JP2003204602A - Regenerative control device for electric motor vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively collect energy without waste, using a regenerative action in traveling with frequent stops and starts, such as in urban area traveling. <P>SOLUTION: A regenerative control device for an electric motor vehicle is provided with a brake for braking the vehicle with the strength corresponding to the brake operated amount. A brake switch 51 outputs the brake signal, corresponding to the brake operating amount. The device is provided with a switching means for switching a motor to the regenerative side, in response to the brake operation decided by the brake signal. The operating amount variation detection part 53 outputs the brake operating amount variation. A regenerative duty map 52 decides a regenerative amount (regenerative duty) according to the variation. The regenerative duty map 52 can be composed so as to output the regenerative amount, as a function between the variation of the brake operating amount and the vehicle speed. Especially, the larger the variation of the brake operated amount is, the larger the regenerative amount is. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a regenerative control device for an electric vehicle, and more particularly to an electric vehicle capable of regenerating with a brake operation or satisfaction of a predetermined condition as a trigger to charge a battery with the generated electric power. Regeneration control device.

[0002]

2. Description of the Related Art In an electric vehicle (including a vehicle that electrically assists human power), regeneration is performed during downhill traveling or coasting, and the generated power is used to charge the battery to suppress battery discharge. In some cases, the mileage may be extended by charging once. For example, Japanese Utility Model Laid-Open No. 5-75086 discloses a bicycle with an auxiliary drive device which is triggered by an operation of a brake lever to perform regeneration. Also, Japanese Patent Laid-Open No. 2001-30974 discloses an electrically assisted bicycle in which a trigger for regenerative control is obtained from the output of a vehicle speed sensor and the operation of a brake switch and a manual switch.

[0003]

In conventional regenerative control for an electric vehicle, the amount of regeneration is usually determined according to the vehicle speed at the time of braking operation. A constant amount of regeneration is generated regardless of the operating speed, that is, whether or not the braking is sudden. Therefore, the feeling of deceleration of the vehicle due to regenerative braking was almost constant regardless of the demand for slow braking.

Further, there is also a demand for increasing the braking force by regeneration at a low speed relative to the speed of the vehicle at that time even if the operation speed of the brake is the same. Furthermore, not only the output of the brake switch but also the regenerative braking by the setting suitable for the downhill is desired so that the user can obtain a comfortable running feeling on the downhill.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a regenerative control device for an electric vehicle capable of changing the feeling of deceleration due to regeneration by accelerating the braking operation. Another object of the present invention is to provide a regeneration control device for an electric vehicle that allows a user to obtain a comfortable running sensation by regeneration on a downhill.

[0006]

In order to achieve the above object, the present invention provides a brake switch for outputting a brake signal representative of a brake operation amount, and an operation of the brake means judged based on the brake signal. In response, a switching means for switching the motor to a regeneration side, and a regeneration amount determining means for determining a regeneration amount according to a brake operation amount determined based on the brake signal or a change amount of the brake operation amount are provided. Is characterized by. According to this feature, the effect of regenerative braking changes according to the amount of brake operation or the amount of change in the amount of brake operation.

In addition to the above-mentioned features, the present invention is also characterized in that a regenerative amount determining means configured as in the following (a) to (f) is provided. (A) A point on the basis of the battery voltage of a battery to be charged with a regenerative current and the vehicle speed, the higher the battery voltage, the more the correction amount is determined by a correction coefficient determined to reduce the regenerative amount. (B) A point configured to output the regeneration amount as a function of the brake operation amount or the change amount of the brake operation amount and the vehicle speed. (C) A point configured such that the larger the brake operation amount or the change amount of the brake operation amount, the larger the regenerative amount determined. (D) A point configured to increase the difference in the regeneration amount with respect to the magnitude of the brake operation amount or the change amount of the brake operation amount in the low speed region of the vehicle speed rather than in the high speed region of the vehicle speed. (E) A point configured to gradually reduce the difference in the regenerative amount with respect to the magnitude of the brake operation amount or the change amount of the brake operation amount in the high speed region of the vehicle speed. (F) When it is determined that the vehicle is traveling downhill, the planned regeneration amount is output regardless of whether or not the brake is operated.

Further, according to the present invention, the higher the battery voltage is, the smaller the regeneration amount is determined based on the battery voltage and the vehicle speed, and the brake operation amount or the change amount of the brake operation amount is determined based on the brake signal. It is also characterized in that the amount of regeneration is corrected by the above.

According to these characteristics, for example, the amount of regeneration can be set according to the vehicle speed, so that regeneration can be performed according to the application and characteristics of the vehicle. Further, when the vehicle speed is relatively low, a large amount of regeneration can be obtained, so that a large amount of regeneration can be obtained in a traveling situation in which the speed does not increase easily, such as frequent stop and start. In addition, comfortable driving and power generation can be performed by regenerative braking without a brake operation on a downhill. Further, depending on the battery voltage, that is, the remaining capacity of the battery, the amount of regeneration is controlled to decrease as the remaining battery amount increases.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. FIG. 2 is a side view of an electrically assisted bicycle as an electrically powered vehicle including the regeneration control device according to the embodiment of the present invention. Body frame 2 of electric assisted bicycle
The head pipe 21 located in front of the vehicle body, the down pipe 22 extending downward and rearward from the head pipe 21, and the seat post 23 rising upward from the vicinity of the end portion of the down pipe 22. A joint portion between the down pipe 22 and the seat post 23 and its peripheral portion are covered with a resin cover 33 which is vertically divided into two and is attached and detached. A steering handle (hereinafter simply referred to as “handle”) 27 is rotatably inserted through an upper portion of the head pipe 21 via a handle post 27A, and a lower portion of the head pipe 21 is a front fork connected to the handle post 27A. 26 are supported. A front wheel WF is rotatably supported on the lower end of the front fork 26.

An electric auxiliary unit 1 as a drive unit including an electric motor (described later) for assisting pedaling force is suspended below the body frame 2. Specifically, the electric auxiliary unit 1
Is a connecting portion 92 at a lower end of the down pipe 22, a connecting portion 90 provided at a rear portion of a battery bracket fixed to the seat post 23 by welding or the like, and a connecting portion not shown provided at a front portion of a battery bracket (not shown). It is suspended by being bolted in three places. Connecting part 90
Then, the chain stay 25 is fastened together with the electric auxiliary unit 1.

