JP7778591B2 - Control device for human-powered vehicles - Google Patents

Description

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

Patent Document 1 discloses a control device that controls a motor that provides an assist force to a human-powered vehicle in accordance with the human-powered driving force. The control device disclosed in Patent Document 1 delays the reduction in the motor's assist force when the human-powered driving force decreases, thereby making it less likely that the motor's assist force will be interrupted.

JP 2015-85741 A

The control device disclosed in Patent Document 1 delays the reduction in the motor's assist force when the manual driving force decreases, so that the motor's assist force increases when the manual driving force changes from a decrease to an increase.

One of the objectives of this disclosure is to provide a control device for a human-powered vehicle that can optimally control a motor.

A control device according to a first aspect of the present disclosure is a control device for a human-powered vehicle including a motor that applies an assist force corresponding to the human-powered driving force input to the human-powered vehicle, and is equipped with a control unit that controls the motor, wherein the control unit is configured to calculate a predicted value of the human-powered driving force in a second pedaling period that follows a first pedaling period based on the human-powered driving force in the first pedaling period for the human-powered vehicle, and to control the motor in the second pedaling period so that the assist force becomes a first target value calculated based on the predicted value, and when a first difference between an actual measured value of the human-powered driving force input to the human-powered vehicle in the second pedaling period and the predicted value is equal to or greater than a first value, the control unit is configured to control the motor so that the assist force becomes a second target value calculated based on the actual measured value.
According to the control device of the first aspect, the control unit controls the motor during the second pedaling period so that the assist force becomes a first target value calculated based on a predicted value calculated from the manual driving force during the first pedaling period, thereby making it possible to make the assist force appropriate for the second pedaling period. Therefore, the control unit can suitably control the motor. According to the control device of the first aspect, when the difference between the predicted value of the manual driving force and the actual measured value of the manual driving force is equal to or greater than a first value, the control unit controls the motor so that the assist force becomes a second target value calculated based on the actual measured value. Therefore, when the difference between the predicted value of the manual driving force and the actual measured value of the manual driving force is large, the control unit can control the motor so that the assist force becomes appropriate for the actual measured value.

In the control device of the second aspect according to the first aspect of the present disclosure, the control unit is configured to change the second target value so that the second target value becomes larger when the first difference is greater than or equal to the first value and the actual measured value is greater than the predicted value.
According to the control device of the second aspect, the control unit can control the motor to increase the assist force when the actual measured value of the manual driving force is greater than the predicted value of the manual driving force, so that the rider is less likely to feel a lack of assist force.

In the control device of a third aspect according to the first or second aspect of the present disclosure, the control unit 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 actual measured value is smaller than the predicted value.
According to the control device of the third aspect, the control unit can control the motor to reduce the assist force when the actual measured value of the manual driving force is smaller than the predicted value of the manual driving force, so that the rider is less likely to feel uncomfortable.

In the control device of a fourth aspect according to any one of the first to third aspects of the present disclosure, the control unit is configured to calculate the first target value by multiplying the predicted value by a first predetermined value.
According to the control device of the fourth aspect, the control unit can control the motor based on the first target value obtained by multiplying the predicted value by the first predetermined value.

In a control device of a fifth aspect according to any one of the first to fourth aspects of the present disclosure, a memory unit is further provided that stores predetermined information defining the relationship between a pedaling period of the human-powered vehicle and a set value related to the sum of the human-powered driving force and the assist force, and 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.
According to the control device of the fifth aspect, the control unit can control the motor based on a first target value calculated from a second difference between a set value and a predicted value regarding the sum of the actual measured value of the manual driving force and the assist force during the second pedaling period.

A control device according to a sixth aspect of the present disclosure is a control device for a human-powered vehicle including a motor that applies an assist force corresponding to a human-powered driving force input to the human-powered vehicle, and is equipped with a control unit that controls the motor, and a memory unit, wherein the memory unit stores predetermined information that defines the relationship between a pedaling period of the human-powered vehicle and a set value related to the sum of the human-powered driving force and the assist force, and the control unit is configured to calculate a predicted value of the human-powered driving force in a second pedaling period that follows a first pedaling period based on the human-powered driving force in the first pedaling period related to the human-powered vehicle, and 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 during the second pedaling period, and to control the motor so that the assist force becomes the first target value.
According to the control device of the sixth aspect, the control unit controls the motor during the second pedaling period so that the assist force becomes the first target value calculated based on a predicted value calculated from the manual driving force during the first pedaling period, thereby making it possible to make the assist force appropriate during the second pedaling period. Therefore, the control unit can suitably control the motor. According to the control device of the sixth aspect, the control unit can control the motor based on the first target value calculated from the second difference between the set value and the predicted value related to the sum of the actual measured value of the manual driving force and the assist force during the second pedaling period.

In the control device of a seventh aspect according to the fifth or sixth aspect of the present disclosure, the predetermined information is information relating to the setting value according to a running characteristic of the human-powered vehicle.
According to the control device of the seventh aspect, the control unit can control the motor based on the first target value that is suitable for the driving characteristics of the human-powered vehicle.

In the control device of the eighth aspect according to the seventh aspect of the present disclosure, the driving characteristics include at least one of vehicle body characteristics of the human-powered vehicle, occupant characteristics of the human-powered vehicle, or road characteristics of the human-powered vehicle.
According to the control device of the eighth aspect, the control unit can control the motor based on a first target value that is suitable for at least one of the vehicle body characteristics of the human-powered vehicle, the occupant characteristics of the human-powered vehicle, or the road characteristics of the human-powered vehicle.

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

In the control device of a tenth aspect according to any one of the first to ninth aspects of the present disclosure, the control unit is configured to calculate the first target value based on the predicted value and a predetermined variable, and to calculate the first target value so that, during the second pedaling period, 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.
According to the control device of the tenth aspect, the control unit can control the motor using a rate of change of the first target value that is appropriate for both cases where the assist force increases and where the assist force decreases during the second pedaling period.

