JP2024072874A - Notification device for personally-driven vehicle, notification system for personally-driven vehicle, and control apparatus for personally-driven vehicle - Google Patents

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

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.

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

International Publication No. 2013/069300

One of the objects 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.

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 a fore-and-aft direction of an object including at least a part 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 alarm 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-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-aft direction of the object, the object including at least a part of the human-powered vehicle.

In a second aspect of the alarm device according to the first aspect of the present disclosure, the device further includes a memory unit configured to store second information regarding the balance of the load of the object, and 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 user can grasp the comparison information through the notification unit.

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 a fore-and-aft direction of an object including at least one of at least a part of the human-powered vehicle and at least a part 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 alarm 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 by the notification unit, and therefore, convenience can be improved by using information related to the load of the human-powered vehicle.

In the alarm 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 the 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.

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.

In the notification device of a 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 grasp the position of the center of gravity of the object in the front-rear direction.

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-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.

In an alarm device of an eighth aspect 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 suggestion information by the notification unit. This makes it easier for the user to drive the human-powered vehicle so as to approach the balance of the loads in the front-rear direction of the object included in the second information.

In a ninth aspect of the alarm device according to any one of the second and fifth to eighth aspects of the present disclosure, the memory unit is configured to store a plurality of the second information corresponding to a pitch angle of the human-powered vehicle, and the creation unit is configured to create the comparison information between the first information and the second information corresponding to the pitch angle of the human-powered vehicle.
According to the notification device of the ninth aspect, the notification unit allows the user to grasp the comparison information of the second information corresponding to the pitch angle of the human-powered vehicle.

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 related 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 regarding the pitch angle of the human-powered vehicle.

In an alarm device of an eleventh aspect according to any one of the first to tenth aspects 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 conveniently grasp information through at least one of the display device, the sound device, and the vibration device.

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 information through images.

In the notification 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 a balance of load in a left-right direction of an object including at least a part of the human-powered vehicle, and the creation unit is configured to create the notification 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.

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.

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 is configured to transmit human-powered driving force to at least one of the first wheel and the second wheel, and the control device includes 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 occupant 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 regarding the load of the object. Therefore, the convenience can be improved by using the information regarding the load of the human-powered vehicle.

In the control device of the sixteenth aspect in accordance with 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.

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 portion, the second detection unit is configured to detect information regarding a second load applied to the second portion, and the control unit is configured to control at least one of the first motor and the second motor in response 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 response to information relating to the first load and information relating to the second load.

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.

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 achieved 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 by the first motor is greater than the assist force by the second motor. This increases the propulsive force of the human-powered vehicle imparted by the first motor. This makes it possible to prevent a shortage of driving force of the first wheel to which the first motor is connected.

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 capable of controlling the first motor and the second motor so that, when the first load is smaller than the second load, a second assist state is achieved 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 by the first motor is smaller than the assist force by the second motor. This makes it possible to increase the propulsive force of the human-powered vehicle provided by the second motor. This makes it possible to suppress the driving force of the first wheel to which the first motor is connected.

In the control device of a twenty-first aspect according to any one of the seventeenth to twentieth 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.

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 making it possible to effectively brake the first wheel connected to the first motor.

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 making it possible to suitably brake the second wheel to which the second motor is connected.

In the control device of a 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 cause at least one of the first motor and the second motor to enter 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.

In the control device of a 25th aspect according to any one of the 17th 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 control at least one of the first motor and the second motor in accordance with 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 according to the ratio between the first load and the second load and the pitch angle of the human-powered vehicle.

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 disclosed herein can suitably use the load of the human-powered vehicle.

1 is a side view of a human-powered vehicle including a notification system for a human-powered vehicle according to a first embodiment. FIG. 2 is a block diagram showing an electrical configuration of the notification system according to the first embodiment. 3 is a flowchart of a process for notifying notification information executed by a first control unit in FIG. 2 . FIG. 3 is a schematic diagram showing a first example of an image notified by the notifying unit in FIG. 2 . FIG. 3 is a schematic diagram showing a second example of an image notified by the notifying unit in FIG. 2 . 13 is a flowchart of a process for notifying notification information executed by a first control unit according to a second embodiment; FIG. 13 is a schematic diagram showing a first example of an image notified by a notifying unit according to the second embodiment. FIG. 13 is a schematic diagram showing a second example of an image notified by the notifying unit of the second embodiment. FIG. 13 is a block diagram showing an electrical configuration of a notification system according to a third embodiment. 10 is a flowchart of a process for controlling a first motor and a second motor, which is executed by the control unit of FIG. 9 . FIG. 13 is a schematic diagram showing a third example of an image notified by the notifying unit according to the third embodiment. FIG. 13 is a block diagram showing an electrical configuration of a notification system according to a fourth embodiment. 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 . FIG. 4 is a block diagram showing an electrical configuration of a notification system according to a modified example of the first embodiment. 10 is a flowchart of a process of notifying notification information executed by a first control unit according to a modified example of the first embodiment.

