CN116620465A

CN116620465A - Control device for man-power driven vehicle

Info

Publication number: CN116620465A
Application number: CN202310095063.9A
Authority: CN
Inventors: 薮内佑基; 松田浩史
Original assignee: Shimano Inc
Current assignee: Shimano Inc
Priority date: 2022-02-21
Filing date: 2023-02-07
Publication date: 2023-08-22
Also published as: JP2023121526A; DE102023101444A1

Abstract

The present disclosure provides a control device for a manually driven vehicle capable of appropriately controlling a motor. The control device includes a control unit that controls the motor, and is configured to calculate a predicted value of the manual driving force during a second pedal period subsequent to the first pedal period based on the manual driving force during the first pedal period, to control the motor during the second pedal period so that the assist force reaches a first target value calculated based on the predicted value, and to control the motor so that the assist force reaches a second target value calculated based on the measured value when a first difference between an actual measurement value of the manual driving force input to the manual driving vehicle during the second pedal period and the predicted value is equal to or greater than a first value.

Description

Control device for man-power driven vehicle

Technical Field

The present disclosure relates to a control device for a human-powered vehicle.

Background

Patent document 1 discloses a motor for controlling application of assist force to a manually driven vehicle based on manual driving force. The control device disclosed in patent document 1 delays the reduction of the assist force of the motor when the manual driving force is reduced, so that the assist force of the motor is not interrupted.

Prior art literature

Patent literature

Patent document 1: japanese patent application laid-open No. 2015-85741.

Disclosure of Invention

Problems to be solved by the invention

The control device disclosed in patent document 1 delays the reduction of the assist force of the motor when the manual driving force is reduced, and therefore, the assist force of the motor increases when the manual driving force is changed from reduced to increased.

One of the objects of the present disclosure is to provide a control device for a manually driven vehicle capable of appropriately controlling a motor.

Means for solving the problems

A control device according to a first aspect of the present disclosure is a control device for a manually driven vehicle including a motor that imparts an assist force according to a manual driving force input to the manually driven vehicle, wherein the control device includes a control unit that controls the motor, the control unit is configured to calculate a predicted value of the manual driving force during a second pedal period after a first pedal period based on the manual driving force during the first pedal period in relation to the manually driven vehicle, the motor is controlled during the second pedal period so that the assist force reaches a first target value calculated based on the predicted value, and when a first difference between an actual measurement value of the manual driving force input to the manually driven vehicle during the second pedal period and the predicted value is equal to or greater than a first value, the motor is controlled so that the assist force reaches a second target value calculated based on the actual measurement value.

According to the control device of the first aspect, the control unit controls the motor during the second pedal so that the assist force reaches the first target value calculated based on the predicted value calculated from the manual driving force during the first pedal, so that the assist force during the second pedal can be made appropriate. Therefore, the control unit can appropriately control the motor. According to the control device of the first aspect, the control unit controls the motor so that the assist force reaches the second target value calculated based on the actual measurement value when the difference between the predicted value of the manual driving force and the actual measurement value of the manual driving force is equal to or greater than the first value, and therefore, the control unit can control the motor so that the assist force reaches the assist force appropriate for the actual measurement value when the difference between the predicted value of the manual driving force and the actual measurement value of the manual driving force is large.

In the control device according to the second aspect of the present disclosure, the control unit is configured to change the second target value so as to increase the second target value when the first difference is equal to or larger than the first value and the actual measurement value is larger than the predicted value.

According to the control device of the second aspect, the control unit can control the motor so that the assist force increases when the actual measurement value of the manual driving force is greater than the predicted value of the manual driving force, and therefore the rider is less likely to feel the lack of assist force.

In the control device according to the third aspect of the first or second aspect of the present disclosure, the control unit is configured to change the second target value so as to decrease the second target value when the first difference is equal to or larger than the first value and the actual measurement value is smaller than the predicted value.

According to the control device of the third aspect, the control unit can control the motor so that the assist force becomes smaller when the actual measurement value of the manual driving force is smaller than the predicted value of the manual driving force, and thus the rider is less likely to feel uncomfortable.

In the control device according to a fourth aspect of the present disclosure, the control unit is configured to multiply the predicted value by a first predetermined value to calculate the first target value.

According to the control device of the fourth aspect, the control unit can control the motor based on the first target value obtained by multiplying the predicted value by the first predetermined value.

In the control device according to a fifth aspect of the present disclosure, the control device further includes a storage unit that stores predetermined information that defines a relationship between a pedal period of the manually driven vehicle and a set value related to a sum of the manual driving force and the assist force, and the control unit is configured to calculate the first target value based on the predetermined information and based on a second difference between the set value and the predicted value.

According to the control device of the fifth aspect, the control unit can control the motor based on the first target value calculated from the second difference between the set value relating to the sum of the actual measurement value of the manual driving force and the assist force during the second pedaling and the predicted value.

A control device according to a sixth aspect of the present disclosure is a control device for a manually driven vehicle including a motor that imparts an assist force corresponding to a manual driving force input to the manually driven vehicle, wherein the control device includes a control unit that controls the motor, and a storage unit that stores predetermined information that defines a relationship between a pedal period of the manually driven vehicle and a set value that is related to a sum of the manual driving force and the assist force, wherein the control unit is configured to calculate a predicted value of the manual driving force during a second pedal period subsequent to the first pedal period based on the manual driving force during a first pedal period related to the manually driven vehicle, calculate a first target value of the assist force based on the predetermined information and based on a second difference between the set value and the predicted value during the second pedal period, and control the motor so that the assist force reaches the first target value.

According to the control device of the sixth aspect, the control unit controls the motor during the second pedal so that the assist force reaches the first target value calculated based on the predicted value calculated from the manual driving force during the first pedal, and therefore, the assist force during the second pedal can be made appropriate. Therefore, the control unit can appropriately control the motor. According to the control device of the sixth aspect, the control portion is capable of controlling the motor based on the first target value calculated from the second difference between the set value and the predicted value, the set value being related to the sum of the actual measurement value of the manual driving force and the assist force during the second pedaling.

In the control device according to a seventh aspect of the present disclosure, the predetermined information is information related to the set value corresponding to the running characteristic of the manually driven vehicle.

According to the control device of the seventh aspect, the control unit can control the motor based on the first target value suitable for the running characteristic of the manually driven vehicle.

In the control device according to an eighth aspect of the present disclosure, the travel characteristic includes at least one of a body characteristic of the manually driven vehicle, a rider characteristic of the manually driven vehicle, or a travel road characteristic of the manually driven vehicle.

According to the control device of the eighth aspect, the control unit can control the motor based on the first target value suitable for at least one of the body characteristics of the manually driven vehicle, the boarding characteristics of the manually driven vehicle, or the travel path characteristics of the manually driven vehicle.

In the control device according to a ninth aspect of any one of the fifth to eighth aspects of the present disclosure, the storage portion stores a plurality of the prescribed information, and the control portion calculates the first target value based on one of the plurality of the prescribed information and from the second difference.

According to the control device of the ninth aspect, the control unit can select one from the plurality of pieces of predetermined information, and therefore can appropriately control the motor according to the situation.

In the control device according to a tenth aspect of the present disclosure, the control unit is configured to calculate the first target value based on the predicted value and a predetermined variable, and calculate the first target value during the second pedal so that a rate of change of the first target value in the case where the assist force increases is different from the rate of change in the case where the assist force decreases.

According to the control device of the tenth aspect, the control portion can control the motor by the rate of change of the first target value that is respectively suitable for the case where the assist force increases and the case where the assist force decreases during the second pedaling.

A control device according to an eleventh aspect of the present disclosure is a control device for a manually driven vehicle including a motor that imparts an assist force according to a manual driving force input to the manually driven vehicle, wherein the control device includes a control unit that controls the motor, and the control unit is configured to calculate a predicted value of the manual driving force during a second pedal after a first pedal period based on the manual driving force during the first pedal period in relation to the manually driven vehicle, control the motor during the second pedal period so that the assist force reaches a first target value calculated based on the predicted value and a predetermined variable, and calculate the first target value during the second pedal period so that a change rate of the first target value in a case where the assist force increases is different from the change rate in a case where the assist force decreases.

