JP2020045057A - Control apparatus for human-driven vehicle - Google Patents

Abstract

To provide a control apparatus for a human-driven vehicle, which can suitably control a motor.SOLUTION: A control apparatus for a human-driven vehicle includes a control part that controls a motor for assisting propulsion of the human-driven vehicle depending on a human driving force input into a crank provided in the human-driven vehicle. The control part performs first arithmetic processing and second arithmetic processing different from the first arithmetic processing depending on the human driving force input into the crank, and controls the motor depending on a total value of a first calculated value calculated by the first arithmetic processing and a second calculated value calculated by the second arithmetic processing.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a control device for a manually driven vehicle.

  For example, the control device for a manually driven vehicle disclosed in Patent Document 1 controls the motor so that the ratio of the output of the motor to the manually driven force input to the manually driven vehicle becomes a predetermined ratio.

JP-A-10-59260

  It is an object of the present invention to provide a control device for a manually driven vehicle that can suitably control a motor.

The control device for a manually driven vehicle according to the first aspect of the present invention includes a control unit that controls a motor that assists propulsion of the manually driven vehicle according to a manually driven force input to a crank provided in the manually driven vehicle, The control unit performs a first calculation process and a second calculation process different from the first calculation process according to the manual driving force input to the crank, and performs the first calculation process calculated in the first calculation process. The motor is controlled according to the sum of the calculated value and the second calculated value calculated in the second calculation process.
According to the control device for a manually driven vehicle of the first aspect, the motor can be suitably controlled in accordance with the sum of the first operation value and the second operation value.

In the control device for a manually-powered vehicle according to the second aspect, according to the first aspect, at least one of the first arithmetic processing and the second arithmetic processing is an open-loop arithmetic processing.
According to the control device for a manually driven vehicle of the second aspect, at least one of the first arithmetic processing and the second arithmetic processing is open-loop control, so that the arithmetic load can be reduced.

In the control device for a manually driven vehicle according to the third aspect according to the first or second aspect, the control unit sets a target value such that a ratio of a driving force of the motor to the manual driving force is a predetermined ratio. The first and second calculation processes are performed using the target values.
According to the control device for a manually driven vehicle of the third aspect, the first arithmetic processing and the second arithmetic processing can be suitably performed using the target value.

In the control device for a manually driven vehicle of the fourth aspect according to any one of the first to third aspects, the control unit is configured to perform the first arithmetic processing and the second The two arithmetic processes are started.
According to the control device for a manually driven vehicle of the fourth aspect, the first calculation process and the second calculation process are not started until the manual drive force is input to the crank, thereby contributing to energy saving.

In the control device for a manually driven vehicle according to any one of the first to fourth aspects, the control unit includes: a traveling distance and a traveling speed after the human powered vehicle transitions from a stopped state to a traveling state. When at least one of the rotation amounts of the crank becomes equal to or more than a predetermined value, the first calculation value of the first calculation process is decreased.
According to the control device for a manually driven vehicle of the fifth aspect, at least one of the traveling distance, the traveling speed, and the rotation amount of the crank after the transition of the manually driven vehicle from the stopped state to the traveling state is equal to or greater than a predetermined value. After that, assist by a motor can be suitably performed.

In the control device for a manually driven vehicle according to the sixth aspect, according to the fifth aspect, the control unit is configured to control a travel distance, a traveling speed, and a rotation amount of a crank after the human powered vehicle transitions from a stopped state to a traveling state. When at least one becomes equal to or more than a predetermined value, the first operation value of the first operation process is gradually reduced.
According to the control device for a manually driven vehicle of the sixth aspect, the change in the driving force of the motor can be made gradual.

In the control device for a manually driven vehicle according to any one of the first to sixth aspects, the control unit includes: a travel distance and a traveling speed after the human powered vehicle transitions from a stopped state to a traveling state. When the rotation of the crank of the manually driven vehicle is stopped while at least one of the rotation amounts of the crank is less than a predetermined value, the first calculation value is decreased.
According to the control device for a manually driven vehicle of the seventh aspect, when the rotation of the crank is stopped, the first calculation value is reduced, so that an increase in the driving force of the motor can be suppressed.

In the control device for a manually driven vehicle according to any one of the first to seventh aspects, the control unit includes: a traveling distance and a traveling speed after the manually driven vehicle transitions from a stopped state to a traveling state. And the frequency at which the motor is controlled in accordance with the manual driving force input to the crank of the manually driven vehicle while at least one of the rotation amounts of the crank is less than a predetermined value, and the first arithmetic processing is performed. The frequency is lower than the frequency at which the second arithmetic processing is performed.
According to the control device for a manually driven vehicle of the eighth aspect, the frequency of performing the first arithmetic processing can be reduced, and thus the arithmetic load can be reduced.

In the control device for a manually driven vehicle according to the ninth aspect, according to the third aspect, the control unit uses a first target value as the target value in the first calculation process, and uses a second target value as the target value in the first calculation process. The frequency of setting the first target value, which is used for the two arithmetic processing, is less than the frequency of setting the second target value.
According to the control device for a manually driven vehicle of the ninth aspect, the frequency of performing the first arithmetic processing can be equal to or higher than the frequency of performing the second arithmetic processing, so that the motor can be more appropriately controlled.

In the control apparatus for a manually driven vehicle according to the tenth aspect according to the eighth or ninth aspect, the frequency at which the first arithmetic processing is performed is determined by a travel distance and a travel speed after the human powered vehicle transitions from a stopped state to a traveling state. , And at least one of the rotation amounts of the crank is less than a predetermined value.
According to the control device for a manually driven vehicle of the tenth aspect, the frequency of the first arithmetic operation is set to at least the travel distance, the traveling speed, and the rotation amount of the crank after the manually driven vehicle transitions from the stopped state to the traveling state. One can be done once while less than the predetermined value.

In the control device for a manually driven vehicle according to any one of the first to tenth aspects, the control unit acquires the manually driven force until the crank makes one revolution, and the first arithmetic processing I do.
According to the control device for a manually driven vehicle of the eleventh aspect, the first arithmetic processing can be started before the crank makes one revolution. For this reason, the motor can be suitably controlled by performing the first arithmetic processing until the crank makes one revolution.

