TWI572522B - Motor drive control device and electric auxiliary vehicle - Google Patents
Motor drive control device and electric auxiliary vehicle Download PDFInfo
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- TWI572522B TWI572522B TW103104465A TW103104465A TWI572522B TW I572522 B TWI572522 B TW I572522B TW 103104465 A TW103104465 A TW 103104465A TW 103104465 A TW103104465 A TW 103104465A TW I572522 B TWI572522 B TW I572522B
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Description
本發明係關於一種馬達之回充控制技術。 The present invention relates to a motor backfill control technique.
於使用電池之電力驅動馬達之電動腳踏車等電動輔助車中存在使用如下技術者,即,於制動桿設置感測器,藉由根據搭乘者之制動之操作使馬達進行回充動作而將車輛之動能回收至電池,從而增加行駛距離。 In a power-assisted vehicle such as an electric bicycle using an electric drive motor for a battery, there is a technique in which a sensor is provided on the brake lever, and the motor is recharged according to the operation of the brake of the rider. Kinetic energy is recycled to the battery, increasing the distance traveled.
又,於腳踏車之情形時,由於與汽車或機車不同,並無引擎制動,故而於較長之下坡路上因過度加速而使人感到危險,因此藉由制動操作而控制速度。然而,此種制動操作存在如下問題,即,對於搭乘者而言較為繁瑣,或因連續之制動操作而使手感到疲勞。 Moreover, in the case of a bicycle, since there is no engine braking unlike a car or a locomotive, the upper downhill road is dangerous due to excessive acceleration, so the speed is controlled by the brake operation. However, such a brake operation has a problem that it is cumbersome for the rider or fatigued by the continuous brake operation.
另一方面,雖藉由制動操作可控制回充制動,但存在操作較為繁瑣,及藉由一般之制動操作檢測裝置僅能檢測出制動正在操作或未被操作之2種狀態而難以調整為搭乘者所期望之回充制動力的問題。 On the other hand, although the recharging brake can be controlled by the brake operation, there is a cumbersome operation, and it is difficult to adjust to the boarding by the general brake operation detecting device which can detect only two states in which the brake is being operated or not being operated. The problem of recharging the braking force that is expected.
進而,亦存在如下之先前技術,即,根據制動鐵絲(brake wire)之張力或制動桿之位置而偵測類比性制動操作信號,並與此相應地進行回充制動力之控制。然而,存在如下等問題:制動鐵絲經過長年之拉伸,或者無法良好地進行控制回充制動力之制動操作量與機械制動之動作點之匹配,而於高效率地進行回充制動前機械制動作動,從而將能量以熱之形式廢棄。 Further, there is also a prior art in which the analog brake operation signal is detected based on the tension of the brake wire or the position of the brake lever, and accordingly, the control of the recharge braking force is performed. However, there are problems such as the fact that the brake wire is stretched over a long period of time, or the brake operation amount for controlling the recharge braking force is not well matched with the action point of the mechanical brake, and the mechanical brake is performed before the recharge braking with high efficiency. Actuate to discard energy in the form of heat.
進而,於電動腳踏車等電動輔助車亦存在依據預先進行之設定 自動地進行回充制動之技術,但預先進行之設定未必遵循搭乘者之意圖。即,例如於較長之下坡路上搭乘者感到舒適之速度因道路寬度或天氣狀況、搭乘者之身體狀況等而變化。因此,根據搭乘者不同而有進行如感到壓力之過度之減速、或相反地減速不充分而感到危險之情形。 Furthermore, there are also pre-set settings for electric assist vehicles such as electric bicycles. The technique of recharging and recharging is performed automatically, but the setting in advance does not necessarily follow the intention of the rider. That is, for example, the speed at which the rider feels comfortable on the long downhill road changes depending on the road width, the weather condition, the physical condition of the rider, and the like. Therefore, depending on the rider, there is a case where the excessive deceleration of the pressure is felt, or the deceleration is not sufficient, and the risk is felt.
[專利文獻1]日本專利特開2010-35376號公報 [Patent Document 1] Japanese Patent Laid-Open Publication No. 2010-35376
[專利文獻2]日本專利特開2011-83081號公報 [Patent Document 2] Japanese Patent Laid-Open Publication No. 2011-83081
因此,本發明之目的就一方面而言在於提供一種用以使回充制動力根據搭乘者之意圖發揮作用之技術。 Accordingly, an object of the present invention is to provide a technique for causing a recharge braking force to function according to a rider's intention.
本發明之馬達驅動控制裝置包含:(A)驅動控制部,其控制馬達之驅動;及(B)回充控制部,其於自偵測踏板之旋轉方向之踏板旋轉感測器接收到表示上述踏板之旋轉方向為反轉之信號之情形時,指示驅動控制部開始回充。若如此,則搭乘者可容易地指示回充開始。 The motor drive control device of the present invention includes: (A) a drive control unit that controls driving of the motor; and (B) a chargeback control unit that receives the above-described pedal rotation sensor from the rotation direction of the detection pedal to indicate the above When the rotation direction of the pedal is a reverse signal, the drive control unit is instructed to start charging back. If so, the rider can easily instruct the start of the chargeback.
又,亦可為,上述回充控制部於指示開始回充後,在自踏板旋轉感測器接收到表示踏板之旋轉方向為正轉之信號之情形時,指示驅動控制部停止上述回充。若如此,則搭乘者可容易地指示回充停止。 Moreover, the recharge control unit may instruct the drive control unit to stop the recharging when receiving a signal indicating that the rotation direction of the pedal is a normal rotation from the pedal rotation sensor after instructing to start recharging. If so, the rider can easily instruct the chargeback to stop.
進而,亦可為,上述回充控制部於指示開始上述回充後,在自轉矩感測器接收到表示檢測到轉矩之信號情形時,指示驅動控制部停止上述回充。其原因在於,若於檢測到轉矩之情形時繼續回充,則搭乘者之負荷會增加。 Furthermore, the recharge control unit may instruct the drive control unit to stop the recharging when receiving a signal indicating that the torque is detected from the torque sensor after instructing to start the recharging. The reason is that if the charge is continued when the torque is detected, the load of the rider increases.
進而,亦可為,上述回充控制部包含控制係數算出部,該控制 係數算出部係於指示開始上述回充後,根據自踏板旋轉感測器獲得之踏板之旋轉量及踏板之旋轉方向,算出相對於回充目標量之控制係數。於此情形時,亦可為,驅動控制部根據回充目標量及控制係數而控制馬達之驅動。若如此,則搭乘者可適當地調整回充之強度。 Furthermore, the chargeback control unit may include a control coefficient calculation unit that controls The coefficient calculation unit calculates a control coefficient with respect to the refill target amount based on the amount of rotation of the pedal obtained from the pedal rotation sensor and the rotation direction of the pedal after the start of the above-described recharging. In this case, the drive control unit may control the driving of the motor based on the refill target amount and the control coefficient. If so, the rider can appropriately adjust the strength of the recharge.
又,亦可為,上述回充控制部包含控制係數算出部,該控制係數算出部係於指示開始上述回充後,在自踏板旋轉感測器獲得之踏板之旋轉方向為反轉之情形時,根據自踏板旋轉感測器獲得之踏板之旋轉量而使相對於回充目標量之控制係數增加,在自踏板旋轉感測器獲得之踏板之旋轉方向為正轉之情形時,根據自踏板旋轉感測器獲得之踏板之旋轉量而使控制係數減少。於此情形時,亦可為,驅動控制部根據回充目標量及控制係數而控制馬達之驅動。若如此,則搭乘者可適當地調整回充之強度。 Moreover, the recharge control unit may include a control coefficient calculation unit that is configured to invert the rotation direction of the pedal obtained from the pedal rotation sensor after instructing to start the recharging. According to the rotation amount of the pedal obtained from the pedal rotation sensor, the control coefficient with respect to the refill target amount is increased, and when the rotation direction of the pedal obtained from the pedal rotation sensor is forward rotation, according to the self-pedal The rotation sensor obtains the amount of rotation of the pedal to reduce the control coefficient. In this case, the drive control unit may control the driving of the motor based on the refill target amount and the control coefficient. If so, the rider can appropriately adjust the strength of the recharge.
亦可為,上述回充控制部於指示開始上述回充後,在自轉矩感測器接收到表示檢測到轉矩之信號之情形時,指示驅動控制部停止上述回充。若如此,則於即便在回充控制量之調整中亦必需推進力之情形時,可減輕搭乘者之負荷。 The recharge control unit may instruct the drive control unit to stop the recharging when receiving a signal indicating that the torque is detected from the torque sensor after instructing to start the recharging. In this case, the load of the rider can be reduced even when the thrust force is required in the adjustment of the chargeback control amount.
再者,亦存在踏板旋轉感測器與轉矩感測器為一體之情形。即,並不取決於感測器之形態。進而,亦可為具有此種馬達驅動控制裝置之電動輔助車。 Furthermore, there are also cases where the pedal rotation sensor and the torque sensor are integrated. That is, it does not depend on the form of the sensor. Further, it may be an electric assist vehicle having such a motor drive control device.
再者,可寫成用以使微處理器實施如上所述之處理之程式,該程式係儲存於例如軟碟、CD-ROM(Compact Disc Read Only Memory,光碟唯讀記憶體)等光碟、磁光碟、半導體記憶體(例如ROM(Read Only Memory,唯讀記憶體))、硬碟等電腦可讀取記憶媒體或記憶裝置。再者,對於處理中途之資料,暫時保管於RAM(Random Access Memory,隨機存取記憶體)等記憶裝置。 Furthermore, it can be written as a program for causing the microprocessor to perform the processing as described above, and the program is stored in a disc or a magneto-optical disc such as a floppy disk, a CD-ROM (Compact Disc Read Only Memory), or the like. A semiconductor memory (such as a ROM (Read Only Memory)) or a hard disk can read a memory medium or a memory device. Further, the data in the middle of processing is temporarily stored in a memory device such as a RAM (Random Access Memory).
