Driving device and driving method for driving a motor of an electrically assisted vehicle

Abstract

To provide a driving device and a driving method, which can increase a travel distance of an electric auxiliary vehicle.SOLUTION: A driving device includes a battery module, a transducer, and a control circuit. When receiving an acceleration command, the control circuit controls the transducer to enter a first mode. In the first mode, the transducer provides driving power to a motor. When receiving a brake command, the control circuit controls the transducer to enter a second mode. In the second mode, the transducer provides induction power generated by the motor to the battery module. When the acceleration command and the brake command are not received and a user does not apply accelerating force to an electric auxiliary vehicle, the control circuit controls the transducer to enter a third mode. In the third mode, the transducer provides the induction power to the battery module.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a drive device and a drive method, and more particularly to a drive device and a drive method for driving a motor of an electrically assisted vehicle. [Background technology]

[0002] Current power-assisted vehicles (power walkers, power-assisted bicycles, etc.) recharge the motor power to the power supply terminals during braking phases. Summary of the Invention [Problem to be solved by the invention]

[0003] However, the above operation can only restore power during the braking phase and when the user applies force (e.g., thrust or pedal force). Current electric assisted vehicles cannot restore power during any phase of driving except during the braking phase and when the user applies force. This limits the driving range of electric assisted vehicles when the user does not apply acceleration force to the electric assisted vehicle. [Means for solving the problem]

[0004] The present invention provides a driving device and a driving method for driving a motor of an electrically assisted vehicle, which can increase the driving distance of the electrically assisted vehicle.

[0005] The drive device of the present invention is used to drive a motor of an electrically assisted vehicle. The drive device includes a battery module, a transducer, and a control circuit. The battery module stores drive power. The transducer is coupled to the battery module and the motor. The control circuit is coupled to the transducer. When an acceleration command is received, the control circuit controls the transducer to enter a first mode, causing the transducer to provide drive power to the motor in the first mode. When a braking command is received, the control circuit controls the transducer to enter a second mode, causing the transducer to provide inductive power generated by the motor to the battery module in the second mode. When neither an acceleration command nor a braking command is received and the user is not applying an acceleration force to the electrically assisted vehicle, the control circuit controls the transducer to enter a third mode, causing the transducer to provide inductive power generated by the motor to the battery module in the third mode.

[0006] A driving method of the present invention is used for driving an electrically assisted vehicle. The electrically assisted vehicle includes a motor, a battery module, and a transducer. The battery module stores driving power. The driving method includes starting the electrically assisted vehicle, determining a received command, and controlling the transducer to enter a first mode when an acceleration command is received, thereby causing the transducer to provide driving power to the motor in the first mode; controlling the transducer to enter a second mode when a braking command is received, thereby causing the transducer to provide inductive power generated by the motor to the battery module in the second mode; and controlling the transducer to enter a third mode when neither an acceleration command nor a braking command is received and the user is not applying an accelerating force to the electrically assisted vehicle, thereby causing the transducer to provide inductive power generated by the motor to the battery module in the third mode. [Effects of the Invention]

[0007] Based on the above, when a braking command is received, the transducer provides the inductive power generated by the motor to the battery module in the second mode, thereby charging the battery module. When neither an acceleration command nor a braking command is received, the transducer provides the inductive power generated by the motor to the battery module in the third mode, thereby charging the battery module. In other words, the battery module can be charged in both the second mode and the third mode. In this way, the driving range of the electrically assisted vehicle can be increased.

[0008] In order to make the above-mentioned features and advantages of the present invention more comprehensible, embodiments accompanied with drawings are described in detail below. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a block diagram of an electrically assisted vehicle according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a flow diagram of a driving method according to one embodiment of the present invention. [Figure 3] FIG. 2 is an equivalent circuit diagram of a drive unit and a motor according to one embodiment of the present invention. [Figure 4] FIG. 2 is a schematic diagram of a first mode of operation according to one embodiment of the present invention. [Figure 5] FIG. 4 is a schematic diagram of a second mode of operation according to one embodiment of the present invention. [Figure 6] FIG. 10 is a schematic diagram of a third mode of operation according to one embodiment of the present invention. [Figure 7] FIG. 4 is a block diagram of an electrically assisted vehicle according to a second embodiment of the present invention. [Figure 8A] FIG. 8 is a flow diagram of the driving method shown in FIG. [Figure 8B] FIG. 8 is a flow diagram of the driving method shown in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0010] Some embodiments of the present invention will be described in detail below with reference to the drawings. In the following, the same reference numerals in different drawings should be considered to represent the same elements. The embodiments are only a part of the present invention and do not disclose all potential implementation modes of the present invention. The embodiments are merely examples within the scope of the present invention.