The power switch unit 29 of the electric auxiliary unit 1
Is provided on the down pipe 22 near the head pipe 21. From the power switch unit 29, power can be turned on by a key operation, and an eco mode (details will be described later) that suppresses power consumption can be selected. The power may be turned on by a remote control switch using an infrared signal, for example. In that case,
The power switch unit 29 is provided with a receiver for receiving the infrared signal transmitted from the remote control switch.

The electric auxiliary unit 1 is provided with a drive sprocket 13, and the rotation of the crankshaft 101 is transmitted from the drive sprocket 13 to the rear sprocket 14 through the chain 6. The handle 27 is provided with a brake lever 27B.
Is transmitted to the brake device (not shown) of the rear wheel WR through the brake wire 39. The brake lever 27B is provided with a brake switch (details will be described later). The brake switch includes a stroke sensor, and when the brake lever 27B is operated, a brake signal representing the operation amount (stroke) is output. Based on the brake signal, the operation of the brake lever 27B and the operation amount of the brake lever 27B are detected.

The electric auxiliary unit 1 includes a crankshaft 101.
Is rotatably supported, and pedals 12 are rotatably supported on the left and right ends of the crankshaft 101 via cranks 11. Between the ends of the pair of left and right chain stays 25 extending rearward from the electric auxiliary unit 1, rear wheels WR serving as drive wheels are provided.
Is pivotally supported. A pair of left and right seat stays 2 is provided between the upper portion of the seat post 23 and the ends of both chain stays 25.
4 are provided. A seat pipe 31 having a seat 30 at its upper end is slidably attached to the seat post 23 so that the height of the seat 30 can be adjusted.

A battery 4 is mounted below the seat 30 and behind the seat post 23. The battery 4 is housed in a housing case and attached to the seat post 23 via a battery bracket. The battery 4 includes a plurality of battery cells and is installed along the seat post 23 so that the longitudinal direction is substantially the vertical direction.

FIG. 3 is a plan view of a handle including a brake switch, and FIG. 4 is a view taken along the line BB of FIG. In both figures, the brake lever 27B is the lever bracket 27.
It is supported by C near the handle grip 27D. The lever bracket 27C is an assembly that is divided into two parts in the front-rear direction of the vehicle body.
Is provided, and the brake lever 27B is attached to the pivot shaft 2
7E is rotatably provided. The brake switch 51 is housed in the front portion 27CF. The brake switch 51 is a stroke sensor whose resistance value changes according to the amount of displacement of the plunger, and the tip of the plunger 51A engages with the vertical portion formed at the end of the brake lever 27B.

When the brake lever 27B is pulled toward the handle grip 27D (that is, when the brake is operated), the plunger 51A projects from the main body of the brake switch 51, and the brake lever 27B is pulled by the handle grip 2.
When separated from 7D, the plunger 51A is pushed into the brake switch 51 main body. Therefore, the plunger 5
A circuit for detecting the resistance value (brake signal) of the brake switch 51 that changes with the movement of 1 A is provided, and the presence or absence of the brake operation and the operation amount (operation stroke) can be detected based on the output of this circuit. It is assumed that the greater the amount of operation, the greater the braking strength. In the following description, in order to avoid complication of the description, the output of the circuit for detecting the resistance value is treated synonymously with the output (brake signal) of the brake switch 51.

FIG. 5 is a sectional view of the electric auxiliary unit 1, and FIG.
FIG. 6 is a view on arrow AA of FIG. 5. The case of the electric auxiliary unit 1 includes a main body 70, and a left cover 70L and a right cover 70R attached to both side surfaces thereof.
Case 70 and left cover 70L and right cover 70
R is preferably a resin molded product for weight reduction. Around the case body 70, hangers 90a, 91a and 92a are formed which fit the connecting portions 90, 91 and 92, respectively. The main body 70 is provided with a bearing 71, and the right cover 70R
A bearing 72 is provided in the. The inner ring of the bearing 71 is inscribed with the crankshaft 101, and the inner ring of the bearing 72 has the crankshaft 1
A sleeve 73, which is coaxial with 01 and is slidable in the outer peripheral direction of the crankshaft 101, is inscribed. That is, the crankshaft 101 is supported by the bearing 71 and the bearing 72.

A boss 74 is fixed to the sleeve 73, and the assist gear 7 is provided on the outer periphery of the boss 74 via a one-way clutch 75 composed of, for example, a ratchet mechanism.
6 is provided. The assist gear 76 is preferably made of resin from the viewpoint of weight reduction, and is preferably a helical gear from the viewpoint of quietness and the like.

A gear 73a is formed at the end of the sleeve 73, and three planet gears 77 are arranged on the outer periphery of the gear 73a as a sun gear. The planetary gear 77 is supported by a shaft 77 a provided upright on the support plate 102, and the support plate 102 is further supported by the crankshaft 101 via a one-way clutch 78. The planetary gear 77 meshes with the pedaling force detection ring 79 with an inner gear formed on the inner periphery thereof. A drive sprocket 13 connected to the rear sprocket 14 is fixed by a chain 6 to the end portion (the side where the gear is not formed) of the sleeve 73.

The treading force detection ring 79 has arms 79a and 79b extending over the outer circumference thereof, and the arms 79a and 79b.
Is a tension spring 80 provided between the arm 79a and the main body 70, and a compression spring 81 provided between the arm 79b and the main body 70. It is biased in the middle clockwise direction). The compression spring 81 is provided to prevent the ring 79 from rattling. The arm 79b is provided with a potentiometer 82 for detecting the displacement of the ring 79 in the rotation direction.

A clutch plate 86 for regeneration is disposed adjacent to the assist gear 76 via a spring washer 85. Further, the clutch plate 86 is for pressing the plate 86 toward the assist gear 76 side against the spring washer. The pressure plates 87 are arranged adjacent to each other. Clutch plate 86 and pressure plate 8
Each of 7 is slidable in the axial direction with respect to the sleeve 73.

The pressure plate 87 is biased toward the clutch plate 86 by a cam 88 that is brought into contact with an inclined surface formed on the hub portion of the pressure plate 87. The cam 88 is fixed to the shaft 89, and the shaft 89 is rotatably supported by the right cover 70R. An actuator 7 for rotating the shaft 89 is fixed to an end portion of the shaft 89, that is, a portion protruding from the right cover 70R to the outside. The actuator 7 can be composed of a motor and a solenoid. The actuator 7 is energized based on the brake signal of the brake switch 51 when the brake is applied. When the actuator 7 rotates in response to the brake signal, the shaft 89 rotates and the cam 88 rotates.