根據一方面,回充制動力根據搭乘者之意圖發揮作用。 According to one aspect, the recharging braking force acts according to the intention of the rider.
1‧‧‧具備馬達之腳踏車 1‧‧‧Motorcycle with motor
101‧‧‧二次電池 101‧‧‧Secondary battery
102‧‧‧馬達驅動控制器 102‧‧‧Motor drive controller
103‧‧‧轉矩感測器 103‧‧‧Torque Sensor
104a‧‧‧制動感測器 104a‧‧‧Brake sensor
104b‧‧‧制動感測器 104b‧‧‧Brake sensor
105‧‧‧馬達 105‧‧‧Motor
107‧‧‧踏板旋轉感測器 107‧‧‧ pedal rotation sensor
1020‧‧‧控制器 1020‧‧‧ Controller
1021‧‧‧運算部 1021‧‧‧ Computing Department
1023‧‧‧踏板旋轉輸入部 1023‧‧‧ pedal rotation input
1024‧‧‧車速輸入部 1024‧‧‧Speed input section
1025‧‧‧可變延遲電路 1025‧‧‧Variable delay circuit
1026‧‧‧馬達驅動時序產生部 1026‧‧‧Motor drive timing generation unit
1027‧‧‧轉矩輸入部 1027‧‧‧Torque input section
1028‧‧‧制動輸入部 1028‧‧‧Brake input
1029‧‧‧AD輸入部 1029‧‧‧AD input section
1030‧‧‧FET橋接器 1030‧‧‧FET Bridge
1201‧‧‧控制係數輸出部 1201‧‧‧Control coefficient output
1202‧‧‧回充目標算出部 1202‧‧‧Recharge Target Calculation Department
1203‧‧‧乘法器 1203‧‧‧Multiplier
1204‧‧‧PWM碼產生部 1204‧‧‧PWM code generation department
1210‧‧‧控制係數算出部 1210‧‧‧Control coefficient calculation unit
1211‧‧‧控制有效最終判定部 1211‧‧‧Control effective final judgment department
4501‧‧‧RAM 4501‧‧‧RAM
4503‧‧‧處理器 4503‧‧‧ Processor
4507‧‧‧ROM 4507‧‧‧ROM
4515‧‧‧感測器群 4515‧‧‧ Sensor Group
4519‧‧‧匯流排 4519‧‧‧ Busbar
10211‧‧‧記憶體 10211‧‧‧ memory
HU‧‧‧U相之霍耳信號 HU‧‧‧U phase of the Hall signal
HV‧‧‧V相之霍耳信號 HV‧‧‧V phase Hall signal
HW‧‧‧W相之霍耳信號 HW‧‧‧W phase of the Hall signal
HU_In‧‧‧U相之調整後霍耳信號 Adjusted Hall signal of HU_In‧‧‧U phase
HV_In‧‧‧V相之調整後霍耳信號 Adjusted Hall signal for HV_In‧‧‧V phase
HW_In‧‧‧W相之調整後霍耳信號 HW_In‧‧‧W phase adjusted Hall signal
S1‧‧‧步驟 S1‧‧‧ steps
S3‧‧‧步驟 S3‧‧‧ steps
S5‧‧‧步驟 S5‧‧ steps
S7‧‧‧步驟 S7‧‧ steps
S9‧‧‧步驟 S9‧‧ steps
S11‧‧‧步驟 S11‧‧ steps
S13‧‧‧步驟 S13‧‧‧ steps
S17‧‧‧步驟 S17‧‧‧ steps
S19‧‧‧步驟 S19‧‧‧Steps
S21‧‧‧步驟 S21‧‧‧ steps
S23‧‧‧步驟 S23‧‧‧Steps
S25‧‧‧步驟 S25‧‧‧ steps
S27‧‧‧步驟 S27‧‧‧Steps
S29‧‧‧步驟 S29‧‧‧Steps
S31‧‧‧步驟 S31‧‧‧Steps
T1‧‧‧時間 T1‧‧‧ time
T2‧‧‧時間 T2‧‧‧ time
t‧‧‧時間 t‧‧‧Time
t1‧‧‧時刻 Time t1‧‧‧
t2‧‧‧時刻 Time t2‧‧‧
t3‧‧‧時刻 Time t3‧‧‧
t4‧‧‧時刻 Time t4‧‧‧
t11‧‧‧時刻 T11‧‧‧ moment
t12‧‧‧時刻 Time t12‧‧‧
t13‧‧‧時刻 T13‧‧‧ moment
t14‧‧‧時刻 Time t14‧‧‧
t15‧‧‧時刻 Time t15‧‧‧
t16‧‧‧時刻 Time t16‧‧‧
t17‧‧‧時刻 Time t17‧‧‧
t21‧‧‧時刻 T21‧‧‧ moment
t22‧‧‧時刻 Time t22‧‧‧
t23‧‧‧時刻 Time t23‧‧‧
t24‧‧‧時刻 Time t24‧‧‧
t25‧‧‧時刻 Time t25‧‧‧
t31‧‧‧時刻 T31‧‧‧ moment
t32‧‧‧時刻 T32‧‧‧ moment
t33‧‧‧時刻 Time t33‧‧‧
t34‧‧‧時刻 T34‧‧‧ moment
U_HS‧‧‧閘極信號 U_HS‧‧‧gate signal
U_LS‧‧‧閘極信號 U_LS‧‧‧gate signal
V_HS‧‧‧閘極信號 V_HS‧‧‧ gate signal
V_LS‧‧‧閘極信號 V_LS‧‧‧gate signal
W_HS‧‧‧閘極信號 W_HS‧‧‧gate signal
W_LS‧‧‧閘極信號 W_LS‧‧‧gate signal
θ‧‧‧踏板反向旋轉累積量(相位角) Θ‧‧‧ pedal reverse rotation cumulative amount (phase angle)
θ1‧‧‧值 Θ1‧‧‧ value
圖1係表示具備馬達之腳踏車之外觀之圖。 Fig. 1 is a view showing the appearance of a bicycle equipped with a motor.
圖2係馬達驅動控制器之功能方塊圖。 Figure 2 is a functional block diagram of the motor drive controller.
圖3(a)至(l)係用以說明馬達驅動之基本動作之波形圖。 3(a) to (l) are waveform diagrams for explaining the basic operation of the motor drive.
圖4係第1實施形態之運算部之功能方塊圖。 Fig. 4 is a functional block diagram of a computing unit according to the first embodiment.
圖5係表示與速度相應之最高效率回充電力之圖。 Figure 5 is a graph showing the highest efficiency recharge power corresponding to the speed.
圖6係表示速度與目標回充量之關係之圖。 Fig. 6 is a graph showing the relationship between the speed and the target recharge amount.
圖7係表示第1實施形態之控制係數之時間變化之一例的圖。 Fig. 7 is a view showing an example of temporal changes in the control coefficient in the first embodiment.
圖8係表示第1實施形態之控制係數之時間變化之一例的圖。 Fig. 8 is a view showing an example of temporal changes in the control coefficient in the first embodiment.
圖9係表示第2實施形態之控制係數與踏板反向旋轉累積量之關係之圖。 Fig. 9 is a view showing the relationship between the control coefficient and the cumulative amount of reverse pedal rotation in the second embodiment.
圖10係第2實施形態之運算部之功能方塊圖。 Fig. 10 is a functional block diagram of a computing unit in the second embodiment.
圖11係表示主要之處理流程之圖。 Figure 11 is a diagram showing the main processing flow.
圖12係表示主要之處理流程之圖。 Figure 12 is a diagram showing the main processing flow.
圖13(a)至(d)係表示回充控制之一例之圖。 13(a) to (d) are diagrams showing an example of the recharge control.
圖14(a)至(f)係表示回充控制之一例之圖。 14(a) to (f) are diagrams showing an example of the recharge control.
圖15(a)至(f)係表示回充控制之一例之圖。 15(a) to (f) are diagrams showing an example of the recharge control.
圖16係利用微處理器實施之情形之功能方塊圖。 Figure 16 is a functional block diagram of a situation implemented using a microprocessor.
圖1係表示本實施形態中之電動輔助車即具備馬達之腳踏車之一例的外觀圖。該具備馬達之腳踏車1搭載有馬達驅動裝置。馬達驅動裝置包含二次電池101、馬達驅動控制器102、轉矩感測器103、制動感測器104a及104b、馬達105、及踏板旋轉感測器107。再者,於圖1中雖未示出,但馬達驅動裝置亦存在準備有指示進展模式(shape-up mode)之按鈕等之情形。 Fig. 1 is an external view showing an example of a bicycle equipped with a motor, which is an electric assist vehicle according to the present embodiment. The motor-equipped bicycle 1 is equipped with a motor drive device. The motor driving device includes a secondary battery 101, a motor drive controller 102, a torque sensor 103, brake sensors 104a and 104b, a motor 105, and a pedal rotation sensor 107. Furthermore, although not shown in FIG. 1, the motor drive device is also prepared to have an indication of a progress mode (shape-up). Mode) button etc.
二次電池101係例如供給最大電壓(充滿電時之電壓)為24V之鋰離子二次電池,亦可為其他種類之電池、例如鋰離子聚合物二次電池、鎳氫蓄電池等。 The secondary battery 101 is, for example, a lithium ion secondary battery that supplies a maximum voltage (voltage at the time of full charge) of 24 V, and may be another type of battery, for example, a lithium ion polymer secondary battery, a nickel hydrogen storage battery, or the like.
