DE10250645A1 - Regenerative control/regulation device for motor-assisted bicycle uses braking signal provided by brake switch for switching motor to regeneration mode - Google Patents

Abstract

The regenerative control/regulation device has a brake switch (51) providing a brake signal representing the braking, used for switching the motor into a regeneration mode for energy recovery, with provision of a recharging current for the battery.

Description

Technical field to which the invention belongs

This invention relates to a regenerative control device for a motor vehicle and especially one Regenerative control device for a motor-driven vehicle, which a Regeneration can be performed using a brake application or Fulfill a predetermined condition as a trigger and a Can charge battery with energy generated by regeneration.

State of the art

In a motor vehicle (including a vehicle, which human power is supported by motor power) is sometimes regeneration is performed when the motor vehicle is on driving down a slope or driving through inertia or the like so that a Battery is charged to the energy generated by the regeneration Suppress battery discharge to extend the distance the vehicle can drive with a single charge. For example is disclosed in the official publication of Japanese Utility Model No. HEI 5-75086 a bicycle with a Auxiliary drive device in which regeneration using a Operation of a brake lever performed as a trigger becomes. Meanwhile, in the official publication of the Japanese Patent No. 2001-30974 a motor-assisted bicycle in which a trigger for regenerative control from an output of a vehicle speed sensor and Operations of a brake switch and a manual switch is obtained.

Problems to be Solved by the Invention

Regenerative control / regulation of conventional Motorized vehicles will usually respond to a regeneration amount on the vehicle speed at a time when one Brake actuation is performed, determined and when the Vehicle speed at the time of brake application is the same, then one fixed regeneration amount regardless of the speed of the Operation of the brake lever generated, d. H. regardless of whether the Braking is hard braking or not. Hence a Deceleration feeling of the vehicle through a regenerative control in the Basically regardless of a desire for a hard or soft Braking set.

Furthermore, there is a need even if the operating speed of the Brake is the same, then the braking force to the speed of the vehicle through regeneration, especially at low speeds to increase. There is also a need to use regenerative braking or Regenerative braking not only by issuing a brake switch, but also by setting conditions that are appropriate for a Downward slopes are apt to achieve a comfortable user experience Driving experience on a downward slope.

The present invention has been made in view of such reasons as are described above and it is an object of the present invention to provide a Regenerative control device for a motor vehicle provide in which the feeling of delay by a Regeneration varies depending on whether a brake application is hard or soft can be. It is another object of the present invention to provide a Regenerative control device for a motor vehicle provide in which a user has a comfortable driving experience may have a downward slope due to regeneration.

Means to solve the problems

To achieve the goals described above is according to the present Invention a regenerative control device for a motor vehicle characterized in that the Regenerative control device comprises a brake switch for outputting a brake signal, which represents the brake operation amount; Switching means includes to switch an engine to the regeneration side in response to an actuation of a brake means, which is based on the brake signal is recognized, and regeneration amount determination means comprises Determining a regeneration amount in response to the Brake actuation amount that is recognized based on the brake signal, or a change amount of the brake operation amount.

Furthermore, according to the present invention, the regenerative control device is also characterized in that the regenerative control device comprises regeneration amount determining means configured as indicated in (a) to (f) below:
(a) Correcting the regeneration amount by means of a correction coefficient which is determined to lower the regeneration amount when the battery voltage becomes higher based on the battery voltage of the battery charged by regenerative electricity and the vehicle speed; (b) that a regeneration amount is output as a function of the brake operation amount or the change amount of the brake operation amount and the vehicle speed; (c) That the determined regeneration amount is increased as the brake operation amount or the change amount of the brake operation amount increases; (d) That the difference between the regeneration amounts, which correspond to large and small values of the brake operation amount or the change amount of the brake operation amount, is larger in a low speed range of the vehicle speed than in a high speed range of the vehicle speed; (e) That the difference between the regeneration amounts, which correspond to large and small values of the brake operation amount or the change amount of the brake operation amount, is gradually decreased in a high speed range of the vehicle speed; (f) That when it is detected that the vehicle is running on a downward slope, a predetermined regeneration amount is output regardless of the presence or absence of a brake application.

According to the present invention, one is Regenerative control device for a motor vehicle also characterized in that a regeneration amount based on the battery voltage and the Vehicle speed is determined so that the regeneration amount decreases as the battery voltage increases, and the Regeneration amount is corrected in response to the brake operation amount, which is detected based on the brake signal, or the Amount of change in the brake operation amount.

According to the characteristics described above, since a Regeneration amount set according to, for example, the vehicle speed can be one for an application or a characteristic of the Suitable regeneration can be achieved. Since also a big one Regeneration amount is obtained when the vehicle speed is relatively low, a large amount of regeneration in such Driving situation in which it is not likely that the vehicle speed becomes high because stopping and starting often be repeated. Further, when the vehicle is on a downward slope drives, even if the brakes are not applied is a comfortable ride and energy generation through regenerative Brakes are effected. Furthermore, the regeneration amount will be in response controlled / regulated to the battery voltage, d. H. the remaining capacity of the Battery, so the regeneration amount becomes smaller when the battery Remaining capacity becomes higher.

Mode for carrying out the invention

Hereinafter, embodiments of the present invention will be described with reference to the drawings. Fig. 2 is a side elevational view of a motor-assisted bicycle as a motor-driven vehicle, which / comprises a regenerative control rule according to an embodiment of the present invention. A body frame 2 of the motor-assisted bicycle includes a head tube 21 disposed on a front portion of a vehicle body, a down tube 22 that extends downward and rearward from the head tube 21 , and a seat support 23 that extends from a portion in FIG Near an attachment end of the down tube 22 extends upward. A coupling portion between the down tube 22 and the seat support 23 and edge portions are covered with a resin cover 33 which is divided into two upper and lower portions which are detachably coupled to each other. A link (hereinafter referred to simply as a "guide" hereinafter) 27 is mounted for pivotal motion at an upper portion of the head pipe 21 through a steering rod 27 A and a front fork 26 which is connected to the steering rod 27 is A, at a lower portion of the Head tube 21 supported. A front wheel WF is supported for rotation at a lower end of the front fork 26 .

A motor support unit 1 as a drive device including an electric motor (described below) for pedaling power support is suspended from a lower portion of the body frame 2 . Specifically, the motor support unit 1 is screwed and suspended at three locations including a connecting portion 92 on a lower end of the down tube 22 , a connecting portion 90 provided on a rear portion of a battery holder, which is fixed to the seat post 23 by welding or the like. and a connection portion provided on a front portion of the battery carrier (not shown). A rear fork 25 is attached to the connection portion 90 together with the motor support unit 1 .

A power supply switching section 29 of the motor support unit 1 is provided on the down pipe 22 near the head pipe 21 . From the power supply switching section 29 , it is possible to turn on the power supply and select an eco mode (the details of which will be described below) to suppress power consumption by key operation. Otherwise, the power supply can be switched on, for example, by means of a remote control switch using an infrared signal. In this case, the power supply switching section 29 is provided with a receiver to receive an infrared signal signaled by the remote control switch.

The engine support unit 1 includes a drive sprocket 13, and the rotation of a crankshaft 101 is transmitted from the drive sprocket 13 to a rear sprocket 14 through a chain 6 . A brake lever 27 B is provided on the handlebar 27 , and an operation of the brake lever 27 B is transmitted to a brake device (not shown) for a rear wheel WR through a brake line 39 . Furthermore, a brake switch (the details of which are described below) is provided for the brake lever 27 B and comprises a stroke sensor which, when the brake lever 27 B is actuated, outputs a brake signal which represents the actuation amount (stroke) of the brake lever 27 B. In response to the braking signal, the fact that the handlebar is operated and 27 detects the operation amount of the brake lever 27 B.

