JP6106150B2 - Motor drive control device and electric assist vehicle - Google Patents

Description

  The present invention relates to a motor regeneration control technique.

  In an electric assist vehicle such as an electric bicycle that uses the electric power of the battery to drive the motor, a sensor is provided on the brake lever, and the motor is regenerated according to the brake operation by the occupant so that the kinetic energy of the vehicle is stored in the battery. There are some that use techniques to improve the distance traveled.

  In the case of a bicycle, unlike an automobile or a motorcycle, there is no engine brake. Therefore, the speed is controlled by a brake operation because there is a danger of excessive acceleration on a long downhill. However, such a brake operation has a problem that it is troublesome for the passenger, and the hand becomes tired due to the continued brake operation.

  On the other hand, although it is possible to control the regenerative brake by the brake operation, the operation is troublesome, and a general brake operation detection device can detect only two states of whether the brake is operated or not operated, There is a problem that it is difficult to adjust the regenerative braking force intended by the passenger.

  Further, there is a conventional technique in which an analog brake operation signal is detected according to the tension of the brake wire or the position of the brake lever, and the regenerative braking force is controlled accordingly. However, the brake wire grows over time, and the brake operation amount that controls the regenerative braking force does not match the operating point of the mechanical brake, so the mechanical brake is activated before the regenerative braking is performed efficiently, and heat is saved. There are problems such as throwing away.

  In addition, there is a technique in which an electrically assisted vehicle such as an electric bicycle automatically performs regenerative braking according to a preset setting, but the preset setting is not always in line with the passenger's intention. Absent. That is, for example, the speed at which a passenger feels comfortable on a long downhill varies depending on road width, weather conditions, physical condition of the passenger, and the like. Therefore, depending on the passenger, there is a case where the vehicle is excessively decelerated so as to feel stress, or conversely, there is a danger that the deceleration is insufficient.

JP 2010-35376 A JP 2011-83081 A

  Therefore, the objective of this invention is providing the technique for making a regenerative braking force act according to a passenger | crew's intent according to one side surface.

When the motor drive control device according to the present invention receives a signal indicating that the rotation direction of the pedal is reverse from a drive control unit that controls driving of the motor and a pedal rotation sensor that detects the rotation direction of the pedal , A regeneration control unit that instructs the drive control unit to start regeneration and controls the increase rate of the amount of regeneration according to the increase rate of the rotation phase angle of the pedal in the reverse rotation direction obtained from the pedal rotation sensor. .

  It is possible to create a program for causing the microprocessor to perform the processing described above, such as a flexible disk, an optical disk such as a CD-ROM, a magneto-optical disk, a semiconductor memory (for example, a ROM). ), And is stored in a computer-readable storage medium such as a hard disk or a storage device. Note that data being processed is temporarily stored in a storage device such as a RAM (Random Access Memory).

  According to one aspect, the regenerative braking force works according to the passenger's intention.

FIG. 1 is a view showing an appearance of a motor-equipped bicycle. FIG. 2 is a functional block diagram of the motor drive controller. FIGS. 3A to 3L are waveform diagrams for explaining the basic operation of motor driving. FIG. 4 is a functional block diagram of the calculation unit according to the first embodiment. FIG. 5 is a diagram showing the maximum efficiency regenerative power according to the speed. FIG. 6 is a diagram illustrating the relationship between the speed and the target regeneration amount. FIG. 7 is a diagram illustrating an example of a time change of the control coefficient according to the first embodiment. FIG. 8 is a diagram illustrating an example of a time change of the control coefficient according to the first embodiment. FIG. 9 is a diagram illustrating the relationship between the control coefficient and the pedal reverse rotation cumulative amount according to the second embodiment. FIG. 10 is a functional block diagram of a calculation unit according to the second embodiment. FIG. 11 is a diagram showing a main processing flow. FIG. 12 is a diagram showing a main processing flow. FIGS. 13A to 13D are diagrams illustrating an example of regenerative control. FIGS. 14A to 14F are diagrams illustrating an example of regenerative control. FIGS. 15A to 15F are diagrams illustrating an example of regenerative control. FIG. 16 is a functional block diagram when implemented by a microprocessor.

[Embodiment 1]
FIG. 1 is an external view showing an example of a motor-equipped bicycle that is an electrically assisted vehicle according to the present embodiment. This motorized bicycle 1 is equipped with a motor drive device. The motor drive device includes a secondary battery 101, a motor drive controller 102, a torque sensor 103, brake sensors 104a and 104b, a motor 105, and a pedal rotation sensor 107. Although not shown in FIG. 1, the motor driving apparatus may be provided with a button for instructing a shape-up mode.

