JP2020108334A - Motor drive control device and power assisted vehicle - Google Patents

Abstract

To perform regenerative control according to a travel state which is estimated to be intention of a user expressed on a brake operation.SOLUTION: A motor drive control device for a power assisted vehicle comprise (A) a drive part for driving a motor; and (B) a control part for, based on shift of acceleration of a vehicle which is moved by the driven motor, determining first speed of the vehicle serving as reference, then, controlling the drive part according to a regeneration amount based on the first speed.SELECTED DRAWING: Figure 3

Description

The present invention relates to a regeneration control technique for an electrically assisted vehicle.

There are various methods for when the regenerative control is performed. For example, there is a method of automatically operating according to acceleration (for example, Patent Document 1).

According to this method, the regeneration is automatically started without the user's operation, so that it is expected that the regeneration will be performed and the regeneration amount will increase even in the traveling state where the regeneration has not been performed up to now. On the other hand, the regeneration may automatically start when the user does not intend to decelerate, which may make the user feel uncomfortable.

In another document (for example, Patent Document 2), (a) a detection unit that detects a start instruction or a stop instruction of regenerative control by a passenger, and (b) if a detection unit detects a regenerative control start instruction, When the first vehicle speed at the time of detection is specified, a predetermined value is set as the control coefficient for the regenerative target amount, and the current vehicle speed is faster than the first vehicle speed until the detection unit detects an instruction to stop the regenerative control. A control coefficient calculation unit that increases the value of the control coefficient and decreases the value of the control coefficient when the current vehicle speed is slower than the first vehicle speed; and (c) the value of the control coefficient from the control coefficient calculation unit and the regenerative target amount. Therefore, a motor drive control device having a control unit for controlling the drive of the motor is disclosed. In this document, the regenerative control start instruction indicates that the pedal is reversely rotated by a predetermined phase angle or more, the instruction switch for turning on the regenerative control is turned on, or the brake switch is continuously turned on within a predetermined time. It is supposed to be detected by.

According to the technique of this document, the regenerative braking force works in consideration of the intention of the passenger, and the regenerative control is performed so that the first vehicle speed is maintained as much as possible. It is premised that the passenger remembers the operation for instructing the start of regenerative control with the intention of specifying. Further, although the vehicle speed at the time of instructing the start of the regenerative control is to be maintained, the vehicle speed preferable to the passenger is not necessarily the vehicle speed at the time of instructing the start of the regenerative control.

Japanese Patent No. 5655989 JP, 2014-90539, A

An object of the present invention is, according to one aspect, to provide a new technique for performing regenerative control according to a running state estimated to be a user's intention appearing in a brake operation.

A motor drive control device according to a first aspect of the present invention detects (A) a drive unit that drives a motor and (B) a brake of a vehicle that is driven by the driven motor is turned off. And a control unit that determines a regeneration amount based on the first speed of the vehicle at the point of time and controls the drive unit according to the regeneration amount.

A motor drive control device according to a second aspect of the present invention is based on (C) a drive unit that drives a motor, and (D) a transition of the acceleration of a vehicle that is driven by the driven motor. And a control unit that controls the drive unit according to the regeneration amount based on the first speed.

According to one aspect, it becomes possible to perform the regenerative control according to the running state estimated to be the user's intention appearing in the brake operation.

FIG. 1 is a diagram showing an appearance of an electrically assisted bicycle. FIG. 2 is a diagram showing a configuration example of the motor drive control device. FIG. 3 is a diagram illustrating a configuration example of the regeneration control unit. FIG. 4 is a diagram showing a processing flow in the first embodiment. FIG. 5 is a diagram showing a processing flow in the first embodiment. FIG. 6 is a diagram showing a processing flow in the first embodiment. FIG. 7 is a diagram illustrating an example of the relationship between ΔV and the regeneration coefficient. FIG. 8 is a diagram for explaining a control example according to the first embodiment. FIG. 9 is a diagram for explaining a control example according to the first embodiment. FIG. 10 is a diagram showing a processing flow in the modification of the first embodiment. FIG. 11 is a diagram illustrating an example of the relationship between the acceleration and the regeneration coefficient. FIG. 12 is a diagram showing a processing flow in the second embodiment. FIG. 13 is a diagram showing a processing flow in the second embodiment. FIG. 14 is a diagram for explaining changes with time of the acceleration and the brake flag in the case of a normal brake operation. FIG. 15 is a diagram for explaining changes in acceleration and a brake flag with time when sudden braking is performed. FIG. 16 is a diagram showing an example of the relationship between acceleration and speed. FIG. 17 is a diagram showing a processing flow in Modification 1 of the second embodiment. FIG. 18 is a diagram for explaining the modification 1 of the second embodiment. FIG. 19 is a diagram for explaining changes over time in the brake sensor and acceleration in the case of normal brake operation. FIG. 20 is a diagram for explaining changes over time in the brake sensor and acceleration when a sudden braking is performed. FIG. 21 is a diagram for explaining the adjustment coefficient by which the regeneration coefficient is multiplied.

Hereinafter, embodiments of the present invention will be described with reference to an example of an electrically assisted bicycle that is an example of an electrically assisted vehicle. However, the embodiment of the present invention is not limited to the application target only to the electrically assisted bicycle, but to a motor or the like for assisting the movement of a moving body (for example, a dolly, a wheelchair, an elevator, etc.) that moves according to human power. It is also applicable to a motor drive control device.

[Embodiment 1]
FIG. 1 is an external view showing an example of an electric assist bicycle which is an example of the electric assist vehicle in the present embodiment. The electrically assisted bicycle 1 is equipped with a motor drive device. The motor drive device includes a battery pack 101, a motor drive control device 102, a torque sensor 103, a pedal rotation sensor 104, a motor 105, an operation panel 106, and a brake sensor 107.

The electrically assisted bicycle 1 also has front wheels, rear wheels, headlights, free wheels, a transmission, and the like.

The battery pack 101 is, for example, a lithium ion secondary battery, but may be another type of battery, such as a lithium ion polymer secondary battery or a nickel hydrogen storage battery. Then, the battery pack 101 supplies electric power to the motor 105 via the motor drive control device 102, and at the time of regeneration, the battery pack 101 is also charged by the regenerative electric power from the motor 105 via the motor drive control device 102.

The torque sensor 103 is provided around the crankshaft, detects the pedal effort of the driver by the driver, and outputs the detection result to the motor drive control device 102. The pedal rotation sensor 104, like the torque sensor 103, is provided around the crankshaft and outputs a signal corresponding to the rotation to the motor drive control device 102.