The crankshaft 101 is supported for rotation on the engine support unit 1 , and a pair of pedals 12 are supported for rotation on the opposite left and right ends of the crankshaft 101 by a crank 11 . The rear wheel WR, which serves as a drive wheel, is supported for rotation between connection ends of a pair of left and right rear wheel forks 25 which extend rearward from the motor support unit 1 . A pair of left and right seat stays 24 are provided between an upper portion of the seat support 23 and the terminal ends of the two rear wheel forks 27 . A seat tube 31 with a seat 30 provided at an upper end thereof is attached to the seat support 23 for sliding movement so that the height of the seat can be adjusted.

A battery 4 is attached to a rear portion of the seat support 23 under the seat 30 . The battery 4 is housed in a housing and attached to the seat support 23 by a battery holder. The battery 4 includes a plurality of battery cells and is arranged along the seat support 23 so that the longitudinal direction thereof can be a substantially upward and downward direction.

Fig. 3 is a plan view of the handlebar, which includes the brake switch, and Fig. 4 is a sectional view taken along line BB of FIG. 3. In the two figures reference is the brake lever 27 B in the vicinity of a handle grip 27 B by a Lever bracket 27 C supported. The lever bracket 27 C is an assembly divided into two members in a longitudinal direction of the vehicle body and a pivot shaft 27 E is provided on a front half 27 CF and the brake lever 27 B is provided for pivoting movement on the pivot shaft 27 E. A brake switch 51 is housed in the front half 27 CF. The brake switch 51 is a stroke sensor whose resistance value varies in response to the amount of displacement of a plunger and an end of the plunger 51 A 27 B which is formed with a longitudinal portion in engagement, at an end portion of the brake lever.

When the brake lever 27 B toward the handlebar grip drawn 27 D (that is, when a brake operation is performed), then the plunger protrudes 51 A of a body of the brake switch 51 shown, but when the brake lever 27 D is moved away 27 B of the handlebar grip, then the plunger 51 A pressed into the body of the brake switch 51st Accordingly, when a circuit for detecting the resistance value (brake signal) of the brake switch 51 that changes in response to the movement of the plunger 51 A is checked, the presence or absence of a brake operation and the operation amount (operation stroke) can be detected based on one Output of the circuit. It is believed that the braking force increases as the amount of operation increases. Note that in the following description, the output of the resistance detection circuit is regarded as equivalent to the output (brake signal) of the brake switch 51 to avoid a complicated description.

FIG. 5 is a sectional view of the motor support unit 1 and FIG. 6 is a sectional view along the line AA. A housing of the motor support unit 1 includes a body 70 and a left cover 70 L and a right cover 70 R, which are attached to the opposite side surfaces of the body 70 . The housing 70 , the left cover 70 L and the right cover 70 R are preferably formed from molded synthetic resin parts in order to achieve a reduction in weight. Suspensions 90 a, 91 a and 92 a for attachment to the above-mentioned connecting portions 90 , 91 and 92 are formed around the housing body 70 . A bearing 71 is provided on the body 70 and another bearing 72 is provided on the right cover 70 R. The crankshaft 101 is stamped into an inner race of the bearing 71, and a sleeve 73 provided coaxially with the crankshaft 101 for a sliding movement in an outer circumferential direction with respect to the crankshaft 101 is stamped into an inner race of the bearing 72 . In other words, the crankshaft 101 is supported by the bearing 71 and the bearing 72 .

A hub 74 is attached to the sleeve 73 , and an auxiliary gear 76 is provided on an outer periphery of the hub 74 through a one-way clutch 75 which is formed, for example, of a pawl mechanism. The auxiliary gear 76 is preferably made of synthetic resin with a view to reducing weight, and is preferably made of a helical gear with regard to noiselessness, etc.

A gear 73 a is formed on an end portion of the sleeve 73 and three planet gears 77 are arranged on an outer periphery of the gear 73 a so that the gear 73 a serves as a sun gear. The planet gears 77 are supported on a shaft 77 a, which is provided upright on a bearing plate 102 , which is supported on the crankshaft 101 by a one-way clutch 78 . The planet gears 77 are meshed with an inner gear formed on an inner periphery of a pedal force detection ring 79 . The drive sprocket 13 is fixed to an end portion of the sleeve 73 (an end portion where no gear is formed) and connected to the rear sprocket 14 via the chain 6 .

The pedal force detection ring 79 has a pair of arms 79 a and 79 b, which extend outward from an outer edge thereof. The arms 79 a and 79 b are biased in a direction (in the clockwise direction in Fig. 6) opposite to the direction of rotation of the crankshaft 101 when driving by a tension spring 80 which extends between the arm 79 a and the body 70 , and a compression spring 81 which extends between the arm 79 b and the body 70 . The compression spring 81 is provided in order to prevent play of the pedal force detection ring 79 . A potentiometer 82 for detecting an offset of the pedal force detection ring 79 in the direction of rotation is provided for the arm 79 b.

A clutch plate 86 for regeneration is arranged in an adjacent relationship with the auxiliary gear 76 with a spring ring 85 interposed therebetween, and a pressure plate 87 for pressing the clutch plate 86 toward the auxiliary gear 76 against the spring ring is in an adjacent relationship with the clutch plate 86 is arranged. The clutch plate 86 and the pressure plate 87 are slidably movable in an axial direction of the sleeve 73 with respect to the sleeve 73 .

The pressure plate 87 is biased toward the clutch plate 86 by a cam 88 which contacts an inclined surface formed on a hub portion of the pressure plate 87 . The cam 88 is attached to a shaft 89 which is supported for rotation on the right cover 70 R. An actuator 7 for rotating the shaft 89 is securely attached to an end portion of the shaft 89, ie a portion of the shaft 89 projecting from the right cover 70 R to the outside. The actuator 7 can be formed by a motor or a solenoid. The actuator 7 is supplied with power in response to a brake signal from the brake switch 51 when the brake is actuated. When the actuator 7 rotates in response to a brake signal, the shaft 89 is rotated to rotate the cam 88 .

A pinion 83 attached to a shaft of a motor M is engaged with the auxiliary gear 76 . The motor M is a brushless three-phase motor and comprises a rotor 111 with magnetic poles 110 made of a neodymium (Nd-Fe-B type) magnet, stator coils 112 , which are provided on an outer edge of the rotor 111 , a rubber magnet ring 113 (a ring, on which north poles and south poles are arranged alternately) for a magnetic pole sensor, which is provided on a side surface of the rotor 111 , a Hall IC 115 , which is arranged in an opposite relationship to the rubber magnet ring 113 and attached to a circuit board 114 , and a shaft 116 for the rotor 111 . The shaft 116 is supported by a bearing 98 , which is provided on the left cover 70 L, and another bearing 99 , which is provided on the housing body 70 .

A controller 100 , which includes a driver FET and a capacitor for controlling the motor M, is provided on a portion of the case body 70 , quite close to the front of the vehicle body, and the stator coils 112 are powered by the FET. The control device 100 controls the motor M for actuation in response to a pedaling force, which is detected by the potentiometer 82 , which serves as a pedaling force sensor to generate an auxiliary force or auxiliary force, and supplies the actuator 7 when the brake is actuated with electricity to enable regeneration. Furthermore, the control device 100 controls the driver for the motor M so that a regeneration amount corresponding to a change amount of the brake operation amount can be generated (details will be described below).

While the housing body 70 and the covers 70 L and 70 R are preferably formed from molded resin parts in order to reduce weight, it is necessary to increase the strength of portions of them around the bearings. In the motor support unit 1 of the present embodiment, metal reinforcing members 105 , 106 and 107 made of iron, aluminum, aluminum alloy, copper alloy or the like are arranged around the bearings. In particular, since the reinforcing elements arranged on the housing body 70 reinforce sections on which a high load is likely to be exerted, such as e.g. B. the bearing 71 for the crankshaft 101 , the bearing 99 for the shaft 116 and the suspensions 90 a, 91 a and 92 a, which serve as fastening elements for the body, the reinforcing elements being connected to one another at the sections to form a unit Form reinforcing plate 105 . Through the reinforcing plate 105 , the reinforcing elements arranged around the bearings and the suspensions cooperate with each other, thereby further increasing the reinforcing effect.