A control device according to an eleventh aspect of the present disclosure is a control device for a human-powered vehicle including a motor that applies an assist force corresponding to the human-powered driving force input to the human-powered vehicle, and is equipped with a control unit that controls the motor, wherein the control unit is configured to calculate a predicted value of the human-powered driving force in a second pedaling period that follows a first pedaling period based on the human-powered driving force in the first pedaling period for the human-powered vehicle, and to control the motor so that the assist force in the second pedaling period becomes a first target value calculated based on the predicted value and predetermined variables, and is configured to calculate the first target value so 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 in the second pedaling period are different.
According to the control device of the eleventh aspect, the control unit controls the motor during the second pedaling period so that the first target value is calculated based on a predicted value calculated from the manual driving force during the first pedaling period, thereby making it possible to make the assist force appropriate during the second pedaling period. This allows the control unit to suitably control the motor. According to the control device of the eleventh aspect, the control unit can control the motor using a rate of change of the first target value that is appropriate for both cases where the assist force increases and where the assist force decreases during the second pedaling period.

A control device according to a twelfth aspect of the present disclosure is a control device for a human-powered vehicle including a motor that applies an assist force corresponding to a human-powered driving force input to the human-powered vehicle, and is equipped with a control unit that controls the motor, wherein the control unit is configured to calculate a predicted value of the human-powered driving force in a second pedaling period that follows a first pedaling period based on the human-powered driving force in the first pedaling period for the human-powered vehicle, and to control the motor so that the assist force in the second pedaling period becomes a first target value calculated based on the predicted value and predetermined variables, and is configured to calculate the first target value so that the response speed of the assist force to the human-powered driving force slows down when the assist force decreases in the second pedaling period.
According to the control device of the twelfth aspect, the control unit controls the motor during the second pedaling period so that the assist force becomes the first target value calculated based on a predicted value calculated from the manual driving force during the first pedaling period, thereby making it possible to make the assist force appropriate during the second pedaling period. Therefore, the control unit can suitably control the motor. According to the control device of the twelfth aspect, the control unit slows down the response speed of the assist force when the assist force decreases during the second pedaling period, thereby suppressing the decrease in the assist force when the rider pedals.

In the control device of a thirteenth aspect according to any one of the tenth to twelfth aspects of the present disclosure, the predetermined variables are an average value of the predicted value, the predicted value, and a variable related to the second pedaling period.
According to the control device of the thirteenth aspect, the control unit can control the motor based on the predicted value and a variable related to the second pedaling period.

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

In the control device of a fifteenth aspect according to any one of 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 is configured to change the offset value when a predetermined condition is satisfied.
According to the control device of the fifteenth aspect, the control unit can calculate the first target value using an offset value that changes depending on predetermined conditions, so that the motor can be suitably controlled depending on the predetermined conditions.

In the control device of a sixteenth aspect according to the fifteenth aspect of the present disclosure, the predetermined condition is satisfied when the difference between the manual driving force and the predicted value during the second pedaling period is outside a first range.
According to the control device of the sixteenth aspect, when the difference between the manual driving force and the predicted value during the second pedaling period is outside the first range, the control unit changes the offset value, so that the first target value can be suitably changed according to the difference between the manual driving force and the predicted value during the second pedaling period.

In the control device of aspect 17 according to any one of aspects 1 to 16 of the present disclosure, the control unit is configured to calculate the first target value so that the first target value is equal to or less than an upper limit value corresponding to the motor.
According to the control device of the seventeenth aspect, the control unit can control the motor so that the assist force during the second pedaling period is below an upper limit value corresponding to the motor, thereby performing control that is suitable for the characteristics of the motor.

In the control device of aspect 18 according to any one of aspects 1 to 17 of the present disclosure, the control unit calculates the predicted value according to an average value of the human-powered driving force during the first pedaling period, the human-powered driving force during the first pedaling period, and a rotation angle of a crank of the human-powered vehicle during the first pedaling period.
According to the control device of the eighteenth aspect, the control unit can control the motor during the second pedaling period so that the manual driving force becomes a first target value based on a predicted value corresponding to the average value of the manual driving force during the first pedaling period, the manual driving force during the first pedaling period, and the rotation angle of the crank of the human-powered vehicle during the first pedaling period.

In the control device of a 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 a crank of the human-powered vehicle rotates 360 degrees or more.
According to the control device of the nineteenth aspect, the control unit can control the motor during the second pedaling period so that the first target value is based on a predicted value according to the average value of the manual driving force, the manual driving force, and the rotation angle of the crank during the pedaling period in which the crank rotates 360 degrees or more.

In the control device of a twentieth aspect according to any one of the first to nineteenth aspects of the present disclosure, the second pedaling period is a period during which a crank of the human-powered vehicle rotates 360 degrees or more.
According to the control device of the twentieth aspect, the control unit can control the motor so that the first target value based on the predicted value is reached during the pedaling period in which the crank rotates 360 degrees or more.

In the control device of a 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, the control unit can easily calculate the predicted value because the length of the first pedaling period is equal to the length of the second pedaling period.

The control device of a twenty-second aspect according to any one of the first to twenty-first aspects of the present disclosure further includes a first detection unit that detects information relating to the first pedaling period and the second pedaling period.
According to the control device of the twenty-second aspect, the control unit can preferably detect information relating to the first pedaling period and the second pedaling period using the first detection unit.

The control device for a human-powered vehicle disclosed herein can effectively control the motor.

1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment. FIG. 2 is a block diagram showing the electrical configuration of the human-powered vehicle of FIG. 1 . 10 is a graph showing an example of the relationship between the manual driving force and the assist force in a first pedaling period and the predicted value and first target value of the manual driving force in a second pedaling period. 10 is a graph showing an example of a predicted value of a manual driving force, an actual measured value of the manual driving force, a first difference, a first target value, and a second target value during a second pedaling period in the first embodiment. 10 is a graph showing an example of the relationship between the average value of the manual driving force and the average assist ratio during the first pedaling period for each of a plurality of assist modes, which is stored in the storage unit of FIG. 1 . 10 is a graph showing an example of a predicted value, a set value, and a second difference of the human driving force during a second pedaling period. 10 is a flowchart showing a process executed by the control unit of FIG. 1 to control the motor in accordance with either a first target value or a second target value during a second pedaling period. 10 is a graph showing an example of a predicted value, a set value, and a second difference of the human driving force during a second pedaling period in the second embodiment. 10 is a flowchart showing a process executed by a control unit in a control device for a human-powered vehicle according to a second embodiment, for controlling a motor in accordance with a first target value during a second pedaling period. 10 is a flowchart showing a process executed by a control unit in a control device for a human-powered vehicle according to a third embodiment, for controlling the motor in accordance with a first target value during a second pedaling period. 10 is a flowchart showing a process executed by a control unit of a modified example to change an offset value during a second pedaling period.

