JP2016116397A - Regenerative control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a regenerative control device that enables automatic adjustment so that a target regeneration amount of regenerative control becomes an optimal regeneration amount reflecting an intention of a driver in various traveling conditions.SOLUTION: A regenerative control device for controlling a regeneration amount of a motor (3) that is a driving source of a vehicle (1) includes: motor control means (10, 21) for controlling the regeneration amount of the motor to a target regeneration amount; minute accelerator operation detection means (23) for detecting a minute accelerator operation; and minute brake operation detection means (25) for detecting a minute brake operation. When the cumulative time of the minute accelerator operation for a predetermined time for detecting minute acceleration is equal to or larger than a predetermined threshold value for the minute acceleration, the motor control means makes a reduction correction of the target regeneration amount, and when the cumulative time of the minute brake operation for a predetermined time for detecting minute braking is equal to or larger than a predetermined threshold value for the minute braking, the motor control means makes an increase correction of the target regeneration amount.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a regeneration control device used in an electric vehicle including at least a motor such as an electric vehicle or a hybrid vehicle as a drive source.

  In an electric vehicle using a motor as a power source and an electric vehicle such as a hybrid vehicle using a motor and an engine as a power source, when the vehicle decelerates, the motor is regeneratively driven to obtain a braking force and to reduce the kinetic energy of the vehicle. Regenerative control is performed to recover the electric energy. The electric energy recovered by the regenerative control is used for driving energy of the motor or stored in a battery, thereby improving energy efficiency.

  The optimum amount of regeneration of such an electric vehicle varies depending on various traveling conditions such as road conditions such as traffic jams and city roads, and loading conditions of cargo handling vehicles such as hybrid trucks. Therefore, it is necessary to adjust the optimum regeneration amount according to the travel conditions. However, when the regeneration amount is larger than the intention of the driver (driver) of the vehicle, the actual stop distance is larger than the stop distance assumed by the driver. Therefore, although the vehicle is about to be stopped, a new reacceleration is performed by the driver, resulting in a problem that fuel consumption deteriorates.

  As a technique for dealing with such a problem, for example, Patent Document 1 discloses a technique in which a driver can directly adjust a regeneration amount according to his / her own intention.

JP-A-8-79907

  However, when the driver places importance on the feeling during deceleration and the regeneration amount is always set to a small value, the regenerative energy is not sufficiently recovered, and the fuel consumption reduction effect by the regeneration control cannot be obtained.

  Therefore, under various driving conditions, it is necessary to always set the optimal regenerative amount while reflecting the driver's intention. However, leaving the adjustment of the regenerative amount to the driving driver is not possible during driving. This is a problem from the viewpoint of ensuring driving safety and ensuring the effectiveness of regenerative control that contributes to fuel efficiency reduction.

  The present invention has been made to solve such a problem, and the object of the present invention is to make the target regeneration amount of the regeneration control an optimum regeneration amount that reflects the driver's intention under various driving conditions. An object of the present invention is to provide a regenerative control device that can be automatically adjusted.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following aspects or application examples.

  The regenerative control device according to this application example is a regenerative control device that controls a regenerative amount of a motor that is a drive source of a vehicle, and a target regenerative amount that is determined based on an accelerator opening of the vehicle. Motor control means for controlling the amount of regeneration of the motor, minute accelerator operation detecting means for detecting minute accelerator operation in which the depression amount of the accelerator pedal of the vehicle is equal to or less than a predetermined accelerator depression value, and the depression amount of the brake pedal of the vehicle And a micro brake operation detecting means for detecting a micro brake operation having a predetermined brake depression value or less, wherein the motor control means has a predetermined micro accelerator operation accumulated time in a predetermined time for micro accelerator detection. If it is equal to or greater than the accelerator threshold, the target regeneration amount is corrected to decrease, and the minute brake operation is accumulated for a predetermined time for minute brake detection. If the time is greater than or equal to the threshold for a predetermined minute brake increases corrects the target regeneration amount.

  According to the present invention using the above means, there is provided a regenerative control device capable of automatically adjusting the target regenerative amount for regenerative control to an optimal regenerative amount reflecting the driver's intention under various driving conditions. can do.

It is a schematic block diagram of the hybrid vehicle provided with the regeneration control apparatus in one Embodiment of this invention. It is a graph which shows the relationship between the engine speed for every accelerator opening degree, and a request torque. It is a flowchart which shows the control routine of the target regeneration amount based on the depression amount of an accelerator pedal. It is a flowchart which shows the control routine of the target regeneration amount based on the depression amount of a brake pedal.