The reinforcing plate 105 is not limited to a reinforcing plate which connects all the reinforcing elements around the bearing 71 and the bearing 99 as well as the suspensions 90 a, 91 a and 92 a, but can otherwise be another reinforcing plate which connects those of the reinforcing elements to one another , which are adjacent to each other or, for example, the reinforcing element around the suspension 90 a and the reinforcing element around the bearing 99 , or also the reinforcing element around the bearing 71 and the reinforcing element around the bearing 99 or one of the suspensions 90 a, 91 a and 92 connect a with each other. Note that the reinforcing members 105 , 106 and 107 are preferably integrally formed with the housing 70 and / or the covers 70 L and 70 R in resin molding.

In the engine support unit 1 having the configuration described above, when a pedaling force is applied to the crankshaft 101 by the crank 11 , the crankshaft 101 is rotated. The rotation of the crankshaft 101 is transmitted to the bearing plate 102 through the one-way clutch 78 to rotate the shafts 77 a of the planet gears 77 around the sun gear 73 a so that the sun gear 73 a is rotated by the planet gears 77 . When the sun gear 73a rotates, the drive sprocket 13 securely attached to the sleeve 73 is rotated.

When a load is applied to the rear wheel WR, the pedal force detection ring 79 is rotated in response to the size of the load and the amount of rotation is detected by the potentiometer 82 . When an output of the potentiometer 82 , that is, an output corresponding to the load, is higher than a predetermined value, the motor M is energized in response to the amount of the load to generate an assist. The auxiliary power is combined with the drive torque, which is exerted by the human power input from the crankshaft 101 , and transmitted to the drive sprocket 13 .

When a brake operation is performed to decelerate the vehicle while driving, the brake switch 51 is turned on (a brake signal exceeding a brake operation criterion is output) and the actuator 7 is driven to rotate the shaft 89 , whereupon the pressure plate 87 presses the clutch plate 86 . Then, the clutch plate 86 is shifted to the auxiliary gear 76 side to couple the hub 74 to the auxiliary gear 76 so that the rotation of the hub 74 is transmitted to the auxiliary gear 76 . Consequently, the rotation of the drive sprocket 13 during braking is transmitted to the pinion 83 through the sleeve 73 , hub 74 and auxiliary gear 76 . When the pinion 83 rotates, an electromotive force is generated by regeneration in the stator coils 112 . The current generated by the regeneration is supplied to the battery 4 by the control device 100 to charge the battery 4 .

In the present embodiment, driving is in an eco mode when a predetermined control criterion is met while driving on a flat road or the like. If a predetermined control criterion is met in the eco mode, the assist operation is interrupted, but if another predetermined control criterion is met, the assist operation is resumed. Further, when the brake switch 51 is on, regenerative charging is performed. The eco mode can be selected by operating the driver. Fig. 7 is a plan view showing an example of the power supply switching portion 29.

Referring to FIG. 7, a mode can be selected by inserting a key, not shown, into a keyhole 32 and rotating the key. When the key is in the "OFF" position, the power supply to the motor support unit 1 is off and the motor support unit 1 is not powered by the battery 4 . When the key is turned to the "ON" position, the power can be supplied to the motor support unit 1 and the motor M is controlled so that when the pedaling force exceeds a predetermined level, it assists an assistant according to a ratio (assist ratio) ) between an assistant who is read from a map that is set in advance and exerts the pedaling force. Furthermore, if the key is set to the "ECO" position, then the "eco mode" is selected, in which such control can be carried out that a support operation is started or stopped according to a predetermined control criterion, as described in detail below. Regenerative braking is also carried out in eco mode. Note that the power supply switch section 29 is preferably attached to the vehicle body so that the position of "ON" is in the direction of travel of the vehicle body.

Below is a support company, a Support shutdown operation and regenerative control in the eco mode described. In the eco mode, a pedal force history is recorded and on Support shutdown operation is performed when it detects that the pedaling force near a level that does not require support remains (hereinafter referred to as "support shutdown level"), which is below a predetermined value.

Fig. 8 is a view showing a pedal force history, which illustrates a condition for the assist shutdown and additionally illustrates a counter value CNTBT of a counter, which is updated depending on the amount of the pedaling force. The pedaling force changes periodically according to the period of rotation of the crank. Referring to FIG. 8, an upper pedaling limit TRQUP and a lower pedaling limit TRQBT are set (set). The upper pedal force limit value TRQUP is set, for example, in a range from 15 to 20 kgf and the lower pedal force limit value TRQBT is set, for example, in another range from 13 to 15 kgf. The pedaling force is recorded in interrupt processing, for example every 10 ms.

When the pedaling force TRQA is lower than the lower pedaling force limit Is TRQBT, the counter value CNTBT is increased (+1), but if the Pedaling force TRQA is equal to or higher than the upper pedaling force limit TRQUP, the counter value CNTBT is decreased (-1). If the pedaling force is TRQA is equal to or higher than the lower pedaling force limit TRQBT, but is lower than the upper pedal force limit TRQUP, the counter value CNTBT not changed. If the counter value CNTBT a reference value (Support shutdown determination reference value) exceeds TTED determines that the pedaling force TRQA is around the assist cutoff level remains and an assist shutdown operation is performed.

Note that the counter value CNTBT can be reset if the pedaling force TRQA exceeds a reset level RESET which is set higher than the upper pedal force limit TRQUP or if a support start condition is met, which follows is described.

A control for starting a support operation in the eco mode is described below. An assist process is performed when a pedal force history is detected and it is recognized that the pedal force level is in a level (hereinafter referred to as "support level") in which an assistant is needed based on an assist ratio that corresponds to the level. Fig. 9 is a view showing a Trethistorie, illustrating an assisting operation starting condition and in addition a counter value CNTASL shows which is updated each time when the treading force exceeds a reference value. Referring to Fig. 9, a reference value TRQASL for the pedaling force, which is a factor for recognizing the start of an assist operation, and the frequency with which a maximum value of the pedaling force TRQA, which changes, exceeds the reference value TRQASL, as the counter value CNTASL set for the support start counter. Here, the counter value CNTASL is configured to decrease (-1) each time a maximum value of the pedal force TRQA exceeds the reference value TRQASL and if the counter value CNTASL is "0" and the pedal force TRQA exceeds the reference value TRQASL, it is recognized that the pedaling force is in the level requiring support and the support start condition is met.

In particular, an example in which the initial value of the counter value CNTASL is "3" is shown in FIG. 9. Referring to FIG. 9, at times t1 and t2, a maximum value of the pedaling force TRQA exceeds the reference value TRQASL and the counter value CNTASL is decreased twice. However, since the maximum value in the next change period does not exceed the reference value TRQASL, the counter value CNTASL is reset to the initial value "3" at a time t3. Thereafter, the counter value CNTASL is decreased at times t4, t5 and t6 and thus becomes "0". Further, when the pedaling force TRQA exceeds the reference value TRQASL at a time t7, the assist start condition is satisfied and an assist process is started.

A plurality of levels can be set for the reference value TRQASL and a counter value CNTASL different from those of the other levels can be set for each of the levels. FIG. 10 is a view illustrating a pedal force history to be used for assist operation start-up conditions for different reference values when a plurality of reference values TRQASL are set. Referring to Fig. 10, the reference value TRQASL1 corresponds to the pedaling force when the motor-assisted bicycle gradually accelerates while driving on a flat road and is set to, for example, 20 kgf. The reference value TRQASL2 corresponds to the pedaling force when the motor-assisted bicycle comes up an incline with an inclined surface and is set to, for example, 30 kgf. Furthermore, the reference value TRQASL3 corresponds to the pedaling force when the motor-assisted bicycle starts up or drives on a steep upward slope or suddenly accelerates differently while driving and is set, for example, to 35 kgf. Further, the counter value CNTASL1, which corresponds to the reference value TRQASL1, is set to "5", the counter value CNTASL2, which corresponds to the reference value TRQASL2, is set to "3", and the counter value CNTASL3, which corresponds to the reference value TRQASL3, becomes "2" set. Otherwise, the set values can be arbitrarily set according to the character (application, function or the like) of the vehicle or the taste of the user.