A pinion 83 fixed to the shaft of the motor M meshes with the assist gear 76. The motor M is a three-phase brushless motor, and is a neodymium (Nd-Fe-B
System) a rotor 111 having a magnetic pole 110 of a magnet, a stator coil 112 provided on the outer periphery thereof, and a rotor 111
Rubber magnet ring (N
A ring in which poles and S poles are alternately arranged)
113 and the rubber magnet ring 113 are arranged to face each other,
It consists of a Hall IC 115 mounted on a substrate 114 and a shaft 116 of the rotor 111. Axis 116 is left cover 70
It is supported by a bearing 98 provided on L and a bearing 99 provided on the case body 70.

A controller 100 including a driver FET and a capacitor for controlling the motor M is provided near the front of the body of the case body 70, and the stator coil 112 is supplied with power through the FET. The controller 100 operates the motor M in accordance with the pedal effort detected by the potentiometer 82 as a pedal effort detector to generate an auxiliary force, and energizes the actuator 7 during brake operation to enable regeneration. Also, the controller 1
00 controls the driver of the motor M so as to generate a regeneration amount according to the change amount of the brake operation amount (details will be described later).

The case main body 70 and the covers 70L and 70R are preferably made of resin molded products from the viewpoint of weight reduction, but on the other hand, it is necessary to increase the strength around the bearing and the like. In the electric auxiliary unit 1 of the present embodiment, metal reinforcing members 105, 106, 107 such as iron, aluminum, aluminum alloy, and copper alloy are arranged around the bearing. Particularly, the reinforcing member arranged in the case body 70 includes the bearing 71 of the crankshaft 101 and the bearing 99 of the motor shaft 116.
And hangers 90a, 91 that serve as attachment members to the vehicle body
Since it is intended to reinforce parts such as a and 92a where a large load is expected, the reinforcing members of the respective parts are connected to each other to form the integral reinforcing plate 105. The reinforcing plate 105 allows the reinforcing members arranged around the bearings and hangers to communicate with each other to further enhance the reinforcing effect.

The reinforcing plate 105 is not limited to one that connects all of the bearings 71 and 99 and the reinforcing members around the hangers 90a, 91a, 92a, but these reinforcing members that are close to each other, for example, the hanger 90a. For connecting the reinforcement member around the bearing and the reinforcement member around the bearing 99, or for connecting the reinforcement member around the bearing 71 and the reinforcement member around the bearing 99 or one of the hangers 90a, 91a, 92a. But it's okay. The reinforcing members 105, 106, 107 are used for the case 7 during resin molding.
0 and the covers 70L and 70R are preferably formed integrally.

In the electric auxiliary unit 1 having the above structure, when a pedaling force is applied to the crankshaft 101 via the crank 11, the crankshaft 101 rotates. The rotation of the crankshaft 101 is transmitted to the support plate 102 via the one-way clutch 78, rotates the shaft 77a of the planetary gear 77 around the sun gear 73a, and the sun gear 73a via the planetary gear 77.
Is rotated. The drive sprocket 1 fixed to the sleeve 73 by the rotation of the sun gear 73a.
3 rotates.

When a load is applied to the rear wheel WR, the pedal force detecting ring 79 rotates in accordance with the load, and the amount of rotation is detected by the potentiometer 82. When the output of the potentiometer 82, that is, the output corresponding to the load is larger than the predetermined value, the motor M is energized according to the magnitude of the load to generate the assisting force. The assisting force is the crankshaft 101.
Is transmitted to the drive sprocket 13 after being combined with the drive torque due to human power input from the.

When the brake is applied to decelerate the vehicle during traveling, the brake switch 51 is turned on (a brake signal exceeding the criterion for brake operation is output),
The actuator 7 is driven to rotate the shaft 89,
The pressure plate 87 presses the clutch plate 86. Then, the clutch plate 86 becomes the assist gear 7.
The boss 74 and the assist gear 76 are biased toward the 6 side, and the rotation of the boss 74 is transmitted to the assist gear 76.
Therefore, the rotation of the drive sprocket 13 during braking is transmitted to the pinion 83 through the sleeve 73, the boss 74, and the assist gear 76. The rotation of the pinion 83 causes an electromotive force due to regeneration in the stator coil 112. The current generated by the regeneration is supplied to the battery 4 through the controller 100, and the battery 4 is charged.

In the present embodiment, the traveling in the eco mode is executed when a predetermined control criterion is satisfied, such as traveling on a flat road. In the eco mode, assist cut is performed when a predetermined control standard is satisfied, while assist is resumed when another predetermined control standard is satisfied, and regenerative charging is performed when the brake switch 51 is turned on. The eco mode can be selected by the driver's operation. FIG. 7 is a plan view showing an example of the power switch unit 29.

In the figure, a mode can be selected by inserting a key (not shown) into the key hole 32 and rotating this key. When the key is in the “OFF” position, the power of the electric auxiliary unit 1 is off, and the electric power is not supplied from the battery 4 to the electric auxiliary unit 1. Turn the key to
If it is adjusted to the position of “N”, electric power can be supplied to the electric auxiliary unit 1, and when the pedaling force exceeds the planned value,
The motor M is controlled so that the assisting force is given according to the ratio (assist ratio) of the assisting force and the pedaling force read from a preset map. Also, if the key is set to the position of "ECO", "Eco mode" is selected, and as will be described in detail later, it is possible to perform control such that assist is started or assist cut is performed according to a predetermined control standard. In the eco mode, regenerative braking is also performed. The power switch unit 29 is preferably attached to the vehicle body so that the “ON” position is oriented in the traveling direction of the vehicle body.

Next, the assist, assist cut and regenerative control in the eco mode will be described. In the eco mode, the pedaling force history is detected and the pedaling force is lower than the planned value.
Assist cut is performed when it is determined that the transition has occurred.

FIG. 8 is a diagram showing a pedaling force history for explaining the conditions of assist cutting, and also shows the counter value CNTBT of the counter updated depending on the magnitude of the pedaling force. The pedaling force changes periodically corresponding to the rotation cycle of the crank. In the figure, a pedaling force upper limit value TRQUP and a pedaling force lower limit value TRQBT are set. Upper pedal pressure TRQUP is, for example, 15 to 20 kg
It is set in the range of f, and the lower limit value of the pedal effort TRQBT is, for example, 13 to
It is set within the range of 15 kgf. The pedaling force is detected by, for example, interrupt processing every 10 milliseconds.