  The secondary battery 101 is, for example, a lithium ion secondary battery having a maximum supply voltage (voltage at full charge) of 24 V, but may be another type of battery, such as a lithium ion polymer secondary battery, a nickel hydride storage battery, or the like. good.

  The torque sensor 103 is provided on a wheel attached to the crankshaft, detects pedaling force of the pedal by the occupant, and outputs the detection result to the motor drive controller 102. Similar to the torque sensor 103, the pedal rotation sensor 107 is provided on a wheel attached to the crankshaft, and outputs a signal corresponding to the rotation to the motor drive controller 102. Note that the pedal rotation sensor 107 can detect a rotation direction such as normal rotation or reverse rotation of the pedal in addition to the rotation phase angle.

  The motor 105 is, for example, a well-known three-phase DC brushless motor, and is mounted on the front wheel of the motorized bicycle 1, for example. The motor 105 rotates the front wheel, and the rotor is connected to the front wheel so that the rotor rotates in accordance with the rotation of the front wheel. Further, the motor 105 includes a rotation sensor such as a Hall element, and outputs rotor rotation information (that is, a Hall signal) to the motor drive controller 102.

  A configuration related to the motor drive controller 102 of the motorized bicycle 1 is shown in FIG. The motor drive controller 102 includes a controller 1020 and an FET (Field Effect Transistor) bridge 1030. The FET bridge 1030 includes a high-side FET (Suh) and a low-side FET (Sul) for switching the U phase of the motor 105, and a high-side FET (Svh) and a low-side FET (for switching the V-phase of the motor 105). Svl) and a high-side FET (Swh) and a low-side FET (Swl) that perform switching for the W phase of the motor 105. This FET bridge 1030 constitutes a part of a complementary switching amplifier.

  The controller 1020 includes a calculation unit 1021, a pedal rotation input unit 1023, a vehicle speed 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. AD input unit 1029.

  The computing unit 1021 is input from the pedal rotation input unit 1023, input from the vehicle speed input unit 1024, input from the torque input unit 1027, input from the brake input unit 1028, input from the AD (Analog-Digital) input unit 1029. Is used to perform the calculation described below, and output to the motor drive timing generation unit 1026 and the variable delay circuit 1025. Note that the calculation unit 1021 includes a memory 10211, and the memory 10211 stores various data used for calculation, data being processed, and the like. Further, the calculation unit 1021 may be realized by executing a program by a processor. In this case, the program may be recorded in the memory 10211.

  The pedal rotation input unit 1023 digitizes signals representing the pedal rotation phase angle and rotation direction from the pedal rotation sensor 107 and outputs the digitized signals to the calculation unit 1021. The vehicle speed input unit 1024 calculates the current vehicle speed from the hall signal output from the motor 105 and outputs the current vehicle speed to the calculation unit 1021. The torque input unit 1027 digitizes a signal corresponding to the pedaling force from the torque sensor 103 and outputs the digitized signal to the calculation unit 1021. The brake input unit 1028 is a brakeless state in which an on signal is not received from any of the brake sensors 104a and 104b in response to signals from the brake sensors 104a and 104b, and a brake that is receiving an on signal from the brake sensors 104a or 104b. A signal representing one of the states is output to the calculation unit 1021. The AD input unit 1029 digitizes the output voltage from the secondary battery 101 and outputs it to the arithmetic unit 1021. Further, the memory 10211 may be provided separately from the calculation unit 1021.

  The calculation unit 1021 outputs an advance value to the variable delay circuit 1025 as a calculation result. The variable delay circuit 1025 adjusts the phase of the Hall signal based on the advance value received from the calculation unit 1021 and outputs the adjusted signal to the motor drive timing generation unit 1026. The calculation unit 1021 outputs, for example, 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.

  The basic operation of the motor drive with the configuration shown in FIG. 2 will be described with reference to FIGS. 3A shows the U-phase hall signal HU output from the motor 105, FIG. 3B shows the V-phase hall signal HV output from the motor 105, and FIG. 3C shows the output from the motor 105. W-phase hall signal HW. Thus, the hall signal represents the rotational phase of the motor. Here, the rotational phase is not obtained as a continuous value, but may be obtained by another sensor or the like. As will be described below, in the present embodiment, the Hall element of the motor 105 is installed so that the Hall signal is output with a slightly advanced phase as shown in FIGS. The circuit 1025 can be adjusted. Therefore, the U-phase adjusted hall signal HU_In as shown in FIG. 3D is output from the variable delay circuit 1025 to the motor drive timing generation unit 1026, and the V-phase adjusted hall signal as shown in FIG. The signal HV_In is output from the variable delay circuit 1025 to the motor drive timing generation unit 1026, and the W-phase adjusted hall signal HW_In as illustrated in FIG. 3F is output from the variable delay circuit 1025 to the motor drive timing generation unit 1026. The

  The period of the Hall signal is divided into six phases with an electrical angle of 360 degrees.