Referring to Fig. 10, with values set such as those given above, when the motor-assisted vehicle is gradually accelerated while driving on a flat road, at a time t10, the counter value CNTASL1 becomes "0" and the pedaling force exceeds TRQA the reference value TRQASL1. Therefore, a support process is started with a ratio (support ratio) of the pedaling force which corresponds to the reference value TRQASL1. Further, when the motor-assisted bicycle comes to an upward slope with an inclined surface, the counter value CNTASL2 is "0" at time t11 and the pedaling force TRQA exceeds the reference value TRQASL2. As a result, the assist operation is switched to an assist operation with an assist ratio corresponding to the reference value TRQASL2. Furthermore, when starting at a point in time t13 after a short time interval from a starting point in time t12, the counter value CNTASL3 becomes "0" and the pedaling force TRQA exceeds the reference value TRQASL3. As a result, an assist operation is started with an assist ratio corresponding to the reference value TRQASL3. The counter values CNTASL1 to CNTASL3 are initialized when a support process is stopped and a CPU is reset.

FIGS. 11 and 12 are flowcharts showing an essential part of a process in an eco mode including a support operation and a Unterstützungsabschaltvorgangs which have been described above with reference to FIGS. 8 and 9. In step S1 of FIG. 11, it is recognized whether the brake switch 51 is on or not. If the recognition results are negative, the processing proceeds to step S2, but if the recognition results are positive, then the processing proceeds to step S12 ( Fig. 12). Whether the brake switch 51 is on or not, is detected depending on whether an output Vbr of the brake switch 51 is higher than a reference value (for example, 0.5 V) for an on-off difference or not. In step S2, the pedaling force TRQA is recorded. In step S3, a maximum value of the pedaling force TRQA is detected and if the maximum value exceeds the reference value TRQASL, the counter value CNTASL is reduced. In step S4, it is recognized whether or not the counter value CNTASL is "0" to recognize whether the support level is a support level that corresponds to the reference value TRQASL or not. In step S5, it is recognized whether the pedaling force TRQA (actual value) exceeds the reference value TRQASL or not.

If the discrimination in step S5 is positive, i. H. if the pedaling force has the predetermined level and the pedaling force TRQA is currently the If the reference value exceeds TRQASL, the processing goes to step S6 further, in which a support process is allowed. In which current support operation becomes an assistant based on a support ratio, which is based on a reference value TRQASL is determined for the pedaling force, and the vehicle speed calculated and the output power of the motor M is controlled / regulated so that the assistant can be obtained.

In step S7, a size relationship of the pedaling force becomes TRQA upper pedal force limit TRQUP and the lower pedal force limit TRQBT differentiated whether the pedaling force level is a Support shutdown level is or not. According to a result of the distinction in the step S7, the counter value CNTBT + 1 is increased in step S8 if the Pedal force corresponds to the assist cutoff level, but in step S9 the counter value CNTBT - 1 decreases when the pedaling force corresponds to the Support shutdown level corresponds. If the pedaling force If the support cutoff level is "0", the processing goes to step S10 further. On the other hand, it is possible to reverse the counter value CNTBT decrease when the pedaling force is the assist cutoff level corresponds, however, increase the counter value CNTBT if the pedaling force is not corresponds to the support shutdown level.

In step S10, it is recognized whether the counter value CNTBT is equal to that Support shutdown determination reference value is TTED or not to recognize whether the pedaling force TRQA remains at a low level or not D. H. around the support shutdown level. In the Configuration where the CNTBT counter value is decreased when the Pedaling power corresponds to the support cut-off level, the initial value is set to the assist shutdown determination reference value TTED and it is recognized whether or not the counter value CNTBT is "0" to detect whether the pedaling force is around the assist cutoff level stays or not. When it is recognized that the pedaling force around the Support shutdown level remains around, then processing goes to step S11 continues in which an assist shutdown operation is performed becomes.

Referring to FIG. 12, the output Vbr of the brake switch 51 , the vehicle speed V and the pedaling force TRQA are detected in step S12. In step S13, it is determined whether or not the difference (amount of change ΔVbr in the brake operation amount) between the brake operation amount Vbr-1 in the previous cycle and the brake operation amount VbrO is larger than a change amount reference value (for example, 0.5 V). If the discrimination is positive, that is, if the change in the brake operation amount is large, then processing proceeds to step S14, in which a regenerative duty cycle or mode representing the regeneration amount or target regenerative current value (where feedback is used) (described below) ) is determined, corrected and output. For example, the regenerative duty cycle, which is determined based on the vehicle speed or the regenerative current value, is multiplied by 1.1. Note that in the following description, the regenerative duty cycle or the regenerative target current value is generally referred to as the regenerative duty cycle.

On the other hand, where the change in the brake operation amount is small, Processing proceeds to step S15, in which one Downward slope distinction is carried out. The distinction as to whether that motor-assisted bike rides or not on a downward slope For example, depending on whether the pedaling force in the It is essentially "0" and the vehicle speed is higher than 10 km / h is or not. If the discrimination in step S15 is positive, then Processing proceeds to step S16, in which one Regenerative duty cycle set for a downward slope is output becomes. The regenerative duty cycle for a downward gradient is set so that it has a lower value when the vehicle speed increases.

On the other hand, if the discrimination in step S15 is negative, i. H. if the change in the brake operation amount is less than one Reference value is and it is recognized that the motor-assisted bicycle also does not drive on a downward slope, then the processing goes to Step S17 further in which a regenerative duty cycle for one normal brake application, which is based on the Vehicle speed is determined, is output. During the on the regenerative Regeneration-based regeneration affects regenerative braking. Note that specific examples of the regenerative duty cycle are described below according to various conditions.

In step S18, a distinction is made as to whether the brake switch 51 is on or not. As long as the brake switch 51 remains on, steps S12 to S17 are carried out to continue the regenerative braking. If the brake switch changes to off, the processing proceeds to step S19, in which the regenerative braking is stopped.

Fig. 13 illustrates an example of the regenerative duty cycle corresponding to the vehicle speed V. Referring to Fig. 13 taking the regenerative duty cycle is set based on the vehicle speed V and the change amount of the brake operation amount ΔVbr. While the amount of change ΔVbr is set to three levels small, medium and large, on the other hand it can be set to finer levels.

As seen in Fig. 13, in a low speed range in which the vehicle speed V is lower than 10 km / h, the regenerative duty cycle increases as the vehicle speed increases, but in a medium speed range in which the vehicle speed V of Ranges from 10 to 20 km, the regenerative duty cycle decreases as the vehicle speed increases. Furthermore, the regenerative duty cycle shows little change in a high speed range in which the vehicle speed V is higher than 20 km. Further, in the high speed range, the amount of change in the regenerative duty with respect to the amount of change in the brake operation amount is smaller than that in the middle speed range. Since the regenerative duty cycle is large in the middle speed range and the low speed range, the battery can be efficiently charged by regeneration in a driving state in which stopping occurs regularly as when driving in a city. In particular, since the regenerative duty is set higher as the amount of change in the brake operation amount becomes larger, the vehicle can be stopped in a short time and also the charge amount can be increased by the regeneration.

Fig. 14 is a view showing an example of the regenerative duty shows during running on a down slope, where the pedaling force is substantially "0". When the pedaling force is substantially 0, the regenerative duty cycle decreases as the vehicle speed V increases in the middle speed range and the high speed range in which the vehicle speed V is higher than 10 km / h, as seen in FIG. 14. The regenerative duty cycle corresponds to an approximate average between values of the curves shown in FIG. 13, where the amount of change in the brake operation amount is medium and small.

A modification when driving on a downward slope is described below. FIGS. 15 and 16 are flowcharts of a regenerative control / regulation according to the modification. In the present modification, when braking on a downward slope, regenerative braking is performed regardless of whether the brake switch is on or not. In the example described above, while the actuator 7 is energized to perform the switchover to regeneration when the brake switch is on, in the present modification, when conditions of the vehicle speed and the pedaling force, which will be described below, are satisfied, the Actuator 7 is powered to perform a switchover to regeneration so that regenerative braking can be performed regardless of whether the brake switch 51 is on or off.