First Embodiment
A control device 50 for a human-powered vehicle according to this embodiment will be described with reference to FIGS. 1 to 7 . Hereinafter, the control device 50 for a human-powered vehicle will be referred to as the control device 50. The human-powered vehicle 10 is a vehicle that has at least one wheel and can be propelled at least by human-powered driving force. Examples of the human-powered vehicle 10 include 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 human-powered vehicle 10 has is not limited. Examples of the human-powered vehicle 10 include unicycles and vehicles with two or more wheels. The human-powered vehicle 10 is not limited to vehicles that can be propelled solely by human-powered driving force. The human-powered vehicle 10 also includes E-bikes that use not only human-powered driving force but also the driving force of an electric motor for propulsion. E-bikes include electrically assisted bicycles whose propulsion is assisted by an electric motor. In the following embodiments, the human-powered 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. Human-powered driving force is input to the crank 12. For example, the crank 12 includes a crankshaft 12A that is rotatable relative to the frame 16, and a first crank arm 12B and a second crank arm 12C that are respectively provided at the axial ends of the crankshaft 12A. The second crank arm 12C is connected to the axial end of the crankshaft 12A so that its rotational phase is 180 degrees different from that of the first crank arm 12B. Pedals 18 are connected to each of the first crank arm 12B and the second crank arm 12C. Human-powered driving force is input to the crank 12 via the pedals 18. The drive wheels 14 are driven by the rotation of the crank 12. The drive wheels 14 are supported by the frame 16.

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

For example, the drive mechanism 20 includes a second rotating body 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. The connecting 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 connected via a second one-way clutch. The second one-way clutch is configured to rotate the drive wheel 14 forward when the second rotating body 24 rotates in the first direction A1, and to prevent the drive wheel 14 from rotating backward when the second rotating body 24 rotates in the direction opposite to the first direction A1.

The human-powered vehicle 10 includes a front wheel 28 and a rear wheel 30. In this embodiment, the rear wheel 30 is the drive wheel 14, but the front wheel 28 may also be the drive wheel 14. The 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, the human-powered vehicle 10 includes a drive unit 38. The drive unit 38 includes a motor 40 that applies an assist force corresponding to the human-powered driving force input to the human-powered vehicle 10. The motor 40 is connected to a control unit 52 so that it can communicate with the control unit 52. The motor 40 can communicate with the control unit 52 via, for example, power line communication (PLC), a controller area network (CAN), or a universal asynchronous receiver/transmitter (UART).

For example, the human-powered vehicle 10 includes a battery 42. The battery 42 includes one or more battery cells. The battery cells include rechargeable batteries. The battery 42 is provided in the human-powered vehicle 10 and supplies power to other electrical components that are electrically connected to the battery 42 via wires, such as the motor 40 and the control device 50. The battery 42 is connected to the control unit 52 of the control device 50 via wire or wireless communication. The battery 42 can communicate with the control unit 52 via power line communication, for example. The battery 42 may be attached to the outside of the frame 16 of the human-powered vehicle 10, or at least a portion of it may be housed inside the frame 16 of the human-powered vehicle 10.

As shown in FIG. 2, the human-powered vehicle 10 includes a control device 50. The control device 50 has a control unit 52. The control unit 52 includes an arithmetic processing device that executes a predetermined control program. The arithmetic processing device includes, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). The control unit 52 may include one or more microcomputers. The control unit 52 may also include multiple arithmetic processing devices that are located at multiple separate locations.

For example, the control device 50 further includes a memory unit 54. The memory unit 54 stores various control programs and information used for various control processes. The memory unit 54 includes, for example, non-volatile memory and volatile memory. 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 control unit 52 controls the motor 40. For example, the control device 50 includes an inverter circuit 56 configured to supply power to the motor 40. The motor 40 generates an assist force using the power supplied from the inverter circuit 56. The control unit 52, memory unit 54, and 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 control unit 52 controls the motor 40 so that the assist force of the motor 40 becomes a predetermined target value. The control unit 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 to apply an assist force corresponding to the rotation angle of the crank 12 in accordance with the manual driving force. The manual driving force input to the crank 12 changes periodically.

For example, the rotation angle of the crank 12 is expressed as the angle by which the first crank arm 12B rotates in the first direction A1 relative to the frame 16 of the human-powered vehicle 10, with the angle being zero when the first crank arm 12B is at a position corresponding to top dead center.

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

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

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

The crank rotation sensor 60 may be configured to include a vehicle speed sensor. If the crank rotation sensor 60 includes a vehicle speed sensor, the control unit 52 is configured, for example, to calculate the rotation angle of the crank 12 based on the vehicle speed detected by the vehicle speed sensor and the gear ratio.

For example, the control device 50 includes a second detection unit 62. For example, the second detection unit 62 detects information related to the human-powered driving force input to the human-powered vehicle 10. The information related to the human-powered driving force input to the human-powered vehicle 10 is, for example, information related to the torque of the human-powered driving force. In this embodiment, the second detection unit 62 detects the torque of the human-powered driving force. The second detection unit 62 is configured to be able to output information related to the torque of the human-powered driving force to the control unit 52. The second detection unit 62 may include a wireless or wired communication unit. If the second detection unit 62 includes a wireless or wired communication unit, the communication unit of the second detection unit 62 is configured to be able to communicate with the control unit 52.

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

For example, if a first one-way clutch is provided in the power transmission path, the torque sensor 64 is provided upstream of the first one-way clutch. The torque sensor 64 includes a strain sensor or a magnetostrictive sensor. The 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 a rotating body included in the power transmission path.

With reference to Figures 1 to 3, the relationship between the manual driving force during the first pedaling period and the control of the motor 40 by the control unit 52 during the second pedaling period will be described.