轉矩感測器103係設置於安裝在曲柄軸之輪上,檢測搭乘者之踏板之踏力,並將該檢測結果輸出至馬達驅動控制器102。踏板旋轉感測器107係與轉矩感測器103同樣地,設置於安裝在曲柄軸之輪上,並將與旋轉相應之信號輸出至馬達驅動控制器102。再者,踏板旋轉感測器107除了旋轉相位角以外,亦可對踏板之正轉或反轉等旋轉方向進行檢測。 The torque sensor 103 is disposed on a wheel mounted on the crankshaft, detects the pedaling force of the pedal of the rider, and outputs the detection result to the motor drive controller 102. Similarly to the torque sensor 103, the pedal rotation sensor 107 is provided on a wheel mounted on a crankshaft, and outputs a signal corresponding to the rotation to the motor drive controller 102. Further, the pedal rotation sensor 107 can detect the rotation direction such as the forward rotation or the reverse rotation of the pedal in addition to the rotation phase angle.
馬達105係例如周知之三相直流無刷馬達,且安裝於例如具備馬達之.腳踏車1之前輪。馬達105使前輪旋轉,並且以轉子隨著前輪之旋轉而旋轉之方式將轉子連結於前輪。進而,馬達105具備霍耳元件等旋轉感測器,將轉子之旋轉資訊(即霍耳信號)輸出至馬達驅動控制器102。 The motor 105 is, for example, a well-known three-phase DC brushless motor, and is attached to, for example, a front wheel of a bicycle 1 having a motor. The motor 105 rotates the front wheel and couples the rotor to the front wheel in such a manner that the rotor rotates as the front wheel rotates. Further, the motor 105 is provided with a rotation sensor such as a Hall element, and outputs rotation information of the rotor (that is, a Hall signal) to the motor drive controller 102.
將與此種具備馬達之腳踏車1之馬達驅動控制器102相關之構成示於圖2。馬達驅動控制器102包含控制器1020、及FET(Field Effect Transistor,場效電晶體)橋接器1030。於FET橋接器1030中包含對於馬達105之U相進行開關之高側FET(Suh)及低側FET(Sul)、對於馬達105之V相進行開關之高側FET(Svh)及低側FET(Svl)、及對於馬達105之W相進行開關之高側FET(Swh)及低側FET(Swl)。該FET橋接器1030構成互補型開關放大器之一部分。 The configuration relating to the motor drive controller 102 of the bicycle 1 having the motor is shown in Fig. 2 . The motor drive controller 102 includes a controller 1020 and a FET (Field Effect Transistor) bridge 1030. The FET bridge 1030 includes a high side FET (Suh) and a low side FET (Sul) that switch the U phase of the motor 105, a high side FET (Svh) that switches the V phase of the motor 105, and a low side FET ( Svl), and a high side FET (Swh) and a low side FET (Swl) that switch the W phase of the motor 105. The FET bridge 1030 forms part of a complementary switching amplifier.
又,控制器1020包含運算部1021、踏板旋轉輸入部1023、車速輸入部1024、可變延遲電路1025、馬達驅動時序產生部1026、轉矩輸入部1027、制動輸入部1028、及AD(Analog-Digital,類比-數位)輸入部1029。 Further, the controller 1020 includes a calculation unit 1021, a pedal rotation input unit 1023, a vehicle speed input unit 1024, a variable delay circuit 1025, a motor drive timing generation unit 1026, a torque input unit 1027, a brake input unit 1028, and AD (Analog- Digital, analog-digit) input unit 1029.
運算部1021使用自踏板旋轉輸入部1023之輸入、自車速輸入部1024之輸入、自轉矩輸入部1027之輸入、自制動輸入部1028之輸入、及自AD(Analog-Digital)輸入部1029之輸入進行以下所述之運算,並對馬達驅動時序產生部1026及可變延遲電路1025進行輸出。再者,運算部1021包含記憶體10211,記憶體10211儲存用於運算之各種資料及處理中途之資料等。進而,運算部1021亦存在藉由處理器執行程式而實現之情形,於此情形時亦存在將該程式記錄於記憶體10211之情形。 The calculation unit 1021 uses the input from the pedal rotation input unit 1023, the input from the vehicle speed input unit 1024, the input from the torque input unit 1027, the input from the brake input unit 1028, and the input from the AD (Analog-Digital) input unit 1029. The calculation is performed as follows, and the motor drive timing generation unit 1026 and the variable delay circuit 1025 are output. Furthermore, the computing unit 1021 includes a memory 10211, and the memory 10211 stores various data for calculation and data in the middle of processing. Further, the computing unit 1021 also has a case where the program is executed by the processor. In this case, the program is recorded in the memory 10211.
踏板旋轉輸入部1023將來自踏板旋轉感測器107之表示踏板旋轉相位角及旋轉方向之信號數位化並輸入至運算部1021。車速輸入部1024根據馬達105輸出之霍耳信號算出當前車速,並將其輸出至運算部1021。轉矩輸入部1027將來自轉矩感測器103之相當於踏力之信號數位化並輸出至運算部1021。制動輸入部1028根據來自制動感測器104a及104b之信號,將表示自制動感測器104a及104b之任一者均未接收到接通信號之未制動狀態、及自制動感測器104a或104b接收到接通信號之制動狀態之任一者的信號輸出至運算部1021。AD輸入部1029將來自二次電池101之輸出電壓數位化並輸出至運算部1021。又,記憶體10211亦存在與運算部1021分開設置之情形。 The pedal rotation input unit 1023 digitizes the signal indicating the pedal rotation phase angle and the rotation direction from the pedal rotation sensor 107 and inputs it to the calculation unit 1021. The vehicle speed input unit 1024 calculates the current vehicle speed based on the Hall signal output from the motor 105, and outputs it to the computing unit 1021. The torque input unit 1027 digitizes the signal corresponding to the pedaling force from the torque sensor 103 and outputs it to the calculation unit 1021. The brake input unit 1028 receives an un-braking state indicating that none of the self-braking sensors 104a and 104b has received the ON signal, and receives the self-braking sensor 104a or 104b based on signals from the brake sensors 104a and 104b. A signal to any of the braking states of the ON signal is output to the computing unit 1021. The AD input unit 1029 digitizes the output voltage from the secondary battery 101 and outputs it to the arithmetic unit 1021. Further, the memory 10211 is also provided separately from the computing unit 1021.
運算部1021將進角值作為運算結果輸出至可變延遲電路1025。可變延遲電路1025基於自運算部1021接收之進角值而調整霍耳信號之相位,並將其輸出至馬達驅動時序產生部1026。運算部1021將例如相當於PWM(Pulse Width Modulation,脈衝寬度調變)之工作週期比之PWM碼作為運算結果輸出至馬達驅動時序產生部1026。馬達驅動時序產生部1026基於來自可變延遲電路1025之調整後之霍耳信號及來自運算部1021之PWM碼,產生對於FET橋接器1030中所包含之各FET之開關信號並將其等輸出。 The calculation unit 1021 outputs the advance angle value as a calculation result to the variable delay circuit 1025. The variable delay circuit 1025 adjusts the phase of the Hall signal based on the advance angle value received from the arithmetic unit 1021, and outputs it to the motor drive timing generating portion 1026. The calculation unit 1021 outputs, for example, a duty cycle corresponding to PWM (Pulse Width Modulation) to the motor drive timing generation unit 1026 as a calculation result. The motor drive timing generating unit 1026 generates a switching signal for each FET included in the FET bridge 1030 based on the adjusted Hall signal from the variable delay circuit 1025 and the PWM code from the arithmetic unit 1021, and outputs the same.
使用圖3(a)至(l)對圖2所示之構成之馬達驅動之基本動作進行說明。圖3(a)表示馬達105輸出之U相之霍耳信號HU,圖3(b)表示馬達105輸出之V相之霍耳信號HV,圖3(c)表示馬達105輸出之W相之霍耳信號HW。如此,霍耳信號表示馬達之旋轉相位。再者,此處並非將旋轉相位以連續值之形式獲得,亦可藉由其他感測器等獲得。如下所述般,於本實施形態中,以如圖3(a)至(c)所示般於稍微超前之相位輸出霍耳信號之方式設置馬達105之霍耳元件並使其可由可變延遲電路1025調整。因此,將如圖3(d)所示之U相之調整後霍耳信號HU_In自可變延遲電路1025輸出至馬達驅動時序產生部1026,將如圖3(e)所示之V相之調整後霍耳信號HV_In自可變延遲電路1025輸出至馬達驅動時序產生部1026,將如圖3(f)所示之W相之調整後霍耳信號HW_In自可變延遲電路1025輸出至馬達驅動時序產生部1026。 The basic operation of the motor drive of the configuration shown in Fig. 2 will be described with reference to Figs. 3(a) to (l). Fig. 3(a) shows the U-phase Hall signal HU outputted by the motor 105, Fig. 3(b) shows the V-phase Hall signal HV outputted by the motor 105, and Fig. 3(c) shows the W-phase of the motor 105 output. Ear signal HW. As such, the Hall signal represents the rotational phase of the motor. Furthermore, the rotational phase is not obtained in the form of continuous values, but can also be obtained by other sensors or the like. As described below, in the present embodiment, the Hall element of the motor 105 is provided in such a manner as to output the Hall signal in a slightly advanced phase as shown in Figs. 3(a) to (c), and the variable element can be made variable. Circuit 1025 is adjusted. Therefore, the U-phase adjusted Hall signal HU_In as shown in FIG. 3(d) is output from the variable delay circuit 1025 to the motor drive timing generating portion 1026, and the V-phase adjustment as shown in FIG. 3(e) is performed. The rear Hall signal HV_In is output from the variable delay circuit 1025 to the motor drive timing generating portion 1026, and the W-phase adjusted Hall signal HW_In shown in FIG. 3(f) is output from the variable delay circuit 1025 to the motor drive timing. The generating unit 1026.