According to the control device of the eleventh aspect, the control unit controls the motor during the second pedal so that the assist force reaches the first target value calculated based on the predicted value calculated based on the manual driving force during the first pedal, so that the assist force during the second pedal can be made appropriate. Therefore, the control unit can appropriately control the motor. According to the control device of the eleventh aspect, the control portion can control the motor by the rate of change of the first target value that is suitable for the case where the assist force increases and the case where the assist force decreases during the second pedaling, respectively.

A twelfth aspect of the present disclosure is a control device for a manually driven vehicle including a motor that imparts an assist force according to a manual driving force input to the manually driven vehicle, wherein the control device includes a control unit that controls the motor, and the control unit is configured to calculate a predicted value of the manual driving force during a second pedal after a first pedal period based on the manual driving force during the first pedal period in relation to the manually driven vehicle, control the motor during the second pedal period so that the assist force reaches a first target value calculated based on the predicted value and a predetermined variable, and calculate the first target value during the second pedal period so that a response speed of the assist force to the manual driving force is slowed down when the assist force is reduced.

According to the control device of the twelfth aspect, the control unit controls the motor during the second pedal so that the assist force reaches the first target value calculated based on the predicted value calculated based on the manual driving force during the first pedal, so that the assist force during the second pedal can be made appropriate. Therefore, the control unit can appropriately control the motor. According to the control device of the twelfth aspect, when the assist force decreases during the second pedaling, the response speed of the assist force becomes slow, and therefore the control portion can suppress the decrease in the assist force when the rider pedals.

In the control device according to a thirteenth aspect of the present disclosure, the prescribed variables are an average value of the predicted values, and a variable related to the second pedaling period.

According to the control device of the thirteenth aspect, the control section can control the motor based on the predicted value and the variable related to the second pedaling period.

In the control device according to a fourteenth aspect of the present disclosure, the control unit is configured to calculate the first target value based on a value obtained by multiplying the predicted value by a second predetermined value and the predetermined variable, and to determine the predetermined variable such that a maximum peak value of the first target value during the second pedaling is smaller than a maximum peak value of a value obtained by multiplying the predicted value by the second predetermined value.

According to the control device of the fourteenth aspect, since the control portion controls the motor so that the maximum peak value of the assist force during the second pedal is smaller than the maximum peak value obtained by multiplying the predicted value by the second prescribed value, the maximum peak value of the assist force during the second pedal is less likely to become excessively large.

In the control device according to a fifteenth aspect of the present disclosure, the control unit is configured to calculate the first target value using an offset value, and to change the offset value when a predetermined condition is satisfied.

According to the control device of the fifteenth aspect, the control unit can calculate the first target value using the offset value that is changed according to the predetermined condition, and therefore can appropriately control the motor according to the predetermined condition.

In the control device according to a sixteenth aspect of the present disclosure, the prescribed condition is satisfied in a case where a difference between the manual driving force during the second pedaling and the predicted value is outside a first range.

According to the control device of the sixteenth aspect, the control unit changes the offset value when the difference between the manual driving force during the second pedaling and the predicted value is outside the first range, so that the first target value can be appropriately changed according to the difference between the manual driving force during the second pedaling and the predicted value.

In the control device according to a seventeenth aspect of the present disclosure, the control unit is configured to calculate the first target value so that the first target value is equal to or less than an upper limit value corresponding to the motor.

According to the control device of the seventeenth aspect, the control unit can control the motor so that the assist force during the second pedaling is equal to or less than the upper limit value corresponding to the motor, and therefore can perform control suitable for the characteristics of the motor.

In the control device according to an eighteenth aspect of the present disclosure, the control portion calculates the predicted value based on an average value of the manual driving force during the first pedal, and a rotation angle of a crank of the manually driven vehicle during the first pedal.

According to the control device of the eighteenth aspect, the control section is capable of controlling the motor during the second pedal to achieve the first target value based on the predicted value corresponding to the average value of the human driving force during the first pedal, and the rotation angle of the crank of the human-driven vehicle during the first pedal.

In the control device according to a nineteenth aspect of any one of the first to eighteenth aspects of the present disclosure, the first pedaling period is a period during which a crank of the manually driven vehicle rotates by 360 degrees or more.

According to the control device of the nineteenth aspect, the control portion can control the motor during the second pedaling to achieve the first target value based on the predicted values corresponding to the average value of the manual driving force during pedaling with 360 degrees or more of crank rotation, the manual driving force, and the rotation angle of the crank.

In the control device according to a twentieth aspect of any one of the first to nineteenth aspects of the present disclosure, the second pedaling period is a period during which a crank of the manually driven vehicle rotates by 360 degrees or more.

According to the control device of the twentieth aspect, the control unit can control the motor so as to reach the first target value based on the predicted value during pedaling with 360 degrees or more of crank rotation.

In the control device of the twenty-first aspect according to any one of the first to twentieth aspects of the present disclosure, the length of the second pedaling period is equal to the length of the first pedaling period.

According to the control device of the twenty-first aspect, since the length of the first pedaling period is equal to the length of the second pedaling period, the control section easily calculates the predicted value.

In the control device according to a twenty-second aspect of any one of the first to twenty-first aspects of the present disclosure, the control device further includes a first detection portion that detects information related to the first pedaling period and the second pedaling period.

According to the control device of the twenty-second aspect, the control section can appropriately detect the information related to the first pedaling period and the second pedaling period by the first detection section.

Effects of the invention

The control device for a manually driven vehicle of the present disclosure can appropriately control a motor.

Drawings

Fig. 1 is a side view of a manually driven vehicle including a control device for a manually driven vehicle according to a first embodiment;

FIG. 2 is a block diagram showing the electrical structure of the manually driven vehicle of FIG. 1;

fig. 3 is a graph showing an example of the relationship between the predicted value and the first target value of the human driving force and the assist force during the first pedal and the human driving force during the second pedal;

fig. 4 is a graph showing an example of the predicted value of the manual driving force, the measured value of the manual driving force, the first difference, the first target value, and the second target value during the second pedaling in the first embodiment;

fig. 5 is a graph showing an example of a relationship between an average value of human driving force and an average assist ratio during a first pedaling period of each of the plurality of assist modes stored in the storage unit of fig. 1;

fig. 6 is a graph showing an example of the predicted value, the set value, and the second difference of the manual driving force during the second pedaling period;

Fig. 7 is a flowchart showing a process of controlling the motor according to any one of the first target value and the second target value during the second pedaling, which is executed by the control section of fig. 1;

fig. 8 is a graph showing an example of predicted values, set values, and second differences of the manual driving force during the second pedaling in the second embodiment;

fig. 9 is a flowchart showing a process of controlling the motor according to the first target value during the second pedaling, which is executed by the control unit of the control device for the human-powered vehicle of the second embodiment;

fig. 10 is a flowchart showing a process of controlling the motor according to the first target value during the second pedaling, which is executed by the control unit of the control device for the manually driven vehicle according to the third embodiment;

fig. 11 is a flowchart showing a process of changing the offset value during the second pedaling period, which is executed by the control unit according to the modification.

Detailed Description

< first embodiment >, first embodiment

A control device 50 for a manually driven vehicle according to the present embodiment will be described with reference to fig. 1 to 7. Hereinafter, the control device 50 for a manually driven vehicle will be referred to as a control device 50. The human powered vehicle 10 is a vehicle having at least one wheel, at least capable of being driven by human driving force. The human powered vehicle 10 includes various bicycles such as mountain bikes, road bikes, city bikes, freight bikes, manual bikes, and recumbent bikes. The number of wheels provided in the manually driven vehicle 10 is not limited. The human powered vehicle 10 also includes, for example, a wheelbarrow and a vehicle having two or more wheels. The manually driven vehicle 10 is not limited to a vehicle driven by only manual driving force. The human powered vehicle 10 includes an E-bike that is propelled not only by human driving force but also by driving force of an electric motor. E-bike includes electric assisted bicycles that utilize an electric motor to assist propulsion. In the following, the manual drive vehicle 10 will be described as an electric assist bicycle in the embodiment.