The control unit 52 is configured to calculate a predicted value of the human-powered driving force during a second pedaling period that follows the first pedaling period, based on the human-powered driving force during a first pedaling period for the human-powered vehicle 10.

As shown in Figure 3, the manual driving force changes periodically according to the rotation angle of the crank 12. When the rotation angle of the crank 12 is an angle at which the first crank arm 12B is located at top dead center or bottom dead center, the manual driving force is minimum. When the rotation angle of the crank 12 is an angle corresponding to a position where the first crank arm 12B is 90 degrees away from top dead center or a position where the first crank arm 12B is 90 degrees away from bottom dead center, the manual driving force is maximum. Therefore, the change in the manual driving force over time is represented by a waveform similar to a sine wave.

For example, the first detection unit 58 detects information related to the first pedaling period and the second pedaling period. The rotation angle of the crank 12 detected by the first detection unit 58 corresponds to the information related to the first pedaling period and the second pedaling period. For example, as shown in FIG . 3 , the first pedaling period and the second pedaling period do not overlap and are adjacent periods. The first pedaling period and the second pedaling period do not necessarily have to be adjacent. 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 a period during which the crank 12 of the human-powered vehicle 10 rotates 360 degrees or more. For example, the length of the first pedaling period is 360 degrees or more. For example, the first pedaling period is a period during which the crank 12 of the human-powered vehicle 10 rotates 360 degrees. For example, the first pedaling period is a period during which the crank 12 of the human-powered vehicle 10 rotates a multiple of 180 degrees. For example, the timing at which the first pedaling period starts is when the first crank arm 12B is in a position corresponding to top dead center. For example, the timing at which the first pedaling period ends is when the first crank arm 12B rotates in the first direction A1 from a position corresponding to top dead center and is in a position corresponding to top dead center. For example, the timing at which the first pedaling period starts is when the first crank arm 12B is in a position corresponding to bottom dead center. For example, the first pedaling period ends when the first crank arm 12B rotates in the first direction A1 from a position corresponding to top dead center and reaches a position corresponding to bottom dead center.

For example, the second pedaling period is a period during which the crank 12 of the human-powered vehicle 10 rotates 360 degrees or more. For example, the length of the second pedaling period is 360 degrees or more. For example, the second pedaling period is a period during which the crank 12 of the human-powered vehicle 10 rotates a multiple of 180 degrees. For example, the second pedaling period is a period during which the crank 12 of the human-powered vehicle 10 rotates 360 degrees. For example, the start timing of the second pedaling period substantially coincides with the end timing of the first pedaling period. For example, the end timing of the first pedaling period substantially coincides with the start timing of the second pedaling period.

For example, the control unit 52 calculates the predicted value based on 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 12 of the human-powered vehicle 10 during the first pedaling period. For example, the control unit 52 is configured to calculate the predicted value from the human-powered driving force detected by the second detection unit 62 during the first pedaling period and a relational expression related to the predicted value.

For example, the control unit 52 calculates a predicted value of the manual driving force when the rotation angle of the crank 12 during the second pedaling period is the same as the predetermined angle, based on the manual driving force when the rotation angle of the crank 12 during the first pedaling period is the same as the predetermined angle. The control unit 52 calculates a predicted value of the manual driving force during the entire second pedaling period by calculating a predicted value of the manual driving force when the rotation angle of the crank 12 during the second pedaling period is the same as the predetermined angle, based on multiple predetermined angles included in the first pedaling period. 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 manual driving force during the first pedaling period, as shown in Figure 3.

For example, the relational expressions relating to the predicted values relate to 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 12 of the human-powered vehicle 10 during the first pedaling period. For example, the relational expressions relating to the predicted values include the following equation (1). Equation (1) is stored in the storage unit 54, for example.
T=A1×sinX+B1…(1)

T indicates the 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 human-powered vehicle 10. SinX indicates the human-powered driving force detected by the second detection unit 62 when the rotation angle is X during the first pedaling period. A1 indicates half the value obtained by subtracting the minimum human-powered driving force during the first pedaling period from the human-powered driving force detected by the second detection unit 62 when the rotation angle is X during the first pedaling period. B1 indicates the average human-powered driving force during the first pedaling period.

For example, the control unit 52 is configured to control the motor 40 so that the assist force becomes a target value. For example, the control unit 52 is configured to control the motor 40 during the second pedaling period in accordance with the human-powered driving force during the first pedaling period. For example, the target value includes a first target value and a second target value. The control unit 52 is configured to control the motor 40 during the second pedaling period so that the assist force becomes a first target value calculated based on a predicted value. For example, the control unit 52 is configured to control the motor 40 based on a first difference between the actual measured value and the predicted value during the second pedaling period. If the first difference between the actual measured value and the predicted value of the human-powered driving force input to the human-powered vehicle 10 during the second pedaling period is equal to or greater than a first value, the control unit 52 is configured to control the motor 40 so that the assist force becomes a second target value calculated based on the actual measured value. For example, the first difference is expressed as an absolute value. The actual measured value corresponds to the human-powered driving force detected by the second detection unit 62.

For example, the control unit 52 is configured to change the second target value so that it becomes larger when the first difference is equal to or greater than the first value and the actual measurement 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 actual measurement value is greater than the predicted value.

For example, when the first difference is equal to or greater than the first value and the actual measurement value is smaller than the predicted value, 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 equal to or greater than the first value and the actual measurement 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.

Figure 4 shows an example of the predicted value, actual measurement value, first difference, first target value, and second target value of the human-powered driving force. In Figure 4, the actual measurement value during the second pedaling period becomes larger than the predicted value from approximately the point in time when the rotation angle of the crank 12 during the second pedaling period corresponds to 270 degrees. In Figure 4, the first difference between the actual measurement value and the predicted value becomes larger as the rotation angle of the crank 12 becomes larger from approximately the point in time when the rotation angle of the crank 12 during the second pedaling period corresponds to 270 degrees. Therefore, in Figure 4, the second target value becomes larger than the first target value from approximately the point in time when the rotation angle of the crank 12 during the second pedaling period corresponds to 270 degrees, and from the point in time when the first difference becomes equal to or greater than the first value.

