DE102023101444A1 - CONTROL DEVICE FOR A MUSCLE-POWERED VEHICLE - Google Patents

Abstract

A control device for a human-powered vehicle including a motor that exerts an assist force in accordance with a human driving force applied to the human-powered vehicle, the control device including a controller that controls the motor. The controller calculates a predicted value of the human driving force in a second pedaling period that is later than the first pedaling period from the human driving force in a first pedaling period. The controller controls the motor in the second pedaling period so that the assist force reaches a first target value calculated from the predicted value. In a case where a first difference between an actual value of the human driving force applied to the human-powered vehicle in the second pedaling period and the predicted value is a first value or larger, the controller controls the motor so that the assist force becomes equal to a second target value calculated from the actual value.

Description

The present application claims priority from the Japanese patent application JP 2022-024908 , which was filed on February 21, 2022. The entire disclosure of the Japanese patent application JP 2022-024908 is hereby incorporated herein by reference.

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

Japanese Patent Publication No. 2015-85741 discloses a control device that controls a motor that applies an assist force to a human-powered vehicle in accordance with human driving force. The control device disclosed in Patent Document 1 delays decreases in the assisting force applied by the motor in a case where the human driving force decreases to avoid interruption of the assisting force.

In a case where the human driving force decreases, the control device disclosed in Patent Document 1 decreases the assist force applied by the motor with a delay. In this case, when the reduced human driving force is increased, a large assist force is generated by the motor.

An object of the present disclosure is to provide a control device for a human-powered vehicle that controls an engine in a preferred manner.

A control device according to a first aspect of the present disclosure is for a human-powered vehicle. The human-powered vehicle includes a motor that exerts an assist force in accordance with a human driving force applied to the human-powered vehicle. The control device includes a controller that controls the engine. The controller is configured to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period. The controller is configured to control the motor in the second pedaling period so that the assist power becomes equal to a first target value calculated from the predicted value. In a case where a first difference between an actual value of the human driving force applied to the human-powered vehicle in the second pedaling period and the predicted value is greater than or equal to a first value, the controller is configured to so control the motor that the assist power becomes equal to a second target value calculated from the actual value.

In the control device according to the first aspect, in the second pedaling period, the controller controls the motor so that the assist power becomes equal to the first target value calculated based on the predicted value obtained from the human driving force in the first pedaling period. Thereby, the assisting force in the second pedaling period can be appropriate. In this way the controller controls the motor in a preferred manner. In the control device according to the first aspect, in a case where the difference between the predicted human driving force value and the actual human driving force value is greater than or equal to the first value, the controller controls the motor so that the assist force is equal to the off the second target value calculated from the actual value. In a case where the difference between the predicted human driving force value and the actual human driving force value is large, the controller controls the motor so that the assist force is appropriate to the actual value.

In accordance with a second aspect of the present disclosure, the control device according to the first aspect is configured to, in a case where the first difference is greater than or equal to the first value and the actual value is greater than the predicted value, the controller is configured to change the second target value so that the second target value becomes larger.

In the control device according to the second aspect, in a case where the actual human driving force value is larger than the predicted human driving force value, the controller controls the motor to increase the assist force. Accordingly, the driver feels that the assist force is sufficient.

In accordance with a third aspect of the present disclosure, the control device according to the first or second aspect is configured to, in a case where the first difference is greater than or equal to the first value and the actual value is smaller than the predicted value, the controller configured to change the second target value such that the second target value becomes smaller.

In the control device according to the third aspect, the controller controls in a case where the actual human driving force value is less than the predicted human driving force value, the motor to reduce the assist force. Accordingly, the driver does not feel awkward.

In accordance with a fourth aspect of the present disclosure, the control device according to any one of the first to third aspects is configured such that the controller is configured to multiply the predicted value by a first predetermined value to calculate the first target value.

In the control device according to the fourth aspect, the controller controls the motor based on the first target value obtained by multiplying the predicted value by the first predetermined value.

In accordance with a fifth aspect of the present disclosure, the control device according to any one of the first to fourth aspects further includes a memory that stores predetermined information indicating a relationship between a pedaling period of the human-powered vehicle and a setting value that refers to a sum of the human driving power and the assisting power. The controller is configured to calculate the first target value based on the predetermined information from a second difference between the setting value and the predicted value.

In the control device according to the fifth aspect, the controller controls the motor based on the first target value obtained from the second difference of the predicted value and the set value related to the sum of the assist power and the actual value of the human driving force in the second pedaling period , is calculated.

A control device in accordance with a sixth aspect of the present disclosure is for a human-powered vehicle. The human-powered vehicle includes a motor that exerts an assist force in accordance with a human driving force applied to the human-powered vehicle. The control device includes a controller and a memory. The controller controls the motor. The memory stores predetermined information(s) indicating a relationship between a pedaling period of the human-powered vehicle and a setting value related to a sum of the human driving force and the assist force. The controller is configured to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period. The controller is configured to calculate a first target value of the assist power based on the predetermined information from a second difference between the set value and the predicted value in the second pedaling period. The controller is configured to control the motor so that the assist power becomes equal to the first target value.

In the control device according to the sixth aspect, in the second pedaling period, the controller controls the motor so that the assist power becomes equal to the first target value calculated based on the predicted value obtained from the human driving force in the first pedaling period. This allows the assisting force to be adequate in the second pedaling period. The controller thus controls the motor in a preferred manner. In the control device according to the sixth aspect, the controller controls the motor based on the first target value calculated from the second difference of the predicted value and the set value relating to the sum of the assist power and the actual value of the human driving force in the second pedaling period.

In accordance with a seventh aspect of the present disclosure, the control device according to the fifth or sixth aspect is configured such that the predetermined information(s) includes information(s) related to the setting value specified in Compliance with the driving characteristics of the human-powered vehicle is or is/is specified.

In the control device according to the seventh aspect, the controller controls the motor based on the first target value, which corresponds to the driving characteristics of the human-powered vehicle.

In accordance with an eighth aspect of the present disclosure, the control device according to the seventh aspect is configured such that the driving characteristics include at least one of a vehicle characteristic of the human-powered vehicle, a driver characteristic of the human-powered vehicle, and a road characteristic of the human-powered vehicle.

In the control device of the eighth aspect, the controller controls the motor based on the first target value appropriate for at least one of the vehicle characteristics of the human-powered vehicle, the driver characteristics of the human-powered vehicle, and the road characteristics of the human-powered vehicle.

In accordance with a ninth aspect of the present disclosure, the control device according to any one of the fifth to eighth aspects is configured such that the memory stores plural pieces of predetermined information. Furthermore, the controller is configured to calculate the first target value from the second difference based on one of the plurality of pieces of predetermined information.

In the control device according to the ninth aspect, the controller selects one of the plurality of predetermined pieces of information. Thus, the controller optimally controls the motor in accordance with the situation.

In accordance with a tenth aspect of the present disclosure, the control device according to any one of the first to ninth aspects is configured such that the controller is configured to calculate the first target value based on the predicted value and a predetermined variable. Further, the controller is configured to calculate the first target value such that a rate of change of the first target value in a case where the assist power increases differs from the rate of change in a case where the assist power decreases in the second pedaling period.

In the control device of the tenth aspect, the controller controls the motor at the rate of change of the first target value that is appropriate for a case where the assist power increases and a case where the assist power decreases in the second pedaling period.

A control device in accordance with an eleventh aspect of the present disclosure is for a human-powered vehicle. The human-powered vehicle includes a motor that exerts an assist force in accordance with a human driving force applied to the human-powered vehicle. The control device includes a controller that controls the engine. The controller is configured to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period. The controller is configured to control the motor in the second pedaling period such that the assist force becomes equal to a first target value calculated from the predicted value and a predetermined variable. The controller is configured to calculate the first target value such that a rate of change of the first target value in a case where the assist power increases differs from the rate of change in a case where the assist power decreases in the second pedaling period.

In the control device according to the eleventh aspect, in the second pedaling period, the controller controls the motor so that the assist power becomes equal to the first target value calculated based on the predicted value obtained from the human driving force in the first pedaling period. Thereby, the assisting force in the second pedaling period can be appropriate. The controller thus controls the motor in a preferred manner. In the control device according to the eleventh aspect, the controller controls the motor at the rate of change of the first target value that is appropriate for a case where the assist power increases and a case where the assist power decreases in the second pedaling period.