再者,將霍耳信號1週期作為電角度360度,並分成6個相。 Furthermore, the Hall signal is cycled as an electrical angle of 360 degrees and divided into six phases.
又,如圖3(g)至(i)所示,於U相之端子產生所謂Motor_U反電動勢之反電動勢電壓,於V相之端子產生所謂Motor_V反電動勢之反電動勢電壓,於W相之端子產生所謂Motor_W反電動勢之反電動勢電壓。為了使相位對照此種馬達反電動勢電壓地賦予驅動電壓而驅動馬達105,而將如圖3(j)至(l)所示之開關信號輸出至FET橋接器1030之各FET之閘極。圖3(j)之U_HS表示U相之高側FET(Suh)之閘極信號,U_LS表示U相之低側FET(Sul)之閘極信號。PWM及「/PWM」以與作為運算部1021之運算結果之PWM碼相應之工作週期比表示接通/斷開之時間,由於為互補型,故而若PWM接通,則/PWM斷開,若PWM斷開,則/PWM接通。低側FET(Sul)之「On」之區間始終接通。圖3(k)之V_HS表示V相之高側FET(Svh)之閘極信號,V_LS表示V相之低側FET(Svl)之閘極信號。符號之含義與圖3(j)相同。進而,圖3(l)之W_HS表示W相之高側FET(Swh)之閘極信號,W_LS表示W相之低側 FET(Swl)之閘極信號。符號之含義與圖3(j)相同。 Further, as shown in Figs. 3(g) to (i), a counter electromotive voltage of a so-called Motor_U counter electromotive force is generated at a terminal of the U phase, and a counter electromotive voltage of a so-called Motor_V counter electromotive force is generated at a terminal of the V phase, and a terminal of the W phase is formed. A counter electromotive voltage of the so-called Motor_W counter electromotive force is generated. In order to drive the motor 105 in response to the phase of the motor back electromotive force voltage, the switching signals shown in FIGS. 3(j) to (l) are output to the gates of the FETs of the FET bridge 1030. U_HS of Fig. 3(j) represents the gate signal of the high side FET (Suh) of the U phase, and U_LS represents the gate signal of the low side FET (Sul) of the U phase. The PWM and "/PWM" indicate that the ON/OFF time corresponds to the ON/OFF time corresponding to the PWM code which is the result of the calculation by the arithmetic unit 1021. Since the PWM is turned on, the /PWM is turned off. When the PWM is off, /PWM is turned on. The "On" section of the low side FET (Sul) is always on. V_HS of Fig. 3(k) represents the gate signal of the high side FET (Svh) of the V phase, and V_LS represents the gate signal of the low side FET (Svl) of the V phase. The meaning of the symbol is the same as that of Fig. 3(j). Further, W_HS of FIG. 3(l) represents the gate signal of the W-phase high side FET (Swh), and W_LS represents the low side of the W phase. Gate signal of FET (Swl). The meaning of the symbol is the same as that of Fig. 3(j).
如此,U相之FET(Suh及Sul)於相1及2進行PWM之開關,U相之低側FET(Sul)於相4及5接通。又,V相之FET(Svh及Svl)於相3及4進行PWM之開關,V相之低側FET(Svl)於相6及1接通。進而,W相之FET(Swh及Swl)於相5及6進行PWM之開關,W相之低側FET(Swl)於相2及3接通。 Thus, the U-phase FETs (Suh and Sul) are PWM-switched in phases 1 and 2, and the U-phase low-side FETs (Sul) are turned on in phases 4 and 5. Further, the V-phase FETs (Svh and Svl) are PWM-switched in phases 3 and 4, and the V-phase low-side FETs (Sv1) are turned on in phases 6 and 1. Further, the W-phase FETs (Swh and Sw1) are PWM-switched in phases 5 and 6, and the W-phase low-side FETs (Swl) are turned on in phases 2 and 3.
若輸出此種信號並適當地控制工作週期比,則可以所需轉矩驅動馬達105。 If such a signal is output and the duty cycle ratio is appropriately controlled, the motor 105 can be driven with the required torque.
其次,將本實施形態之運算部1021之功能方塊圖示於圖4。如圖4所示,運算部1021包含控制係數輸出部1201、回充目標算出部1202、乘法器1203、及PWM碼產生部1204。再者,乘法器1203及PWM碼產生部1204作為PWM控制部動作。 Next, a functional block diagram of the computing unit 1021 of the present embodiment is shown in FIG. As shown in FIG. 4, the calculation unit 1021 includes a control coefficient output unit 1201, a refill target calculation unit 1202, a multiplier 1203, and a PWM code generation unit 1204. Furthermore, the multiplier 1203 and the PWM code generating unit 1204 operate as a PWM control unit.
控制係數輸出部1201將根據來自踏板旋轉輸入部1023之踏板之旋轉方向而如下文所述之控制係數輸出至乘法器1203。又,回充目標算出部1202根據來自車速輸入部1024之車速等算出回充目標量,並輸出至乘法器1203。乘法器1203將控制係數與回充目標量相乘並將相乘結果輸出至PWM碼產生部1204。PWM碼產生部1204根據來自乘法器1203之輸出及車速等,產生相當於PWM之工作週期比之PWM碼,並將其輸出至馬達驅動時序產生部1026。 The control coefficient output unit 1201 outputs a control coefficient as described below to the multiplier 1203 based on the rotation direction of the pedal from the pedal rotation input unit 1023. Further, the refilling target calculation unit 1202 calculates a refill target amount based on the vehicle speed or the like from the vehicle speed input unit 1024, and outputs it to the multiplier 1203. The multiplier 1203 multiplies the control coefficient by the recharge target amount and outputs the multiplied result to the PWM code generating portion 1204. The PWM code generation unit 1204 generates a PWM code corresponding to the PWM duty cycle ratio based on the output from the multiplier 1203, the vehicle speed, and the like, and outputs it to the motor drive timing generation unit 1026.
如上所述,回充目標算出部1202根據車速等算出回充目標量。例如,如圖5所示,根據車速決定回充效率最大之電能,如圖6所示,較佳為例如根據車速設定回充目標量,以便產生如此般回充效率最大之電能。但,關於回充目標量,對電能、工作週期比、轉矩、電流量等PWM碼產生部1204中之運算所使用之單位之量進行設定。例如,於以轉矩單位進行運算之情形時,預先特定出如回充效率最大之轉矩與車速之關係,回充目標算出部1202根據當前之車速算出轉矩之目標 量。再者,若車速因制動而降低,則回充目標量亦減少。又,如圖6所示之曲線為一例,亦存在基於馬達或電池保護等觀點設定曲線之情形。 As described above, the refill target calculation unit 1202 calculates the refill target amount based on the vehicle speed or the like. For example, as shown in FIG. 5, the electric energy having the highest recharging efficiency is determined according to the vehicle speed. As shown in FIG. 6, it is preferable to set the recharging target amount according to the vehicle speed, for example, in order to generate electric energy having the highest recharging efficiency. However, regarding the refill target amount, the amount of the unit used for the calculation in the PWM code generating unit 1204 such as the electric energy, the duty cycle ratio, the torque, and the current amount is set. For example, when calculating in the torque unit, the relationship between the torque having the highest recharging efficiency and the vehicle speed is specified in advance, and the refilling target calculation unit 1202 calculates the target of the torque based on the current vehicle speed. the amount. Furthermore, if the vehicle speed is lowered by braking, the target amount of recharging is also reduced. Moreover, the curve shown in FIG. 6 is an example, and there is also a case where a curve is set based on the viewpoint of a motor or a battery protection.
乘法器1203將自控制係數輸出部1201輸出之控制係數之值C與自回充目標算出部1202輸出之回充目標量V相乘,並將C×V輸出至PWM碼產生部1204。PWM碼產生部1204根據車速等及C×V產生與工作週期比相應之PWM碼。例如,若V為轉矩,則C×V亦成為轉矩,故而根據轉矩C×V及與車速相應之轉矩,並藉由例如轉換係數等轉換為PWM碼。 The multiplier 1203 multiplies the value C of the control coefficient output from the control coefficient output unit 1201 by the recharge target amount V output from the recharge target calculation unit 1202, and outputs C×V to the PWM code generation unit 1204. The PWM code generating unit 1204 generates a PWM code corresponding to the duty ratio according to the vehicle speed or the like and C × V. For example, if V is a torque, C×V also becomes a torque, and therefore, based on the torque C×V and the torque corresponding to the vehicle speed, it is converted into a PWM code by, for example, a conversion coefficient.