  Further, as shown in FIGS. 3G to 3I, a counter electromotive force voltage called a Motor_U back electromotive force at the U phase terminal, a Motor_V back electromotive force at the V phase terminal, and a Motor_W back electromotive force at the W phase terminal. Will occur. In order to drive the motor 105 by applying a drive voltage in phase with the motor back electromotive force voltage, a switching signal as shown in FIGS. 3J to 3L is sent to the gate of each FET of the FET bridge 1030. Output to. In FIG. 3J, U_HS represents the gate signal of the U-phase high-side FET (Suh), and U_LS represents the gate signal of the U-phase low-side FET (Sul). PWM and “/ PWM” indicate a period of ON / OFF with a duty ratio corresponding to the PWM code which is the calculation result of the calculation unit 1021, and since it is a complementary type, / PWM is OFF when PWM is ON. If PWM is off, / PWM is on. The “On” section of the low-side FET (Sul) is always on. In FIG. 3K, V_HS represents the gate signal of the V-phase high-side FET (Svh), and V_LS represents the gate signal of the V-phase low-side FET (Svl). The meaning of the symbols is the same as in FIG. Further, W_HS in FIG. 3L represents a gate signal of the W-phase high-side FET (Swh), and W_LS represents a gate signal of the W-phase low-side FET (Swl). The meaning of the symbols is the same as in FIG.

  Thus, the U-phase FETs (Suh and Sul) perform PWM switching in phases 1 and 2, and the U-phase low-side FET (Sul) is turned on in phases 4 and 5. The V-phase FETs (Svh and Svl) perform PWM switching in phases 3 and 4, and the V-phase low-side FET (Svl) is turned on in phases 6 and 1. Further, the W-phase FETs (Swh and Swl) perform PWM switching in phases 5 and 6, and the W-phase low-side FET (Swl) is turned on in phases 2 and 3.

  If such a signal is output and the duty ratio is appropriately controlled, the motor 105 can be driven with a desired torque.

  Next, a functional block diagram of the arithmetic unit 1021 according to this embodiment is shown in FIG. As illustrated in FIG. 4, the calculation unit 1021 includes a control coefficient output unit 1201, a regeneration target calculation unit 1202, a multiplier 1203, and a PWM code generation unit 1204. The multiplier 1203 and the PWM code generation unit 1204 operate as a PWM control unit.

  The control coefficient output unit 1201 outputs a control coefficient as described below to the multiplier 1203 according to the rotation direction of the pedal from the pedal rotation input unit 1023. In addition, the regeneration target calculation unit 1202 calculates the regeneration target amount according to the vehicle speed from the vehicle speed input unit 1024 and outputs it to the multiplier 1203. Multiplier 1203 multiplies the control coefficient by the regeneration target amount and outputs the multiplication result to PWM code generation section 1204. The PWM code generation unit 1204 generates a PWM code corresponding to the PWM duty ratio from the output from the multiplier 1203 and the vehicle speed, and outputs the PWM code to the motor drive timing generation unit 1026.

  As described above, the regeneration target calculation unit 1202 calculates the regeneration target amount according to the vehicle speed or the like. For example, as shown in FIG. 5, the amount of electric power at which the regenerative efficiency is maximized is determined depending on the vehicle speed, and as shown in FIG. It is preferable to set the regeneration target amount accordingly. However, the regeneration target amount is set for the unit amount used in the calculation in the PWM code generation unit 1204, such as the electric energy, the duty ratio, the torque, and the current amount. For example, when the calculation is performed in units of torque, the relationship between the torque and the vehicle speed that maximizes the regeneration efficiency is specified in advance, and the regeneration target calculation unit 1202 determines the target amount of torque according to the current vehicle speed. calculate. If the vehicle speed is reduced by the brake, the regeneration target amount is also reduced. Moreover, the curve as shown in FIG. 6 is an example, and the curve may be set from the viewpoint of motor and battery protection.

  Multiplier 1203 multiplies control coefficient value C output from control coefficient output section 1201 and regeneration target amount V output from regeneration target calculation section 1202, and outputs C × V to PWM code generation section 1204. To do. The PWM code generation unit 1204 generates a PWM code corresponding to the duty ratio according to the vehicle speed and the like and C × V. For example, if V is a torque, C × V is also a torque. Therefore, the torque C × V and the torque corresponding to the vehicle speed are converted into a PWM code using, for example, a conversion coefficient.

