TW201823094A - Regenerative controller for electric motor, regenerative driver for electric motor, and power-assisted vehicle - Google Patents

Regenerative controller for electric motor, regenerative driver for electric motor, and power-assisted vehicle Download PDF

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TW201823094A
TW201823094A TW106146333A TW106146333A TW201823094A TW 201823094 A TW201823094 A TW 201823094A TW 106146333 A TW106146333 A TW 106146333A TW 106146333 A TW106146333 A TW 106146333A TW 201823094 A TW201823094 A TW 201823094A
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regeneration
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electric motor
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TWI652198B (en
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保坂康夫
栁岡太一
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日商太陽誘電股份有限公司
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

To increase the opportunities for recovering regenerative power by wide-range regenerative control in various running states of a power-assisted vehicle. A regenerative controller for an electric motor includes: a wheel rotation detection unit provided on a vehicle and detecting a rotation amount of a wheel that is driven via a crank rotated by human power; a crank rotation detection unit that detects a rotation amount of the crank; and a controller that calculates a first value based on the rotation amount of the wheel, a second value based on the rotation amount of the crank, and control information based on at least the second value among the first value and the second value for regenerative control of a power storage device regeneratively charged by an electric motor that supplies driving power to the wheel, the controller controlling a regeneration amount of the electric motor in accordance with the control information.

Description

電動機之再生控制裝置、電動機之再生驅動裝置、及電動輔助車輛Regeneration control device for electric motor, regenerative driving device for electric motor, and electric auxiliary vehicle

本發明係關於一種電動機之再生控制裝置、電動機之再生驅動裝置、及電動輔助車輛。The invention relates to a regenerative control device for a motor, a regenerative drive device for a motor, and an electric auxiliary vehicle.

