JP2023121526A - Controller for man-power drive vehicle - Google Patents

Abstract

To provide a controller for a man-power drive vehicle which can suitably control a motor.SOLUTION: The controller includes a control part for controlling the motor, wherein the control part is configured to calculate a prediction value of man-power drive force in a second pedaling period later than a first pedaling period, on the basis of man-power drive force in the first pedaling period relating to the man-power drive vehicle, is configured to control the motor so that assist force becomes a first target value calculated on the basis of the prediction value in the second pedaling period, and when a first difference between a measured value of the man-power drive force input to the man-power drive vehicle in the second pedaling period and the prediction value is equal to or more a first value, is configured to control the motor so that the assist force becomes a second target value calculated by the measured value.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to controllers for human powered vehicles.

Patent Literature 1 discloses a control device that controls a motor that applies an assist force to a human-powered vehicle according to the human-powered driving force. The control device disclosed in Patent Literature 1 delays the reduction of the motor assist force when the human-powered driving force decreases, thereby making it difficult for the motor to interrupt the assist force.

JP 2015-85741 A

The control device disclosed in Patent Literature 1 delays the reduction of the assist force by the motor when the human-powered driving force decreases, so that the assisting force by the motor increases when the human-powered driving force changes from decreasing to increasing.

One of the objects of the present disclosure is to provide a controller for a manpowered vehicle that can control a motor in a favorable manner.

A control device according to a first aspect of the present disclosure is a control device for a manpower-driven vehicle including a motor that applies an assist force according to a manpower-driven force input to the manpower-driven vehicle, wherein a control unit that controls the motor wherein the control unit calculates a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle. wherein, during the second pedaling period, the motor is controlled such that the assist force reaches a first target value calculated based on the predicted value, and during the second pedaling period, When a first difference between the measured value of the manpower driving force input to the manpowered vehicle and the predicted value is equal to or greater than a first value, the assist force reaches a second target value calculated based on the measured value. is configured to control the motor such that the
According to the control device of the first aspect, the control unit controls the motor during the second pedaling period so as to achieve the first target value calculated based on the predicted value calculated from the human power driving force during the first pedaling period. Therefore, the assist force in the second pedaling period can be made appropriate. Therefore, the controller can preferably control the motor. According to the control device of the first aspect, the controller calculates the assist force based on the measured value when the difference between the predicted value of the human-powered driving force and the measured value of the human-powered driving force is equal to or greater than the first value. 2. In order to control the motor so as to achieve the target value, when the difference between the predicted value of the human-powered driving force and the actual value of the human-powered driving force is large, the assisting force becomes the assisting force suitable for the actual measured value. You can control the motor like

In the control device of the second aspect according to the first aspect of the present disclosure, when the first difference is equal to or greater than the first value and the measured value is larger than the predicted value, the second target value is configured to change the second target value such that
According to the control device of the second aspect, when the actual measured value of the human-powered driving force is larger than the predicted value of the human-powered driving force, the control unit can control the motor so that the assist force increases. It is difficult to feel the lack of

In the control device according to the third aspect according to the first or second aspect of the present disclosure, when the first difference is equal to or greater than the first value and the measured value is smaller than the predicted value, the It is configured to change the second target value so that the second target value becomes smaller.
According to the control device of the third aspect, when the measured value of the human-powered driving force is smaller than the predicted value of the human-powered driving force, the control unit can control the motor so that the assist force becomes small, so that the rider feels uncomfortable. Hard to remember.

In the fourth aspect control device according to any one of the first to third aspects of the present disclosure, the controller calculates the first target value by multiplying the predicted value by a first predetermined value. Configured.
According to the control device of the fourth aspect, the control section can control the motor based on the first target value obtained by multiplying the predicted value by the first predetermined value.

In the control device of the fifth aspect according to any one of the first to fourth aspects of the present disclosure, the relationship between the pedaling period of the manpowered vehicle and a set value related to the sum of the manpower driving force and the assist force The control unit is configured to calculate the first target value from a second difference between the set value and the predicted value based on the predetermined information. be done.
According to the control device of the fifth aspect, the control unit calculates the first target value calculated from the second difference between the set value and the predicted value regarding the sum of the actual measured value of the manpower driving force and the assist force in the second pedaling period. The motor can be controlled based on

A control device according to a sixth aspect of the present disclosure is a control device for a manpower-driven vehicle including a motor that applies an assist force according to a manpower-driven force input to the manpower-driven vehicle, wherein a control unit that controls the motor and a storage unit, wherein the storage unit stores predetermined information defining a relationship between a pedaling period of the human-powered vehicle and a set value relating to the sum of the human-powered driving force and the assist force, The control unit is configured to calculate a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle. and, in the second pedaling period, a first target value of the assist force is calculated from a second difference between the set value and the predicted value based on the predetermined information, and the assist force is equal to the It is configured to control the motor to achieve a first target value.
According to the control device of the sixth aspect, the control unit controls the motor during the second pedaling period so as to achieve the first target value calculated based on the predicted value calculated from the human power driving force during the first pedaling period. Therefore, the assist force in the second pedaling period can be made appropriate. Therefore, the controller can preferably control the motor. According to the control device of the sixth aspect, the control unit calculates the first target value calculated from the second difference between the set value and the predicted value relating to the sum of the actual measured value of the manpower driving force and the assist force in the second pedaling period. The motor can be controlled based on

In the control device according to the seventh aspect according to the fifth or sixth aspect of the present disclosure, the predetermined information is information regarding the set value according to the running characteristics of the manpower-driven vehicle.
According to the control device of the seventh aspect, the control section can control the motor based on the first target value suitable for the running characteristics of the human-powered vehicle.

In the control device of the eighth aspect according to the seventh aspect of the present disclosure, the running characteristics are at least one of vehicle body characteristics of the manpowered vehicle, passenger characteristics of the manpowered vehicle, or road road characteristics of the manpowered vehicle. including one.
According to the control device of the eighth aspect, the control unit sets the first target value suitable for at least one of the vehicle body characteristics of the manpowered vehicle, the passenger characteristics of the manpowered vehicle, and the traveling road characteristics of the manpowered vehicle. Based on this, the motor can be controlled.

In the control device according to the ninth aspect according to any one of the fifth to eighth aspects of the present disclosure, the storage unit stores a plurality of pieces of the predetermined information, and the control unit stores, among the pieces of the predetermined information, is configured to calculate the first target value from the second difference based on one of
According to the control device of the ninth aspect, since the control section can select one from a plurality of pieces of predetermined information, the motor can be suitably controlled according to the situation.

In the control device of the tenth aspect according to any one of the first to ninth aspects of the present disclosure, the control unit calculates the first target value based on the predicted value and a predetermined variable, In two pedaling periods, the first target value is calculated such that the change rate of the first target value when the assist force increases is different from the change rate when the assist force decreases. Configured.
According to the control device of the tenth aspect, the control unit operates the motor at a rate of change of the first target value suitable for each of the cases in which the assist force increases and the cases in which the assist force decreases in the second pedaling period. You can control it.