其次,使用圖7及圖8對由控制係數輸出部1201輸出之控制係數進行說明。於圖7中表示時間t與控制係數之關係。於本實施形態中,若基於來自踏板旋轉感測器107之信號,踏板旋轉輸入部1023檢測到搭乘者使踏板向反方向旋轉,則控制係數輸出部1201將控制係數設定為上限值。而且,於來自踏板旋轉輸入部1023之信號表示使踏板固定或進而向反方向旋轉之情形時,控制係數輸出部1201不使控制係數之值變化。其後,若檢測到搭乘者使踏板向正方向旋轉,則控制係數輸出部1201將控制係數設定為0。如此,搭乘者可根據踏板之旋轉方向簡單地指示回充動作之接通及斷開。 Next, the control coefficient outputted by the control coefficient output unit 1201 will be described with reference to FIGS. 7 and 8. The relationship between the time t and the control coefficient is shown in FIG. In the present embodiment, when the pedal rotation input unit 1023 detects that the rider has rotated the pedal in the reverse direction based on the signal from the pedal rotation sensor 107, the control coefficient output unit 1201 sets the control coefficient to the upper limit value. Further, when the signal from the pedal rotation input unit 1023 indicates that the pedal is fixed or further rotated in the reverse direction, the control coefficient output unit 1201 does not change the value of the control coefficient. Thereafter, when it is detected that the rider rotates the pedal in the forward direction, the control coefficient output unit 1201 sets the control coefficient to zero. In this way, the rider can simply indicate the turning on and off of the refilling operation according to the direction of rotation of the pedal.
但,若進行使回充控制量自最初起便為較大之值、或突然使回充控制量成為0等控制,則使搭乘者產生不適感。因此,較佳為如下之轉換速率(Slew Rate)控制,即,如圖8所示,若例如於時刻t1指示回充控制之開始,則控制係數之值例如花費時間T1逐漸上升,於時刻t2,控制係數之值達到上限值。同樣地,較佳為如下之轉換速率控制,即,即便於時刻t3指示回充控制之停止,亦使控制係數之值例如花費時間T2逐漸減少,於時刻t4,控制係數之值達到下限值。 However, if the back charge control amount is controlled to be a large value from the beginning or the back charge control amount is suddenly set to 0, the rider is made to feel uncomfortable. Therefore, it is preferable to control the slew rate as follows, that is, as shown in FIG. 8, if the start of the recharging control is indicated, for example, at time t1, the value of the control coefficient is gradually increased, for example, by time T1, at time t2. The value of the control coefficient reaches the upper limit. Similarly, the slew rate control is preferably such that even if the stopback control is stopped at time t3, the value of the control coefficient is gradually decreased, for example, by time T2, and at time t4, the value of the control coefficient reaches the lower limit. .
再者,於本實施形態中,控制係數之上限值假定為「1」,但亦 可設定「1」以上之數值。視情形亦存在控制係數之上限值可根據時間改變之情形。對於控制係數之下限值亦假定為「0」,但亦可設定「0」以外之值。視情形亦存在控制係數之下限值可根據時間改變之情形。 Furthermore, in the present embodiment, the upper limit of the control coefficient is assumed to be "1", but A value of "1" or more can be set. Depending on the situation, there is also a case where the upper limit of the control coefficient can be changed according to time. The lower limit of the control coefficient is also assumed to be "0", but a value other than "0" can also be set. Depending on the situation, there are also cases where the lower limit of the control coefficient can be changed according to time.
如上所述,於本實施形態中,可實現如下情況,即,若檢測到搭乘者之踏板之反向旋轉之現象則開始回充動作,於回充動作開始後若檢測到所謂踏板之正向旋轉之情況則停止回充動作。即,根據搭乘者之意圖進行回充動作。 As described above, in the present embodiment, it is possible to start the refill operation when the reverse rotation of the pedal of the rider is detected, and the so-called pedal forward is detected after the start of the refill operation. In the case of rotation, the refill action is stopped. That is, the refilling operation is performed according to the intention of the rider.
於第1實施形態中表示了僅可進行回充動作之接通及斷開之例,但於本實施形態中,可進行更加符合搭乘者之意圖之回充控制量之設定。 In the first embodiment, an example in which the recharging operation can be turned on and off is shown. However, in the present embodiment, the setting of the refilling control amount more in line with the intention of the rider can be performed.
具體而言,設定如圖9所示之控制係數。即,於圖9之例中,橫軸表示踏板反向旋轉累積量(相位角)θ,縱軸表示控制係數。如此,於到達某一固定之值θ1之前控制係數與踏板反向旋轉累積量之增加成比例地增加。此時之斜率為(控制係數上限值)/θ1。而且,若踏板反向旋轉累積量達到θ1,控制係數達到上限值,則即便踏板反向旋轉累積量增加,控制係數亦固定為上限值。再者,於由踏板旋轉感測器107進行之旋轉相位角之檢測分散之情形時,控制係數以如由虛線描繪之形狀逐步(step by step)增加。另一方面,若使踏板之旋轉方向朝向正方向反轉,則使控制係數與自該時間點起之踏板正向旋轉量(相位角)成比例地減少。 Specifically, the control coefficient as shown in FIG. 9 is set. That is, in the example of Fig. 9, the horizontal axis represents the pedal reverse rotation cumulative amount (phase angle) θ, and the vertical axis represents the control coefficient. Thus, the control coefficient increases in proportion to the increase in the cumulative amount of reverse pedal rotation before reaching a certain fixed value θ1. The slope at this time is (control coefficient upper limit) / θ1. Further, if the pedal reverse rotation cumulative amount reaches θ1 and the control coefficient reaches the upper limit value, the control coefficient is fixed to the upper limit value even if the pedal reverse rotation cumulative amount increases. Further, in the case where the detection of the rotational phase angle by the pedal rotation sensor 107 is dispersed, the control coefficient is increased step by step as the shape drawn by the broken line. On the other hand, if the rotation direction of the pedal is reversed in the positive direction, the control coefficient is decreased in proportion to the pedal forward rotation amount (phase angle) from the time point.
因此,搭乘者於進行更大之回充之情形時,只要使踏板與欲增大之程度相應地反向旋轉即可,而於欲使一度變大之回充控制量變小之情形時,只要使踏板與欲減小之程度相應地正向旋轉即可。 Therefore, when the rider performs a larger recharge, the pedal can be reversely rotated in accordance with the degree of the pedal to be increased, and when the amount of back charge control to be once increased becomes small, It is sufficient to rotate the pedal forward in accordance with the degree to be reduced.
再者,於轉矩感測器103檢測到轉矩之情形時,由於不適合進行 回充,故而使轉矩感測器103對轉矩之檢測為優先而停止回充動作。 Furthermore, when the torque sensor 103 detects the torque, it is not suitable because By recharging, the torque sensor 103 gives priority to the detection of the torque and stops the refilling operation.
為能夠進行此種動作,本實施形態之運算部1021具有如圖10所示之構成。運算部1021包含控制係數算出部1210、回充目標算出部1202、乘法器1203、PWM碼產生部1204、及控制有效最終判定部1211。再者,乘法器1203及PWM碼產生部1204作為PWM控制部而動作。對於具有與第1實施形態相同之功能之構成要素標註同一參照編號。 In order to be able to perform such an operation, the computing unit 1021 of the present embodiment has a configuration as shown in FIG. The calculation unit 1021 includes a control coefficient calculation unit 1210, a refill target calculation unit 1202, a multiplier 1203, a PWM code generation unit 1204, and a control effective final determination unit 1211. Furthermore, the multiplier 1203 and the PWM code generation unit 1204 operate as a PWM control unit. The components having the same functions as those of the first embodiment are denoted by the same reference numerals.
控制係數算出部1210根據來自踏板旋轉輸入部1023之表示旋轉方向及旋轉相位角之信號、及來自轉矩輸入部1027之表示轉矩之有無之信號,如下所述般算出控制係數,並將其輸出至控制有效最終判定部1211。又,控制有效最終判斷部1211根據來自轉矩輸入部1027之表示轉矩輸入有或無之信號及進展模式指示,判定是否將來自控制係數算出部1210之控制係數輸出至乘法器1203。再者,進展模式指示係例如由使用者自操作面板等輸入之指示,表示是否無條件地啟用回充。更具體而言,控制有效最終判定部1211於完成自轉矩輸入部1027輸入有轉矩輸入之情形時,將自控制係數算出部1210輸出之控制係數變更為下限值(例如0)而輸出。另一方面,於完成無轉矩輸入之輸入之情形時,控制有效最終判定部1211將自控制係數算出部1210輸出之控制係數直接輸出。又,控制有效最終判定部1211於接獲進展模式指示之情形時,亦即於即便在如所謂進展模式之類之轉矩輸入中亦刻意地進行回充之模式的情形時,即便存在轉矩輸入,亦將自控制係數算出部1210輸出之控制係數直接輸出。 The control coefficient calculation unit 1210 calculates the control coefficient as follows based on the signal indicating the rotation direction and the rotation phase angle from the pedal rotation input unit 1023 and the signal indicating the presence or absence of the torque from the torque input unit 1027. The control is output to the control effective final determination unit 1211. Further, the control effective final determination unit 1211 determines whether or not the control coefficient from the control coefficient calculation unit 1210 is output to the multiplier 1203 based on the signal indicating the torque input from the torque input unit 1027 and the progress mode instruction. Further, the progress mode indication is, for example, an instruction input by the user from the operation panel or the like, indicating whether or not the recharge is enabled unconditionally. More specifically, when the torque input is input from the self-torque input unit 1027, the control-effective final determination unit 1211 changes the control coefficient output from the control coefficient calculation unit 1210 to the lower limit value (for example, 0) and outputs the control coefficient. . On the other hand, when the input of the torque-free input is completed, the control-effective final determination unit 1211 directly outputs the control coefficient output from the control coefficient calculation unit 1210. Further, when the control effective final determination unit 1211 receives the progress mode indication, that is, even in the case where the recharge mode is intentionally performed in the torque input such as the so-called progress mode, even if there is a torque The input is also directly outputted from the control coefficient output from the control coefficient calculation unit 1210.