In the control device for a manually driven vehicle according to the twelfth aspect according to any one of the first to eleventh aspects, the control unit is input to the crank when the manually driven vehicle transitions from a stopped state to a running state. The second arithmetic processing is performed at a predetermined frequency according to the manual driving force.
According to the control device for a manually driven vehicle of the twelfth aspect, the second arithmetic processing can be performed at a predetermined frequency in accordance with the manually driven force.

In the control device for a manually driven vehicle according to any one of the first to twelfth aspects, the control unit includes: a traveling distance and a traveling speed after the human powered vehicle transitions from a stopped state to a traveling state. And, while at least one of the crank rotation amounts is less than a predetermined value, performing filter control on the second operation value of the second operation process.
According to the control device for a manually driven vehicle of the thirteenth aspect, the at least one of the traveling distance, the traveling speed, and the rotation amount of the crank after the transition of the manually driven vehicle from the stopped state to the traveling state is less than a predetermined value. , Filter control can be performed on the second operation value of the second operation process.

  The control device for a manually driven vehicle according to a fourteenth aspect of the present invention includes a control unit that controls a motor that assists propulsion of the manually driven vehicle according to a manually driven force input to a crank provided in the manually driven vehicle, The control unit calculates a first operation value for calculating a first operation value for controlling the motor, and calculates a second operation value different from the first operation process and for controlling the motor. And changing at least one of the first calculation process and the second calculation process in accordance with the traveling state of the manually driven vehicle, and changing the first calculation value and the second calculation value. The motor is controlled according to the sum of the two calculated values.

  The control device for a manually driven vehicle according to the present disclosure can suitably control the motor.

FIG. 2 is a side view of the manually driven vehicle including the control device for a manually driven vehicle according to the embodiment. FIG. 1 is a block diagram showing an electric configuration of a control device for a manually driven vehicle according to an embodiment. 3 is a flowchart of a process for controlling a motor, which is executed by the control unit in FIG. 2. 3 is a flowchart of a first calculation process executed by the control unit of FIG. 3 is a flowchart for changing a first calculation value executed by the control unit in FIG. 2. 3 is a flowchart of a second calculation process executed by the control unit in FIG. 3 is a timing chart illustrating an example of a change in a first calculation value and a second calculation value executed by the control unit in FIG. 2.

  With reference to FIG. 1 to FIG. 7, a control device 50 for a manually driven vehicle of the embodiment will be described. Hereinafter, the control device 50 for a manually driven vehicle will be simply referred to as the control device 50. The control device 50 is provided in the manually driven vehicle 10. The manual drive vehicle 10 is a vehicle that can be driven by at least the manual drive force H. The number of wheels is not limited, and the human powered vehicle 10 includes, for example, a unicycle and a vehicle having three or more wheels. The human powered vehicle 10 includes various types of bicycles such as a mountain bike, a road bike, a city bike, a cargo bike, and a recumbent. Bicycles include electric bicycles (E-bikes) that are powered by an electric motor. Electric bicycles include electric assist bicycles that assist the vehicle with electric motors. Electric bicycles include electrically assisted bicycles whose propulsion is assisted by an electric motor. Hereinafter, in the embodiment, the manually driven vehicle 10 will be described as a bicycle having two wheels.

  The manual drive vehicle 10 includes a crank 14, a wheel 12, and a vehicle body 16. The vehicle body 16 includes a frame 18 and a saddle 20. The manual driving force H is input to the crank 14. The crank 14 includes a crankshaft 14A rotatable with respect to the frame 18, and a crank arm 14B provided at an axial end of the crankshaft 14A. A pair of pedals 22 are individually connected to each crank arm 14B. Wheel 12 includes a driven wheel 12A and a drive wheel 12B. The drive wheel 12B is driven by rotation of the crank 14. The drive wheel 12B is supported by the frame 18. The crank 14 and the drive wheel 12B are connected by a drive mechanism 24. The drive mechanism 24 includes a first rotating body 26 coupled to the crankshaft 14A. The crankshaft 14A and the first rotating body 26 may be coupled so as to rotate integrally, or may be coupled via a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 26 forward when the crank 14 rotates forward, and to prevent the first rotating body 26 from rotating backward when the crank 14 rotates backward. The first rotating body 26 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 24 further includes a second rotating body 28 and a connecting member 30. The connecting member 30 transmits the torque of the first rotating body 26 to the second rotating body 28. The connection member 30 includes, for example, a chain, a belt, or a shaft.

  The second rotating body 28 is connected to the drive wheel 12B. The second rotating body 28 includes a sprocket, a pulley, or a bevel gear. It is preferable that a second one-way clutch be provided between the second rotating body 28 and the drive wheel 12B. The second one-way clutch is configured to rotate the drive wheel 12B forward when the second rotating body 28 rotates forward, and to prevent the drive wheel 12B from rotating backward when the second rotating body 28 rotates backward. . The manual drive vehicle 10 may include a transmission 46 used to change the speed ratio B of the rotation speed of the drive wheel 12B to the rotation speed of the crankshaft 14A. The transmission 46 includes, for example, at least one of a front derailleur, a rear derailleur, and an internal transmission. The transmission 46 may include only the front derailleur, only the rear derailleur, only the internal transmission, or any combination of the front derailleur, the rear derailleur, and the internal transmission. In the present embodiment, at least one of the first rotating body 26 and the second rotating body 28 includes a plurality of sprockets. Only the first rotating body 26, only the second rotating body 28, or both the first rotating body 26 and the second rotating body 28 may include a plurality of sprockets. In the present embodiment, the first rotating body 26 includes one sprocket, and the second rotating body 28 includes a plurality of sprockets. The derailleur includes a front derailleur when the first rotating body 26 includes a plurality of front sprockets, and includes a rear derailleur when the second rotating body 28 includes a plurality of front sprockets. When the transmission 46 includes an internal transmission, the internal transmission is provided, for example, on a hub of the drive wheel 12B.

  The manual drive vehicle 10 includes a front wheel and a rear wheel. A front wheel is attached to the frame 18 via a front fork 32. A handle portion 34 is attached to the front fork 32. The handle part 34 includes a stem 36 and a handle bar 38. A handlebar 38 is connected to the front fork 32 via a stem 36. In the following embodiments, the rear wheel will be described as the drive wheel 12B, but the front wheel may be the drive wheel 12B.