First Embodiment
A notification system 40 for a human-powered vehicle and a control device 70 for a human-powered vehicle according to a first embodiment will be described with reference to Figs. 1 to 5. Hereinafter, the notification system 40 for a human-powered vehicle 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 driving force. The human-powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, and recumbents, as well as electric bicycles (E-bikes). The number of wheels of the human-powered vehicle 10 is not limited, and includes, for example, one-wheeled vehicles and vehicles with three or more wheels. The electric bicycle includes an electrically assisted bicycle that assists the propulsion of the vehicle with an electric motor. Hereinafter, in the embodiment, the human-powered vehicle 10 will be described as a bicycle.

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 further includes a crank 14. The human-powered vehicle 10 further includes a frame 16. Human-powered driving force is input to the crank 14. The crank 14 includes a crank shaft 14A that can rotate relative to the frame 16, and crank arms 14B that are respectively provided at the axial ends of the crank shaft 14A. Pedals 18 are respectively connected to each crank arm 14B. In this embodiment, the rear wheels are driving wheels. The driving wheels are driven by the rotation of the crank 14. The driving wheels are supported by the frame 16. The crank 14 and the driving wheels are connected by a driving mechanism 20. The driving mechanism 20 includes a first rotating body 22 that is coupled to the crank shaft 14A. The crankshaft 14A and the first rotating body 22 may be connected 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.

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.

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. The handlebar 30 is connected to the front fork 28 via a stem 32. In the following embodiment, the rear wheel is 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.

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 elements include 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 communicatively connected to the 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 communicatively connected to the first control unit 54 by, for example, power line communication (PLC). The battery 34 may be provided in the notification device 50.

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

The parameters related to the balance of the load in the fore-and-aft 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.

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 part 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 a 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 provided on the axle of the first wheel 12A, the first load G1 corresponds to the load applied to the first part of the human-powered vehicle 10 out of the total load according to the weight of the human-powered vehicle 10 excluding the first wheel 12A and the weight of the passenger.

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 air pressure of the tire. When the first detection unit 44 is provided on the first wheel 12A, the first part 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 notification device 50 is configured to calculate the first load G1 based on the signal corresponding to the air pressure of the tire of the first wheel 12A. When the air pressure sensor is provided on the first wheel 12A, the first load G1 corresponds to the load applied to the first part 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.

The first detection unit 44 may be provided, for example, on 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 the strain or pressure caused by the load applied to the frame 16. When the first detection unit 44 is provided on the frame 16, the first portion corresponds to a 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 the 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 the load applied to the 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.

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 part 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 alarm device 50 is configured to calculate the second load G2 based on a 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 provided on the axle of the second wheel 12B, the second load G2 corresponds to the load applied to the second part of the human-powered vehicle 10 out of the total load corresponding to the weight of the human-powered vehicle 10 excluding the second wheel 12B and the weight of the passenger.

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 air pressure of the tire. When the second detection unit 46 is provided on the second wheel 12B, the second part 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 notification device 50 is configured to calculate the second load G2 based on the signal corresponding to the air pressure of the tire 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 applied to the second part 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.

The second detection unit 46 may be provided, for example, on 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 a 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 the load applied to the 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.

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 weight of the rider applied to 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 a 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 a load acting on one of the first and second parts of an object including at least a part of the human-powered vehicle 10.

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 regarding the balance of load in the front-rear direction of the object in response to the first information. The notification unit 56 is configured to notify the notification information.

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 showing the human-powered vehicle 10. The notification unit 56 is provided, for example, on the handlebar 30. The notification device 50 may include a cycle computer or a smartphone.

The alarm device 50 preferably includes a first control unit 54. The first control unit 54 includes a processor that executes a predetermined control program. The processor 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 part 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 this embodiment, the creation unit 54A is included in the first control unit 54. The creation unit 54A is configured, for example, by a processor 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 a processor separate from the processor included in the first control unit 54.

The alarm device 50 preferably further includes a memory unit 58. The memory unit 58 stores various control programs and information used for various control processes. The memory unit 58 includes, for example, a non-volatile memory and a volatile memory. At least a portion of the memory 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.

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 may include a wireless communication unit. The wireless communication unit is configured to receive the first information wirelessly. An example of a standard for wireless communication performed by the wireless communication unit is 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.

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 relates to the load balance in the front-rear direction of the object including at least a part of the human-powered vehicle 10 and at least a part of the passenger when a passenger is on board the human-powered vehicle 10. In this embodiment, when the first information relates to the load balance in the front-rear direction of the object including at least a part of the human-powered vehicle 10 and the passenger, the comparison information includes information on the position GX of the center of gravity in the front-rear direction of the object including at least a part of the human-powered vehicle 10 and the passenger. Preferably, the second information includes information on the load balance in the front-rear direction of the object, and the comparison information preferably includes suggestion information for bringing the load balance in the front-rear direction of the object closer to the load balance in the front-rear direction of the object included in the second information. The second information includes, for example, information on the position GX of the center of gravity suitable for running the human-powered vehicle 10 in the front-rear direction of the human-powered vehicle 10. The second information preferably includes information about a suitable center of gravity position GX in the fore-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 that corresponds to the center of gravity position GX in the fore-aft direction of the human-powered vehicle 10, and the numerical value V2 may be stored in the memory unit 58.