  FIG. 1 is an overall configuration diagram showing a hybrid vehicle equipped with a regeneration control device of the present embodiment.

  The hybrid vehicle 1 is configured as a so-called parallel hybrid truck, and may be simply referred to as the vehicle 1 in the following description.

  A vehicle 1 is equipped with a diesel engine (hereinafter referred to as an engine) 2 as a driving power source and a motor 3 that can also operate as a generator such as a permanent magnet synchronous motor. A clutch 4 is connected to the output shaft of the engine 2, and an input side of the automatic transmission 5 is connected to the clutch 4 via a rotating shaft of the motor 3. A differential device 7 is connected to the output side of the automatic transmission 5 via a propeller shaft 6, and left and right drive wheels 9 are connected to the differential device 7 via a drive shaft 8.

  The automatic transmission 5 is based on a general manual transmission and automates the engagement / disengagement operation of the clutch 4 and the switching operation of the shift speed. In this embodiment, the automatic transmission 5 has a forward speed 6 speed, reverse speed 1 speed. doing. The configuration of the automatic transmission 5 is not limited to this, and can be arbitrarily changed. For example, the automatic transmission 5 may be embodied as a manual transmission, or a so-called dual clutch automatic transmission having two power transmission systems. It may be embodied as a machine.

  Specifically, the motor 3 is a synchronous generator motor including a rotor on which a permanent magnet is attached and a stator on which a three-phase coil is wound. That is, the motor 3 can transmit the driving force to the automatic transmission 5 instead of the engine 2, and further generates electric power by driving the engine 2.

  Further, a battery 11 is connected to the motor 3 via a power converter 10. Here, the power conversion device 10 is a device having a general inverter function and a converter function, and is also simply referred to as an inverter. The DC power stored in the battery 11 is converted to AC power by the power converter 10 and supplied to the motor 3. The driving force generated by the motor 3 is transmitted to the drive wheels 9 after being shifted by the automatic transmission 5. The vehicle 1 is run. For example, when the vehicle 1 decelerates or travels on a downhill road, the motor 3 operates as a generator by reverse driving from the drive wheel 9 side. The negative driving force generated by the motor 3 is transmitted to the driving wheel 9 side as a braking force, and the AC power generated by the motor 3 is converted into DC power by the power converter 10 and charged to the battery 11. Further, it is possible to charge the battery 11 by generating electric power by rotating the motor 3 by the driving force generated by the engine 2.

  The driving force generated by the motor 3 is transmitted to the driving wheel 9 regardless of the state of connection / disconnection of the clutch 4, and the driving force generated by the engine 2 is driven only when the clutch 4 is connected. 9 side. Therefore, when the clutch 4 is disengaged, the positive or negative driving force generated by the motor 3 as described above is transmitted to the driving wheel 9 side, and the vehicle 1 travels. When the clutch 4 is connected, the driving force of the engine 2 and the motor 3 is transmitted to the driving wheel 9 side, or only the driving force of the engine 2 is transmitted to the driving wheel side, so that the vehicle 1 travels.

  The ECU 21 is a control circuit for integrated control of the entire vehicle. As shown in FIG. 1, the ECU 21 is connected to an accelerator sensor 23 that detects the depression amount of the accelerator pedal 22 and a brake sensor 25 that detects a depression operation of the brake pedal 24. The ECU 21 includes various sensors and switches such as a vehicle speed sensor that detects the speed of the vehicle 1, an engine speed sensor that detects the rotation speed of the engine 2, and a motor rotation speed sensor that detects the rotation speed of the motor 3. Neither is shown). Further, although not shown, the ECU 21 is connected to an actuator for connecting / disconnecting the clutch 4 and an actuator for operating the automatic transmission 5 to change speed.

  The ECU 21 calculates a required torque required for the vehicle 1 to travel based on the accelerator operation amount by the driver, and the travel mode of the vehicle 1 based on the required torque, the SOC (state of charge) of the battery 11, and the like. Select. As the travel mode, for example, an engine travel mode that travels using only the driving force of the engine 2, a motor travel mode that travels using only the driving force of the motor 3, and a driving force of the engine 2 and the motor 3 are used together. A hybrid driving mode for driving and an engine power generation driving mode for generating electric power by rotating the motor 3 using the driving force of the engine 2 while driving using the driving force of the engine 2 are set. Is selected by the ECU 21.