[0011] Referring to FIG. 1, FIG. 1 is a block diagram of an electrically assisted vehicle according to a first embodiment of the present invention. The electrically assisted vehicle 10 may be, for example, an electric walker or an electrically assisted bicycle. In this embodiment, the electrically assisted vehicle 10 includes a drive unit 100 and a motor MTR. The drive unit 100 is used to drive the motor MTR. The motor MTR in this embodiment may be, for example, a brushless DC (BLDC) motor, but the present invention is not limited to this motor. The motor MTR may drive the tires of the electrically assisted vehicle 10. Therefore, the electrically assisted vehicle 10 can move based on the rotation of the motor MTR.

[0012] In this embodiment, the driving device 100 includes a battery module 110, a transducer 120, and a control circuit 130. The battery module 110 stores the driving power PDR. In this embodiment, the battery module 110 is an aluminum ion battery. The aluminum ion battery has a high charge / discharge rate (C rate). Therefore, the battery module 110 can achieve the advantage of fast charging.

[0013] The transducer 120 is coupled to the battery module 110 and the motor MTR. The control circuit 130 controls the transducer 120 based on the received command. In this embodiment, when the control circuit 130 receives an acceleration command IT1, it controls the transducer 120 to enter the first mode. In the first mode, the transducer 120 provides driving power PDR to the motor MTR. This allows the moving speed of the electrically assisted vehicle 10 to increase.

[0014] Upon receiving the braking command IT2, the control circuit 130 controls the transducer 120 to enter the second mode. In the second mode, the transducer 120 reduces the rotational speed of the motor MTR. The transducer 120 provides the inductive power PSE generated by the motor MTR to the battery module 110. In this embodiment, the acceleration command IT1 and the braking command IT2 may be provided by operation of the user of the electrically assisted vehicle 10.

[0015] Furthermore, when neither the acceleration command IT1 nor the braking command IT2 is received and the user is not applying an accelerating force to the power-assisted vehicle 10, the power-assisted vehicle 10 naturally decelerates. The control circuit 130 controls the transducer 120 to enter a third mode. In the third mode, the transducer 120 provides the inductive power PSE generated by the motor MTR to the battery module 110.

[0016] It should be noted here that when a braking command IT2 is received, the transducer 120 provides the induced power PSE generated by the motor MTR to the battery module 110 in the second mode, thereby charging the battery module 110. When neither the acceleration command IT1 nor the braking command IT2 is received and the user is not applying an acceleration force to the power-assisted vehicle 10, the transducer 120 provides the induced power PSE generated by the motor MTR to the battery module 110 in the third mode, thereby charging the battery module 110. In other words, the battery module 110 can be charged even when the power-assisted vehicle 10 is naturally decelerating or braking, thereby increasing the charging time of the battery module 110. In this way, the driving distance of the power-assisted vehicle 10 can be increased.

[0017] In this embodiment, control circuitry 130 is, for example, a central processing unit (CPU) or other programmable general-purpose or special-purpose microprocessor, digital signal processor (DSP), programmable controller, application-specific integrated circuit (ASIC), programmable logic device (PLD), or other similar device or combination of devices capable of loading and executing a computer program.

[0018] Please refer to FIGS. 1 and 2 simultaneously. FIG. 2 is a flow diagram of a driving method according to one embodiment of the present invention. The driving method S100 is adapted to the electrically assisted vehicle 10. In this embodiment, the driving method S100 includes steps S110 to S150. In step S110, the electrically assisted vehicle 10 is started. In step S120, the control circuit 130 determines the received command. If an acceleration command IT1 is received in step S120, the control circuit 130 controls the transducer 120 to enter the first mode in step S130. To this end, the transducer 120 provides driving power PDR to the motor MTR.

[0019] When the control circuit 130 receives the braking command IT2 in step S120, the control circuit 130 controls the transducer 120 to enter the second mode in step S140. Therefore, the transducer 120 provides the induced power PSE generated by the motor MTR to the battery module 110. When the control circuit 130 receives neither the acceleration command IT1 nor the braking command IT2 in step S120 and the user is not applying an acceleration force to the electrically assisted vehicle 10, the control circuit 130 controls the transducer 120 to enter the third mode in step S150. Therefore, the transducer 120 provides the induced power PSE generated by the motor MTR to the battery module 110.

[0020] Please refer to FIG. 3, which is an equivalent circuit diagram of a drive device and a motor according to one embodiment of the present invention. In this embodiment, FIG. 3 shows an equivalent circuit of the motor MTR. The motor MTR includes equivalent inductors L1 to L3. Each of the equivalent inductors L1 to L3 corresponds to one of the equivalent elements of the three-phase coil of the motor MTR. The motor MTR has phase nodes NDA to NDC. The equivalent inductor L1 has an inductive power EA. The equivalent inductor L2 has an inductive power EB. The equivalent inductor L3 has an inductive power EC.

