B to which the second motor 64 is coupled, and is configured so that human-powered driving force is transmitted to at least one of the first wheel 12A and the second wheel 12B. In this embodiment, the first wheel 12A includes a front wheel, and the second wheel 12B includes a rear wheel.

[0077] The first motor 62 is configured to provide propulsive force to the human-powered vehicle 10. The first motor 62 includes an electric motor. The first motor 62 is provided, for example, on the axle of the first wheel 12A. The first motor 62 is preferably an in-wheel motor. A first one-way clutch may be provided in the power transmission path between the first motor 62 and the first wheel 12A so that the first motor 62 is not rotated by the rotational force of the first wheel 12A when the first wheel 12A is rotated in the direction in which the human-powered vehicle 10 moves forward. A reducer may be provided between the first motor 62 and the first wheel 12A, for example, configured to reduce the rotation of the first motor 62 before outputting it.

[0078] The second motor 64 is configured to provide propulsive force to the human-powered vehicle 10. The second motor 64 includes an electric motor. The second motor 64 is provided, for example, on the axle of the second wheel 12B. The second motor 64 is, for example, an in-wheel motor. A second one-way clutch may be provided in the power transmission path between the second motor 64 and the second wheel 12B so that the second motor 64 does not rotate due to the rotational force of the second wheel 12B when the second wheel 12B is rotated in the direction in which the human-powered vehicle 10 moves forward. A reducer may be provided between the second motor 64 and the second wheel 12B, for example, configured to reduce the rotation of the second motor 64 before outputting it.

[0079] The control device 70 includes a control unit 72. The control unit 72 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU or an MPU. The control unit 72 may include one or more microcomputers. At least a portion of the control unit 72 may be provided in at least one of the housing in which the first motor 62 is provided and the housing in which the second motor 64 is provided, or may be provided separately from the housing in which the first motor 62 is provided and the housing in which the second motor 64 is provided.

[0080] The control device 70 preferably further includes a memory unit 74. The memory unit 74 stores various control programs and information used for various control processes. The memory unit 74 includes, for example, a non-volatile memory and a volatile memory. At least a portion of the memory unit 74 may be provided in at least one of the housing in which the first motor 62 is provided and the housing in which the second motor 64 is provided, or may be provided separately from the housing in which the first motor 62 is provided and the housing in which the second motor 64 is provided.

[0081] The control device 70 preferably includes a first drive circuit 76A. The first drive circuit 76A is preferably provided in the housing in which the first motor 62 is provided. The first motor 62 and the first drive circuit 76A constitute a first drive unit. The first drive circuit 76A and a control circuit in the control unit 72 for controlling the first motor 62 may be provided on the same circuit board. The first drive circuit 76A includes an inverter circuit. The first drive circuit 76A is configured to control the power supplied from the battery 34 to the first motor 62. The first drive circuit 76A is communicatively connected to the control circuit in the control unit 72 for controlling the first motor 62 via an electric wire or a wireless communication device. The first drive circuit 76A drives the first motor 62 in response to a control signal from the control unit 72.

[0082] The control device 70 preferably includes a second drive circuit 76B. The second drive circuit 76B is preferably provided in the housing in which the second motor 64 is provided. The second motor 64 and the second drive circuit 76B constitute a second drive unit. The second drive circuit 76B and a control circuit in the control unit 72 for controlling the second motor 64 may be provided on the same circuit board. The second drive circuit 76B includes an inverter circuit. The second drive circuit 76B is configured to control the power supplied from the battery 34 to the second motor 64. The second drive circuit 76B is communicatively connected to the control circuit in the control unit 72 for controlling the second motor 64 via an electric wire or a wireless communication device. The second drive circuit 76B drives the second motor 64 in response to a control signal from the control unit 72.

[0083] The control unit 72 is configured to be able to control the first motor 62 and the second motor 64 to provide propulsive force to the human-powered vehicle 10. The control device 70 is configured to control the first motor 62 and the second motor 64 in accordance with at least one of the vehicle speed of the human-powered vehicle 10, the rotation speed of the crank 14, and the human-powered driving force. The human-powered driving force may be expressed by torque or by power. The control device 70 preferably further includes a vehicle speed sensor 80, a crank rotation sensor 78, and a torque sensor 82. The vehicle speed sensor 80, the crank rotation sensor 78, and the torque sensor 82 are connected to the control unit 72 via electric wires or wireless communication devices.

[0084] The crank rotation sensor 78 is configured to detect information related to the rotation speed of the crank 14. The crank rotation sensor 78 is attached, for example, directly or indirectly, to the frame 16 of the human-powered vehicle 10. The crank rotation sensor 78 includes, for example, a magnetic sensor that outputs a signal corresponding to the strength of a magnetic field. An annular magnet whose magnetic field strength varies circumferentially is provided on the crankshaft 14A, a member that rotates in conjunction with the crankshaft 14A, or the power transmission path from the crankshaft 14A to the first rotating body 22. The crank rotation sensor 78 is configured to output a signal corresponding to the rotation speed of the crank 14. The magnet may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the human-powered driving force from the crankshaft 14A to the first rotating body 22. For example, if a first one-way clutch is not provided between the crankshaft 14A and the first rotating body 22, the magnet may be provided on the first rotating body 22. The crank rotation sensor 78 may include an optical sensor, an acceleration sensor, a torque sensor, etc. instead of a magnetic sensor. The control unit 72 can calculate the rotation speed of the crank 14 based on the information related to the rotation speed of the crank 14.