  The manual drive vehicle 10 further includes a battery 40. Battery 40 includes one or more battery cells. The battery cell includes a rechargeable battery. The battery 40 is provided in the manually driven vehicle 10 and supplies power to other electric components electrically connected to the battery 40, for example, the control device 50 for the manually driven vehicle. The battery 40 is communicably connected to the manually-powered vehicle control device 50 by wire or wirelessly. The battery 40 can communicate with the control device 50 for manually driven vehicles by, for example, power line communication (PLC). The battery 40 may be attached to the outside of the frame 18 or at least a part thereof may be housed inside the frame 18.

  The man-powered vehicle 10 includes a motor 42 configured to assist in propulsion of the man-powered vehicle 10. The manual drive vehicle 10 further includes a drive circuit 44. Drive circuit 44 includes an inverter circuit. The motor 42 is preferably provided in the same housing as the drive circuit. The drive circuit 44 controls the power supplied from the battery 40 to the motor 42. The drive circuit 44 is communicably connected to the manually-powered vehicle control device 50 by wire or wirelessly. The drive circuit 44 can communicate with the control unit 52 of the control device 50 for a manually driven vehicle by, for example, serial communication. The drive circuit 44 may be included in the control device 50 for a manually driven vehicle. The drive circuit 44 drives the motor 42 according to a control signal from the control unit 52.

  Motor 42 includes an electric motor. The motor 42 is provided so as to transmit rotation to the power transmission path of the manual driving force H from the pedal 22 to the rear wheels, or to the front wheels. The motor 42 is provided on the frame 18, the rear wheel, or the front wheel of the manually driven vehicle 10. In the present embodiment, the motor 42 is connected to a power transmission path from the crankshaft 14A to the first rotating body 26. In the power transmission path between the motor 42 and the crankshaft 14A, a one-way clutch is provided so that when the crankshaft 14A is rotated in the direction in which the manually driven vehicle 10 moves forward, the motor 42 does not rotate due to the torque of the crank 14. It is preferably provided. In the housing in which the motor 42 and the drive circuit 44 are provided, a configuration other than the motor 42 and the drive circuit 44 may be provided. For example, a speed reducer that reduces the rotation of the motor 42 and outputs the rotation may be provided.

  The control device 50 for a manually driven vehicle includes a control unit 52. Control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include one or more microcomputers. The control unit 52 may include a plurality of arithmetic processing units separately arranged at a plurality of locations. The control device for a manually driven vehicle 50 further includes a storage unit 54. The storage unit 54 stores various control programs and information used for various control processes. The storage unit 54 includes, for example, a nonvolatile memory and a volatile memory. The control unit 52 and the storage unit 54 are provided in, for example, a housing in which the motor 42 is provided.

  Control device 50 for a manually driven vehicle preferably further includes a crank rotation sensor 56, a vehicle speed sensor 58, and a torque sensor 60. The crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may be provided inside a housing in which the motor 42 is provided, or may be provided outside. At least one of the crank rotation sensor 56, the vehicle speed sensor 58, and the torque sensor 60 may not be included in the manually driven vehicle control device 50.

  The crank rotation sensor 56 is used to detect the rotation speed N of the crank 14 of the manually driven vehicle 10. The crank rotation sensor 56 is attached to, for example, the frame 18 of the manually driven vehicle 10 or a housing in which the motor 42 is provided. The crank rotation sensor 56 includes a magnetic sensor that outputs a signal corresponding to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is provided on the crankshaft 14A or a power transmission path from the crankshaft 14A to the first rotating body 26. The crank rotation sensor 56 is communicably connected to the control unit 52 by wire or wirelessly. The crank rotation sensor 56 outputs a signal corresponding to the rotation speed N of the crank 14 to the control unit 52. The crank rotation sensor 56 may be provided on a member that rotates integrally with the crankshaft 14A in the power transmission path of the manual driving force H from the crankshaft 14A to the first rotating body 26. For example, the crank rotation sensor 56 may be provided on the first rotating body 26 when the first one-way clutch is not provided between the crankshaft 14A and the first rotating body 26. The crank rotation sensor 56 may be used to detect the traveling speed V of the manually driven vehicle 10. In this case, the control unit 52 calculates the rotation speed of the drive wheel 12B according to the rotation speed N of the crank 14 detected by the crank rotation sensor 56 and the gear ratio B, and calculates the traveling speed of the manually driven vehicle 10. V is detected. Information on the gear ratio B is stored in the storage unit 54 in advance.

  When a transmission for changing the gear ratio B is provided in the human-powered vehicle 10, the control unit 52 sets the gear ratio B in accordance with the traveling speed V of the human-powered vehicle 10 and the rotation speed N of the crank 14. The calculation may be performed. In this case, information on the circumference of the drive wheel 12B, the diameter of the drive wheel 12B, or the radius of the drive wheel 12B is stored in the storage unit 54 in advance. Control device 50 for a manually driven vehicle may include a shift sensor. The shift sensor is provided in the transmission 46, for example. The shift sensor detects the current shift stage of the transmission 46. The shift sensor is electrically connected to the control unit 52. The relationship between the shift stage and the shift ratio B is stored in the storage unit 54 in advance. The control unit 52 can detect the current gear ratio B from the detection result of the gear shift sensor. The control unit 52 can calculate the rotation speed N of the crank 14 by dividing the rotation speed of the drive wheel 12B by the gear ratio B. In this case, the vehicle speed sensor 58 and the speed change sensor may be used as the crank rotation sensor 56. The speed change sensor may be provided not on the transmission 46 but on the speed change operation unit, or may be provided on the speed change wire.

  The vehicle speed sensor 58 is used to detect the rotation speed of the wheel 12. The vehicle speed sensor 58 is electrically connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 is communicably connected to the control unit 52 by wire or wirelessly. The vehicle speed sensor 58 outputs a signal corresponding to the rotation speed of the wheel 12 to the control unit 52. The control unit 52 calculates the traveling speed V of the manually driven vehicle 10 based on the rotation speed of the wheel 12. The control unit 52 stops the motor 42 when the traveling speed V becomes equal to or higher than a predetermined value. The predetermined value is, for example, 25 km / h or 45 km / h. The vehicle speed sensor includes, for example, a magnetic reed constituting a reed switch or a Hall element. The vehicle speed sensor 58 may be configured to be attached to the chain stay of the frame 18 and detect a magnet attached to the rear wheel, or may be provided to the front fork 32 and configured to detect a magnet attached to the front wheel. In another example, vehicle speed sensor 58 includes a GPS receiver. The control unit 52 may detect the traveling speed V of the manually driven vehicle 10 according to the GPS information acquired by the GPS receiving unit, the map information recorded in the storage unit 54 in advance, and the time. Preferably, control unit 52 includes a timer for measuring time.