A control device according to an eleventh aspect of the present disclosure is a control device for a manpower-driven vehicle including a motor that applies an assist force according to a manpower-driven force input to the manpower-driven vehicle, wherein a control unit that controls the motor wherein the control unit calculates a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle. configured to control the motor so that the assist force becomes a first target value calculated based on the predicted value and a predetermined variable in the second pedaling period, In the second pedaling period, the first target value is calculated such that the rate of change of the first target value when the assist force increases differs from the rate of change when the assist force decreases. configured as
According to the control device of the eleventh aspect, the control unit controls the motor during the second pedaling period so as to achieve the first target value calculated based on the predicted value calculated from the human power driving force during the first pedaling period. Therefore, the assist force in the second pedaling period can be made appropriate. Therefore, the controller can preferably control the motor. According to the control device of the eleventh aspect, the control unit operates the motor at the rate of change of the first target value suitable for each of the cases in which the assist force increases and the cases in which the assist force decreases in the second pedaling period. You can control it.

A control device according to a twelfth aspect of the present disclosure is a control device for a manpower-driven vehicle including a motor that applies an assist force according to a manpower-driven force input to the manpower-driven vehicle, wherein a control unit that controls the motor wherein the control unit calculates a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle. configured to control the motor so that the assist force becomes a first target value calculated based on the predicted value and a predetermined variable in the second pedaling period, In the second pedaling period, when the assist force decreases, the first target value is calculated such that the response speed of the assist force to the human-powered driving force becomes slow.
According to the control device of the twelfth aspect, the control unit controls the motor during the second pedaling period so as to achieve the first target value calculated based on the predicted value calculated from the human power driving force during the first pedaling period. Therefore, the assist force in the second pedaling period can be made appropriate. Therefore, the controller can preferably control the motor. According to the control device of the twelfth aspect, when the assist force decreases in the second pedaling period, the control unit slows down the response speed of the assist force, so that the decrease in the assist force can be suppressed when the rider pedals. .

In the control device of the thirteenth aspect according to the tenth to twelfth aspects of the present disclosure, the predetermined variables are variables relating to the average value of the predicted values, the predicted value, and the second pedaling period.
According to the control device of the thirteenth aspect, the control section can control the motor based on the predicted value and the variables related to the second pedaling period.

In the control device of the fourteenth aspect according to any one of the tenth to thirteenth aspects of the present disclosure, the control unit multiplies the predicted value by a second predetermined value, and based on the predetermined variable, A first target value is calculated, and a maximum peak value of the first target value in the second pedaling period is smaller than a maximum peak value of a value obtained by multiplying the predicted value by the second predetermined value. and configured to determine the predetermined variable.
According to the control device of the fourteenth aspect, the control unit controls the motor so that the maximum peak value of the assist force during the second pedaling period is smaller than the maximum peak value obtained by multiplying the predicted value by the second predetermined value. Therefore, the maximum peak value of the assist force during the second pedaling period is unlikely to become excessively large.

In the fifteenth aspect control device according to the first to fourteenth aspects of the present disclosure, the control unit is configured to calculate the first target value using an offset value, and when a predetermined condition is satisfied, the offset Configured to change the value.
According to the control device of the fifteenth aspect, since the control section can calculate the first target value using the offset value that is changed according to the predetermined condition, the motor can be preferably controlled according to the predetermined condition.

In the control device of the sixteenth aspect according to the fifteenth aspect of the present disclosure, the predetermined condition is satisfied when the difference between the human power driving force and the predicted value in the second pedaling period is outside the first range.
According to the control device of the sixteenth aspect, when the difference between the human-powered driving force and the predicted value in the second pedaling period is outside the first range, the controller changes the offset value. The first target value can be suitably changed according to the difference between the force and the predicted value.

In the control device of the seventeenth aspect according to any one of the first to sixteenth aspects of the present disclosure, the control unit controls the first configured to calculate a target value;
According to the control device of the seventeenth aspect, the control unit can control the motor so that the assist force in the second pedaling period is equal to or less than the upper limit value according to the motor, so that control suitable for the characteristics of the motor can be executed. .

In the control device of the eighteenth aspect according to any one of the first to seventeenth aspects of the present disclosure, the control unit controls the average value of the human power driving force in the first pedaling period, the human power in the first pedaling period, The predicted value is calculated according to the driving force and the rotation angle of the crank of the manpowered vehicle during the first pedaling period.
According to the control device of the eighteenth aspect, the control unit controls the average value of the human-powered driving force during the first pedaling period, the human-powered driving force during the first pedaling period, and the rotation angle of the crank of the human-powered vehicle during the first pedaling period. The motor can be controlled in the second pedaling period so as to achieve the first target value based on the predicted value corresponding to the .

In the control device of the nineteenth aspect according to any one of the first to eighteenth aspects of the present disclosure, the first pedaling period is a period during which the crank of the manpowered vehicle rotates through 360 degrees or more.
According to the control device of the nineteenth aspect, the control unit is based on the average value of the human power driving force, the human power driving force, and the prediction value according to the rotation angle of the crank during the pedaling period in which the crank rotates 360 degrees or more. The motor can be controlled during the second pedaling period so as to achieve the first target value.

In the control device of the twentieth aspect according to any one of the first through nineteenth aspects of the present disclosure, the second pedaling period is a period during which the crank of the manpowered vehicle rotates through 360 degrees or more.
According to the control device of the twentieth aspect, the control section can control the motor so as to achieve the first target value based on the predicted value during the pedaling period in which the crank rotates 360 degrees or more.

In the control device of the twenty-first aspect according to the first to twentieth aspects of the present disclosure, the length of the second pedaling period is equal to the length of the first pedaling period.
According to the control device of the twenty-first aspect, since the length of the first pedaling period and the length of the second pedaling period are equal, the control section can easily calculate the predicted value.

The control device according to the 22nd aspect according to the 1st to 21st aspects of the present disclosure further includes a first detector that detects information about the first pedaling period and the second pedaling period.
According to the control device of the twenty-second aspect, the control section can preferably detect information regarding the first pedaling period and the second pedaling period by the first detection section.

The control device for a manpowered vehicle of the present disclosure can suitably control a motor.