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 the center position between the first part and the second part in the longitudinal direction of the human-powered vehicle 10. 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 part in the longitudinal direction of the human-powered vehicle 10. 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 part in the longitudinal direction of the human-powered vehicle 10. When the second information includes a numerical value V2, the numerical value V2 may be the ratio of the first load G1 to the sum of the first load G1 and the second load G2.

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

When the notification unit 56 includes the sound device 56B, the sound device 56B is configured to notify the comparison information or suggestion information by voice such as, for example, "Please move the position of the center of gravity backward" and "The center of gravity is not in the ideal position". When the notification unit 56 includes the vibration device 56C, the vibration devices 56C are provided, for example, at two or more locations on the human-powered vehicle 10 and configured to vibrate according to the comparison information. Examples of combinations of locations where the vibration devices 56C are provided are the combination of the handlebar 30 and the pedal 18, the combination of the handlebar 30 and the saddle 36 or the seat post 38, and the combination of the handlebar 30, the pedal 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 vibration devices 56C is configured to vibrate, and the other vibration devices 56C are configured not to 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 rotating shaft of the electric motor.

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 notify the notification information by at least one of the magnitude of vibration and the period of vibration. For example, the vibration device 56C may be configured to reduce the vibration when the load position GX moves forward, increase the vibration when the load position GX moves backward, and stop the vibration when the difference D becomes a predetermined value D or less. For example, the vibration device 56C may be configured to increase the vibration when the load position GX moves forward, reduce the vibration when the load position GX moves backward, and stop the vibration when the difference D becomes a predetermined value D or less. For example, the vibration device 56C may be configured to reduce the period of vibration when the load position GX moves forward, increase the period of vibration when the load position GX moves backward, and stop the vibration when the difference D becomes a predetermined value D or less. For example, the vibration device 56C may be configured such that the period of vibration increases when the load position GX moves forward, the period of vibration decreases when the load position GX moves backward, and 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 grip and the left grip of the handlebar 30, and when the load position GX shifts forward, the vibration device 56C provided on one of the right grip and the left grip of the handlebar 30 vibrates, and when the load position GX shifts backward, the vibration device 56C provided on the other of the right grip and the left grip of the handlebar 30 vibrates. For example, when the load position GX moves forward, the vibration device 56C of the right grip vibrates, when the load position GX moves backward, the vibration device 56C of the left grip vibrates, and when the difference D becomes equal to or less than a predetermined value D, the vibration devices 56C of both the right grip and the left grip stop vibrating.

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 follow the front-rear, left-right, and up-down directions of the human-powered vehicle 10 when the human-powered vehicle 10 is upright with its front and rear wheels on the ground 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 may include a GPS (Global Positioning System) receiving device and a storage unit in which map data including road inclination information is stored, and may be configured to output information related to the pitch angle from the position information acquired by the GPS receiving device and the road inclination information included in the map data.

The storage unit 58 is preferably configured to store a plurality of second information items 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.

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 in 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.

In step S11, the first control unit 54 acquires information related to the pitch angle DA and proceeds to step S12. Specifically, the first control unit 54 acquires information related to the pitch angle DA received by the receiving unit 52 from the pitch angle detection unit 48. The first control unit 54 may store information related to the pitch angle DA transmitted from the pitch angle detection unit 48 to the receiving unit 52 in the memory unit 58 and acquire information related to the pitch angle DA stored in the memory unit 58. The first control unit 54 may transmit a command signal to cause the pitch angle detection unit 48 to transmit information related to the pitch angle DA, and acquire information related to the pitch angle DA transmitted from the pitch angle detection unit 48 via the receiving unit 52.

In step S12, the first control unit 54 acquires second information corresponding to the information regarding the pitch angle DA, and proceeds to step S13. Specifically, in step S12, the first control unit 54 acquires second information corresponding to the information regarding the pitch angle DA acquired in step S12, based on relationship information that associates the information regarding the pitch angle DA stored in the memory unit 58 with the second information.

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 on the first load G1 and the information on 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 on the first load G1 and the information on 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 on the first load G1 and the information on 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 on the first load G1 and the information on the second load G2, and acquire the information on the first load G1 and the information on the second load G2 transmitted from the first detection unit 44 and the second detection unit 46 via the receiving unit 52.

In step S14, the first control unit 54 creates balance information and comparison information, and proceeds to step S15. For example, the first control unit 54 creates the balance information by creating a numerical value V1 from the information on the first load G1 and the information on 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.