而且,回充目標算出部1202根據來自車速輸入部1024之車速等算出回充目標量,並將其輸出至乘法器1203。乘法器1203將控制係數與回充目標量相乘並將相乘結果輸出至PWM碼產生部1204。PWM碼產生部1204根據來自乘法器1203之輸出及車速等,產生相當於PWM 之工作週期比之PWM碼,並將其輸出至馬達驅動時序產生部1026。 Further, the refilling target calculation unit 1202 calculates a refill target amount based on the vehicle speed or the like from the vehicle speed input unit 1024, and outputs it to the multiplier 1203. The multiplier 1203 multiplies the control coefficient by the recharge target amount and outputs the multiplied result to the PWM code generating portion 1204. The PWM code generating unit 1204 generates a PWM equivalent based on the output from the multiplier 1203, the vehicle speed, and the like. The duty cycle is compared with the PWM code, and is output to the motor drive timing generating portion 1026.
乘法器1203將自控制有效最終判定部1211輸出之控制係數之值C與自回充目標算出部1202輸出之回充目標量V相乘,並將C×V輸出至PWM碼產生部1204。PWM碼產生部1204根據車速等及C×V產生相當於工作週期比之PWM碼。例如,若V為轉矩,則C×V亦成為轉矩,故而根據轉矩C×V及與車速相應之轉矩,並藉由例如轉換係數等轉換為PWM碼。 The multiplier 1203 multiplies the value C of the control coefficient output from the control effective final determination unit 1211 by the recharge target amount V output from the refill target calculation unit 1202, and outputs C×V to the PWM code generation unit 1204. The PWM code generating unit 1204 generates a PWM code corresponding to the duty cycle ratio based on the vehicle speed or the like and C × V. For example, if V is a torque, C×V also becomes a torque, and therefore, based on the torque C×V and the torque corresponding to the vehicle speed, it is converted into a PWM code by, for example, a conversion coefficient.
其次,使用圖11及圖12對控制係數算出部1210之處理流程進行說明。控制係數算出部1210判斷是否已將控制中旗標設定為ON(接通)(圖11:步驟S1)。控制中旗標若為回充控制中則設定為ON,若非回充控制中則設定為OFF(斷開)。若控制中旗標為ON,則處理經由端子A進行至圖12之處理。 Next, the processing flow of the control coefficient calculation unit 1210 will be described with reference to FIGS. 11 and 12. The control coefficient calculation unit 1210 determines whether or not the control flag has been set to ON (FIG. 11: Step S1). The control flag is set to ON if it is in the recharge control, and is set to OFF if it is not in the recharge control. If the flag in control is ON, the process proceeds to the process of FIG. 12 via terminal A.
另一方面,若控制中旗標為OFF,則控制係數算出部1210判斷是否滿足回充控制之開始條件(步驟S3)。所謂回充控制之開始條件係指自踏板旋轉輸入部1023接收到表示踏板反向旋轉之信號。再者,來自轉矩輸入部1027之信號亦表示無轉矩。於未滿足回充控制之開始條件之情形時,處理進行至步驟S9。 On the other hand, when the flag in control is OFF, the control coefficient calculation unit 1210 determines whether or not the start condition of the chargeback control is satisfied (step S3). The start condition of the back charge control means that a signal indicating that the pedal is reversely rotated is received from the pedal rotation input unit 1023. Furthermore, the signal from the torque input unit 1027 also indicates no torque. When the condition of the start condition of the refill control is not satisfied, the process proceeds to step S9.
另一方面,於滿足回充控制之開始條件之情形時,控制係數算出部1210將控制中旗標設定為ON(步驟S5)。繼而,控制係數算出部1210對控制係數設定對應於自踏板旋轉輸入部1023接收之初始反向旋轉量(反向旋轉之相位角)之值(步驟S7)。繼而,處理進行至步驟S9。將該控制係數之值輸出至乘法器1203,並算出該控制係數之值與來自回充目標算出部1202之輸出即回充目標量之積,將該積輸出至PWM碼產生部1204。 On the other hand, when the start condition of the refill control is satisfied, the control coefficient calculation unit 1210 sets the control flag to ON (step S5). Then, the control coefficient calculation unit 1210 sets a value corresponding to the initial reverse rotation amount (phase angle of reverse rotation) received from the pedal rotation input unit 1023 to the control coefficient (step S7). Then, the process proceeds to step S9. The value of the control coefficient is output to the multiplier 1203, and the product of the value of the control coefficient and the output of the recharge target calculation unit 1202, that is, the recharge target amount, is calculated, and the product is output to the PWM code generation unit 1204.
繼而,控制係數算出部1210判斷是否為結束處理之階段(步驟S9)。例如,判斷是否已由搭乘者指示電源斷開。於處理未結束之情 形時,處理返回至步驟S1。另一方面,若為結束處理之階段,則結束處理。 Then, the control coefficient calculation unit 1210 determines whether or not it is the end of the processing (step S9). For example, it is determined whether the power has been turned off by the rider. Unfinished treatment In the case of the shape, the process returns to step S1. On the other hand, if it is the stage of ending the process, the process is terminated.
然後,進行至圖12之處理之說明,控制係數算出部1210判斷是否滿足回充控制之停止條件(步驟S11)。所謂回充控制之停止條件係指接收到來自轉矩輸入部1027之表示有轉矩之信號之情形、或控制係數成為下限值(例如0)之情形。其原因在於,若有轉矩,則就搭乘者之負荷之觀點而言不適合進行回充控制。又,其原因在於,一旦控制係數成為下限值,則踏板成為正向旋轉之狀態,故而要防備此後之踏板之反向旋轉。 Then, the process proceeds to the processing of FIG. 12, and the control coefficient calculation unit 1210 determines whether or not the stop condition of the chargeback control is satisfied (step S11). The stop condition of the chargeback control refers to a case where a signal indicating torque is received from the torque input unit 1027 or a case where the control coefficient is a lower limit value (for example, 0). The reason for this is that if there is torque, it is not suitable for backfill control from the viewpoint of the load of the rider. Further, the reason is that when the control coefficient is at the lower limit value, the pedal is in a state of being rotated in the forward direction, so that the reverse rotation of the pedal thereafter is prevented.
於滿足回充控制之停止條件之情形時,控制係數算出部1210將控制中旗標設定為OFF(步驟S13)。於檢測到轉矩之情形時,使控制係數之值保持當前狀態,而決定藉由控制有效最終判定部1211直接輸出或設為下限值(例如0)。其後,處理經由端子B返回至圖11之步驟S9。 When the stop condition of the chargeback control is satisfied, the control coefficient calculation unit 1210 sets the flag in control to OFF (step S13). When the torque is detected, the value of the control coefficient is maintained in the current state, and it is determined that the control effective final determination unit 1211 directly outputs or sets the lower limit value (for example, 0). Thereafter, the process returns to the step S9 of Fig. 11 via the terminal B.
另一方面,於未滿足回充控制之停止條件之情形時,控制係數算出部1210判斷來自踏板旋轉輸入部1023之信號是否表示踏板之反向旋轉(步驟S17)。於踏板反向旋轉之情形時,控制係數算出部1210根據控制係數+△Ru * △旋轉量(此次檢測出之正向旋轉相位角)更新控制係數之值(步驟S19)。關於△Ru,其係預先設定之增加量。但,不會增加至超過預先設定之上限值(例如1)。因此,控制係數算出部1210判斷控制係數之值是否成為上限值以上(步驟S25)。若未達上限值,則處理經由端子B返回至圖11之步驟S9。另一方面,若為上限值以上,則控制係數算出部1210將控制係數設定為控制係數之上限值(例如1)(步驟S27)。將該控制係數之新的值輸出至乘法器1203。繼而,處理經由端子B返回至圖11之步驟S9。 On the other hand, when the stop condition of the chargeback control is not satisfied, the control coefficient calculation unit 1210 determines whether or not the signal from the pedal rotation input unit 1023 indicates the reverse rotation of the pedal (step S17). When the pedal is reversely rotated, the control coefficient calculation unit 1210 updates the value of the control coefficient based on the control coefficient + ΔRu * Δ rotation amount (the forward rotation phase angle detected this time) (step S19). Regarding ΔRu, it is a predetermined increase amount. However, it does not increase beyond the preset upper limit (for example, 1). Therefore, the control coefficient calculation unit 1210 determines whether or not the value of the control coefficient is equal to or higher than the upper limit value (step S25). If the upper limit value is not reached, the process returns to the step S9 of Fig. 11 via the terminal B. On the other hand, when the value is equal to or greater than the upper limit value, the control coefficient calculation unit 1210 sets the control coefficient to the control coefficient upper limit value (for example, 1) (step S27). The new value of the control coefficient is output to the multiplier 1203. Then, the process returns to the step S9 of FIG. 11 via the terminal B.