1 is a side view of a manpowered vehicle including a controller for a manpowered vehicle of the first embodiment; FIG. 2 is a block diagram showing an electrical configuration of the manpowered vehicle of FIG. 1; FIG. 7 is a graph showing an example of the relationship between the human-powered driving force and assist force in the first pedaling period, and the predicted value and first target value of the human-powered driving force in the second pedaling period. 7 is a graph showing an example of a predicted value of the human-power driving force, a measured value of the human-power driving force, a first difference, a first target value, and a second target value in a second pedaling period of the first embodiment; FIG. 2 is a graph showing an example of the relationship between the average value of the human power driving force and the average assist ratio in the first pedaling period for each of a plurality of assist modes, stored in the storage section of FIG. 1; FIG. 7 is a graph showing an example of the predicted value, the set value, and the second difference of the human power driving force in the second pedaling period; FIG. 2 is a flowchart showing a process executed by the control unit in FIG. 1 to control the motor according to one of a first target value and a second target value during a second pedaling period; FIG. 9 is a graph showing an example of a predicted value, a set value, and a second difference of the human power driving force in a second pedaling period according to the second embodiment; FIG. 10 is a flowchart showing a process of controlling the motor according to the first target value during the second pedaling period, which is executed by the control unit in the control device for the manpowered vehicle of the second embodiment; FIG. It is a flowchart which is performed by the control part in the control apparatus for manpower-driven vehicles of 3rd Embodiment, and shows the process which controls a motor according to a 1st target value in a 2nd pedaling period. FIG. 11 is a flow chart showing a process of changing the offset value during the second pedaling period, which is executed by the control unit of the modification; FIG.

<First Embodiment>
A controller 50 for a manpowered vehicle according to the present embodiment will be described with reference to FIGS. 1 to 7. FIG. The control device 50 for the manpowered vehicle is hereinafter referred to as the control device 50 . The manpowered vehicle 10 is a vehicle that has at least one wheel and can be driven by at least manpower. The human powered vehicle 10 includes various types of bicycles, such as mountain bikes, road bikes, city bikes, cargo bikes, hand bikes, and recumbent bikes. The number of wheels that the manpowered vehicle 10 has is not limited. Manpowered vehicles 10 also include, for example, one-wheeled vehicles and vehicles having two or more wheels. The manpowered vehicle 10 is not limited to vehicles that can be driven solely by manpower. The human-powered vehicle 10 includes an E-bike that uses not only human-powered driving power but also electric motor driving power for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the manpowered vehicle 10 will be described as an electrically assisted bicycle.

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

For example, manpowered vehicle 10 includes drive mechanism 20 . The drive mechanism 20 transmits the human power driving force input to the crank 12 to the drive wheels 14 . The drive mechanism 20 connects the crank 12 and the drive wheels 14 . For example, drive mechanism 20 includes a first rotating body 22 coupled to crankshaft 12A. The first rotor 22 includes a sprocket, pulley, or bevel gear. For example, the crankshaft 12A and the first rotor 22 are coupled via a first one-way clutch. The first one-way clutch rotates the first rotating body 22 forward when the crank 12 rotates in the first direction A1, and rotates in the first rotation when the crank 12 rotates in the direction opposite to the first direction A1. It is configured to prevent the body 22 from rolling backwards.

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

Manpowered vehicle 10 includes front wheels 28 and rear wheels 30 . Although the rear wheels 30 are the drive wheels 14 in this embodiment, the front wheels 28 may be the drive wheels 14 . A front wheel 28 is attached to the frame 16 via a front fork 32 . A handlebar 34 is connected to the front fork 32 via a stem 36 .

For example, human powered vehicle 10 includes drive unit 38 . The drive unit 38 includes a motor 40 that provides an assist force according to the human-powered driving force input to the manpowered vehicle 10 . The motor 40 is communicably connected to the controller 52 . The motor 40 can communicate with the controller 52 by, for example, power line communication (PLC; Power Line Communication), CAN (Controller Area Network), or UART (Universal Asynchronous Receiver/Transmitter).

For example, human powered vehicle 10 includes battery 42 . Battery 42 includes one or more battery cells. A battery cell includes a rechargeable battery. The battery 42 is provided in the manpowered vehicle 10 and supplies power to other electrical components, such as the motor 40 and the control device 50, which are electrically connected to the battery 42 by wires. The battery 42 is communicably connected to the controller 52 of the controller 50 by wire or wirelessly. The battery 42 can communicate with the controller 52 by, for example, power line communication. The battery 42 may be attached to the exterior of the frame 16 of the manpowered vehicle 10 or may be at least partially housed within the frame 16 of the manpowered vehicle 10 .

As shown in FIG. 2 , manpowered vehicle 10 includes controller 50 . The control device 50 includes a control section 52 . Control unit 52 includes an arithmetic processing unit that executes a predetermined control program. The arithmetic processing unit includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). Control unit 52 may include one or more microcomputers. The control unit 52 may include a plurality of processing units that are spaced apart at a plurality of locations.

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

The controller 52 controls the motor 40 . For example, controller 50 includes an inverter circuit 56 configured to power motor 40 . The motor 40 generates an assist force with power supplied from the inverter circuit 56 . The control unit 52, the storage unit 54, and the inverter circuit 56 are provided, for example, in the housing of the drive unit 38 in which the motor 40 is provided.

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

For example, the control unit 52 controls the motor 40 so as to apply an assist force corresponding to the rotation angle of the crank 12 according to the human power driving force. The manpower driving force input to the crank 12 changes periodically.

For example, the rotation angle of the crank 12 is such that the first crank arm 12B rotates toward the frame 16 of the manpowered vehicle 10 in the first direction A1, with the angle when the first crank arm 12B is at the position corresponding to the top dead center being zero. It is expressed as an angle rotated with respect to

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

For example, the first detector 58 includes a crank rotation sensor 60 . Crank rotation sensor 60 is configured to detect information about the rotation angle of crank 12 . The crank rotation sensor 60 is provided on the frame 16 of the manpowered vehicle 10, for example. Crank rotation sensor 60 includes a magnetic sensor that outputs a signal relating to the strength of the magnetic field. An annular magnet whose magnetic field strength changes in the circumferential direction is connected to the transmission path of the human-powered driving force from the crankshaft 12A, the first crank arm 12B, the second crank arm 12C, or the crankshaft 12A to the second rotating body 24. be provided. A crank rotation sensor 60 outputs a signal regarding the rotation angle of the crank 12 . The crank rotation sensor 60 may include an optical sensor, acceleration sensor, gyro sensor, or the like instead of the magnetic sensor.

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

Crank rotation sensor 60 may be configured to include a vehicle speed sensor. If the crank rotation sensor 60 includes a vehicle speed sensor, for example, the controller 52 is configured to calculate the rotation angle of the crank 12 according to the vehicle speed detected by the vehicle speed sensor and the gear ratio.

For example, the control device 50 has a second detector 62 . For example, the second detection unit 62 detects information about the human-powered driving force input to the human-powered vehicle 10 . The information about the manpower driving force input to the manpowered vehicle 10 is, for example, information about the torque of the manpower driving force. In this embodiment, the second detector 62 detects the torque of the human power driving force. The second detection unit 62 is configured to be capable of outputting information about the torque of the manpower driving force to the control unit 52 . The second detection unit 62 may include a wireless or wired communication unit. When the second detection unit 62 includes a wireless or wired communication unit, the communication unit of the second detection unit 62 is configured to communicate with the control unit 52 .

For example, the second detector 62 includes a torque sensor 64 . A torque sensor 64 is used to detect the torque of the manpower driving force. Torque sensor 64 is provided, for example, in the housing of drive unit 38 in which motor 40 is provided. The torque sensor 64 detects the torque of the human power driving force input to the crank 12 .