[0021] In this embodiment, the control circuit 130 provides switch signals SSW1 to SSW6 for controlling the transducer 120. The transducer 120 includes a capacitor C1, upper arm power switches SWU1 to SWU3, lower arm power switches SWD1 to SWD3, and bypass diodes D1 to D6. A first terminal of the upper arm power switch SWU1 is coupled to the positive electrode of the battery module 110. A second terminal of the upper arm power switch SWU1 is coupled to the phase node NDA. A control terminal of the upper arm power switch SWU1 receives the switch signal SSW1. A first terminal of the lower arm power switch SWD1 is coupled to the phase node NDA. A second terminal of the lower arm power switch SWD1 is coupled to the negative electrode of the battery module 110. A control terminal of the lower arm power switch SWD1 receives the switch signal SSW2.

[0022] A first terminal of the upper arm power switch SWU2 is coupled to the positive electrode of the battery module 110. A second terminal of the upper arm power switch SWU2 is coupled to the phase node NDB. A control terminal of the upper arm power switch SWU2 receives a switch signal SSW3. A first terminal of the lower arm power switch SWD2 is coupled to the phase node NDB. A second terminal of the lower arm power switch SWD2 is coupled to the negative electrode of the battery module 110. A control terminal of the lower arm power switch SWD2 receives a switch signal SSW4.

[0023] A first terminal of the upper arm power switch SWU3 is coupled to the positive electrode of the battery module 110. A second terminal of the upper arm power switch SWU3 is coupled to the phase node NDC. A control terminal of the upper arm power switch SWU3 receives a switch signal SSW5. A first terminal of the lower arm power switch SWD3 is coupled to the phase node NDC. A second terminal of the lower arm power switch SWD3 is coupled to the negative electrode of the battery module 110. A control terminal of the lower arm power switch SWD3 receives a switch signal SSW6.

[0024] The cathode of the bypass diode D1 is coupled to a first terminal of the upper-arm power switch SWU1. The anode of the bypass diode D1 is coupled to a second terminal of the upper-arm power switch SWU1. The cathode of the bypass diode D2 is coupled to a first terminal of the lower-arm power switch SWD1. The anode of the bypass diode D2 is coupled to a second terminal of the lower-arm power switch SWD1. The cathode of the bypass diode D3 is coupled to a first terminal of the upper-arm power switch SWU2. The anode of the bypass diode D3 is coupled to a second terminal of the upper-arm power switch SWU2. The cathode of the bypass diode D4 is coupled to a first terminal of the lower-arm power switch SWD2. The anode of the bypass diode D4 is coupled to a second terminal of the lower-arm power switch SWD2. The cathode of the bypass diode D5 is coupled to a first terminal of the upper-arm power switch SWU3. The anode of the bypass diode D5 is coupled to a second terminal of the upper-arm power switch SWU3. The cathode of the bypass diode D6 is coupled to the first terminal of the lower-arm power switch SWD3, and the anode of the bypass diode D6 is coupled to the second terminal of the lower-arm power switch SWD3.

[0025] In this embodiment, the upper arm power switches SWU1 to SWU3 and the lower arm power switches SWD1 to SWD3 are each implemented by an N-type field-effect transistor (FET). The upper arm power switches SWU1 to SWU3 and the lower arm power switches SWD1 to SWD3 are each implemented by an N-type MOSFET. Bypass diodes D1 to D6 may be provided in the upper arm power switches SWU1 to SWU3 and the lower arm power switches SWD1 to SWD3, respectively. In some embodiments, the upper arm power switches SWU1 to SWU3 and the lower arm power switches SWD1 to SWD3 are each implemented by an NPN bipolar transistor (BJT).

[0026] Details of the implementation of the transducer 120 in different modes are described below in the examples.

[0027] Please refer to Figures 3 and 4 simultaneously. Figure 4 is a schematic diagram of a first mode of operation according to one embodiment of the present invention. Figure 4 shows a schematic diagram of a first mode of operation associated with phase nodes NDA and NDB. In this embodiment, there is an equivalent inductor L12 between phase nodes NDA and NDB. The equivalent inductor L12 has an inductive power EAB. The equivalent inductor L12 may be a series equivalent inductor of the equivalent inductors L1 and L2 of Figure 3.

[0028] In the first mode, the upper power switch SWU1 performs a switching operation based on the duty cycle of the switch signal SSW1. The upper power switch SWU2 and the lower power switch SWD1 are maintained in an off state. The lower power switch SWD2 is maintained in a conducting state. For example, the lower power switch SWD1 is maintained in an off state based on a low voltage level of the switch signal SSW2. The upper power switch SWU2 is maintained in an off state based on a low voltage level of the switch signal SSW3. The lower power switch SWD2 is maintained in a conducting state (labeled "ON") based on a high voltage level of the switch signal SSW4.

[0029] During a period TP1 in which the upper-arm power switch SWU1 is turned on (denoted as "ON"), the upper-arm power switch SWU1, the equivalent inductor L12, and the lower-arm power switch SWD2 form a transmission path P1 for transmitting the drive power PDR. The transmission path P1 is an excitation circuit. Therefore, during the period TP1, the excitation current IM gradually increases. The current value of the current IAB flowing through the equivalent inductor L12 also gradually increases.