When the pedal effort TRQA is equal to or less than the pedal effort lower limit value TRQBT, the counter value CNTBT is incremented (+1) to obtain the pedal effort TR
When QA is equal to or greater than the pedaling force upper limit value TRQUP, the counter value CNTBT is decremented (-1). The pedal effort TRQA is the lower limit of the pedal effort TRQB
Counter value when T or more and less than pedaling force upper limit value TRQUP
CNTBT is unchanged. When the counter value CNTBT exceeds the reference value (assist cut determination reference value) TTED, the assist cut is performed assuming that the pedaling force TRQA is changing at the assist cut level.

The counter value CNTBT is the pedaling force TRQA
Reset level set above the upper limit of pedaling force TRQUP
It can be reset when it exceeds RESET or when the assist start condition described below is met.

Next, the control for starting the assist in the eco mode will be described. The assist performs the assist based on the assist ratio according to the level when the pedal effort level is detected and it is determined that the pedal effort level is a level requiring an assist force (hereinafter referred to as “assist level”). FIG. 9 is a diagram showing a pedaling force history for explaining the conditions for starting assist, and also shows a counter value CNTASL that is updated each time the pedaling force exceeds a reference value. In the figure, the reference value of the pedal effort level, which is the determining factor for starting assist
TRQASL is set, and the number of times that the peak value of fluctuating pedal effort TRQA exceeds this reference value TRQASL is set as the counter value CNTASL of the assist start counter. Here, the counter value CNTASL is configured to be decremented (-1) each time the peak value of the pedal effort TRQA exceeds the reference value TRQASL, the counter value CNTASL becomes "0", and the pedal effort TRQA becomes the reference value.
When TRQASL is exceeded, it is determined that the pedaling force is at the assist request level, and the assist start condition is satisfied.

Specifically, in FIG. 9, the counter value CNTA
An example in which the initial value of SL is "3" is shown. In the figure, at timings t1 and t2, the peak value of the pedal effort TRQA exceeds the reference value TRQASL and the counter value CNTASL is decremented twice,
Since the peak value in the next fluctuation cycle did not exceed the reference value TRQASL, the counter value CNTASL is reset to the initial value "3" at the timing t3. After that, the counter value CNTASL
Is decremented to "0" at timings t4, t5 and t6, and when the pedaling force TRQA exceeds the reference value TRQASL at timing t7, the assist start condition is satisfied and the assist is started.

The reference value TRQASL can be set in a plurality of levels, and a counter value CNTASL different from other levels can be set corresponding to each level. FIG. 10 is a diagram showing a pedaling force history for explaining an assist start satisfaction condition at each reference value when a plurality of reference values TRQASL are set. In the figure, the reference value TRQASL1 corresponds to the pedaling force when gradually accelerating while cruising on a flat road, and is set to, for example, 20 kgf, and the reference value TRQASL2 corresponds to the pedaling force when approaching a gentle slope, for example, 30 kgf. Is set.
Further, the reference value TRQASL3 corresponds to the pedaling force at the time of starting, when steeply climbing, or when suddenly accelerating during cruising, and is set to 35 kgf, for example. Also, the counter value CN corresponding to the reference value TRQASL1
TASL1 is set to "5", the counter value CNTASL2 corresponding to the reference value TRQASL2 is set to "3", and the counter value CNTASL3 corresponding to the reference value TRQASL3 is set to "2". These settings may be arbitrarily set according to the character of the vehicle (use, function, etc.) and the preference of the user.

In this setting, referring to FIG. 10, when the vehicle gradually accelerates while cruising on a flat road, the timing t
At 10, the counter value CNTASL1 is "0" and the pedaling force TRQA exceeds the reference value TRQASL1, so the reference value TRQASL
Assist is started at a pedaling force ratio (assist ratio) corresponding to 1. Further, when approaching the ascending slope, the counter value CNTASL2 becomes "0" at the timing t11 and the pedaling force TRQA exceeds the reference value TRQASL2. Therefore, the assist ratio corresponding to the reference value TRQASL2 is switched to assist. . Further, at the time of starting, the counter value CNTASL3 is "0" at a timing t13, which is a short time after the starting time t12.
Since the pedaling force TRQA exceeds the reference value TRQASL3, the assist is started with an assist ratio corresponding to the reference value TRQASL3. The counter values CNTASL1 to CNTASL3 are initialized when the assist is stopped and when the CPU is reset.

11 and 12 are flow charts showing the main part of the processing of the eco mode including the assist and the assist cut described in FIGS. 8 and 9. In step S1 of FIG. 11, it is determined whether or not the brake switch 51 is turned on. If the determination is negative, the process proceeds to step S2, and if the determination is positive, the process proceeds to step S12 (FIG. 12).
Whether or not the brake switch 51 is on is determined by whether or not the output Vbr of the brake switch 51 is equal to or greater than a reference value (for example, 0.5 V) for on / off determination. In step S2, the pedal effort TRQA is detected. In step S2, the peak value of the pedal effort TRQA is detected, and the peak value is the reference value TRQA.
When SL is exceeded, the counter value CNTASL is decremented. In step S4, it is determined whether or not the pedal effort level is the assist level corresponding to the reference value TRQASL, depending on whether or not the counter value CNTASL is "0". In step S5, it is determined whether or not the pedal effort TRQA (current value) exceeds the reference value TRQASL.

If step S5 is positive, that is, the pedal effort is at the expected level, the current pedal effort TRQA is the reference value TRQA.
If it exceeds SL, the process proceeds to step S6 to allow the assist. In this assist, the reference value of the pedal effort TRQASL
The assisting force is calculated on the basis of the assisting ratio obtained from the vehicle speed, and the output of the motor M is controlled so as to obtain this assisting force.

In step S7, it is determined whether or not the pedal effort level is the assist cut level based on the magnitude relationship between the pedal effort upper limit value TRQUP and the pedal effort lower limit value TRQBT and the pedal effort TRQA. According to the determination result of step S7, the counter value CNTBT is incremented when the assist cut level is +1 in step S8, and the counter value CNTBT is decremented when the assist cut level is -1 in step S9.
When the assist cut level is "0", step S10
Go to. On the contrary, the counter value CNTBT may be decremented when the assist cut level is set, and the counter value CNTBT may be incremented when the assist cut level is not set.