另一方面,於踏板並非反向旋轉之情形時,控制係數算出部1210判斷來自踏板旋轉輸入部1023之信號是否表示踏板之正向旋轉 (步驟S21)。於踏板正向旋轉之情形時,控制係數算出部1210根據控制係數-△Rd * △旋轉量(此次檢測出之反向旋轉相位角)更新控制係數之值(步驟S23)。關於△Rd,其係預先設定之減少量。△Rd有時與△Ru一致,有時不一致。但,不會減少至小於預先設定之下限值(例如0)。因此,控制係數算出部1210判斷控制係數之值是否為控制係數之下限值以下(步驟S29)。於超過下限值之情形時,處理經由端子B返回至圖11之步驟S9。另一方面,若為下限值以下,則控制係數算出部1210將控制係數設定為控制係數之下限值(步驟S31)。將該控制係數之新的值輸出至乘法器1203。繼而,處理經由端子B返回至圖11之步驟S9。另一方面,於踏板之旋轉方向既非反向旋轉亦非正向旋轉之情形時、即停止之情形時,處理經由端子B返回至圖11之步驟S9。 On the other hand, when the pedal is not rotated in the reverse direction, the control coefficient calculation unit 1210 determines whether the signal from the pedal rotation input unit 1023 indicates the forward rotation of the pedal. (Step S21). When the pedal is rotated in the forward direction, the control coefficient calculation unit 1210 updates the value of the control coefficient based on the control coefficient -ΔRd * Δ rotation amount (the reverse rotation phase angle detected this time) (step S23). Regarding ΔRd, it is a predetermined reduction amount. ΔRd may coincide with ΔRu and may not coincide. However, it does not decrease to less than a preset lower limit (for example, 0). Therefore, the control coefficient calculation unit 1210 determines whether or not the value of the control coefficient is equal to or lower than the lower limit of the control coefficient (step S29). When the lower limit value is exceeded, the process returns to the step S9 of Fig. 11 via the terminal B. On the other hand, when the value is equal to or less than the lower limit value, the control coefficient calculation unit 1210 sets the control coefficient as the lower limit value of the control coefficient (step S31). The new value of the control coefficient is output to the multiplier 1203. Then, the process returns to the step S9 of FIG. 11 via the terminal B. On the other hand, when the rotation direction of the pedal is neither reverse rotation nor forward rotation, the process returns to the step S9 of FIG. 11 via the terminal B.
藉由進行如上之處理,若搭乘者使踏板反向旋轉,則進行與反向旋轉之旋轉相位角相應之量之回充控制,若使踏板正向旋轉,則回充控制之量與該旋轉相位角相應地減少。即,若未檢測到轉矩,則可利用踏板之旋轉調整回充控制之量。 By performing the above processing, if the rider reversely rotates the pedal, the back charge control corresponding to the rotational phase angle of the reverse rotation is performed, and if the pedal is rotated in the forward direction, the amount of the back charge control and the rotation are performed. The phase angle is correspondingly reduced. That is, if the torque is not detected, the amount of the back charge control can be adjusted by the rotation of the pedal.
其次,使用圖13至圖15對利用圖11及圖12所示之處理流程實現之回充控制之例進行說明。 Next, an example of the refill control realized by the processing flow shown in Figs. 11 and 12 will be described with reference to Figs. 13 to 15 .
圖13(a)表示控制係數之值之時間變化,圖13(b)表示踏板之旋轉累積量(踏板之反方向之累積旋轉相位角)之時間變化,圖13(c)表示轉矩之有無之時間變化,圖13(d)表示控制中旗標(ON或OFF)之時間變化。再者,踏板之旋轉累積量係下側表示反向旋轉之累積量,上側表示正向旋轉之累積量。又,關於轉矩之有無,實際上存在波動(ripple),但此處進行簡化而僅表示有無。 Fig. 13(a) shows the temporal change of the value of the control coefficient, and Fig. 13(b) shows the time variation of the cumulative amount of rotation of the pedal (the cumulative rotational phase angle in the opposite direction of the pedal), and Fig. 13(c) shows the presence or absence of the torque. The time change, Figure 13 (d) shows the time variation of the flag (ON or OFF) in the control. Further, the cumulative amount of rotation of the pedal is the cumulative amount of the reverse rotation on the lower side and the cumulative amount of the forward rotation on the upper side. Further, there is actually a ripple in the presence or absence of the torque, but here, it is simplified and only indicates the presence or absence.
於時刻t11之前,未檢測到踏板之旋轉且亦未檢測到轉矩。當到達時刻t11時便檢測到踏板之反方向之旋轉,故而將控制中旗標設定為ON。其後於時刻t12之前,踏板反向旋轉累積量增加,故而控制係 數之值增加。當到達時刻t12時,踏板以檢測不到轉矩之程度之旋轉速度正向旋轉,故而於時刻t13之前,踏板反向旋轉累積量減少,控制係數之值亦減少。其後,當到達時刻t13時,踏板再次反向旋轉,故而踏板反向旋轉累積量亦增加,控制係數之值亦增加。由於時刻t13以後之踏板之旋轉速度快於時刻t11以後之踏板之旋轉速度,故而踏板反向旋轉累積量急遽增加。但,當到達時刻t14時,踏板反向旋轉累積量雖仍增加,但控制係數之值因達到上限值而固定於上限值。 Before time t11, no rotation of the pedal was detected and no torque was detected. When the time t11 is reached, the rotation of the pedal in the opposite direction is detected, so the flag in control is set to ON. Then, before time t12, the cumulative amount of pedal reverse rotation increases, so the control system The value of the number increases. When the time t12 is reached, the pedal rotates in the forward direction at the rotational speed at which the torque is not detected. Therefore, before the time t13, the cumulative amount of reverse pedal rotation decreases, and the value of the control coefficient also decreases. Thereafter, when the time t13 is reached, the pedal is reversely rotated again, so that the cumulative amount of pedal reverse rotation also increases, and the value of the control coefficient also increases. Since the rotation speed of the pedal after time t13 is faster than the rotation speed of the pedal after time t11, the cumulative amount of pedal reverse rotation increases sharply. However, when the time t14 is reached, the pedal reverse rotation cumulative amount is still increased, but the value of the control coefficient is fixed to the upper limit value because the upper limit value is reached.
其後,當到達時刻t15時,踏板以不產生轉矩之程度之旋轉速度正向旋轉,故而控制係數之值開始減少。若繼續正向旋轉,則於時刻t16,控制係數之值成為0,控制中旗標亦設定為OFF。再者,由於控制係數之值達到上限值後亦使踏板反向旋轉,故而於時刻t16,控制係數之值成為0,踏板反向旋轉累積量具有偏差(offset)。但,由於控制中旗標成為斷開,故而忽視該偏差,若再次使踏板反向旋轉,則成為時刻t11之狀態。 Thereafter, when the time t15 is reached, the pedal rotates in the forward direction at a rotational speed at which no torque is generated, so that the value of the control coefficient starts to decrease. If the forward rotation is continued, the value of the control coefficient becomes 0 at time t16, and the flag in control is also set to OFF. Further, since the pedal is reversely rotated after the value of the control coefficient reaches the upper limit value, the value of the control coefficient becomes 0 at time t16, and the pedal reverse rotation cumulative amount has an offset (offset). However, since the flag in the control is turned off, the deviation is ignored, and if the pedal is reversely rotated again, the state is at time t11.
又,圖14表示其他情形。圖14(a)表示電動輔助車所行駛之地面之海拔之時間變化,圖14(b)表示速度之時間變化,圖14(c)表示踏板之旋轉累積量之時間變化,圖14(d)表示轉矩之有無之時間變化,圖14(e)表示控制係數之時間變化,圖14(f)表示控制中旗標(ON及OFF)之時間變化。再者,踏板之旋轉累積量係下側表示反向旋轉之累積量,上側表示正向旋轉之累積量。又,關於轉矩之有無,實際上存在波動,但此處進行簡化而僅表示有無。 Further, Fig. 14 shows other cases. Fig. 14 (a) shows the time change of the altitude of the ground on which the electric assist vehicle travels, Fig. 14 (b) shows the time change of the speed, and Fig. 14 (c) shows the time change of the cumulative amount of the rotation of the pedal, Fig. 14 (d) The time change indicating the presence or absence of the torque is shown. Fig. 14(e) shows the time change of the control coefficient, and Fig. 14(f) shows the time change of the flag (ON and OFF) in the control. Further, the cumulative amount of rotation of the pedal is the cumulative amount of the reverse rotation on the lower side and the cumulative amount of the forward rotation on the upper side. Further, there is actually fluctuation in the presence or absence of the torque, but it is simplified here and only indicates the presence or absence.
圖14表示自平坦之道路下坡後立即呈現平緩之上坡路之情形,至時刻t21為止平坦,搭乘者蹬踏板使之正向旋轉,故而檢測到轉矩,控制中旗標為OFF且控制係數亦成為0。若開始下坡,則停止踏板之旋轉而變得檢測不到轉矩,且速度上升。但,由於在時刻t22之前未檢測到踏板之反向旋轉,故而控制中旗標為OFF且控制係數亦成 為0。繼而,於時刻t22,若檢測到踏板之反向旋轉,則開始回充控制,將控制中旗標設定為ON,踏板反向旋轉累積量增加,故而控制係數亦隨之增加。若如此,則回充制動開始起作用,故而速度之上升得到抑制。當到達時刻t23時,停止踏板之反向旋轉,故而踏板反向旋轉累積量不再變化,控制係數亦不再變化,且速度亦大致固定。其後,於時刻t24下坡後立即為上坡路,速度急遽降低,故而於時刻t25使踏板正轉,不使其倒下。若如此,則變得檢測到轉矩,故而控制中旗標成為OFF,且藉由控制有效最終判定部1211將控制係數設定為下限值(此處為0)(圖14(e)中一點鏈線所示之部分)。如此,若於檢測到轉矩之情形時繼續回充,則於開始上坡時會對搭乘者施加較大之負荷,故而較佳為於檢測到轉矩之情形時立即斷開回充控制。 Fig. 14 shows a situation in which a flat upper slope is immediately after a downhill road from a flat road, and is flat until time t21. The rider pedals the pedal to rotate it in the forward direction, so that the torque is detected, the control flag is OFF, and the control coefficient is also Become 0. When the downslope starts, the rotation of the pedal is stopped, the torque is not detected, and the speed is increased. However, since the reverse rotation of the pedal is not detected before time t22, the flag in the control is OFF and the control coefficient is also Is 0. Then, at time t22, if the reverse rotation of the pedal is detected, the refill control is started, the control flag is set to ON, and the pedal reverse rotation cumulative amount is increased, so that the control coefficient is also increased. If so, the recharging brake starts to function, so the increase in speed is suppressed. When the time t23 is reached, the reverse rotation of the pedal is stopped, so that the cumulative amount of reverse pedal rotation does not change, the control coefficient does not change, and the speed is also substantially fixed. Thereafter, immediately after the downslope at time t24, the road is an uphill road, and the speed is rapidly lowered. Therefore, the pedal is rotated forward at time t25 so as not to fall. In this case, the torque is detected, so that the flag in the control is turned OFF, and the control coefficient is set to the lower limit value (here, 0) by the control effective final determination unit 1211 (a point in FIG. 14(e) The part shown by the chain line). As described above, if the refilling is continued when the torque is detected, a large load is applied to the rider when the slope is started. Therefore, it is preferable to immediately turn off the refill control when the torque is detected.