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

Figure 5 is a graph showing an example of the relationship between the average manual driving force and the average assist ratio during the first pedaling period for each of multiple assist modes. Each of the solid lines L1, L2, L3, L4, L5, L6, L7, L8, L9, L10, L11, and L12 in Figure 5 indicates the relationship between the average manual driving force and the average assist ratio for one assist mode. While Figure 5 shows the relationship between the average manual driving force and the average assist ratio for 12 assist modes, the number of assist modes can be changed as appropriate. For example, the two-dot chain line Z1 indicates the boundary where the output of the motor 40 becomes 27 Nm. For example, the two-dot chain line Z2 indicates the boundary where the output of the motor 40 becomes 85 Nm. For example, the assist modes indicated by the 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 the motor 40 is 85 Nm or less.

For example, in the assist mode shown by the solid line L2, if the average manual driving force is 70 Nm, the control unit 52 calculates the average assist ratio to be 0.45. For example, in the assist mode shown by the solid line L4, if the average manual driving force is 70 Nm, the control unit 52 calculates the average assist ratio to be 1.25.

The relationship between the average value of the manual driving force and the average assist ratio may be variably stored in the memory unit 54. For example, at least one of the relationships between the average value of the manual driving force and the average assist ratio for each assist mode stored in the memory unit 54 is configured to be variably configured.

For example, the control unit 52 calculates the first predetermined value based on the average assist ratio and predetermined variables. The relational expressions related to the first predetermined value include the following expression (2). Expression (2) is stored in the storage unit 54, for example.
Y=C×(2/P)×atan(B2/A2)…(2)

Y represents the first predetermined value. C represents the average assist ratio for the first pedaling period. P represents pi. A2 represents half the value obtained by subtracting the minimum predicted value for the second pedaling period from the predicted value of the manual driving force when the rotation angle is X for the second pedaling period. B2 represents the average value of the manual driving force for 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), if the amplitude of the manual driving force during the first pedaling period is zero (A1 = 0), atan (B2/A2) is P/2, and the first predetermined value is equal to the average assist ratio. A case in which the amplitude of the manual driving force during the first pedaling period is zero would be, for example, when no manual driving force is input. For example, in equation (2), if the amplitude of the manual driving force during the first pedaling period is equal to the average value of the manual driving force during the first pedaling period (A1 = B1), atan (B2/A2) is P/4, and the first predetermined value is C/2. A case in which the amplitude of the manual driving force during the first pedaling period is equal to the average value of the manual driving force during the first pedaling period would be, for example, when the minimum peak value of the manual driving force during the first pedaling period is zero.

For example, the control unit 52 multiplies a predicted value at a predetermined rotation angle of the crank 12 during the second pedaling period by a first predetermined value to calculate the result as the first target value at the predetermined rotation angle of the crank 12 during the second pedaling period. For example, the control unit 52 determines the first target value for the entire second pedaling period by multiplying the predicted value at the predetermined rotation angle of the crank 12 during the second pedaling period by the first predetermined value for a plurality of predetermined rotation angles of the crank 12.

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

For example, the control unit 52 is configured to calculate a first target value from a second difference between the set value and the predicted value based on specified information. For example, the control unit 52 is 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 specified information during the second pedaling period.

Figure 6 shows an example of the specified information. For example, the specified information is information indicating the relationship between the rotation angle of the crank 12 during the pedaling period and a set value. For example, the set value is a value related to the sum of the human-powered driving force and the assist force, which is 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, the optimum output for propelling the human-powered vehicle 10 is set as the set value, depending on the rotation angle of the crank 12. For example, the specified information includes a target waveform for the sum of the assist force and the human-powered driving force during 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 rides the human-powered vehicle 10.

For example, the specified information is information regarding setting values that correspond to the driving characteristics of the human-powered vehicle 10. The optimal output for propelling the human-powered vehicle 10 varies depending on the driving characteristics of the human-powered vehicle 10.

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

For example, the memory unit 54 stores multiple pieces of specified information, and the control unit 52 is configured to calculate the first target value from the second difference based on one of the multiple pieces of specified information. For example, each of the multiple pieces of specified information corresponds to a different driving characteristic of the human-powered vehicle 10. 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 the specified information according to the driving characteristic of the human-powered vehicle 10. For example, each of the multiple pieces of specified information corresponds to a respective one of multiple 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 the specified information according to the currently selected assist mode.

For example, the control unit 52 is configured to adjust the set value based on a predetermined variable. For example, the control unit 52 calculates a 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 during the second pedaling period becomes the first target value calculated based on the predicted value and the predetermined variable. For example, the predetermined variable is the average value of the predicted value, the predicted value, and a variable related to the second pedaling period.

For example, the control unit 52 is configured to calculate the first target value so 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 during the second pedaling period.

For example, 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 is slower when the assist force decreases during the second pedaling period. For example, the control unit 52 is configured to calculate the first target value so that the first response speed of the assist force to the human driving force is slower when the assist force decreases during the second pedaling period than the second response speed of the assist force to the human driving force when the assist force increases during the second pedaling period. For example, the first target value is calculated so that the rate of change of the first target value when the assist force increases during the second pedaling period is greater than the rate of change when the assist force decreases, thereby calculating the first target value so that the response speed of the assist force to the human driving force is slower when the assist force decreases during the second pedaling period.

For example, the rate of change when the assist force decreases is smaller than the rate of change when the assist force increases, but is greater than 0.3 times. For example, the rate of change when the assist force decreases is smaller than 0.7 times the rate of change when the assist force increases, but is greater than 0.5 times. 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 to determine the predetermined variable so that the maximum peak value of the first target value during the second pedaling period is smaller than the maximum peak value of the value obtained by multiplying the predicted value 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 relative to the magnitude of the human-powered driving force. For example, the second predetermined value may be the same as the first predetermined value.

The set values indicated by the two-dot chain line in Figure 6 indicate set values when the predetermined variables are configured so that the rate of change of the first target value when the assist force increases is different from the rate of change of the first target value when the assist force decreases during the second pedaling period. For example, the predetermined variables include a first predetermined variable at a rotation angle of the crank 12 corresponding to an increase in the assist force, and a second predetermined variable at a rotation angle of the crank 12 corresponding to a decrease in the assist force.