A control device in accordance with a twelfth aspect of the present disclosure is for a human-powered vehicle. The human-powered vehicle includes a motor that exerts an assist force in accordance with a human driving force applied to the human-powered vehicle. The control device includes a controller that controls the engine. The controller is configured to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period. The controller is configured to control the motor in the second pedaling period such that the assist force becomes equal to a first target value calculated from the predicted value and a predetermined variable. The controller is configured to calculate the first target value such that a reaction speed of the assisting power with respect to the human driving force decreases in a case where the assisting power decreases in the second pedaling period.

In the control device according to the twelfth aspect, in the second pedaling period, the controller controls the motor so that the assist power becomes equal to the first target value obtained from the predicted value determined based on the human driving force in the first pedaling period. Thereby, the assisting force in the second pedaling period can be appropriate. The controller thus controls the motor in a preferred manner. In the control device according to the twelfth aspect, the response speed of the assisting power is reduced in a case where the assisting power decreases in the second pedaling period. This limits the decrease in assist power in a case where the rider pedals.

According to a thirteenth aspect of the present disclosure, the control device according to any one of the tenth to twelfth aspects is configured such that the predetermined variable is a variable related to the predicted value, an average value of the predicted value, and the second stepping period related.

In the control device according to the thirteenth aspect, the controller controls the motor based on the variable related to the predicted value and the second pedaling period.

In accordance with a fourteenth aspect of the present disclosure, the control device according to any one of the tenth to thirteenth aspects is configured such that the controller is configured to calculate the first target value based on the predetermined variable and a value obtained by multiplying the predicted value is determined with a second predetermined value. Further, the controller is configured to determine the predetermined variable such that a maximum peak value of the first target value in the second stepping period becomes smaller than a maximum peak value of the value determined by multiplying the predicted value by the second predetermined value.

In the control device according to the fourteenth aspect, the controller controls the motor so that the maximum peak value of the assist power in the second pedaling period becomes smaller than the maximum peak value obtained by multiplying the predicted value by the second predetermined value. This prevents the maximum peak value of the assist power in the second pedaling period from becoming excessively large.

In accordance with a fifteenth aspect of the present disclosure, the control device according to any one of the first to fourteenth aspects is configured such that the controller is configured to use an offset value or a distance value to calculate the first target value. Furthermore, the controller is configured to change the offset value in a case where a predetermined condition is met.

In the control device according to the fifteenth aspect, the controller uses the offset value changed in accordance with the predetermined condition to calculate the first target value. With this, the controller controls the motor in accordance with the predetermined condition.

In accordance with a sixteenth aspect of the present disclosure, the control device according to the fifteenth aspect is configured so that the predetermined condition is satisfied in a case where a difference between the human driving force and the predicted value in the second pedaling period excludes from a first range is or is not in this range.

In the control device according to the sixteenth aspect, the controller changes the offset value in a case where the difference between the human driving force and the predicted value in the second pedaling period is excluded from the first range. That is, the controller changes the first target value in accordance with the difference between the human driving force and the predicted value in the second pedaling period.

In accordance with a seventeenth aspect of the present disclosure, the control device according to any one of the first to sixteenth aspects is configured such that the controller is configured to calculate the first target value such that the first target value becomes less than or equal to an upper limit value specified in compliance with the engine.

In the control device according to the seventeenth aspect, the controller controls the motor so that the assist force in the second pedaling period becomes equal to or less than the upper limit value that is in accordance with the motor. That is, the controller performs control appropriate to the characteristics of the motor.

In accordance with an eighteenth aspect of the present disclosure, the control device according to any one of the first to seventeenth aspects is configured such that the controller is configured to calculate the predicted value from an average value of the human driving force in the first pedaling period, the human driving force in the first pedaling period and one Calculate rotation angle of a crank of the human-powered vehicle in the first pedaling period.

In the control device according to the eighteenth aspect, in the second pedaling period, the controller controls the motor so that the first target value is set based on the predicted value which is in accordance with the average value of the human driving force in the first pedaling period, the human driving force in the first pedaling period and the rotation angle of the crank of the human-powered vehicle in the first pedaling period.

In accordance with a nineteenth aspect of the present disclosure, the control device according to any one of the first to eighteenth aspects is configured such that the first pedaling period is a period in which a crank of the human-powered vehicle is rotated 360 degrees or more.

In the control device according to the nineteenth aspect, in the second pedaling period, the controller controls the motor so that the first target value is based on the predicted value that is in accordance with the human driving force, the average value of the human driving force, and the rotation angle of the crank during one The period during which the crank is rotated 360 degrees or more is set.

In accordance with a twentieth aspect of the present disclosure, the control device according to any one of the first to nineteenth aspects is configured such that the second pedaling period is a period in which a crank of the human-powered vehicle is rotated 360 degrees or more.

In the control device according to the twentieth aspect, the controller controls the motor so that the first target value is set based on the predicted value in a pedaling period in which the crank is rotated 360 degrees or more.

In accordance with a twenty-first aspect of the present disclosure, the control device according to any one of the first to twentieth aspects is configured such that the second pedaling period and the first pedaling period are equal in length.

In the control device according to the twenty-first aspect, the first pedaling period and the second pedaling period are equal in length. Thus, the controller readily calculates the predicted value.

In accordance with a twenty-second aspect of the present disclosure, the control device according to any one of the first to twenty-first aspects further includes a first detector that detects information(s) related to the first pedaling period and the second pedaling period.

In the control device according to the twenty-second aspect, the controller detects information related to the first pedaling period and the second pedaling period with the first detector.

The human-powered vehicle controller of the present disclosure controls the engine in a preferred manner.

character list

• 1 14 is a side view of a human-powered vehicle including a human-powered vehicle control apparatus in accordance with a first embodiment.
• 2 is a block diagram showing the electrical configuration of the in 1 human-powered vehicle shown.
• 3 14 is a graph showing an example of the relationship between a human driving force and an assisting force in a first pedaling period and the human driving force and the assisting force in a second pedaling period.
• 4 12 is a diagram illustrating an example of a predicted human driving force value, an actual human driving force value, a first difference, a first target value, and a second target value in the second pedaling period according to the first embodiment.
• 5 is a diagram showing an example of the in a in 1 memory shown represents stored relationship between an average value of the human driving force and an average assist ratio in the first pedaling period in a plurality of assist modes.
• 6 14 is a diagram showing an example of the predicted value of the human driving force, a set value, and a second difference in the second pedaling period.
• 7 is a flowchart illustrating a method performed by a in 1 shown th controller is executed to control a motor in the second pedaling period in accordance with at least one of the first target value and the second target value.
• 8th 14 is a diagram illustrating an example of a predicted human driving force value, a set value, and a second difference in a second pedaling period in accordance with a second embodiment.
• 9 14 is a flowchart illustrating a process executed by a controller in a human-powered vehicle control apparatus in accordance with a second embodiment to control a motor in accordance with a first target value in the second pedaling period.
• 10 14 is a flowchart illustrating a process executed by a controller in a human-powered vehicle control apparatus in accordance with a third embodiment to control a motor in accordance with a first target value in a second pedaling period.
• 11 14 is a flow chart illustrating a method performed by a controller of a modified embodiment to change an offset value in a second pedaling period.

EMBODIMENTS OF THE DISCLOSURE

First embodiment

A human-powered vehicle controller 50 in accordance with the present embodiment will now be described with reference to FIG 1 until 7 described. Hereinafter, the human-powered vehicle control device 50 is referred to as the control device 50 . A human-powered vehicle 10 is a vehicle that includes at least one wheel and is capable of being propelled by at least human motive power. Examples of a human-powered vehicle 10 include various types of bicycles such as a mountain bike, a racing bike, a city bike, a cargo bike, a hand bike, and a recumbent bike. The number of wheels of the human-powered vehicle 10 is not limited. The human-powered vehicle 10 also includes, for example, a unicycle or a vehicle having two or more wheels. The human-powered vehicle 10 is not limited to a vehicle that can be driven only by human driving force. The human-powered vehicle 10 includes an electric bicycle (e-bike), which uses not only human driving force but also the driving force of an electric motor for propulsion. The e-bike includes an electrically assisted bicycle that assists propulsion by an electric motor. In the embodiment described below, the human-powered vehicle 10 is referred to as an electric assist bicycle.