  The torque sensor 60 is used for detecting the torque TH of the manual driving force H. The torque sensor 60 is provided, for example, in a housing in which the motor 42 is provided. The torque sensor 60 detects a torque TH of the manual driving force H input to the crank 14. For example, when a first one-way clutch is provided in the power transmission path, the torque sensor 60 is provided upstream of the first one-way clutch. The torque sensor 60 includes a strain sensor or a magnetostrictive sensor. The strain sensor includes a strain gauge. When the torque sensor 60 includes a strain sensor, the strain sensor is preferably provided on an outer peripheral portion of a rotating body included in the power transmission path. The torque sensor 60 may include a wireless or wired communication unit. The communication section of the torque sensor 60 is configured to be able to communicate with the control section 52.

  The control unit 52 controls the motor 42 such that, for example, the driving force of the motor 42 with respect to the human driving force H is a predetermined ratio A. The control unit 52 may control the motor 42 so that the output torque TM of the driving force of the motor 42 by the motor 42 to the torque TH of the manual driving force H of the manually driven vehicle 10 becomes a predetermined ratio A, for example. Good. The control unit 52 controls the motor 42 in one control mode selected from a plurality of control modes having different ratios A of the output of the motor 42 to the manual driving force H, for example. The torque ratio AT of the output torque TM of the motor 42 to the torque TH of the manual driving force H of the manual driving vehicle 10 may be described as a ratio A. The control unit 52 may control the motor 42 such that the power WX (watt) of the motor 42 becomes a predetermined ratio A with respect to the power WH (watt) of the manual driving force H, for example. The ratio AW of the power WX of the output of the motor 42 to the power WH of the manual driving force H of the manual driving vehicle 10 may be described as a ratio A. The power WH of the manual driving force H is calculated by multiplying the manual driving force H and the rotation speed N of the crank 14. When the output of the motor 42 is input to the power path of the manual driving force H via the speed reducer, the output of the speed reducer is used as the output of the motor 42. The control unit 52 outputs a control command to the drive circuit 44 of the motor 42 according to the power WH or the torque TH of the manual driving force H. The control command includes, for example, a torque command value. Specifically, the control unit 52 sets the target value X such that the ratio A of the driving force of the motor 42 to the manual driving force H becomes a predetermined ratio A, and outputs the set target value X. A control command for controlling the control circuit 42 is output to the drive circuit 44.

  The control unit 52 controls the motor 42 such that the upper limit value of the output of the motor 42 is equal to or less than a predetermined value. The control unit 52 controls the motor 42 in one control mode selected from a plurality of control modes having different upper limit values, for example. The output of the motor 42 includes the output torque TM of the motor 42. The output of the motor 42 may include the power WX of the motor 42. In this case, the control unit 52 controls the motor 42 such that the power WX of the motor 42 becomes equal to or less than the predetermined value WX1. The predetermined value WX1 is, for example, 500 watts. The predetermined value WX1 is 300 watts in another example. The control unit 52 may control the motor 42 such that the torque ratio AT is equal to or less than the predetermined torque ratio AT1. The predetermined torque ratio AT1 is, for example, 300%.

  In each of the plurality of control modes, at least one of the ratio A and the upper limit of the output of the motor 42 may be different. In each of the plurality of control modes, only the ratio A, only the upper limit, or both the ratio A and the upper limit may be different. In this case, the control unit 52 controls the motor 42 so that the output of the motor 42 is equal to or less than the ratio A specified in the control mode of the selected motor 42 and equal to or less than a predetermined value.

  Control device 50 includes a control unit 52 that controls motor 42 that assists propulsion of human-powered vehicle 10 in accordance with human-powered driving force H input to crank 14 provided in human-powered vehicle 10. The control unit 52 performs a first calculation process and a second calculation process different from the first calculation process according to the manual driving force H input to the crank 14. The control unit 52 controls the motor 42 according to a sum value MX of the first operation value M1 calculated in the first operation process and the second operation value M2 calculated in the second operation process. The first operation value M1, the second operation value M2, and the sum value MX are preferably command values of the driving force of the motor 42. The control unit 52 controls the motor 42 so that the driving force of the motor 42 becomes the sum value MX.

  The control unit 52 preferably includes a first arithmetic processing unit 52A, a second arithmetic processing unit 52B, and a summing unit 52C. It is preferable that the summing unit 52C includes an adding circuit. The summing unit 52C adds the first operation value M1 output from the first operation processing unit 52A and the second operation value M2 output from the second operation processing unit 52B.

  The control unit 52 sets the target value X such that the ratio A of the driving force of the motor 42 to the human driving force H becomes a predetermined ratio A, and performs the first calculation process and the second calculation process using the target value X. Do. For example, the control unit 52 sets the target value X of the motor 42 so that the ratio A corresponds to the selected control mode. The control unit 52 performs a first calculation process using the set target value X to calculate a first calculation value M1, and performs a second calculation process using the set target value X to calculate a second calculation value M2. calculate. The target value X used for the first arithmetic processing may be described as a first target value, and the target value X used for the second arithmetic processing may be described as a second target value. As the target value X, a different value may be set for each of the first calculation process and the second calculation process. For example, the control unit 52 calculates the target value X every predetermined cycle, and in the first calculation processing and the second calculation processing, the predetermined target value of the latest target value X and the target value X calculated in the past. X is used. For example, in the second arithmetic processing, the control unit 52 uses the latest target value X in the control cycle, and in the first arithmetic processing, determines the predetermined target value X of the target values X calculated in the past. Used. The control unit 52 can also add a predetermined process to the target value X in at least one of the first calculation process and the second calculation process. For example, the control unit 52 multiplies the target value X by a first value X1 larger than 0 and smaller than 1 in the first calculation process. The control unit 52 may cause at least one of the first operation value M1, the second operation value M2, and the sum value MX to be equal to or less than a predetermined upper limit value. In this case, it is preferable that the control unit 52 processes the first operation value M1, the second operation value M2, or the sum value MX using, for example, a low-pass filter.