For example, when a power transmission path is provided with a first one-way clutch, the torque sensor 64 is provided upstream of the first one-way clutch. Torque sensor 64 includes a strain sensor, a magnetostrictive sensor, or the like. A strain sensor includes a strain gauge. If the torque sensor 64 includes a strain sensor, the strain sensor is preferably provided on the outer periphery of the rotating body included in the power transmission path.

The relationship between the human power driving force during the first pedaling period and the control of the motor 40 by the controller 52 during the second pedaling period will be described with reference to FIGS. 1 to 3. FIG.

The control unit 52 is configured to calculate a predicted value of the human-powered driving force in the second pedaling period after the first pedaling period based on the human-powered driving force of the manpowered vehicle 10 in the first pedaling period.

As shown in FIG. 3 , the human power driving force periodically changes according to the rotation angle of the crank 12 . When the rotation angle of the crank 12 is such that the first crank arm 12B is positioned at the top dead center or the bottom dead center, the human power driving force is minimized. When the rotation angle of the crank 12 is an angle corresponding to a position 90 degrees away from the top dead center of the first crank arm 12B, or an angle corresponding to a position 90 degrees away from the bottom dead center, the human power driving force is maximized. become. Therefore, the change over time of the manpower driving force is represented by a waveform similar to a sine wave.

For example, the first detector 58 detects information about the first pedaling period and the second pedaling period. The rotation angle of the crank 12 detected by the first detector 58 corresponds to the information regarding the first pedaling period and the second pedaling period. For example, as shown in FIG. 2, the first pedaling period and the second pedaling period are non-overlapping and adjacent periods. The first pedaling period and the second pedaling period do not necessarily have to be adjacent to each other. For example, the length of the second pedaling period is equal to the length of the first pedaling period.

For example, the first pedaling period is the period during which the crank 12 of the manpowered vehicle 10 rotates over 360 degrees. For example, the length of the first pedaling period is 360 degrees or more. For example, the first pedaling period is the period during which the crank 12 of the manpowered vehicle 10 rotates through 360 degrees. For example, the first pedaling period is the period during which the crank 12 of the manpowered vehicle 10 rotates through multiples of 180 degrees. For example, the timing when the first pedaling period starts is the timing when the first crank arm 12B is at the position corresponding to the top dead center. For example, the timing when the first pedaling period ends is the timing when the first crank arm 12B rotates in the first direction A1 from the position corresponding to the top dead center and reaches the position corresponding to the top dead center. For example, the timing when the first pedaling period starts is the timing when the first crank arm 12B is at the position corresponding to the bottom dead center. For example, the timing when the first pedaling period ends is the timing when the first crank arm 12B rotates in the first direction A1 from the position corresponding to the top dead center and reaches the position corresponding to the bottom dead center.

For example, the second pedaling period is a period during which the crank 12 of the manpowered vehicle 10 rotates over 360 degrees. For example, the length of the second pedaling period is 360 degrees or more. For example, the second pedaling period is the period during which the crank 12 of the manpowered vehicle 10 rotates through multiples of 180 degrees. For example, the second pedaling period is the period during which the crank 12 of the manpowered vehicle 10 rotates through 360 degrees. For example, the timing when the second pedaling period starts substantially coincides with the timing when the first pedaling period ends. For example, the timing at which the first pedaling period ends substantially coincides with the timing at which the first pedaling period ends.

For example, the control unit 52 predicts the average value of the human-powered driving force in the first pedaling period, the human-powered driving force in the first pedaling period, and the rotation angle of the crank 12 of the human-powered vehicle 10 in the first pedaling period. Calculate the value. For example, the controller 52 is configured to calculate the predicted value from the human power driving force detected by the second detector 62 in the first pedaling period and the relational expression regarding the predicted value.

For example, based on the human power driving force when the rotation angle of the crank 12 during the first pedaling period is the predetermined angle, the control unit 52 determines the human power driving force when the rotation angle of the crank 12 during the second pedaling period is the same as the predetermined angle. Calculate the predicted value of the driving force. Based on a plurality of predetermined angles included in the first pedaling period, the control unit 52 calculates the predicted value of the human power driving force when the second pedaling period has the same angle as the predetermined angle. Calculate the predicted value of the overall human-powered driving force. For example, the predicted value calculated by the control unit 52 is configured to have a waveform corresponding to the waveform of the change in the human power driving force during the first pedaling period, as shown in FIG.

For example, the relational expression regarding the predicted value relates to the average value of the human-powered driving force in the first pedaling period, the human-powered driving force in the first pedaling period, and the rotation angle of the crank 12 of the manpowered vehicle 10 in the first pedaling period. For example, the relational expression regarding the predicted value includes the following expression (1). (1) Formula is memorize|stored in the memory|storage part 54, for example.
T=A1×sinX+B1 (1)

T indicates a predicted value when the rotation angle of the crank 12 is X during the second pedaling period. X indicates the rotation angle of the crank 12 of the manpowered vehicle 10 . SinX indicates the human power driving force detected by the second detection unit 62 when the rotation angle is X in the first pedaling period. A1 indicates half the value obtained by subtracting the minimum value of the human power driving force in the first pedaling period from the human power driving force detected by the second detection unit 62 when the rotation angle is X in the first pedaling period. . B1 indicates the average value of the human power driving force in the first pedaling period.

For example, the controller 52 is configured to control the motor 40 so that the assist force reaches the target value. For example, the controller 52 is configured to control the motor 40 during the second pedaling period according to the human power driving force during the first pedaling period. For example, target values include a first target value and a second target value. The control unit 52 is configured to control the motor 40 so that the assist force reaches the first target value calculated based on the predicted value during the second pedaling period. For example, the controller 52 is configured to control the motor 40 based on the first difference between the measured value and the predicted value during the second pedaling period. When a first difference between the measured value and the predicted value of the manpower driving force input to the manpowered vehicle 10 in the second pedaling period is equal to or greater than the first value, the control unit 52 calculates the assist force based on the measured value. is configured to control the motor 40 so as to achieve the second target value. For example, the first difference is represented by an absolute value. The measured value corresponds to the human power driving force detected by the second detection section 62 .

For example, the control unit 52 is configured to change the second target value so as to increase the second target value when the first difference is equal to or greater than the first value and the measured value is greater than the predicted value. The control unit 52 is configured to control the motor 40 so that the assist force becomes the changed second target value when the first difference is equal to or greater than the first value and the measured value is greater than the predicted value. be.