As in 1 For example, as shown, the human-powered vehicle 10 includes a crank 12, a drive wheel 14, and a frame 16. Human power is applied to the crank 12. FIG. The crank 12 includes, for example, a crank axle 12A, a first crank arm 12B, and a second crank arm 12C. The crank axle 12A is rotatably supported on the frame 16 . The first crank arm 12B and the second crank arm 12C are provided at two axial ends of the crank axle 12A, respectively. The second crank arm 12C is connected to an axial end of the crank axle 12A such that the rotational phase of the second crank arm 12C is 180 degrees apart from the first crank arm 12B. Two pedals 18 are coupled to the first crank arm 12B and the second crank arm 12C, respectively. The human driving force is applied to the crank 12 via the pedals 18 . The drive wheel 14 is driven by the rotation of the crank 12 . The drive wheel 14 is supported by the frame 16 .

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

The drive mechanism 20 includes, for example, a second rotary body 24 and a link 26. The link 26 transmits the rotational force of the first rotary body 22 to the second rotary body 24. The second rotary body 24 includes a sprocket, pulley or bevel gear. The connective ment 26 includes, for example, a chain, a belt or a shaft. The second rotating body 24 is coupled to the drive wheel 14 . The second rotary body 24 is coupled to the drive wheel 14 via a second one-way clutch, for example. The second one-way clutch is configured to rotate the drive wheel 14 forward when the second rotary body 24 is rotated in the first direction A1 and configured not to rotate the drive wheel 14 backward when the second rotary body 24 is rotated in the first direction Direction A1 opposite direction is rotated.

The human-powered vehicle 10 includes a front wheel 28 and a rear wheel 30. In the present embodiment, the rear wheel 30 is the drive wheel 14. However, the front wheel 28 may be the drive wheel 14 as well. The front wheel 28 is connected to the frame 16 via a front wheel fork 32 . A handlebar 34 is connected to the front fork 32 via a stem 36 .

The human-powered vehicle 10 includes, for example, a power unit 38. The power unit 38 includes a motor 40 that applies an assist force to the human-powered vehicle 10 in accordance with human driving force. The motor 40 is connected to a controller 52 so that communication is possible. The engine 40 is configured to communicate with the controller 52 via, for example, power line communication (PLC), controller area network (CAN), or universal asynchronous receiver/transmitter (UART).

The human-powered vehicle 10 includes, for example, a battery 42. The battery 42 includes one or more battery cells. Each battery cell contains a rechargeable battery. The battery 42 is provided on the human-powered vehicle 10 and supplies electric power to other electric components such as the motor 40 and the controller 50 electrically connected to the battery 42 . The battery 42 is connected to the controller 52 of the control device 50 in a manner that enables wired or wireless communication. The battery 42 is set up to establish communication with the controller 52 via a PLC, for example. The battery 42 may be mounted on the outside of the frame 16 of the human-powered vehicle 10 or housed at least partially within the frame 16 of the human-powered vehicle 10 .

As in 2 1, the human-powered vehicle 10 includes the controller 50. The controller 50 includes the controller 52. The controller 52 includes processors that execute predetermined control programs. The processors include, for example, a central processing unit (CPU) or a microprocessor unit (MPU). Controller 52 may include one or more microcomputers. Controller 52 may include more than one processor located in different locations.

The controller 50 also includes, for example, a memory 54. The memory 54 stores various control programs and information used for various processes. The memory 54 includes, for example, a non-volatile memory and a volatile memory. The non-volatile memory includes, for example, at least one of a read only memory (ROM), an erasable programmable read only memory (EPROM), an electrically erasable programmable read only memory (EEPROM), and a flash memory. The volatile memory includes, for example, random access memory (RAM).

The controller 52 is configured to control the engine 40 . The control device 50 includes, for example, an inverter circuit 56 that is set up to supply the motor 40 with electrical energy. The motor 40 generates an assisting force with the electrical energy provided by the inverter circuit 56 . The controller 52, the memory 54 and the inverter circuit 56 are provided in, for example, a case of the drive unit 38 in which the motor 40 is provided.

In one example, the controller 52 is configured to control the motor 40 such that the assist force of the motor 40 becomes equal to a predetermined target value. The controller 52 is electrically connected to the inverter circuit 56 and controls the inverter circuit 56 to control the motor 40.

In one example, the controller 52 controls the motor 40 to apply an assist force corresponding to a rotation angle of the crank 12 in accordance with the human driving force. The human driving force applied to the crank 12 varies cyclically.

In one example, the rotation angle of the crank 12 is expressed as an angle through which the first crank arm 12B is rotated in the first direction A1 with respect to the frame 16 of the human-powered vehicle 10, the angle at which the first crank arm 12B rotates is in a position corresponding to top dead center is zero.

The control device 50 also includes, for example, a first detector 58. The first detector 58 is set up to detect information about the angle of rotation of the crank 12. The first detector 58 detects the angle of rotation of the crank 12, for example. The first detector 58 is set up to output the information/s about the angle of rotation of the crank 12 to the controller 52. The first detector 58 may include a wired or wireless communication unit. In a case where the first detector 58 includes a wired or wireless communication unit, the communication unit of the first detector 58 is configured to establish communication with the controller 52 .

The first detector 58 contains, for example, a crank rotation sensor 60. The crank rotation sensor 60 is set up to record the information/s about the rotation angle of the crank 12. The crank rotation sensor 60 is provided, for example, on the frame 16 of the human-powered vehicle 10 . The crank rotation sensor 60 includes a magnetic sensor that outputs a signal associated with the strength of a magnetic field. An annular magnet whose magnetic field intensity changes in the circumferential direction is provided on the crank axle 12A, the first crank arm 12B, the second crank arm 12C, or in a human driving force transmission path extending from the crank axle 12A to the second rotating body 24 . The crank rotation sensor 60 outputs a signal related to the angle of rotation of the crank 12 . Instead of the magnetic sensor, the crank rotation sensor 60 may include an optical sensor, an acceleration sensor, a gyro sensor, or the like.

Preferably, the crank rotation sensor 60 is configured to output a predetermined number of detection signals when the crank 12 has completed one revolution. The predetermined number is, for example, two or more. Preferably, the predetermined number is determined in accordance with a first pedaling period and a second pedaling period.

Crank rotation sensor 60 may include a vehicle speed sensor. In an example where the crank rotation sensor 60 includes a vehicle speed sensor, the controller 52 is configured to calculate the rotation angle of the crank 12 in accordance with the vehicle speed detected by the vehicle speed sensor and a gear ratio.

The control device 50 includes, for example, a second detector 62. The second detector 62 detects, for example, information about the human driving force applied to the human-powered vehicle 10. The human-driving force information applied to the human-powered vehicle 10 includes, for example, human-driving force-based torque information. In the present embodiment, the second detector 62 detects the torque based on the human driving force. The second detector 62 is configured to output the human driving force based torque information to the controller 52 . The second detector 62 may include a wired or wireless communication unit. In a case where the second detector 62 includes a wired or wireless communication unit, the communication unit of the second detector 62 is configured to establish communication with the controller 52 .

The second detector 62 includes, for example, a torque sensor 64. The torque sensor 64 is for detecting the torque based on the human driving force. The torque sensor 64 is provided, for example, in the case of the drive unit 38 in which the motor 40 is provided. The torque sensor 64 detects torque based on human driving force applied to the crank 12 .

In an example where the first one-way clutch is provided in a power transmission path, the torque sensor 64 is provided on an upstream side of the first one-way clutch. The torque sensor 64 includes a strain sensor, a magnetostrictive sensor, or the like. A strain sensor includes a strain gauge. In a case where the torque sensor 64 includes a strain sensor, it is preferable that the strain sensor is provided on an outer peripheral portion of a rotary body included in the power transmission path.

A relationship between the human driving force in the first pedaling period and a control of the motor 40 by the controller 52 in the second pedaling period will now be described with reference to FIG 1 until 3 described.