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 a 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 on the pitch angle DA and the comparison information, and ends the process. For example, in step S16, the first control unit 54 causes the notification unit 56 to notify the comparison information by transmitting a signal to the notification unit 56 for creating image information representing the difference D between the numerical value V1 and the numerical value V2. In step S16, the first control unit 54 may create image information representing the difference D between the numerical value V1 and the numerical value V2, and cause the notification unit 56 to notify the comparison information by transmitting the created image information to the notification unit 56. In step S16, the first control unit 54 may transmit a signal to 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.

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 less than a predetermined value DX in step S15, the first control unit 54 proceeds to step S17. In step S17, the first control unit 54 causes the notification unit 56 to notify information related to the pitch angle DA and the balance information, and ends the process. For example, in step S17, the first control unit 54 causes the notification unit 56 to notify the balance information by sending a signal to the notification unit 56 to create image information representing at least the numerical value V1. In step S17, the first control unit 54 may create image information representing at least the numerical value V1, and cause the notification unit 56 to notify the balance information by sending the created image information to the notification unit 56.

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

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 position GX of the center of gravity corresponding to the first information, a second image portion 56Y showing the position GX of the center of gravity corresponding to the second information, and a third image portion 56Z showing the suggestive information. The schematic diagram 56W is displayed to have an inclination angle corresponding to the pitch angle DA. The first image portion 56X is displayed superimposed on the schematic diagram 56W so as to represent the position GX of the center of gravity corresponding to the numerical value V1 in the schematic diagram 56W. The first image portion 56X is displayed, for example, by a solid line. The solid line is arranged to extend, for example, in the vertical direction of the image 56P. The second image portion 56Y is displayed superimposed on the schematic diagram 56W so as to represent the position GX of the center of gravity corresponding to the numerical value V2 in the schematic diagram 56W. The second image portion 56Y is displayed, for example, by a virtual line. The virtual line is arranged to extend, for example, 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.

When the difference D between the numerical value V1 and the numerical value V2 is less than a predetermined value DX, the display device 56A may display the image 56P so that the schematic diagram 56W and the first image portion 56X are included, and the second image portion 56Y and the third image portion 56Z are not included. The display device 56A may notify the fact that the difference D between the numerical value V1 and the numerical value V2 is less than the predetermined value DX by representing the first image portion 56X and the second image portion 56Y when the difference D between the numerical value V1 and the numerical value V2 is less than the predetermined value DX with a line that includes at least one of a color and a shape different from those of the first image portion 56X and the second image portion 56Y when the difference D between the numerical value V1 and the numerical value V2 is equal to or greater than the 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.

When the notification information is created based on the 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, and therefore it is easier to drive the human-powered vehicle 10 appropriately than when the notification information is created based only on the rider's load balance.

Second Embodiment
The notification system 40 of the second embodiment will be described with reference to Fig. 6 to Fig. 8. The notification system 40 of the second embodiment is similar to the notification system 40 of the first embodiment except that the notification system 40 of the second embodiment does not notify information related to the pitch angle DA, comparison information, and suggestion information. Therefore, the same reference numerals as those in the first embodiment are used for configurations common to the first embodiment, and duplicated descriptions will be omitted.

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 in 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.

In step S21, the first control unit 54 acquires the first information and proceeds to step S22. The acquisition of the first information is processed in the same manner as step S13 in the flowchart of 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 sending a signal to the notification unit 56 for creating an image 57P representing at least the numerical value V1. The first control unit 54 may create image information representing at least the numerical value V1 and cause the notification unit 56 to notify the balance information by sending the created image information to the notification unit 56.

Figure 7 shows an example of an image 57P including balance information and displayed by the display device 56A. In Figure 7, the balance information includes information regarding the position GX of the center of gravity. The image 57P includes, for example, a schematic diagram 57W of the human-powered vehicle 10 when the human-powered vehicle 10 is viewed from the right, and a fourth image portion 57X showing 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 the first indicator portion 57A, the second indicator portion 57B, and the third indicator portion 57C. The first indicator portion 57A is displayed at a 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 part and the second part in the fore-aft direction of the human-powered vehicle 10. The second indicator portion 57B is displayed at a 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 front-rear direction of the human-powered vehicle 10. The third indicator portion 57C is displayed at a 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 front-rear 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 may be displayed by, for example, dashed lines. The fourth image portion 57X preferably differs from the first index portion 57A, the second index portion 57B, and the third index portion 57C in at least one of the color and shape. The dashed lines are arranged to extend, for example, in the vertical direction of the image 57P.

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

The image 57P includes, for example, a schematic diagram 57W of the human-powered vehicle 10 when the human-powered vehicle 10 is 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 of 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 of 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 of the sixth image portion 57Z is displayed, for example, so that it becomes larger as the second load G2 increases. The size of the arrow of the sixth image portion 57Z changes in conjunction with the size of the second load G2, allowing the passenger to intuitively grasp the change in the second load G2.