  Next, control coefficients output by the control coefficient output unit 1201 will be described with reference to FIGS. FIG. 7 shows the relationship between time t and control coefficient. In the present embodiment, when the pedal rotation input unit 1023 detects that the passenger has rotated the pedal in the reverse direction based on the signal from the pedal rotation sensor 107, the control coefficient output unit 1201 sets the control coefficient to the upper limit. Set to value. When the signal from the pedal rotation input unit 1023 indicates that the pedal is fixed or further rotated in the reverse direction, the control coefficient output unit 1201 does not change the value of the control coefficient. . Thereafter, when it is detected that the passenger has rotated the pedal in the forward direction, the control coefficient output unit 1201 sets the control coefficient to 0. Thus, the passenger can easily instruct on and off of the regenerative operation according to the rotation direction of the pedal.

  However, if the regenerative control amount is set to a large value from the beginning or if the regenerative control amount is suddenly set to 0, the passenger will feel uncomfortable. Accordingly, as shown in FIG. 8, for example, when the start of regenerative control is instructed at time t1, for example, the value of the control coefficient gradually increases over time period T1, and the value of the control coefficient reaches the upper limit value at time t2. Slew rate control that achieves this is preferred. Similarly, even when the stop of regenerative control is instructed at time t3, for example, the slew rate control is performed such that the value of the control coefficient is gradually decreased over the period T2, and the value of the control coefficient reaches the lower limit value at time t4. preferable.

  In the present embodiment, the upper limit value of the control coefficient is assumed to be “1”, but a numerical value equal to or greater than “1” may be set. In some cases, the upper limit value of the control coefficient may vary with time. The lower limit value of the control coefficient is assumed to be “0”, but a value other than “0” may be set. In some cases, the lower limit value of the control coefficient may vary with time.

  As described above, in the present embodiment, the regenerative operation is started if an event of reverse rotation of the pedal by the passenger is detected, and the regenerative operation is stopped if an event of normal rotation of the pedal is detected after the start of the regenerative operation. Will be able to. That is, a regenerative operation is performed according to the passenger's intention.

[Embodiment 2]
In the first embodiment, an example in which only the regenerative operation can be turned on and off has been shown, but in this embodiment, the regenerative control amount can be set more in accordance with the intention of the passenger.

  Specifically, control coefficients as shown in FIG. 9 are set. That is, in the example of FIG. 9, the horizontal axis represents the pedal reverse rotation cumulative amount (phase angle) θ, and the vertical axis represents the control coefficient. As described above, the control coefficient increases in proportion to the increase in the pedal reverse rotation cumulative amount up to a certain value θ1. The slope at this time is (control coefficient upper limit value) / θ1. When the pedal reverse rotation accumulation amount reaches θ1 and the control coefficient reaches the upper limit value, the control coefficient is fixed at the upper limit value even if the pedal reverse rotation accumulation amount increases. In addition, when the detection of the rotation phase angle by the pedal rotation sensor 107 is discrete, the control coefficient increases step by step in a form drawn by a dotted line. On the other hand, when the rotation direction of the pedal is reversed in the forward direction, the control coefficient is decreased in proportion to the pedal forward rotation amount (phase angle) from that point.

  Therefore, if the rider wants to increase the regeneration, he reverses the pedal by the amount he wants to increase, and if he wants to reduce the regenerative control amount once increased, he can rotate the pedal forward by the amount he wants to decrease. Good.

  Note that when the torque sensor 103 detects torque, it is not appropriate to cause regeneration, so the detection of torque by the torque sensor 103 is prioritized and the regeneration operation is stopped.

  In order to enable such an operation, the arithmetic unit 1021 according to the present embodiment has a configuration as shown in FIG. The calculation unit 1021 includes a control coefficient calculation unit 1210, a regeneration target calculation unit 1202, a multiplier 1203, a PWM code generation unit 1204, and a control valid final determination unit 1211. The multiplier 1203 and the PWM code generation unit 1204 operate as a PWM control unit. Components having the same functions as those of the first embodiment are denoted by the same reference numerals.