[0030] During a period TP2 when the upper-arm power switch SWU1 is turned off (labeled "OFF"), the equivalent inductor L12, the lower-arm power switch SWD2, and the bypass diode D2 form a transmission path P2 for transmitting the inductive power EAB provided by the equivalent inductor L12. No excitation current IM is generated. Therefore, the value of the current IAB flowing through the equivalent inductor L12 does not increase during the period TP2. Therefore, the larger the duty cycle of the switch signal SSW1, the larger the value of the current flowing through the equivalent inductor L12. It can be seen that in the first mode, the duty cycle of the switch signal SSW1 can determine the output size of the motor MTR.

[0031] In this embodiment, the switch signal SSW1 may be a pulse width modulated (PWM) signal in the first mode. The wider the pulse width of the switch signal SSW1, the greater the output of the motor MTR. The narrower the pulse width of the switch signal SSW1, the less the output of the motor MTR.

[0032] Please refer to Figures 3 and 5 simultaneously. Figure 5 is a schematic diagram of a second mode of operation according to one embodiment of the present invention. Figure 5 shows a schematic diagram of the second mode of operation associated with phase nodes NDA and NDB. In the second mode, the upper arm power switch SWU1 is maintained in an off state. The lower arm power switch SWD1 performs a switching operation based on the duty cycle of the switch signal SSW2. The upper arm power switch SWU2 performs a switching operation based on the duty cycle of the switch signal SSW3. The lower arm power switch SWD2 is maintained in an off state. The switch signal SSW3 is identical to the switch signal SSW2. The switch signals SSW2 and SSW3 may each be a PWM signal in the second mode.

[0033] During a period TP3 when the lower-arm power switch SWD1 and the upper-arm power switch SWU2 are turned on (denoted as "ON"), the upper-arm power switch SWU2, the equivalent inductor L12, and the lower-arm power switch SWD1 form a transmission path P3 that transmits the negative-phase excitation power of the equivalent inductor L12. The current value of the excitation power IM gradually increases. The current value of the current IAB flowing through the equivalent inductor L12 gradually increases. Note that the direction of the transmission path P3 located at the equivalent inductor L12 is opposite to the direction of the transmission path P1 (see FIG. 4) located at the equivalent inductor L12. In other words, the current IAB flowing through the equivalent inductor L12 in the second mode is opposite to the current IAB flowing through the equivalent inductor L12 in the first mode. Therefore, the negative-phase excitation power (e.g., induction power EAB) resists the kinetic energy generated by the motor MTR in the first mode. Therefore, in the second mode, during the period TP3, the lower arm power switch SWD1 and the upper arm power switch SWU2 are conductive, and the electrically assisted vehicle 10 performs braking.

[0034] During period TP4, when the lower-arm power switch SWD1 and the upper-arm power switch SWU2 are turned off (denoted as "OFF"), the equivalent inductor L12 and the bypass diodes D1 and D3 form a transmission path P4 for transmitting the induced power EAB provided by the equivalent inductor L12. The direction of the excitation power I M in the transmission path P4 is opposite to the direction of the excitation power I M in the transmission path P3. In addition, the current value of the excitation power I M gradually decreases to zero. Note that the induced power EAB flows back to the battery module 110 via the transmission path P4. Therefore, during period TP4, the battery module 110 is charged.

[0035] Additionally, during period TP4, the current value of current IAB flowing through equivalent inductor L12 gradually decreases to zero. The area formed by the current value of current IAB and time t during period TP3 relates to the power consumed in the second mode. The area formed by the current value of current IAB and time t during period TP4 relates to the power recovered in the second mode. The area formed by the current value of current IAB and time during period TP4 is greater than or equal to the area formed by the current value of current IAB and time during period TP3. Therefore, the power recovered in the second mode is greater than or equal to the power consumed in the second mode. In other words, in the second mode, the battery module 110 does not actually consume driving power PDR.

[0036] Please refer to Figures 3 and 6 simultaneously. Figure 6 is a schematic diagram of a third mode of operation according to one embodiment of the present invention. Figure 6 shows a schematic diagram of the third mode of operation associated with phase nodes NDA and NDB. In the third mode, the upper power switches SWU1 and SWU2 and the lower power switch SWD2 are maintained in an off state. The lower power switch SWD1 performs a switching operation based on the duty cycle of the second switch signal SSW2.

[0037] During a period TP5 when the lower-arm power switch SWD1 is turned on (labeled "ON"), the lower-arm power switch SWD1, the equivalent inductor L12, and the bypass diode D4 form a transmission path P5 for transmitting the inductive power EAB provided by the equivalent inductor L12. During a period TP6 when the lower-arm power switch SWD1 is turned off (labeled "OFF"), the equivalent inductor L12 and the bypass diodes D1 and D4 form a transmission path P6 for transmitting the inductive power EAB. The transmission path P6 is identical to the transmission path P4. Therefore, during the period TP6, the battery module 110 is charged.