Third Embodiment
A control device 70 for a human-powered vehicle according to the third embodiment will be described with reference to Fig. 1 and Fig. 9 to Fig. 11. The same components as those in the notification system 40 according to the first embodiment are designated by the same reference numerals as those in the first embodiment, and duplicated descriptions will be omitted.

The human-powered vehicle 10 of the third embodiment includes a drive system 60 for human-powered vehicles. 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 connected and a second wheel 12B to which the second motor 64 is connected, 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.

The first motor 62 is configured to provide a 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 and output it.

The second motor 64 is configured to provide a 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 is not rotated by 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 and output it.

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 part 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.

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.

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 for controlling the first motor 62 in the control unit 72 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 for controlling the first motor 62 in the control unit 72 by 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.

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 for controlling the second motor 64 in the control unit 72 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 for controlling the second motor 64 in the control unit 72 by 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.

The control unit 72 is configured to be able to control the first motor 62 and the second motor 64 to provide a 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 may be expressed 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.

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 is configured to include, for example, a magnetic sensor that outputs a signal according to the strength of a magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 14A, a member that rotates in conjunction with the crankshaft 14A, or a power transmission path between the crankshaft 14A and the first rotating body 22. The crank rotation sensor 78 is configured to output a signal according 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, the magnet may be provided on the first rotating body 22 when a first one-way clutch is not provided between the crankshaft 14A and the first rotating body 22. The crank rotation sensor 78 may include an optical sensor, an acceleration sensor, or a torque sensor instead of a magnetic sensor. The control unit 72 can calculate the rotation speed of the crank 14 based on information related to the rotation speed of the crank 14.

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 rotation speed of the wheels, for example. The control unit 72 can calculate the vehicle speed of the human-powered vehicle 10 based on the rotation 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 a chain stay of the frame 16 of the human-powered vehicle 10 and configured to detect a magnet attached to the rear wheel, or may be provided on the front fork 28 and configured to detect a magnet attached to the front wheel. The vehicle speed sensor 80 may include a GPS receiving device.

The torque sensor 82 is configured to detect information regarding the human-powered driving force input to the crank 14. The torque sensor 82 is configured to output a signal corresponding to the torque of the human-powered driving force input to the crank 14. For example, when 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, or a pressure sensor. 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 in a member included in the power transmission path or in the vicinity of a member included in the power transmission path. The member included in the power transmission path is, for example, the crankshaft 14A, a member that transmits the human-powered driving force between the crankshaft 14A and the first rotating body 22, the crank arm 14B, or the pedal 18. When the manual driving force is expressed by the 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.

The control unit 72 is configured to be able to control, for example, the first assist ratio of the assist force by the first motor 62 to the human driving force or the magnitude of the assist force by the first motor 62 in a plurality of stages for the first motor 62. 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 the first stage A1, the second stage A2, and the 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 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 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 stages or more.

The control unit 72 is configured to be able to control, for example, the second assist ratio of the assist force by the second motor 64 to the human driving force or the magnitude of the assist force by the second motor 64 in a plurality of stages for the second motor 64. The control unit 72 is configured to be able to control the second motor 64, for example, so that the second assist ratio or the magnitude of the assist force by the second motor 64 is one of the first stage B1, the second stage B2, and the 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 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 the third stage B3. The control unit 72 may be configured to be able 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 two stages or four stages or more.

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 equal to, for example, 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 equal to, for example, 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 equal to, for example, 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.

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 a passenger of the human-powered vehicle 10.

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 fore-and-aft 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.

The first detection unit 86 is configured to detect information related to a first load G1 applied to the first portion. The second detection unit 88 is configured to detect information related to a second load G2 applied to the second portion. 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 information related to the first load G1 and the information related to the second load G2.

The control unit 72 is configured to be able to control the first motor 62 and the second motor 64 to be in 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 be able to control the first motor 62 and the second motor 64 to be in 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 be able to control the first motor 62 and the second motor 64 to be in 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 be able to control the first motor 62 and the second motor 64 to be in the first assist state when the first load G1 is greater than the second load G2. The control unit 72 is configured to be able to control the first motor 62 and the second motor 64 to be in 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 they are in a non-assisted state in which they do not generate an assist force.

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.

The control unit 72 is configured to be able to control the first motor 62 and the second motor 64, for example, depending on which of a plurality of predetermined ranges the ratio R is included in. The plurality of 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. If the position GX of the center of gravity is at a position corresponding to the center between the first part and the second part in the fore-and-aft direction of the human-powered vehicle 10 and near the position corresponding to the center, the ratio R is included in the third range. If the position GX of the center of gravity is at a position corresponding to the first part in the fore-and-aft direction of the human-powered vehicle 10 and near the position corresponding to the first part, the ratio R is included in the first range. If the position GX of the center of gravity is in a range between the first range and the third range in the fore-and-aft direction of the human-powered vehicle 10, the ratio R is included in the second range. If the position GX of the center of gravity is at a position corresponding to the second portion or near a position corresponding to the second portion in the fore-and-aft direction of the human-powered vehicle 10, the ratio R is included in the fifth range. If the position GX of the center of gravity is in a range between the third range and the fifth range in the fore-and-aft direction of the human-powered vehicle 10, the ratio R is included in the fourth range. The sizes of the first range, second range, third range, fourth range, and fifth range may be equal, 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.