  It is preferable that at least one of the first arithmetic processing and the second arithmetic processing is an open loop arithmetic processing. In the present embodiment, the first arithmetic processing is open loop control, and the second arithmetic processing is closed loop control. The second operation includes feedback control. The feedback control includes at least one of proportional control, PI control, and PID control. In the second arithmetic processing, the second arithmetic value M2 is changed according to a change between the latest manual driving force H and the manual driving force H detected in the immediately preceding detection cycle. It is preferable that the control unit 52 starts the first arithmetic processing and the second arithmetic processing when the manual driving force H is input to the crank 14. The start timing of the first calculation process and the start timing of the second calculation process may be equal or different.

  The control unit 52 controls the operation of the human-powered vehicle 10 while at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state is less than a predetermined value. The motor 42 is controlled according to the manual driving force H input to the crank 14. The frequency of performing the first arithmetic processing is lower than the frequency of performing the second arithmetic processing. The control unit 52 uses the first target value as the target value X in the first calculation process, uses the second target value as the target value X in the second calculation process, and sets the frequency of setting the first target value as the second target value. The frequency may be set less frequently than the value is set. In this case, after setting the first target value, the control unit 52 does not change the first calculation value M1 by maintaining the first target value. For example, the target value X used in the first first calculation processing after the human-powered vehicle 10 has transitioned from the stopped state to the running state is used as the first target value in the next and subsequent first calculation processing. In the first calculation process, the control unit 52 calculates the first calculation value M1 by, for example, multiplying the manual driving force H by the target value X. The first arithmetic processing unit 52A of the control unit 52 preferably includes a multiplication circuit.

  The frequency at which the first arithmetic processing is performed is performed when at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state is less than a predetermined value. Preferably, it is performed once. In the present embodiment, the control unit 52 acquires the human-powered driving force H before the crank 14 makes one rotation, and performs the first arithmetic processing. That is, in the first calculation processing, it is preferable that the control unit 52 sets the target value X until the rotation amount CA of the crank 14 reaches 360 degrees, and performs the first calculation processing. More preferably, the control unit 52 acquires the human-powered driving force H when the rotation amount CA of the crank 14 is within 180 degrees, and performs the first arithmetic processing. More preferably, the control unit 52 acquires the human-powered driving force H within a rotation amount CA of the crank 14 of 90 degrees or less, and performs the first arithmetic processing. The control unit 52 may acquire the human-powered driving force H when the rotation amount CA of the crank 14 is within 45 degrees, and may perform the first calculation process. You may acquire and perform 1st arithmetic processing.

  When at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state becomes equal to or more than a predetermined value, the control unit 52 performs the first calculation process. Is preferably reduced. When at least one of the traveling distance L, the traveling speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the traveling state becomes equal to or more than the predetermined value, the control unit 52 sets the first calculation value. It is preferable to reduce M1 gradually. The control unit 52 may lower the first calculation value M1 by reducing the target value X used in the first calculation process, and perform the first calculation process by performing the process of reducing the first calculation value in the first calculation process. The value M1 may be reduced. The control unit 52 may gradually decrease the first calculated value M1 by gradually reducing the target value X. The control unit 52 sets the target value X to zero, and sets the first calculated value M1 to a change in the target value X for the first calculation process. The first calculation value M1 may be gradually reduced by performing a filter control that reduces the response speed of M1.

  When the traveling distance L after the human-powered vehicle 10 has transitioned from the stopped state to the traveling state becomes equal to or more than a predetermined value, the control unit 52 gradually decreases the first computed value M1 to the first computed value M1. Multiply by a coefficient that increases or increases over time. The maximum value of the coefficient is preferably 0. The predetermined value relating to the traveling distance L is, for example, 10 meters or less, preferably 3 meters or more and 10 meters or less.

  When the traveling speed V after the human-powered vehicle 10 transitions from the stop state to the traveling state becomes equal to or more than the predetermined value, the control unit 52 gradually decreases the first computation value M1 to the first computation value M1. Multiply by a coefficient that increases or increases over time. The maximum value of the coefficient is preferably 1. The predetermined value relating to the traveling speed V is, for example, 10 km / h or less, preferably 5 km / h or more and 10 km / h or less.

  When the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stopped state to the running state becomes equal to or more than a predetermined value, the control unit 52 gradually decreases the first calculation value M1 to the first calculation value M1. 14 is multiplied by a coefficient which increases as the rotation amount CA increases or elapses. The maximum value of the coefficient is preferably 1. The predetermined value related to the rotation amount CA of the crank 14 is, for example, not less than 360 degrees and not more than 720 degrees. In one example, the predetermined value related to the rotation amount CA of the crank 14 is 360 degrees.

  The control unit 52 controls the operation of the human-powered vehicle 10 while at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state is less than a predetermined value. When the rotation of the ten cranks 14 stops, it is preferable to lower the first calculation value M1. The control unit 52 controls the operation of the human-powered vehicle 10 while at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state is less than a predetermined value. When the rotation of the ten cranks 14 stops, it is preferable to set the first calculation value M1 to 0. The control unit 52 controls the operation of the human-powered vehicle 10 while at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state is less than a predetermined value. When the rotation of the ten cranks 14 stops, the first calculation value M1 may be gradually reduced. The control unit 52 may lower the first calculation value M1 by reducing the target value X used in the first calculation process, and perform the first calculation process by performing the process of reducing the first calculation value in the first calculation process. The value M1 may be reduced. The control unit 52 may gradually decrease the first calculated value M1 by gradually reducing the target value X. The control unit 52 sets the target value X to zero, and sets the first calculated value M1 to a change in the target value X for the first calculation process. The first calculation value M1 may be gradually reduced by performing a filter control that reduces the response speed of M1.

  When the manually driven vehicle 10 transitions from the stopped state to the running state, the control unit 52 performs the second calculation process at a predetermined frequency in accordance with the manually driven force H input to the crank 14. The predetermined frequency is preferably equal to or lower than the frequency of detecting the manual driving force H. The predetermined frequency is preferably, for example, every predetermined second. The predetermined second is, for example, 0.1 second or less. Preferably, the predetermined time is 0.05 seconds or less. More preferably, the predetermined time is 0.01 seconds or less. It is preferable that the second arithmetic processing unit 52B of the control unit 52 include a multiplication circuit. The control unit 52 adds the multiplication value of the manual driving force H and the target value X to a correction value corresponding to a change in the manual driving force H in the second calculation process, for example, to thereby calculate the second calculation value M2. It may be calculated. The control unit 52 may change the target value X according to a change in the manual driving force H.