於電動輔助自行車等具備電池及馬達之電動輔助車輛中，可利用自二次電池供給之電力驅動馬達，並且將馬達發電之電力再生充電至二次電池中。關於此種再生動作，可藉由使再生控制符合騎乘者之意願而工作，而使騎乘者無不適感地使電動輔助車輛動作。 例如，已知有如下控制方法，即，於制動桿安裝感測器，當感測器檢測到騎乘者對制動進行了操作時，使再生控制工作(專利文獻1)。又，已知有如下控制方法，即，由感測器檢測曲軸之旋轉資訊，於曲軸之轉數未達特定下限值之情形時，且，車速為特定速度以上之情形時，使再生控制工作(專利文獻2)。 [背景技術文獻] [專利文獻] [專利文獻1]日本專利特開平9-254861號公報 [專利文獻2]日本專利第5211181號公報In an electric assist vehicle including a battery and a motor, such as an electric assist bicycle, the motor can be driven by electric power supplied from the secondary battery, and the electric power generated by the motor can be recharged and charged into the secondary battery. Regarding such a regenerative operation, the regenerative control can be operated in accordance with the wishes of the rider, so that the rider can operate the electric assist vehicle without discomfort. For example, a control method is known in which a sensor is mounted on a brake lever, and when the sensor detects that the rider has operated the brake, the regeneration control is activated (Patent Document 1). In addition, a control method is known in which the rotation information of the crankshaft is detected by a sensor, and when the number of revolutions of the crankshaft does not reach a specific lower limit value, and when the vehicle speed is above a specific speed, regeneration control is performed. Work (Patent Document 2). [Background Literature] [Patent Literature] [Patent Literature 1] Japanese Patent Laid-Open No. 9-254861 [Patent Literature 2] Japanese Patent No. 5121181

[發明所欲解決之問題] 然而，專利文獻1之技術中，因僅於騎乘者刻意地使制動作動之情形時再生控制工作，故電力回收限於此時。即，於電動輔助車輛開始慣性行駛後至制動作動為止之期間內不進行再生充電。 又，專利文獻2之技術中，因於曲軸轉數小於特定值之情形時進行再生充電，故需要進行適當之特定值之設定。又，於曲軸之轉數為特定值以上之情形時，再生控制不工作。 因此，本發明之目的在於提供可於電動輔助車輛之各種行駛狀態下，藉由使再生控制於大範圍內工作而增加回收再生電力之機會之電動機之再生控制裝置、電動機之再生驅動裝置及電動輔助車輛。 [解決問題之技術手段] 本發明之一形態之電動機之再生控制裝置包括：車輪旋轉檢測部，其設置於車輛，對通過以人力而旋轉之曲軸所驅動之車輪之旋轉量進行檢測；曲軸旋轉檢測部，其對上述曲軸之旋轉量進行檢測；及控制部，其基於上述車輪之旋轉量算出第1值，且，基於上述曲軸之旋轉量算出第2值，基於上述第1值及上述第2值中之至少上述第2值，算出用以對蓄電裝置進行再生控制之控制資訊，基於上述控制資訊而控制上述電動機之再生量，上述蓄電裝置係通過向上述車輪供給驅動力之電動機而進行再生充電。 此外，本申請所公開之課題及其解決方法根據用以實施發明之形態一欄中之記載及附圖之記載等而明確。 [發明之效果] 根據本發明，可於車輛之各種行駛狀態下藉由使再生控制於大範圍內工作，而增加回收再生電力之機會。[Problems to be Solved by the Invention] However, in the technique of Patent Document 1, the regeneration control operation is performed only when the rider intentionally activates the braking action, so the power recovery is limited to this time. That is, regenerative charging is not performed during the period from when the electric assist vehicle starts