EP4347370A1 - Procédé de commande d'un signal de courant - Google Patents

Procédé de commande d'un signal de courant

Info

Publication number
EP4347370A1
EP4347370A1 EP22734036.1A EP22734036A EP4347370A1 EP 4347370 A1 EP4347370 A1 EP 4347370A1 EP 22734036 A EP22734036 A EP 22734036A EP 4347370 A1 EP4347370 A1 EP 4347370A1
Authority
EP
European Patent Office
Prior art keywords
signal
approximate
frequency
operating
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP22734036.1A
Other languages
German (de)
English (en)
Inventor
Giovanni Alli
Davide FORTE
Pasquale Forte
Paolo LISANTI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zehus SpA
Original Assignee
Zehus SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zehus SpA filed Critical Zehus SpA
Publication of EP4347370A1 publication Critical patent/EP4347370A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/20—Electric propulsion with power supplied within the vehicle using propulsion power generated by humans or animals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation

Definitions

  • the present invention relates to the technical field of pedal-assisted bicycles.
  • the present invention concerns a method for driving a current signal in an electric motor of a pedal-assisted bicycle.
  • e-bikes i.e. bicycles equipped with an electric propulsion system powered by an appropriate battery and capable of assisting the cyclist while pedalling.
  • reduced current delivery values lengthen the battery's duration, i.e. the amount of time for which pedalling assistance can be used, but are counterbalanced by less electrical power generated and therefore less support for the effort made by the cyclist when pedalling.
  • the motor will assist the cyclist in pedalling in proportion to his or her actual need and the effort he or she is making.
  • the technical task underlying the present invention is to propose a method for driving a current signal that overcomes at least some of the drawbacks of the known art mentioned above.
  • the present invention to make available a method for driving a current signal capable of ensuring accurate and precise control of the contribution to pedalling made by the electric motor according to the cyclist's actual requirements and without the need to install specific, expensive sensors.
  • a method for driving a current signal in an electric motor of a pedal-assisted bicycle.
  • This method is performed by measuring at least one dimension of bicycle use. Depending on the magnitude of use, an operating signal is generated that represents the temporal evolution of the instantaneous speed and/or instantaneous acceleration of the bicycle during its use.
  • the operating signal is then filtered at a predefined filtering frequency in order to obtain a filtered signal identifying temporal changes in instantaneous speed and/or instantaneous acceleration at the filtering frequency alone.
  • the filtering frequency is twice as high as the cyclist's pedalling cadence during cycling, thus being representative of the changes in speed and/or acceleration caused by the pedalling action performed by the cyclist alone.
  • the filtered signal is then processed, generating an approximate signal representative of the effort exerted by the cyclist while pedalling.
  • the filtered signal is processed using a peak detection procedure.
  • peak detection is performed by means of non-linear peak detection.
  • a driving signal is then generated for the electric motor containing at least a first contribution dependent on the approximate signal.
  • the driving signal is used to control the delivery of current to the electric motor.
  • the method disclosed here makes it possible to control the operation of the electric motor based on the effort made by the cyclist, which is determined indirectly beginning from considerations made on the speed/acceleration of the bicycle's forward movement, in particular based on the analysis of its oscillations.
  • FIGS. 1A and 1 B show respective graphs identifying a possible time evolution of the speed and acceleration of a bicycle during its use.
  • the method according to the present invention is aimed at driving the current signal that determines the electric power supplied by the electric motor of a pedal-assisted bicycle in order to assist the cyclist, i.e. the user of the bicycle, in pedalling.
  • the method is performed starting with a measurement of a magnitude of bicycle usage.
  • the dotted line subdivides the graph into two distinct portions: the one on the left, where the oscillations of the values of interest are insignificant or in any case insignificant; and the one on the right, where the oscillations are of such a magnitude that they can be studied in order to deduce from them a corresponding magnitude of the effort exerted by the cyclist to propel the bicycle.
  • the operating signal is filtered at twice the frequency of a pedalling cadence during cycling.
  • the harmonic spectrum of the torque signal generated by the pedalling movement is strongly influenced by a frequency that is twice as high as the pedalling frequency, i.e. it corresponds to the frequency at which the cyclist strokes both pedals in the time it takes one pedal to complete a full revolution. Therefore, contributions to the operational signal variation due, for example, to environmental factors such as wind, uneven terrain or climbs/descents, are eliminated through this filtering operation.
  • the gear ratio term x can in turn be calculated as the ratio of the diameter of the rear sprocket (the one coupled to the rear wheel of the bicycle) to the diameter of the front sprocket (the one coupled to the pedals).
  • the filter frequency while still operationally equal to twice the pedalling cadence, is not calculated/obtained from this quantity.
  • the method is performed, using known techniques, by transforming the operating signal in the frequency domain by generating a frequency signal.
  • the filtering frequency is then detected as it is equal to the operating frequency.
  • the frequency at which the signal value is at its maximum i.e. the operating frequency
  • the filtering operation it appears that by the filtering operation it is therefore possible to generate a filtered signal F identifying a variation over time of the instantaneous velocity and/or acceleration at the filtering frequency alone. Therefore, as stated above, only the contributions to the speed/acceleration variation directly related to and influenced by the cyclist's pedalling are retained.
  • filtering of the operating signal is performed by processing it through a band-eliminating filter B with a resonance frequency equal to the filter frequency.
  • the band-eliminating filter B may have a transfer function T given by the equation:
  • fnotch represents the filtering frequency.
  • the filtering procedure is performed on the velocity signal V, a possible frequency spectrum of which is illustrated in Figure 2A.
  • Figure 2B shows how, after being filtered the operating signal is subtracted from the operating signal itself so as to obtain the filtered signal F.
  • the operating signal is processed by the band-eliminating filter B in such a way as to generate a filter signal, and the filtered signal F is obtained by subtracting the filter signal from the operating signal.
  • the filtering procedure by implementing a filter of a different nature or, at any rate, characterised by a different transfer function, as long as it is capable of leading to the generation of a filtered signal F influenced, determined and defined depending solely on the doubling of the pedalling frequency.
  • the filtered signal F is evaluated against a base value.
  • the F-filtered signal makes it possible to identify the magnitude of oscillations in the operating signal at the filter frequency alone and with respect to an average value of these oscillations.