In step S10, it is determined whether or not the pedaling force TRQA is changing at a predetermined low level, that is, the assist cut level, depending on whether or not the counter value CNTBT has reached the assist cut determination reference value TTED. In the configuration in which the counter value CNTBT is decremented at the assist cut level, the initial value is set as the reference value TTED, and it is determined whether or not the assist cut level is changed depending on whether or not the counter value CNTBT becomes “0”. If it is determined that the pedaling force is changing at the assist cut level, the process proceeds to step S11, and the assist cut is performed.

In FIG. 12, in step S12, the output Vbr of the brake switch 51, the vehicle speed V, and the pedal effort are applied.
Detect TRQA. In step S13, it is determined whether or not the difference between the previous brake operation amount Vbr-1 and the current brake operation amount Vbr0 (the change amount ΔVbr of the brake operation amount) is equal to or more than the change amount reference value (for example, 1.5V), If this determination is affirmative, that is, if the change in the brake operation amount is large, the process proceeds to step S14, and the regenerative duty for determining the regenerative amount or the target regenerative current value (in the case of feedback) (described later).
Is corrected and output. For example, the regenerative duty or regenerative current value determined based on the vehicle speed is multiplied by 1.1. In the following, the regenerative duty or the target regenerative current value is
Collectively, it is called regenerative duty.

On the other hand, when the change in the brake operation amount is small, the process proceeds to step S15, and the downhill judgment is performed. Whether or not the vehicle is downhill can be determined by, for example, whether or not the pedaling force is substantially "0" and the vehicle speed is 10 km / hour or more. When step S15 is affirmative, it progresses to step S16 and outputs the regenerative duty set for downhill. The regenerative duty for downhill is set to a smaller value as the vehicle speed increases.

If step S15 is negative, that is, if it is determined that the change in the brake operation amount is equal to or less than the reference value and that it is not a downhill, the routine proceeds to step S17, in which the normal brake determined based on the vehicle speed. Outputs the regenerative duty during operation. Regenerative braking is applied by the regeneration according to the regenerative duty. A specific example of the regenerative duty according to each condition will be described later.

In step S18, the brake switch 5
It is determined whether 1 is on, and while the brake switch 51 is on, steps S12 to S17 are executed and regenerative braking is continued. When the brake switch is turned off, the process proceeds to step S19 and the regenerative braking is stopped.

FIG. 13 is a diagram showing an example of the regenerative duty corresponding to the vehicle speed V. In the figure, the regenerative duty is set based on the vehicle speed V and the change amount ΔVbr of the brake operation amount. Here, the change amount ΔVbr has three levels of small, medium, and large, but it may be set more finely.

As shown in the figure, the regenerative duty increases as the vehicle speed increases in the low speed range where the vehicle speed V is 10 km / h or less, but increases in the medium speed range where the vehicle speed V is 10 to 20 km. It is getting smaller accordingly. Also, the vehicle speed
In the high speed range where V exceeds 20 km, there is almost no change. Further, in the high speed range, the change amount of the regenerative duty with respect to the change amount of the brake operation amount is smaller than that in the medium speed range. Since the regenerative duty is increased from the medium speed range to the low speed range, the battery can be efficiently charged by regeneration in a traveling state in which the frequency of stopping is high, such as traveling in an urban area. In particular, the larger the change amount of the brake operation amount, the larger the regenerative duty is set, so that the vehicle can be stopped in a short time and the amount of charge due to the regeneration can be increased.

FIG. 14 is a diagram showing an example of a regenerative duty at the time of traveling on a downhill where the pedaling force is substantially "0". When the pedaling force is substantially zero, as shown in the figure, the regenerative duty is reduced as the vehicle speed V increases in the medium speed range to the high speed range where the vehicle speed V is 10 km / hour or more. The amount of change in the amount of brake operation in FIG. 13 corresponds to an intermediate value between medium and small.

Next, a modified example when traveling on a downhill will be described.
15 and 16 are flowcharts of the rotation control according to the modified example. In this modification, regenerative braking is performed during downhill traveling regardless of whether the brake switch is on. In the above-mentioned example, the actuator 7 for switching to regeneration is energized when the brake switch is on, but in this modification, the brake switch 51 is used.
In order to perform regenerative braking irrespective of whether the vehicle is on or off, the actuator 7 is energized so that switching to regeneration can be performed if the vehicle speed and pedaling force conditions described later are satisfied.

In FIG. 15, in step S21, it is determined whether or not the brake switch 51 is on. If the brake switch 51 is on, the process proceeds to step S22 to detect the pedal effort TRQA. In step S23, it is determined whether the vehicle is downhill. If it is a downhill, the process proceeds to step S24 to output the regenerative duty when the pedal effort is substantially zero. As a result, regenerative braking is performed. Also in step S25, it is determined whether or not the vehicle is a downhill. While the vehicle is traveling downhill, step S25 is affirmative,
Returning to step S24, regenerative braking is continued. If the determination of downhill traveling is negative, the process proceeds to step S26,
When it is determined that the vehicle is not traveling downhill where regenerative braking is stopped, that is, step S23 is negative or step S2
If the result is 5 and the rotational braking is stopped, step S27.
Proceed to. Steps S27 to S35 are the same as steps S3 to S11 of FIG. 11, and thus description thereof will be omitted.

When the brake switch 51 is not on, the determination in step S21 becomes affirmative, and the process proceeds to step S36 (FIG. 16). In step S36, the output Vbr of the brake switch 51, the vehicle speed V, and the pedal effort TRQA
To detect. In step S37, it is determined whether or not the change amount ΔVbr of the brake operation amount is equal to or more than a change amount reference value (for example, 1.5 V). If the determination is affirmative, that is, the change amount of the brake operation amount is large, the step is performed. Go to S38,
Correct the regenerative duty and output. For example, the regenerative duty determined based on the vehicle speed is multiplied by 1.1.

When the amount of change in the brake operation amount is small, the process proceeds to step S39, and the regenerative duty at the time of normal brake operation determined based on the vehicle speed is output. Regenerative braking is applied by the regeneration according to the regenerative duty.

In step S40, the brake switch 5
It is determined whether 1 is ON, and while the brake switch 51 is ON, steps S36 to S39 are executed and regenerative braking is continued. When the brake switch is turned off, the process proceeds to step S41 and the regenerative braking is stopped.