[0085] The vehicle speed sensor 80 is configured to detect information related to the vehicle speed of the human-powered vehicle 10. The vehicle speed sensor 80 is configured to output a signal corresponding to the rotational speed of the wheels, for example. The control unit 72 can calculate the vehicle speed of the human-powered vehicle 10 based on the rotational speed of the wheels. The vehicle speed sensor 80 preferably includes a magnetic reed constituting a reed switch, or a Hall element. The vehicle speed sensor 80 may be attached to the chainstay of the frame 16 of the human-powered vehicle 10 and configured to detect a magnet attached to the rear wheel, or may be attached to the front fork 28 and configured to detect a magnet attached to the front wheel. The vehicle speed sensor 80 may include a GPS receiver.

[0086] The torque sensor 82 is configured to detect information related to the manual driving force input to the crank 14. The torque sensor 82 is configured to output a signal corresponding to the torque of the manual driving force input to the crank 14. For example, if a first one-way clutch is provided in the power transmission path, the torque sensor 82 is provided upstream of the first one-way clutch in the power transmission path. The torque sensor 82 includes a strain sensor, a magnetostrictive sensor, a pressure sensor, or the like. The strain sensor includes at least one of a metal strain gauge and a semiconductor strain gauge. The torque sensor 82 is provided in the power transmission path or on a component included in the power transmission path or in the vicinity of a component included in the power transmission path. The component included in the power transmission path is, for example, the crankshaft 14A, a component that transmits the manual driving force between the crankshaft 14A and the first rotor 22, the crank arm 14B, or the pedal 18. When the manual driving force is expressed by power, the manual driving force is calculated by multiplying the torque detected by the torque sensor 82 by the rotation speed of the crank 14 detected by the crank rotation sensor 78.

[0087] The control unit 72 is configured to be able to control, for example, a first assist ratio of the assist force by the first motor 62 relative to the manual driving force or the magnitude of the assist force by the first motor 62 in a plurality of stages. The control unit 72 is configured to be able to control the first motor 62, for example, so that the first assist ratio or the magnitude of the assist force by the first motor 62 is one of a first stage A1, a second stage A2, and a third stage A3. The first assist ratio or the magnitude of the assist force by the first motor 62 in the first stage A1 is smaller than that in the second stage A2. The first assist ratio or the magnitude of the assist force by the first motor 62 in the second stage A2 is smaller than that in the third stage A3. The control unit 72 may be configured to be able to control the first motor 62 so that the first assist ratio or the magnitude of the assist force by the first motor 62 is two stages or four or more stages.

[0088] The control unit 72 is configured to, for example, control the second motor 64 so that the second assist ratio of the assist force by the second motor 64 to the manual driving force or the magnitude of the assist force by the second motor 64 is set to one of a first stage B1, a second stage B2, and a third stage B3. The second assist ratio or the magnitude of the assist force by the second motor 64 in the first stage B1 is smaller than that in the second stage B2. The second assist ratio or the magnitude of the assist force by the second motor 64 in the second stage B2 is smaller than that in the third stage B3. The control unit 72 may also be configured to control the second motor 64 so that the second assist ratio or the magnitude of the assist force by the second motor 64 is set to two or four or more stages.

[0089] The first assist ratio of the first motor 62 in the first stage A1 or the magnitude of the assist force by the first motor 62 is, for example, equal to the second assist ratio of the second motor 64 in the first stage B1 or the magnitude of the assist force by the second motor 64. The first assist ratio of the first motor 62 in the second stage A2 or the magnitude of the assist force by the first motor 62 is, for example, equal to the second assist ratio of the second motor 64 in the second stage B2 or the magnitude of the assist force by the second motor 64. The first assist ratio of the first motor 62 in the third stage A3 or the magnitude of the assist force by the first motor 62 is, for example, equal to the second assist ratio of the second motor 64 in the third stage B3 or the magnitude of the assist force by the second motor 64.

[0090] The control unit 72 is configured to control at least one of the first motor 62 and the second motor 64 in response to the output of the detection unit 84, which is configured to detect information regarding the load of an object including at least one of the human-powered vehicle 10 and the occupants of the human-powered vehicle 10.

[0091] The control device 70 preferably further includes a detection unit 84. The detection unit 84 includes a first detection unit 86 provided in a first portion of the human-powered vehicle 10, and a second detection unit 88 provided in a second portion different from the first detection unit 86 in the longitudinal direction of the human-powered vehicle 10. The first detection unit 86 is configured similarly to the first detection unit 44 of the first embodiment. The second detection unit 88 is configured similarly to the second detection unit 46 of the first embodiment.

[0092] The first detector 86 is configured to detect information relating to a first load G1 applied to the first portion. The second detector 88 is configured to detect information relating to a second load G2 applied to the second portion. The controller 72 is configured to control at least one of the first motor 62 and the second motor 64 in response to the information relating to the first load G1 and the information relating to the second load G2.