  The control coefficient calculation unit 1210 calculates the control coefficient as described below according to the signal indicating the rotation direction and the rotation phase angle from the pedal rotation input unit 1023 and the signal indicating the presence / absence of torque from the torque input unit 1027. Calculate and output to the control effective final determination unit 1211. Further, the control effective final determination unit 1211 outputs the control coefficient from the control coefficient calculation unit 1210 to the multiplier 1203 according to the signal indicating the presence or absence of torque input from the torque input unit 1027 and the shape-up mode instruction. It is determined whether or not. Note that the shape-up mode instruction is an instruction input by the user from, for example, an operation panel, and indicates whether or not regeneration is to be enabled unconditionally. More specifically, the control effective final determination unit 1211 changes the control coefficient output from the control coefficient calculation unit 1210 to a lower limit value (for example, 0) when an input with torque input from the torque input unit 1027 is made. And output. On the other hand, when an input without torque input is made, the control effective final determination unit 1211 outputs the control coefficient output from the control coefficient calculation unit 1210 as it is. In addition, the control effective final determination unit 1211 may be configured to receive torque input when there is a shape-up mode instruction, that is, in a mode in which regeneration is intentionally performed even during torque input such as the shape-up mode. The control coefficient output from the control coefficient calculation unit 1210 is output as it is.

  The regeneration target calculation unit 1202 calculates the regeneration target amount according to the vehicle speed from the vehicle speed input unit 1024 and outputs the calculated regeneration target amount to the multiplier 1203. Multiplier 1203 multiplies the control coefficient by the regeneration target amount and outputs the multiplication result to PWM code generation section 1204. The PWM code generation unit 1204 generates a PWM code corresponding to the PWM duty ratio from the output from the multiplier 1203 and the vehicle speed, and outputs the PWM code to the motor drive timing generation unit 1026.

  The multiplier 1203 multiplies the control coefficient value C output from the control effective final determination unit 1211 and the regenerative target amount V output from the regenerative target calculation unit 1202, and supplies C × V to the PWM code generation unit 1204. Output. The PWM code generation unit 1204 generates a PWM code corresponding to the duty ratio according to the vehicle speed and the like and C × V. For example, if V is a torque, C × V is also a torque. Therefore, the torque C × V and the torque corresponding to the vehicle speed are converted into a PWM code using, for example, a conversion coefficient.

  Next, the processing flow of the control coefficient calculation unit 1210 will be described with reference to FIGS. 11 and 12. The control coefficient calculation unit 1210 determines whether the in-control flag is set to ON (FIG. 11: Step S1). The in-control flag is set to ON if the regeneration control is being performed, and is set to OFF if the regeneration control is not being performed. If the in-control flag is ON, the processing shifts to the processing in FIG.

  On the other hand, if the in-control flag is OFF, the control coefficient calculation unit 1210 determines whether or not a regenerative control start condition is satisfied (step S3). The regenerative control start condition is that a signal indicating that the pedal is reversely rotated is received from the pedal rotation input unit 1023. It is assumed that the signal from the torque input unit 1027 also indicates no torque. If the regenerative control start condition is not satisfied, the process proceeds to step S9.

  On the other hand, when the regenerative control start condition is satisfied, the control coefficient calculation unit 1210 sets the in-control flag to ON (step S5). Then, the control coefficient calculation unit 1210 sets a value corresponding to the initial reverse rotation amount (reverse rotation phase angle) received from the pedal rotation input unit 1023 in the control coefficient (step S7). Then, the process proceeds to step S9. The value of the control coefficient is output to the multiplier 1203, a product with the regeneration target amount that is output from the regeneration target calculation unit 1202 is calculated, and the product is output to the PWM code generation unit 1204.

  Then, the control coefficient calculation unit 1210 determines whether it is a stage to end the processing (step S9). For example, it is determined whether or not the passenger has instructed to turn off the power. If not, the process returns to step S1. On the other hand, if it is a stage which complete | finishes a process, a process will be complete | finished.

  Next, proceeding to the description of the processing in FIG. 12, the control coefficient calculation unit 1210 determines whether or not the regenerative control stop condition is satisfied (step S11). The regenerative control stop condition is when a signal indicating the presence of torque is received from the torque input unit 1027 or when the control coefficient becomes a lower limit value (for example, 0). This is because it is inappropriate to perform the regenerative control if there is torque from the viewpoint of the passenger's load. Further, once the control coefficient reaches the lower limit value, the pedal is in a normal rotation state, so that it is prepared for future reverse rotation of the pedal.

  When the regenerative control stop condition is satisfied, the control coefficient calculation unit 1210 sets the in-control flag to OFF (step S13). When the torque is detected, the value of the control coefficient is left as it is, but it is determined by the control effective final determination unit 1211 whether it is output as it is or a lower limit value (for example, 0). Thereafter, the processing returns to step S9 in FIG.