The motor 105 is, for example, a known three-phase DC brushless motor, and is mounted on, for example, the front wheel of the electrically assisted bicycle 1. The motor 105 rotates the front wheels, and the rotor is connected to the front wheels so that the rotor rotates according to the rotation of the front wheels. Further, the motor 105 has a rotation sensor such as a hall element and outputs rotation information of the rotor (that is, a hall signal) to the motor drive control device 102.

The motor drive control device 102 performs a predetermined calculation based on signals from the rotation sensor of the motor 105, the brake sensor 107, the torque sensor 103, the pedal rotation sensor 104, etc., controls the drive of the motor 105, and the regeneration by the motor 105. Also controls.

The operation panel 106 receives, for example, an instruction input regarding presence/absence of assist (that is, turning on/off a power switch), an input such as a desired assist ratio in the case of assistance, and the motor drive control device. Output to 102. Further, the operation panel 106 may have a function of displaying data such as a traveled distance, a traveled time, a calorie consumption, and a regenerated electric energy which are results calculated by the motor drive control device 102. The operation panel 106 may also have a display unit such as an LED (Light Emitting Diode). Thereby, for example, the charge level of the battery pack 101, the on/off state, the mode corresponding to the desired assist ratio, and the like are presented to the driver.

The brake sensor 107 detects a driver's brake operation and outputs a signal related to the brake operation (for example, a signal indicating the presence/absence of a brake) to the motor drive control device 102. Specifically, it is a sensor using a magnet and a reed switch.

A configuration related to the motor drive control device 102 according to the present embodiment is shown in FIG. The motor drive control device 102 includes a controller 1020 and a FET (Field Effect Transistor) bridge 1030. The FET bridge 1030 includes a high side FET (Suh) and a low side FET (Sul) that perform switching for the U phase of the motor 105, and a high side FET (Svh) and a low side FET (Svl) that perform switching for the V phase of the motor 105. ) And a high side FET (Swh) and a low side FET (Swl) that perform switching for the W phase of the motor 105. The FET bridge 1030 constitutes a part of the complementary switching amplifier.

Further, the controller 1020 includes a calculation unit 1021, a pedal rotation input unit 1022, a motor rotation input unit 1024, a variable delay circuit 1025, a motor drive timing generation unit 1026, a torque input unit 1027, and a brake input unit 1028. And an AD (Analog-Digital) input unit 1029.

The calculation unit 1021 receives an input from the operation panel 106 (for example, turning on/off the assist), an input from the pedal rotation input unit 1022, an input from the motor rotation input unit 1024, an input from the torque input unit 1027, and a brake input unit. A predetermined calculation is performed using the input from 1028 and the input from the AD input unit 1029, and the result is output to the motor drive timing generation unit 1026 and the variable delay circuit 1025. The arithmetic unit 1021 has a memory 10211, and the memory 10211 stores various data used for arithmetic operation, data in the middle of processing, and the like. Further, the arithmetic unit 1021 may be realized by the processor executing the program, and in this case, the program may be recorded in the memory 10211. In addition, the memory 10211 may be provided separately from the calculation unit 1021.

The pedal rotation input unit 1022 digitizes the pedal rotation phase angle (also referred to as a crank rotation phase angle; it may include a signal indicating a rotation direction) from the pedal rotation sensor 104 and outputs it to the arithmetic unit 1021. .. The motor rotation input unit 1024 digitizes a signal (for example, rotation phase angle, rotation direction, etc.) related to the rotation of the motor 105 (rotation of the front wheels in the present embodiment) from the Hall signal output from the motor 105, and calculates the calculation unit 1021. Output to. The torque input unit 1027 digitizes a signal corresponding to the pedaling force from the torque sensor 103 and outputs it to the arithmetic unit 1021. The brake input unit 1028 digitizes the signal from the brake sensor 107 indicating the presence or absence of the brake, and outputs the digitized signal to the arithmetic unit 1021. The AD input unit 1029 digitizes the output voltage from the secondary battery and outputs it to the arithmetic unit 1021.

The calculation unit 1021 outputs the advance angle value to the variable delay circuit 1025 as the calculation result. The variable delay circuit 1025 adjusts the phase of the hall signal based on the advance angle value received from the calculation unit 1021 and outputs it to the motor drive timing generation unit 1026. The calculation unit 1021 outputs a PWM code corresponding to a duty ratio of PWM (Pulse Width Modulation) to the motor drive timing generation unit 1026 as a calculation result. The motor drive timing generation unit 1026 generates and outputs a switching signal for each FET included in the FET bridge 1030 based on the adjusted Hall signal from the variable delay circuit 1025 and the PWM code from the calculation unit 1021. Depending on the calculation result of the calculation unit 1021, the motor 105 may be power-driven or regeneratively driven. The basic operation of driving the motor is described in the pamphlet of International Publication No. 2012/086459 and the like, and is not a main part of the present embodiment, and therefore the description thereof is omitted here.

Next, FIG. 3 shows a functional block configuration example (portion according to the present embodiment) related to the regenerative control unit 3000 in the arithmetic unit 1021. The regeneration control unit 3000 includes a regeneration target calculation unit 3100, a reference speed setting unit 3200, and a control unit 3300. The calculation unit 1021 includes a motor rotation processing unit 2000 that calculates the speed and acceleration (time change amount of speed) of the electrically assisted bicycle 1 from the motor rotation input from the motor rotation input unit 1024.

The regenerative target calculation unit 3100 specifies a regenerative target amount that is predetermined according to the speed or acceleration or the like from the current speed or acceleration or the like and outputs it. The reference speed setting unit 3200 sets a reference speed, which is a reference speed for performing regenerative control, from the brake input from the brake input unit 1028 and the speed and acceleration from the motor rotation processing unit 2000.

The control unit 3300 receives the brake input from the brake input unit 1028, the reference speed from the reference speed setting unit 3200, the speed and acceleration from the motor rotation processing unit 2000, the regenerative target amount from the regenerative target calculation unit 3100, and the pedal. Based on the pedal rotation input from the rotation input unit 1022 and the pedal torque input from the torque input unit 1027, the regeneration amount is calculated and the regeneration control is performed according to the regeneration amount. In the present embodiment, control unit 3300 determines the regeneration coefficient from the obtained data and multiplies the regeneration coefficient by the regeneration target amount to calculate the regeneration amount. Note that control unit 3300 performs not only the regenerative control according to the present embodiment but also the regenerative control based on another viewpoint. For example, automatic regeneration control based on acceleration or speed may be performed before the brake operation. Further, automatic regeneration control with a predetermined regeneration amount may be performed from the time when it is detected that the brake sensor 107 is turned on to the time when it is detected that the brake sensor 107 is turned off.