[0093] The control unit 72 is configured to control the first motor 62 and the second motor 64 to enter a first assist state in which the assist force by the first motor 62 is greater than the assist force by the second motor 64. The control unit 72 is configured to control the first motor 62 and the second motor 64 to enter a second assist state in which the assist force by the first motor 62 is less than the assist force by the second motor 64. The control unit 72 is preferably configured to control the first motor 62 and the second motor 64 to enter a third assist state in which the assist force by the first motor 62 and the assist force by the second motor 64 are equal. The control unit 72 is configured to control the first motor 62 and the second motor 64 to enter the first assist state when the first load G1 is greater than the second load G2. The control unit 72 is configured to control the first motor 62 and the second motor 64 to enter the second assist state when the first load G1 is less than the second load G2. The control unit 72 is preferably configured to be able to control the first motor 62 and the second motor 64 so that the first motor 62 and the second motor 64 are in a non-assisted state in which no assist force is generated by the first motor 62 and the second motor 64.

[0094] The control unit 72 is preferably configured to be able to control the first motor 62 and the second motor 64 so that the assist state varies depending on the position GX of the center of gravity. The control unit 72 is preferably configured to control at least one of the first motor 62 and the second motor 64 depending on the ratio between the first load G1 and the second load G2. The control unit 72 is configured to control at least one of the first motor 62 and the second motor 64 depending on, for example, the ratio R of the first load G1 to the first load G1 and the second load G2.

[0095] The control unit 72 is configured to control the first motor 62 and the second motor 64 depending on, for example, which of a plurality of predetermined ranges the ratio R falls within. The predetermined ranges include, for example, a first range, a second range, a third range, a fourth range, and a fifth range. The first range, the second range, the third range, the fourth range, and the fifth range are set to be arranged in order from the front to the rear of the human-powered vehicle 10. When the position of the center of gravity GX is located at a position corresponding to the center between the first and second portions in the fore-and-aft direction of the human-powered vehicle 10 or near the position corresponding to the center, the ratio R falls within the third range. When the position of the center of gravity GX is located at a position corresponding to the first portion in the fore-and-aft direction of the human-powered vehicle 10 or near the position corresponding to the first portion, the ratio R falls within the first range. When the position of the center of gravity GX is located in a range between the first and third ranges in the fore-and-aft direction of the human-powered vehicle 10, the ratio R falls within the second range. When the center of gravity position GX is at a position corresponding to the second portion or near a position corresponding to the second portion in the longitudinal direction of the human-powered vehicle 10, the ratio R falls within the fifth range. When the center of gravity position GX is in a range between the third range and the fifth range in the longitudinal direction of the human-powered vehicle 10, the ratio R falls within the fourth range. The first range, second range, third range, fourth range, and fifth range may be equal in size, or at least one of them may be different. For example, the first range, third range, and fifth range may be smaller than the second range and the fourth range.

[0096] The control device 70 preferably further includes a pitch angle detection unit 90 configured to detect the pitch angle DA of the human-powered vehicle 10. The control unit 72 is preferably configured to control at least one of the first motor 62 and the second motor 64 in accordance with the ratio between the first load G1 and the second load G2 and the pitch angle DA of the human-powered vehicle 10. The pitch angle detection unit 90 is configured similarly to the pitch angle detection unit 48 of the first embodiment.

[0097] The control unit 72 is preferably configured to be able to control the first motor 62 and the second motor 64 depending on which of a plurality of predetermined angle ranges the pitch angle DA falls within. The plurality of predetermined angle ranges include, for example, a first angle range, a second angle range, and a third angle range. The first angle range is, for example, a range that includes the pitch angle DA when the human-powered vehicle 10 is traveling uphill. The second angle range is a range that includes the pitch angle DA when the human-powered vehicle 10 is traveling on a flat road. The third angle range is a range that includes the pitch angle DA when the human-powered vehicle 10 is traveling downhill.

[0098] When the ratio R is in a first range, the control unit 72 preferably does not drive the first motor 62 and the second motor 64. When the ratio R is in a fifth range, the control unit 72 preferably does not drive the first motor 62 and the second motor 64.

[0099] The memory unit 74 preferably stores information that associates the pitch angle DA and the ratio R with the control state of the first motor 62 and the control state of the second motor 64. Table 1 shows an example of combinations of the pitch angle DA, the position of the center of gravity GX, the control state of the first motor 62, and the control state of the second motor 64.

[0100] [Table 1]

[0101] The storage unit 74 may variably store information associating the pitch angle DA and the ratio R with the control state of the first motor 62 and the control state of the second motor 64. The control unit 72 may be configured to variably change the information stored in the storage unit 74 regarding combinations of the pitch angle DA, the position of the center of gravity GX, the control state of the first motor 62, and the control state of the second motor 64, in response to instructions from, for example, at least one of an operation input device provided on the human-powered vehicle 10 and an external device communicatively connected to the control device 70 via at least one of an electric wire and a wireless communication device. Examples of the external device include a smartphone, a tablet computer, or a personal computer.

[0102] The process of controlling the first motor 62 and the second motor 64 will be described with reference to Fig. 10. When power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S31 of the flowchart shown in Fig. 10. When the flowchart of Fig. 10 ends, the control unit 72 repeats the process from step S31 after a predetermined period until the supply of power is stopped.

[0103] In step S31, the control unit 72 acquires the pitch angle DA and proceeds to step S32. Specifically, the control unit 72 acquires information related to the pitch angle DA from the pitch angle detection unit 90. The control unit 72 may store the information related to the pitch angle DA transmitted from the pitch angle detection unit 90 to the control unit 72 in the storage unit 74 and acquire the information related to the pitch angle DA stored in the storage unit 74, or may transmit a command signal to the pitch angle detection unit 90 to cause the pitch angle detection unit 90 to transmit the information related to the pitch angle DA and acquire the information related to the pitch angle DA transmitted from the pitch angle detection unit 90.