coasting to the braking operation. In the technique of Patent Document 2, regenerative charging is performed when the number of revolutions of the crankshaft is less than a specific value, so it is necessary to set an appropriate specific value. When the number of revolutions of the crankshaft is equal to or greater than a specific value, the regeneration control does not work. Therefore, an object of the present invention is to provide a regeneration control device for an electric motor, a regeneration drive device for an electric motor, and an electric motor that can increase the chance of recovering regenerative power by operating the regeneration control in a wide range under various running states of an electric assisted vehicle. Auxiliary vehicle. [Technical means to solve the problem] A regeneration control device for a motor according to an aspect of the present invention includes: a wheel rotation detecting section provided in a vehicle, and detecting a rotation amount of a wheel driven by a crankshaft rotated by human power; The detection unit detects the rotation amount of the crankshaft; and the control unit calculates a first value based on the rotation amount of the wheel, and calculates a second value based on the rotation amount of the crankshaft, based on the first value and the first At least the second value of the two values is used to calculate control information for regenerative control of the power storage device, and to control the regenerative amount of the motor based on the control information. The power storage device is provided by a motor that supplies driving force to the wheels. Regenerative charging. In addition, the subject disclosed in this application and its solution are clarified based on the description in the column of the form for implementing the invention and the description in the drawings. [Effects of the Invention] According to the present invention, it is possible to increase the chance of recovering regenerative electric power by controlling the regeneration to work in a wide range under various driving conditions of the vehicle.