  The ECU 21 converts the required torque into a torque command value that the engine 2 and the motor 3 should output based on the selected travel mode. For example, in the hybrid travel mode, the required torque is distributed to the engine 2 side and the motor 3 side, and torque command values for the engine 2 and the motor 3 are calculated based on the gear position at that time. In the engine travel mode, the required torque is converted into a torque command value for the engine 2 based on the gear position, and in the motor travel mode, the required torque is converted into a torque command value for the motor 3 based on the gear speed. Further, in the engine power generation travel mode, a value obtained by combining the required torque and the torque required for power generation by the motor 3 is calculated as a torque command value for the engine 2.

  Then, in order to execute the selected travel mode, the ECU 21 disconnects the clutch 4 in the motor travel mode, connects the clutch 4 in the engine travel mode, the hybrid travel mode, and the engine power generation travel mode, and then calculates the calculated torque command value. Based on the above, the engine 2, the motor 3, the automatic transmission 5, and the power converter 10 are appropriately controlled. Further, while the vehicle 1 is traveling, the ECU 21 calculates a target gear position from a shift map (not shown) based on the accelerator operation amount, the vehicle speed, and the like, and the actuator 4 connects / disconnects and shifts the clutch 4 to achieve the target gear position. Execute stage switching operation.

  In the present embodiment, the regenerative torque of the motor 3 (that is, the target regenerative amount determined based on the accelerator opening of the vehicle 1) by various functions of the power conversion device 10, the ECU 21, the accelerator sensor 23, and the brake sensor 25. Is automatically corrected. That is, in the present embodiment, the ECU 21 is configured to optimize the conversion rate for converting the kinetic energy in the motor 3 into electric energy based on the depression amount of the accelerator pedal 22 and the depression amount of the brake pedal 24. The regenerative amount of the motor 3 is optimized by automatically adjusting the target regenerative amount that serves as a reference for the regenerative torque command value supplied to the motor 10.

  Hereinafter, the control of the regeneration amount of the motor 3 will be described in detail with reference to FIGS. 1 to 4. Here, FIG. 2 is a graph showing the relationship between the engine speed and the required torque for each accelerator opening (the amount of operation of the accelerator pedal 22) in the vehicle 1 according to the present embodiment. 3 is a flowchart showing a control routine for the target regeneration amount based on the depression amount of the accelerator pedal 22, and FIG. 4 is a flowchart showing a control routine for the target regeneration amount based on the depression amount of the brake pedal 24.

  In FIG. 2, the horizontal axis represents the engine speed (rpm), and the vertical axis represents the required torque (Nm) for the vehicle 1. On the vertical axis, a positive numerical value indicates a torque value during power running, and a negative numerical value indicates a torque value during regeneration. Therefore, decreasing the regenerative torque corresponding to the regenerative amount in FIG. 2 corresponds to decreasing the absolute value of the numerical value on the negative side of the vertical axis of the graph (making the numerical value close to 0) and increasing the regenerative torque. Corresponds to increasing the absolute value of the numerical value on the negative side of the vertical axis of the graph (moving the numerical value away from 0).

  In FIG. 2, a state where the engine speed is 500 rpm is an idling state. When the engine speed is 500 rpm or less, the regenerative torque request cannot be maintained even if the accelerator opening is 0% (accelerator OFF state) and the accelerator opening is 10%, and a power running torque is required. is there. Therefore, the automatic adjustment of the target regeneration amount in the present embodiment is intended for a region where the engine speed is larger than in the idling state.

  In the state shown in FIG. 2, the regenerative torque (target regeneration amount) required when the accelerator opening is 0% is about 300 Nm, and the regenerative torque (target regeneration amount) required when the accelerator opening is 10%. About 120 Nm. However, the state shown in FIG. 2 is not the optimum required torque for all driving conditions. For this reason, in this embodiment, when the regeneration amount of the motor 3 when the vehicle 1 is stopped is not optimal in the control based on the target regeneration amount shown in FIG. 2 (that is, the target at the accelerator opening 0%). When the amount of regeneration is not optimal and there is an operation of the accelerator pedal 22 or the brake pedal 24 that is essentially unnecessary when the vehicle 1 is stopped), and the amount of depression of the accelerator pedal 22 when the vehicle 1 is stopped and its time, In addition, the ECU 21 corrects the regenerative torque (target regeneration amount) required for the accelerator opening 0% according to the depression amount of the brake pedal 24 and its time. That is, when the ECU 21 reads the driver's intention that the regenerative brake is too effective, the ECU 21 corrects the graph of the accelerator opening 0% in FIG. 2 so as to approach the graph of the accelerator opening 10%, and the regenerative brake is When the driver's intention of being weak is read, the graph of the accelerator opening 0% in FIG. 2 is corrected so as to be away from the graph of the accelerator opening 10%.