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.

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.

The control unit 72 preferably does not drive the first motor 62 and the second motor 64 when the ratio R is in the 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 the fifth range.

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 a combination 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.

The storage unit 74 may variably store information associating 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. The control unit 72 may be configured to variably change the information stored in the storage unit 74 regarding the combination 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, for example, an instruction from at least one of an operation input device provided in 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. The external device includes, for example, a smartphone, a tablet computer, or a personal computer.

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 in FIG. 10 ends, the control unit 72 repeats the process from step S31 after a predetermined period until the supply of power is stopped.

In step S31, the control unit 72 acquires the pitch angle DA and proceeds to step S32. Specifically, the control unit 72 acquires 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 memory unit 74 and acquire the information about the pitch angle DA stored in the memory unit 74, or may transmit a command signal to cause the pitch angle detection unit 90 to transmit information about the pitch angle DA and acquire the information about the pitch angle DA transmitted from the pitch angle detection unit 90.

In step S32, the control unit 72 acquires information on the first load G1 and information on the second load G2, calculates the ratio R, and proceeds to step S33. Specifically, the control unit 72 acquires information on the first load G1 from the first detection unit 86, and acquires information on the second load G2 from the second detection unit 88. The control unit 72 may store information on the first load G1 transmitted from the first detection unit 86 and information on the second load G2 transmitted from the second detection unit 88 in the memory unit 74, and acquire information on the first load G1 and information on 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 cause the first detection unit 86 to transmit information on the first load G1, acquire information on the first load G1 transmitted from the first detection unit 86, transmit a command signal to the second detection unit 88 to transmit information on the second load G2, and acquire information on 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.

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 ends the process. The control unit 72 is configured to control at least one of the first motor 62 and the second motor 64, for example, using information related to the pitch angle DA acquired in step S31, the ratio R calculated in step S32, and information stored in the memory 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.

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 notified by the display device 56A. The image 59P includes, for example, a schematic diagram 59W of the human-powered vehicle 10 when the human-powered vehicle 10 is viewed from the right, and a seventh image portion 59X indicating a range including the position GX of the center of gravity corresponding to the first information. The image 59P includes a plurality of areas corresponding to the first range to the fifth range. The control unit 72 creates the image 59P by changing the color of the area including the position GX of the center of gravity corresponding to the first information among the areas of the image 59P corresponding to any one of the first range to the fifth range to a color different from the color of the other areas. The seventh image portion 59X corresponds to the area including the position GX of the center of gravity corresponding to the first information. Image 59P in Figure 11 shows a case where the color of the area corresponding to the third range is different from the color of the other areas.

Fourth Embodiment
The 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 those of the first and third embodiments are used for the configurations common to the first and third embodiments, and duplicated descriptions will be omitted.

The control unit 72 is configured to perform regenerative braking on 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.

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.

When the first load G1 is greater than the second load G2, 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. The control unit 72, for example, places the first motor 62 in a regenerative state by the first clutch 92 and places the second motor 64 in a non-regenerative state by the second clutch 94, thereby placing the first motor 62 and the second motor 64 in the first regenerative state. The control unit 72 may, for example, place the first motor 62 in a regenerative state by the first clutch 92, place the second motor 64 in a regenerative state by the second clutch 94, and 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, thereby placing the first motor 62 and the second motor 64 in the first regenerative state.

When the first load G1 is smaller than the second load G2, 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. The control unit 72 forms 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, for example, place the first motor 62 in a regenerative state using the first clutch 92, place the second motor 64 in a regenerative state using the second clutch 94, and control the first motor 62 and the second motor 64 so that the regenerative braking force by the second motor 64 is larger than the regenerative braking force by the first motor 62, thereby placing the first motor 62 and the second motor 64 in the second regenerative state.

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 the first pitch angle DA1. When the human-powered vehicle 10 travels downhill, the pitch angle DA is less than the first pitch angle DA1.

The control unit 72 is configured to be able 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 is included in. The control unit 72 is 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, for example, depending on which of a plurality of predetermined angle ranges the pitch angle DA is included in. 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 in the first embodiment. The control unit 72 is configured to be able to control the first clutch 92 and the second clutch 94 so that the regenerative state is different when the pitch angle DA is in the first angle range, when it is in the second angle range, and when it is in the third angle range. The control unit 72 may be configured to control the first clutch 92 and the second clutch 94 and the first motor 62 and the second motor 64 so that the regenerative state differs when the pitch angle DA is in a first angle range, when the pitch angle DA is in a second angle range, and when the pitch angle DA is in a third angle 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 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.