  The control unit 52 performs the second calculation process while at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state is less than a predetermined value. It is preferable to perform filter control on the second operation value M2. It is preferable that the control unit 52 includes a filter unit for performing filter control. It is preferable that the control unit 52 gradually increases the driving force of the motor 42 by performing filter control. In one example, the control unit 52 calculates the final second calculation value M2 by performing filter control on the second calculation value M2 calculated in the second calculation process. The control unit 52 controls the motor 42 using the final second operation value M2. In another example, the control unit 52 performs the filter control on the manual driving force H, and calculates the second operation value M2 by multiplying the target value X by the value obtained by performing the filter control. Instead of the filter control, for example, the second operation value M2 may be multiplied by a gain approaching 100% as the rotation amount CA of the crank 14 increases, to obtain the final second operation value M2. The control unit 52 multiplies the second calculation value M2 by a gain that approaches 100% as at least one of the traveling distance L, the traveling time, or the traveling speed V increases, instead of the rotation amount CA of the crank 14, May be used as the second operation value M2.

  The process of controlling the motor 42 will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S11 in the flowchart shown in FIG. When the flowchart of FIG. 3 ends, the control unit 52 repeats the processing from step S11 after a predetermined period until the supply of power is stopped.

  The control unit 52 determines whether to drive the motor 42 in step S11. The control unit 52 determines to drive the motor 42, for example, when the control mode of assisting the manual driving force H by the motor 42 is selected. The control unit 52 drives the motor 42 when the human driving force H is equal to or higher than the predetermined driving force HX, when the rotation speed N of the crank 14 is equal to or higher than the predetermined speed NX, and when the traveling speed V is equal to or lower than the predetermined speed VX. It may be determined that it is to be performed. If the control unit 52 does not drive the motor 42, the process ends. When driving the motor 42, the control unit 52 proceeds to step S12.

  The control unit 52 acquires the first operation value M1 in step S12, and proceeds to step S13. The control unit 52 acquires the first operation value M1 by reading the first operation value M1 output from the first operation processing unit 52A, for example.

  The control unit 52 acquires the second operation value M2 in step S13, and proceeds to step S14. The control unit 52 acquires the second operation value M2 by, for example, reading the second operation value M2 output from the second operation processing unit 52B. The order of step S12 and step S13 may be interchanged.

  In step S14, the control unit 52 calculates the sum MX of the first operation value M1 and the second operation value M2, and proceeds to step S15. The control unit 52 controls the motor 42 according to the sum MX in step S15, and ends the process.

  The first calculation processing will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S21 in the flowchart shown in FIG. After the end of the flowchart in FIG. 4, the control unit 52 repeats the processing from step S21 after a predetermined period until the supply of power is stopped.

  The control unit 52 determines whether or not the manually driven vehicle 10 has transitioned from the stopped state to the running state in step S21. For example, when the rotation of the crank 14 changes from the stopped state to the started state, the control unit 52 determines that the manually driven vehicle 10 has transitioned from the stopped state to the running state. When the control unit 52 determines that the manually driven vehicle 10 has not transitioned from the stopped state to the running state, the processing ends. The control unit 52 ends the process when the stopped state of the manually driven vehicle 10 is maintained and when the running state of the manually driven vehicle 10 is maintained. When the human-powered vehicle 10 has transitioned from the stopped state to the traveling state, the control unit 52 proceeds to step S22.

  The control unit 52 determines whether or not the manual driving force H is input to the crank 14 in step S22. When the manual driving force H is not input to the crank 14, the control unit 52 ends the process. When the manual driving force H is input to the crank 14, the control unit 52 proceeds to Step S23.

  In step S23, the control unit 52 calculates the first calculation value M1 according to the target value X, and ends the processing. The control unit 52 performs a first calculation process in step S23.

  With reference to FIG. 5, the process of lowering the first operation value M1 will be described. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S31 in the flowchart shown in FIG. After the end of the flowchart in FIG. 5, the control unit 52 repeats the processing from step S31 after a predetermined period until the supply of power is stopped.

  In step S31, the control unit 52 determines whether at least one of the traveling distance L, the traveling speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 has transitioned from the stopped state to the traveling state has become a predetermined value or more. Determine whether or not. If at least one of the traveling distance L, the traveling speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 has transitioned from the stop state to the traveling state has become equal to or greater than the predetermined value, the control unit 52 proceeds to step S32. Move to

  The control unit 52 lowers the first operation value M1 in step S32, and ends the processing. The control unit 52 determines whether the traveling distance L, the traveling speed V, and the rotation amount of the crank 14 after the human-powered vehicle 10 has transitioned from the stop state to the traveling state have become equal to or greater than the prescribed values in step S32. The first calculation value M1 may be reduced according to at least one of the distance L, the traveling speed V, the rotation amount of the crank 14, and the time. The control unit 52 may decrease the first operation value M1 stepwise every time step S32 is executed. The control unit 52 may lower the first operation value M1 by lowering the target value X for the first operation process for calculating the first operation value M1, and the first operation value calculated by the first operation process. The first operation value M1 may be reduced by performing a predetermined process on the value M1.

  In step S31, the control unit 52 determines that at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 has transitioned from the stop state to the travel state is equal to or greater than a predetermined value. If not, the process proceeds to step S33. The control unit 52 determines whether or not the crank 14 has stopped in Step S33. If the crank 14 has not stopped, the control unit 52 ends the process. When the crank 14 is stopped, the control unit 52 proceeds to Step S34. The control unit 52 decreases the first operation value M1 in step S34, and ends the processing. It is preferable that the control unit 52 gradually lowers the first calculation value M1 to 0 in step S34. The control unit 52 may lower the first operation value M1 by lowering the target value X for the first operation process for calculating the first operation value M1, and the first operation value calculated by the first operation process. The first operation value M1 may be reduced by performing a predetermined process on the value M1. When the target value X is set to 0 when the manual driving force H becomes 0, the human driving force H becomes 0 when the crank 14 stops, so that the first calculation value M1 gradually becomes 0 in step S34. It is preferable to lower the first operation value M1 such that

  The control unit 52 sets the target value X used in step S23 of FIG. 4 as the target value X (first target value) for the first calculation process by providing a storage area in the first calculation processing unit 52A or storing the target value X in the first calculation processing unit 52A. The information may be stored in the unit 54. The control unit 52 stores the target value X used in step S23 of FIG. 4 as the target value X for the first calculation process, and calculates the first calculation value M1 for each calculation cycle. When lowering the first calculated value M1 by lowering the target value X, the first calculated value M1 may be lowered by lowering the target value X stored in step S23. The target value X may be updated to the lowered target value X each time it is lowered, and the gain used for the correction processing for lowering the target value X or the response speed of the filter control is changed every time. Is also good. In this case, the control unit 52 acquires the first calculated value M1 calculated using the stored target value X in step S12 of FIG.