When the regeneration is not performed, the arithmetic unit 1021 drives the motor 105 via the motor drive timing generation unit 1026, the variable delay circuit 1025, and the FET bridge 1030 so as to perform the conventional power running drive. On the other hand, when performing regeneration, the calculation unit 1021 regenerates the motor 105 via the motor drive timing generation unit 1026, the variable delay circuit 1025, and the FET bridge 1030 so as to realize the regeneration amount output by the control unit 3300. To drive.

According to the present embodiment, attention is paid to a basic operation of applying a brake when the user feels dangerous due to an increase in speed, for example, while going downhill. That is, in the case of normal braking operation that is not sudden braking, the speed of the electrically assisted bicycle 1 at the timing when the brake lever is released (brake sensor 107 is off), not at the timing when the brake is applied (brake sensor 107 is on). However, the speed is estimated to be a speed that the user feels preferable, and the speed increase is suppressed based on the speed. On the other hand, when sudden braking is performed, the speed of the electrically assisted bicycle 1 at the timing of braking is not the speed of the electrically assisted bicycle 1 at the timing of releasing the brake lever, but the speed intended by the user. Estimate and suppress the speed increase based on the speed.

By the regenerative braking generated by such regenerative control, it is possible to reduce the frequency and time of the braking operation by the user to reduce the labor of the user and increase the amount of charge to the battery. Further, since the regeneration amount is controlled so as to realize the traveling state according to the user's intention, more comfortable traveling can be performed.

Next, the processing contents of the regeneration control unit 3000 shown in FIG. 3 will be described with reference to FIGS. 4 to 9.

First, the reference speed setting unit 3200 determines whether or not the brake has changed from OFF to ON from the brake input from the brake input unit 1028 (step S1). When it is determined that the brake is changed from OFF to ON (step S1: Yes route), the reference speed setting unit 3200 sets the first reference candidate speed V1 to the current speed from the motor rotation processing unit 2000. Yes (step S3). Then, the processing shifts to the processing of FIG.

On the other hand, when it is determined that the brake has not changed from OFF to ON (step S1: No route), the reference speed setting unit 3200 determines whether the brake has changed from ON to OFF by the brake input unit 1028. Judgment is made from the brake input from (step S5). When it is determined that the brake has not changed from ON to OFF (step S5: No route), the processing shifts to the processing of FIG. On the other hand, when it is determined that the brake is changed from ON to OFF (step S5: Yes route), the reference speed setting unit 3200 sets the second reference candidate speed V2 to the current speed from the motor rotation processing unit 2000. Is set (step S7). Further, the reference speed setting unit 3200 sets the first flag indicating whether the brake has changed from ON to OFF to ON (the brake has changed from ON to OFF) (step S9). Then, the processing shifts to the processing of FIG.

Moving to the description of the processing in FIG. 5, the reference speed setting unit 3200 determines whether or not the brake is ON based on the brake input from the brake input unit 1028 (step S11). When the brake is ON (step S11: Yes route), the reference speed setting unit 3200 has the smallest acceleration among the accelerations from the motor rotation processing unit 2000 after detecting that the brake has changed from OFF to ON. The acceleration (the acceleration is a negative value and the maximum absolute value of the acceleration) is less than or equal to a threshold value TH1 (<0) for determining a sudden braking (step S13). In the present embodiment, an example in which the presence or absence of sudden braking is determined by acceleration is shown, but it may be determined by also considering the time from when the brake is turned on until the minimum acceleration is taken into consideration.

When the condition in step S13 is not satisfied (step S13: No route), the process shifts to the process of FIG. On the other hand, when it is determined that the minimum acceleration after detecting that the brake has changed from OFF to ON is less than or equal to the threshold TH1 for determining sudden braking (step S13: Yes route), the reference The speed setting unit 3200 sets the second flag indicating the presence/absence of sudden braking to ON (abrupt braking is present) (step S15). Then, the processing shifts to the processing of FIG. 6 via the terminal B.

When it is determined in step S11 that the brake is not ON, that is, the brake is OFF (step S11: No route), the reference speed setting unit 3200 determines whether the brake is changed from ON to OFF. It is determined whether or not the first flag indicating that is ON (step S17). If the first flag is OFF (step S17: No route), the process shifts to the process of FIG. On the other hand, if the first flag is ON (step S17: Yes route), the reference speed setting unit 3200 determines whether the second flag indicating the presence or absence of sudden braking is ON (step S19). When the second flag is OFF (step S19: No route), the reference speed setting unit 3200 sets the second reference candidate speed V2 to the reference speed V0 (step S23). That is, the speed at the time when it is detected that the brake is turned off is set to the reference speed. Then, the reference speed setting unit 3200 outputs the reference speed V0 to the control unit 3300. After that, the process proceeds to step S27.

On the other hand, when the second flag is ON (step S19: Yes route), the reference speed setting unit 3200 sets the reference speed V0 to the first reference candidate speed V1 (step S21). That is, the speed at the time when it is detected that the brake is turned on is set to the reference speed. Further, the reference speed setting unit 3200 outputs the reference speed V0 to the control unit 3300. Then, the reference speed setting unit 3200 sets the second flag to OFF (step S25). This is to detect the next sudden braking. Further, the reference speed setting unit 3200 sets the third flag for permitting the regenerative control based on the reference speed to ON, and sets the first flag indicating whether the brake has changed from ON to OFF to OFF. Yes (step S27). The OFF of the first flag is to prepare for the next brake operation. After that, the processing shifts to the processing of FIG. 6 via the terminal B.

6, the control unit 3300 determines that the pedal rotation angle specified from the pedal rotation input from the pedal rotation input unit 1022 (for example, the pedal rotation angle in the immediately preceding unit time) is less than the threshold value TH2. It is determined whether there is any (step S31). This is because it is inappropriate to perform the regenerative control when the user intentionally rotates the pedal. When the condition of step S31 is not satisfied (step S31: No route), the control unit 3300 sets the third flag for permitting the regeneration control based on the reference speed to OFF (step S37). Then, the process proceeds to step S39.