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

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

A method of calculating the first target value will be described with reference to FIGS. 2 and 4 to 6. FIG.
For example, the control unit 52 is configured to calculate the first target value by multiplying the predicted value by the first predetermined value. The first predetermined value is a value obtained by multiplying the average assist ratio by a value related to the human power driving force in the second pedaling period or a value related to the human power driving force in the first pedaling period. For example, the average assist ratio is set according to the assist mode. For example, the controller 52 is configured to be able to control the motor 40 in a plurality of assist modes. The average assist ratios in multiple assist modes are different. For example, the average assist ratio is calculated according to the average value of the human power driving force in the first pedaling period. For example, the relationship between the average assist ratio and the average value of the human power driving force in the first pedaling period differs for each assist mode. For example, the control unit 52 calculates the average assist ratio according to the average value of the human power driving force in the first pedaling period.

FIG. 5 is a graph showing an example of the relationship between the average value of the human power driving force and the average assist ratio in the first pedaling period for each of a plurality of assist modes. Solid lines L1, L2, L3, L4, L5, L6, L7, L8, L9, L10, L11, and L12 in FIG. show. FIG. 5 shows the relationship between the average value of the manpower driving force and the average assist ratio in 12 assist modes, but the number of assist modes can be changed as appropriate. For example, a two-dot chain line Z1 indicates a boundary where the output of the motor 40 is 27 Nm. For example, a two-dot chain line Z2 indicates the boundary where the output of the motor 40 is 85 Nm. For example, the assist modes indicated by solid lines L1, L2 and L3 are set so that the output of the motor 40 is 27 Nm or less. For example, the assist modes indicated by solid lines L4, L5, L6, L7, L8, L9, L10, L11 and L12 are set so that the output of motor 40 is 85 Nm or less.

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

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

For example, the control unit 52 calculates the first predetermined value based on the average assist ratio and the predetermined variable. A relational expression relating to the first predetermined value includes the following expression (2). (2) Formula is memorize|stored in the memory|storage part 54, for example.
Y=C×(2/P)×atan(B2/A2) (2)

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

For example, in equation (2), when the amplitude of the human power driving force in the first pedaling period is zero (A1=0), atan(B2/A2) is P/2, so the first predetermined value is the average Equal to the assist ratio. A case where the amplitude of the human power driving force in the first pedaling period is zero is, for example, a case where the human power driving force is not input. For example, in equation (2), when the amplitude of the human-powered driving force in the first pedaling period is equal to the average value of the human-powered driving force in the first pedaling period (A1=B1), atan(B2/A2) is P/4 Therefore, the first predetermined value is C/2. When the amplitude of the manpower driving force in the first pedaling period is equal to the average value of the manpower driving force in the first pedaling period, for example, the minimum peak value of the manpower driving force in the first pedaling period is zero.

For example, the control unit 52 multiplies the predicted value at the predetermined rotation angle of the crank 12 in the second pedaling period by the first predetermined value to obtain the first target value at the predetermined rotation angle of the crank 12 in the second pedaling period. Calculate as a value. For example, the control unit 52 multiplies the predicted value at a predetermined rotation angle of the crank 12 in the second pedaling period by the first predetermined value at a plurality of predetermined rotation angles of the crank 12, thereby performing the second pedaling. A first target value for the entire period of time is determined.

The predetermined information used to calculate the first target value will be described with reference to FIGS. 2 and 6. FIG.
For example, the storage unit 54 stores predetermined information that defines the relationship between the pedaling period of the manpowered vehicle 10 and the set value regarding the sum of the manpower driving force and the assist force. For example, the storage unit 54 stores predetermined information in a changeable manner.

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

FIG. 6 shows an example of the predetermined information. For example, the predetermined information is information indicating the relationship between the rotation angle of the crank 12 during the pedaling period and the set value. For example, the set value is a value related to the sum of the human power driving force and the assist force set for the rotation angle of the crank 12 . The sum of the human-powered driving force and the assist force is the optimum output for propelling the human-powered vehicle 10 . For example, as a set value, an optimum output for propulsion of the manpowered vehicle 10 is set according to the rotation angle of the crank 12 . For example, the predetermined information includes a target waveform of the sum of the assist force and the human power driving force in the second pedaling period. For example, the target waveform is set based on the waveform of the human-powered driving force when a professional rider boards the human-powered vehicle 10 .

For example, the predetermined information is information about set values according to the driving characteristics of the manpowered vehicle 10 . The optimum power for propelling the manpowered vehicle 10 varies depending on the running characteristics of the manpowered vehicle 10 .

For example, the driving characteristics of the manpowered vehicle 10 include at least one of vehicle body characteristics of the manpowered vehicle 10 , passenger characteristics of the manpowered vehicle 10 , or running road characteristics of the manpowered vehicle 10 . The vehicle body characteristics of the manpowered vehicle 10 include at least one of the height of the manpowered vehicle 10, the shape of the frame 16, the shape of the crank 12, and the size of the wheels. The occupant characteristics of the manpowered vehicle 10 include at least one of the occupant's height, weight, and leg length. The travel road characteristics of the manpowered vehicle 10 include at least one of the road surface material, slope, curve, and steps of the travel road.

For example, the storage unit 54 stores a plurality of predetermined information, and the control unit 52 is configured to calculate the first target value from the second difference based on one of the plurality of predetermined information. . For example, the driving characteristics of the corresponding manpowered vehicle 10 are different for each of the plurality of pieces of predetermined information. For example, the control unit 52 is configured to calculate the first target value from the second difference between the set value and the predicted value based on predetermined information according to the driving characteristics of the manpowered vehicle 10 . For example, each of the plurality of pieces of predetermined information corresponds to each of the plurality of assist modes. For example, the control unit 52 is configured to calculate the first target value from the second difference between the set value and the predicted value based on predetermined information according to the currently selected assist mode.

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

For example, in the second pedaling period, the control unit 52 calculates the first target value so that the rate of change of the first target value when the assist force increases is different from the rate of change when the assist force decreases. configured to

For example, the control unit 52 is configured to calculate the first target value such that the response speed of the assist force to the human driving force becomes slow when the assist force decreases during the second pedaling period. For example, the control unit 52 sets the first response speed of the assist force to the human-powered drive force when the assist force decreases during the second pedaling period, and the human-powered drive force when the assist force increases during the second pedaling period. The first target value is calculated so as to be slower than the second response speed of the assist force to the force. For example, in the second pedaling period, the first target value is calculated such that the rate of change of the first target value when the assist force increases is greater than the rate of change when the assist force decreases. In the second pedaling period, when the assist force decreases, the first target value is calculated such that the response speed of the assist force to the human power driving force becomes slow.

For example, the rate of change when the assist force decreases is smaller than the rate of change when the assist force increases, and is greater than 0.3 times. For example, the rate of change when the assist force decreases is less than 0.7 times and greater than 0.5 times the rate of change when the assist force increases. In the second pedaling period, the rate of change of the first target value when the assist force increases may be set to be smaller than the rate of change when the assist force decreases.

For example, the control unit 52 is configured to calculate the first target value based on a value obtained by multiplying the predicted value by a second predetermined value and a predetermined variable, and calculates the maximum peak value of the first target value in the second pedaling period. It is configured to determine the predetermined variable such that the value is less than the maximum peak value of the predicted value multiplied by the second predetermined value. For example, the second predetermined value is a reference assist ratio set for each assist mode. The assist ratio is the magnitude of the output of the motor 40 with respect to the magnitude of the manpower driving force. For example, the second predetermined value may be the same value as the first predetermined value.