以下，參照適當附圖對本發明之實施形態進行說明。此處，作為電動輔助車輛之一例，對電動輔助自行車進行說明，但本發明不限定於電動輔助自行車。另外，附圖中對共同或類似之構成要素附上相同或類似之參照符號。 [電動輔助自行車之整體構成] 參照圖1，對電動輔助自行車1之整體構成進行說明。圖1係本實施形態中之電動輔助自行車1之外觀圖。如圖1所示，電動輔助自行車1主要包含車架11、車座13、曲軸14、把手17、車輪18、19、二次電池101、控制裝置102及馬達105而構成。二次電池101為蓄電裝置之一例，馬達105相當於電動機。 具體而言，於車架11之一端經由前管12安裝有把手17，於車架11之另一端安裝有車座13。把手17中安裝有：用以使制動作動之制動桿20，檢測騎乘者對制動桿20之操作量之制動感測器104，用以選擇表示利用電動驅動力進行之輔助及再生充電之程度之多個動作模式之操作面板106。 又，車架11上安裝有曲軸14。曲軸14藉由騎乘者之踏力經由踏板15發揮作用而進行旋轉。該曲軸14上設置有：檢測因騎乘者對踏板15之踏入而於曲軸14產生之轉矩之轉矩感測器103，及檢測曲軸14之旋轉之曲軸旋轉感測器108。 車輪18設置於前管12之下端，於未圖示之輪轂內置馬達105。利用該馬達105對車輪18進行旋轉驅動，車輪18之旋轉由安裝於車輪18之前輪旋轉感測器109檢測。以此方式，車輪18及馬達105構成電動驅動機構。本實施形態中，使用無刷直流馬達作為馬達105，亦可使用無刷直流馬達以外之種類之馬達。 車輪19相對於曲軸14配置於車輪18之相反側，經由架設於該車輪與曲軸14之間之鏈條16而傳遞騎乘者之踏力，由此得到旋轉驅動。如此，曲軸14、鏈條16及車輪19構成人力驅動機構。該人力驅動機構亦可具備變速機構。又，亦可代替鏈條16而使用傳動帶。 車架11與車輪19之間裝卸自如地配設有二次電池101。又，二次電池101與車座13之間安裝有控制裝置102。控制裝置102內置控制電路，以基於上述各種感測器之輸出信號，使馬達105電動驅動或再生充電之方式進行控制。如此，控制裝置102作為電動機之再生控制裝置發揮功能。又，馬達105與控制裝置102構成電動機之再生驅動裝置。 [控制裝置之構成] 參照圖2對控制裝置102之構成進行說明。圖2係表示控制裝置102之方塊圖。如圖2所示，控制裝置102具有控制器120、FET(Field Effect Transistor，場效應電晶體)橋接器140。 (FET橋接器) FET橋接器140為作為將來自二次電池101之直流電流供給到馬達105之捲線之反相器而發揮功能之橋接電路，與馬達105之U相、V相及W相對應而具有6個開關。具體而言，FET橋接器140包含：針對馬達105之U相進行開關之高壓側FET(Suh )及低壓側FET(Sul )，針對馬達105之V相進行開關之高壓側FET(Svh )及低壓側FET(Svl )，針對馬達105之W相進行開關之高壓側FET(Swh )及低壓側FET(Swl )。該FET橋接器140構成互補型開關放大器之一部分。本實施形態中，為了使上述FET橋接器140中所含之開關元件導通、斷開而使用PWM(Pulse Width Modulation，脈寬調製)控制。 (控制器) 控制器120基於來自上述各種感測器之輸出信號控制馬達105之動作。控制器120具有運算部121、曲軸旋轉輸入部122(曲軸旋轉檢測部)、前輪旋轉輸入部123(車輪旋轉檢測部)、馬達速度輸入部124、可變延遲電路125、馬達驅動時機產生部126、轉矩輸入部127、制動輸入部128、及AD輸入部129。 運算部121接收操作面板106、曲軸旋轉輸入部122、前輪旋轉輸入部123、馬達速度輸入部124、轉矩輸入部127、制動輸入部128、及AD輸入部129之輸出信號，進行以下敍述之運算，並對馬達驅動時機產生部126及可變延遲電路125輸出指示信號。本實施形態中，運算部121內置有用以儲存運算中使用之各種資料、處理中途之資料等之記憶體130，但記憶體130亦可與運算部130分開設置。另外，就運算部121而言，存在藉由處理器執行程式而實現之情況，該情形時，亦存在該程式記錄於記憶體130之情況。 對運算部121進行詳細說明。運算部121算出與車輪18之旋轉相應之第1值。具體而言，前輪旋轉感測器109若檢測到車輪18之旋轉，則輸出與車輪18之旋轉相應之信號。前輪旋轉輸入部123若接收到來自前輪旋轉感測器109之信號，則根據該信號檢測車輪18之轉數(旋轉量)並輸出至運算部121。然後，運算部121如後述般，基於所接收到之來自前輪旋轉輸入部123之信號算出第1值。 此處，第1值為與車輪18之旋轉相應之值，用於判定馬達105是否進行再生動作。第1值只要為可與後述之第2值進行對比之值即可，例如，包括根據車輪18之旋轉推測之車輛速度(以下稱作車輪速度)、根據車輪18之旋轉推測之行駛距離(第1距離)及將車輪18之旋轉速度換算為曲軸14之旋轉速度之數值。關於作為上述第1值之一例之車輪速度及第1距離之算出方法將進一步進行敍述。 又，運算部121算出與曲軸14之旋轉相應之第2值。具體而言，若曲軸旋轉感測器108檢測到曲軸14之旋轉，則輸出與曲軸14之旋轉相應之信號。曲軸旋轉輸入部122若接收到來自曲軸旋轉感測器108之信號，則根據該信號檢測曲軸14之轉數(旋轉量)並輸出至運算部121。然後，運算部121如後述般，基於所接收到之來自曲軸旋轉輸入部122之信號算出第2值。 此處，第2值為與曲軸14之旋轉相應之值，與上述第1值一併被用於判定是否要進行馬達105之再生動作。第2值只要為可與上述第1值進行對比之值即可，例如，包括根據曲軸14之旋轉推測之車輛速度(以下稱作曲軸速度)、根據曲軸14之旋轉推測之行駛距離(第2距離)及將曲軸14之旋轉速度換算為車輪18之旋轉速度之數值。關於作為此種第2值之一例之曲軸速度及第2距離之算出方法將進一步進行敍述。 又，運算部121基於來自馬達速度輸入部124之信號，算出馬達105之旋轉速度或馬達資訊。本實施形態中，為了檢測馬達105之轉子(未圖示)中之磁極之位置而使用霍爾元件(未圖示)。