On the other hand, when the pedal rotation angle is less than the threshold TH2 (step S31: Yes route), the control unit 3300 determines whether the pedal torque input from the torque input unit 1027 is less than the threshold TH3 (step S31). S33). This is because it is inappropriate to perform the regenerative control when the user intentionally pedals the pedal to input the pedal torque. If the condition of step S33 is not satisfied (step S33: No route), the process proceeds to step S37. On the other hand, when the pedal torque input is less than the threshold TH3 (step S33: Yes route), the control unit 3300 determines whether or not the current speed from the motor rotation processing unit 2000 exceeds the threshold TH4 (step S35). ). This is because it is inappropriate to perform the regenerative control when the speed does not reach a certain level. If the current speed is equal to or lower than the threshold TH4 (step S35: No route), the process proceeds to step S37.

When the current speed exceeds the threshold TH4 (step S35: Yes route), the control unit 3300 determines whether the third flag is ON (step S39). When the third flag is OFF (step S39: No route), it is inappropriate to perform the regenerative control according to the present embodiment, so the control unit 3300 sets the regenerative amount (when 0) under other conditions. Is also set), and the FET bridge 1030 or the like is caused to perform regenerative driving of the motor 105 according to the regenerative amount (step S47). Then, the process proceeds to step S49.

On the other hand, when the third flag is ON (step S39: Yes route), the control unit 3300 determines whether or not the current speed from the motor rotation processing unit 2000 exceeds the reference speed V0 (step). S41). In this embodiment, when the reference speed V0 is exceeded, the speed is suppressed by regenerative braking. Therefore, if the current speed is equal to or lower than the reference speed V0, the regenerative control according to the present embodiment is performed. I will not do it. However, control may be performed such that a regenerative coefficient smaller than the current regenerative coefficient is used.

In the present embodiment, if the current speed is equal to or lower than the reference speed V0 (step S41: No route), the process proceeds to step S47. On the other hand, when the current speed exceeds the reference speed V0, the control unit 3300 sets the regeneration coefficient based on ΔV (=current speed-V0) (step S43). For example, the correspondence relationship between ΔV and the regeneration coefficient [%] is set in advance. An example of this correspondence is shown in FIG. In the example of FIG. 7, the vertical axis represents the regeneration coefficient [%], and the horizontal axis represents ΔV [km/h]. For example, the regeneration coefficient when ΔV=0 is R _MIN (may be 0 or may be a value exceeding 0), and the regeneration coefficient when ΔV=v1 (predetermined value) is R _MAX. The correspondence relationship may be represented by a straight line a that is (may be 100 or may be a value less than 100). Further, the regenerative coefficient when ΔV=0 is R _MIN (may be 0 or may be a value exceeding 0), and the regenerative coefficient when ΔV=v1 is R _MAX (100). Or a relationship represented by a curve b of an exponential function that is a value less than 100). It may be a curve represented by another function. Further, the regeneration coefficient may be determined based on another index value including the (current speed-V0) term instead of the simple ΔV.

If the determined regenerative coefficient is adopted as it is, a shock due to a large change in acceleration is given to the user. Therefore, it is possible to gradually increase the regenerative coefficient up to the determined regenerative coefficient from the time when the brake is turned off. It also controls.

The control unit 3300 determines the regeneration amount by multiplying the current regeneration target amount output from the regeneration target calculation unit 3100 by the regeneration coefficient, and performs the regeneration control according to the regeneration amount (step S45). Then, the process proceeds to step S49.

The processes of steps S1 to S47 are repeated until the user gives an instruction to end the process (step S49). If the end of the process is not instructed, the process returns to step S1 of FIG. On the other hand, if the end of processing is instructed, the processing ends there. Note that steps S1 to S47 are executed every unit time.

By executing such processing, it becomes possible to perform regenerative control based on the reference speed estimated to be the user's intention appearing in the brake operation.

Next, an example of regenerative control according to the present embodiment will be described with reference to FIGS. 8 and 9. FIG. 8 shows a case where a normal brake operation is performed. In FIG. 8, the right vertical axis represents speed, the left vertical axis represents the regeneration coefficient, and the horizontal axis represents time [s].

In the example of FIG. 8, it is assumed that the vehicle is going downhill, for example, and the speed V represented by the alternate long and short dash line gradually increases. At time t1, the user feels a danger and applies a brake, and the brake sensor 107 outputs ON. The speed at time t1 is the first reference candidate speed V1. After that, the electrically assisted bicycle 1 decelerates while the brake sensor 107 outputs ON, and at time t2, the user releases the brake because the vehicle has sufficiently decelerated, and the brake sensor 107 outputs OFF. The speed at time t2 is the second reference candidate speed V2. In this example, since the braking is not sudden braking, the reference speed V0=V2.

When the reference speed V0=V2 is set at time t2, the third flag is set to ON as shown by the thick dotted line, and the regenerative control according to the present embodiment is started. However, in the regenerative control according to the present embodiment, the regenerative coefficient is 0 until time t2, so when the brake is released at time t2, the speed V increases again. Further, in the regenerative control according to the present embodiment, the regenerative coefficient according to ΔV (=current speed-V0) is set, but in this example, the speed V gradually increases until time t3, so ΔV represented by the dotted line also gradually increases, and the regeneration coefficient also increases according to ΔV. At time t3, the increase of the speed V is suppressed to a constant speed, and ΔV also becomes a constant value. Therefore, the regeneration coefficient is also maintained at a constant value.

Through such processing, the regeneration coefficient is set according to the degree of deviation of the current speed from the reference speed V0=V2, and the increase in speed is suppressed. As described above, the regeneration may be performed up to time t1 based on acceleration or the like. Also, during the time from the time t1 to the time t2 when the brake sensor 107 is ON, the brake sensor 107 may perform regeneration according to ON.

Also, in this example, an example is shown in which the regenerative coefficient having a value smaller than the upper limit, the speed, and ΔV are balanced and maintained at a constant value. However, depending on the downhill condition, the speed decreases and ΔV becomes smaller. Since it decreases, there may occur a situation where the regeneration coefficient also gradually decreases. Similarly, since the speed increases again and ΔV increases, a situation may occur in which the regeneration coefficient also gradually increases.

Further, FIG. 9 shows a case where a sudden braking is performed. In FIG. 9, the vertical axis on the right represents the speed, the vertical axis on the left represents the regeneration coefficient, and the horizontal axis represents the time.