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

For example, by setting the predetermined variable 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, the rate of change of the first target value is determined to correspond to the set value shown by the two-dot chain line in Figure 6. For example, the rate of change 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 expressed as an absolute value.

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

For example, the first target value using the predetermined information is calculated by the following formula (3): Formula (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 driving force during the second pedaling period, where XA = Y x 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 less than an upper limit value appropriate for the motor 40. For example, the upper limit value appropriate for the motor 40 is an upper limit value for the output of the motor 40 that is appropriate for the characteristics of the motor 40. For example, the upper limit value appropriate for the motor 40 is determined based on 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, by setting the set value to be equal to or less than the upper limit value appropriate for the motor 40, the control unit 52 is configured to calculate the first target value so that the first target value is equal to or less than the upper limit value appropriate for the motor 40. For example, by adjusting the set value using a predetermined variable, the set value is set to be equal to or less than the upper limit value appropriate for the motor 40.

If the set value is not set to be equal to or less than the upper limit value corresponding to the motor 40, the control unit 52 may be configured to change the first target value that exceeds the upper limit value corresponding to the motor 40 based on the upper limit value corresponding to the motor 40 when the first target value calculated using equation (3) exceeds the upper limit value corresponding to the motor 40. For example, when the first target value calculated using equation (3) exceeds the upper limit value corresponding to the motor 40, the control unit 52 changes the first target value that exceeds the upper limit value corresponding to the motor 40 to the upper limit value corresponding to the motor 40. For example, the memory unit 54 stores information related to the upper limit value corresponding to the motor 40 in association with the characteristics of the motor 40, and the control unit 52 is configured to calculate the upper limit value from the information related to the upper limit value corresponding to the motor 40 stored in the memory unit 54.

For example, the control unit 52 may be configured to control the motor 40 using either a first target value or a second target value depending on a first difference between the actual measured value and the predicted value of the manual driving force during the second pedaling period. 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 to control the motor 40 so that the assist force becomes the first target value when the first difference is smaller than the first value. For example, when the first difference between the actual measured value and the predicted value of the manual driving force during 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 variably stored in the storage unit 54. In this embodiment, the first value is, for example, any value other than zero.

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

X2 indicates the second target value. TA indicates the actual measured value of the manual driving force during the second pedaling period. When the actual measured value and predicted value of the manual driving force during the second pedaling period are equal, the second target value is equal to the first target value. Therefore, when the actual measured value and predicted value of the manual driving force during 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, or may control the motor 40 so that the assist force becomes the second target value.

The first target value indicated by the two-dot chain line in Figure 4 corresponds to the first target value obtained by equation (3). The first target value indicated by the two-dot chain line in Figure 4 corresponds to the value obtained by adding the second difference shown in Figure 6 to the product of the first predetermined value and the predicted value of the human driving force during the second pedaling period. The second target value indicated by the solid line in Figure 4 corresponds to the second target value obtained by equation (4).

The control unit 52 may be configured to determine whether a first difference between the actual measurement value and the predicted value is equal to or greater than a first value, and if the first difference between the actual measurement value and the predicted value is less than the first value, to control the motor 40 based on a first target value calculated using equation (3), and if the first difference between the actual measurement value and the predicted value is equal to or greater than the first value, to control the motor 40 based on a second target value calculated using equation (4).

The process of controlling the motor 40 in accordance with either the first target value or the second target value will be described with reference to the flowchart in Figure 7. For example, when power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S11 of the flowchart shown in Figure 7.

In step S11, the control unit 52 determines whether or not a manual driving force has been input during the second pedaling period. The control unit 52 determines whether or not a manual driving force has been input during the second pedaling period based on the output from the first detection unit 58. If a manual driving force has been input during the second pedaling period, the control unit 52 proceeds to step S12. If a manual driving force has not been input during the second pedaling period, the control unit 52 ends the processing.

In step S12, the control unit 52 determines whether the first difference between the actual measured value and the predicted value of the manual driving force is equal to or greater than a first value. The control unit 52 acquires the actual measured value of the manual driving force from the second detection unit 62. If the first difference is equal to or greater than the first value, the control unit 52 proceeds to step S13. If the first difference is smaller than the first value, the control unit 52 proceeds to step S14.

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

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

For example, if the assist force is controlled using a low-pass filter or the like to slow the response speed, which is the ratio of the rate of change of the assist force to the rate of change of the actual measured value of the manual driving force, the assist force will become greater than the required amount relative to the manual driving force when the manual driving force changes from a decrease to an increase. The control unit 52 of this embodiment controls the assist force of the motor 40 based on the predicted value of the manual driving force for the second pedaling period, which is calculated based on the manual driving force for the first pedaling period. Therefore, even when the manual driving force changes from a decrease to an increase, the assist force is less likely to become greater than the required amount relative to the manual driving force. The control unit 52 of this embodiment can control the assist force of the motor 40 without using a low-pass filter. The control unit 52 of this embodiment can quickly reduce the assist force to zero when the manual driving force decreases and then stops, making it less likely that the rider will feel uncomfortable.

In this embodiment, the control unit 52 controls the motor 40 according to the set value, so by setting the set value so that the rider gets a natural feeling of assistance, the rider can get a natural feeling.

Second Embodiment
The control device 50 of the second embodiment will be described with reference to Figures 2, 6, 8, and 9. The control device 50 of the second embodiment is similar to the control device 50 of the first embodiment except that it controls the motor 40 in accordance with a first target value calculated based on predetermined information. Therefore, the same reference numerals as in the first embodiment are used for the components common to the first embodiment, and redundant description will be omitted.

The control device 50 of this embodiment includes a control unit 52 that controls the motor 40, and a memory unit 54. The memory unit 54 stores predetermined information that defines the relationship between the pedaling period of the human-powered vehicle 10 and a set value related to the sum of the human-powered driving force and the assist force. The control unit 52 is configured to calculate a predicted value of the human-powered driving force in a second pedaling period that follows the first pedaling period, based on the human-powered driving force in a first pedaling period related to the human-powered vehicle 10. The control unit 52 is 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, during 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 during the second pedaling period so that the assist force becomes the second difference.