The memory unit 74 preferably stores information associating 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 a combination 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.

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 store 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 communicatively connected to the control device 70 via at least one of an electric wire and a wireless communication device.

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.

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 in FIG. 13 ends, the control unit 72 repeats the process from step S41 after a predetermined period until the supply of power is stopped.

In step S41, the control unit 72 acquires information related to the pitch angle DA, and proceeds to step S42. 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 information related to the pitch angle DA transmitted from the pitch angle detection unit 90 to the control unit 72 in the memory unit 74, and acquire the information related to the pitch angle DA stored in the memory unit 74. The control unit 72 may transmit a command signal to cause the pitch angle detection unit 90 to transmit 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.

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 step S32 in FIG. 10.

In step S43, the control unit 72 changes the regenerative state according to the pitch angle DA and the ratio R, and ends the process. The control unit 72 is configured to control at least one of the first clutch 92 and the second clutch 94, for example, using information about the pitch angle DA acquired in step S41, the ratio R calculated in step S42, and information relating the regenerative state to the pitch angle DA and the ratio R stored in the memory unit 74.

(Modification)
The explanations of the embodiments are examples of forms that the notification device for a human-powered vehicle, the notification 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 notification device for a human-powered vehicle, the notification system for a human-powered vehicle, and the control device for a human-powered vehicle according to the present invention can take forms, for example, modified versions of the embodiments shown below, and combinations of at least two mutually compatible modified versions. In the following modified versions, parts that are common to the embodiments are given the same reference numerals as the embodiments, and descriptions thereof will be omitted.

・The first embodiment or a modified version of the first embodiment may be combined with the third embodiment or a modified version of the third embodiment. The first embodiment or a modified version of the first embodiment may be combined with the fourth embodiment or a modified version of the fourth embodiment. The second embodiment or a modified version of the second embodiment may be combined with the third embodiment or a modified version of the third embodiment. The second embodiment or a modified version of the second embodiment may be combined with the fourth embodiment or a modified version 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 version, at least a part of the notification system 40 may be included in the control device 70. For example, at least a part 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.

・In the first embodiment, the second embodiment, the modified example of the first embodiment, or the embodiment including the modified example of the second embodiment, the receiving unit 52 may be configured to receive second information related to the balance of loads in the left-right direction of an object including at least a part of the human-powered vehicle 10, and the creating unit 54A may be configured to create notification information including information related to the balance of loads in the left-right direction of the object in response to the second information. For example, as shown in FIG. 14, the notification system 40 includes a roll angle detection unit 96. The roll angle detection unit 96 includes, for example, an inclination sensor. The inclination sensor of the roll angle detection unit 96 is configured similarly to the inclination sensor of the pitch angle detection unit 48. When the notification system 40 includes the roll angle detection unit 96, the receiving unit 52 is preferably configured to be able to receive a signal from the roll angle detection unit 96. The storage unit 58 stores relationship information that associates the roll angle with the second information. The first control unit 54 is configured to create comparison information from, for example, the roll angle, the ratio R, and the relationship information that associates the roll angle with the second information.

In the first embodiment or an embodiment including a modification of the first embodiment, the creation unit 54A may create the notification information without using the pitch angle DA. In this modification, 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 modification, 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 value V1 and the numerical value V2 included in the comparison information is equal to or greater than a predetermined value DX. If the difference D between the numerical value V1 and the numerical value V2 included in the comparison information is equal to or greater than a 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.
In step S54, if the difference D between the numerical value V1 and the numerical value V2 included in the comparison information is less than a predetermined value, 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.

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

・In the first embodiment, the second embodiment, the modified example of the first embodiment, or the 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 part of the human-powered vehicle 10 and at least a part of a passenger of 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 is configured similarly to the memory unit 58. The object preferably includes at least a part of the human-powered vehicle 10. The comparison information may or may not include information related to 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 in the fore-and-aft direction of the object. When the first information relates to a load in the fore-and-aft direction of an object including at least a part of a passenger, the comparison information may include information related to the position GX of the center of gravity in the fore-and-aft direction of the passenger of the human-powered vehicle 10. For example, when the first information includes information on the position GX of the center of gravity in the fore-aft direction of the occupant of the human-powered vehicle 10 alone, the comparison information includes information on the position GX of the center of gravity in the fore-aft direction of the occupant of the human-powered vehicle 10 alone. When the first information includes information on the position GX of the center of gravity in the fore-aft direction of the occupant of the human-powered vehicle 10 alone, the load applied to the first part or the second part of the human-powered vehicle 10 includes a load applied to one of the crank 14 and the pedal 18, and a load applied to one of the saddle 36 and the seat post 38. When the first information includes information on the position GX of the center of gravity in the fore-aft direction of the occupant of the human-powered vehicle 10 alone, for example, the first detection unit 44 is provided on the handlebar 30, and the second detection unit 46 is provided on one of the crank 14 and the pedal 18, and one of the saddle 36 and the seat post 38. When the first information includes information about the position GX of the center of gravity in the front-rear direction of only the passenger 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 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 about the balance of loads in the front-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-rear direction of the object closer to the balance of loads in the front-rear direction of the object included in the second information. When the comparison information does not include information about the balance of loads in the front-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 a predetermined value corresponding to one of the first load G1 and the second load G2.