Also in the example of FIG. 9, it is assumed that the vehicle is going downhill, for example, and the speed V represented by the alternate long and short dash line gradually increases. At time t5, the user feels a danger and suddenly brakes, and the brake sensor 107 outputs ON. The speed at time t5 is the first reference candidate speed V1. Since it is a sudden brake, the electrically assisted bicycle 1 is rapidly decelerated while the brake sensor 107 outputs ON, and at time t6, the user releases the brake and the brake sensor 107 outputs OFF. The speed at time t6 is the second reference candidate speed V2. In this example, since the braking is an example, the reference speed V0=V1.

When the reference speed V0=V1 is set at time t6, the third flag is set to ON as shown by the thick dotted line, and the regenerative control according to the present embodiment is started. However, in the regenerative control according to the present embodiment, the regenerative coefficient is 0 until time t6, so when the brake is released at time t6, the speed V again increases.

In the example of FIG. 8, the speed at the time when the brake sensor 107 is turned off is the reference speed, so the current speed>V0 immediately. However, in the example of FIG. 9, V2<V1. The value of the regeneration coefficient is not determined. When the speed reaches V1 (=V0) again at time t7, in the regenerative control according to the present embodiment, the regenerative coefficient according to ΔV (=current speed-V0) is set, but ΔV gradually increases from 0. Therefore, the regenerative coefficient gradually increases as shown by the thick solid line.

In this example, since the speed V gradually increases after time t7, ΔV represented by the alternate long and two short dashes line d also gradually increases, but the regenerative coefficient also increases, so that the increase in speed is further suppressed. .. However, since the regenerative coefficient reaches the upper limit of 100% at time t8, regenerative braking does not increase any more. Therefore, after time t8, the increase in speed is suppressed more than before, but ΔV also increases.

Through such processing, the regeneration coefficient is set according to the degree of deviation of the current speed from the reference speed V0=V1, and the increase in speed is suppressed. However, if the regenerative coefficient reaches the upper limit, further regenerative braking is not performed, so depending on the inclination of the road surface, sufficient deceleration may not be obtained and the brake operation may be performed again. In the next brake operation, it may be determined to be a normal brake operation.

In addition, as for the three conditions of steps S31 to S35 in FIG. 10, not all of them are checked, and at least one of them may be sufficient. Further, these may not be determined in this order, but may be determined in a different order or may be determined in parallel.

[Modification of Embodiment 1]
In the first embodiment, the correspondence relationship between ΔV and the regeneration coefficient is set in advance and the regeneration coefficient corresponding to the current ΔV is specified. However, the correspondence relationship between the acceleration and the regeneration coefficient is set in advance. Alternatively, the regeneration coefficient corresponding to the current acceleration may be specified.

That is, the process of FIG. 6 is replaced with the process of FIG.

In FIG. 10 as well, the same step numbers are assigned to the same processes as in FIG. The specifically changed part is the part in which step S43 in FIG. 6 is replaced in step S101.

In the present embodiment, in step S101, control unit 3300 sets the regeneration coefficient corresponding to the current acceleration from motor rotation processing unit 2000. For example, the correspondence between the acceleration and the regeneration coefficient is set in advance, and the regeneration coefficient corresponding to the current acceleration is specified. More specifically, the correspondence relationship as shown in FIG. 11 is defined.

In the example of FIG. 11, the vertical axis represents the regeneration coefficient [%] and the horizontal axis represents the acceleration [G]. Here, the regeneration coefficient when acceleration=0 is R _MIN (may be 0 or may be a value exceeding 0), and the regeneration coefficient when acceleration=a _ref (predetermined value) is The correspondence relationship represented by the straight line c that is R _MAX (may be 100 or may be a value less than 100) may be used. Further, the regeneration coefficient when acceleration=0 is R _MIN (may be 0 or may be a value exceeding 0), and the regeneration coefficient when acceleration= _aref is R _MAX (at 100 May be present or may be a value less than 100). It may be a curve represented by another function.

Also in the present embodiment, when the current speed is higher than the reference speed, the regeneration amount is determined according to the current acceleration and the regeneration control is performed, so that the speed increase is suppressed and the charge amount increases. Further, it becomes possible to perform the regenerative control based on the reference speed estimated to be the user's intention appearing in the brake operation.

[Second Embodiment]
In the first embodiment and its modification, the brake operation by the user is grasped by using the brake sensor 107, but the cost increases by the amount of the brake sensor 107. In the present embodiment, a process of estimating a brake operation without using the brake sensor 107 will be described.

In the present embodiment, the process of FIG. 12 of FIG. 4 to FIG. 6 in the first embodiment is executed instead of FIG. 4, and the process of FIG. 13 is executed instead of FIG. Since the processing of FIG. 6 is the same, description thereof will be omitted.

First, the processing of FIG. 12 will be described.

The reference speed setting unit 3200 determines whether or not the brake flag representing the estimation result of the presence/absence of the brake operation is OFF (step S200). When the brake flag is OFF, that is, when it is estimated that there is no brake operation (step S200: Yes route), the reference speed setting unit 3200 determines that the current acceleration from the motor rotation processing unit 2000 is the threshold value TH11. It is determined whether or not the following (step S201). The threshold TH11 is a threshold set in advance for detecting that the brake is turned on.

FIG. 14 shows an example of changes in acceleration with time when a normal brake operation is performed. In FIG. 14, (a) shows the time change of the acceleration, and (b) shows the ON/OFF time change of the brake flag. The threshold TH11 is, for example, −50 mG, and the threshold TH12 is, for example, 0. After the acceleration has once increased, it becomes less than or equal to the threshold value TH11 at time t11, so the brake flag is turned on. After that, the acceleration decreases exponentially until time t13, and the acceleration becomes minimum at time t13. The minimum acceleration shall be referred to as a1. The minimum acceleration is a negative acceleration that maximizes the absolute value, although it varies with each brake operation. After the time t13, the acceleration gradually increases and then also increases rapidly. When the acceleration becomes equal to or more than the threshold TH12 at the time t12, the brake flag is turned off. The acceleration a _min is a threshold value for determining a sudden braking in the present embodiment, and is set in advance.

When the current acceleration is equal to or lower than the threshold TH11 (step S201: Yes route), the reference speed setting unit 3200 sets the current speed from the motor rotation processing unit 2000 as the first reference candidate speed V1 ( Step S203). Further, the reference speed setting unit 3200 sets the brake flag to ON (step S205). Thereafter, the processing shifts to the processing of FIG. 13 via the terminal D.