  • the filtered signal F is then processed in such a way as to obtain an approximate signal representative of the effort exerted by the cyclist while pedalling.
  • the approximate signal A is obtained by applying a peak detection procedure to the filtered signal F, aimed at constructing an approximate signal A having a profile approximating the peaks of the filtered signal F.
  • the peak-detection procedure is applied to the modulus of the filtered signal or alternatively to the positive portion of that signal alone, which allows for a more easily and rapidly interpretable result.
  • peak detection is performed using non-linear peak detection by which an approximate signal A can be generated that approximates or follows the trend of the filtered signal F in accordance with a predefined set of rules, which are applied depending on the profile assumed by the filtered signal F itself.
  • the peak detection procedure may be performed by applying the following rules:
  • the approximate signal A is set equal to the filtered signal F
  • the approximate signal A follows a predetermined curve.
  • Said predetermined curve may for example follow a parabolic course.
  • the predefined curve may exhibit a trend defined by the following rules:
  • the approximate signal A is decremented by a value equal to the filtered signal F multiplied by a first coefficient
  • the approximate signal A is increased by a value equal to the filtered signal F multiplied by a second coefficient.
  • the approximate signal A follows the course of the filtered signal F until it overlaps with the latter in upward sections and instead decreases more slowly when the filtered signal F decreases so that it remains at higher values than the latter.
  • the value of the first and second coefficients may be selected according to how much the approximate signal A is to be superimposed on the filtered signal F, i.e. with what degree of approximation the filtered signal F is to be processed.
  • the filtered signal can be processed in such a way as to generate an approximate signal A representative of its rms value or its mean value or its area, which is representative of a time course of the mean value of the oscillations in the operating signal determined by the cyclist's pedalling.
  • the approximate signal A is advantageously representative of the effort exerted by the cyclist and can be used to control the delivery of current to the electric motor.
  • the current delivery control according to the approximate signal A is only performed when this approximate signal A is above a predetermined threshold value.
  • an initial contribution used to generate a driving signal is obtained as a function of and dependent on the approximate signal A, and the delivery of current to the electric motor is controlled as a function of this driving signal.
  • the method may be applied to drive the current of a bicycle comprising a transmission defining a plurality of distinct gear ratios.
  • the steps leading to the determination of the approximate signal A are carried out in such a way that a separate approximate signal A is calculated for each possible gear ratio, and the current control is carried out according to the approximate signal A having the largest instantaneous value among those calculated.
  • the pedalling cadence is calculated for each possible gear ratio and the operating signal is independently filtered at the various filter frequencies corresponding to the respective pedalling cadences.
  • a plurality of filtered signals F is generated, each of which identifies speed/acceleration variations at a different, respective frequency, with the largest one identifying the variations with the frequency coinciding with the pedalling cadence calculated on the basis of the actual gear ratio being used by the cyclist.
  • the current drive can be carried out taking into account not only the first contribution deriving from the evaluations of the cyclist's effort but also as a function of a second contribution that directly takes into account the speed of movement of the bicycle and/or its acceleration.
  • the driving signal that determines the control of the current delivered to the electric motor may also comprise a second contribution (different from the first contribution) directly dependent on the operating signal.
  • current control is performed on the basis of two distinct contributions that are preferably added together, i.e. the first contribution based on and proportional to the approximate signal A and the second contribution based on and proportional to the operating signal.
  • the control of the current delivered to the electric motor can be performed as a function of the approximate signal A multiplied by a first calibration parameter and the operating signal multiplied by a second calibration parameter.
  • these first and second calibration parameters are user- selectable and allow the user to define the weight that, respectively, the effort made by the cyclist and the speed/acceleration at which the bicycle is moving have in determining the level of pedalling assistance to be received from the electric motor.
  • the first calibration parameter and the second calibration parameter can take on a plurality of respective default values, and each combination of default values of the first and second calibration parameter defines a distinct riding profile of the bicycle that can be selected by the rider.
  • the selection/adjustment of the first calibration parameter and/or the second calibration parameter can be carried out automatically and autonomously by a bicycle control unit, e.g. depending on one or more operating parameters of the bicycle.
  • These operating parameters may include at least one of the following: bicycle speed, battery charge level, slope of the route followed by the bicycle, one or more biometric data of the cyclist, pedalling frequency, ratio used, cyclist torque, resistance forces.
  • the method can then be performed by monitoring these operating parameters and selecting the first and/or second calibration parameter according to these operating parameters.
  • the present invention achieves the proposed purposes by overcoming the drawbacks lamented in the known technique by providing the cyclist with a simple, precise and accurate method for driving a current signal by means of which it is possible to determine effectively the contribution to pedalling made by the electric motor as a function of the actual effort exerted by the cyclist.
  • At least one bicycle usage quantity is measured, again generating an operational signal representative of a time evolution of an instantaneous speed and/or instantaneous acceleration of the bicycle.
  • This operational signal is then transformed into the frequency domain using known techniques, thus generating a frequency signal.
  • This frequency signal is then processed to identify the specific frequency of the maximum energy contribution to the operating signal.
  • an operating frequency value is identified at which the frequency signal value is maximum.
  • the frequency at which the signal value is at its maximum i.e. the operating frequency
  • the frequency at which the signal value is at its maximum i.e. the operating frequency
  • the intensity of the frequency signal at the operating frequency is also proportional to the intensity of the fluctuations of the operating signal, hence the greater the value assumed by the frequency signal at the operating frequency, the greater the fluctuations of the operating signal (and thus the greater the effort exerted by the cyclist at any given time).
  • the delivery of current to the electric motor is then controlled according to this driving signal.
  • this second approach is dual to the one described above, in that it allows the current signal to be driven from the same operating signal by processing it alternately in the time domain or the frequency domain.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Control Of El Displays (AREA)