  Then, the ECU 21 supplies the torque command value to the power conversion device 10 so that the regeneration amount of the motor 3 becomes the corrected target regeneration amount, and the regeneration amount of the motor 3 is controlled by the control of the power conversion device 10. Will be controlled.

  Next, specific correction of the target regeneration amount will be described.

  When the target regeneration amount of the motor 3 is controlled based on the depression amount of the accelerator pedal 22, first, the ECU 21 performs a minute accelerator operation in which the depression amount of the accelerator pedal 22 is equal to or less than a predetermined value (that is, a predetermined accelerator depression value). Is detected (FIG. 3: step S11). Specifically, the ECU 21 compares information indicating the depression amount of the accelerator pedal 22 supplied from the accelerator sensor 23 with a predetermined accelerator depression value of the depression amount stored in a storage device (not shown) such as a memory, The presence or absence of the minute accelerator operation is determined.

  Here, the predetermined accelerator depression amount or less of the depression amount is, for example, 10% or less (that is, the accelerator opening is 10% or less) with respect to the maximum depression amount of the accelerator pedal 22 (that is, the accelerator opening 100%). (However, the accelerator opening 0% is excluded). It should be noted that the predetermined accelerator depression value of the depression amount is appropriately changed if a negative torque (that is, regenerative torque) for stopping the vehicle 1 can be maintained at a rotational speed higher than idling (for example, 500 rpm) or more. be able to.

  If the ECU 21 does not detect a small accelerator operation (FIG. 3: No in step S11), the ECU 21 compares the information on the depression amount of the accelerator pedal 22 with a predetermined accelerator depression value of the depression amount each time it is supplied. The determination of the presence / absence of the minute accelerator operation is repeated. On the other hand, when the ECU 21 detects the micro accelerator operation (FIG. 3: Yes in step S11), the ECU 21 detects a micro accelerator operation for a predetermined period of time from the start of detection of the micro accelerator operation (that is, a time for detecting the micro accelerator operation for the micro accelerator). The accumulated time of the micro accelerator operation until the elapse of a predetermined time)) is calculated (FIG. 3: step S12). That is, when the ECU 21 detects the minute accelerator operation, the ECU 21 calculates the accumulated time of the accelerator opening 10% or less (excluding the accelerator opening 0%) in the predetermined time.

  Here, the predetermined time may be, for example, 4 seconds in consideration of a general time from the start of braking when the vehicle 1 is stopped to the actual stop. Note that the predetermined time is a time used to read the driver's intention that the regenerative brake is too dominant and to determine whether or not the target regeneration amount of the motor 3 is adjusted. It can be changed as appropriate according to various conditions such as conditions, road conditions, and other driving conditions.

  Next, the ECU 21 determines whether or not the calculated accumulated time is equal to or greater than a predetermined threshold (that is, a threshold for determining whether or not the regeneration amount is adjusted by a micro accelerator operation (predetermined micro accelerator threshold)). Determination is made (FIG. 3: step S13). Specifically, the cumulative time calculated by the ECU 21 is compared with the predetermined threshold value stored in a storage device (not shown) such as a memory to determine whether or not the target regeneration amount of the motor 3 needs to be adjusted. .

  Here, the predetermined threshold value of the cumulative time takes into consideration that the driver's intention that the regenerative brake is too dominant can be read accurately (that is, it is distinguished from other accelerator operations that are not caused by the regenerative brake being too dominant). For example, it may be 2 seconds. Note that the accumulated time is the total operation time of the accelerator again by the driver, which is supposed to be unnecessary because the regenerative brake is excessive, so the weight of the vehicle 1, the load state of the luggage, the road condition, and It can be appropriately changed according to various conditions such as other traveling conditions.