The controller 52 is configured to calculate a predicted value of the human driving force in the second pedaling period, which is later than the first pedaling period, from the human driving force in the first pedaling period of the human-powered vehicle 10 .

As in 3 1, the human driving force changes cyclically in accordance with the rotation angle of the crank 12. The human driving force becomes minimum when the rotation angle of the crank 12 corresponds to an angle at which the first crank arm 12B is at top dead center or bottom dead center. The human driving force becomes maximum when the rotation angle of the crank 12 corresponds to an angle at which the first crank arm 12B is ninety degrees away from the top dead center or the bottom dead center. In this way, the change in human driving force over time is represented by a waveform similar to a sine wave.

The first detector 58 detects, for example, information/s relating to the first pedaling period and the second pedaling period. The information/s about the first pedaling period and the second pedaling period corresponds/correspond to the angle of rotation of the crank 12 detected by the first detector 58. As, for example, in FIG 3 shown, the first pedaling period and the second pedaling period do not overlap and are adjacent. The first pedaling period and the second pedaling period do not necessarily have to be next to each other. In one example, the first pedaling period and the second pedaling period are equal in length.

The first pedaling period is, for example, a period in which the crank 12 of the human-powered vehicle 10 is rotated 360 degrees or more. For example, the length of the first pedaling period corresponds to 360 degrees or more. The first pedaling period is, for example, a period in which the crank 12 of the human-powered vehicle 10 is rotated 360 degrees. The first pedaling period is, for example, a period in which the crank 12 of the human-powered vehicle 10 is rotated by a multiple of 180 degrees. A timing when the first pedaling period starts is, for example, a timing when the first crank arm 12B is at a position corresponding to the top dead center. A timing when the first pedaling period ends is, for example, a timing when the first crank arm 12B returns to the top dead center position after being rotated from the top dead center position in the first direction A1 . A timing when the first pedaling period starts is, for example, a timing when the first crank arm 12B is at a position corresponding to the bottom dead center. A timing when the first pedaling period ends is, for example, a timing when the first crank arm 12B is at a position corresponding to the bottom dead center after moving from the position corresponding to the top dead center in the first direction A1 was filmed.

The second pedaling period is, for example, a period in which the crank 12 of the human-powered vehicle 10 is rotated 360 degrees or more. For example, the length of the second pedaling period corresponds to 360 degrees or more. The second pedaling period is, for example, a period in which the crank 12 of the human-powered vehicle 10 is rotated by a multiple of 180 degrees. The second pedaling period is, for example, a period in which the crank 12 of the human-powered vehicle 10 is rotated 360 degrees. In one example, a time at which the second pedaling period begins substantially coincides with a time at which the first pedaling period ends. In one example, a time when the first pedaling period ends substantially coincides with a time when the second pedaling period begins.

In one example, the controller 52 is configured to calculate a predicted value from an average value of the human-powered vehicle in the first pedaling period, the human driving force in the first pedaling period, and the rotation angle of the crank 12 of the human-powered vehicle 10 in the first pedaling period. In one example, the controller 52 is configured to calculate a predicted value and a relational expression related to a predicted value from the human driving force detected by the second detector 62 in the first pedaling period.

In one example, the controller 52 calculates a predicted value of the human driving force in a case where the rotation angle of the crank 12 becomes a predetermined angle in the second pedaling period from the human driving force in a case where the rotation angle of the crank 12 is equal to that predetermined angle in the first pedaling period. The controller 52 calculates a predicted human driving force value for the entire second pedaling period by calculating a predicted human driving force value in a case where the second pedaling period corresponds to a predetermined angle based on a plurality of predetermined angles used in the first pedaling period are included. For example, the predicted value calculated by the controller 52, as shown in 3 1, a waveform corresponding to the waveform indicating changes in human driving force in the first pedaling period.

The relational expression related to a predicted value refers to, for example, the average value of the human-powered vehicle in the first pedaling period, the human driving force in the first pedaling time space and the rotation angle of the crank 12 of the human-powered vehicle 10 in the first pedaling period. The relational expression relating to a predicted value includes, for example, the following equation (1). Equation (1) is stored in memory 54, for example. $$\text{T}=\text{A}1\times \text{sinX}+\text{B}1$$

The “T” represents the predicted value in a case where the rotation angle of the crank 12 is “X” in the second pedaling period. The “X” represents the angle of rotation of the crank 12 of the human-powered vehicle 10. The “sinX” represents the human driving force that the second detector 62 detects when the angle of rotation is “X” in the first pedaling period. The "A1" represents half of a value obtained by subtracting the minimum value of the human driving force in the first pedaling period from the human driving force that the second detector 62 detects when the turning angle in the first pedaling period is "X". . The value "B1" represents the average value of the human driving force in the first pedaling period.

In one example, the controller 52 is configured to control the motor 40 such that the assist force is at a target value. In one example, the controller 52 is configured to control the motor 40 in the second pedaling period in accordance with the human driving force in the first pedaling period. The target value includes, for example, a first target value and a second target value. The controller 52 is configured to control the motor 40 in the second pedaling period so that the assist power corresponds to the first target value calculated from the predicted value. In one example, the controller 52 is configured to control the motor 40 based on a first difference between an actual value and the predicted value in the second pedaling period. In a case where the first difference between the actual value of the human driving force supplied to the human-powered vehicle 10 in the second pedaling period and the predicted value is greater than or equal to a first value, the controller 52 is configured to drive the motor 40 to control so that the assist power becomes equal to the second target value calculated from the actual value. The first difference is expressed by an absolute value, for example. The actual value corresponds to the human driving force detected by the second detector 62 .

In an example where the first difference is greater than or equal to the first value and the actual value is greater than the predicted value, the controller 52 is configured to change the second target value such that the second target value becomes larger. In a case where the first difference is greater than or equal to the first value and the actual value is greater than the predicted value, the controller 52 is configured to control the motor 40 so that the assist power becomes equal to the changed second target value.

In a case where the first difference is greater than or equal to the first value and the actual value is less than the predicted value, the controller 52 is configured to change the second target value such that the second target value becomes smaller. In a case where the first difference is greater than or equal to the first value and the actual value is smaller than the predicted value, the controller 52 is configured to control the motor 40 so that the assist power becomes equal to the changed second target value.

4 12 shows an example of the predicted value of the human driving force, the actual value, the first difference, the first target value, and the second target value. In 4 the actual value in the second pedaling period becomes larger than the predicted value from around a point in time when the rotation angle of the crank 12 is 270 degrees in the second pedaling period. In 4 the first difference between the predicted value and the actual value increases as the rotation angle of the crank 12 increases from around a point in time when the rotation angle of the crank 12 is 270 degrees in the second pedaling period. Accordingly, in 4 the second target value is greater than the first target value from around a point in time when the rotation angle of the crank 12 is 270 degrees in the second pedaling period and the first difference becomes greater than or equal to the first value.

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

In one example, the controller 52 is configured to multiply the predicted value by a first predetermined value to calculate the first target value. The first predetermined value is a value resulting from multiplying an average assist ratio by a value related to the human driving force in the second pedaling period or a value related to the human driving force in the first pedaling period. The average assist ratio is set in accordance with an assist mode, for example. In one example, the controller 52 is configured to control the motor 40 in a variety of assist modes. The support modes differ from each other by the average support ratio. The average assist ratio is calculated from the average value of the human driving force in the first pedaling period, for example. In one example, each of the assist modes has a different relationship between the average assist ratio and the average human driving force value in the first pedaling period. In one example, the controller 52 calculates the average assist ratio from the average human driving force value in the first pedaling epoch.

5 12 is a graph showing an example of the relationship between the average value of the human driving force in the first pedaling period and the average assist ratio in a plurality of assist modes. The solid lines L1, L2, L3, L4, L5, L6, L7, L8, L9, L10, L11 and L12 in 5 each represents a relationship between the average value of human driving force and the average assist ratio in each of the corresponding assist modes. 5 shows the relationship between the average human driving force value and the average assist ratio in twelve assist modes. However, the number of assist modes can be changed. For example, the double-dashed line Z 1 indicates where the power of the engine 40 is 27 Nm. For example, the double-dashed line Z2 indicates where the power of the engine 40 is 85 Nm. In an example, the assist modes indicated by the solid lines L1 to L3 are set so that the output of the motor 40 becomes less than or equal to 27 Nm. In an example, the assist modes indicated by the solid lines L4 to L12 are set so that the output of the motor 40 becomes less than or equal to 85 Nm.