[0104] In step S32, the control unit 72 acquires information about the first load G1 and information about the second load G2, calculates the ratio R, and proceeds to step S33. Specifically, the control unit 72 acquires information about the first load G1 from the first detection unit 86 and acquires information about the second load G2 from the second detection unit 88. The control unit 72 may store the information about the first load G1 transmitted from the first detection unit 86 and the information about the second load G2 transmitted from the second detection unit 88 in the memory unit 74, and acquire the information about the first load G1 and the information about the second load G2 stored in the memory unit 74. The control unit 72 may transmit a command signal to the first detection unit 86 to transmit the information about the first load G1, acquire the information about the first load G1 transmitted from the first detection unit 86, transmit a command signal to the second detection unit 88 to transmit the information about the second load G2, and acquire the information about the second load G2 transmitted from the second detection unit 88. The control unit 72 calculates the ratio R, for example, by dividing the first load G1 by the sum of the first load G1 and the second load G2.

[0105] In step S33, the control unit 72 controls at least one of the first motor 62 and the second motor 64 according to the pitch angle DA and the ratio R, and then ends the process. The control unit 72 is configured to control at least one of the first motor 62 and the second motor 64 using, for example, information related to the pitch angle DA acquired in step S31, the ratio R calculated in step S32, and information stored in the storage unit 74 that associates the control state of the first motor 62 and the control state of the second motor 64 with the pitch angle DA and the ratio R.

[0106] The control device 70 may include a notification unit 56 similar to those in the first and second embodiments and may be configured to cause the notification unit 56 to notify the ratio R. The ratio R corresponds to the balance information in the first and second embodiments. For example, FIG. 11 shows an example of an image 59P including balance information and displayed by the display device 56A. The image 59P includes, for example, a schematic diagram 59W of the human-powered vehicle 10 as viewed from the right and a seventh image portion 59X indicating a range including the center of gravity position GX corresponding to the first information. The image 59P includes multiple regions corresponding to the first to fifth ranges. The control unit 72 creates the image 59P by coloring the region of the image 59P corresponding to one of the first to fifth ranges, including the center of gravity position GX corresponding to the first information, in a different color from the other regions. The seventh image portion 59X corresponds to the region including the center of gravity position GX corresponding to the first information. Image 59P in FIG. 11 shows a case where the color of the area corresponding to the third range is different from the color of the other areas.

[0107] (Fourth embodiment) A control device 70 of the fourth embodiment will be described with reference to Figures 12 and 13. The control device 70 of the fourth embodiment is similar to the control device 70 of the third embodiment except that the control unit 72 is configured to put the first motor 62 and the second motor 64 into a regenerative state. Therefore, the same reference numerals as in the first and third embodiments are used for the components common to the first and third embodiments, and redundant explanations will be omitted.

[0108] The control unit 72 is configured to regeneratively brake at least one of the first motor 62 and the second motor 64. The first motor 62 is configured to be capable of regenerative braking. A first clutch 92 is provided between the first motor 62 and the first wheel 12A. The control unit 72 controls the first clutch 92 to switch the first motor 62 between a regenerative state in which regenerative braking is possible and a non-regenerative state in which regenerative braking is not performed. The control unit 72 is configured to stop the first motor 62 when switching the first motor 62 to the non-regenerative state. The second motor 64 is configured to be capable of regenerative braking. A second clutch 94 is provided between the second motor 64 and the second wheel 12B. The control unit 72 controls the second clutch 94 to switch the second motor 64 between a regenerative state in which regenerative braking is possible and a non-regenerative state in which regenerative braking is not performed. The control unit 72 is configured to stop the second motor 64 when switching the second motor 64 to a non-regenerative state. The first clutch 92 and the second clutch 94 include, for example, a two-way clutch or an electromagnetic clutch. The control unit 72 may control the first clutch 92 and the second clutch 94 by controlling electric actuators connected to the first clutch 92 and the second clutch 94, respectively.

[0109] The control unit 72 is configured to be able to control the first motor 62 and the second motor 64 to be in one of a plurality of regenerative states by controlling at least one of the first clutch 92 and the second clutch 94. The plurality of regenerative states include a first regenerative state, a second regenerative state, a third regenerative state, and a non-regenerative state. In the first regenerative state, the regenerative braking force of the first motor 62 is greater than the regenerative braking force of the second motor 64. In the second regenerative state, the regenerative braking force of the first motor 62 is less than the regenerative braking force of the second motor 64. In the third regenerative state, the regenerative braking force of the first motor 62 is equal to the regenerative braking force of the second motor 64. In the non-regenerative state, the first motor 62 is in a non-regenerative state, and the second motor 64 is in a non-regenerative state.

[0110] The control unit 72 is configured to be able to control the first motor 62 and the second motor 64 so that the regenerative braking force of the first motor 62 is greater than the regenerative braking force of the second motor 64 when the first load G1 is greater than the second load G2. The control unit 72 places the first motor 62 and the second motor 64 in the first regenerative state, for example, by placing the first motor 62 in a regenerative state using the first clutch 92 and placing the second motor 64 in a non-regenerative state using the second clutch 94. The control unit 72 may place the first motor 62 and the second motor 64 in the first regenerative state, for example, by placing the first motor 62 in a regenerative state using the first clutch 92 and placing the second motor 64 in a regenerative state using the second clutch 94, and controlling the first motor 62 and the second motor 64 so that the regenerative braking force of the first motor 62 is greater than the regenerative braking force of the second motor 64.