As shown in fig. 1, for example, a human-powered vehicle 10 includes a crank 12, a drive wheel 14, and a frame 16. A manual driving force is input to the crank 12. For example, the crank 12 includes a crank shaft 12A rotatable with respect to the frame 16, and a first crank arm 12B and a second crank arm 12C provided at axial ends of the crank shaft 12A, respectively. The second crank arm 12C is coupled to an axial end of the crank shaft 12A so as to be 180 degrees out of phase with respect to the rotation of the first crank arm 12B. A pedal 18 is coupled to each of the first crank arm 12B and the second crank arm 12C. A manual driving force is input to the crank 12 via the pedal 18. The drive wheel 14 is driven by rotation of the crank 12. The drive wheel 14 is supported on a frame 16.

For example, the human powered vehicle 10 includes a drive mechanism 20. The drive mechanism 20 transmits the manual driving force input to the crank 12 to the drive wheel 14. The drive mechanism 20 connects the crank 12 to the drive wheel 14. For example, the drive mechanism 20 includes a first rotating body 22 coupled to the crank shaft 12A. The first rotating body 22 includes a sprocket, a pulley, or a bevel gear. For example, the crank shaft 12A is coupled to the first rotating body 22 via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 22 forward when the crank 12 rotates in the first direction A1, and not to rotate the first rotating body 22 backward when the crank 12 rotates in the direction opposite to the first direction A1.

For example, the driving mechanism 20 includes a second rotating body 24 and a coupling member 26. The coupling member 26 transmits the rotational force of the first rotating body 22 to the second rotating body 24. The second rotating body 24 includes a sprocket, a pulley, or a bevel gear. The coupling member 26 includes, for example, a chain, a belt, or a transmission shaft. The second rotating body 24 is coupled to the driving wheel 14. For example, the second rotating body 24 is coupled with the driving wheel 14 via a second one-way clutch. The second one-way clutch is configured to rotate the drive wheel 14 forward when the second rotating body 24 rotates in the first direction A1, and not to rotate the drive wheel 14 backward when the second rotating body 24 rotates in a direction opposite to the first direction A1.

The human powered vehicle 10 includes front wheels 28 and rear wheels 30. In the present embodiment, the rear wheel 30 is the driving wheel 14, but the front wheel 28 may be the driving wheel 14. The front wheel 28 is mounted to the frame 16 via a front fork 32. The handlebar 34 is coupled to the front fork 32 via a stem 36.

For example, the human powered vehicle 10 includes a transmission unit 38. The transmission unit 38 includes a motor 40, and the motor 40 imparts an assist force corresponding to the manual driving force input to the manual driving vehicle 10. The motor 40 is communicatively connected to the control section 52. The motor 40 can communicate with the control unit 52 through, for example, power line communication (PLC; power Line Communication), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver/Transmitter).

For example, the human powered vehicle 10 includes a battery 42. The battery 42 includes one or more battery elements. The battery element includes a rechargeable battery. The battery 42 is provided in the manually driven vehicle 10 and supplies electric power to other electric components electrically connected to the battery 42 in a wired manner, for example, to the motor 40 and the control device 50. The battery 42 is communicably connected to the control unit 52 of the control device 50 by wire or wireless. For example, the battery 42 can communicate with the control section 52 through power line communication. The battery 42 may be mounted on the exterior of the frame 16 of the human-powered vehicle 10 or may be at least partially housed within the interior of the frame 16 of the human-powered vehicle 10.

As shown in fig. 2, the human-powered vehicle 10 includes a control device 50. The control device 50 includes a control unit 52. The control unit 52 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device includes, for example, CPU (Central Processing Unit) or MPU (Micro Processing Unit). The control section 52 may include one or more microcomputers. The control unit 52 may include a plurality of arithmetic processing units disposed at a plurality of positions.

For example, the control device 50 further includes a storage unit 54. The storage unit 54 stores various control programs and information for various control processes. The storage unit 54 includes, for example, a nonvolatile memory and a volatile memory. The nonvolatile Memory includes, for example, at least one of ROM (Read-Only Memory), EPROM (Erasable Programmable Read Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), and flash Memory. Volatile memory includes, for example, RAM (Random Access Memory).

The control unit 52 controls the motor 40. For example, the control device 50 includes an inverter circuit 56 configured to supply electric power to the motor 40. The motor 40 generates assist force by electric power supplied from the inverter circuit 56. The control unit 52, the storage unit 54, and the inverter circuit 56 are provided in, for example, a housing of the transmission unit 38 provided with the motor 40.

For example, the control unit 52 controls the motor 40 so that the assist force of the motor 40 reaches a predetermined target value. The control unit 52 is electrically connected to the inverter circuit 56, and controls the motor 40 by controlling the inverter circuit 56.

For example, the control unit 52 controls the motor 40 based on the manual driving force to apply an assist force corresponding to the rotation angle of the crank 12. The manual driving force input to the crank 12 is periodically changed.

For example, the rotation angle of the crank 12 is zero when the first crank arm 12B is at a position corresponding to the top dead center, and is represented by an angle by which the first crank arm 12B rotates in the first direction A1 with respect to the frame 16 of the manually driven vehicle 10.

For example, the control device 50 further includes a first detection portion 58. The first detection unit 58 is configured to be able to detect information related to the rotation angle of the crank 12. For example, the first detecting portion 58 detects the rotation angle of the crank 12. The first detection unit 58 is configured to be able to output information on the rotation angle of the crank 12 to the control unit 52. The first detection portion 58 may include a wireless or wired communication portion. When the first detection unit 58 includes a wireless or wired communication unit, the communication unit of the first detection unit 58 is configured to be able to communicate with the control unit 52.

For example, the first detecting portion 58 includes a crank rotation sensor 60. The crank rotation sensor 60 is configured to detect information related to the rotation angle of the crank 12. For example, the crank rotation sensor 60 is provided to the frame 16 of the manually driven vehicle 10. The crank rotation sensor 60 is configured to include an output signal related to the strength of the magnetic field. Annular magnets whose magnetic field strength varies in the circumferential direction are provided on the crank axle 12A, the first crank arm 12B, the second crank arm 12C, or a transmission path of the manual driving force from the crank axle 12A to the second rotary body 24. The crank rotation sensor 60 outputs a signal related to the rotation angle of the crank 12. The crank rotation sensor 60 may include an optical sensor, an acceleration sensor, a gyro sensor, or the like instead of the magnetic sensor.

Preferably, the crank rotation sensor 60 is configured to output a detection signal a predetermined number of times during one rotation of the crank 12. The predetermined number of times is, for example, 2 or more. Preferably, the predetermined number of times is determined according to the first pedaling period and the second pedaling period.

The crank rotation sensor 60 may be configured to include a vehicle speed sensor. When the crank rotation sensor 60 includes a vehicle speed sensor, for example, the control unit 52 is configured to calculate the rotation angle of the crank 12 based on the vehicle speed detected by the vehicle speed sensor and the gear ratio.

For example, the control device 50 includes a second detection unit 62. For example, the second detecting unit 62 detects information related to the manual driving force input to the manual driving vehicle 10. The information related to the manual driving force input to the manual driving vehicle 10 is, for example, information related to the torque of the manual driving force. In the present embodiment, the second detection unit 62 detects the torque of the manual driving force. The second detection unit 62 is configured to be able to output information on the torque of the manual driving force to the control unit 52. The second detecting portion 62 may include a wireless or wired communication portion. When the second detection unit 62 includes a wireless or wired communication unit, the communication unit of the second detection unit 62 is configured to be able to communicate with the control unit 52.

For example, the second detection portion 62 includes a torque sensor 64. The torque sensor 64 is used to detect the torque of the manual driving force. For example, the torque sensor 64 is provided in a housing of the transmission unit 38 provided with the motor 40. The torque sensor 64 detects the torque of the manual driving force input to the crank 12.