- In the third embodiment or an embodiment including a modified example 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 modified example, the pitch angle detection unit 90 may be omitted. Table 3 shows an example of a combination of the position GX of the center of gravity, the control state of the first motor 62, and the control state of the second motor 64.

- In an embodiment including the fourth embodiment or a modified version of the fourth embodiment, the control unit 72 may change the regenerative state of the first motor 62 and the second motor 64 without using the pitch angle DA. In this modified version, 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 regenerative state of the first motor 62, and the regenerative state of the second motor 64.

- In an embodiment including the fourth embodiment or a 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.

- In an embodiment including the fourth embodiment or a 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.

- In an embodiment including the third embodiment or a modified version 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 according to the pitch angle DA and the ratio R. In this modified version, 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 an example of a combination 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" is a state in which the motor is not in a regenerative state and is not providing a propulsive force to the human-powered vehicle 10.

- In the fourth embodiment or an embodiment including a modified example of the fourth embodiment, at least one of the first clutch and the second clutch may be omitted.

- In an embodiment including the fourth embodiment or a modified example of the fourth embodiment, the control unit 72 may be configured to be able 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 having different magnitudes of rotational force transmitted to the first motor 62. The plurality of regenerative states of the first motor 62 include, 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 having different magnitudes of rotational force transmitted to the second motor 64. The plurality of regenerative states of the second motor 64 include, for example, a weak regenerative state, a medium regenerative state, and a strong regenerative state. The regenerative braking force of the weak regenerative state is greater than the regenerative braking force of the medium regenerative state. The regenerative braking force of the medium regenerative state is greater than the regenerative braking force of the strong regenerative state. When the regenerative braking force of the first motor 62 and the second motor 64 can be changed, for example, the control unit 72 is configured to control the first drive circuit 76A and the second drive circuit 76B so that the regenerative states shown in Table 6 are achieved. The number of the multiple regenerative states of the first motor 62 and the multiple 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 so that four stages of regenerative braking force are generated, and to control the second motor 64 so that two stages of regenerative braking force are generated. 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.

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 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 communicatively connected to the control device 70 via at least one of an electric wire and a wireless communication device.

In the third embodiment, the modified version of the third embodiment, the fourth embodiment, or an embodiment including the modified version 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.

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

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 unit, 56C...vibration unit, 58...storage unit, 62...first motor, 64...second motor, 70...control device, 72...control unit, 74...storage unit, 84...detection unit, 86...first detection unit, 88...second detection unit, 90...pitch angle detection unit.

Claims (11)

A control device for a human-powered vehicle,
the human-powered vehicle includes a first wheel to which a first motor is coupled and a second wheel to which a second motor is coupled, and is configured such that a human-powered driving force is transmitted to at least one of the first wheel and the second wheel;
The control device includes:
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 a load of an object including at least one of the human-powered vehicle and a passenger of the human-powered vehicle. The detector further includes:
2. The control device according to claim 1, wherein the detection unit 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 a fore-and-aft direction of the human-powered vehicle. The first detection unit is configured to detect information regarding a first load applied to the first portion,
The second detection unit is configured to detect information regarding a second load applied to the second portion,
The control device according to claim 2 , wherein the control unit is configured to control at least one of the first motor and the second motor in response to information related to the first load and information related to the second load. The control device according to claim 3, wherein the control unit is configured to be able to control the first motor and the second motor to provide a propulsive force to the human-powered vehicle. The control device according to claim 4, wherein the control unit is configured to be able to control the first motor and the second motor so that a first assist state is reached in which the assist force of the first motor is greater than the assist force of the second motor when the first load is greater than the second load. The control device according to claim 4 or 5, wherein the control unit is configured to be able to control the first motor and the second motor so that a second assist state is established in which the assist force by the first motor is smaller than the assist force by the second motor when the first load is smaller than the second load. The control device according to any one of claims 3 to 6, wherein the control unit is configured to perform regenerative braking on at least one of the first motor and the second motor. The control device according to claim 7, wherein 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. The control device according to claim 7 or 8, wherein 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. a pitch angle detection unit configured to detect a pitch angle of the human-powered vehicle;
10. The control device according to claim 7, wherein 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. a pitch angle detection unit configured to detect a pitch angle of the human-powered vehicle;
11. The control device according to claim 7, wherein the control unit is configured to control at least one of the first motor and the second motor in accordance with a ratio between the first load and the second load and the pitch angle of the human-powered vehicle.