[0111] The control unit 72 is configured to be able to control the first motor 62 and the second motor 64 so that the regenerative braking force of the first motor 62 is smaller than the regenerative braking force of the second motor 64 when the first load G1 is smaller than the second load G2. The control unit 72 places the first motor 62 and the second motor 64 in the second regenerative state, for example, by placing the first motor 62 in a non-regenerative state using the first clutch 92 and placing the second motor 64 in a regenerative state using the second clutch 94. The control unit 72 may place the first motor 62 and the second motor 64 in the second regenerative state, for example, by placing the first motor 62 in the regenerative state using the first clutch 92 and placing the second motor 64 in the regenerative state using the second clutch 94, and controlling the first motor 62 and the second motor 64 so that the regenerative braking force of the second motor 64 is larger than the regenerative braking force of the first motor 62.

[0112] The control device 70 further includes a pitch angle detection unit 90 configured to detect the pitch angle DA of the human-powered vehicle 10, and the control unit 72 is preferably configured to put at least one of the first motor 62 and the second motor 64 into a regenerative state when the pitch angle DA of the human-powered vehicle 10 is less than a first pitch angle DA1. When the human-powered vehicle 10 is traveling downhill, the pitch angle DA is less than the first pitch angle DA1.

[0113] The control unit 72 is configured to control the first clutch 92 and the second clutch 94, for example, depending on which of a plurality of predetermined angle ranges the pitch angle DA falls within. The control unit 72 is configured to control the first clutch 92 and the second clutch 94 and the first motor 62 and the second motor 64, for example, depending on which of a plurality of predetermined angle ranges the pitch angle DA falls within. The plurality of predetermined angle ranges include, for example, a first angle range, a second angle range, and a third angle range. The first angle range, the second angle range, and the third angle range are the same as those in the first embodiment. The control unit 72 is configured to control the first clutch 92 and the second clutch 94 so that the regenerative state differs depending on whether the pitch angle DA falls within the first angle range, the second angle range, or the third angle range. The control unit 72 may be configured to be able to control the first clutch 92 and the second clutch 94 and the first motor 62 and the second motor 64 so as to change the regenerative state depending on whether the pitch angle DA is in a first angle range, a second angle range, or a third angle range.

[0114] The control unit 72 is preferably configured to place the first motor 62 and the second motor 64 in a non-regenerative state when the ratio R is in a first range. The control unit 72 is preferably configured to place the first motor 62 and the second motor 64 in a non-regenerative state when the ratio R is in a fifth range.

[0115] The memory unit 74 preferably stores information that associates the pitch angle DA and the ratio R with the regenerative states of the first motor 62 and the second motor 64. Table 2 shows an example of combinations of the pitch angle DA, the position of the center of gravity GX, the regenerative state of the first motor 62, and the regenerative state of the second motor 64.

[0116] [Table 2]

[0117] The memory unit 74 may variably store information associating the pitch angle DA and the ratio R with the regenerative states of the first motor 62 and the second motor 64. The control unit 72 may be configured to variably change the information stored in the memory unit 74 regarding combinations of the pitch angle DA, the position of the center of gravity GX, the regenerative state of the first motor 62, and the regenerative state of the second motor 64, in response to instructions from, for example, at least one of an operation input device provided on the human-powered vehicle 10 and an external device communicatively connected to the control device 70 via at least one of an electric wire and a wireless communication device.

[0118] The first motor 62 may be in a non-regenerative state in at least one of the third and fourth ranges in the second angle range of Table 2. The second motor 64 may be in a non-regenerative state in at least one of the second and third ranges in the second angle range of Table 2.

[0119] The process of changing the regeneration state will be described with reference to Fig. 13. When power is supplied to the control unit 72, the control unit 72 starts the process and proceeds to step S41 of the flowchart shown in Fig. 13. When the flowchart of Fig. 13 ends, the control unit 72 repeats the process from step S41 after a predetermined period until the supply of power is stopped.

[0120] In step S41, the control unit 72 acquires information about the pitch angle DA and proceeds to step S42. Specifically, the control unit 72 acquires the information about the pitch angle DA from the pitch angle detection unit 90. The control unit 72 may store the information about the pitch angle DA transmitted from the pitch angle detection unit 90 to the control unit 72 in the storage unit 74 and acquire the information about the pitch angle DA stored in the storage unit 74. The control unit 72 may transmit a command signal to the pitch angle detection unit 90 to cause it to transmit the information about the pitch angle DA, and acquire the information about the pitch angle DA transmitted from the pitch angle detection unit 90.

[0121] In step S42, the control unit 72 acquires information about the first load G1 and information about the second load G2, calculates the ratio R, and proceeds to step S43. For example, in step S42, the control unit 72 performs the same process as in step S32 in FIG.

[0122] In step S43, control unit 72 changes the regeneration state according to pitch angle DA and ratio R, and ends the process. Control unit 72 is configured to control at least one of first clutch 92 and second clutch 94, using, for example, information related to pitch angle DA acquired in step S41, ratio R calculated in step S42, and information stored in storage unit 74 that associates the regeneration state with pitch angle DA and ratio R.