For example, in the case where the first one-way clutch is provided in the power transmission path, the torque sensor 64 is provided upstream of the first one-way clutch. The torque sensor 64 includes a strain sensor, a magnetostrictive sensor, or the like. The strain gauge sensor includes a strain gauge. In the case where the torque sensor 64 includes a strain gauge sensor, the strain gauge sensor is preferably provided on the outer peripheral portion of the rotating body included in the power transmission path.

The relationship between the manual driving force during the first pedaling and the control of the motor 40 by the control unit 52 during the second pedaling will be described with reference to fig. 1 to 3.

The control unit 52 is configured to calculate a predicted value of the manual driving force during a second pedal period subsequent to the first pedal period, based on the manual driving force during the first pedal period related to the manual driving vehicle 10.

As shown in fig. 3, the manual driving force is periodically changed according to the rotation angle of the crank 12. In the case where the rotation angle of the crank 12 is an angle at which the first crank arm 12B is located at the top dead center or the bottom dead center, the manual driving force is minimized. The manual driving force is maximized when the rotation angle of the crank 12 is an angle corresponding to a position of the first crank arm 12B separated by 90 degrees from the top dead center or an angle corresponding to a position separated by 90 degrees from the bottom dead center. Therefore, the variation of the human driving force with time is represented by a waveform like a sine wave.

For example, the first detecting unit 58 detects information related to the first pedaling period and the second pedaling period. The rotation angle of the crank 12 detected by the first detecting portion 58 corresponds to information related to the first pedaling period and the second pedaling period. For example, as shown in fig. 3, the first pedaling period and the second pedaling period are non-overlapping and adjacent periods. The first pedaling period and the second pedaling period may not necessarily be contiguous. For example, the length of the second pedaling period is equal to the length of the first pedaling period.

For example, the first pedaling period is a period in which the crank 12 of the human-powered vehicle 10 rotates more than 360 degrees. For example, the length of the first pedaling period is 360 degrees or more. For example, during a first pedaling period, the crank 12 of the human powered vehicle 10 is rotated 360 degrees. For example, the first pedaling period is a period in which the crank 12 of the human-powered vehicle 10 rotates by a multiple of 180 degrees. For example, the first pedaling period starts at a time when the first crank arm 12B is located at a position corresponding to the top dead center. For example, the first crank arm 12B rotates in the first direction A1 from the position corresponding to the top dead center and then is positioned at the position corresponding to the top dead center. For example, the first pedaling period starts at a time when the first crank arm 12B is located at a position corresponding to the bottom dead center. For example, the first crank arm 12B rotates in the first direction A1 from the position corresponding to the bottom dead center and then is positioned at the position corresponding to the bottom dead center.

For example, the second pedaling period is a period in which the crank 12 of the human-powered vehicle 10 rotates more than 360 degrees. For example, the length of the second pedaling period is 360 degrees or more. For example, the second pedaling period is a period in which the crank 12 of the human-powered vehicle 10 rotates by a multiple of 180 degrees. For example, during the second pedaling period, the crank 12 of the human powered vehicle 10 is rotated 360 degrees. For example, the time at which the second pedaling period starts substantially coincides with the time at which the first pedaling period ends. For example, the time at which the first pedaling period ends substantially coincides with the time at which the second pedaling period starts.

For example, the control unit 52 calculates the predicted value based on the average value of the manual driving force during the first pedal, and the rotation angle of the crank 12 of the manually driven vehicle 10 during the first pedal. For example, the control unit 52 is configured to calculate the predicted value based on the human driving force detected by the second detection unit 62 during the first pedaling and the relational expression relating to the predicted value.

For example, the control unit 52 calculates a predicted value of the manual driving force when the rotation angle of the crank 12 during the second pedal is the same as the predetermined angle, based on the manual driving force when the rotation angle of the crank 12 during the first pedal is the predetermined angle. The control unit 52 calculates a predicted value of the manual driving force in the case where the second pedal period is at the same angle as the predetermined angle based on the plurality of predetermined angles included in the first pedal period, thereby calculating a predicted value of the manual driving force in the entire second pedal period. For example, as shown in fig. 3, the predicted value calculated by the control unit 52 is configured to form a waveform corresponding to the waveform of the change in the manual driving force during the first pedaling.

For example, the relational expression relating to the predicted value relates to an average value of the human driving force during the first pedal, and the rotation angle of the crank 12 of the human-powered vehicle 10 during the first pedal. For example, the relational expression relating to the predicted value includes the following expression (1). Equation (1) is stored in the storage unit 54, for example.

T＝A1ⅹsinX+B1…(1)

T represents a predicted value in the case where the rotation angle of the crank 12 is X during the second pedaling. X represents the rotation angle of the crank 12 of the manually driven vehicle 10. sinX represents the manual driving force detected by the second detecting portion 62 in the case where the rotation angle is X during the first pedaling. A1 represents a value obtained by subtracting half of the minimum value of the manual driving force during the first pedaling from the manual driving force detected by the second detecting portion 62 in the case where the rotation angle during the first pedaling is X. B1 represents an average value of the manual driving force during the first pedaling.

For example, the control unit 52 is configured to control the motor 40 so that the assist force reaches a target value. For example, the control unit 52 is configured to perform control of the motor 40 during the second pedal in accordance with the manual driving force during the first pedal during the second pedal. For example, the target values include a first target value and a second target value. The control unit 52 is configured to control the motor 40 during the second pedaling so that the assist force reaches a first target value calculated based on the predicted value. For example, the control unit 52 is configured to control the motor 40 based on a first difference between the measured value and the predicted value during the second pedaling period. The control unit 52 is configured to control the motor 40 so that the assist force reaches a second target value calculated based on the measured value when a first difference between the measured value and the predicted value of the manual driving force input to the manual driving vehicle 10 during the second pedaling period is equal to or greater than the first value. For example, the first difference is represented by an absolute value. The measured value corresponds to the manual driving force detected by the second detecting unit 62.

For example, the control unit 52 is configured to change the second target value so that the second target value becomes larger when the first difference is equal to or larger than the first value and the actual measurement value is larger than the predicted value. The control unit 52 is configured to control the motor 40 so that the assist force reaches the second target value after the change when the first difference is equal to or greater than the first value and the actual measurement value is greater than the predicted value.

For example, the control unit 52 is configured to change the second target value so that the second target value becomes smaller when the first difference is equal to or larger than the first value and the actual measurement value is smaller than the predicted value. The control unit 52 is configured to control the motor 40 so that the assist force reaches the second target value after the change when the first difference is equal to or greater than the first value and the actual measurement value is smaller than the predicted value.

Fig. 4 shows an example of predicted values, measured values, first differences, first target values, and second target values of the manual driving force. In fig. 4, the actual measurement value during the second pedaling period becomes larger than the predicted value from the vicinity of the time point corresponding to 270 degrees of the rotation angle of the crank 12 during the second pedaling period. In fig. 4, the first difference between the measured value and the predicted value starts from the vicinity of the time point corresponding to 270 degrees of the rotation angle of the crank 12 in the second pedaling period, and increases as the rotation angle of the crank 12 increases. Therefore, in fig. 4, the second target value becomes larger than the first target value from a point in time after the vicinity of the point in time corresponding to the rotation angle of the crank 12 being 270 degrees in the second pedaling period, and the first difference being equal to or larger than the first value.

A method of calculating the first target value will be described with reference to fig. 2 and fig. 4 to 6.

For example, the control unit 52 is configured to multiply the predicted value by a first predetermined value to calculate the first target value. The first predetermined value is obtained by multiplying the average assist ratio by a value related to the manual driving force during the second pedaling or by a value related to the manual driving force during the first pedaling. For example, the average assist ratio is set according to the assist mode. For example, the control unit 52 is configured to be able to control the motor 40 in a plurality of assist modes. The average assist ratios in the plurality of assist modes are different from each other. For example, the average assist ratio is calculated from an average value of the manual driving force during the first pedaling. For example, in each assist mode, the average assist ratio is different from the relationship of the average value of the human driving force during the first pedaling. For example, the control unit 52 calculates the average assist ratio from the average value of the manual driving force during the first pedaling.