In the assist mode shown by the solid line L2, the controller 52 obtains 0.45 as an average assist ratio in a case where the average value of the human driving force is 70 Nm. In the assist mode shown by the solid line L4 in which the average value of the human driving force is 70 Nm, the controller 52 obtains 1.25 as the average assist ratio.

The ratio between the average human driving force value and the average assist ratio stored in the memory 54 can be changed. In one example, the ratio between the average human driving force value and the average assist ratio in at least one of the assist modes stored in the memory 54 is set to be changeable.

The controller 52 calculates the first predetermined value from, for example, the average assist ratio and a predetermined variable. A relational expression relating to the first given value includes the following equation (2). Equation (2) is stored in memory 54, for example. $$\text{Y}=\text{C}\times \left(\text{2/p}\right)\times \text{atan}\left(\text{B2/A2}\right)$$

The "Y" stands for the first specified value. The "C" stands for the average support ratio in the first pedaling period. The "P" stands for circle ratio. The “A2” stands for half of a value obtained by subtracting the minimum value of the predicted value in the second pedaling period from the predicted value of the human driving force when the turning angle in the second pedaling period is “X”. The "B2" represents the average value of the human driving force in the second pedaling period. In the present embodiment, "A2" is equal to "A1". "A1" can also be used instead of "A2". In the present embodiment, "B2" is equal to "B1". "B1" can also be used instead of "B2".

In Equation (2), in an example where the amplitude of the human driving force is zero in the first predetermined value (A1=0), the “atan(B2/A2)” becomes P/2. Accordingly, the first predetermined value becomes equal to the average assist ratio. For example, a case where the amplitude of the human driving force is zero in the first pedaling period corresponds to a case where no human driving force is received. In Equation (2), in an example where the amplitude of the human driving force in the first pedaling period is equal to the average value of the human driving force in the first pedaling period (A1=B1), “atan(B2/A2)” becomes P/4 . Accordingly, the first predetermined value becomes equal to C/2. For example, a case where the amplitude of the human driving force in the first pedaling period is equal to the average value of the human driving force in the first pedaling period corresponds to a case where the minimum peak value of the human driving force in the first pedaling period is zero.

In one example, the controller 52 multiplies the predicted value at a predetermined angle of rotation of the crank 12 in the second pedal period with the first predetermined value to obtain the value as the first target value at the predetermined rotation angle of the crank 12 in the second pedaling period. In one example, the controller 52 determines the first target value for the entire second pedaling epoch by multiplying the predicted value at a predetermined crank 12 rotation angle in the second pedaling epoch by the first predetermined value at a plurality of predetermined crank 12 rotation angles.

The predetermined information(s) used to calculate the first target value will now be described with reference to FIG 2 and 6 described.

The memory 54 stores, for example, predetermined information indicating the relationship between a pedaling period of the human-powered vehicle 10 and a setting value related to a sum of the human driving force and the assist force. In one example, memory 54 stores the predetermined information(s) in an alterable manner.

In one example, the controller 52 is configured to calculate the first target value based on the predetermined information(s) from a second difference between the adjustment value and the predicted value. In one example, the controller 52 is configured to calculate the first target assist power value in the second pedaling period based on the predetermined information(s) from the second difference between the set value and the predicted value.

6 shows an example of the given information/s. The predetermined information(s) includes, for example, information(s) indicating the relationship between the rotation angle of the crank 12 in a pedaling period and the set value. In one example, the adjustment value is a value related to the sum of the assist force and the human driving force and set in relation to the rotation angle of the crank 12 . The sum of the assist force and the human driving force is an optimal power for driving the human-powered vehicle 10. The setting value is set to an optimal power for driving the human-powered vehicle 10 in accordance with the rotation angle of the crank 12, for example. The predetermined information(s) includes, for example, a target waveform indicating the sum of the assist power and the human driving force in the second pedaling period. The target waveform is set based on, for example, a waveform indicating the human driving force in a case where a professional driver drives the human-powered vehicle 10 .

The predetermined information(s) includes, for example, information(s) about the setting value that is in accordance with the driving characteristics of the human-powered vehicle 10 . Optimal performance for driving the human-powered vehicle 10 differs depending on the driving characteristics of the human-powered vehicle 10.

The driving characteristics of the human-powered vehicle 10 include, for example, at least one of a vehicle characteristic of the human-powered vehicle 10, a driver characteristic of the human-powered vehicle 10, and a road characteristic of the human-powered vehicle 10. The vehicle characteristic of the human-powered vehicle 10 includes at least one of the 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 driving ability of the human-powered vehicle 10 includes at least one of a driver's height, weight, and leg length. The road property of the human-powered vehicle 10 includes at least one of a material of the surface, a slope, a curve, and a step of a route.

In one example, the memory 54 stores multiple pieces of predetermined information and the controller 52 is configured to calculate the first target value from the second difference based on one of the multiple pieces of predetermined information. In one example, the plurality of pieces of predetermined information differ from each other in the corresponding driving characteristics of the human-powered vehicle 10. In one example, the controller 52 is configured to calculate the first target value from the second difference between the set value and the predicted value based on the predetermined(s). to calculate information that is/are in accordance with the driving characteristics of the human-powered vehicle 10 . In one example, the plurality of predetermined pieces of information correspond to assist modes, respectively. In one example, the controller 52 is configured to calculate the first target value from the second difference between the set value and the predicted value based on the predetermined information(s) corresponding to a selected assist mode.

In one example, the controller 52 is configured to adjust the adjustment value based on the predetermined variable. In one example, the controller 52 calculates the first target value from the predicted value and the given variable. In one example, the controller 52 calculates the first target value from the predicted value and the adjustment value that is adjusted based on the predetermined variable. For example, the controller 52 is configured to control the motor 40 in the second pedaling period such that the assist power becomes equal to the first target value calculated from the predicted value and the predetermined variable. In one example, the predetermined variable is a variable related to the predicted value, an average value of the predicted value, and the second stepping period.

For example, the controller 52 is configured to calculate the first target value such that a rate of change of the first target value in a case where the assist power increases differs from the rate of change in a case where the assist power decreases in the second pedaling period .

For example, the controller 52 is configured to calculate the first target value such that a reaction speed of the assisting power with respect to the human driving force decreases in a case where the assisting power decreases in the second pedaling period. For example, the controller 52 is configured to calculate the first target value such that a first reaction speed of the assisting force with respect to the human driving force is lower than a second reaction speed of the assisting force in a case where the assisting force decreases in the second pedaling period Regarding the human driving force in a case where the assisting force increases in the second pedaling period. In one example, the first target value is calculated such that the rate of change of the first target value in a case where the assist power increases in the second pedaling period is greater than the rate of change in a case where the assist power decreases. Accordingly, the first target value is calculated so that the reaction speed of the assisting force with respect to the human driving force decreases in the case where the assisting force decreases in the second pedaling period.

In one example, the rate of change of the first target value in a case where the assist power decreases is smaller than the rate of change in a case where the assist power increases, and is larger than 0.3 times the rate of change in a case where support increases. For example, the rate of change of the first target value is less than 0.7 times the rate of change in a case where the assist power increases, and greater than 0.5 times the rate of change in one case where the assist power decreases Case where assist power increases. In the second stepping period, the rate of change of the first target value in a case where the assist power increases may be set to be less than the rate of change in a case where the assist power decreases.

In one example, the controller 52 is configured to calculate the first target value from the predetermined variable and a value determined by multiplying the predicted value by a second predetermined value. Furthermore, the controller 52 is configured to determine the predetermined variable such that the maximum peak value of the first target value in the second stepping period is smaller than the maximum peak value of a value determined by multiplying the predicted value by the second predetermined value. The second predetermined value is, for example, a reference assist ratio that is set for each assist mode. The assist level is the power of the motor 40 in relation to the human driving force. The second predetermined value can be the same value as the first predetermined value, for example.