[0038] During the period when the transducer 120 enters the third mode (i.e., periods TP5 and TP6), the electrically assisted vehicle 10 allows the user to apply an accelerating force. This allows the induced power EAB to increase. As the induced power EAB increases, the value of the current IAB flowing through the equivalent inductor L12 also increases. Therefore, during period TP6, the electrically assisted vehicle 10 obtains an accelerating force, and the transducer 120 charges the battery module 110 with sufficient induced power EAB.

[0039] Please refer to Figures 3, 7, 8A, and 8B simultaneously. Figure 7 is a block diagram of an electrically assisted vehicle according to a second embodiment of the present invention. Figures 8A and 8B are flow diagrams of the driving method shown in Figure 7. In this embodiment, the electrically assisted vehicle 20 includes a driving device 200 and a motor MTR. The driving device 200 is used to drive the motor MTR.

[0040] In this embodiment, the driving device 200 includes a battery module 110, a transducer 120, and a control circuit 230. The battery module 110 stores the driving power PDR. In this embodiment, the battery module 110 is an aluminum-ion battery. Therefore, the battery module 110 achieves the advantage of fast charging. The transducer 120 is coupled to the battery module 110 and the motor MTR. The control circuit 230 is coupled to the transducer 120. The control circuit 230 controls the transducer 120 based on a received command or the current usage status of the electrically assisted vehicle 20. The circuit of the transducer 120 is shown in FIG. 3 and will not be described again here.

[0041] In this embodiment, a driving method S200 is applied to the electrically assisted vehicle 20. In this embodiment, the driving method S200 includes steps S201 to S217. In step S201, the electrically assisted vehicle 20 is started. In step S202, the control circuit 230 senses the feedback current value IB provided by the battery module 110. In this embodiment, the feedback current value IB is related to the current value of the driving power PDR provided by the battery module 110. In step S203, the control circuit 230 determines whether the feedback current value IB is equal to a standby value. If the feedback current value IB is equal to the standby value, the electrically assisted vehicle 20 is in a standby state and has not yet started to travel. Therefore, the control circuit 230 returns to the operation of step S202.

[0042] If the feedback current value IB is not equal to the standby value in step S203, the control circuit 230 determines in step S204 whether the feedback current value IB is equal to or greater than the protection current value IS. If the feedback current value IB is equal to or greater than the protection current value IS, an abnormality may have occurred in the drive device 200. Therefore, in step S205, the control circuit 230 controls the transducer 120 to stop operation. In step S205, the control circuit 230 shuts off the upper arm power switches SWU1 to SWU3 and the lower arm power switches SWD1 to SWD3.

[0043] Furthermore, in step S204, if the feedback current value IB is less than the protective current value IS, the drive unit 200 is operating normally. Therefore, in step S206, the control circuit 230 determines a phase change of the motor MTR. In step S206, the electrically assisted vehicle 20 may sense a phase change PH of the motor MTR.

[0044] For example, the electrically assisted vehicle 20 includes a Hall sensor (not shown). The Hall sensor detects a phase change PH of the motor MTR. If the Hall sensor does not detect a phase change of the motor MTR, the electrically assisted vehicle 20 performs phase detection of the motor MTR. The electrically assisted vehicle 20 performs phase detection of the motor MTR using, for example, a six-step square wave.

[0045] In step S207, the control circuit 230 obtains the travel speed SP of the electrically assisted vehicle 20 based on the phase change PH. For example, the user may determine the set gear of the electrically assisted vehicle 20. The higher the set gear, the greater the assist force provided by the electrically assisted vehicle 20. The lower the set gear, the smaller the assist force provided by the electrically assisted vehicle 20. In the lowest gear, the electrically assisted vehicle 20 does not provide any assist force.

[0046] In step S209, the control circuit 230 determines whether a braking command IT2 has been received. If a braking command IT2 has been received, in step S210, the braking circuit 230 controls the transducer 120 to enter the second mode. The implementation of the cooperation between the transducer 120 and the control circuit 230 in the second mode has been clearly described in the embodiments of Figures 1 and 5, and therefore will not be repeated here.

[0047] In step S211, the control circuit 230 adjusts the duty cycle of the switch signals SSW1 to SSW6 according to the feedback current value IB. Taking the phase nodes NDA and NDB as an example, in the second mode, if the feedback current value IB is less than the rated value for the second mode, the control circuit 230 increases the duty cycle of the switch signals SSW1 and SSW3. Conversely, if the feedback current value IB is greater than the rated value for the second mode, the control circuit 230 decreases the duty cycle of the switch signals SSW2 and SSW3. After step S211, the control circuit 230 returns to the operation of step S202.