Fig. 5 is a graph showing an example of a relationship between an average value of human driving force during first pedaling and an average assist ratio in each of a plurality of assist modes. Each of the solid lines L1, L2, L3, L4, L5, L6, L7, L8, L9, L10, L11, L12 of fig. 5 represents a relationship between an average value of human driving force in one assist mode and an average assist ratio. In fig. 5, the relationship between the average value of the human driving force and the average assist ratio of the 12 assist modes is shown, but the number of assist modes can be changed as appropriate. For example, the two-dot chain line Z1 indicates that the output of the motor 40 reaches the boundary of 27 Nm. For example, the two-dot chain line Z2 indicates that the output of the motor 40 reaches the boundary of 85 Nm. For example, the assist mode indicated by the solid lines L1, L2, L3 is set to be 27Nm or less of the output of the motor 40. For example, the assist mode indicated by the solid lines L4, L5, L6, L7, L8, L9, L10, L11, L12 is set to 85Nm or less of the output of the motor 40.

For example, in the assist mode shown by the solid line L2, when the average value of the manual driving force is 70Nm, the control unit 52 calculates the average assist ratio to be 0.45. For example, in the assist mode shown by the solid line L4, when the average value of the manual driving force is 70Nm, the control unit 52 calculates the average assist ratio to be 1.25.

The relationship between the average value of the manual driving force and the average assist ratio may be stored in the storage unit 54 in a changeable manner. For example, at least one of the relationships between the average value and the average assist ratio of the manual driving force in each assist mode stored in the storage unit 54 may be changed.

For example, the control unit 52 calculates the first predetermined value based on the average assist ratio and the predetermined variable. The relational expression relating to the first predetermined value includes the following expression (2). Equation (2) is stored in, for example, the storage unit 54.

Y＝Cⅹ(2/P)ⅹatan(B2/A2)…(2)

Y represents a first predetermined value. C represents the average assist ratio during the first pedaling. P represents the circumference ratio. A2 represents a value of half of a value obtained by subtracting the minimum value of the predicted value during the second pedaling period from the predicted value of the human driving force when the rotation angle is X during the second pedaling period. B2 represents an average value of the manual driving force during the second pedaling. In the present embodiment, A2 is equal to A1. A1 may be used instead of A2. In the present embodiment, B2 is equal to B1. B1 may be used instead of B2.

For example, in the formula (2), when the amplitude of the manual driving force during the first pedaling period is zero (a1=0), since atan (B2/A2) is P/2, the first predetermined value is equal to the average assist ratio. The case where the amplitude of the manual driving force during the first pedaling is zero is, for example, a case where no manual driving force is input. For example, in the formula (2), when the amplitude of the manual driving force during the first pedal is equal to the average value of the manual driving force during the first pedal (a1=b1), atan (B2/A2) is P/4, and thus the first predetermined value is C/2. The case where the amplitude of the human driving force during the first pedal is equal to the average value of the human driving force during the first pedal is, for example, the case where the minimum peak value of the human driving force during the first pedal is zero.

For example, the control unit 52 calculates a value obtained by multiplying a predicted value of the rotation angle of the predetermined crank 12 during the second pedaling period by the first predetermined value as the first target value of the rotation angle of the predetermined crank 12 during the second pedaling period. For example, the control unit 52 calculates a value obtained by multiplying a predicted value of the rotation angle of the predetermined crank 12 in the second pedaling period by a first predetermined value among the rotation angles of the predetermined crank 12, thereby determining a first target value of the entire second pedaling period.

The description will be given of the predetermined information for calculating the first target value with reference to fig. 2 and 6.

For example, the storage unit 54 stores predetermined information that defines a relationship between a pedal time period of the manually driven vehicle 10 and a set value related to a sum of the manual driving force and the assist force. For example, the storage unit 54 stores the predetermined information so as to be changeable.

For example, the control unit 52 is configured to calculate the first target value based on the predetermined information and based on the second difference between the set value and the predicted value. For example, the control unit 52 is configured to calculate the first target value of the assist force based on the predetermined information and based on the second difference between the set value and the predicted value during the second pedaling period.

Fig. 6 shows an example of the predetermined information. For example, the predetermined information is information indicating a relationship between the rotation angle of the crank 12 during pedaling and a set value. For example, the set value is a value related to the sum of the manual driving force and the assist force, which is set with respect to the rotation angle of the crank 12. The sum of the manual driving force and the auxiliary force is an output most suitable for the propulsion of the manually driven vehicle 10. For example, an output optimum for propulsion of the manually driven vehicle 10 according to the rotation angle of the crank 12 is set as a set value. For example, the prescribed information contains a target waveform of the sum of the assist force and the manual driving force during the second pedaling. For example, the target waveform is set based on a waveform of the manual driving force in the case where a professional rider rides on the manual driving vehicle 10.

For example, the predetermined information is information related to a set value corresponding to the running characteristic of the manually driven vehicle 10. The output most suitable for propulsion of the human-powered vehicle 10 varies depending on the running characteristics of the human-powered vehicle 10.

For example, the driving characteristics of the manually driven vehicle 10 include at least one of a vehicle body characteristic of the manually driven vehicle 10, a boarding characteristic of the manually driven vehicle 10, and a driving road characteristic of the manually driven vehicle 10. The body characteristics of the human-powered vehicle 10 include at least one of the body height of the human-powered vehicle 10, the shape of the frame 16, the shape of the crank 12, and the size of the wheels. The rider characteristics of the human powered vehicle 10 include at least one of the height, weight, and length of the feet of the rider. The driving road characteristics of the human-powered vehicle 10 include at least one of a material, a slope, a turn, and a height difference of a road surface of the driving road.

For example, the storage unit 54 stores a plurality of pieces of predetermined information, and the control unit 52 is configured to calculate the first target value based on one of the pieces of predetermined information and based on the second difference. For example, the corresponding manual drive vehicle 10 of each of the plurality of predetermined information has different running characteristics. For example, the control unit 52 is configured to calculate the first target value based on predetermined information corresponding to the running characteristic of the manually driven vehicle 10 and based on a second difference between the set value and the predicted value. For example, each of the plurality of pieces of prescribed information corresponds to each of the plurality of auxiliary modes, respectively. For example, the control unit 52 calculates the first target value based on the predetermined information corresponding to the currently selected assist mode and based on the second difference between the set value and the predicted value.

For example, the control unit 52 is configured to adjust the set value based on a predetermined variable. For example, the control unit 52 calculates the first target value based on the predicted value and the predetermined variable. For example, the control unit 52 calculates the first target value from the set value adjusted based on the predicted value and the predetermined variable. For example, the control unit 52 is configured to control the motor 40 during the second pedaling so that the assist force reaches a first target value calculated based on the predicted value and the predetermined variable. For example, the predetermined variable is a variable related to the average value of the predicted values, the predicted value, and the second pedaling period.

For example, the control unit 52 is configured to calculate the first target value such that the rate of change of the first target value in the case where the assist force increases during the second pedal is different from the rate of change in the case where the assist force decreases.

For example, the control unit 52 is configured to calculate the first target value during the second pedaling so as to slow down the response speed of the assist force to the manual driving force when the assist force decreases. For example, the control portion 52 calculates the first target value such that the first response speed of the assist force with respect to the human driving force when the assist force decreases during the second pedal is slower than the second response speed of the assist force with respect to the human driving force when the assist force increases during the second pedal. For example, the first target value is calculated during the second pedal so that the rate of change of the first target value when the assist force increases is larger than the rate of change when the assist force decreases, whereby the first target value is calculated during the second pedal so that the response speed of the assist force with respect to the human driving force is slowed down when the assist force decreases.

For example, the rate of change when the assist force is reduced is smaller than the rate of change when the assist force is increased by a factor of more than 0.3. For example, the change rate when the assist force is reduced is smaller than 0.7 times and larger than 0.5 times the change rate when the assist force is increased. During the second pedal, the rate of change of the first target value at the time of the increase in the assist force may be set smaller than the rate of change at the time of the decrease in the assist force.