FIG. 1 is a block diagram showing the main functions of the controller 100. Note that this function can be realized by a microcomputer including a CPU. In the same figure, the output data (vehicle speed V) of the vehicle speed sensor 40 has a drive duty map (auxiliary force map) 41 and a regenerative duty map (regenerative charging map) 5 at a predetermined interruption timing.
Entered in 2. The output data (pedal force TRQA) of the potentiometer 82 as a pedal force sensor is input to the auxiliary force map 41, the pedal force determination unit 43, the second pedal force determination unit 50, and the peak value determination unit 46, respectively.

The assisting force map 41 is set so as to output assisting force data for obtaining an optimum assist ratio based on the vehicle speed V and the pedal effort TRQA. For example, even with the same pedaling force TRQA, the higher the vehicle speed V, the smaller the assist force,
That is, the assist force map is set so that the assist ratio becomes small.

The output of the brake switch 51, that is, a brake signal representing the brake operation amount is input to the operation amount change amount detection unit 53. The operation amount change amount detection unit 53
The current and previous output difference of the brake switch 51 is calculated, and the change amount ΔVbr of the brake operation amount is detected. The variation amount ΔVbr is input to the regenerative duty map 52.

The regenerative duty map 52 shows that the vehicle speed V and the variation ΔVbr when the brake switch 51 is turned on.
Is set so as to output a regenerative duty (regeneration control signal) that can obtain an optimum regenerative output. A specific example of the regenerative duty map 52 is shown in FIG. In addition,
In the regenerative duty map 52, a map that takes into account a correction value (a value obtained by multiplying a coefficient) when the change amount ΔVbr is larger than the change amount reference value can be set together.

Further, the vehicle speed detected by the vehicle speed sensor 40
V and the pedal effort TRQA detected by the pedal effort sensor 82 are input to a regenerative duty table (regenerative charging table) 54.
The regenerative charging table 54 is used when the pedal effort TRQA is substantially zero and the vehicle speed V is higher than the middle speed range. A specific example of the regenerative charging table 54 is shown in FIG. The regenerative charging table 54 may be used only when the brake is operated, or may be used regardless of the brake operation.

The assisting force data and the regeneration control signal are driven /
Input to the regenerative driver 42 and drive / regenerative driver 42
Controls the motor M according to the auxiliary force data or the regeneration control signal. The vehicle speed sensor 40 is, for example, a unit that magnetically detects regular irregularities provided on the outer periphery of the support plate 102 in the electric auxiliary unit 1 and outputs the vehicle speed V based on the number of detections or the detection interval. Can be configured.

The treading force judging section 43 judges the magnitude of the present treading force TRQA with respect to the treading force reference value (for example, the treading force upper limit value TRQUP and the treading force lower limit value TRQBT), and the low level counter 4 as an assist cut judgment counter is judged by the judgment result.
Increases or decreases the counter value CNTBT of 4. The comparison unit 45 compares the counter value CNTBT of the counter 44 with the assist cut reference value, and the counter value CNTBT determines the assist cut determination reference value T.
When reaching TED, the assist cut instruction ACI is output to the drive / regeneration driver 42. Here, the pedaling force determination unit 43, the counter 44, and the comparison unit 45 form a regeneration level detecting means.

The peak value detecting portion 46 is supplied with the pedaling force TRQA from the pedaling force sensor 82, and detects the peak value of the pedaling force TRQA which periodically changes. The peak value is input to the pedal effort level determination unit 47, and the pedal effort level determination unit 47 updates the counter value CNTASL of the assist start counter 48 when it is determined that the peak value exceeds the planned pedal effort level TRQASL. The assist start counter 48 outputs an assist permission instruction AI when the counter value CNTASL reaches a predetermined value. Assist permission instruction
AI is input to the drive / regeneration driver 42 through the gate G.

The second pedal effort determination unit 50 outputs a detection signal when the current pedal effort TRQA exceeds the pedal effort level TRQASL. The gate G is opened when the detection signal of the second pedal effort determination unit 50 is supplied, and the assist permission instruction AI is input to the drive / regeneration driver 42. Here, the peak value detection unit 46, the pedal effort level determination unit 47, and the assist start counter 48 constitute a pedal effort variation level detection unit.

The drive / regeneration driver 42 energizes the motor M in accordance with the assist permission instruction AI to generate a driving force according to the auxiliary force data to assist the driving force of the vehicle. Also,
According to the regeneration instruction ACI, the motor M is regeneratively controlled to generate a regeneration amount according to the regeneration control signal. That is, the duty or conduction angle of the FET forming the driver circuit of the motor M is determined according to the auxiliary force data or the regeneration control signal, and the magnitude of the auxiliary force or regeneration is controlled.
It should be noted that the pedaling force level determination unit 47 determines that the peak value is the pedaling force level TR.
When it does not exceed QASL, a reset signal is output to reset the counter value of the assist counter 48 to the initial value.

Although a brushless motor is assumed as the motor M in the above-described embodiment, the present invention is not limited to a vehicle using a brushless motor, but can be applied to a motor having a brush. FIG. 17 is a block diagram of a regeneration control device using a motor with a brush. In FIG. 17, the regeneration control device includes a drive controller 55 and a regeneration controller 56. The drive controller 55 and the regeneration controller 56 are connected to the battery 4 via a relay 57.
The control power supply obtained by is connected. In addition, in order to supply current to the brushed motor 60 and to charge the battery with regenerative current, the drive controller 55
And the battery 4 is connected to the regeneration controller 56. The drive controller 55 and the regeneration controller 56 are connected to the motor 60 via relays 58 and 59. Further, each relay 57, 58, 59 is controlled by an ON / OFF signal of the brake switch 51.

When the brake switch 51 is on, that is, when the brake operation is performed, the relays 57, 5
8, 59 are switched to the regeneration controller 56 side. On the other hand, when the brake switch 51 is off, that is, when the brake operation is not performed, the relay 57,
58 and 59 are switched to the drive controller 55 side.

The drive controller 55 is an FE for control.
It is equipped with T551, and by the conduction control of this FET551,
It controls the current supplied to the motor 60. On the other hand, the regeneration controller 56 includes a control FET 561 and can control the chopping duty of the FET 561 to obtain a regenerative voltage boosted to a desired value.

In this embodiment, the regenerative duty is determined based on the change amount of the brake operation amount and the vehicle speed, but it may be determined based on the brake operation amount and the vehicle speed. In this case, the regeneration duty is controlled to increase as the brake operation amount increases. FIG. 18 is a diagram showing an example of the regenerative duty corresponding to the brake operation amount and the vehicle speed. As shown in this figure, the regenerative duty is controlled so as to increase in accordance with the amount of brake operation, and in particular, the vehicle speed V ranges from the low speed range to the medium speed range (3 to 1 hour
Around 4 km), the regenerative duty is larger.