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

The set value indicated by the two-dot chain line in Figure 8 indicates the set value obtained by multiplying the predicted value by the average assist ratio. The control unit 52 calculates, for example, the second difference shown in Figure 8 as the first target value. When the set value is the set value indicated by the two-dot chain line in Figure 6, the control unit 52 calculates the second difference shown in Figure 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 in equation (3) to zero. When the control unit 52 is configured to calculate the first target value by setting the first predetermined value in equation (3) to zero, the control unit 52 is configured to control the motor 40 in accordance with the first target value calculated by equation (3). The control unit 52 may also be configured to calculate the first target value by using equation (3) similar to that in the first embodiment, without setting the first predetermined value to zero.

With reference to the flowchart in Figure 9, the process of controlling the motor 40 in accordance with the first target value calculated based on predetermined information will be described. For example, when power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S21 of the flowchart shown in Figure 9.

In step S21, the control unit 52 determines whether or not a manual driving force has been input during the second pedaling period. The control unit 52 determines whether or not a manual driving force has been input during the second pedaling period based on the output from the first detection unit 58. If a manual driving force has been input during the second pedaling period, the control unit 52 proceeds to step S22. If a manual driving force has not been input during the second pedaling period, the control unit 52 ends the processing.

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

Third Embodiment
The control device 50 of the third embodiment will be described with reference to Figures 2, 6, and 10. The control device 50 of the third embodiment is similar to the control device 50 of the second embodiment except that it controls the motor 40 in accordance with a first target value calculated based on predetermined variables. Therefore, the same reference numerals as in the first embodiment are used for the components common to the first embodiment, and redundant description will be omitted.

The control device 50 of this embodiment includes a control unit 52 that controls the motor 40. The control unit 52 is configured to calculate a predicted value of the human-powered driving force during a second pedaling period that follows the first pedaling period, based on the human-powered driving force during a first pedaling period for the human-powered vehicle 10. The control unit 52 is configured to control the motor 40 during the second pedaling period so that the assist force becomes a first target value calculated based on the predicted value and predetermined variables. The control unit 52 is configured to calculate the first target value during the second pedaling period so 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. The control unit 52 of this embodiment is configured to calculate the first target value during the second pedaling period so that the response speed of the assist force to the human-powered driving force slows when the assist force decreases.

The control unit 52 in this embodiment is configured to calculate the first target value based on the set value indicated by the two-dot chain line in Figure 6. For example, the control unit 52 is configured to control the motor 40 in accordance with the first target value calculated by equation (3) using the set value indicated by the two-dot chain line in Figure 6.

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 this embodiment, the control unit 52 does not need to control the motor 40 using an actual measurement value during the second pedaling period. Therefore, the control unit 52 may calculate the first target value during the first pedaling period based on a predetermined variable.

With reference to the flowchart in Figure 10, the process of controlling the motor 40 in accordance with the first target value calculated based on predetermined variables will be described. For example, when power is supplied to the control unit 52, the control unit 52 starts the process and proceeds to step S31 of the flowchart shown in Figure 10.

In step S31, the control unit 52 determines whether a manual driving force has been input during the second pedaling period. The control unit 52 determines whether a manual driving force has been input during the second pedaling period based on the output from the first detection unit 58. If a manual driving force has been input during the second pedaling period, the control unit 52 proceeds to step S32. If a manual driving force has not been input during the second pedaling period, the control unit 52 ends the processing.

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

<Example of change>
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. The control device according to the present disclosure can take, for example, a modified version of each embodiment shown below, or a form that combines at least two mutually consistent modified versions. In the following modified versions, parts that are common to the forms of each embodiment will be assigned the same reference numerals as in the embodiments, and their description will be omitted.

- In the first embodiment, when the assist force decreases during the second pedaling period, the control unit 52 may be 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. For example, the control unit 52 may be configured to calculate the first target value based on the set value indicated by the two-dot chain line in FIG. 8. For example, the control unit 52 may be configured to control the motor 40 in accordance with the set value indicated by the two-dot chain line in FIG. 8 and the first target value calculated using equation (3).

The control unit 52 may be configured to calculate the first target value using the offset value and to change the offset value when a predetermined condition is satisfied. For example, the predetermined condition is satisfied when the difference between the manual driving force and the predicted value during the second pedaling period is outside a first range. For example, the control unit 52 increases the offset value when the difference between the actual value and the predicted value is outside the first range and the actual value of the manual driving force is greater than the predicted value. The control unit 52 decreases the offset value when the difference between the actual value and the predicted value is outside the first range and the actual value of the manual 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 represents an offset value, which may be a constant or a variable.
The process of 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 the process and proceeds to step S41 of the flowchart shown in Fig. 11.
In step S41, the control unit 52 determines whether or not a manual driving force has been input during the second pedaling period. The control unit 52 determines whether or not a manual driving force has been input during the second pedaling period based on the output from the first detection unit 58. If a manual driving force has been input during the second pedaling period, the control unit 52 proceeds to step S42. If a manual driving force has not been input during the second pedaling period, the control unit 52 ends the process.
In step S42, the control unit 52 determines whether the difference between the actual measured value and the predicted value of the manual driving force is within a first range. The control unit 52 acquires the actual measured value of the manual driving force from the second detection unit 62. If the difference between the actual measured value and the predicted value of the manual driving force is within the first range, the control unit 52 ends the process. If the difference between the actual measured value and the predicted value of the manual 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, if the actual measured value of the manual driving force is greater than the predicted value, the control unit 52 increases the offset value. For example, if the actual measured value of the manual driving force is smaller than the predicted value, the control unit 52 decreases the offset value. The control unit 52 is configured to control the motor 40 in accordance with the first target value obtained by substituting the changed offset value into equation (5).

- When the control unit 52 calculates the first target value using equation (5) and the human-powered vehicle 10 includes a transmission, the specified condition may be satisfied when the gear ratio of the human-powered vehicle 10 is changed by the transmission. For example, the control unit 52 is configured to change the offset value so that it becomes smaller when the gear ratio of the human-powered vehicle 10 is changed by the transmission. When the gear ratio of the human-powered vehicle 10 is changed by the transmission, the offset value becomes smaller, which reduces the first target value and therefore the assist force. The smaller assist force makes it easier for the transmission to change gears.