The set values indicated by the two-dot chain line in FIG. 6 are the change rate of the first target value when the assist force increases and the first target value when the assist force decreases while the predetermined variable is in the second pedaling period. Figure 10 shows the setting values when configured to be different from the rate of change. For example, the predetermined variables include a first predetermined variable at the rotation angle of the crank 12 corresponding to the case where the assist force increases, and a second predetermined variable at the rotation angle of the crank 12 corresponding to the case where the assist force decreases.

The set values indicated by the two-dot chain line in FIG. 6 are set so that the rate of change of the set value when the assist force increases is greater than the rate of change of the set value when the assist force decreases during the second pedaling period. configured to The set value indicated by the two-dot chain line in FIG. 6 is set so that the assist force does not suddenly decrease by reducing the change rate of the set value when the assist force decreases.

For example, the predetermined variable is set so that the rate of change of the first target value when the assist force increases is different from the rate of change when the assist force decreases. A rate of change of the first target value is determined so as to correspond to the set value to be set. For example, the change rate of the first target value is the amount of change in the first target value when the rotation angle of the crank 12 changes by a predetermined angle. The amount of change in the first target value is represented by an absolute value.

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

For example, the first target value using predetermined information is calculated by the following equation (3). Equation (3) is stored in the storage unit 54 .
X1=XA+D (3)

X1 indicates the first target value. XA is the product of the first predetermined value and the predicted value of the human power driving force in the second pedaling period, where XA=Y×T. D is the second difference.

For example, the control unit 52 is configured to calculate the first target value so that the first target value is equal to or lower than the upper limit value according to the motor 40 . For example, the upper limit value corresponding to the motor 40 is the upper limit value of the output of the motor 40 corresponding to the characteristics of the motor 40 . For example, the upper limit value according to the motor 40 is determined according to at least one of the power limit of the motor 40, the rotation speed of the motor 40, and the output upper limit value. For example, the output upper limit value is a value related to the characteristics of the motor 40 . For example, when the setting value is set to be equal to or lower than the upper limit value corresponding to the motor 40, the controller 52 controls the first target value so that the first target value is equal to or lower than the upper limit value corresponding to the motor 40. is configured to calculate For example, the setting value is set to be equal to or lower than the upper limit value according to the motor 40 by adjusting the setting value using a predetermined variable.

If the setting value is not set to be equal to or lower than the upper limit value corresponding to the motor 40, the control unit 52 controls the motor 40 may be configured to change the first target value exceeding the upper limit value according to the motor 40 based on the upper limit value. For example, when the first target value calculated by the equation (3) exceeds the upper limit value corresponding to the motor 40, the control unit 52 sets the first target value exceeding the upper limit value corresponding to the motor 40 to the motor 40. upper limit value. For example, the storage unit 54 stores information about the upper limit value corresponding to the motor 40 in association with the characteristics of the motor 40, and the control unit 52 stores information about the upper limit value corresponding to the motor 40 stored in the storage unit 54. It is configured to calculate an upper limit.

For example, the control unit 52 controls the motor 40 using either the first target value or the second target value according to the first difference between the actual measured value and the predicted value of the human power driving force in the second pedaling period. It may be configured as For example, the control unit 52 is configured to control the motor 40 so that the assist force becomes the second target value when the first difference is equal to or greater than the first value, and the first difference is smaller than the first value. In this case, the motor 40 is controlled so that the assist force becomes the first target value. For example, when the first difference between the measured value and the predicted value of the human power driving force in the second pedaling period is smaller than the first value, the second target value is calculated to be equal to the first target value. For example, the first value is changeably stored in the storage unit 54 . In this embodiment, the first value is, for example, all values other than zero.

For example, the second target value is calculated by equation (4). (4) Formula is stored in the storage unit 54 .
X2=Y×(TA−T)+X1 (4)

X2 indicates the second target value. TA indicates the measured value of the manpower driving force in the second pedaling period. The second target value is equal to the first target value when the measured value and the predicted value of the human power driving force in the second pedaling period are equal. Therefore, when the measured value and predicted value of the human power driving force in the second pedaling period are equal, the control unit 52 may control the motor 40 so that the assist force becomes the first target value. You may control the motor 40 so that it may become two target values.

The first target value indicated by the two-dot chain line in FIG. 4 corresponds to the first target value obtained by the formula (3). A first target value indicated by a two-dot chain line in FIG. 4 corresponds to a value obtained by adding a second difference shown in FIG. . The second target value indicated by the solid line in FIG. 4 corresponds to the second target value obtained by equation (4).

The control unit 52 determines whether or not the first difference between the measured value and the predicted value is equal to or greater than the first value, and if the first difference between the measured value and the predicted value is less than the first value, the formula (3) is The motor 40 is controlled based on the first target value calculated using the formula (4), and when the first difference between the actual measurement value and the predicted value is greater than or equal to the first value, the second target value calculated using the formula (4) is reached. It may be configured to control the motor 40 based on.

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

In step S11, the control unit 52 determines whether or not the human power driving force in the second pedaling period has been input. The control unit 52 determines whether or not the human power driving force in the second pedaling period is input according to the output from the first detection unit 58 . When the human power driving force in the second pedaling period is input, the controller 52 proceeds to step S12. The control unit 52 terminates the process when the human power driving force is not input during the second pedaling period.

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

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

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

For example, if a low-pass filter or the like is used to control the assist force so that the response speed, which is the ratio of the change speed of the assist force to the change speed of the measured value of the manpower drive force, becomes slow, the manpower drive force will increase from a decrease. In other words, the assist force becomes larger than required for the manpower driving force. Since the controller 52 of the present embodiment controls the assist force of the motor 40 according to the predicted value of the human-powered driving force during the second pedaling period calculated according to the human-powered driving force during the first pedaling period, the human-powered driving force Even if , changes from a decrease to an increase, the assist force is unlikely to become larger than required with respect to the human-powered driving force. The controller 52 of this embodiment can control the assist force of the motor 40 without using a low-pass filter. Since the control unit 52 of the present embodiment can quickly reduce the assist force to zero when the vehicle is stopped after the human-powered driving force has decreased, the rider is less likely to feel discomfort.

Since the control unit 52 of the present embodiment controls the motor 40 according to the setting value, the rider can obtain a natural feeling by setting the setting value so that the rider can obtain a natural assist feeling. be done.

<Second embodiment>
A control device 50 of the second embodiment will be described with reference to FIGS. 2, 6, 8, and 9. FIG. The control device 50 of the second embodiment is the same as the control device 50 of the first embodiment except that it controls the motor 40 according to the first target value calculated based on the predetermined information. The same reference numerals as those in the first embodiment are given to the same configurations as in the first embodiment, and overlapping descriptions are omitted.