On the other hand, when the regenerative control stop condition is not satisfied, the control coefficient calculation unit 1210 determines whether the signal from the pedal rotation input unit 1023 indicates the reverse rotation of the pedal (step S17). When the pedal is rotated reversely, the control coefficient calculation unit 1210 updates the value of the control coefficient by the control coefficient + .DELTA.Ru * delta rotation amount (currently detected rotation phase angle) (Step S19). ΔRu is a preset increment. However, it is not increased beyond a predetermined upper limit (for example, 1). Therefore, the control coefficient calculation unit 1210 determines whether the value of the control coefficient is equal to or higher than the upper limit value (step S25). If it is less than the upper limit value, the process returns to step S9 in FIG. On the other hand, if the value is equal to or greater than the upper limit value, the control coefficient calculation unit 1210 sets the control coefficient to the upper limit value (for example, 1) of the control coefficient (step S27). The new value of the control coefficient is output to the multiplier 1203. Then, the process returns to step S9 in FIG.

On the other hand, when the pedal is not rotating in the reverse direction, the control coefficient calculation unit 1210 determines whether the signal from the pedal rotation input unit 1023 indicates the normal rotation of the pedal (step S21). When the pedal is rotated in the forward direction, the control coefficient calculation unit 1210 updates the value of the control coefficient by the control coefficient -ΔRd * Δ rotation amount (currently detected rotation phase angle) (Step S23). ΔRd is a preset decrement amount. ΔRd may or may not coincide with ΔRu. However, it does not decrease below a predetermined lower limit value (for example, 0). Therefore, the control coefficient calculation unit 1210 determines whether the value of the control coefficient is equal to or less than the lower limit value of the control coefficient (step S29). If the lower limit value is exceeded, the process returns to step S9 in FIG. On the other hand, if the value is equal to or lower than the lower limit value, the control coefficient calculation unit 1210 sets the control coefficient to the lower limit value of the control coefficient (step S31). The new value of the control coefficient is output to the multiplier 1203. Then, the process returns to step S9 in FIG. On the other hand, when the rotation direction of the pedal is neither reverse rotation nor normal rotation, that is, when the pedal is stopped, the process returns to step S9 in FIG.

  By performing the processing as described above, when the passenger reversely rotates the pedal, the amount of regenerative control according to the reverse rotation rotational phase angle is performed. The amount of regenerative control is reduced by the amount. That is, if the torque is not detected, the amount of regenerative control can be adjusted by rotating the pedal.

  Next, an example of regenerative control realized by the processing flow shown in FIGS. 11 and 12 will be described with reference to FIGS.

  FIG. 13 (a) represents the time change of the value of the control coefficient, and FIG. 13 (b) represents the time change of the pedal rotation accumulation amount (cumulative rotation phase angle in the reverse direction of the pedal). FIG. 13C shows the time change of the presence or absence of torque, and FIG. 13D shows the time change of the in-control flag (ON or OFF). As for the cumulative amount of pedal rotation, the lower side represents the cumulative amount of reverse rotation, and the upper side represents the cumulative amount of forward rotation. As for the presence or absence of torque, there is actually a ripple, but here it is simplified and only the presence or absence is shown.

  Until time t11, the rotation of the pedal is not detected, and the torque is not detected. Since the reverse rotation of the pedal is detected at time t11, the in-control flag is set to ON. Thereafter, the cumulative pedal reverse rotation amount increases until time t12, so that the value of the control coefficient increases. At time t12, the pedal starts to rotate forward at a rotational speed at which torque is not detected. Therefore, the accumulated amount of reverse pedal rotation decreases and the value of the control coefficient also decreases until time t13. After that, at time t13, the pedal reversely rotates again, so that the cumulative amount of reverse pedal rotation increases and the value of the control coefficient also increases. Since the rotation speed of the pedal after time t13 is faster than the rotation speed of the pedal after time t11, the pedal reverse rotation accumulation amount increases abruptly. However, at time t14, the pedal reverse rotation cumulative amount is still increasing, but the value of the control coefficient reaches the upper limit value, so it is fixed at the upper limit value.

  Thereafter, at time t15, the pedal starts to rotate forward at a rotational speed at which torque is not generated, so that the value of the control coefficient starts to decrease. If the forward rotation continues, the value of the control coefficient becomes 0 at time t16, and the in-control flag is also set to OFF. Since the pedal is reversely rotated even after the value of the control coefficient reaches the upper limit value, at time t16, the value of the control coefficient becomes 0 and the cumulative reverse rotation amount of the pedal has an offset. However, this offset is ignored because the in-control flag is off, and when the pedal is rotated in the reverse direction again, the state becomes at time t11.