Referring to FIG. 15, it is discriminated in step S21 whether the brake switch 51 is on or not. If the brake switch 51 is on, the processing proceeds to step S22, in which the pedaling force TRQA is detected. In step S23, it is recognized whether or not the power-assisted vehicle is traveling on a downward gradient. If the power assisted vehicle is running on a downward slope, the processing proceeds to step S24, in which a regenerative duty cycle is output in the case where the pedaling force is substantially 0. As a result, regenerative braking works. It is also recognized in step S25 whether or not the motor-assisted vehicle is traveling on a downward gradient. As long as the driving continues on a downward slope, the discrimination in step S25 remains positive and the processing returns to step S24 to continue the regenerative braking. If the detection of the downhill descent becomes negative, the processing proceeds to step S26, in which the regenerative braking is stopped.

If it is determined that the motor-assisted bicycle is not riding on a downward slope, that is, if the discrimination in step S23 is negative or the discrimination in step S25 is negative and regenerative braking is stopped, then processing proceeds to step S27. The steps S27 to step S35 are the same as the steps S3 to S11 of FIG. 11, respectively, and therefore a description thereof is omitted.

On the other hand, if the brake switch 51 is not on, the discrimination in step S21 is affirmative and the processing proceeds to step S36 ( Fig. 16). In step S36, the output Vbr of the brake switch 51 , the vehicle speed V and the pedaling force TRQA are detected. In step S37, it is discriminated whether or not the amount of change ΔVbr of the brake operation amount is larger than an amount of change reference value (for example, 1.5 V). If the discrimination is positive, that is, if the amount of change in the brake operation amount is large, then processing proceeds to step S38, in which the regenerative duty is corrected and output. For example, the regenerative duty cycle, which is determined based on the vehicle speed, is multiplied by 1.1.

If the amount of change in the brake operation amount is small, then Processing proceeds to step S39, in which one Regenerative duty cycle for a conventional brake application, which is determined based on the vehicle speed is output. Regenerative braking works through regeneration according to the Regenerative cycle.

In step S40, a distinction is made as to whether the brake switch 51 is on or not. As long as the brake switch 51 remains on, steps S36 to S39 are carried out to continue the regenerative braking. If the brake switch changes to off, the processing proceeds to step S41, in which the regenerative braking is stopped.

Fig. 1 is a block diagram showing functions of essential parts of the control / regulating device 100. It should be noted that the functions can be performed by a microcomputer that includes a CPU. Referring to FIG. 1, output data (a vehicle speed V) of a vehicle speed sensor 40 is input to a drive duty map (auxiliary power map) 41 and a regenerative duty map (regenerative charge map) 52 at a predetermined interruption timing setting. Output data (a pedal force TRQA) of the potentiometer 82 , which serves as a pedal force sensor, is input to the auxiliary power map 41 , a pedal force discrimination section 43 , a second pedal force discrimination section 50 and a maximum value discrimination section 46 .

The assist map 41 is set to output assist data at which an optimal assist ratio is obtained based on the vehicle speed V and the pedal force TRQA. For example, the auxiliary power map is set so that even if the pedaling force TRQA is the same as the vehicle speed V increases, the auxiliary power decreases, that is, the assist ratio decreases.

Meanwhile, an output of the brake switch 51 , that is, a brake signal representing the brake operation amount, is input to an operation amount change amount detection section 53 . The operation amount change amount detection section 53 calculates a difference between outputs of the brake switch 51 at the present and the previous cycle to detect the amount of change ΔVbr of the brake operation amount. The amount of change ΔVbr is input to the regenerative duty cycle map 52 .

The regenerative duty cycle map 52 is set to output a regenerative duty cycle (regenerative control / control signal) with which an optimal regeneration output is obtained based on the vehicle speed V and the change amount ΔVbr when the brake switch 51 is turned on. A specific example of the regenerative duty cycle map 52 is shown in FIG. 13. Note that the duty cycle map 52 may additionally include a map that is set by considering correction values (values obtained by multiplying a coefficient or coefficients) where the change amount ΔVbr is larger than the change amount reference value is.

Furthermore, the vehicle speed V detected by the vehicle speed sensor 40 and the pedaling force TRQA detected by the pedaling force sensor 82 are input into a regenerative duty cycle table (regenerative charging table) 54 . The regenerative charge table 54 is used when the pedaling force TRQA is substantially equal to 0 and the vehicle speed V is higher than the middle speed range. A specific example of the regenerative charge table 54 is shown in FIG. 14. Note that the regenerative charge table 54 can only be used with one brake application or otherwise can be used regardless of one brake application.

The auxiliary power data and the regenerative control / control signal are input to a drive / regeneration driver 42 which controls the engine M according to the auxiliary power data or the regenerative control / control signal. Note that the vehicle speed sensor 40 may be formed of, for example, means that detects magnetically regular protrusion and recess portions provided on an outer edge of the support plate 102 in the motor support unit 1 , and gives the vehicle speed V based on the number of detections Projection or recess sections or the intervals between such detected projection or recess sections.

The pedaling discriminating section 43 recognizes whether the pedaling force TRQA is currently larger or smaller than pedaling force reference values (e.g., the upper pedaling force limit value TRQUP and the lower pedaling force limit value TRQBT mentioned above) and sets the counter value CNTBT of a low level counter 44 as an assist cutoff determination counter according to one Result of the distinction. A comparison section 45 compares the counter value CNTBT of the counter 44 with the assist cutoff reference values and outputs an assist cutoff instruction ACI to the drive / regeneration driver 42 when the count value CNTBT reaches the assist cutoff determination reference value TTED. Here, the pedaling power discriminating section 43 , the counter 44 and the comparing section 45 constitute regeneration level detection means.

The maximum value discrimination section 46 receives a supply of the pedaling force TRQA from the pedaling force sensor 82 and periodically detects a maximum value of the varying pedaling force TRQA. The maximum value is input to a pedal force level discrimination section 47 , and the pedal force level discrimination section 47 updates the counter value CNTASL of an assist start counter 48 when it detects that the maximum value exceeds the predetermined pedal force level TRQASL. The support start counter 48 issues a support permission instruction AI when the counter value CNTASL becomes equal to a predetermined value. The support permission instruction AI is input to the drive / regeneration driver 42 through a gate G.

The second pedaling discrimination section 50 outputs a detection signal when the current pedaling force TRQA exceeds a pedaling force level TRQASL. The gate G is opened when a detection signal of the second pedaling discriminating section 50 is supplied thereto and the assist permission instruction AI is input to the drive / regeneration driver 42 . Here, the maximum value discriminating section 46 , the pedaling force level discriminating section 47 and the assist starting counter 48 constitute pedaling force change level detecting means.

The drive / regeneration driver 42 powers the motor M according to the assist permission instruction AI to generate a drive force that corresponds to the assist force data to assist the drive force of the vehicle. Further, the drive / regeneration driver 42 controls the motor M for regeneration, so that the motor M generates a regeneration amount according to the regeneration control signal according to the regeneration instruction ACI. Specifically, the duty cycle or the pass angle of an FET that forms the driver circuit for the motor M is determined according to the assistant data or the regeneration control signal to control the amount of the assistant or the regeneration. Note that the pedaling level discriminating section 47 outputs a reset signal to reset the counter value of the assist starting counter 48 to its initial value when the maximum value does not exceed the pedaling level TRQASL.

In the embodiment described above, it is assumed that a brushless motor is used as the motor M. However, the present invention can be applied not only to a vehicle that uses a brushless motor, but also to a motor that has a brush. Fig. 17 is a block diagram of a regenerative control device using a motor with a brush. Referring to FIG. 17, the regenerative control device includes a drive control device 55 and a regeneration control device 56 . A control / control energy supply obtained from a battery 4 is connected to the drive control / regulating device 55 and the regeneration control / regulating device 56 by a relay 57 . Furthermore, the battery 4 is connected to the drive control device 55 and the regeneration control device 56 in order to supply current to a brush motor 60 and to charge the battery with regenerative current. The drive control device 55 and the regeneration control device 56 are connected to the brush motor 60 through relays 58 and 59 . Furthermore, the relays 57 , 58 and 59 are controlled / regulated by an on / off signal from the brake switch 51 .