相應於馬達105之轉子之旋轉而自霍爾元件輸出之霍爾信號由馬達速度輸入部124接收。馬達速度輸入部124根據所接收到之霍爾信號檢測馬達105之轉數並輸出至運算部121。然後，運算部121基於所接收到之來自馬達速度輸入部124之信號算出馬達資訊。馬達資訊係為了控制馬達之動作而加以利用之資訊，例如，包含馬達105之旋轉速度或根據馬達105之轉數推測之行駛速度(以下稱作馬達速度)。 此外，運算部121接收來自轉矩輸入部127、制動輸入部128及AD(Analog-Digital，類比-數位)輸入部129之信號。若進行具體敍述，則轉矩輸入部127自轉矩感測器103接收表示作用於曲軸14之轉矩之轉矩信號，且將該轉矩信號加以數位化而輸出至運算部121。運算部121將該轉矩信號用於例如判定是否可由馬達105進行再生充電。 又，制動輸入部128自制動感測器104接收表示與制動桿20之操作量相應之制動力之制動信號，且將該制動信號加以數位化而輸出至運算部121。運算部121若接收到該制動信號則開始再生動作。運算部121亦可以相應於制動桿20之操作量控制再生充電量之方式，調整再生之制動力。 又，AD輸入部129測量二次電池101之輸出電壓，將所測量到之電壓信號輸出至運算部121。運算部121相應於該電壓信號之值控制二次電池101之充放電。為了防止過充電對二次電池101之損傷，亦可以如下方式進行控制，即，使二次電池101之電壓不會達到特定之上限電壓以上，或若達到特定之上限電壓則不對二次電池101進行充電。又，為了防止過放電對二次電池101之損傷，亦可以如下方式進行控制，即，使二次電池101之電壓不會達到特定之下限電壓以下，或若達到特定之下限電壓則不自二次電池101放電。 又，運算部121接收來自操作面板106之操作信號。操作面板106包括用以顯示車輛速度、二次電池101之剩餘量、後述之動作模式等之顯示部，以及用於動作模式之變更或前照燈之點燈、滅燈之操作按鈕。動作模式表示利用電動驅動力進行之輔助及再生充電之程度，例如按照以下方式設定有多個。 － 強輔助模式：以利用電動驅動力進行之輔助為優先 － 中輔助模式：平衡性佳地使利用電動驅動力進行之輔助與再生充電作動 － 弱輔助模式：增加再生充電之機會 － 斷開：不使馬達動作 運算部121使用所接收到之各種信號進行運算，將作為運算結果之進角值輸出至可變延遲電路125。可變延遲電路125基於自運算部121接收到之進角值調整自馬達105之霍爾元件接收到之霍爾信號之相位，將調整後之霍爾信號輸出至馬達驅動時機產生部126。 又，運算部121將作為運算結果而獲得之、例如相當於PWM之占空比之PWM碼輸出至馬達驅動時機產生部126。馬達驅動時機產生部126基於來自可變延遲電路125之調整後之霍爾信號、與來自運算部121之PWM碼，產生開關信號，並將該開關信號對FET橋接器140中所含之各FET輸出。另外，關於馬達驅動之基本動作，已記載於國際公開第2012/086459號手冊等中，因並非為本實施形態之主要部分，故此處省略說明。 (車輪速度與曲軸速度) 此處，對車輪速度與曲軸速度進行說明。於設想電動輔助自行車1與車輪18之旋轉同步地行駛之情形時，車輪速度表示根據車輪18之旋轉推定之車輛速度。該情形時，設定並無車輪18因打滑等引起空轉之狀況。如上述般，車輪18之旋轉速度例如根據來自前輪旋轉輸入部123之車輪旋轉資訊而獲得，或如本實施形態般於使用車輪18與馬達105一體化之輪轂馬達之情形時根據來自馬達速度輸入部124之霍爾信號而獲得，因而可使用車輪18之旋轉速度與車輪18之直徑算出車輛速度之推定值。該車輪速度之算出係於運算部121中執行。 又，曲軸速度表示根據曲軸14之旋轉而推定之車輛速度。如本實施形態般，於利用曲軸14之旋轉而驅動車輪19之電動輔助自行車1中，若設想曲軸14與車輪19連結而動作之狀態，則可使用曲軸14之旋轉速度與後述之齒輪比而算出車輛速度之推定值。該曲軸速度之算出係於運算部121中執行。 此處，齒輪比可根據基於曲軸旋轉輸入部122之輸出信號之曲軸14之旋轉速度、與上述車輪19之旋轉速度之比率而算出。該齒輪比之算出係於運算部121中執行。或者，亦可自可檢測齒輪比之專用變速機取得所需資訊。 [控制裝置之動作] 參照圖3，對控制裝置102之動作、尤其馬達105之再生控制程序進行說明。圖3係表示再生控制之流程之一例之流程圖。 (再生動作之判定) 如圖3所示，本實施形態中，重複判定是否要執行馬達105之再生動作。該判定係於運算部121中執行。具體而言，步驟S11中，基於來自前輪旋轉輸入部123之車輪旋轉資訊及來自曲軸旋轉輸入部122之曲軸旋轉資訊，而算出車輪速度及曲軸速度後，判定是否滿足如下(式1)。 車輪速度＞曲軸速度＋α1，α1≧0 (式1) 此處，常數α1係表示自車輪速度與曲軸速度中產生速度差後至再生動作工作(接通)為止之裕度之指標，設定為0以上之值。常數α1越大，馬達105之再生動作越不易接通。 或者，亦可代替上述(式1)而使用如下之(式1')。 車輪速度/曲軸速度＞α2，α2≧1 (式1') 此處，常數α2亦係表示自車輪速度與曲軸速度中產生速度差後至再生動作工作(接通)為止之裕度之指標，設定為1以上之值。常數α2越大，馬達105之再生動作越不易接通。 總之，若步驟S11中判定為不滿足(式1)或(式1')，則步驟S12中停止馬達105之再生動作。另一方面，若步驟S11中判定為滿足(式1)或(式1')，則步驟S13中馬達105之再生動作接通。 