For example, the control unit 52 is configured to calculate the first target value based on a value obtained by multiplying the predicted value by the second predetermined value and the predetermined variable, and to determine the predetermined variable so that the maximum peak value of the first target value during the second pedaling period is smaller than the maximum peak value of the value obtained by multiplying the predicted value by the second predetermined value. For example, the second predetermined value is a reference assist ratio set for each assist mode. The assist ratio is the magnitude of the output of the motor 40 relative to the magnitude of the manual driving force. For example, the second prescribed value may be the same value as the first prescribed value.

The set value indicated by the two-dot chain line in fig. 6 is represented by: the predetermined variable is configured as a set value in the case where the rate of change of the first target value when the assist force increases during the second pedal is different from the rate of change of the first target value when the assist force decreases. For example, the predetermined variables include a first predetermined variable in the rotation angle of the crank 12 corresponding to the case where the assist force increases, and a second predetermined variable in the rotation angle of the crank 12 corresponding to the case where the assist force decreases.

The set value indicated by the two-dot chain line in fig. 6 is configured such that the rate of change of the set value when the assist force increases is greater than the rate of change of the set value when the assist force decreases during the second pedal. The set value indicated by the two-dot chain line in fig. 6 is set such that the assist force does not decrease sharply by decreasing the rate of change of the set value when the assist force decreases.

For example, the change rate of the first target value when the assist force increases is set to be different from the change rate when the assist force decreases by setting the predetermined variable so as to correspond to the set value indicated by the two-dot chain line in fig. 6. For example, the change rate of the first target value is the change amount of the first target value when the rotation angle of the crank 12 is changed by a predetermined angle. The amount of change in the first target value is represented by an absolute value.

For example, the control unit 52 is configured to calculate a product of the first predetermined value and the predicted value, and calculate the first target value based on a second difference between the calculated product and the set value. For example, the control unit 52 is configured to calculate a product of a first predetermined value and a predicted value, and calculate a first target value based on a second difference between the calculated product and a set value adjusted by a predetermined variable. For example, the control unit 52 is configured to calculate, as the first target value, a value obtained by adding the second difference to the product of the first predetermined value and the predicted value.

For example, the first target value obtained by using the predetermined information is calculated by the following equation (3). Equation (3) is stored in the storage unit 54.

X1＝XA+D…(3)

X1 represents a first target value. XA is a product of the first predetermined value and a predicted value of the manual driving force during the second pedaling, xa=y x T. D is the second difference.

For example, the control unit 52 is configured to calculate the first target value so that the first target value is equal to or less than an upper limit value corresponding to the motor 40. For example, the upper limit value corresponding to the motor 4 is the upper limit value of the output of the motor 40 corresponding to the characteristic of the motor 40. For example, the upper limit value corresponding to the motor 40 is determined according to at least one of the power limit of the motor 40, the rotational speed of the motor 40, and the output upper limit value. For example, the output upper limit value is a value related to the characteristic of the motor 40. For example, the control unit 52 is configured to calculate the first target value so that the first target value becomes equal to or lower than the upper limit value corresponding to the motor 40 by setting the set value to be equal to or lower than the upper limit value corresponding to the motor 40. For example, the set value is adjusted by a predetermined variable so that the set value is equal to or less than an upper limit value corresponding to the motor 40.

When the set value is not set to be equal to or less than the upper limit value corresponding to the motor 40, the control unit 52 may be configured to change the first target value exceeding the upper limit value corresponding to the motor 40 based on the upper limit value corresponding to the motor 40 when the first target value calculated by the expression (3) exceeds the upper limit value corresponding to the motor 40. For example, when the first target value calculated by the expression (3) exceeds the upper limit value corresponding to the motor 40, the control unit 52 changes the first target value exceeding the upper limit value corresponding to the motor 40 to the upper limit value corresponding to the motor 40. For example, the storage unit 54 stores information on an upper limit value corresponding to the motor 40 in association with the characteristics of the motor 40, and the control unit 52 is configured to calculate the upper limit value based on the information on the upper limit value corresponding to the motor 40 stored in the storage unit 54.

For example, the control unit 52 may be configured to control the motor 40 using either one of the first target value and the second target value, based on a first difference between the actual measurement value and the predicted value of the manual driving force during the second pedaling. For example, the control unit 52 is configured to control the motor 40 so that the assist force reaches the second target value when the first difference is equal to or greater than the first value, and to control the motor 40 so that the assist force reaches the first target value when the first difference is smaller than the first value. For example, when the first difference between the measured value and the predicted value of the human driving force during the second pedaling is smaller than the first value, the second target value is calculated to be equal to the first target value. For example, the first value is stored in the storage unit 54 in a changeable manner. In the present embodiment, the first value is, for example, all values except zero.

For example, the second target value is calculated by equation (4). Equation (4) is stored in the storage unit 54.

X2＝YXⅹ(TA-T)+X1…(4)

X2 represents a second target value. TA represents an actual measurement value of the manual driving force during the second pedaling. When the measured value and the predicted value of the human driving force during the second pedaling are equal, the second target value and the first target value are equal. Therefore, in the case where the actual measurement value and the predicted value of the human driving force during the second pedaling are equal, the control unit 52 may control the motor 40 so that the assist force reaches the first target value, or may control the motor 40 so that the assist force reaches the second target value.

The first target value indicated by the two-dot chain line in fig. 4 corresponds to the first target value obtained by (3). The first target value indicated by the two-dot chain line in fig. 4 corresponds to a value obtained by adding the second difference shown in fig. 6 to the product of the first predetermined value and the predicted value of the manual driving force during the second pedaling. The second target value indicated by the solid line in fig. 4 corresponds to the second target value obtained by the expression (4).

The control unit 52 may be configured to determine whether or not the first difference between the measured value and the predicted value is equal to or greater than a first value, control the motor 40 based on the first target value calculated by the equation (3) when the first difference between the measured value and the predicted value is smaller than the first value, and control the motor 40 based on the second target value calculated by the equation (4) when the first difference between the measured value and the predicted value is equal to or greater than the first value.

A process of controlling the motor 40 according to either one of the first target value and the second target value will be described with reference to the flowchart of fig. 7. For example, when electric power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in fig. 7.

In step S11, the control unit 52 determines whether or not the manual driving force during the second pedaling is input. The control unit 52 determines whether or not the manual driving force during the second pedaling is input based on the output from the first detection unit 58. In the case where the manual driving force during the second pedaling is input, the control section 52 proceeds to step S12. In the case where the manual driving force during the second pedaling is not input, the control section 52 ends the processing.

In step S12, the control unit 52 determines whether or not the first difference between the measured value and the predicted value of the manual driving force is equal to or greater than a first value. The control unit 52 acquires an actual measurement value of the manual driving force from the second detection unit 62. When the first difference is equal to or greater than the first value, the control unit 52 proceeds to step S13. If the first difference is smaller than the first value, the control unit 52 proceeds to step S14.

In step S13, the control unit 52 controls the motor 40 so that the assist force reaches the second target value, and then ends the process.

In step S14, the control unit 52 controls the motor 40 so that the assist force reaches the first target value, and then ends the process.

For example, when the assist force is controlled by a low-pass filter or the like so that the response speed, which is the ratio of the change speed of the assist force to the change speed of the actually measured value of the human driving force, becomes low, the assist force increases to be equal to or higher than the required human driving force when the human driving force is changed from a decrease to an increase. Since the control unit 52 of the present embodiment controls the assist force of the motor 40 based on the predicted value of the manual driving force during the second pedal calculated based on the manual driving force during the first pedal, even if the manual driving force is changed from decreasing to increasing, it is difficult for the assist force to increase above the required level with respect to the manual driving force. The control unit 52 of the present embodiment can control the assist force of the motor 40 without using the assist force. When the manual driving force is reduced and stopped, the control unit 52 of the present embodiment can quickly set the assist force to zero, and thus the rider is less likely to feel uncomfortable.