On the other hand, when the current acceleration exceeds the threshold value TH11 (step S201: No route), the processing shifts to the processing of FIG. As a result, the process proceeds to step S203 only when the brake flag is OFF and the current acceleration is equal to or less than the threshold value TH11. On the other hand, when the brake flag is not OFF, that is, when the brake flag is ON and it is estimated that the brake operation is performed (step S200: No route), the reference speed setting unit 3200 determines that the current acceleration is Is determined to be equal to or greater than the threshold TH12 (step S209). The threshold value TH12 is a threshold value set in advance for detecting that the brake is turned off.

When the current acceleration is less than the threshold value TH12 (step S209: No route), the processing shifts to the processing of FIG. On the other hand, when the current acceleration is greater than or equal to the threshold TH12 (step S209: Yes route), the reference speed setting unit 3200 sets the current speed to the second reference candidate speed V2 (step S211). Further, the reference speed setting unit 3200 sets the brake flag to OFF (step S213). This is for later processing. Further, the reference speed setting unit 3200 sets the first flag indicating whether the brake has changed from ON to OFF to ON (the brake has changed from ON to OFF) (step S215). Then, the processing shifts to the processing of FIG. 13 via the terminal D.

13, the reference speed setting unit 3200 determines whether or not the current acceleration is less than the threshold TH12 (step S217). That is, it is to determine whether or not the brake is still ON. If the current acceleration is less than the threshold TH12 (step S217: Yes route), the reference speed setting unit 3200 determines whether the current acceleration is smaller than the minimum acceleration a1 up to now (step S219). .. The initial value of the minimum acceleration a1 is 0, for example. When the condition of step S219 is not satisfied (step S219: No route), the process shifts to the process of FIG. 6 via the terminal B without updating the minimum acceleration a1.

On the other hand, when the current acceleration is less than the minimum acceleration a1 so far (step S219: Yes route), the reference speed setting unit 3200 sets the current acceleration for the minimum acceleration a1 (step S221). .. Then, the processing shifts to the processing of FIG. 6 via the terminal B.

When it is determined in step S217 that the current acceleration is greater than or equal to the threshold TH12 (step S217: No route), the reference speed setting unit 3200 determines whether or not the brake has changed from ON to OFF. Is ON (brake changed from ON to OFF) or not (step S223). When the first flag is OFF (step S223: No route), the process shifts to the process of FIG.

On the other hand, when the first flag is ON (step S223: Yes route), the reference speed setting unit 3200 determines whether or not the minimum acceleration a1 is equal to or more than the threshold a _min for determining the sudden braking. It is determined (step S225).

FIG. 15 shows an example of the change over time in acceleration when sudden braking is performed. In FIG. 15, (a) shows the time change of acceleration, and (b) shows the time change of ON/OFF of a brake flag. As in FIG. 14, the threshold TH11 is, for example, −50 mG, and the threshold TH12 is, for example, 0. After the acceleration has once increased, it becomes less than or equal to the threshold value TH11 at time t21, so the brake flag is turned on. Thereafter, the acceleration rapidly decreases until time t23, and the acceleration becomes minimum at time t23. In this example, the minimum acceleration a1 is lower than the threshold a _min for determining the sudden braking. After the time t23, the acceleration gradually increases, and becomes a positive value after the time t22. Therefore, the brake flag is also turned off.

In this way, when the minimum acceleration a1 is less than the threshold value a _min and it is determined that sudden braking has occurred (step S225: No route), the reference speed setting unit 3200 sets the first reference speed V0 to the first speed. The reference candidate speed V1 is set (step S231). Then, the process proceeds to step S229.

On the other hand, when the minimum acceleration a1 is greater than or equal to the threshold value a _min (step S225: Yes route), the reference speed setting unit 3200 sets the reference speed V0 to the speed based on the minimum acceleration a1 (step S227). .. A specific example of this step will be described with reference to FIG.

In the present embodiment, the relationship between the acceleration and the speed is defined, and the speed corresponding to the minimum acceleration a1 is specified as the reference speed. For example, in FIG. 16, the horizontal axis represents the absolute value of acceleration and the vertical axis represents the velocity. As shown in FIG. 16, when the absolute value of the acceleration is 0, the velocity becomes V2, and the absolute value of the acceleration is |a. _A straight line g which becomes the speed V1 when _min │ or more is defined, and the speed corresponding to │a1│ is set to the reference speed V0. Although a straight line is used here, any other suitable curve may be adopted. Further, as shown by a dotted line in FIG. 16, the absolute value of the acceleration is 0 or | a _min | next speed V2 when less than the absolute value of the acceleration | a _min | straight h as the speed V1 when more than is Alternatively, the speed corresponding to |a1| may be set to the reference speed V0. Curves close to these straight lines may be defined.

After that, the reference speed setting unit 3200 sets the third flag for permitting the regeneration control based on the reference speed to ON, and turns off the first flag indicating whether or not the brake has changed from ON to OFF (the brake is turned on). (It has not changed from ON to OFF) (step S229). Then, the processing shifts to the processing of FIG. 6 via the terminal B.

By performing such processing, it becomes possible to determine the reference speed V0 and perform regenerative control based on the regeneration amount based on the reference speed V0 without using the brake sensor 107.

Although the minimum acceleration a1 is adopted as the characteristic acceleration during the brake operation above, for example, a predetermined range (extremely short width) before and after the minimum acceleration a1 is set as the characteristic part and the characteristic part is set. Any of the accelerations included in 1 may be used instead of the minimum acceleration a1. The characteristic part may be determined by another method.

Further, the transition of the acceleration from the timing when the brake is estimated to be turned on to the timing when the brake is estimated to be turned off is observed, and the minimum acceleration a1 that is a characteristic acceleration is specified. However, another characteristic acceleration may be specified, or an acceleration at another characteristic timing may be specified.

When there is another characteristic timing, the speed at that characteristic timing may be adopted as the reference speed.

[Modification 1 of Embodiment 2]
For example, the processing of FIG. 13 may be changed to the processing shown in FIG.

In FIG. 17, step S231 in FIG. 13 is changed to step S301, and after step S301, the processing is changed to the processing of FIG. 6 via the terminal B.

In step S301, the reference speed setting unit 3200 sets the third flag for allowing the regeneration control based on the reference speed to OFF (not allowed).