The one indicated by the double-dashed line in 6 specified setting value is the setting value in a configuration in which the predetermined variable is set in the second pedaling period so that the rate of change of the first target value in a case where the assist power increases from the rate of change of the first target value in a case in which the supporting power decreases. The predetermined variable includes, for example, a first predetermined variable at a rotation angle of the crank 12 corresponding to a case where the assist power increases and a second predetermined variable at a rotation angle of the crank 12 corresponding to a case where the assist power decreases.

The one indicated by the double-dashed line in 6 The indicated setting value is set so that the rate of change of the setting value in a case where the assisting power increases in the second pedaling period is greater than the rate of change of the setting value in a case where the assisting power decreases. The setting value indicated by the double-dashed line in 6 is set so that the rate of change of the set value becomes smaller in a case where the assist power decreases. This avoids a sudden drop in assist power.

In an example, the predetermined variable is set so that the rate of change of the first target value changes in a case where the sub supporting power increases from that in a case where the supporting power decreases. Thus, the rate of change of the first target value will be in accordance with that indicated by the double-dashed line in 6 specified setting value is determined. In one example, the rate of change of the first target value corresponds to a change in the first target value in a case where the rotation angle of the crank 12 is changed by a predetermined angle. The change in the first target value is expressed by an absolute value.

In one example, the controller 52 is configured to calculate a product of the first predetermined value and the predicted value to obtain the first predetermined value from the second difference of the calculated product and the adjustment value. In one example, the controller 52 is configured to calculate a product of the first predetermined value and the predicted value to obtain the first target value from the second difference of the calculated product and the adjustment value set with the predetermined variable. In one example, the controller 52 is configured to add the second difference to the product of the first predetermined value and the predicted value to obtain the value as the first target value.

The first target value based on the predetermined information is calculated by the following equation (3), for example. Equation (3) is stored in memory 54. $$\text{X1}=\text{XA}+\text{D}$$

The “X1” represents the first target value. The “XA” represents the product of the first predetermined value and the predicted value of the human driving force in the second pedaling period that satisfies “XA=Y×T”. The “D” stands for the second difference.

In one example, the controller 52 is configured to calculate the first target value such that the first target value becomes less than or equal to an upper limit consistent with the engine 40 . The upper limit value that is in accordance with the motor 40 is, for example, the upper limit value of the output of the motor 40 that is in accordance with the characteristics of the motor 40. In one example, the upper limit that is consistent with the motor 40 is determined by at least one of an electrical power limit of the motor 40, a speed of the motor 40, and a power upper limit. The power upper limit is a value related to the characteristics of the engine 40, for example. In one example, the adjustment value is less than or equal to the upper limit consistent with engine 40 . Thus, the controller 52 is configured to calculate the first target value such that the first target value becomes less than or equal to the upper limit that is in accordance with the engine 40 . In an example, the set value is adjusted with the predetermined variable so that the set value becomes less than or equal to the upper limit value that is in accordance with the engine 40 .

In a case where the set value is not less than or equal to the upper limit that is in accordance with the engine 40, the controller 52 may be configured to, when the first target value calculated by Equation (3) exceeds the upper limit, that is in accordance with the engine 40, the controller 52 to change the first target value that exceeds the upper limit that is in accordance with the engine 40 based on the upper limit that is in accordance with the engine 40. In an example where the first target value calculated by Equation (3) exceeds the upper limit that is in accordance with the motor 40, the controller 52 changes the first target value that exceeds the upper limit that is in accordance with the motor 40 is to the upper limit which is in accordance with the motor 40. In one example, the memory 54 stores information(s) related to the upper limit consistent with the engine 40 and associated with the characteristics of the engine 40 and the controller 52 arranged to calculate the upper limit value from the information/s stored in the memory 54 regarding the upper limit value that is in accordance with the engine 40.

In one example, the controller 52 may be configured to control the motor 40 with either the first target value or the second target value in accordance with the first difference between the actual human driving force value in the second pedaling period and the predicted value. In an example where the first difference is greater than or equal to the first value, the controller 52 is configured to control the motor 40 such that the assist force becomes equal to the second target value. In an example where the first difference is less than the first value, the controller 52 is configured to control the motor 40 such that the assist force becomes equal to the first target value. In an example where the first difference between the actual value of the human driving force in the second pedaling period and the predicted value is smaller than the first value, the second target value is calculated to be equal to the first target value. For example, memory 54 variably stores the first value. In the present embodiment, the first value is any value other than zero.

In one example, the second target value is calculated by Equation (4). Equation (4) is stored in memory 54. $$\text{X}2=\text{Y}\times \left(\text{TA}-\text{T}\right)+\text{X}1$$

The "X2" stands for the second target value. The "TA" stands for the actual value of the human driving force in the second pedaling period. In a case where the actual value of the human driving force in the second pedaling period is equal to the predicted value, the second target value becomes equal to the first target value. Therefore, in a case where the actual value of the human driving force in the second pedaling period is equal to the predicted value, the controller 52 can control the motor 40 so that the assist force becomes equal to the first target value or the second target value.

The first target value, indicated by the double-dashed line in 4 is represented corresponds to the first target value calculated by equation (3). The first target value defined by the in 4 represented by the double-dashed line shown corresponds to a value obtained by adding the in 6 shown second difference to the product of the first predetermined value and the predicted value of the human driving force is determined in the second pedaling period. The second target value, indicated by the solid line in 4 corresponds to the second target value calculated by Equation (4).

The controller 52 may be configured to determine whether the first difference between the predicted value and the actual value is greater than or equal to the first value. In a case where the first difference between the predicted value and the actual value is smaller than the first value, the controller 52 may be configured to control the motor 40 based on the first target value calculated by equation (3). If the first difference between the predicted value and the actual value is greater than or equal to the first value, the controller 52 may be configured to control the motor 40 based on the second target value calculated by Equation (4).

A method of controlling the engine 40 in accordance with the first target value or the second target value will now be described with reference to FIG 7 illustrated flow chart described. In an example where the controller 52 is supplied with electrical power, the controller 52 starts the method of FIG 7 illustrated flowchart from step S11.

In step S11, the controller 52 determines whether human driving force has been applied in the second pedaling period. The controller 52 determines from an output of the first detector 58 whether human motive power was applied in the second pedaling epoch. If human driving force was applied in the second pedaling period, the controller 52 proceeds to step S12. If no human driving force has been applied in the second pedaling period, the controller 52 ends the processing.

In step S12, the controller 52 determines whether the first difference between the actual human driving force value and the predicted value is greater than or equal to the first value. The controller 52 obtains the actual human driving force value from the second detector 62. When the first difference is greater than or equal to the first value, the controller 52 proceeds to step S13. If the first difference is less than the first value, the controller 52 proceeds to step S14.

In step S13, the controller 52 controls the motor 40 so that the assist force becomes equal to the second target value, and then ends the processing.

In step S14, the controller 52 controls the motor 40 so that the assist force becomes equal to the first target value, and then ends the process.

In an example where a low-pass filter or the like is used to control the assist power so that the reaction speed, that is, the ratio between the rate of change of the assist power and the rate of change of the actual value of the human driving force, is reduced, the assist power would be in a case where the human driving force decreases and then increases again, become unnecessarily large in relation to the human driving force. The controller 52 of the present embodiment controls the assisting power of the motor 40 in accordance with the predicted value of the human driving force in the second pedaling period calculated from the human driving force in the first pedaling period. This prevents the assist force from becoming unnecessarily large relative to the human driving force even when the human driving force decreases and then increases again. The controller 52 of the present embodiment controls the assist power of the motor 40 without a low-pass filter. In a case where the human driving force decreases and then the human-powered vehicle 10 stops, the controller 52 of the present embodiment readily zeros the assist force. So the driver does not feel awkward.

The controller 52 of the present embodiment controls the motor 40 in accordance with the set value. This allows the driver to adjust the setting so that he/she feels the assistance is as usual.

Second embodiment

A control device 50 in accordance with a second embodiment will now be described with reference to FIG 2 , 6 , 8th and 9 described. The control device 50 of the second embodiment is the same as the control device 50 according to the first embodiment, except that the control device 50 controls the motor 40 in accordance with the first target value calculated based on the predetermined information. Therefore, the components that are identical to the corresponding components of the first embodiment are given the same reference numerals. Such components are not described in detail.