The control unit 52 of the present embodiment controls the motor 40 according to the set value, and thus, by setting the set value to a natural feeling of assistance by the rider, the rider can obtain a natural feeling.

< second embodiment >

The control device 50 according to the second embodiment will be described with reference to fig. 2, 6, 8, and 9. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that the motor 40 is controlled based on the first target value calculated based on the predetermined information, and therefore the same reference numerals as those of the first embodiment are given to the structures common to the first embodiment, and overlapping description is omitted.

The control device 50 of the present embodiment includes a control unit 52 for controlling the motor 40, and a storage unit 54. The storage unit 54 stores predetermined information that defines a relationship between a pedal time period of the manually driven vehicle 10 and a set value related to a sum of the manual driving force and the assist force. The control unit 52 is configured to calculate a predicted value of the manual driving force during a second pedal period following the first pedal period, based on the manual driving force during the first pedal period related to the manual driving vehicle 10. The control unit 52 is configured to calculate a first target value of the assist force based on the predetermined information and based on a second difference between the set value and the predicted value during the second pedaling. The control unit 52 is configured to control the motor 40 so that the assist force reaches a first target value.

In the present embodiment, for example, the first target value is equal to the second difference. For example, the control unit 52 is configured to control the motor 40 so that the assist force reaches the second difference during the second pedaling.

In the present embodiment, the control unit 52 is configured to calculate the first target value during the first pedaling period based on the predetermined information. In the present embodiment, the control unit 52 may control the motor 40 without using the actual measurement value during the second pedaling. Therefore, the control unit 52 can calculate the first target value during the first pedaling period based on the predetermined information, and control the motor 40 during the second pedaling period based on the calculated first target value.

The set value indicated by the two-dot chain line in fig. 8 represents the set value when the predicted value is multiplied by the average assist ratio. For example, the control unit 52 calculates the second difference shown in fig. 8 as the first target value. When the set value is the set value indicated by the two-dot chain line in fig. 6, the control unit 52 calculates the second difference shown in fig. 6 as the first target value.

The control unit 52 may be configured to set the first predetermined value to zero in the expression (3) and calculate the first target value. When the control unit 52 is configured to calculate the first target value by setting the first predetermined value to zero in the expression (3), the control unit 52 is configured to control the motor 40 based on the first target value calculated by the expression (3). The control unit 52 may be configured to calculate the first target value in the same equation (3) as the first embodiment without setting the first predetermined value to zero.

The process of controlling the motor 40 according to the first target value calculated based on the predetermined information will be described with reference to the flowchart of fig. 9. For example, when electric power is supplied to the control unit 52, the control unit 52 starts the process and advances to step S21 of the flowchart shown in fig. 9.

In step S21, the control unit 52 determines whether or not the manual driving force during the second pedaling is input. The control unit 52 determines whether or not the manual driving force during the second pedaling is input based on the output from the first detection unit 58. In the case where the manual driving force during the second pedaling is input, the control section 52 proceeds to step S22. In the case where the manual driving force during the second pedaling is not input, the control section 52 ends the processing.

In step S22, the control unit 52 controls the motor 40 so that the assist force reaches a first target value calculated based on the predetermined information, and then ends the process.

< third embodiment >

The control device 50 according to the third embodiment will be described with reference to fig. 2, 6, and 10. The control device 50 of the third embodiment is the same as the control device 50 of the second embodiment except that the motor 40 is controlled based on the first target value calculated based on the predetermined variable, and therefore the same reference numerals as those of the first embodiment are given to the structures common to the first embodiment, and the redundant description thereof is omitted.

The control device 50 of the present embodiment includes a control unit 52 that controls the motor 40. The control unit 52 is configured to calculate a predicted value of the manual driving force during a second pedal period subsequent to the first pedal period, based on the manual driving force during the first pedal period related to the manual driving vehicle 10. The control unit 52 is configured to control the motor 40 during the second pedaling period so that the assist force reaches a first target value calculated based on the predicted value and the predetermined variable. The control unit 52 is configured to calculate the first target value so that the rate of change of the first target value when the assist force increases is different from the rate of change when the assist force decreases during the second pedaling. The control unit 52 of the present embodiment is configured to calculate the first target value during the second pedaling period so as to slow down the response speed of the assist force to the manual driving force when the assist force decreases.

For example, the control unit 52 of the present embodiment is configured to calculate the first target value based on a set value indicated by a two-dot chain line in fig. 6. For example, the control unit 52 is configured to control the motor 40 based on the first target value calculated by the equation (3) using the set value indicated by the two-dot chain line in fig. 6.

In the present embodiment, the control unit 52 is configured to calculate the first target value during the first pedaling period based on the predetermined variable. In the present embodiment, the control unit 52 may control the motor 40 without using the actual measurement value during the second pedaling. Therefore, the control portion 52 can calculate the first target value during the first pedaling based on the prescribed variable.

A process of controlling the motor 40 according to the first target value calculated based on the predetermined variable will be described with reference to the flowchart of fig. 10. For example, when electric power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S31 of the flowchart shown in fig. 10.

In step S31, the control unit 52 determines whether or not the manual driving force during the second pedaling is input. The control unit 52 determines whether or not the manual driving force during the second pedaling is input based on the output from the first detection unit 58. In the case where the manual driving force during the second pedaling is input, the control section 52 proceeds to step S32. In the case where the manual driving force during the second pedaling is not input, the control section 52 ends the processing.

In step S32, the control unit 52 controls the motor 40 so that the assist force reaches a first target value calculated based on a predetermined variable, and then ends the process.

< modification >

The description of the embodiments is an example of the manner in which the control device according to the present disclosure may take, and is not intended to limit the manner. The control device according to the present disclosure may take a form in which, for example, modifications of the respective embodiments described below and at least two modifications that are not contradictory to each other are combined. In the following modification, the same reference numerals as those in the embodiments are given to the portions common to the embodiments, and the description thereof is omitted.

In the first embodiment, the control unit 52 may be configured to calculate the first target value during the second pedaling so as to slow down the response speed of the assist force to the manual driving force when the assist force decreases. For example, the control unit 52 may be configured to calculate the first target value based on a set value indicated by a two-dot chain line in fig. 8. For example, the control unit 52 may be configured to control the motor 40 based on the set value indicated by the two-dot chain line in fig. 8 and the first target value calculated by the equation (3).

The control unit 52 is configured to calculate the first target value using the offset value, and to change the offset value when a predetermined condition is satisfied. For example, in the case where the difference between the manual driving force during the second pedaling and the predicted value is outside the first range, the prescribed condition is satisfied. For example, when the difference between the measured value and the predicted value is outside the first range and the measured value of the manual driving force is larger than the predicted value, the control unit 52 increases the offset value. When the difference between the measured value and the predicted value is outside the first range and the measured value of the manual driving force is smaller than the predicted value, the control unit 52 increases the offset value. For example, the control unit 52 calculates the first target value by equation (5).

X1＝XA+E…(5)

E represents an offset value. The offset value may be constant or variable.

The process of changing the offset value by the control unit 52 will be described with reference to the flowchart of fig. 11. For example, when electric power is supplied to the control unit 52, the control unit 52 starts the process and advances to step S41 of the flowchart shown in fig. 11.

In step S41, the control unit 52 determines whether or not the manual driving force during the second pedaling is input. The control unit 52 determines whether or not the manual driving force during the second pedaling is input based on the output from the first detection unit 58. In the case where the manual driving force during the second pedaling is input, the control portion 52 proceeds to step S42. In the case where the manual driving force during the second pedaling is not input, the control unit 52 ends the processing.

In step S42, the control unit 52 determines whether or not the difference between the actual measurement value and the predicted value of the manual driving force is within the first range. The control unit 52 acquires an actual measurement value of the manual driving force from the second detection unit 62. When the difference between the measured value and the predicted value of the manual driving force falls within the first range, the control unit 52 ends the process. When the difference between the measured value and the predicted value of the manual driving force is out of the first range, the control unit 52 proceeds to step S43.