如此，藉由適當調整α1、α2如此之常數，於車輪速度與曲軸速度之間產生微小之速度差時可立即使再生動作接通，於產生明顯之速度差之情形時亦可使再生動作接通。此處，於執行再生控制時，亦可設定為車輪速度與曲軸速度之速度差越大，再生量越多。 (車輛之行駛狀態與馬達之動作之關係) 參照圖4及圖5，對電動輔助自行車1之行駛狀態與馬達105之動作之關係進行說明。圖4及圖5係表示電動輔助自行車1之行駛狀態與馬達105之動作之關係之示例之表。此處，圖4及圖5中與本實施形態之再生判定進行比較之「基於曲軸之轉數之再生判定(比較例)」是指，將表示以曲軸之轉數未達特定轉數(例如若換算為曲軸速度，則為時速6 km)、即將曲軸14事實上未旋轉作為判定基準之一之再生判定方法。另外，本實施形態與比較例之馬達105之「驅動動作」係於同一車輪速度、同一曲軸速度及同一曲軸轉矩之條件下進行。 具體而言，圖4及圖5中表示，將電動輔助自行車1之行駛狀態根據車輪速度、曲軸速度及曲軸轉矩這3個要素之差異而分類為實例(case)1～實例6這6個形態，針對各實例進行或不進行再生及驅動之動作。另外，實例1～實例3中，作為再生動作之判定式之上述(式1)之常數α1設定為例如時速3 km，實例4～實例6中，常數α1例如設定為時速6 km。 實例1中，車輪速度為時速20 km，曲軸速度為時速20 km，曲軸轉矩為10 Nm，電動輔助自行車1處於伴隨起動之加速狀態，或利用騎乘者之踏力而繞行。該狀態下，實施馬達105之驅動動作，於比較例中、本實施形態中均不進行再生動作。 實例2中，車輪速度為時速20 km，曲軸速度為時速15 km，曲軸轉矩為0 Nm，電動輔助自行車1進行慣性行駛。該狀態下，馬達105之驅動動作停止。又，關於再生動作，於比較例中並未實施，而於本實施形態中，因滿足上述(式1)，故執行之。實例2中，典型而言表示電動輔助自行車1剛自繞行行駛轉變成慣性行駛後之狀態，例如沿坡道開始下降之狀態，本實施形態中，即便於此種狀態下亦能捕捉到再生充電之機會，從而執行再生動作。 實例3中，車輪速度為時速20 km，曲軸速度為時速5 km，曲軸轉矩為0 Nm，電動輔助自行車1於曲軸14之旋轉接近停止之狀態下進行慣性行駛。該狀態下，馬達105之驅動動作停止，再生動作於比較例中、本實施形態中均執行。 實例4中，車輪速度為時速30 km，曲軸速度為時速30 km，曲軸轉矩為10 Nm，車輛利用騎乘者之踏力而繞行。該狀態下，馬達105之驅動動作停止，再生動作於比較例中、本實施形態中均不進行。 實例5中，車輪速度為時速30 km，曲軸速度為時速20 km，曲軸轉矩為0 Nm，電動輔助自行車1轉變成慣性行駛。因此，該實例中，與實例2同樣地，馬達105之驅動動作停止。於比較例中不執行再生動作，但於本實施形態中，因滿足上述(式1)，故執行之。本實施形態中，曲軸14自相對快速旋轉之階段起開始再生充電，因而獲得較大之再生電力之機會增加。 實例6中，車輪速度為時速30 km，曲軸速度為時速24 km，曲軸轉矩為0 Nm，雖與實例5相比，曲軸14旋轉較快，但電動輔助自行車1處於慣性行駛之狀態。該實例中，亦與實例5同樣地，馬達105之驅動動作停止，再生動作於比較例中不實施，但於本實施形態中，因滿足上述(式1)，故執行之。惟於實例5與實例6中，亦可以曲軸速度越大則再生量越小之方式調整馬達105。曲軸速度較大意味著騎乘者有意加速，因而認為較佳為抑制伴隨再生動作之再生制動力。 (一連串行駛與再生充電之關係) 參照圖6，對自電動輔助自行車1之起動到慣性行駛之一連串行駛中進行再生充電之情況進行說明。圖6係表示電動輔助自行車1之行駛狀態與馬達105之再生充電之關係之示例之曲線圖。另外，圖6中「比較例」係指圖4及圖5中與本實施形態之再生判定進行比較之「基於曲軸之轉數之再生判定(比較例)」。又，圖6中之再生充電量隨著曲軸速度降低而增加，於曲軸速度為等於0之程度時為最大。 圖6中，電動輔助自行車1於時刻t0起動並加速，於時刻t1轉變成定速下之繞行，於時刻t2轉變成慣性行駛，然後，於時刻t7使行駛速度降低至特定速度(例如時速3 km)。自時刻t0到時刻t2，本實施形態中、比較例中均不進行再生充電。再生充電於自時刻t2開始之慣性行駛中實施，關於再生充電之開始時期，本實施形態要早於比較例。 若進行具體說明，則本實施形態中之再生充電於車輪速度與曲軸速度之間產生常數α1之速度差之時刻t2開始，且伴隨曲軸速度之下降而增加。然後，於曲軸速度降低至等於0之時刻t6，再生充電量為最大，到車輪速度降低至特定速度之時刻t7為止，以最大之再生充電量進行再生動作。另一方面，比較例之再生充電係於曲軸速度降低至特定速度之時刻t5開始，於時刻t6再生充電量為最大，到時刻t7為止，以最大之再生充電量進行再生動作。於時刻t7以後，本實施形態中、比較例中均不進行再生動作。 圖6中之一連串行駛之過程中所再生之電力量與由表示本實施形態及比較例中之再生充電量之各曲線及時間軸所包圍之面積相等。因此，本實施形態中之再生充電較之比較例，再生出大了相當於面積之差分之電力量。此結果於本實施形態中如上述實例2、實例5、實例6般由增加再生之機會而引起。 (再生充電量之調節) 參照圖7及圖8，對再生充電量之調節方法進行說明。圖7係表示於車輪速度及曲軸速度之間之速度差上加上(式1)之常數α1所得之值、與再生充電量之關係之示例之曲線圖。圖8係表示車輪速度相對於曲軸速度之比例、與再生充電量之關係之示例之曲線圖。 具體而言，圖7之特性線C11表示以如下方式控制馬達105，即，若滿足由上述(式1)提供之判定條件，則以最大再生量進行再生充電。