[0048] Returning to step S209, if the braking command IT2 has not been received, in step 212, the control circuit 230 determines whether the currently set gear is the lowest gear. If the set gear is the lowest gear, the power-assisted vehicle 20 does not provide an assisting force. Therefore, the power-assisted vehicle 20 naturally decelerates and charges the battery module 110. In step 213, the control circuit 230 controls the transducer 120 to enter the third mode. Therefore, the power-assisted vehicle 20 naturally decelerates and charges the battery module 110 without providing an assisting force. The implementation of the cooperation between the transducer 120 and the control circuit 230 in the third mode has been clearly described in the embodiments of FIGS. 1 and 6, and therefore will not be repeated here.

[0049] Next, in step S211, the control circuit 230 adjusts the duty cycle of the switch signals SSW1 to SSW6 according to the feedback current value IB. Taking the phase nodes NDA and NDB as an example, in the second mode, if the feedback current value IB is less than the rated value for the third mode, the control circuit 230 increases the duty cycle of the switch signal SSW2. Conversely, if the feedback current value IB is greater than the rated value for the third mode, the control circuit 230 decreases the duty cycle of the switch signal SSW2. After step S211, the control circuit 230 returns to the operation of step S202.

[0050] Returning to step S212, if the set gear is not the lowest, in step S214, the control circuit 230 determines whether the traveling speed SP of the electrically assisted vehicle 20 is less than the set speed SS. The set speed SS is, for example, the maximum standard speed of the electrically assisted vehicle 20 (for example, 25 kilometers per hour, but the present invention is not limited to this). If the traveling speed SP is less than the set speed SS, the traveling speed SP is higher than the maximum specified speed. In step S213, the control circuit 230 controls the transducer 120 to enter the third mode. Therefore, the electrically assisted vehicle 20 naturally decelerates without providing any assist force and charges the battery module 110. The control circuit 230 performs the operation of step S211 in the third mode. After step S211, the control circuit 230 returns to the operation of step S202.

[0051] If the traveling speed SP is less than the set speed SS, in step S215, the control circuit 230 detects the torque value TQ applied to the electrically assisted vehicle 20 by the user. For example, the electrically assisted vehicle 20 is an electrically assisted bicycle. In step S215, the control circuit 230 detects the torque value TQ applied to the crank of the electrically assisted vehicle 20 by the user. In step S216, the control circuit 230 determines whether the torque value TQ is less than the set torque value TS. If the torque value TQ is less than the set torque value TS, the user needs to decelerate. Therefore, the electrically assisted vehicle 20 naturally decelerates without providing an assist force, and the battery module 110 is charged. The control circuit 230 performs the operation of step S211 in the third mode.

[0052] Furthermore, if the torque value TQ is greater than or equal to the set torque value TS, the user needs to accelerate. Therefore, to reduce the user's stress, in step S217, the control circuit 230 controls the transducer 120 to enter the first mode. The control circuit 230 performs the operation of step S211 in the first mode. Taking the phase nodes NDA and NDB as an example, in the first mode, if the feedback current value IB is less than the rated value for the first mode, the control circuit 230 increases the duty cycle of the switch signal SSW2. Furthermore, if the feedback current value IB is greater than the rated value for the first mode, the control circuit 230 decreases the duty cycle of the switch signal SSW2. After step S211, the control circuit 230 returns to the operation of step S202.

[0053] It should be noted that the control circuit 230 actively controls the transducer 120 to enter the third mode based on at least one of the set gear, the moving speed SP, and the torque value TQ (e.g., at least one of steps S212, S214, and S216), which significantly increases the chance that the transducer 120 provides the inductive power PSE generated by the motor MTR to the battery module 110.

[0054] In some embodiments, the electrically assisted vehicle 20 may not have a setting gear control method, and steps S208 and S212 may be omitted. In some embodiments, if the electrically assisted vehicle 20 is a vehicle other than an electrically assisted bicycle, steps S215 and S216 may be omitted.

[0055] Based on the above, when a braking command is received, the transducer provides the inductive power generated by the motor to the battery module in the second mode, thereby charging the battery module. When neither an acceleration command nor a braking command is received, the transducer provides the inductive power generated by the motor to the battery module in the third mode, thereby charging the battery module. In other words, the battery module can be charged in both the second mode and the third mode. In this way, the driving range of the electrically assisted vehicle can be increased. In addition, the battery module is an aluminum ion battery. Aluminum ion batteries have a high charge / discharge rate. Therefore, the battery module can achieve the advantage of fast charging.