  When the accumulated time of the minute accelerator operation in the predetermined time is equal to or greater than the predetermined threshold (FIG. 3: Yes in step S13), the ECU 21 corrects the target regeneration amount of the motor 3 to decrease (that is, weakens the regenerative braking hand). (FIG. 3: Step S14). Specifically, the ECU 21 corrects, for example, a 3% decrease in only the target regeneration amount of the motor 3 at the accelerator opening 0%. Here, it is preferable to set the reduction correction per one time of the target regeneration amount of the motor 3 as small as possible within the range of 3% to 10%. In this way, by reducing the reduction correction amount per time as much as possible, the control routine may be repeated, but the driver's uncomfortable feeling of the vehicle 1 is reduced and a sudden change in the braking characteristic of the vehicle 1 is caused. Can be suppressed.

  The ECU 21 determines that the correction of the target regeneration amount is unnecessary when the accumulated time of the micro accelerator operation in the predetermined time is less than the predetermined threshold (FIG. 3: No in step S13), and ends this control routine. .

  Next, when the target regeneration amount of the motor 3 is controlled based on the depression amount of the brake pedal 24, the ECU 21 determines that the depression amount of the brake pedal 24 is a predetermined value (that is, a predetermined brake depression value) or less. It is determined whether or not an operation has been detected (FIG. 4: step S21). Specifically, the ECU 21 compares information indicating the depression amount of the brake pedal 24 supplied from the brake sensor 25 with a predetermined brake depression value of the depression amount stored in a storage device (not shown) such as a memory, The presence or absence of the minute brake operation is determined.

  Here, the below-mentioned predetermined brake depression value of the depression amount can be set, for example, as 10% or less (excluding the accelerator opening 0%) with respect to the maximum depression amount of the brake pedal 24. It should be noted that the predetermined brake depression value of the depression amount can be determined by detecting the weight of the vehicle 1 if a minute brake operation such as a pumping brake that should not be necessary when the vehicle 1 is stopped can be detected separately from other brake operations. It can be changed as appropriate according to various conditions such as the load state of the luggage, road conditions, and other travel conditions.

  If the ECU 21 does not detect the minute brake operation (FIG. 4: No in step S21), the ECU 21 compares the information on the depression amount of the brake pedal 24 with the predetermined brake depression value each time the depression amount is supplied. The determination of the presence or absence of the micro brake operation is repeated. On the other hand, when the ECU 21 detects the minute brake operation (FIG. 3: Yes in step S21), the ECU 21 detects a minute brake operation for a predetermined period of time from the start of detection of the minute brake operation (that is, a time for detecting the minute brake operation (for minute brake detection). The accumulated time of the minute brake operation until the elapse of a predetermined time)) is calculated (FIG. 3: step S22).

  Here, the predetermined time may be, for example, 4 seconds in consideration of a general time from the start of braking when the vehicle 1 is stopped to the actual stop. Note that the predetermined time is a time used to read the driver's intention that the regenerative braking is weak and to determine whether or not the target regeneration amount of the motor 3 is adjusted. It can be appropriately changed according to various conditions such as road conditions and other driving conditions.

  Next, the ECU 21 determines whether or not the calculated accumulated time is equal to or greater than a predetermined threshold (that is, a threshold for determining whether or not the regeneration amount is adjusted by a micro brake operation (predetermined micro brake threshold)). Determination is made (FIG. 3: step S23). Specifically, the cumulative time calculated by the ECU 21 is compared with the predetermined threshold value stored in a storage device (not shown) such as a memory to determine whether or not the target regeneration amount of the motor 3 needs to be adjusted. .

  Here, the predetermined threshold value of the cumulative time takes into consideration that the driver's intention that the regenerative brake is not effective can be accurately read (that is, distinguished from other brake operations not caused by the weakness of the regenerative brake). For example, it may be 2 seconds. The accumulated time is the total time of the brake operation again by the driver, which should not be necessary because the regenerative brake is weak, so the weight of the vehicle 1, the load state of the load, the road condition, and other traveling It can change suitably according to various conditions, such as conditions.

  When the accumulated time of the minute brake operation in the predetermined time is equal to or greater than the predetermined threshold (FIG. 3: Yes in step S23), the ECU 21 corrects the target regeneration amount of the motor 3 by increasing (that is, increases the regenerative braking merit). (FIG. 3: Step S24). Specifically, the ECU 21 corrects, for example, a 3% increase in only the target regeneration amount of the motor 3 at the accelerator opening 0%. Here, it is preferable to set the increase correction per one time of the target regeneration amount of the motor 3 as small as possible in the range of 3% to 10%. As described above, by reducing the increase correction amount per time as much as possible, the control routine may be repeated, but the driver 1's uncomfortable feeling is reduced, and a sudden change in the braking characteristic of the vehicle 1 is caused. Can be suppressed.