[0123] (Variation) The descriptions of the embodiments are merely examples of possible forms that the warning device for a human-powered vehicle, the warning system for a human-powered vehicle, and the control device for a human-powered vehicle according to the present invention can take, and are not intended to limit the forms. The warning device for a human-powered vehicle, the warning system for a human-powered vehicle, and the control device for a human-powered vehicle according to the present invention can take forms that are, for example, modifications of the embodiments shown below, or combinations of at least two mutually consistent modifications. In the following modifications, parts that are common to the embodiments are assigned the same reference numerals as in the embodiments, and their description will be omitted.

[0124] The first embodiment or a modified example of the first embodiment may be combined with the third embodiment or a modified example of the third embodiment. The first embodiment or a modified example of the first embodiment may be combined with the fourth embodiment or a modified example of the fourth embodiment. The second embodiment or a modified example of the second embodiment may be combined with the third embodiment or a modified example of the third embodiment. The second embodiment or a modified example of the second embodiment may be combined with the fourth embodiment or a modified example of the fourth embodiment. For example, the human-powered vehicle 10 of the third or fourth embodiment may be provided with the notification system 40 of the first or second embodiment. In this modified example, at least a portion of the notification system 40 may be included in the control device 70. For example, at least a portion of the first control unit 54 may be included in the control unit 72, the detection unit 42 may be included in the detection unit 84, and the pitch angle detection unit 48 may be included in the pitch angle detection unit 90.

[0125] In the first embodiment, the second embodiment, the modified example of the first embodiment, or an embodiment including the modified example of the second embodiment, the receiver 52 may be configured to receive second information regarding the lateral load balance of an object including at least a portion of the human-powered vehicle 10, and the creator 54A may be configured to create notification information including information regarding the lateral load balance of the object in response to the second information. For example, as shown in FIG. 14 , the notification system 40 includes a roll angle detector 96. The roll angle detector 96 includes, for example, an inclination sensor. The inclination sensor of the roll angle detector 96 is configured similarly to the inclination sensor of the pitch angle detector 48. When the notification system 40 includes the roll angle detector 96, the receiver 52 is preferably configured to receive a signal from the roll angle detector 96. The memory 58 stores relationship information associating the roll angle with the second information. The first control unit 54 is configured to create comparison information, for example, from the roll angle, the ratio R, and the relationship information associating the roll angle with the second information.

[0126] In the first embodiment or an embodiment including a modified example of the first embodiment, the creation unit 54A may create the notification information without using the pitch angle DA. In this modified example, the pitch angle detection unit 48 may be omitted. The storage unit 58 stores second information that does not include the pitch angle DA. In this modified example, the second information may be a predetermined ratio R. The process of reporting notification information without using the pitch angle DA will be described with reference to Fig. 15. When power is supplied to the first control unit 54, the first control unit 54 starts the process and proceeds to step S51 of the flowchart shown in Fig. 15. When the flowchart of Fig. 15 ends, the first control unit 54 repeats the process from step S51 after a predetermined period until the supply of power is stopped. In step S51, the first control unit 54 acquires the second information and proceeds to step S52. In step S52, the first control unit 54 acquires the first information and proceeds to step S14. In step S53, the first control unit 54 creates balance information and comparison information and proceeds to step S54. In step S54, the first control unit 54 determines whether the difference D between the numerical values ​​V1 and V2 included in the comparison information is equal to or greater than a predetermined value DX. If the difference D between the numerical values ​​V1 and V2 included in the comparison information is equal to or greater than the predetermined value DX, the first control unit 54 proceeds to step S55. In step S55, the first control unit 54 causes the notification unit 56 to notify the comparison information and ends the process. If the difference D between the values ​​V1 and V2 included in the comparison information is less than a predetermined value in step S54, the first control unit 54 proceeds to step S56. In step S17, the first control unit 54 causes the notification unit 56 to notify the balance information, and ends the process.

[0127] In the second embodiment or an embodiment including a modified example of the second embodiment, the creation unit 54A may create notification information according to the pitch angle DA. In this modified example, the image 56P may be changed according to the pitch angle DA.