The control device 50 of the present embodiment includes the controller 52 and the memory 54. The controller 52 controls the motor 40. The memory 54 stores the predetermined information representing the ratio of a pedaling period of the human-powered vehicle 10 and the set value relative to the sum of the human driving force and the support force indicates. The controller 52 is configured to calculate a predicted value of the human driving force in the second pedaling period, which is later than the first pedaling period, from the human driving force in the first pedaling period of the human-powered vehicle 10 . The controller 52 is configured to calculate the first target value of the assist power in the second pedaling period based on the predetermined information of the second difference between the set value and the predicted value. The controller 52 is configured to control the motor 40 so that the assist power becomes equal to the first target value.

For example, in the present embodiment, the first target value is equal to the second difference. In one example, the controller 52 is configured to control the motor 40 such that the assist power becomes equal to the second difference in the second pedaling period.

In the present embodiment, the controller 52 is configured to calculate the first target value based on the predetermined information in the first pedaling period. In the present embodiment, the controller 52 does not have to use the actual value in the second pedaling period to control the motor 40 . Thus, the controller 52 can calculate the first target value based on the predetermined information(s) in the first pedaling period and control the motor 40 based on the obtained first target value in the second pedaling period.

The one indicated by the double-dashed line in 8th The setting value shown is a setting value obtained by multiplying the predicted value by the average assist ratio. In one example, the controller 52 receives the in 8th shown second difference as the first target value. In a case where the setting value is the setting value indicated by the double-dashed line in 6 is shown, the controller 52 receives the in 6 shown second difference as the first target value.

The controller 52 may be configured to set the first predetermined value in equation (3) to zero to obtain the first target value. In a case where the controller 52 is configured to set the first predetermined value in equation (3) to zero to obtain the first target value, the controller 52 is configured to drive the motor 40 in accordance with the equation (3 ) calculated first target value. The controller 52 may be configured to calculate the first target value according to equation (3) in the same manner as in the first embodiment without setting the first predetermined value to zero.

A method of controlling the engine 40 in accordance with the first target value obtained based on the predetermined information will now be described with reference to FIG 9 flowchart shown. In an example where the controller 52 is supplied with electrical power, the controller 52 starts the method of FIG 9 shown flowchart from step S21.

In step S21, the controller 52 determines whether human driving force has been applied in the second pedaling period. The controller 52 determines from an output of the first detector 58 whether human motive power was applied in the second pedaling epoch. If human driving force was applied in the second pedaling period, the controller 52 proceeds to step S22. If none in the second pedaling period human driving power has been applied, the controller 52 ends the processing.

In step S22, the controller 52 controls the motor 40 so that the assist force becomes equal to the first target value obtained based on the predetermined information, and then the controller 52 ends the processing.

Third embodiment

A control device 50 in accordance with a third embodiment will now be described with reference to FIG 2 , 6 and 10 described. The control device 50 of the third embodiment is the same as the control device 50 according to the second embodiment, except that the control device 50 controls the motor 40 in accordance with the first target value calculated based on the predetermined variable. Therefore, the components that are identical to the corresponding components of the first embodiment are given the same reference numerals. Such components are not described in detail.

The control device 50 of the present embodiment includes the controller 52 that controls the motor 40 . The controller 52 is configured to calculate a predicted value of the human driving force in the second pedaling period, which is later than the first pedaling period, from the human driving force in the first pedaling period of the human-powered vehicle 10 . The controller 52 is configured to control the motor 40 in the second pedaling period so that the assist power becomes equal to the first target value calculated from the predicted value and the predetermined variable. The controller 52 is configured to calculate the first target value such that the rate of change of the first target value in a case where the assist power increases differs from the rate of change in a case where the assist power decreases in the second pedaling period. The controller 52 of the present embodiment is configured to calculate the first target value so that the response speed of the assisting power with respect to the human driving force decreases in a case where the assisting power decreases in the second pedaling period.

In one embodiment, the controller 52 is configured to calculate the first target value from the setting value defined by the in 6 shown double-dashed line. In one example, the controller 52 is configured to control the motor 40 in accordance with the first target value calculated by Equation (3) using the setting value defined by the in 6 shown double-dashed line.

In the present embodiment, the controller 52 is configured to calculate the first target value based on the predetermined variable in the first pedaling period. In the present embodiment, the controller 52 does not have to use the actual value in the second pedaling period to control the motor 40 . Thus, the controller 52 can calculate the first target value based on the predetermined variable in the first pedaling period.

A method of controlling the engine 40 in accordance with the first target value calculated based on the predetermined variable will now be described with reference to FIG 10 illustrated flow chart described. In an example where the controller 52 is supplied with electrical power, the controller 52 starts the method of FIG 10 illustrated flowchart from step S31.

In step S31, the controller 52 determines whether human driving force has been applied in the second pedaling period. The controller 52 determines from an output of the first detector 58 whether human motive power was applied in the second pedaling epoch. If human driving force was applied in the second pedaling period, the controller 52 proceeds to step S32. If no human motive force is applied in the second pedaling period, the controller 52 ends the method.

In step S32, the controller 52 controls the motor 40 so that the assist force becomes equal to the first target value calculated based on the predetermined variable, and then the controller 52 ends the processing.

Modified examples

The description associated with the above embodiments illustrates, without any intention of limitation, applicable forms of the control device according to the present disclosure. For example, in addition to the above-described embodiments, the control device according to the present disclosure is applicable to modified examples of the embodiments described below and combinations of at least two of the modified examples that do not contradict each other. In the modified examples described below, those components are denoted by the same reference numerals that correspond to the corresponding components of the above embodiments are identical. These components are not described in detail.

In the first embodiment, the controller 52 may be configured to calculate the first target value so that the response speed of the assisting power with respect to the human driving force does not decrease in a case where the assisting power decreases in the second pedaling period. In one example, the controller 52 may be configured to calculate the first target value from the setting value defined by the in 8th shown double-dashed line. In one example, the controller 52 may be configured to operate the motor 40 in accordance with the setpoint provided by the in 8th is represented by the double-dashed line shown, and the first target value calculated by Equation (3).

The controller 52 may be configured to use an offset value to calculate the first target value. Furthermore, the controller 52 can be set up to change the offset value if a predetermined condition is met. For example, the predetermined condition is met when the difference between the human driving force and the predicted value is not within a first range in the second pedaling period. In an example where the difference between the actual value and the predicted value is excluded from the first range and the actual value is greater than the predicted value, the controller 52 increases the offset value. In an example where the difference between the actual value and the predicted value is excluded from the first range and the actual value is less than the predicted value, the controller 52 decreases the offset value. In one example, the controller 52 uses Equation (5) to calculate the first target value. $$\text{X1}=\text{XA}+\text{E}$$

The "E" stands for the offset value. The offset value can be a constant or a variable.

A method performed by the controller 52 to change the offset value will now be described with reference to FIG 11 illustrated flow chart described. In an example where the controller 52 is supplied with electrical power, the controller 52 starts the method of FIG 11 illustrated flowchart from step S41.

In step S41, the controller 52 determines whether human driving force has been applied in the second pedaling period. The controller 52 determines from an output of the first detector 58 whether human motive power was applied in the second pedaling epoch. If human driving force was applied in the second pedaling period, the controller 52 proceeds to step S42. If no human driving force has been applied in the second pedaling period, the controller 52 ends the processing.

In step S42, the controller 52 determines whether the difference between the actual human driving force value and the predicted value is within the first range. The controller 52 obtains the actual human driving force value from the second detector 62. When the difference between the actual human driving force value and the predicted value is within the first range, the controller 52 ends the processing. When the difference between the actual human driving force value and the predicted value is outside the first range, the controller 52 proceeds to step S43.

In step S43, the controller 52 changes the offset value and then ends the processing. In an example where the actual value of the human driving force is greater than the predicted value, the controller 52 changes the offset value such that the offset value becomes larger. In an example where the actual human driving force value is less than the predicted value, the controller 52 changes the offset value such that the offset value becomes smaller. The controller 52 is configured to control the motor 40 in accordance with the first target value determined by substituting the changed offset value into Equation (5).