Abstract

L'invention concerne un procédé de commande d'un signal de courant dans un moteur électrique d'un vélo à assistance électrique, réalisé par génération d'un signal de fonctionnement, représentatif d'une évolution dans le temps de la vitesse instantanée et/ou de l'accélération instantanée du vélo. Le signal de fonctionnement est filtré pour obtenir un signal filtré (F) identifiant des changements dans le temps de vitesse instantanée et/ou d'accélération instantanée à la fréquence de filtrage seule. Le signal filtré (F) est ensuite traité pour obtenir un signal approximatif (A) qui est représentatif de l'effort d'un cycliste et selon lequel un signal d'entraînement est généré pour le moteur électrique.
EP22734036.1A 2021-06-04 2022-05-30 Procédé de commande d'un signal de courant Pending EP4347370A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102021000014564A IT202100014564A1 (it) 2021-06-04 2021-06-04 Metodo per il pilotaggio di un segnale di corrente
PCT/IB2022/055048 WO2022254309A1 (fr) 2021-06-04 2022-05-30 Procédé de commande d'un signal de courant

Publications (1)

Publication Number Publication Date
EP4347370A1 true EP4347370A1 (fr) 2024-04-10

Family

ID=77627237

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22734036.1A Pending EP4347370A1 (fr) 2021-06-04 2022-05-30 Procédé de commande d'un signal de courant

Country Status (3)

Country Link
EP (1) EP4347370A1 (fr)
IT (1) IT202100014564A1 (fr)
WO (1) WO2022254309A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3985930B2 (ja) * 2000-09-18 2007-10-03 本田技研工業株式会社 電動補助自転車の補助力制御装置
EP1213561B1 (fr) * 2000-12-11 2005-08-31 Luca Ghislanzoni Inclinomètre de bicyclette avec un accéléromètre et un capteur de mesure de la rotation d'une roue pour calculer l'inclinaison de la chaussée, l'énergie en montant, l'altitude et la fréquence des pédales
EP2532576A1 (fr) * 2011-06-10 2012-12-12 Koninklijke Gazelle B.V. Cycle comprenant un moteur électrique
WO2015017456A2 (fr) * 2013-07-31 2015-02-05 Motiv Technology, Inc. Système et procédé permettant de commander une bicyclette électrique à pédales
ITUB20155838A1 (it) * 2015-11-24 2017-05-24 E Novia S R L Dispositivo per la determinazione di una grandezza cinematica di una bicicletta e della cadenza di pedalata esercitata sui pedali di detta bicicletta

Also Published As

Publication number Publication date
IT202100014564A1 (it) 2022-12-04
WO2022254309A1 (fr) 2022-12-08

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