The control device 50 of this embodiment includes a control section 52 that controls the motor 40 and a storage section 54 . The storage unit 54 stores predetermined information that defines the relationship between the pedaling period of the manpowered vehicle 10 and the set value relating to the sum of the manpower driving force and the assist force. The control unit 52 is configured to calculate a predicted value of the human-powered driving force in the second pedaling period after the first pedaling period based on the human-powered driving force of the manpowered vehicle 10 in the first pedaling period. The control unit 52 is configured to calculate the first target value of the assist force from the second difference between the set value and the predicted value based on the predetermined information in the second pedaling period. The control unit 52 is configured to control the motor 40 so that the assist force becomes the first target value.

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

In this embodiment, the control unit 52 is configured to calculate the first target value during the first pedaling period based on predetermined information. In the present embodiment, the controller 52 does not have to control the motor 40 using the measured value during the second pedaling period. Therefore, the control unit 52 may calculate the first target value in the first pedaling period based on the predetermined information, and control the motor 40 in the second pedaling period based on the calculated first target value.

A set value indicated by a two-dot chain line in FIG. 8 indicates a set value obtained by multiplying the predicted value by the average assist ratio. The controller 52 calculates, for example, the second difference shown in FIG. 8 as the first target value. When the set value is the set value indicated by the two-dot chain line in FIG. 6, the control unit 52 calculates the second difference shown in FIG. 6 as the first target value.

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

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

In step S21, the control unit 52 determines whether or not the human power driving force in the second pedaling period has been input. The control unit 52 determines whether or not the human power driving force in the second pedaling period is input according to the output from the first detection unit 58 . When the human power driving force in the second pedaling period is input, the controller 52 proceeds to step S22. The control unit 52 terminates the process when the human power driving force is not input during the second pedaling period.

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

<Third Embodiment>
A control device 50 of the third embodiment will be described with reference to FIGS. 2, 6 and 10. FIG. The control device 50 of the third embodiment is the same as the control device 50 of the second embodiment except that it controls the motor 40 according to the first target value calculated based on the predetermined variable. The same reference numerals as those in the first embodiment are given to the same configurations as in the first embodiment, and overlapping descriptions are omitted.

The control device 50 of this embodiment includes a control section 52 that controls the motor 40 . The control unit 52 is configured to calculate a predicted value of the human-powered driving force in the second pedaling period after the first pedaling period based on the human-powered driving force of the manpowered vehicle 10 in the first pedaling period. The control unit 52 is configured to control the motor 40 so that the assist force becomes the first target value calculated based on the predicted value and the predetermined variable during the second pedaling period. The control unit 52 calculates the first target value such that the rate of change of the first target value when the assist force increases and the rate of change when the assist force decreases are different in the second pedaling period. configured to The control unit 52 of the present embodiment is configured to calculate the first target value so that the response speed of the assist force to the human driving force becomes slow when the assist force decreases during the second pedaling period.

The control unit 52 of the present embodiment is configured to calculate the first target value, for example, based on the set value indicated by the two-dot chain line in FIG. 6 . For example, the control unit 52 is configured to control the motor 40 according to the first target value calculated by the formula (3) using the setting values indicated by the two-dot chain line in FIG.

In this embodiment, the control unit 52 is configured to calculate the first target value during the first pedaling period based on a predetermined variable. In the present embodiment, the controller 52 does not have to control the motor 40 using the measured value during the second pedaling period. Therefore, control unit 52 may calculate the first target value in the first pedaling period based on the predetermined variable.

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

In step S31, the control unit 52 determines whether or not the human power driving force in the second pedaling period has been input. The control unit 52 determines whether or not the human power driving force in the second pedaling period is input according to the output from the first detection unit 58 . When the human power driving force in the second pedaling period is input, the controller 52 proceeds to step S32. The control unit 52 terminates the process when the human power driving force is not input during the second pedaling period.

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

<Change example>
The description of each embodiment is an example of a form that a control device according to the present disclosure can take, and is not intended to limit the form. A control device according to the present disclosure can take a form in which, for example, modifications of each embodiment shown below and at least two modifications not contradicting each other are combined. In the following modified examples, the same reference numerals as in the embodiment are given to the parts that are common to the embodiments, and the description thereof is omitted.

- In the first embodiment, the control unit 52 is configured to calculate the first target value so that the response speed of the assist force to the human driving force does not slow down when the assist force decreases during the second pedaling period. may be For example, the control unit 52 may be configured to calculate the first target value based on the setting values indicated by the two-dot chain line in FIG. 8 . For example, the control unit 52 may be configured to control the motor 40 according to the set value indicated by the two-dot chain line in FIG. 8 and the first target value calculated by the formula (3).

- The control unit 52 may be configured to calculate the first target value using the offset value, and may be configured to change the offset value when a predetermined condition is satisfied. For example, the predetermined condition is satisfied when the difference between the human power driving force and the predicted value in the second pedaling period is outside the first range. For example, the controller 52 increases the offset value when the difference between the measured value and the predicted value is outside the first range and the measured value of the human driving force is greater than the predicted value. Control unit 52 increases the offset value when the difference between the measured value and the predicted value is outside the first range and the measured value of the human driving force is smaller than the predicted value. For example, the control unit 52 calculates the first target value using equation (5).
X1=XA+E (5)
E indicates an offset value. The offset value may be a constant or variable.
Processing for changing the offset value by the control unit 52 will be described with reference to the flowchart of FIG. 11 . For example, when power is supplied to the control unit 52, the control unit 52 starts processing and proceeds to step S41 of the flowchart shown in FIG.
In step S41, the control unit 52 determines whether or not the human power driving force in the second pedaling period has been input. The control unit 52 determines whether or not the human power driving force in the second pedaling period is input according to the output from the first detection unit 58 . When the human power driving force in the second pedaling period is input, the controller 52 proceeds to step S42. The control unit 52 terminates the process when the human power driving force is not input during the second pedaling period.
In step S42, the control unit 52 determines whether or not the difference between the actual measurement value and the predicted value of the manpower driving force is within the first range. The control unit 52 acquires the measured value of the manpower driving force from the second detection unit 62 . If the difference between the actual measurement value and the predicted value of the manpower driving force is within the first range, the control unit 52 ends the process. If the difference between the actual measurement value and the predicted value of the manpower driving force is outside the first range, the control unit 52 proceeds to step S43.
In step S43, the control unit 52 changes the offset value and ends the process. For example, the control unit 52 greatly changes the offset value when the measured value of the human-powered driving force is larger than the predicted value. For example, the control unit 52 changes the offset value to be smaller when the measured value of the manpower driving force is smaller than the predicted value. The control unit 52 is configured to control the motor 40 according to the first target value obtained by substituting the changed offset value into the equation (5).