In a case where the controller 52 uses equation (5) to calculate the first target value and the human-powered vehicle 10 includes a transmission, the predetermined condition can be satisfied when the gear ratio of the human-powered vehicle 10 is changed with the transmission . In an example where the gear ratio of the human-powered vehicle 10 is changed with the transmission device, the controller 52 is configured to change the offset value so that the offset value becomes smaller. The offset value is decreased when the gear ratio of the human-powered vehicle 10 with the transmission device is changed. This reduces the first target value and the support power. The reduced assist force facilitates shifting by the transmission device.

The second pedaling period and the first pedaling period do not have to be of the same length. In a Bei For example, the length of the first pedaling period can be 360 degrees and the length of the second pedaling period can be 720 degrees. The controller 52 may be configured to calculate the predicted value of the human driving force for two cycles from the second pedaling period based on the human driving force in the first pedaling period.

The controller 52 may calculate the predicted value of the human driving force in the second pedaling period in accordance with the human driving force in the first pedaling period and the human driving force in a pedaling period that is before the first pedaling period. In an example where the human driving force in the period preceding the first pedaling period tends to increase toward the first pedaling period, the predicted value is calculated so that the predicted value of the human driving force in the second pedaling period is larger is as a case where the human driving force in the period preceding the first pedaling period has a tendency to increase toward the first pedaling period.

The phrase "at least one of" as used in this disclosure means "one or more" of a desired selection. For example, as used in this disclosure, the phrase "at least one of" means "only a single choice" or "both of two choices" when the number of choices is two. For example, the phrase "at least one of," as used in this disclosure, means "only a single choice" or "any combination of equal to or more than two choices" when the number of choices is three or more.

Reference List

10)

human-powered vehicle

12)

crank

40)

engine

50)

control device

52)

controllers

54)

Storage

58)

first detector

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• JP 2022024908 [0001]

Claims (22)

A control device (50) for a human-powered vehicle including a motor (40) which exerts an assisting force in accordance with a human driving force applied to the human-powered vehicle, the control device (50) comprising: a controller (52) controlling the motor (40), wherein: the controller (52) is arranged to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period; the controller (52) is arranged to control the motor (40) in the second pedaling period so that the assist power becomes equal to a first target value calculated from the predicted value; and in a case where a first difference between an actual value of the human driving force applied to the human-powered vehicle in the second pedaling period and the predicted value is greater than or equal to a first value, the controller (52) is configured to turn on the motor (40 ) so that the assist force becomes equal to a second target value calculated from the actual value. Control device (50) according to claim 1 , wherein in a case where the first difference is greater than or equal to the first value and the actual value is greater than the predicted value, the controller (52) is arranged to change the second target value so that the second target value gets bigger. Control device (50) according to claim 1 or 2 , wherein in a case where the first difference is greater than or equal to the first value and the actual value is less than the predicted value, the controller (52) is arranged to change the second target value so that the second target value gets smaller. Control device (50) according to one of Claims 1 until 3 , wherein the controller (52) is arranged to multiply the predicted value by a first predetermined value to calculate the first target value. Control device (50) according to one of Claims 1 until 4 , further comprising: a memory (54) that stores predetermined information indicating a relationship between a pedaling period of the human-powered vehicle and a setting value related to a sum of the human driving force and the assist force; and the controller (52) is arranged to calculate the first target value based on the predetermined information from a second difference between the adjustment value and the predicted value. A control device (50) for a human-powered vehicle, including a motor (40) which exerts a/the assist force in accordance with a/the human driving force applied to the human-powered vehicle, the control device (50) comprising: a controller (52) that controls the motor (40); and a memory (54), wherein: the memory (54) stores predetermined information indicating a relationship between a pedaling period of the human-powered vehicle and a setting value related to a sum of the human driving force and the assist force; the controller (52) is arranged to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period; the controller (52) is arranged to calculate a first target value of the assist power based on the predetermined information from a second difference between the set value and the predicted value in the second pedaling period; and the controller (52) is arranged to control the motor (40) so that the assist force becomes equal to the first target value. Control device (50) according to claim 5 or 6 wherein the predetermined information(s) includes information(s) relating to the setting value that is in accordance with the driving characteristics of a human-powered vehicle. Control device (50) according to claim 7 wherein the driving characteristics include at least one of a vehicle characteristic of the human-powered vehicle, a driver characteristic of the human-powered vehicle, and a road characteristic of the human-powered vehicle. Control device (50) according to one of Claims 5 until 8th wherein: the memory (54) stores a plurality of pieces of predetermined information; and the controller (52) is arranged to base the first target value on the second difference able to calculate one of the several parts of the given information/s. Control device (50) according to one of Claims 1 until 9 wherein: the controller (52) is arranged to calculate the first target value based on the predicted value and a predetermined variable; and the controller (52) is arranged to calculate the first target value such that a rate of change of the first target value in a case where the assisting power increases differs from the rate of change in a case where the assisting power decreases in the second pedaling period , differs. A control device (50) for a human-powered vehicle, including a motor (40) which exerts a/the assist force in accordance with a/the human driving force applied to the human-powered vehicle, the control device (50) comprising: a controller (52) controlling the motor (40), wherein: the controller (52) is arranged to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period; the controller (52) is configured to control the motor (40) in the second pedaling period such that the assist power becomes equal to a first target value calculated from the predicted value and a predetermined variable; and the controller (52) is arranged to calculate the first target value such that a rate of change of the first target value in a case where the assist power increases differs from the rate of change in a case where the assist power decreases in the second pedaling period, differs. A control device (50) for a human-powered vehicle, including a motor (40) which exerts a/the assist force in accordance with a/the human driving force applied to the human-powered vehicle, the control device (50) comprising: a controller (52) controlling the motor (40), wherein: the controller (52) is arranged to calculate, from the human driving force in a first pedaling period of the human-powered vehicle, a predicted value of the human driving force in a second pedaling period subsequent to the first pedaling period; the controller (52) is configured to control the motor (40) in the second pedaling period such that the assist power becomes equal to a first target value calculated from the predicted value and a predetermined variable; and the controller (52) is arranged to calculate the first target value so that a reaction speed of the assisting power with respect to the human driving force decreases in a case where the assisting power decreases in the second pedaling period. Control device (50) according to one of Claims 10 until 12 , in which the predetermined variable is a variable related to the predicted value, an average value of the predicted value, and the second stepping period. Control device (50) according to one of Claims 10 until 13 wherein: the controller (52) is arranged to calculate the first target value based on the predetermined variable and a value determined by multiplying the predicted value by a second predetermined value; and the controller (52) is arranged to determine the predetermined variable such that a maximum peak value of the first target value in the second stepping period becomes smaller than a maximum peak value of the value determined by multiplying the predicted value by the second predetermined value . Control device (50) according to one of Claims 1 until 14 wherein: the controller (52) is arranged to use an offset value to calculate the first target value; and the controller (52) is arranged to change the offset value in a case where a predetermined condition is met. Control device (50) according to claim 15 , in which the predetermined condition is satisfied in a case where a difference between the human driving force and the predicted value in the second pedaling period is excluded from a first range. Control device (50) according to one of Claims 1 until 16 wherein the controller (52) is arranged to calculate the first target value such that the first target value becomes less than or equal to an upper limit value that is in accordance with the motor (40). Control device (50) according to one of Claims 1 until 17 wherein the controller (52) is arranged to calculate the predicted value from an average value of the human driving force in the first pedaling period, the human driving force in the first pedaling period and a rotation angle of a crank (12) of the human-powered vehicle in the first pedaling period . Control device (50) according to one of Claims 1 until 18 wherein the first pedaling period is a period in which a crank (12) of the human-powered vehicle is rotated 360 degrees or more. Control device (50) according to one of Claims 1 until 19 wherein the second pedaling period is a period in which a crank (12) of the human-powered vehicle is rotated 360 degrees or more. Control device (50) according to one of Claims 1 until 20 , in which the second pedaling period and the first pedaling period are of equal length. Control device (50) according to one of Claims 1 until 21 , further comprising: a first detector (58) detecting information(s) related to the first cadence and the second cadence.

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