In FIG. 16, the relationship between the acceleration and the speed is defined and the speed corresponding to the minimum acceleration a1 is specified as the reference speed. However, if the braking is not hard, the absolute value |a1| , The absolute value of the threshold value is less than or equal to |a _min |, the reference speed is determined within the assumed range. However, in the case of sudden braking, when the relationship between acceleration and speed is defined from V1 and V2 and |a _min | in FIG. 18 as in FIG. 16, the absolute value of minimum acceleration |a1| This is an unexpected situation in which the absolute value of the threshold |a _min | is exceeded. Further, there is a possibility of sudden braking contrary to the user's intention. For example, when decelerating to 5 km/h (=V2) by sudden braking for some reason at the time of 15 km/h (=V1) while accelerating from 0 to 20 km/h, the user's target Since the speed is 20 km/h, the regenerative control according to this embodiment is unnecessary. Therefore, processing such as this modification may be performed. FIG. 18 shows a state in which no definition is made for a portion that exceeds the absolute value |a _min | of the threshold value, and the relationship between acceleration and velocity is defined according to the purpose of this modification. The straight line j is a part of the straight line g in FIG. 16, and the dotted straight line k is a part of the straight line h in FIG.

[Modification 2 of Embodiment 2]
In the second embodiment, an example in which FIG. 6 is used has been shown, but FIG. 10 may be used instead.

By doing so, the modification of the first embodiment can be introduced into the second embodiment.

[Modification 3 of Embodiment 2]
In the second embodiment, an example in which the brake sensor 107 is not used has been described. However, when the brake sensor 107 is provided for other purposes, the output from the brake sensor 107 may be modified. ..

That is, the transition of the acceleration from the timing when the brake was estimated to be ON to the timing when the brake was estimated to be OFF was observed above, but in this modification, not the estimated timing but the brake is changed. Observe the transition of the acceleration from the timing when it is detected to be ON to the timing when the brake is detected to be OFF.

Specifically, in step S201 in FIG. 12, it is determined whether or not the current acceleration is TH11 or less, but it may be determined whether or not the brake sensor 107 outputs ON. In step S209, it is determined whether or not the current acceleration is TH12 or more, but it may be determined whether or not the brake sensor 107 outputs OFF.

To describe from another aspect, in the second embodiment, as described with reference to FIGS. 14 and 15, ON/OFF of the brake flag is set from the time change of the acceleration, and from the timing when the brake flag is turned ON. The time change of acceleration is observed until the timing when the brake flag is turned off.

On the other hand, in this modification, as shown in FIGS. 19 and 20, the period during which the transition of acceleration is observed is determined according to ON/OFF of the brake sensor. FIG. 19 shows an example of changes over time in the brake sensor and acceleration when a normal brake operation is performed. In FIG. 19, (a) shows a change with time of ON/OFF of the brake sensor, and in this modification, a change with time of ON/OFF of the brake flag is also the same. Moreover, (b) represents the time change of the acceleration. The time change of the acceleration itself is the same as that in (a) of FIG. 14, and the time t33 is the same as the time t13 in (a) of FIG. 14, but the observation period is from the time t31 to the time t32. Is different from time t11 to time t12. However, it includes the characteristic acceleration a ₁ .

In addition, FIG. 20 shows an example of a change over time of the brake sensor and the acceleration when a sudden braking is performed. In FIG. 20, (a) represents the ON/OFF time change of the brake sensor, and the ON/OFF time change of the brake flag is the same. Moreover, (b) represents the time change of the acceleration. The time change of the acceleration itself is the same as that in (a) of FIG. 15, and the time t43 is the same as the time t23 in (a) of FIG. 15, but the observation period is from the time t41 to the time t42. Is different from time t21 to time t22. However, it includes the characteristic acceleration a ₁ .

In this way, the time period when the brake is ON can be surely grasped, so that it is not necessary to adjust and set the threshold values TH11 and TH12.

[Other variants]
In the above-described embodiment, the regenerative control that determines the regenerative coefficient based on the reference speed is performed until the third flag is set to OFF. However, even if the third flag is not set to OFF, The effect of one brake operation may be faded out.

For example, the regeneration coefficient is gradually reduced according to the passage of time from the timing when the brake is turned off or the timing when the brake is estimated to be turned off.

Specifically, the regeneration coefficient is multiplied by the adjustment coefficient α that gradually decreases as time passes as described above. The adjustment coefficient α takes a value of 0 or more and 1 or less.

FIG. 21 shows an example of the change over time of the adjustment coefficient α. In FIG. 21, the vertical axis represents the adjustment coefficient α, and the horizontal axis represents the time [s] from the timing when the brake is turned off or the timing when it is estimated that the brake is turned off. In FIG. 21, a straight line e indicates an example in which the adjustment coefficient α linearly decreases immediately from the timing when the brake is turned off or the timing when it is estimated that the brake is turned off.

On the other hand, in the straight line group f in FIG. 21, the adjustment coefficient α maintains 1 for a certain period of time from the timing when the brake is turned off or the timing when it is estimated that the brake is turned off. It shows an example of the decrease. In the above-described embodiment, the regeneration coefficient gradually increases, so the adjustment coefficient α is set to 1 while it is being increased to some extent, and then gradually decreased. When the adjustment coefficient α is decreased, it may be decreased according to another curve instead of being linear.

In a long downhill, after turning off the brake, it may not be necessary to perform sudden acceleration, but it may be desired to gradually accelerate after a lapse of time. Therefore, this situation is dealt with. If the user feels that the speed is too fast thereafter, the brake operation is performed, and thus the regenerative control as described above can be activated again.

Although the embodiment of the present invention has been described above, the present invention is not limited to this. For example, depending on the purpose, any technical feature in each of the above-described embodiments may be deleted, or any technical feature described in another embodiment may be added. Is also good. Further, in the above, only one cycle in which the brake is turned on and then the brake is turned off has been described, but in the next cycle, the reference speed V0 may be updated and the same processing may be performed. For example, when going down a long downhill, the brake may be applied twice or three times, and the reference speed V0 may be updated each time. Then, appropriate control according to the occasion will be performed.

Furthermore, the functional block diagram described above is an example, and one functional block may be divided into a plurality of functional blocks, or a plurality of functional blocks may be integrated into one functional block. Regarding the processing flow, as long as the processing content does not change, the order of the steps may be exchanged, or a plurality of steps may be executed in parallel.

The calculation unit 1021 may be partially or entirely implemented by a dedicated circuit, or may execute a program prepared in advance to realize the function as described above.

The type of sensor described above is also an example, and other sensors that can obtain the parameters described above may be used.

The embodiments described above are summarized as follows.

The motor drive control device according to the first aspect of the present embodiment detects that (A) the drive unit that drives the motor and (B) the brake of the vehicle that is moved by the driven motor is turned off. And a control unit that determines a regeneration amount based on a first speed of the vehicle at a first time point and controls the drive unit according to the regeneration amount.