[0056] While the present invention has been described with reference to the above embodiments, it will be apparent to those skilled in the art that modifications can be made to the described embodiments without departing from the spirit of the invention. Accordingly, the scope of the present invention will be defined by the appended claims rather than the above detailed description. [Industrial Applicability]

[0057] The drive device and drive method of the present invention are suitable for driving a motor of an electrically assisted vehicle. [Explanation of symbols]

[0058] 10, 20: Electric auxiliary vehicle 100, 200: same drive location 110: Battery module 120: Transducer 130: Control circuit 230: Control circuit C1: Capacitor D1 to D6: Bypass diodes EA, EB, EC, EAB, PSE: Inductive power IAB: Current IB: Feedback current value IM: Excitation current IT1: Acceleration command IT2: Braking command L1 to L3, L12: equivalent inductors MTR: Motor NDA~NDC: Phase nodes P1, P2, P3, P4, P5, P6: Transmission route PDR: driving power PH: Phase change S100, S200: Drive method SP: Movement speed SS: Setting speed SSW1 to SSW6: Switch signals SWD1~SWD3: Lower arm power switch SWU1 to SWU3: Upper arm power switches t: time TP1, TP2, TP3, TP4, TP5, TP6: Period TQ: Torque value TS: Set torque value

Claims

1. A drive device for driving a motor of an electrically assisted vehicle, a battery module configured to store driving power; a transducer coupled to the battery module and the motor; coupled to the transducer; controlling the transducer to enter a first mode when an acceleration command is received, thereby causing the transducer to provide the drive power to the motor in the first mode; controlling the transducer to enter a second mode when a braking command is received, thereby causing the transducer to provide inductive power generated by the motor to the battery module in the second mode; controlling the transducer to enter a third mode when the acceleration command and the braking command are not received and the user is not applying an acceleration force to the electrically assisted vehicle, thereby causing the transducer to provide the inductive power generated by the motor to the battery module in the third mode; a control circuit configured to perform Including, the motor having a first phase node and a second phase node; the control circuit provides a first switch signal, a second switch signal, a third switch signal, and a fourth switch signal; the transducer includes a first upper arm power switch, a first lower arm power switch, a second upper arm power switch, a second lower arm power switch, a first bypass diode, a second bypass diode, and a third bypass diode; a first terminal of the first upper arm power switch coupled to a positive electrode of the battery module, a second terminal of the first upper arm power switch coupled to the first phase node, and a control terminal of the first upper arm power switch receiving a first switch signal; a first terminal of the first lower arm power switch coupled to the first phase node, a second terminal of the first lower arm power switch coupled to a negative electrode of the battery module, and a control terminal of the first lower arm power switch receiving the second switch signal; a first terminal of the second upper arm power switch coupled to the positive electrode of the battery module, a second terminal of the second upper arm power switch coupled to the second phase node, and a control terminal of the second upper arm power switch receiving the third switch signal; a first terminal of the second lower arm power switch coupled to the second phase node, a second terminal of the second lower arm power switch coupled to the negative electrode of the battery module, and a control terminal of the second lower arm power switch receiving the fourth switch signal; a cathode of the first bypass diode coupled to the first terminal of the first upper arm power switch and an anode of the first bypass diode coupled to the second terminal of the first upper arm power switch; a cathode of the second bypass diode coupled to the first terminal of the first lower arm power switch and an anode of the second bypass diode coupled to the second terminal of the first lower arm power switch; a cathode of the third bypass diode coupled to the first terminal of the second lower arm power switch and an anode of the third bypass diode coupled to the second terminal of the second lower arm power switch; In the second mode, the first upper arm power switch is maintained in an off state; the first lower arm power switch performs a switching operation based on a duty cycle of the second switch signal; the second upper arm power switch performs a switching operation based on a duty cycle of the third switch signal, the third switch signal being the same as the second switch signal; the second lower arm power switch is maintained in an off state; In the second mode, during a period in which the first lower-arm power switch and the second upper-arm power switch are conductive, the second upper-arm power switch, an equivalent inductor between the first phase node and the second phase node, and the first lower-arm power switch form a third transmission path for transmitting negative-phase excitation power of the equivalent inductor; during a period in which the first lower-arm power switch and the second upper-arm power switch are turned off, the equivalent inductor, the first bypass diode, and the third bypass diode form a fourth transmission path for transmitting inductive power provided by the equivalent inductor. Drive unit.

2. The battery module is an aluminum ion battery. The drive device according to claim 1 .

3. In the first mode, the first upper arm power switch performs a switching operation based on a duty cycle of the first switch signal; the first lower arm power switch is maintained in an off state; the second upper arm power switch is maintained in an off state; the second lower arm power switch is maintained conductive; The drive device according to claim 1 .

4. In the first mode, during a period in which the first upper-arm power switch is turned on, the first upper-arm power switch, an equivalent inductor between the first phase node and the second phase node, and the second lower-arm power switch form a first transmission path for transmitting the driving power; during a period in which the first upper-arm power switch is turned off, the equivalent inductor, the second lower-arm power switch, and the second bypass diode form a second transmission path through which the equivalent inductor provides the inductive power; The drive device according to claim 3 .

5. In the third mode, the first upper arm power switch is maintained in an off state; the first lower arm power switch performs a switching operation based on a duty cycle of the second switch signal; the second upper arm power switch is maintained in an off state; the second lower arm power switch is maintained in an off state; The drive device according to claim 1 .