[0128] In the first embodiment, the second embodiment, the modified example of the first embodiment, or an embodiment including the modified example of the second embodiment, the first information may relate to a load in the fore-and-aft direction of an object including at least one of at least a portion of the human-powered vehicle 10 and at least a portion of a passenger on the human-powered vehicle 10. The notification device 50 includes a memory unit configured to store second information related to the load of the object, a creation unit 54A configured to create notification information, and a notification unit 56 configured to notify the notification information, and the notification information includes comparison information between the first information and the second information. The memory unit configured to store the second information has the same configuration as the memory unit 58. The object preferably includes at least a portion of the human-powered vehicle 10. The comparison information may or may not include information regarding the balance of loads in the fore-and-aft direction of the object. The comparison information preferably includes the position GX of the center of gravity of the object in the fore-and-aft direction. When the first information relates to a load in the fore-and-aft direction of an object including at least a portion of a passenger, the comparison information may include information regarding the position GX of the center of gravity of the passenger on the human-powered vehicle 10 in the fore-and-aft direction. For example, if the first information includes information regarding the position GX of the center of gravity in the fore-and-aft direction of the occupant of the human-powered vehicle 10 alone, the comparison information includes information regarding the position GX of the center of gravity in the fore-and-aft direction of the occupant of the human-powered vehicle 10. If the first information includes information regarding the position GX of the center of gravity in the fore-and-aft direction of the occupant of the human-powered vehicle 10 alone, the load acting on the first part or the second part of the human-powered vehicle 10 includes a load acting on one of the crank 14 and the pedals 18, and a load acting on one of the saddle 36 and the seat post 38. If the first information includes information regarding the position GX of the center of gravity in the fore-and-aft direction of the occupant of the human-powered vehicle 10 alone, for example, the first detector 44 is provided on the handlebar 30, and the second detector 46 is provided on one of the crank 14 and the pedals 18, and one of the saddle 36 and the seat post 38. When the first information includes information regarding the position GX of the center of gravity in the fore-and-aft direction of only the occupant of the human-powered vehicle 10, for example, the first detection unit 44 may be provided on one of the crank 14 and the pedal 18, and on one of the saddle 36 and the seat post 38, and the second detection unit 46 may be provided on the handlebar 30.The second information includes information regarding the balance of loads in the front-to-rear direction of the object, and the comparison information may or may not include suggestion information for bringing the balance of loads in the front-to-rear direction of the object closer to the balance of loads in the front-to-rear direction of the object included in the second information. When the comparison information does not include information regarding the balance of loads in the front-to-rear direction of the object and does not include the position GX of the center of gravity, for example, the comparison information includes a comparison result between one of the first load G1 and the second load G2 and a predetermined value corresponding to one of the first load G1 and the second load G2, and the second information includes the predetermined value corresponding to one of the first load G1 and the second load G2.

[0129] In the third embodiment or an embodiment including a modification of the third embodiment, the control unit 72 may control the first motor 62 and the second motor 64 without using the pitch angle DA. In this modification, the pitch angle detection unit 90 may be omitted. Table 3 shows an example of a combination of the center of gravity position GX, the control state of the first motor 62, and the control state of the second motor 64.

[0130] [Table 3]

[0131] In the fourth embodiment or an embodiment including a modification of the fourth embodiment, the control unit 72 may change the regeneration states of the first motor 62 and the second motor 64 without using the pitch angle DA. In this modification, the pitch angle detection unit 90 may be omitted, and the control unit 72 omits step S41 in the flowchart of Fig. 13. Table 4 shows an example of a combination of the position GX of the center of gravity, the regeneration state of the first motor 62, and the regeneration state of the second motor 64.

[0132] [Table 4]

[0133] In the fourth embodiment or an embodiment including the modified version of the fourth embodiment, the first motor 62 does not have to provide a propulsive force to the human-powered vehicle 10. In this modified version, the first motor 62 is used as a braking device.

[0134] In the fourth embodiment or an embodiment including the modified version of the fourth embodiment, the second motor 64 does not have to provide a propulsive force to the human-powered vehicle 10. In this modified version, the second motor 64 is used as a braking device.

[0135] In the third embodiment or an embodiment including a modification of the third embodiment, the control unit 72 may be configured to put at least one of the first motor 62 and the second motor 64 into a regenerative state in accordance with the pitch angle DA and the ratio R. In this modification, for example, in Table 1, the control state of at least one of the first motor 62 and the second motor 64 is one of the regenerative states. Table 5 shows example combinations of the pitch angle DA, the position of the center of gravity GX, the control state of the first motor 62, and the control state of the second motor 64. In Table 5, "non-regenerative state / off" means that the motor is not in a regenerative state and is not providing propulsive force to the human-powered vehicle 10.

[0136] [Table 5]

[0137] In the fourth embodiment or the embodiment including the modified example of the fourth embodiment, at least one of the first clutch and the second clutch may be omitted.

[0138] In an embodiment including the fourth embodiment or a modified example of the fourth embodiment, the control unit 72 may be configured to control the first drive circuit 76A and the second drive circuit 76B to change one of the regenerative braking force of the first motor 62 and the regenerative braking force of the second motor 64. For example, the regenerative state of the first motor 62 includes a plurality of regenerative states in which the magnitude of the rotational force transmitted to the first motor 62 differs. The plurality of regenerative states of the first motor 62 includes, for example, a weak regenerative state, a medium regenerative state, and a strong regenerative state. For example, the regenerative state of the second motor 64 includes a plurality of regenerative states in which the magnitude of the rotational force transmitted to the second motor 64 differs. The plurality of regenerative states of the second motor 64 includes, for example, a weak regenerative state, a medium regenerative state, and a strong regenerative state. The regenerative braking force in the weak regenerative state is greater than the regenerative braking force in the medium regenerative state. The regenerative braking force in the medium regenerative state is greater than the regenerative braking force in the strong regenerative state. When the regenerative braking forces of the first motor 62 and the second motor 64 are changeable, for example, the control unit 72 is configured to control the first drive circuit 76A and the second drive circuit 76B to achieve the regenerative states shown in Table 6. The number of regenerative states of the first motor 62 and the number of regenerative states of the second motor 64 may be different. For example, the control unit 72 may be configured to control the first motor 62 to generate four levels of regenerative braking force and to control the second motor 64 to generate two levels of regenerative braking force. For example, the control unit 72 may be configured to control the first motor 62 and the second motor 64 so that the regenerative braking force in the weak regenerative state of the first motor 62 and the regenerative braking force in the weak regenerative state of the second motor 64 are different.