It was found that the first speed of the vehicle at the first time point when the brake was turned off was detected as the user's intention appearing in the brake operation. Therefore, the regenerative control is performed based on the first speed. Is.

In addition, if the control unit described above detects that the brake is turned on when the acceleration of the vehicle during the time when the brake is turned on falls below the threshold value, the second portion of the vehicle at the second time point when the brake is turned on is detected. The regeneration amount may be determined based on the speed, and the drive unit may be controlled based on the regeneration amount. This is because, for example, when sudden braking is performed, it is considered that the second speed at the second time point is preferable to the first time point.

Further, the control unit described above may determine the regeneration amount further based on the acceleration of the vehicle at the time of processing. For example, the control unit described above may determine the regeneration amount according to the acceleration of the vehicle at the processing time when the speed of the vehicle at the processing time exceeds the first speed. By determining the amount of regeneration according to the acceleration, control is performed so as to obtain a preferable speed.

Further, when the vehicle speed at the processing time point exceeds the first speed, the control unit described above determines the regeneration amount according to the difference between the vehicle speed at the processing time point and the first speed. You may do it. The speed is controlled so as to converge to the first speed as much as possible.

Further, the control unit described above, when the acceleration of the vehicle at the time when the brake is turned on is below the threshold value, and when the speed of the vehicle at the time of processing exceeds the second speed, The regeneration amount may be determined according to the acceleration of the vehicle at the time of processing. Even when the second speed is used as a reference, it may be preferable to determine the regeneration amount according to the acceleration.

The motor drive control device according to the second aspect of the present embodiment is based on (C) a drive unit that drives the motor and (D) a transition of the acceleration of the vehicle that is driven by the driven motor, which serves as a reference vehicle. And a control unit that controls the drive unit according to the regeneration amount based on the first speed.

Since the user's intention is estimated from the change in acceleration, if the first speed that serves as a reference is determined based on the change in acceleration and regenerative control is performed based on the first speed, the user's intention will be met. You will be able to run well. The above control may be performed when the speed of the vehicle at the time of processing exceeds the first speed.

The above-described transition of the acceleration of the vehicle is a transition of the acceleration from the first time when it is estimated that the brake of the vehicle is turned on to the second time when it is estimated that the brake of the vehicle is turned off. Sometimes there is. This is to estimate the intention of the user who appears in the brake operation.

Further, the control unit described above detects from the first time when it is estimated or detected that the vehicle brake is turned on to the second time when it is estimated or detected that the vehicle brake is turned off. Of the accelerations, the speed corresponding to the acceleration in the characteristic portion may be determined as the first speed. The characteristic portion is, for example, a portion having the minimum acceleration, and the acceleration may be equal to the minimum acceleration itself.

Further, when the speed of the vehicle at the processing time point exceeds the first speed, the control unit described above determines the regeneration amount based on the difference between the speed of the vehicle at the processing time point and the first speed. You can The speed is controlled so as to converge to the first speed as much as possible.

Further, the control unit described above may determine the regeneration amount based on the acceleration of the vehicle at the time of processing when the speed of the vehicle at the time of processing exceeds the first speed. By determining the amount of regeneration according to the acceleration, control is performed so as to obtain a preferable speed.

Further, the control unit described above may not perform the control according to the regeneration amount based on the first speed when the acceleration in the characteristic portion is less than the threshold value. This is because the running state may change suddenly for an unintended reason.

Further, the control unit described above may determine the regeneration amount based on the third speed of the vehicle at the first time point when the acceleration in the characteristic portion is less than the threshold value. This is because it may be preferable to do this in the case of sudden braking.

The control unit described above may correct the regenerative amount so as to gradually decrease with the passage of time. This is because it may be better to fade out the regenerative braking to change the running state.

If the pedal rotation angle is equal to or greater than the threshold value, the pedal torque input is equal to or greater than the threshold value, or the vehicle speed at the time of processing is equal to or less than the predetermined speed, the above-described conditions are satisfied. The control according to the regeneration amount may not be performed. This is because the regenerative braking as described above may not be preferable when the user is rotating the pedal to some extent, when pedaling with some force applied to the pedal, or when the speed is too slow.

Such a configuration is not limited to the items described in the embodiments, and may be implemented by another configuration that exhibits substantially the same effect.

3000 regeneration control unit 3100 regeneration target calculation unit 3200 reference speed setting unit 3300 control unit

Claims (10)

A drive unit for driving the motor,
A control unit that determines a first speed of the vehicle as a reference based on a transition of acceleration of the vehicle that is driven by the driven motor, and controls the drive unit according to a regeneration amount based on the first speed; ,
And a motor drive control device for an electrically assisted vehicle. The transition of the acceleration of the vehicle is
The motor drive control device according to claim 1, wherein the acceleration changes from a first time when it is estimated that the vehicle brake is turned on to a second time when it is estimated that the vehicle brake is turned off. The control unit,
Among the accelerations detected from the first time when the brake of the vehicle is estimated or detected to the second time when the brake of the vehicle is estimated to be turned off, in the characteristic portion The motor drive control device according to claim 1, wherein a speed corresponding to acceleration is determined as the first speed. The control unit,
The motor according to claim 1, wherein when the speed of the vehicle at the time of processing exceeds the first speed, the regeneration amount is determined based on a difference between the speed of the vehicle and the first speed at the time of processing. Drive controller. The control unit,
The motor drive control device according to claim 1, wherein when the speed of the vehicle at the time of processing exceeds the first speed, the regeneration amount is determined based on the acceleration of the vehicle at the time of processing. The control unit,
The motor drive control device according to claim 3, wherein when the acceleration in the characteristic portion is less than a threshold value, control according to the regeneration amount based on the first speed is not performed. The control unit,
The motor drive control device according to claim 3, wherein when the acceleration in the characteristic portion is less than a threshold value, the regeneration amount is determined based on the third speed of the vehicle at the first time point. The control unit,
The motor drive control device according to any one of claims 1 to 7, wherein the regenerative amount is corrected so as to gradually decrease with the passage of time. If the pedal rotation angle is equal to or greater than the threshold value, the pedal torque input is equal to or greater than the threshold value, or the vehicle speed at the time of processing is equal to or less than a predetermined speed, the regenerative amount is followed. The motor drive control device according to claim 1, wherein the control is not performed. An electrically assisted vehicle comprising the motor drive control device according to claim 1.

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