  The ECU 21 determines that the correction of the target regeneration amount is unnecessary when the accumulated time of the minute brake operation in the predetermined time is less than the predetermined threshold (FIG. 3: No in step S23), and ends the present control routine. .

  Since the correction of the target regeneration amount and the control of the regeneration amount of the motor 3 are performed as described above, in the present embodiment, the motor 3 is controlled from the power conversion device 10, the ECU 21, the accelerator sensor 23, and the brake sensor 25. The regenerative control device 30 is configured. Further, the power converter 10 and the ECU 21 constitute a motor control unit, the accelerator sensor 23 functions as a minute accelerator operation detection unit, and the brake sensor 25 functions as a minute brake operation detection unit.

  According to the regeneration control device 30 according to the present embodiment, the intention of the driver of the vehicle 1 is read from the accelerator operation and the brake operation, and the target regeneration amount of the motor 3 is automatically adjusted so that the regenerative braking requested by the driver is applied. be able to. As a result, even when the driving conditions such as the driver of the vehicle 1, the weight of the vehicle 1, and the road conditions change, the optimum regenerative torque required by the driving vehicle can be realized and the drivability can be improved. it can. Furthermore, by realizing the optimum required torque, it is possible to obtain a stable fuel efficiency effect that results in smooth vehicle behavior.

  Next, a modification of the regeneration control device according to the present embodiment will be described. The regenerative control device according to the modification is different from the regenerative control device described above only in the method for calculating the cumulative time of the minute accelerator operation and the minute brake operation in the correction control of the target regeneration amount of the motor 3. Details will be described below.

  In the regenerative control device according to the modified example, after detecting a micro accelerator operation or a micro brake operation (hereinafter also referred to as “micro pedal operation”), an operation in which the pedal depression amount is larger than the micro pedal operation (for example, accelerator opening) A pedal operation with a degree or a brake depression amount greater than 0% or 10% (hereinafter also referred to as “normal pedal operation”) is calculated until the accumulated time of minute pedal operation is detected. In other words, during the period from when the minute pedal operation is detected to when the normal pedal operation is detected, the accumulated time of the minute pedal operation may be calculated to determine the correction of the target regeneration amount.

  Although the description about the embodiment of the control of the regeneration amount of the motor according to the present invention is finished above, the embodiment is not limited to the above embodiment.

  In the above embodiment, the cumulative time of the micro accelerator operation from the start of detection of the micro accelerator operation to the elapse of the predetermined time for micro accelerator detection is calculated, or the predetermined time for micro brake detection from the start of detection of the micro brake operation is calculated. The accumulated time of the minute brake operation up to the elapse of time has been calculated, but every predetermined continuous period (for example, 5 seconds) without triggering the detection start of the minute accelerator operation or the minute brake operation. Each time), the accumulated time of each operation may be calculated.

  Moreover, although the said embodiment demonstrated on the assumption of a hybrid vehicle, the regeneration control apparatus which concerns on this invention is applicable also to the electric vehicle which uses only a motor as a drive source.

1 Hybrid vehicle (vehicle)
2 Engine 3 Motor 4 Clutch 5 Automatic transmission 10 Power converter 11 Battery 21 ECU
22 Accelerator pedal 23 Accelerator sensor 24 Brake pedal 25 Brake sensor 30 Regenerative control device

Claims (1)

A regeneration control device for controlling a regeneration amount of a motor that is a drive source of a vehicle,
Motor control means for controlling the regeneration amount of the motor so as to be a target regeneration amount determined based on the accelerator opening of the vehicle;
Micro accelerator operation detecting means for detecting a micro accelerator operation in which the accelerator pedal depression amount of the vehicle is equal to or less than a predetermined accelerator depression value;
A minute brake operation detecting means for detecting a minute brake operation in which an amount of depression of a brake pedal of the vehicle is equal to or less than a predetermined brake depression value;
The motor control means corrects the target regeneration amount so as to reduce the target regeneration amount when the cumulative time of the micro accelerator operation in a predetermined time for micro accelerator detection is equal to or greater than a predetermined threshold for micro accelerator, and a predetermined time for micro brake detection. A regeneration control device for increasing and correcting the target regeneration amount when the accumulated time of the minute brake operation at is greater than or equal to a predetermined threshold value for minute brake.

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