  FIG. 14 shows another scene. FIG. 14 (a) shows the time change of the altitude of the ground on which the electrically assisted vehicle travels, FIG. 14 (b) shows the time change of the speed, and FIG. 14 (c) shows the cumulative rotation amount of the pedal. FIG. 14D shows the time change of the presence or absence of torque, FIG. 14E shows the time change of the control coefficient, and FIG. 14F shows the in-control flag. (ON and OFF) represents a time change. As for the cumulative amount of pedal rotation, the lower side represents the cumulative amount of reverse rotation, and the upper side represents the cumulative amount of forward rotation. As for the presence or absence of torque, there is actually a ripple, but here it is simplified and only the presence or absence is shown.

  FIG. 14 shows a scene where there is a gentle uphill immediately after going down the hill from a flat road. It is flat until time t21, and the passenger is stroking the pedal with a normal rotation. The in-control flag is OFF and the control coefficient is 0. When you start to go down the hill, the rotation of the pedal stops, torque is no longer detected, and the speed increases. However, since the reverse rotation of the pedal is not detected until time t22, the in-control flag is OFF and the control coefficient is also 0. At time t22, when reverse rotation of the pedal is detected, regenerative control is started, the in-control flag is set to ON, and the accumulated amount of reverse pedal rotation increases, so the control coefficient also increases accordingly. Then, the regenerative brake starts to work, and the increase in speed can be suppressed. Since the reverse rotation of the pedal is stopped at time t23, the pedal reverse rotation accumulation amount does not change, the control coefficient does not change, and the speed becomes substantially constant. Thereafter, when the vehicle goes down the hill at time t24, it immediately becomes an uphill and the speed decreases rapidly. Therefore, the pedal is rotated forward at time t25 so as not to fall down. Then, since torque is detected, the in-control flag is turned OFF, and the control coefficient is set to a lower limit value (here, 0) by the control effective final determination unit 1211 (in FIG. Part shown). As described above, if regeneration is continued when torque is detected, a large load is applied to the occupant when starting climbing an uphill. Therefore, it is preferable to immediately turn off regeneration control when torque is detected.

  FIG. 15 shows another scene. FIG. 15 (a) shows the time change of the altitude of the ground on which the electrically assisted vehicle travels, FIG. 15 (b) shows the time change of the speed, and FIG. 15 (c) shows the cumulative rotation amount of the pedal. FIG. 15 (d) shows the time change of the presence or absence of torque, FIG. 15 (e) shows the time change of the control coefficient, and FIG. 15 (f) shows the in-control flag. (ON and OFF) represents a time change. As for the cumulative amount of pedal rotation, the lower side represents the cumulative amount of reverse rotation, and the upper side represents the cumulative amount of forward rotation. As for the presence or absence of torque, there is actually a ripple, but here it is simplified and only the presence or absence is shown.

  FIG. 15 shows a scene where the rider recognizes that the signal has turned red at time t31 while traveling on a flat road and stops the forward rotation of the pedal. That is, no torque is detected at time t31. If it does so, speed will reduce a little, but the passenger who judged that it cannot stop promptly by a signal reversely rotates a pedal at time t32. Then, at the time t32, the in-control flag is turned on, and the cumulative reverse rotation amount of the pedal increases, so that the control coefficient also increases accordingly. However, since the reverse rotation of the pedal is stopped at time t33, the increase in the control coefficient is also stopped. If it does so, speed will reduce gradually by regenerative braking and it will stop with a signal. In this way, the strength of the regenerative brake is adjusted by the magnitude of the reverse rotation of the pedal, and the vehicle can be appropriately decelerated.

  Although the embodiments of the present invention have been described above, the present invention is not limited to these. For example, in the first embodiment, the control coefficient may be set to a lower limit value (for example, 0) according to torque detection as in the second embodiment.

  In the example described above, the pedal rotation sensor 107 and the torque sensor 103 are assumed to be provided separately as disclosed in Japanese Patent No. 5100190, but for example, Japanese Patent Application Laid-Open No. 2012-13626. As disclosed in the publication, the pedal rotation sensor 107 and the torque sensor 103 are integrated, and a sensor having a structure in which torque is calculated from pedal rotation information may be used.

  In the example described above, the control coefficient is calculated without managing the accumulated rotation amount of the pedal. However, the accumulated rotation amount of the pedal is managed, and the control coefficient is calculated according to the accumulated rotation amount of the pedal. The control coefficient may be calculated.

  In addition, a part of the arithmetic unit 1021 may be realized by a dedicated circuit, or the function as described above may be realized by a microprocessor executing a program.

  Further, a part or all of the motor drive controller 102 may be realized by a dedicated circuit, or the function as described above may be realized by a microprocessor executing a program.