6. In the third mode, during a period in which the first lower-arm power switch is turned on, the first lower-arm power switch, an equivalent inductor between the first phase node and the second phase node, and a third bypass diode form a fifth transmission path for transmitting the inductive power provided by the equivalent inductor; during a period in which the first lower-arm power switch is turned off, the equivalent inductor, the first bypass diode, and the third bypass diode form a sixth transmission path for transmitting the inductive power provided by the equivalent inductor. The drive device according to claim 5.

7. the control circuit senses a feedback current value provided by the battery module; When the feedback current value is equal to or greater than a protection current value, the control circuit controls the transducer to stop operating; When the feedback current value is less than the protection current value, the control circuit determines a phase change of the motor. The drive device according to claim 1 .

8. The control circuit senses a moving speed of the electrically assisted vehicle, When the moving speed is equal to or greater than a set speed, the control circuit controls the transducer to enter the third mode. The drive device according to claim 1 .

9. When the moving speed is less than the set speed, the control circuit detects a torque value applied to the electrically assisted vehicle by the user; When the torque value is equal to or greater than a set torque value, the control circuit controls the transducer to enter the first mode; When the torque value is less than the set torque value, the control circuit controls the transducer to enter the third mode. The drive device according to claim 8.

10. a motor, a battery module for storing driving power, and a transducer, the motor having a first phase node and a second phase node, the transducer including a first upper arm power switch, a first lower arm power switch, a second upper arm power switch, a second lower arm power switch, a first bypass diode, a second bypass diode, and a third bypass diode; a first terminal of the first upper arm power switch coupled to a positive electrode of the battery module, a second terminal of the first upper arm power switch coupled to the first phase node, and a control terminal of the first upper arm power switch receiving a first switch signal; a first terminal of the first lower arm power switch coupled to the first phase node, a second terminal of the first lower arm power switch coupled to a negative electrode of the battery module, and a control terminal of the first lower arm power switch receiving a second switch signal; a first terminal of the second upper arm power switch coupled to the positive electrode of the battery module, a second terminal of the second upper arm power switch coupled to the second phase node, and a control terminal of the second upper arm power switch receiving a third switch signal; a first terminal of the second lower arm power switch coupled to the second phase node, a second terminal of the second lower arm power switch coupled to the negative electrode of the battery module, and a control terminal of the second lower arm power switch receiving a fourth switch signal; a cathode of the first bypass diode coupled to the first terminal of the first upper arm power switch and an anode of the first bypass diode coupled to the second terminal of the first upper arm power switch; a cathode of the second bypass diode coupled to the first terminal of the first lower arm power switch and an anode of the second bypass diode coupled to the second terminal of the first lower arm power switch; a cathode of the third bypass diode coupled to the first terminal of the second lower arm power switch, and an anode of the third bypass diode coupled to the second terminal of the second lower arm power switch, starting the electrically assisted vehicle; Determining the received command; controlling the transducer to enter a first mode when an acceleration command is received, thereby causing the transducer to provide drive power generated by the motor in the first mode; controlling the transducer to enter a second mode when a braking command is received, thereby causing the transducer to provide inductive power generated by the motor to the battery module in the second mode; When the acceleration command and the braking command are not received and a user is not applying an acceleration force to the electrically assisted vehicle, controlling the transducer to enter a third mode, thereby causing the transducer to provide inductive power generated by the motor to the battery module in the third mode; In the second mode, the first upper arm power switch is maintained in an off state; performing switching operations of the first lower arm power switch and the second upper arm power switch based on the same duty cycle; the second lower arm power switch is maintained in an off state; during a period in which the first lower-arm power switch and the second upper-arm power switch are conductive, the second upper-arm power switch, an equivalent inductor between the first phase node and the second phase node, and the first lower-arm power switch form a third transmission path for transmitting negative-phase excitation power of the equivalent inductor; during a period when the first lower-arm power switch and the second upper-arm power switch are turned off, the equivalent inductor, the first bypass diode, and the third bypass diode form a fourth transmission path for transmitting the inductive power provided by the equivalent inductor. Drive method.

11. The battery module is an aluminum ion battery. The driving method according to claim 10.

12. sensing a feedback current value provided by the battery module; braking the transducer to stop operation when the feedback current value is equal to or greater than a protection current value; determining a phase change of the motor when the feedback current value is less than the protective current value; Further comprising: The driving method according to claim 10.

13. Detecting a moving speed of the electrically assisted vehicle; controlling the transducer to enter the third mode when the moving speed is equal to or greater than a set speed; Further comprising: The driving method according to claim 10.

14. detecting a torque value applied to the electrically assisted vehicle by the user when the moving speed is less than the set speed; controlling the transducer to enter the first mode when the torque value is greater than or equal to a set torque value; controlling the transducer to enter the third mode when the torque value is less than a set torque value; Further comprising: The driving method according to claim 13.

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