  The control unit 52 may store the first calculation value M1 calculated in step S23 of FIG. 4 in a storage area provided in the first calculation processing unit 52A or in the storage unit 54. In this case, the control unit 52 may overwrite the first operation value M1 lowered in step S32 or step S34 on the first operation value M1 stored in step S23 in FIG. 4, and may store the first operation value M1 in step S23 in FIG. The stored first operation value M1 may be stored separately. In this case, in step S12 of FIG. 3, when the first calculation value M1 reduced in step S32 or step S34 is stored in the storage unit 54, the control unit 52 acquires the reduced first calculation value M1. .

  The second calculation process will be described with reference to FIG. When power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S41 in the flowchart shown in FIG. After the end of the flowchart in FIG. 6, the control unit 52 repeats the processing from step S41 after a predetermined period until the supply of power is stopped.

  The control unit 52 determines whether or not the manually driven vehicle 10 has transitioned from the stopped state to the running state in step S41. For example, when the rotation of the crank 14 changes from the stopped state to the started state, the control unit 52 determines that the manually driven vehicle 10 has transitioned from the stopped state to the running state. When the control unit 52 determines that the manually driven vehicle 10 has not transitioned from the stopped state to the running state, the processing ends. The control unit 52 ends the process when the stopped state of the manually driven vehicle 10 is maintained. When the human-powered vehicle 10 has transitioned from the stopped state to the running state, the control unit 52 proceeds to step S42.

  The control unit 52 determines whether or not the manual driving force H is input to the crank 14 in step S42. When the manual driving force H is not input to the crank 14, the control unit 52 ends the process. When the manual driving force H is input to the crank 14, the control unit 52 proceeds to Step S43.

  The control unit 52 determines in step S43 whether at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the transition of the manually driven vehicle 10 from the stop state to the travel state is less than a predetermined value. Is determined. When at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the transition of the manually driven vehicle 10 from the stop state to the travel state is less than the predetermined value, the control unit 52 proceeds to step S44. I do.

  In step S44, the control unit 52 calculates the second calculation value M2 according to the target value X, performs filter control, stores the calculated second calculation value M2 in the storage unit 54, and proceeds to step S43. I do.

  The control unit 52 determines in step S43 that at least one of the traveling distance L, the traveling speed V, and the rotation amount CA of the crank 14 after the transition of the manually driven vehicle 10 from the stop state to the traveling state is not less than the predetermined value. Then, control goes to a step S45.

  In step S45, the control unit 52 calculates a second calculation value M2 according to the target value X, stores the second calculation value M2 in the storage unit 54, and proceeds to step S46. The control unit 52 determines whether or not the manually driven vehicle 10 is in a stopped state in step S46. When the manually driven vehicle 10 is not in the stopped state, the control unit 52 proceeds to Step S45. Therefore, when man-powered vehicle 10 is in a stopped state, control unit 52 repeats the second calculation process for calculating second calculation value M2. If the control unit 52 determines in step S46 that the manually driven vehicle 10 is in the stopped state, the process ends.

With reference to FIG. 7, a description will be given of an execution mode of the control of the motor 42 when the manually driven vehicle 10 transitions from the stopped state to the running state.
Time t10 indicates a time when the manually driven vehicle 10 transitions from the stop state to the running state, and the control unit 52 determines that the manual driving force H has been input. The control unit 52 calculates a first operation value M1 and a second operation value M2.

  After time t10, the first operation value M1 maintains the value calculated at time t10. The second operation value M2 is updated to a value calculated every predetermined period. Filter control is used in the second calculation process for calculating the second calculation value M2.

  Time t11 indicates a time at which at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 has transitioned from the stop state to the travel state has reached a predetermined value or more. After time t11, the first calculation value M1 decreases each time the time t elapses. After time t11, no filter control is used in the second calculation process for calculating the second calculation value M2.

Immediately after the transition of the manually driven vehicle 10 from the stopped state to the running state, the influence of disturbance or the like on the manual driving force H detected by the torque sensor 60 is large.
The control unit 52 calculates the second calculation value M2 by the second calculation processing including the filter control, and controls the motor 42 using the second calculation value M2. Therefore, the control of the motor 42 in which the influence of disturbance or the like is reduced. It can be performed. The control unit 52 further controls the motor 42 using the first calculation value M1 in addition to the second calculation value M2, so that a decrease in the output of the motor 42 can be suppressed. For this reason, the driving force of the motor 42 can be smoothly changed according to the manual driving force H by the second calculation value M2, and a decrease in the output of the motor 42 can be suppressed.

(Modification)
The description of the embodiment is an example of a form that can be taken by the control device for a manually driven vehicle according to the present invention, and is not intended to limit the form. The control device for a manually driven vehicle according to the present invention can take a form in which, for example, a modified example of the embodiment described below and at least two modified examples that do not contradict each other are combined. In the following modified examples, portions common to the embodiment will be denoted by the same reference numerals as those in the embodiment, and description thereof will be omitted.

  The frequency of performing the first arithmetic processing may be equal to or higher than the frequency of performing the second arithmetic processing. The condition for performing the first calculation process and the condition for performing the second calculation process may be different so that the frequency of performing the first calculation process and the frequency of performing the second calculation process may be different each time.

  -The second arithmetic processing may be feedforward control. In this case, for example, the second calculation value M2 is calculated using a change in a parameter related to a change in the manual driving force H. The parameter related to the change in the manual driving force H includes, for example, at least one of the inclination angle of the manual driving vehicle 10, the road surface condition of the traveling road, and the traveling speed V.