When the brake switch 51 is on, that is, when a brake operation is performed, the relays 57 , 58 and 59 are switched to the regeneration control device 56 side. On the other hand, when the brake switch 51 is off, that is, when no brake operation is performed, the relays 57 , 58 and 59 are switched to the drive control unit 55 side.

The drive control device 55 includes a control FET 551, and current to be supplied to the motor 60 is controlled by a pass control of the FET 551 . Meanwhile, the regeneration controller 56 includes a control FET 561, and a regenerative voltage increased to a desired value can be obtained by controlling the chopper duty of the FET 561 .

In the present embodiment, the regenerative duty is determined based on the amount of change in the brake operation amount and the vehicle speed. However, the regenerative duty cycle can be determined based on the brake operation amount and the vehicle speed. In this case, the regenerative duty is controlled so that it increases as the brake operation amount increases. Fig. 18 is a view illustrating an example of the regenerative duty cycle corresponding to the brake operation amount and the vehicle speed. As can be seen from Fig. 18, the regenerative duty is controlled to increase in response to the brake operation amount, and in particular, the regenerative duty becomes comparatively large when the vehicle speed V is in the low speed range and the medium speed range (3 to 14 km / h or nearby).

The embodiment described above can be modified so that the regenerative duty cycle is determined in response to a state of charge of the battery 4 . It is obvious that the state of charge of the battery 4 , ie the remaining capacity of the battery 4 , is not always fixed. The battery 4 may have a low remaining capacity or may be in an almost fully charged state. For example, in a state in which the battery 4 is almost fully charged, charging by regeneration is not needed, but when the remaining capacity is low, charging the battery 4 by regeneration is preferably performed positively. Then it is a possible idea to charge the battery 4 in response to the remaining capacity of the battery 4 when the remaining capacity is less than a predetermined value. For example, in the official publication of Japanese Patent Laid-Open No. Hei 11-227668, a regenerative control device is disclosed in which regenerative braking is performed when the battery voltage is below a predetermined value.

However, according to the one disclosed in the official publication Control device if the battery voltage value drops until it comes below the predetermined value, regenerative braking suddenly executed. Therefore, there is a possibility that the smoothness may deteriorate can be. Therefore, it is desirable that the regeneration amount can be changed moderately.

In the embodiment described below, in response to the remaining capacity of the battery 4, the regeneration amount is decreased when the remaining capacity is high, but the regeneration amount is increased when the remaining capacity is low, and the regenerative duty is determined in consideration of the vehicle speed. With this countermeasure, a sudden change in the regeneration amount due to the remaining capacity of a battery can be prevented, and also a suitable regenerative braking amount is obtained according to the driving situation of the vehicle. As a result, a smooth driving condition can be easily achieved. It should be noted that the remaining capacity of the battery 4 is recognized in particular from a voltage (battery voltage) between output terminals of the battery 4 .

Fig. 19 is a block diagram of an essential part of a regenerative control device which includes a function for determining a regenerative duty cycle in response to a battery voltage and the same reference numerals as those of Fig. 1 denote the same elements. Referring to FIG. 19, a battery voltage detection section 61 is provided, and a battery voltage VB of a battery 4 is detected by the battery voltage detection section 61 . The detected battery voltage VB is input into a regenerative duty cycle map 52 . The regenerative duty cycle map 52 includes a map (referred to as a main map). For example, the map shown in FIG. 13 can be used as the main map in which the regenerative duty is output as a function of the brake operation amount Vbr or the brake operation amount change amount ΔVbr and the vehicle speed V. Furthermore, the regenerative duty cycle map 52 comprises an auxiliary map which outputs a correction coefficient for correcting the regenerative duty cycle determined with the main map. The battery voltage VB is supplied to the auxiliary map and a correction coefficient is output as a function of the battery voltage VB and the vehicle speed V. The regenerative duty cycle obtained with the main map is multiplied by the correction coefficient.

Fig. 20 is a view showing an example of the assist map. In Fig. 20, the battery voltage is set on the X axis and the vehicle speed on the Y axis and the correction coefficient on the Z axis. As shown in Fig. 20, the map is set so that the correction coefficient in response to the battery voltage VB decreases to decrease the regenerative duty when the battery voltage VB increases, that is, when the fully charged state is almost reached. In the present embodiment, a battery with a nominal voltage of 24 volts is used.

FIG. 21 is a flowchart of a control that takes into account the battery voltage VB and the vehicle speed V and replaces the steps S12 to S19 of FIG. 12. In particular, if the discrimination in step S1 of FIG. 11 is positive, the processing of FIG. 21 is carried out. In step S21, the brake switch output Vbr, the battery voltage VB and the vehicle speed V are detected. In step S22, the main map is used to calculate a regenerative duty based on the difference ΔVbr between the output voltage Vbr obtained by the previous arithmetic operation and the current output voltage Vbr or the output voltage Vbr and the vehicle speed V.

In step S23, the auxiliary map is used to calculate the correction coefficient based on the battery voltage VB and the vehicle speed V. In step S24, the regenerative duty cycle is multiplied by the correction coefficient to correct the regenerative duty cycle. In step S25, the corrected regenerative duty cycle is output to the drive / regeneration driver 42 . As a result, regenerative braking is performed using this regenerative duty. In step S26, a distinction is made as to whether the brake switch 51 is on or not. As long as the brake switch 51 remains on, steps S21 to S25 are carried out to continue the regenerative braking. If the brake switch changes to off, processing proceeds to step 27 , in which regenerative braking is stopped.

Note that the battery voltage VB cannot be used as a parameter for calculating a correction coefficient for a regenerative duty cycle, but can be used directly as a parameter for determining a regenerative duty cycle. In particular, the characteristic map is designed such that a regenerative duty cycle is output as a function of the battery voltage VB and the vehicle speed V. Where the map is formed in this way, regenerative braking can be carried out according to a regenerative duty cycle, which is directly connected to the battery voltage VB and the vehicle speed V. Fig. 22 is a view showing an example of the map which is formed such that a regenerative duty cycle is output as a function of battery voltage VB and the vehicle speed V.

Incidentally, it is possible, conversely to that described above, to calculate a correction coefficient which is a function of the brake output voltage Vbr or the output voltage change amount ΔVbr and the vehicle speed V, and to use the correction coefficient to correct a regenerative duty cycle associated with the map . 22 is obtained in FIG.

In the above-described embodiments, a Regenerative control / regulating device described on a drive motor is directed, which is installed in a motor-assisted bicycle. However is the present invention is not limited to this, but can in one motorized vehicle can be used, which with electric Energy runs without applying pedal force to the regeneration amount in response to a change amount of an operation amount of a Brake or a battery voltage to control / regulate. In summary it is only necessary that the motor vehicle be trained in this way is that switching to regeneration in response to an actuation a brake is carried out and the regeneration amount is then in Response to vehicle speed and brake application amount or the change amount of the brake operation amount or in Response to vehicle speed and battery voltage determined becomes.

Effects of the invention

As can be seen from the foregoing description, is changing according to the invention specified in claims 1 to 8, the efficiency regenerative braking in response to the amount of brake application. In particular, according to that specified in claims 2 to 6 Invention of the regeneration amount controlled so that a larger one Regeneration amount on the low speed side in response to the vehicle speed is obtained. Consequently, in one Driving state in which a brake application is carried out regularly and a quick brake application likely when driving in a city or the like., uses a strong regenerative braking and the Battery can keep constant with current obtained through regeneration Loading. Furthermore, according to the invention specified in claim 7 on a downward slope a comfortable ride and battery charging be carried out by regenerative braking without performing a brake application.

Furthermore, according to the invention specified in claims 3 and 8 in response to the remaining capacity of the battery, which is determined by the Regenerative braking is charged when the remaining battery capacity is high received a small amount of regeneration. Consequently, when the battery is in a state that is close to a fully charged state is one low regenerative charge performed, but if the Battery residual capacity is low, a regenerative charge with a high Regeneration amount carried out. Consequently, an efficient regenerative charge can be achieved and overcharging can be prevented to the Extend battery life. Furthermore, energy loss can also occur can be prevented by wasteful charging.