因此，相對於以下敍述之特性線C12～C18，再生頻率最多，可增加再生量。另外，依據圖8之特性線C21之馬達105之控制中亦可獲得相同之效果。 又，圖7中之特性線C12中，於滿足由上述(式1)提供之判定條件之情形時，自某特定之再生量y11(＞0)開始再生充電。然後，以與速度差成比例之方式增加再生量，若產生特定之速度差x12以上之速度差，則以特定之最大再生量進行再生充電。因此，特性線C12中，再生頻率僅次於特性線C11多。因再生制動力伴隨再生量而增大，故再生開始時之騎乘者之不適感較特性線C11少，乘坐感變佳。另外，依據圖8之特性線C22之馬達105之控制中亦可獲得相同之效果。 又，圖7中之特性線C13中，於滿足由上述(式1)提供之判定條件之情形時，再生量之變化量以伴隨速度差而減小之方式增加。雖具有接近特性線C12之效果，但較之特性線C12，再生量之急劇變化少，因此，再生制動力之急劇變化亦少，因此，不適感較特性線C12少。另外，於依據圖8之特性線C23之馬達105之控制中亦可獲得相同之效果。 又，圖7中之特性線C14中，即便滿足由上述(式1)提供之判定條件，亦不會立即進行再生動作，當達到特定之速度差x12(＞x11)時，以特定之最大再生量進行再生充電。圖7所示之控制例中之再生頻率最少，因此再生制動力產生之頻率亦少，因而，對行駛性能之影響少。另外，於依據圖8之特性線C24之馬達105之控制中亦可獲得相同之效果。 又，圖7中之特性線C15中，即便滿足由上述(式1)提供之判定條件，亦不會使再生立即工作。達到某特定之速度差x11(＞0)後才開始再生充電。因此，再生頻率僅次於特性線C14少。又，因自再生開始再生量逐漸增加，故再生開始時之騎乘者之不適感較特性線C14少，乘坐感變佳。另外，依據圖8之特性線C25之馬達105之控制中亦可獲得相同之效果。 又，圖7中之特性線C16中，於滿足由上述(式1)提供之判定條件之情形時，再生量之變化量以隨速度差一併增大之方式(例如n次函數般；n＞1)增加。速度差較少時，再生量較少。雖具有接近特性線C15之效果，但較之特性線C15，再生量之急劇變化少，因此再生制動力之急劇變化亦少，因此，較之特性線C15，不適感減少。另外，依據圖8之特性線C26之馬達105之控制中亦可獲得相同之效果。 又，圖7中之特性線C17中，於滿足由上述(式1)提供之判定條件之情形時，再生量以與速度差成比例地增大之方式增加。特性線C17中之比例常數，即C17之斜率可設定為任意之值。依據特性線C17之控制於上述特性線C11～C16中，係再生量與行駛性之平衡性最中間之控制。另外，於依據圖8之特性線C27之馬達105之控制中亦可獲得相同之效果。 又，圖7中之特性線C18與特性線C17相比，若速度差不較之特定速度x11大則不開始再生充電，因而再生頻率減少。再生開始後自某特定之再生量y11開始再生充電，因而雖具有接近特性線C15之效果，但再生量較特性線C15多。另外，依據圖8之特性線C28之馬達105之控制中亦可獲得相同之效果。 如此，於依據圖7之特性線C11～C13及圖8之特性線C21～C23之控制中，具有再生頻率多，再生量亦多之優點。因此，基於該等特性線之控制適合於期望延長利用二次電池101之一次充電所可行駛之距離之騎乘者、或關心環境問題之騎乘者。又，依據圖7之特性線C14～C16、C18及圖8之特性線C24～C26、C28之控制之特徵因再生頻率少、再生量亦少，故對行駛性之影響少。因此，該控制可以說係適合於以乘坐感為優先之騎乘者之控制方法。又，依據圖7之特性線C17及圖8之特性線C27之控制如上述般，再生量與行駛性之平衡性優異。藉由準備上述特性不同之再生模式，而可實施符合騎乘者之喜好或行駛狀態之再生控制。 如以上，本實施形態中，並非以騎乘者之制動操作為契機，即便非特意地使再生動作運轉，再生控制之頻率亦增加。又，可選擇並設定對於騎乘者而言無不適感地使再生控制工作之特性線C11～C18、C21～C28中之任一個。又，可藉由調整踏板15之蹬踏情況而調整再生充電量。其結果，回收之電力增加，因而可期待每一次充電之行駛距離之提高。進而，即便減少二次電池101之容量，亦可維持行駛距離或使用時間，因而亦可期待裝置之小型輕量化或成本削減。 [變化例1] 參照圖9對本實施形態之變化例1進行說明。圖9表示變化例1中之再生控制之流程之流程圖。變化例1與上述實施形態之不同之處在於再生控制之流程。由此，以下，以再生控制之流程為中心進行說明。 於步驟S21中判定是否滿足上述(式1)，於不滿足之情形時，關於在步驟S22中停止再生動作，與上述本實施形態之步驟S11、S12相同。於滿足上述(式1)之情形時，於步驟S23中判定車輛速度(例如車輪速度)是否為特定速度以上。此處提及之特定速度例如為時速3 km般之低速。又，於車輛速度為特定速度以上之情形時，於步驟S24中執行再生動作，另一方面，於車輛速度未達特定速度之情形時，轉變成步驟S22，停止再生動作。重複進行上述各步驟。 若低速行駛時進行再生動作，則因再生制動力而電動輔助自行車1減速，當欲使電動輔助自行車1停止時，停止位置之微調變得困難。以可利用騎乘者之制動操作之微調而停止之方式，且以低速行駛中不進行再生動作之方式進行控制。又，當騎乘者手推電動輔助自行車1時，亦可避免伴隨再生動作之再生制動力作用於電動輔助自行車1。 [變化例2] 參照圖10對本實施形態之變化例2進行說明。圖10係表示變化例2中之再生控制之流程之流程圖。變化例2與變化例1同樣地，再生控制之流程方面與本實施形態不同，因而仍然以再生控制之流程為中心進行說明。 