  In this case, in the motor drive controller 102, as shown in FIG. 16, a RAM (Random Access Memory) 4501, a processor 4503, a ROM (Read Only Memory) 4507, and a sensor group 4515 are connected via a bus 4519. A program for executing the processing in the present embodiment and an operating system (OS: Operating System) when present are stored in the ROM 4507, and when executed by the processor 4503, the program is read from the ROM 4507. The data is read into the RAM 4501. Note that the ROM 4507 records threshold values and other parameters, and such parameters are also read. The processor 4503 controls the sensor group 4515 described above to acquire a measurement value. Further, data in the middle of processing is stored in the RAM 4501. Note that the processor 4503 may include a ROM 4507, and may further include a RAM 4501. In the embodiment of the present technology, a control program for performing the above-described processing may be stored and distributed on a computer-readable removable disk and written to the ROM 4507 by a ROM writer. Such a computer apparatus has various functions as described above by organically cooperating hardware such as the processor 4503, RAM 4501, and ROM 4507 described above and a program (or OS in some cases). Realize.

  In the motor drive control device according to the present embodiment described above, the rotation direction of the pedal is reversed from (A) the drive control unit that controls the drive of the motor and (B) the pedal rotation sensor that detects the rotation direction of the pedal. And a regeneration control unit that instructs the drive control unit to start regeneration when receiving a signal representing that. In this way, the passenger can easily instruct the start of regeneration.

  In addition, when the regeneration control unit described above instructs to start regeneration, and receives a signal indicating that the rotation direction of the pedal is normal rotation from the pedal rotation sensor, the regeneration is stopped. You may make it instruct | indicate to a drive control part. In this way, the passenger can easily instruct the regeneration stop.

  Further, after the regeneration control unit described above instructs to start the regeneration, when the signal indicating that the torque is detected is received from the torque sensor, the drive control unit is instructed to stop the regeneration. You may make it do. This is because when the torque is detected, if the regeneration is continued, the load on the passenger increases.

  Further, after the regeneration control unit described above gives an instruction to start the regeneration, a control coefficient for the regeneration target amount is calculated according to the rotation amount and the rotation direction of the pedal obtained from the pedal rotation sensor. You may make it have a control coefficient calculation part. In this case, the drive control unit may control the driving of the motor from the regeneration target amount and the control coefficient. In this way, the passenger can appropriately adjust the strength of regeneration.

  Further, after the regeneration control unit described above instructs to start the regeneration, when the rotation direction of the pedal obtained from the pedal rotation sensor is reverse, the rotation amount of the pedal obtained from the pedal rotation sensor is set. Accordingly, the control coefficient for the regeneration target amount is increased, and when the rotation direction of the pedal obtained from the pedal rotation sensor is normal rotation, the control coefficient is decreased according to the rotation amount of the pedal obtained from the pedal rotation sensor. You may make it have a coefficient calculation part. In this case, the drive control unit may control the driving of the motor from the regeneration target amount and the control coefficient. In this way, the passenger can appropriately adjust the strength of regeneration.

  After the regeneration control unit described above instructs to start the regeneration, when it receives a signal indicating that the torque has been detected from the torque sensor, it instructs the drive control unit to stop the regeneration. Anyway. In this way, it is possible to reduce the load on the occupant when a propulsive force is required even during adjustment of the regenerative control amount.

  The pedal rotation sensor and the torque sensor may be integrated. That is, it does not depend on the form of the sensor. Furthermore, an electrically assisted vehicle having such a motor drive control device is also possible.

1201 Control coefficient output unit 1202 Regeneration target calculation unit 1203 Multiplier 1204 PWM code generation unit 1210 Control coefficient calculation unit 1211 Control effective final determination unit

Claims (3)

A drive controller for controlling the drive of the motor;
When a signal indicating that the rotation direction of the pedal is reverse is received from a pedal rotation sensor that detects the rotation direction of the pedal, the drive control unit is instructed to start regeneration and is obtained from the pedal rotation sensor. A forward rotation direction obtained from the pedal rotation sensor after controlling to increase the amount of regeneration according to the increase speed of the rotation phase angle of the pedal in the reverse rotation direction and instructing to start the regeneration. A regeneration control unit that controls a decrease rate of the amount of regeneration according to an increase rate of the rotation phase angle of the pedal at
A motor drive control device. The regeneration control unit is
When the operation panel receives an instruction to shape up mode, the drive control unit, the motor drive control device according to claim 1, wherein instructing the start of regeneration unconditionally. Claim 1 or 2 electrically assisted vehicle having a motor drive control apparatus according.

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