又,於圖15中表示其他情形。圖15(a)表示電動輔助車所行駛之地面之海拔之時間變化,圖15(b)表示速度之時間變化,圖15(c)表示踏板之旋轉累積量之時間變化,圖15(d)表示轉矩之有無之時間變化,圖15(e)表示控制係數之時間變化,圖15(f)表示控制中旗標(ON及OFF)之時間變化。再者,踏板之旋轉累積量係下側表示反向旋轉之累積量,上側表示正向旋轉之累積量。又,關於轉矩之有無,實際上存在波動,但此處進行簡化而僅表示有無。 Further, other cases are shown in FIG. Fig. 15(a) shows the time change of the altitude of the ground on which the electric assist vehicle travels, Fig. 15(b) shows the time change of the speed, and Fig. 15(c) shows the time change of the cumulative amount of the pedal rotation, Fig. 15(d) The time change indicating the presence or absence of the torque is shown. Fig. 15(e) shows the time change of the control coefficient, and Fig. 15(f) shows the time change of the flag (ON and OFF) in the control. Further, the cumulative amount of rotation of the pedal is the cumulative amount of the reverse rotation on the lower side and the cumulative amount of the forward rotation on the upper side. Further, there is actually fluctuation in the presence or absence of the torque, but it is simplified here and only indicates the presence or absence.
圖15表示搭乘者於平坦之道路上行駛過程中在時刻t31識別出信號燈變紅之情況而停止踏板之正向旋轉之情形。即,於時刻t31變得檢測不到轉矩。若如此,則速度雖略微降低,但判斷出於信號燈前無法迅速停止之搭乘者於時刻t32使踏板反向旋轉。若如此,則於時刻t32控制中旗標成為ON,而踏板之反向旋轉累積量增加,故而控制係數亦隨之增加。但,當到達時刻t33時,停止踏板之反向旋轉,故而控制係數之增加亦停止。若如此,則藉由回充制動而使速度逐漸降低,並於信號燈處停止。如此,利用踏板之反向旋轉之大小調整回充 制動之強度,而變得可適當減速。 Fig. 15 shows a case where the rider recognizes that the traffic light is red at time t31 while the rider is traveling on a flat road and stops the forward rotation of the pedal. That is, the torque is not detected at time t31. If so, although the speed is slightly lowered, it is judged that the rider who cannot stop quickly before the signal light reverses the pedal at time t32. If so, the control flag is turned ON at time t32, and the cumulative amount of reverse rotation of the pedal is increased, so that the control coefficient is also increased. However, when the time t33 is reached, the reverse rotation of the pedal is stopped, so that the increase of the control coefficient is also stopped. If so, the speed is gradually reduced by recharging the brake and stopped at the signal light. In this way, the back-turning of the pedal is used to adjust the recharge The strength of the brakes becomes appropriate to slow down.
以上,對本發明之實施形態進行了說明,但本發明並不限定於該等。例如,於第1實施形態中亦可如第2實施形態般根據轉矩檢測將控制係數設定為下限值(例如0)。 Although the embodiments of the present invention have been described above, the present invention is not limited to these. For example, in the first embodiment, the control coefficient can be set to the lower limit value (for example, 0) in accordance with the torque detection as in the second embodiment.
再者,於上述之例中係如日本專利第5100920號公報所示般假定將踏板旋轉感測器107與轉矩感測器103分開設置而進行說明,但亦可例如日本專利特開2012-13626號公報所揭示般,使用如下構造之感測器,即,將踏板旋轉感測器107與轉矩感測器103一體化並根據踏板之旋轉資訊算出轉矩。 In the above-described example, the pedal rotation sensor 107 and the torque sensor 103 are assumed to be separately provided as shown in Japanese Patent No. 5100920. However, for example, Japanese Patent Laid-Open No. 2012- As disclosed in Japanese Patent No. 13626, a sensor having a structure in which the pedal rotation sensor 107 is integrated with the torque sensor 103 and torque is calculated based on the rotation information of the pedal is used.
又,於上述之例中,表示了不管理踏板之累積旋轉量而算出控制係數之例,但亦可於管理踏板之累積旋轉量後算出與該踏板之累積旋轉量相應之控制係數。 Further, in the above example, the example in which the control coefficient is calculated without managing the cumulative rotation amount of the pedal is shown. However, the control coefficient corresponding to the cumulative rotation amount of the pedal may be calculated after the cumulative rotation amount of the pedal is managed.
又,對於運算部1021之一部分存在藉由專用之電路實現之情形,亦存在藉由微處理器執行程式而實現如上所述之功能之情形。 Further, in the case where a part of the arithmetic unit 1021 is realized by a dedicated circuit, there is a case where the above-described function is realized by executing a program by the microprocessor.
又,對於馬達驅動控制器102之一部分或全部存在藉由專用之電路實現之情形,亦存在藉由微處理器執行程式而實現如上所述之功能之情形。 Further, in the case where a part or all of the motor drive controller 102 is realized by a dedicated circuit, there is also a case where the function as described above is realized by the microprocessor executing the program.
於此情形時,馬達驅動控制器102係如圖16所示般,以匯流排4519連接RAM(Random Access Memory)4501、處理器4503、ROM(Read Only Memory)4507及感測器群4515。用以實施本實施形態中之處理之程式儲存於ROM4507,且於存在作業系統(OS:Operating System)之情形時該作業系統亦儲存於ROM4507,且於藉由處理器4503執行時自ROM4507讀出至RAM4501。再者,ROM4507亦記錄除閾值以外之參數,亦讀出此種參數。處理器4503控制上述感測器群4515而取得測定值。又,關於處理中途之資料,其係儲存於RAM4501。再者,處理器4503既存在包含ROM4507之情形,進而亦 存在包含RAM4501之情形。於本技術之實施形態中,用以實施上述處理之控制程式亦存在儲存於電腦可讀取之可移磁碟而分配,並藉由ROM寫入器寫入至ROM4507之情形。此種電腦裝置係藉由上述處理器4503、RAM4501、ROM4507等硬體與程式(視情形亦可為OS)有機地協動而實現如上所述之各種功能。 In this case, as shown in FIG. 16, the motor drive controller 102 is connected to a RAM (Random Access Memory) 4501, a processor 4503, a ROM (Read Only Memory) 4507, and a sensor group 4515 in a bus bar 4519. The program for implementing the processing in this embodiment is stored in the ROM 4507, and the operating system is also stored in the ROM 4507 when the operating system (OS: Operating System) is present, and is read from the ROM 4507 when executed by the processor 4503. To RAM4501. Furthermore, the ROM 4507 also records parameters other than the threshold and also reads such parameters. The processor 4503 controls the sensor group 4515 to obtain a measured value. Further, the data in the middle of processing is stored in the RAM 4501. Furthermore, the processor 4503 has both the ROM 4507 and the There is a case where the RAM 4501 is included. In the embodiment of the present technology, the control program for performing the above processing is also stored in a computer readable removable disk and distributed to the ROM 4507 by a ROM writer. Such a computer device realizes various functions as described above by organically cooperating with a hardware such as the processor 4503, the RAM 4501, and the ROM 4507 and a program (which may be an OS as appropriate).
1023‧‧‧踏板旋轉輸入部 1023‧‧‧ pedal rotation input
1201‧‧‧控制係數輸出部 1201‧‧‧Control coefficient output
1202‧‧‧回充目標算出部 1202‧‧‧Recharge Target Calculation Department
1203‧‧‧乘法器 1203‧‧‧Multiplier
1204‧‧‧PWM碼產生部 1204‧‧‧PWM code generation department
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KR101961133B1 (en) * | 2016-12-29 | 2019-03-22 | 루텍 | Auxiliary power generating apparatus for bicycle |
JP6817113B2 (en) * | 2017-03-10 | 2021-01-20 | 株式会社シマノ | Bicycle controller and bicycle drive including this controller |
JP6712580B2 (en) * | 2017-09-25 | 2020-06-24 | 太陽誘電株式会社 | Motor drive control device and electrically assisted vehicle |
JP6936743B2 (en) * | 2018-01-16 | 2021-09-22 | ブリヂストンサイクル株式会社 | Electric assisted bicycle |
JP6994435B2 (en) * | 2018-06-28 | 2022-01-14 | 株式会社シマノ | Control and detection system |
FR3083515B1 (en) * | 2018-07-05 | 2021-05-28 | Mathieu Rauzier | CONTROL SYSTEM FOR A HYBRID BICYCLE, AND HYBRID BICYCLE EQUIPPED WITH SUCH A CONTROL SYSTEM |
TWI733136B (en) * | 2018-07-20 | 2021-07-11 | 日商太陽誘電股份有限公司 | Motor control device, method and electric auxiliary vehicle |
JP7017611B2 (en) * | 2020-08-03 | 2022-02-08 | 株式会社シマノ | Bicycle control device and bicycle braking system including this device |
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