Furthermore, the regenerative charge becomes different from the configuration performed when the remaining battery capacity is less than a predetermined one Amount is, and one corresponding to the remaining capacity Received regeneration amount. Therefore, the regenerative braking force shows a moderate one Change and a good driving experience can be maintained.

Brief description of the drawings

Fig. 1 is a block diagram showing functions of essential parts of a control apparatus according to regenerative control is / an embodiment of the present invention.

Fig. 2 is a side elevational view of a motor-assisted bicycle.

Fig. 3 is a plan view of a link comprising a brake switch.

FIG. 4 is a view along line BB of FIG. 3.

Fig. 5 is a sectional view of an essential part of a motor assist unit.

FIG. 6 is a sectional view taken along line AA of FIG. 5.

Fig. 7 is a plan view showing an example of a power supply switching portion.

Fig. 8 is a view showing a treading force history, which illustrates a Unterstützungsabschaltzustand.

FIG. 9 is a view showing a pedal force history illustrating a starting state of an assist operation.

FIG. 10 is a view showing a pedaling force history illustrating an assist operation starter fill condition at a plurality of pedaling levels.

Fig. 11 is a flowchart (part 1) of an essential part of a method in an eco mode.

Fig. 12 is a flowchart (part 2) of an essential part of the method in the eco mode.

Fig. 13 is a view showing an example of a regenerative duty cycle corresponding to a brake operation amount change amount and a vehicle speed.

Fig. 14 is a view showing an example of a regenerative duty cycle when traveling on a down slope, where the pedaling force is substantially "0".

Fig. 15 is a flow chart (part 1) of a regenerative control / regulation according to a modification when traveling on a down slope.

Fig. 16 is a flowchart (part 2) of the regenerative control / control according to the modification when traveling on a down slope.

Fig. 17 is a block diagram of a regenerative control device in which a motor with a brush is used.

Fig. 18 is a view showing an example of a regenerative duty cycle corresponding to a brake operation amount and a vehicle speed.

Fig. 19 is an essential part of a regenerative control / regulating device is a block diagram which includes a function for determining a regenerative duty cycle in response to a battery voltage.

Fig. 20 is a view showing an example of an auxiliary map.

Fig. 21 is a flow chart / control of a regenerative control, which takes account of a battery voltage and a vehicle speed.

Fig. 22 is a view showing an example of a map which is designed so that a regenerative duty cycle is output as a function of battery voltage and a vehicle speed. Description of reference numerals 1 power assist unit
7 actuator
29 power supply switching section
40 vehicle speed sensor
41 auxiliary map
42 Drive / regeneration drivers
43 pedaling discrimination section
44 Low level counter
46 Maximum value acquisition section
47 pedaling level discrimination section
48 auxiliary counters
50 second pedaling discrimination section
51 brake switch
52 Regenerative duty cycle map
53 operation amount change amount detection section
61 Battery voltage detection section
101 pedal crankshaft
116 motor shaft

aim

Effectively a regeneration function while driving take advantage of the regular start and stop operations such. B. when driving in a city that encompasses efficient energy recovery too to reach.

Means to solve

The regenerative control device is for a motor-driven vehicle with a brake which exerts a force on the brakes of the vehicle which corresponds to a brake operation amount. A brake switch 51 outputs a brake signal that corresponds to the brake operation amount. The regenerative control device comprises switching means for switching a motor to the regeneration side in response to a brake application which is recognized from the brake signal. An operation amount change amount detection section 53 outputs a change amount of the brake operation amount, and a regenerative duty map 52 determines a regeneration amount (regenerative duty time) in response to the change amount. The regenerative duty cycle map 52 may be configured to output an amount of regeneration as a function of the amount of change in the brake amount and the vehicle speed. In particular, the regeneration amount is determined to increase as the amount of change in the brake operation amount increases.