- The length of the second pedaling period does not have to 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 a predicted value of the manual driving force during two cycles of the second pedaling period based on the manual driving force during the first pedaling period.

- The control unit 52 may calculate a predicted value of the human driving force in the second pedaling period based on the human driving force in the pedaling period prior to the first pedaling period, in addition to the human driving force in the first pedaling period. For example, if the human driving force tends to increase from the pedaling period prior to the first pedaling period to the first pedaling period, the control unit 52 calculates a predicted value such that the predicted value of the human driving force in the second pedaling period is larger than if the human driving force does not tend to increase from the pedaling period prior to the first pedaling period to the first pedaling period.

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

10... human-powered vehicle, 12... crank, 40... motor, 50... control device, 52... control unit, 54... memory unit, 58... first detection unit.

Claims (22)

A control device for a human-powered vehicle including a motor that applies an assist force according to a human-powered driving force input to the human-powered vehicle,
a control unit for controlling the motor;
The control unit
a predicted value of the human-powered driving force in a second pedaling period that is subsequent to the first pedaling period is calculated based on the human-powered driving force in a first pedaling period of the human-powered vehicle,
the motor is controlled so that, during the second pedaling period, the assist force becomes a first target value calculated based on the predicted value,
a control device configured to control the motor so that the assist force becomes a second target value calculated based on the actual measured value when a first difference between the actual measured value of the human-powered driving force input to the human-powered vehicle during the second pedaling period and the predicted value is equal to or greater than a first value. The control device according to claim 1, wherein the control unit is configured to change the second target value so that it increases when the first difference is equal to or greater than the first value and the actual measurement value is greater than the predicted value. The control device according to claim 1 or 2, wherein the control unit is configured to change the second target value so as to decrease the second target value when the first difference is equal to or greater than the first value and the actual measurement value is smaller than the predicted value. The control device described in 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. a storage unit that stores predetermined information that defines the relationship between a pedaling period of the human-powered vehicle and a set value related to the sum of the human-powered driving force and the assist force,
The control device according to claim 1 , wherein 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. A control device for a human-powered vehicle including a motor that applies an assist force according to a human-powered driving force input to the human-powered vehicle,
a control unit that controls the motor; and a storage unit,
the storage unit stores predetermined information that defines the relationship between a pedaling period of the human-powered vehicle and a set value related to the sum of the human-powered driving force and the assist force;
The control unit
a predicted value of the human-powered driving force in a second pedaling period that is subsequent to the first pedaling period is calculated based on the human-powered driving force in a first pedaling period of the human-powered vehicle,
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 during the second pedaling period,
a control device configured to control the motor so that the assist force becomes the first target value. The control device described in claim 5 or 6, wherein the predetermined information is information regarding the setting values according to the driving characteristics of the human-powered vehicle. The control device described in claim 7, wherein the driving characteristics include at least one of vehicle body characteristics of the human-powered vehicle, occupant characteristics of the human-powered vehicle, or road characteristics of the human-powered vehicle. the storage unit stores a plurality of pieces of predetermined information;
The control device according to claim 5 , wherein the control unit is configured to calculate the first target value from the second difference based on one of the plurality of pieces of predetermined information. The control unit
calculating the first target value based on the predicted value and a predetermined variable;
10. The control device according to claim 1, wherein the control device is configured to calculate the first target value so that, during the second pedaling period, a rate of change of the first target value when the assist force increases differs from a rate of change of the first target value when the assist force decreases. A control device for a human-powered vehicle including a motor that applies an assist force according to a human-powered driving force input to the human-powered vehicle,
a control unit for controlling the motor;
The control unit
a predicted value of the human-powered driving force in a second pedaling period that is subsequent to the first pedaling period is calculated based on the human-powered driving force in a first pedaling period of the human-powered vehicle,
the motor is controlled so that, during the second pedaling period, the assist force becomes a first target value calculated based on the predicted value and a predetermined variable;
a control device configured to calculate the first target value so that, during the second pedaling period, a rate of change of the first target value when the assist force increases differs from a rate of change of the first target value when the assist force decreases. A control device for a human-powered vehicle including a motor that applies an assist force according to a human-powered driving force input to the human-powered vehicle,
a control unit for controlling the motor;
The control unit
a predicted value of the human-powered driving force in a second pedaling period that is subsequent to the first pedaling period is calculated based on the human-powered driving force in a first pedaling period of the human-powered vehicle,
the motor is controlled so that, during the second pedaling period, the assist force becomes a first target value calculated based on the predicted value and a predetermined variable;
a control device configured to calculate the first target value so that, when the assist force decreases during the second pedaling period, a response speed of the assist force to the human driving force becomes slower. A control device according to any one of claims 10 to 12, wherein the predetermined variables are variables related to the average value of the predicted value, the predicted value, and the second pedaling period. The control unit
The first target value is calculated based on a value obtained by multiplying the predicted value by a second predetermined value and the predetermined variable,
14. The control device according to claim 10, wherein the predetermined variable is determined so that a maximum peak value of the first target value during 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. The control unit
The offset value is used to calculate the first target value;
A control device according to any one of claims 1 to 14, configured to modify the offset value if a predetermined condition is met. The control device described in claim 15, wherein the predetermined condition is satisfied when the difference between the manual driving force and the predicted value during the second pedaling period is outside a first range. A control device 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 less than an upper limit value corresponding to the motor. A control device according to any one of claims 1 to 17, wherein the control unit calculates the predicted value based on 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. A control device according to any one of claims 1 to 18, wherein the first pedaling period is a period during which the crank of the human-powered vehicle rotates 360 degrees or more. A control device according to any one of claims 1 to 19, wherein the second pedaling period is a period during which the crank of the human-powered vehicle rotates 360 degrees or more. A control device according to any one of claims 1 to 20, wherein the length of the second pedaling period is equal to the length of the first pedaling period. A control device according to any one of claims 1 to 21, further including a first detection unit that detects information relating to the first pedaling period and the second pedaling period.