When the control unit 52 calculates the first target value using the formula (5) and when the manpowered vehicle 10 includes a transmission, the predetermined condition is that the gear ratio of the manpowered vehicle 10 is changed by the transmission. may be satisfied if For example, the control unit 52 is configured to change the offset value so that the offset value becomes smaller when the gear ratio of the manpowered vehicle 10 is changed by the transmission. When the gear ratio of the manpowered vehicle 10 is changed by the transmission, the assist force is reduced because the first target value is reduced by reducing the offset value. As the assist force becomes smaller, it becomes easier for the transmission to change gears.

- The length of the second pedaling period need not be equal to the length of the first pedaling period. For example, the length of the first pedaling period may be 360 degrees and the length of the second pedaling period may be 720 degrees. The control unit 52 may calculate the predicted value of the human-powered driving force in the pedaling period for two cycles of the second pedaling period based on the human-powered driving force in the first pedaling period.

The control unit 52 calculates the predicted value of the human-powered driving force in the second pedaling period according to the human-powered driving force in the pedaling period before the first pedaling period in addition to the human-powered driving force in the first pedaling period. may For example, when the human-powered driving force tends to increase from the pedaling period before the first pedaling period to the first pedaling period, the human-power drive force tends to increase from the pedaling period before the first pedaling period to the first pedaling period. The predicted value is calculated so that the predicted value of the human-powered driving force in the second pedaling period is larger than when the driving force does not tend to increase.

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

DESCRIPTION OF SYMBOLS 10... Human-powered vehicle, 12... Crank, 40... Motor, 50... Control apparatus, 52... Control part, 54... Storage part, 58... First detection part.

Claims (22)

A control device for a manpower-driven vehicle including a motor that provides an assist force corresponding to a manpower-driven force input to the manpower-driven vehicle,
A control unit that controls the motor,
The control unit
configured to calculate a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle;
configured to control the motor so that the assist force reaches a first target value calculated based on the predicted value in the second pedaling period;
When a first difference between the measured value of the manpower driving force input to the manpowered vehicle and the predicted value is equal to or greater than a first value during the second pedaling period, the assist force is calculated based on the measured value. a control device configured to control the motor to achieve a second target value of When the first difference is equal to or greater than the first value and the measured value is greater than the predicted value, the control unit changes the second target value so as to increase the second target value. 2. The controller of claim 1, wherein the control device is configured as: When the first difference is equal to or greater than the first value and the measured value is smaller than the predicted value, the control unit changes the second target value so that the second target value becomes smaller. 3. A control device according to claim 1 or 2, configured. The control device according to any one of claims 1 to 3, wherein the control unit is configured to calculate the first target value by multiplying the predicted value by a first predetermined value. further comprising a storage unit that stores predetermined information defining a relationship between a pedaling period of the manpower-driven vehicle and a set value relating to the sum of the manpower-driven force and the assist force;
5. The control unit according to any one of claims 1 to 4, wherein the controller is configured to calculate the first target value from a second difference between the set value and the predicted value based on the predetermined information. Control device as described. A control device for a manpower-driven vehicle including a motor that provides an assist force corresponding to a manpower-driven force input to the manpower-driven vehicle,
A control unit that controls the motor, and a storage unit,
The storage unit stores predetermined information defining a relationship between a pedaling period of the human-powered vehicle and a set value relating to the sum of the human-powered driving force and the assist force,
The control unit
configured to calculate a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle;
configured to calculate a first target value of the assist force from a second difference between the set value and the predicted value based on the predetermined information in the second pedaling period;
A control device configured to control the motor so that the assist force becomes the first target value. 7. The control device according to claim 5, wherein said predetermined information is information relating to said set value according to running characteristics of said manpower-driven vehicle. 8. The control device according to claim 7, wherein the driving characteristics include at least one of vehicle body characteristics of the manpowered vehicle, passenger characteristics of the manpowered vehicle, or running road characteristics of the manpowered vehicle. The storage unit stores a plurality of pieces of predetermined information,
9. Any one of claims 5 to 8, wherein the control unit is configured to calculate the first target value from the second difference based on one of the plurality of predetermined information. The control device according to . The control unit
calculating the first target value based on the predicted value and a predetermined variable;
In the second pedaling period, the first target value is calculated such that the rate of change of the first target value when the assist force increases differs from the rate of change when the assist force decreases. 10. A control device according to any one of the preceding claims, arranged to: A control device for a manpower-driven vehicle including a motor that provides an assist force corresponding to a manpower-driven force input to the manpower-driven vehicle,
A control unit that controls the motor,
The control unit
configured to calculate a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle;
configured to control the motor so that the assist force becomes a first target value calculated based on the predicted value and a predetermined variable in the second pedaling period;
In the second pedaling period, the first target value is calculated such that the rate of change of the first target value when the assist force increases differs from the rate of change when the assist force decreases. A controller, configured to: A control device for a manpower-driven vehicle including a motor that provides an assist force corresponding to a manpower-driven force input to the manpower-driven vehicle,
A control unit that controls the motor,
The control unit
configured to calculate a predicted value of the human-powered driving force in a second pedaling period after the first pedaling period based on the human-powered driving force in the first pedaling period of the human-powered vehicle;
configured to control the motor so that the assist force becomes a first target value calculated based on the predicted value and a predetermined variable in the second pedaling period;
The control device is configured to calculate the first target value so that the response speed of the assist force to the human-powered driving force becomes slow when the assist force decreases during the second pedaling period. 13. The control device according to any one of claims 10 to 12, wherein said predetermined variable is a variable relating to an average value of said predicted values, said predicted value, and said second pedaling period. The control unit
configured to calculate the first target value based on the value obtained by multiplying the predicted value by a second predetermined value and the predetermined variable,
The predetermined variable is determined such that a maximum peak value of the first target value in the second pedaling period is smaller than a maximum peak value of a value obtained by multiplying the predicted value by the second predetermined value. 14. A control device according to any one of claims 10 to 13, wherein The control unit
configured to calculate the first target value using an offset value,
15. A control device according to any one of the preceding claims, arranged to change the offset value if a predetermined condition is met. 16. The control device according to claim 15, wherein said predetermined condition is satisfied when a difference between said human power driving force and said predicted value in said second pedaling period is outside a first range. 17. The control unit according to any one of claims 1 to 16, wherein the control unit is configured to calculate the first target value so that the first target value is equal to or lower than an upper limit value according to the motor. controller. According to the average value of the human-powered driving force in the first pedaling period, the human-powered driving force in the first pedaling period, and the rotation angle of the crank of the human-powered vehicle in the first pedaling period , the control device according to any one of claims 1 to 17, wherein the predicted value is calculated. 19. A control apparatus according to any preceding claim, wherein the first pedaling period is a period during which the crank of the manpowered vehicle rotates through 360 degrees or more. 20. A control device according to any preceding claim, wherein the second pedaling period is a period during which the crank of the manpowered vehicle rotates through 360 degrees or more. 21. A control device as claimed in any preceding claim, wherein the length of the second pedaling period is equal to the length of the first pedaling period. 22. The control device according to any one of claims 1 to 21, further comprising a first detector that detects information regarding said first pedaling period and said second pedaling period.

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