The embodiment described above can be modified so that the regenerative duty is determined according to the state of charge of the battery 4. It is obvious that the state of charge of the battery 4, that is, the remaining capacity is not always constant. There is almost no remaining capacity or the battery is almost fully charged. For example, in a state close to full charge, regenerative charging is not required,
When the remaining capacity is small, it is preferable that the charging by regeneration is positively performed. Therefore, depending on the remaining capacity of the battery 4, it is possible to charge the battery 4 by regeneration when the remaining capacity is smaller than a predetermined value. For example, Japanese Patent Laid-Open No. 11-2276
Japanese Patent Publication No. 68 discloses a regenerative control device that performs regenerative braking when the battery voltage is equal to or lower than a predetermined value.

However, according to the control device described in this publication, when the battery voltage value drops to a predetermined value or less, regenerative braking is suddenly applied, and smooth running may be impaired. is there. Therefore, it is desired that the regeneration amount can be gently changed.

In the embodiment described below, depending on the remaining capacity of the battery 4, the regeneration amount is decreased when the remaining capacity is large, the regeneration amount is increased when the remaining capacity is small, and the vehicle speed is further taken into consideration. Then, the regenerative duty is determined.
By doing so, it is possible to prevent the regenerative amount from abruptly changing due to the remaining battery capacity, and to obtain an appropriate regenerative braking amount according to the traveling condition of the vehicle, so that the traveling state can be facilitated easily. The remaining capacity of the battery 4 is specifically determined by the voltage between the output terminals of the battery 4 (battery voltage).

FIG. 19 is a block diagram of a main part of a regenerative control device including a function of determining a regenerative duty according to a battery voltage, and the same reference numerals as those in FIG. 1 denote the same or equivalent parts. 19, a battery voltage detector 61 is provided to detect the terminal voltage VB of the battery 4. The detected battery voltage VB is input to the regenerative duty map 52. The regenerative duty map 52 is set to output a regenerative duty as a function of the brake operation amount Vbr or the brake operation amount change amount ΔVbr and the vehicle speed V (referred to as a main map. For example, the one shown in FIG. 13 is used. Can be used). Further, the regenerative duty map 52 is provided with an auxiliary map that outputs a correction coefficient for correcting the regenerative duty determined by the main map. The auxiliary map is supplied with the battery voltage VB and outputs a correction coefficient as a function of the battery voltage VB and the vehicle speed V. This correction coefficient is multiplied by the regenerative duty obtained by the main map.

FIG. 20 is a diagram showing an example of the auxiliary map. In the figure, the battery voltage is set on the x-axis, the vehicle speed is set on the y-axis, and the correction coefficient is set on the z-axis. As shown in the figure, the map shows the battery voltage according to the battery voltage VB.
When VB is high, that is, the closer to full charge, the smaller the correction coefficient and the smaller the regenerative duty. In this embodiment, a battery having a rated voltage of 24 volts is used.

FIG. 21 is a flow chart of the control in consideration of the battery voltage VB and the vehicle speed V, which replaces steps S12 to S19 of FIG. That is, FIG.
21 is executed when step S1 of is affirmative. In step S21, the brake switch output voltage Vbr, the battery voltage VB, and the vehicle speed V are detected. Step S2
In 2, the output voltage Vbr at the previous calculation and the output voltage Vbr at this time
Based on the difference ΔVbr or the output voltage Vbr and the vehicle speed V,
Calculate regenerative duty using the main map.

In step S23, the correction coefficient is calculated based on the battery voltage VB and the vehicle speed V using the auxiliary map. In step S24, the regenerative duty is corrected by multiplying the regenerative duty by the correction coefficient. Step S25
Then, the corrected regenerative duty is output to the drive / regenerative driver 42. As a result, regenerative braking is performed using this regenerative duty. In step S26, it is determined whether or not the brake switch 51 is on, and while the brake switch 51 is on, steps S21 to S25 are executed to continue the regenerative braking. When the brake switch is turned off, the process proceeds to step S27 and the regenerative braking is stopped.

Note that the battery voltage VB may not be used as the parameter for calculating the correction coefficient of the regenerative duty, but the battery voltage VB may be used directly as the parameter for determining the regenerative duty. That is, the map is configured to output the regenerative duty as a function of the battery voltage VB and the vehicle speed V. By doing so, regenerative braking can be performed according to the regenerative duty that is directly related to the battery voltage VB and the vehicle speed V. FIG. 22 is a diagram showing an example of a map configured to output the regenerative duty as a function of the battery voltage VB and the vehicle speed V.

Contrary to the above, the brake output voltage Vb
It is also possible to calculate a correction coefficient that is a function of r or the output voltage change amount ΔVbr and the vehicle speed, and use this correction coefficient to correct the regenerative duty obtained by the map of FIG.

In the embodiment described above, the regenerative control device for the drive motor mounted on the power-assisted bicycle has been described. However, the present invention is not limited to this, and the vehicle is driven only by the electric power without applying the pedaling force. It is possible to control the regeneration amount according to the amount of change in the operation amount of the brake and the battery voltage by applying it to the electric vehicle. In short, it is configured to switch to regeneration in response to a brake operation, and to determine the regeneration amount at that time according to the vehicle speed and the brake operation amount or the change amount of the brake operation amount, or the vehicle speed and the battery voltage. Just do it.

[0081]

As is apparent from the above description, according to the inventions of claims 1 to 8, the effect of regenerative braking changes according to the amount of brake operation. Particularly, in the inventions of claims 2 to 6, the control is performed so that a larger regeneration amount is obtained on the low speed side in accordance with the vehicle speed. Therefore, driving in the city,
In a traveling state in which the brake operation is frequent and a sudden brake operation is likely to occur, large regenerative braking is applied, and the battery can be frequently charged with a current obtained by the regenerative operation. Further, according to the invention of claim 7, it is possible to comfortably run and charge the battery by regenerative braking without a brake operation on a downhill.