[0139] [Table 6]

[0140] The memory unit 74 may be configured to be able to change information that associates the regenerative states of the first motor 62 and the second motor 64 with the pitch angle DA and ratio R stored in the memory unit 74. The control unit 72 may be configured to be able to change the information stored in the memory unit 74 regarding combinations of the pitch angle DA, the position of the center of gravity GX, the regenerative state of the first motor 62, and the regenerative state of the second motor 64, in response to instructions from, for example, at least one of an operation input device provided in the human-powered vehicle 10 and an external device that is communicatively connected to the control device 70 via at least one of an electric wire and a wireless communication device.

[0141] In the third embodiment, the modified example of the third embodiment, the fourth embodiment, or an embodiment including the modified example of the fourth embodiment, the second motor 64 may be provided near the crankshaft 14A and connected to the second wheel 12B via the drive mechanism 20.

[0142] The phrase "at least one" as used herein means "one or more" of the desired options. As an example, the phrase "at least one" as used herein means "only one option" or "both of two options" when the number of options is two. As another example, the phrase "at least one" as used herein means "only one option" or "any combination of two or more options" when the number of options is three or more. [Explanation of symbols]

[0143] 10...human-powered vehicle, 12A...first wheel, 12B...second wheel, 40...alarm system, 42...detection unit, 44...first detection unit, 46...second detection unit, 48...pitch angle detection unit, 50...alarm device, 52...receiving unit, 54A...creation unit, 56...alarm unit, 56A...display unit, 56B...sound generation device, 56C...vibration device, 58...memory unit, 62...first motor, 64...second motor, 70...control device, 72...control unit, 74...memory unit, 84...detection unit, 86...first detection unit, 88...second detection unit, 90...pitch angle detection unit.

Claims

1. An alarm device for a human-powered vehicle, a receiving unit configured to receive, directly or indirectly from a first detecting unit provided in the human-powered vehicle and a second detecting unit provided in a portion of the human-powered vehicle different from the first detecting unit in the longitudinal direction of the human-powered vehicle, first information relating to a load in the longitudinal direction of the human-powered vehicle and an object that is a passenger of the human-powered vehicle, the first information being detected by the first detecting unit and the second detecting unit; a generating unit configured to generate notification information regarding a load balance in a front-rear direction of the object in accordance with the first information; a notification unit configured to notify the notification information, the notification information is information that allows a passenger to grasp the balance of loads in the front-rear direction of the object, a storage unit configured to store second information relating to the load balance of the object created in advance; the creation unit is configured to create comparison information based on a comparison between the first information and the second information; The notification device, wherein the notification information includes the comparison information.

2. An alarm device for a human-powered vehicle, a receiving unit configured to receive first information relating to a load in the longitudinal direction of the human-powered vehicle and a passenger of the human-powered vehicle, or an object that is a passenger of the human-powered vehicle, detected by a first detecting unit provided in the human-powered vehicle and a second detecting unit provided in a portion of the human-powered vehicle different from the first detecting unit in the longitudinal direction of the human-powered vehicle; a storage unit configured to store second information related to the load of the object that is created in advance; a generating unit configured to generate notification information; a notification unit configured to notify the notification information, the notification information includes comparison information based on a comparison between the first information and the second information, the comparison information includes information about a balance of loads in a front-to-rear direction of the object, the second information includes information regarding a balance of loads in a front-rear direction of the object, The comparison information includes suggestion information for bringing the load balance in the front-to-rear direction of the object closer to the load balance in the front-to-rear direction of the object included in the second information.

3. The notification device according to claim 2 , wherein the object is the human-powered vehicle and a passenger of the human-powered vehicle.

4. The notification device according to claim 2 or 3, wherein the comparison information includes information relating to a position of a center of gravity of the object in a front-rear direction.

5. The notification device according to claim 2 , wherein the comparison information includes information relating to a position of a center of gravity of a passenger in a longitudinal direction of the human-powered vehicle.

6. the second information includes information regarding a balance of loads in a front-rear direction of the object, The notification device according to claim 1 , wherein the comparison information includes suggestion information for bringing the balance of loads in the front-rear direction of the object closer to the balance of loads in the front-rear direction of the object included in the second information.

7. the storage unit is configured to previously store a plurality of pieces of second information associated with pitch angles of the human-powered vehicle; The notification device according to claim 1 , wherein the creation unit is configured to create the comparison information between the first information and the second information corresponding to a pitch angle of the human-powered vehicle.

8. The notification device according to claim 1 , wherein the notification unit is configured to notify information relating to a pitch angle of the human-powered vehicle.

9. The notification device according to claim 1 , wherein the notification unit includes at least one of a display device, a sound device, and a vibration device.

10. the notification unit includes a display device, The notification device according to claim 1 , wherein the display device is configured to display an image showing the human-powered vehicle.

11. the receiving unit is configured to receive, from the roll angle detecting unit, third information relating to a load balance in a left-right direction of an object including at least a part of the human-powered vehicle; The notification device according to claim 1 , wherein the creation unit is configured to create the notification information including information regarding a balance of loads in the left-right direction of the object in accordance with the third information.

12. An alarm system for a human-powered vehicle, An alarm device for a human-powered vehicle according to any one of claims 1 to 11; a first detector and a second detector configured to transmit the first information to the receiver;

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