  -The second arithmetic processing may be an open loop arithmetic processing. In this case, the second arithmetic processing may include a smoothing processing. The smoothing process includes, for example, a smoothing process. Also in this case, the driving force of the motor 42 can be smoothly changed according to the manual driving force H.

  -The first arithmetic processing may be a closed loop arithmetic processing. Also in this case, since the motor 42 is controlled using the sum MX obtained by adding the first calculation value M1 to the second calculation value M2, a decrease in the driving force of the motor 42 can be suppressed. In this case, for example, it is preferable that the first calculation process is performed in the same manner as the second calculation process, and that the calculation cycle is different. Further, for example, the first calculation process may be a closed loop calculation process different from the second calculation process. The first arithmetic processing may be feedback control or feedforward control.

  When the at least one of the travel distance L, the travel speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 transitions from the stop state to the travel state becomes equal to or more than the predetermined value, The two arithmetic processing may be ended, and the third arithmetic processing may be started. In this case, after at least one of the traveling distance L, the traveling speed V, and the rotation amount CA of the crank 14 after the human-powered vehicle 10 has transitioned from the stopped state to the traveling state has reached a predetermined value or more, the control unit 52 controls the motor 42 according to the third operation value calculated by the third operation process.

  The control unit 52 is different from the first calculation process for calculating the first calculation value M1 for controlling the motor 42 and the second calculation value for controlling the motor 42, and is different from the first calculation process. Performing a second calculation process for calculating M2, and changing at least one of the first calculation process and the second calculation process in accordance with the traveling state of the manually driven vehicle 10 to obtain a first calculation value M1 and a second calculation process. The motor 42 may be controlled in accordance with the sum MX of the two calculated values M2. In this case, the traveling state of the manually driven vehicle 10 includes, for example, the manually driven force H.

  Reference numeral 10: a manually driven vehicle, 14: a crank, 42: a motor, 50: a control device for a manually driven vehicle, 52: a control unit.

Claims (14)

Including a control unit that controls a motor that assists the propulsion of the human-powered vehicle according to the human-powered driving force that is input to the crank provided in the human-powered vehicle,
The control unit includes:
Performing a first calculation process and a second calculation process different from the first calculation process in accordance with the manual driving force input to the crank;
A control device for a manually driven vehicle, wherein the motor is controlled in accordance with a sum of a first operation value calculated in the first operation process and a second operation value calculated in the second operation process. The control device for a manually driven vehicle according to claim 1, wherein at least one of the first arithmetic processing and the second arithmetic processing is an open-loop arithmetic processing.   The control unit sets a target value such that a ratio of the driving force of the motor to the manual driving force is a predetermined ratio, and performs the first calculation process and the second calculation process using the target value. The control device for a manually driven vehicle according to claim 1.   The human-powered vehicle according to any one of claims 1 to 3, wherein the control unit starts the first arithmetic processing and the second arithmetic processing when a manual driving force is input to the crank. Control device.   The control unit is configured to, when at least one of a traveling distance, a traveling speed, and a rotation amount of a crank after the human-powered vehicle transitions from a stopped state to a traveling state becomes a predetermined value or more, the first calculation process of the first arithmetic processing. The control device for a manually driven vehicle according to any one of claims 1 to 4, wherein the control value is decreased by one.   The control unit is configured to, when at least one of a traveling distance, a traveling speed, and a rotation amount of a crank after the human-powered vehicle transitions from a stopped state to a traveling state becomes a predetermined value or more, the first calculation process of the first arithmetic processing. 6. The control device for a manually driven vehicle according to claim 5, wherein the one calculated value is gradually reduced.   The control unit may include a travel distance after the human-powered vehicle transitions from a stopped state to a travel state, a travel speed, and a crank of the human-powered vehicle while at least one of the crank rotation amounts is less than a predetermined value. The control device for a manually driven vehicle according to any one of claims 1 to 6, wherein when the rotation stops, the first calculation value is reduced.   The control unit is configured to control the distance between the traveling distance, the traveling speed, and the rotation amount of the crank after transition of the manually driven vehicle from the stopped state to the traveling state, while the rotation amount of the crank is less than a predetermined value. The frequency according to any one of claims 1 to 7, wherein the motor is controlled in accordance with the input manual driving force, and the frequency of performing the first arithmetic processing is lower than the frequency of performing the second arithmetic processing. Control device for manually driven vehicles.   The control unit uses a first target value as the target value in the first calculation process, uses a second target value as the target value in the second calculation process, and sets a frequency of setting the first target value, 4. The control device for a manually driven vehicle according to claim 3, wherein the frequency of setting the second target value is less than the frequency of setting the second target value.   The frequency at which the first arithmetic processing is performed is performed once while at least one of the traveling distance, the traveling speed, and the rotation amount of the crank after the human-powered vehicle transitions from the stopped state to the traveling state is less than a predetermined value. The control device for a manually driven vehicle according to claim 8 or 9, wherein   The control device for a manually driven vehicle according to any one of claims 1 to 10, wherein the control unit acquires the manually driven force before the crank makes one rotation and performs the first calculation process.   12. The control unit according to claim 1, wherein when the manually driven vehicle transitions from a stopped state to a running state, the control unit performs the second arithmetic processing at a predetermined frequency in accordance with the manually driven force input to the crank. 13. The control device for a manually driven vehicle according to any one of the preceding claims.   The control unit is configured to control the second arithmetic processing of the second arithmetic processing while at least one of a traveling distance, a traveling speed, and a crank rotation amount after the manually driven vehicle transitions from a stopped state to a traveling state is less than a predetermined value. The control device for a manually driven vehicle according to any one of claims 1 to 12, wherein filter control is performed on the two calculated values. Including a control unit that controls a motor that assists the propulsion of the human-powered vehicle according to the human-powered driving force that is input to the crank provided in the human-powered vehicle,
The control unit is different from the first calculation process for calculating a first calculation value for controlling the motor and the second calculation value for controlling the motor, and calculates a second calculation value for controlling the motor. And a second calculation process for calculating
Changing at least one of the first arithmetic processing and the second arithmetic processing according to a traveling state of the manually driven vehicle;
A control device for a manually driven vehicle, which controls the motor in accordance with a sum of the first operation value and the second operation value.

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