Further, according to the inventions of claims 3 and 8, a small amount of regeneration can be obtained in accordance with the remaining capacity of the battery charged by the regenerative braking when the remaining capacity of the battery is large. Therefore, when the battery is close to full charge, almost no regenerative charge is performed, and when the remaining battery capacity is small, regenerative charge is performed with a large regenerative amount.
In addition to efficient regenerative charging, overcharging can be prevented and battery life can be extended. It is also possible to prevent energy loss due to useless charging.

Further, unlike the case where the regenerative charging is performed when the remaining battery capacity becomes equal to or less than the predetermined amount, the regenerative amount corresponding to the remaining capacity is obtained, so that the regenerative braking force changes gently. A good traveling feeling can be obtained.

[Brief description of drawings]

FIG. 1 is a block diagram showing a main function of a regeneration control device according to an embodiment of the present invention.

FIG. 2 is a side view of the power-assisted bicycle.

FIG. 3 is a plan view of a handle including a brake switch.

FIG. 4 is a view as seen from the arrow BB of FIG.

FIG. 5 is a cross-sectional view of a main part of the electric auxiliary unit.

6 is a cross-sectional view taken along the line AA in FIG.

FIG. 7 is a plan view showing an example of a power switch unit.

FIG. 8 is a diagram showing a pedaling force history for explaining an assist cut condition.

FIG. 9 is a diagram showing a pedaling force history for explaining conditions for starting assist.

FIG. 10 is a diagram showing a pedaling force history for explaining conditions for establishing an assist start at a plurality of pedaling force levels.

FIG. 11 is a flowchart (part 1) of a main part of processing in an eco mode.

FIG. 12 is a flowchart (part 2) of a main part of processing in an eco mode.

FIG. 13 is a diagram showing an example of a regenerative duty corresponding to a brake operation amount change amount and a vehicle speed.

FIG. 14 is a diagram showing an example of a regenerative duty at the time of traveling on a downhill where the pedaling force is substantially “0”.

FIG. 15 is a flowchart (part 1) of rotation control according to a modified example when traveling on a downhill.

FIG. 16 is a flowchart (part 2) of rotation control according to a modified example when traveling on a downhill.

FIG. 17 is a block diagram of a regeneration control device using a motor with a brush.

FIG. 18 is a diagram showing an example of a regenerative duty corresponding to a brake operation amount and a vehicle speed.

FIG. 19 is a block diagram of a main part of a regenerative control device including a function of determining a regenerative duty according to a battery voltage.

FIG. 20 is a diagram showing an example of an auxiliary map.

FIG. 21 is a flowchart of regenerative control in consideration of battery voltage and vehicle speed.

FIG. 22 is a diagram showing an example of a map configured to output a regenerative duty as a function of a battery voltage and a vehicle speed.

[Explanation of symbols]

1 ... Electric auxiliary unit, 7 ... Actuator, 29
... power switch section, 40 ... vehicle speed sensor, 41 ... assist force map, 42 ... drive / regenerative driver, 43 ... pedaling force judging section, 44 ... low level counter, 46 ... peak value detecting section, 47 ... pedaling force level judging section, 48 ... Assist counter, 50 ... Second pedaling force judging section, 51 ... Brake switch, 52 ... Regenerative duty map, 53 ... Manipulation amount change amount detecting section, 61 ... Battery voltage detecting section, 101
… Pedal crankshaft, 116… Motor shaft.

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B62M 23/02 B62M 23/02 NP F term (reference) 3D046 AA09 BB03 GG11 HH02 HH12 HH36 JJ24 5H115 PA11 PC06 PG10 PI16 PO02 PU01 QI04 QN03 SE03 TB01 TO24 TO30

Claims (8)

[Claims] 1. A regenerative control device for an electric vehicle, comprising: a motor for driving a vehicle; and a braking means for braking the vehicle with a strength according to the amount of brake operation, and a brake signal representative of the amount of brake operation is output. A brake switch, a switching unit that switches the motor to a regeneration side in response to an operation of a brake unit that is determined based on the brake signal, and a brake operation amount or a change in the brake operation amount that is determined based on the brake signal. A regeneration control device for an electric vehicle, comprising: a regeneration amount determining means for determining a regeneration amount according to the amount. 2. A vehicle speed detecting means is further provided, and the regeneration amount determining means is configured to output a regeneration amount as a function of a brake operation amount or a change amount of the brake operation amount and a vehicle speed. The regeneration control device for an electric vehicle according to claim 1. 3. A voltage detecting means for detecting a battery voltage of a battery to be charged with a regenerative current, wherein the regenerative quantity determining means determines the regenerative quantity as the battery voltage is higher based on the battery voltage and the vehicle speed. The regeneration control device for an electric vehicle according to claim 2, further comprising a correction unit that corrects the regeneration amount with a correction coefficient determined to be small. 4. The electric vehicle according to claim 1, wherein the regeneration amount determination means is configured to increase the determined regeneration amount as the brake operation amount or the change amount of the brake operation amount increases. Regenerative control device. 5. The regeneration amount determining means is configured to increase the difference in the regeneration amount with respect to the magnitude of the brake operation amount or the change amount of the brake operation amount in the low speed region of the vehicle speed rather than the high speed region of the vehicle speed. The regenerative control device for an electric vehicle according to claim 4. 6. The regeneration amount determining means is configured to gradually reduce the difference in the regeneration amount with respect to the magnitude of the brake operation amount or the change amount of the brake operation amount in the high speed region of the vehicle speed. A regenerative control device for the electric vehicle described. 7. A vehicle speed detecting means and a determining means for determining whether or not the vehicle is traveling on a downhill, and when the regenerative amount determining means determines that the vehicle is traveling on a downhill, whether or not there is a brake operation. 2. The regeneration control device for an electric vehicle according to claim 1, wherein the regeneration control device is configured to output the regeneration amount as a function of the vehicle speed regardless of the above. 8. A regenerative control device for an electric vehicle having a motor for driving a vehicle and a braking means for braking the vehicle with a strength according to the amount of brake operation, and outputs a brake signal representative of the amount of brake operation. A brake switch, a switching unit that switches the motor to a regeneration side in response to an operation of a braking unit that is determined based on the brake signal, and a voltage detection unit that detects a battery voltage of a battery charged with a regenerative current, And a regeneration amount determining means for determining a regeneration amount to a smaller regeneration amount as the battery voltage is higher based on the battery voltage and the vehicle speed, wherein the regeneration amount determining means is a brake operation amount determined based on the brake signal. Alternatively, the electric vehicle includes a correction unit that corrects the regeneration amount according to the change amount of the brake operation amount. Regenerative control device.