In the drawings Fig. 1

M engine
40 vehicle speed sensor
41 auxiliary map
42 Drive / regeneration drivers
43 pedaling discrimination section
44 low level counter to the right of 45 support shutdown determination reference section
46 Maximum value discrimination section
47 pedaling level discrimination section
48 Support start counters
50 second pedaling discrimination section
51 brake switch (VR)
52 regenerative duty cycle map (including correction calculation)
over 52 ΔVbr and Vbr
53 operation amount change amount detection section
54 Regenerative duty cycle table (when driving on a downward gradient, pedal force = 0)
82 pedaling force sensor Fig. 8, pedaling force from above
Support stop condition confirmation
low pedaling power
Counter value Fig. 9, from the left, from above, support operation start-up condition
Fulfills
not met Fig. 10, from the left pedaling force TRQA
support
support
support
Time Fig. 11 Start above
S1 brake switch (VR) ON (Vbr> 0.5 V)?
S2 Detect pedal force TRQA
S3 record maximum pedal force,
Decrease the support start counter value CNTASL based on maximum
S5 TRQA> Reference value (TRQASL)?
S6 Allow support
S7 support shutdown level?
S9 CNTBT (support shutdown discrimination counter) ← CNTBT - 1
S10 CNTBT = support shutdown discrimination reference value (TTED)?
S11 support shutdown
Bottom Back Fig. 12 S12 Detect brake switch output voltage and detect vehicle speed & pedaling force
S13 ΔVbr detection differentiation (ΔVbr = 1.5 V)?
S14 Correct and output regenerative duty cycle (regenerative duty cycle × 1.1)
S15 downward gradient distinction (pedaling force = 0. vehicle speed> 10 km / h)?
S16 Output pedaling force 0 (for downward gradients) Regenerative duty cycle
S17 Output regenerative duty cycle
S18 Brake switch (VR) ON (Vbr> 0.5 V)?
S19 Stop regenerative braking
Bottom Back Fig. 13, from left regeneration duty cycle (%)
low speed range
ΔVbr (small)
Vehicle speed (km / h)
medium speed range
ΔVbr (medium)
ΔVbr (large)
high speed range Fig. 14, regeneration duty cycle from the left (%)
Vehicle speed (km / h) Fig. 15 Start above
S21 Brake switch (VR) ON (Vbr> 0.5 V)?
S22 Record pedal force TRQA
S23 downward gradient determination (pedaling force = 0. vehicle speed> 10 km / h)
S24 output pedaling force 0 (downward gradient) regenerative duty cycle
S25 downward slope determination (pedaling force = 0. vehicle speed> 10 km / h)?
S26 Stop regenerative braking
S27 Acquire maximum pedal force value, lower support start counter value CNTASL based on maximum value
S29 TRQA> reference value (TRQASL)?
S30 Allow support
S31 Support shutdown level?
S33 CNTBT (support shutdown determination counter) ← CNTBT - 1
S34 CNTBT = support shutdown determination reference value (TTED)?
S35 support shutdown
Bottom Back Fig. 16 S36 Detect brake switch output voltage and detect vehicle speed & pedaling force
S37 ΔVbr detection differentiation (ΔVbr = 1.5 volts)?
S38 Correct and output regenerative duty cycle (regenerative duty cycle × 1.1)
S39 Output regenerative duty cycle
S40 Brake switch (VR) ON (Vbr> 0.5 volt)?
S41 Stop regenerative braking
Bottom Back Fig. 17 51 Brake switch
55 drive control / regulating device
56 Regeneration control / regulating device Fig. 18, from the left brake amount detection potentiometer voltage (V)
Vehicle speed (km / h)
Regeneration duty cycle (%) Fig. 19 M motor
40 vehicle speed sensor
41 auxiliary map
42 Drive / regeneration drivers
43 pedaling discrimination section
44 Low level counter
Right of 45 support shutdown determination reference section
46 Maximum value discrimination section
47 pedaling level discrimination section
48 Support start counters
50 second pedaling discrimination section
51 brake switch (VR)
52 regenerative duty cycle map (including correction calculation)
Over 52 ΔVbr and Vbr
53 operation amount change amount detection section
54 Regenerative duty cycle table (when driving on a downward gradient, pedal force = 0)
61 Battery voltage detection section
82 Pedal force sensor Fig. 20, battery voltage (V) from the left
Vehicle speed (km / h)
Correction coefficient Fig. 21 Above S1 of Fig. 11
S21 Acquire battery voltage, brake switch output voltage and vehicle speed
S22 Calculate regenerative duty cycle
S23 Calculate correction coefficient
S24 Regeneration duty cycle = regenerative duty cycle x correction coefficient
S25 Output regenerative duty cycle
S26 brake switch ON (ON / OFF.VR)
S27 Stop regenerative braking
Bottom Back Fig. 22, from left battery voltage (V)
Vehicle speed (km / h)
Regeneration duty cycle (%) Fig. 11 TOP START
S1 BRAKE SWITCH (VR) ON (Vbr> 0.5 V)?
S2 CAPTURE TRQA
S3 CAPTURE THE MAXIMUM LEVEL OF TOWERS, REDUCE THE SUPPORT START TOTAL VALUE CNTASL BASED ON THE MAXIMUM
S5 TRQA> REFERENCE VALUE (TRQASL)?
S6 ALLOW SUPPORT
S7 SUPPORT SHUTDOWN LEVEL?
S9 CNTBT (SUPPORT SHUTDOWN DISTINCTION COUNTER) ← CNTBT.1
S10 CNTBT = SUPPORT SHUTDOWN DISCRIMINATION REFERENCE VALUE (TTED)?
S11 SUPPORT SHUTDOWN
BOTTOM BACK FIG. 12 S12 DETECT BRAKE SWITCH OUTPUT VOLTAGE AND DETECT VEHICLE SPEED & PEDAL
S13 ΔVbr DETECTION DIFFERENCE (ΔVbr = 1.5 V)?
S14 CORRECT AND DISPLAY REGENERATIVE ON TIME (REGENERATIVE ON TIME × 1.1)
S15 DOWN SLOPE DIFFERENTIATION (PEDAL FORCE = 0. VEHICLE SPEED> 10 KM / H)?
S16 OUTPUT FORCE 0 (FOR DOWNWARD INCLINATION) REGENERATIVE ON DURATION
S17 OUTPUT REGENERATIVE DURATION
S18 BRAKE SWITCH (VR) ON (Vbr> 0.5 V)?
S19 STOP REGENERATIVE BRAKING
BACK DOWN Fig. 15 START UP
S21 BRAKE SWITCH (VR) ON (Vbr> 0.5 V)?
S22 CAPTURE TRQA
S23 DOWN DOWN SLOPE DETERMINATION (PEDAL FORCE = 0. VEHICLE SPEED> 10 KM / H)
S24 OUTPUT FORCE 0 (DOWN DOWN SLOPE) REGENERATIVE ON DURATION
S25 DOWN SLOPE DETERMINATION (PEDAL FORCE = 0. VEHICLE SPEED> 10 KM / H)?
S26 STOP REGENERATIVE BRAKING
S27 CAPTURE MAXIMUM TENSION, MINIMIZE SUPPORT START METER VALUE CNTASL BASED ON MAXIMUM
S29 TRQA> REFERENCE VALUE (TRQASL)?
S30 ALLOWED SUPPORT
S31 SUPPORT SHUTDOWN LEVEL?
S33 CNTBT (SUPPORT SHUTDOWN DETERMINATION COUNTER) ← CNTBT. 1
S34 CNTBT = SUPPORT SHUTDOWN DETERMINATION REFERENCE (TTED)?
S35 SUPPORT SHUTDOWN
BOTTOM BACK FIG. 16 S36 DETECT BRAKE SWITCH OUTPUT VOLTAGE AND DETECT VEHICLE SPEED & PEDAL
S37 ΔVbr DETECTION DIFFERENCE (ΔVbr = 1.5 VOLT)?
S38 CORRECT AND DISPLAY REGENERATIVE ON TIME (REGENERATIVE ON TIME × 1.1)
S39 OUTPUT REGENERATIVE DURATION
S40 BRAKE SWITCH (VR) ON (Vbr> 0.5 VOLT)?
S41 STOP REGENERATIVE BRAKING
BACK DOWN FIG. 21 UPPER OF S1 OF FIG. 11
S21 DETECT BATTERY VOLTAGE, BRAKE SWITCH OUTPUT VOLTAGE, AND VEHICLE SPEED
S22 CALCULATE REGENERATIVE ON DURATION
S23 CALCULATE CORRECTION COEFFICIENT
S24 REGENERATION ON TIME = REGENERATIVE ON TIME × CORRECTION COEFFICIENT
S25 OUTPUT REGENERATIVE DURATION
S25 BRAKE SWITCH ON (ON / OFF.VR)
S27 STOP REGENERATIVE BRAKING
BACK DOWN

Claims (8)

1. Regenerative control device for a motor-driven vehicle, which comprises a motor for driving the vehicle and Braking means comprises for braking the vehicle with a force which is one Brake actuation amount corresponds to the Regenerative control device comprises a brake switch for outputting a brake signal, which represents the brake operation amount; Switching means includes to switch the engine to the regeneration side in response to one Actuation of the brake means, which is based on the brake signal is recognized, and regeneration amount determination means comprises Determining a regeneration amount in response to the Brake actuation amount that is recognized based on the brake signal, or a change amount of the brake operation amount. 2. Regenerative control device for a motor-driven vehicle according to claim 1, wherein the regenerative control device Vehicle speed detection means includes and thereby is characterized in that the regeneration amount determining means one Regeneration amount as a function of the brake application amount or the Amount of change in brake application amount and Outputs vehicle speed. 3. Regenerative control device for a motor vehicle The claim 2, wherein the regenerative control device further comprises Voltage detection means for detecting a battery voltage Includes battery, which is charged with renewable electricity and characterized in that the regeneration amount determining means Correction means for correcting the regeneration amount with a Correction coefficient includes, which is determined so that the Regeneration amount is decreased when the battery voltage becomes higher, based on battery voltage and vehicle speed. 4. Regenerative control device for a motor-driven vehicle according to claim 1, characterized in that the Regeneration amount determination means increases the determined regeneration amount, when the brake operation amount or the change amount of the Brake actuation amount increases. 5. Regenerative control device for a motor vehicle according to claim 4, characterized in that the Regeneration amount determination means determines the regeneration amount so that the Difference between the regeneration amounts, which large and small Values of the brake actuation amount or the change amount of the Brake actuation amount correspond in a lower Speed range of vehicle speed is greater than in a high one Speed range of vehicle speed. 6. Regenerative control device for a motor vehicle according to claim 4, characterized in that the Regeneration amount determining means the difference between the Regeneration amounts gradually reduced, which large and small values of the Brake actuation amount or the change amount of the Brake actuation amount in a high speed range Correspond to vehicle speed. 7. Regenerative control device for a motor-driven vehicle The claim 1, wherein the regenerative control device further comprises Vehicle speed detection means and discrimination means includes to distinguish whether the vehicle is on a downward slope drives and is characterized in that the Regeneration amount determining means the regeneration amount as a function of Outputs vehicle speed regardless of the presence or absence of one Brake application when it is recognized that the vehicle is on a Downward slope runs. 8. Regenerative control device for a motor-driven vehicle, which comprises an engine for driving the vehicle, and Braking means comprises for braking the vehicle with a force which is one Brake actuation amount corresponds to the Regenerative control device includes a brake switch for outputting a brake signal which represents the brake actuation amount, comprises switching means to switch the engine to the regeneration side in response to one Actuation of the brake means, which is based on the brake signal is recognized, voltage detection means comprises for detecting a Battery voltage of a battery that is charged with renewable electricity and regeneration amount determination means for determining a Amount of regeneration based on battery voltage and Vehicle speed so that the regeneration amount decreases when the Battery voltage gets higher and is characterized in that the Regeneration amount determination means correction means comprises Correction of the regeneration amount in response to the brake operation amount, which is recognized based on the brake signal, or the Amount of change in the brake operation amount.