In step S43, the control unit 52 changes the offset value, and then ends the process. For example, when the measured value of the manual driving force is larger than the predicted value, the control unit 52 changes the offset value to be larger. For example, when the measured value of the manual driving force is smaller than the predicted value, the control unit 52 changes the offset value to be smaller. The control unit 52 is configured to control the motor 40 based on the first target value obtained by bringing the changed offset value into the expression (5).

When the control unit 52 calculates the first target value by using the expression (5) and the manual drive vehicle 10 includes a transmission, the predetermined condition may be satisfied when the transmission ratio of the manual drive vehicle 10 is changed by the transmission. For example, when the gear ratio of the manually driven vehicle 10 is changed by the transmission, the control unit 52 is configured to change the offset value so as to reduce the offset value. When the speed change ratio of the manually driven vehicle 10 is changed by the transmission, the first target value becomes smaller due to the smaller offset value, and therefore the assist force becomes smaller. The assist force becomes small, and the transmission is easily shifted.

The length of the second pedaling period may be equal to the length of the first pedaling period. For example, the length of the first pedaling period may be 360 degrees and the length of the second pedaling period may be 720 degrees. The control unit 52 may calculate the predicted value of the manual driving force during the 2-cycle corresponding pedal period during the second pedal period based on the manual driving force during the first pedal period.

The control unit 52 may calculate the predicted value of the manual driving force during the second pedal from the manual driving force during the pedal preceding the first pedal in addition to the manual driving force during the first pedal. For example, when there is a tendency of an increase in the manual driving force from the pedal period before the first pedal period to the first pedal period, the predicted value is calculated such that the predicted value of the manual driving force during the second pedal period increases, compared to when there is a tendency of no increase in the manual driving force from the pedal period before the first pedal period to the first pedal period.

The expression "at least one" as used in this specification refers to "more than one" of the desired options. As an example, if the number of options is two, the expression "at least one" used in this specification means "one only option" or "both options". As other examples, if the number of options is three or more, the expression "at least one" used in this specification means "one only option" or "a combination of any of two or more options".

Symbol description:

10 … manual driving vehicle, 12 … crank, 40 … motor, 42 … speed change device, 50 … control device, 52 … control part, 51 … storage part, 58 … first detection part.

Claims

1. A control device for a manually driven vehicle including a motor for imparting an assist force corresponding to a manual driving force input to the manually driven vehicle,

the control device comprises a control part for controlling the motor,

the control section is configured to control the operation of the motor,

calculating a predicted value of the manual driving force during a second pedal after a first pedal based on the manual driving force during the first pedal in relation to the manually driven vehicle,

controlling the motor during the second pedal so that the assist force reaches a first target value calculated based on the predicted value,

when a first difference between the actual measurement value and the predicted value of the manual driving force input to the manual driving vehicle during the second pedaling period is equal to or greater than a first value, the motor is controlled so that the assist force reaches a second target value calculated based on the actual measurement value.

2. The control device according to claim 1, wherein,

the control unit is configured to change the second target value so that the second target value becomes larger when the first difference is equal to or larger than the first value and the actual measurement value is larger than the predicted value.

3. The control device according to claim 1 or 2, wherein,

the control unit is configured to change the second target value so as to decrease the second target value when the first difference is equal to or greater than the first value and the actual measurement value is smaller than the predicted value.

4. The control device according to any one of claim 1 to 3, wherein,

the control unit is configured to multiply the predicted value by a first predetermined value to calculate the first target value.

5. The control device according to any one of claims 1 to 4, wherein,

the control device further includes a storage unit that stores predetermined information that defines a relationship between a pedal period of the manually driven vehicle and a set value that is related to a sum of the manual driving force and the assist force,

the control unit is configured to calculate the first target value based on the predetermined information and based on a second difference between the set value and the predicted value.

6. A control device for a manually driven vehicle including a motor for imparting an assist force corresponding to a manual driving force input to the manually driven vehicle,

the control device comprises a control part for controlling the motor and a storage part,

The storage unit stores predetermined information that defines a relationship between a pedal period of the manually driven vehicle and a set value that is related to a sum of the manual driving force and the assist force,

the control section is configured to control the operation of the motor,

calculating a predicted value of the manual driving force during a second pedal after a first pedal period based on the manual driving force during the first pedal period in relation to the manually driven vehicle,

a first target value of the assist force is calculated based on the prescribed information and from a second difference between the set value and the predicted value during the second pedaling,

the motor is controlled so that the assist force reaches the first target value.

7. The control device according to claim 5 or 6, wherein,

the predetermined information is information related to the set value according to the running characteristic of the manually driven vehicle.

8. The control device according to claim 7, wherein,

the driving characteristics include at least one of a body characteristic of the manually driven vehicle, a rider characteristic of the manually driven vehicle, or a driving road characteristic of the manually driven vehicle.

9. The control device according to any one of claims 5 to 8, wherein,

The storage unit stores a plurality of pieces of the predetermined information,

the control unit calculates the first target value based on one of the plurality of pieces of predetermined information and based on the second difference.

10. The control device according to any one of claims 1 to 9, wherein,

the control section is configured to control the operation of the motor,

calculating the first target value based on the predicted value and a predetermined variable,

the first target value is calculated during the second pedal so that the rate of change of the first target value in the case where the assist force increases is different from the rate of change in the case where the assist force decreases.

11. A control device for a manually driven vehicle including a motor for imparting an assist force corresponding to a manual driving force input to the manually driven vehicle,

the control device comprises a control part for controlling the motor,

the control section is configured to control the operation of the motor,

calculating a predicted value of the manual driving force during a second pedal after the first pedal based on the manual driving force during a first pedal in relation to the manually driven vehicle,

controlling the motor during the second pedal so that the assist force reaches a first target value calculated based on the predicted value and a predetermined variable,

The first target value is calculated during the second pedal so that a rate of change of the first target value in the case where the assist force increases is different from the rate of change in the case where the assist force decreases.

12. A control device for a manually driven vehicle including a motor for imparting an assist force corresponding to a manual driving force input to the manually driven vehicle,

the control device comprises a control part for controlling the motor,

the control section is configured to control the operation of the motor,

the first target value is calculated during the second pedaling to slow down the response speed of the assist force with respect to the manual driving force in the case where the assist force decreases.

13. The control device according to any one of claims 10 to 12, wherein,

The prescribed variables are an average value of the predicted values, and variables related to the second pedaling period.

14. The control device according to any one of claims 10 to 13, wherein,

the control section is configured to control the operation of the motor,

the first target value is calculated based on a value obtained by multiplying the predicted value by a second predetermined value and the predetermined variable,

the predetermined variable is determined so that a maximum peak value of the first target value during the second pedaling is smaller than a maximum peak value of a value obtained by multiplying the predicted value by the second predetermined value.

15. The control device according to any one of claims 1 to 14, wherein,

the control section is configured to control the operation of the motor,

the first target value is calculated using the offset value,

when a predetermined condition is satisfied, the offset value is changed.

16. The control device according to claim 15, wherein,

the prescribed condition is satisfied in a case where a difference between the manual driving force during the second pedaling and the predicted value is outside a first range.

17. The control device according to any one of claims 1 to 16, wherein,

the control unit is configured to calculate the first target value so that the first target value is equal to or less than an upper limit value corresponding to the motor.

18. The control device according to any one of claims 1 to 17, wherein,

the control portion calculates the predicted value based on an average value of the manual driving force during the first pedal, and a rotation angle of a crank of the manually driven vehicle during the first pedal.

19. The control device according to any one of claims 1 to 18, wherein,

the first pedaling period is a period in which the crank of the manually driven vehicle rotates by more than 360 degrees.

20. The control device according to any one of claims 1 to 19, wherein,

the second pedaling period is a period in which the crank of the manually driven vehicle rotates more than 360 degrees.

21. The control device according to any one of claims 1 to 20, wherein,

the length of the second pedaling period is equal to the length of the first pedaling period.

22. The control device according to any one of claims 1 to 21, wherein,

the control device further includes a first detection unit that detects information related to the first pedaling period and the second pedaling period.