變化例2中，係於變化例1中之再生控制之流程中附加輔助模式(動作模式)之判定。即，於步驟S31中判定是否滿足上述(式1)，於不滿足之情形時，於步驟S32中停止再生動作，又，於滿足上述(式1)之情形時，於步驟S33中判定車輛速度是否為特定速度以上，此方面與變化例1相同。又，於車輛速度為特定速度以上之情形時，進一步於步驟S34中判定是否設定為弱輔助模式(特定之模式)。於判定為設定為弱輔助模式時，執行再生動作，另一方面，於設定為弱輔助模式以外之動作模式之情形時，轉變成步驟S32，而停止再生動作。重複進行上述各步驟。 於如此設定為弱輔助模式(特定之模式)之情形時進行再生動作，由此可進行符合騎乘者之意向之極細微之馬達控制。此處，於步驟S34中判定是否為特定之一個輔助模式，而於設定多個輔助模式中之任一個模式之情形時，亦可進行再生動作。例如，於選擇了推測騎乘者希望以省電力動作之弱輔助模式或中輔助模式時，亦可進行再生。 [變化例3] 參照圖11，對本實施形態之變化例3進行說明。圖11係表示變化例3中之再生控制之流程之流程圖。變化例3與變化例1、變化例2同樣地，再生控制之流程方面與本實施形態不同，因而仍然以再生控制之流程為中心進行說明。 變化例3中，係於變化例2中之再生控制之流程中附加後述之(式2)之判定。即，於步驟S41中判定是否滿足上述(式1)，於不滿足之情形時，於步驟S42中停止再生動作，於滿足上述(式1)之情形時，於步驟S43中判定車輛速度是否為特定速度以上，又，於車輛速度為特定速度以上之情形時，於步驟S44中判定是否設定為弱輔助模式(特定之模式)，該方面與變化例2相同。又，若判定為設定為弱輔助模式，則於步驟S45中，判定以下之(式2)。 上次曲軸速度＋α3≧此次曲軸速度，α3≧0 (式2) 若判定滿足上述(式2)，則於步驟S46中執行再生動作，另一方面，於不滿足(式2)之情形時，轉變成步驟S42，停止再生動作。又，於步驟S47中更新了曲軸速度後再次執行上述各步驟。 此處，藉由將常數α3設定為適當之值，而可於產生了曲軸速度增加如此之變化之情形時停止再生動作。於不滿足(式2)時，即最新之曲軸速度上升時，因為騎乘者有加速之意願，故可以藉由停止再生而符合騎乘者之意圖之方式進行再生控制。 [變化例4] 參照圖12～圖14對本實施形態之變化例4進行說明。圖12係表示變化例4中再生充電量之時間變化之示例之曲線圖。圖13係表示變化例4中每單位時間之再生充電量、與車輪速度及曲軸速度之間之差分之時間變化之關係之示例之曲線圖。圖14係表示變化例4中之再生控制之流程之流程圖。變化例4中，為了抑制再生制動力引起之急劇之減速，而新導入通過速率(through rate)之概念。此處，通過速率被規定為再生充電量每單位時間所可變化之比例。以下，以通過速率為中心進行說明。 例如騎乘者於緊急停止蹬踏踏板15之動作之情形時，再生控制緊急工作，而產生急劇之減速感。因此，變化例4中，於使再生控制工作時設定通過速率，根據車輪速度與曲軸速度之差分之時間變化調整通過速率之設定值，由此緩和因再生制動而引起衝擊。 例如可對上述圖7之特性線C11～C18及圖8之特性線C21～C28中決定之再生量設定通過速率。另外，通過速率可僅用於特定之設定值，亦可自多個設定值中選擇使用。設定多個通過速率，由此可進行適合於騎乘者之行為之再生控制，從而可期待提高乘坐感。 (通過速率之示例) 參照圖12對通過速率之示例進行說明。圖12中，橫軸表示時刻t，縱軸表示每單位時間之再生量(通過速率)，且示出了表示不同之8組通過速率之示例之特性線C31～C34。以下，依次對特性線C31～C34進行說明。 特性線C31及C32於通過速率之設定值為0%～100%為止與時刻t成比例地變化方面相同。然而，該等特性線自時刻t0到最大之再生量為止之時間內有所不同，特性線C31中於時刻t1，特性線C32中於時刻t2分別達到最大之再生量。因而t1＜t2，較之特性線C31，特性線C32到達再生量100%之時間長。即，特性線C31表示再生量較特性線C32急劇之變化。該急劇之再生量之變化因於短時間內獲得了較大之再生量或制動力，故特性線C31適合於喜歡此種特性之騎乘者。另一方面，於再生量之變化較特性線C31少之特性線C32中，可期待伴隨再生制動力之不適感少之動作。 又，亦可如特性線C33及C34般設定特定之(offset)。即，特性線C33及C34中，於時刻t0，再生量自0%上升到y31%[0＜y31＜100]後，再生量與時刻t成比例地增加，於時刻t1或時刻t2(＞t1)到達最大之再生量。如此，特性線C33及C34中，較之特性線C31、C32，自初動開始便進行再生量較多之控制，因而適合於期望迅速地獲得強再生量或制動力之騎乘者。又，較之特性線C33，特性線C34到達再生量100%之時間更長，因而與特性線C31、C32之關係同樣地，於重視再生量與制動力之情形時宜使用特性線C33，於重視騎乘者之不適感之減輕之情形時宜使用特性線C34。 接下來，對特性線C35、C36進行說明。特性線C33、C34中，再生量於特定之偏移後呈線性地增加，特性線C35、C36表示再生量中無偏移且呈曲線或非線性之增加。因此，較之特性線C33、C34，特性線C35、C36之再生量增加時之制動力之變化相對小，因而可期待乘坐感之提高。另外，特性線C35、C36間之不同之處在於到最大再生量為止之時刻t1、t2(t1＜t2)，與特性線C31、C32之關係同樣地，於重視再生量與制動力之情形時宜使用特性線C35，於重視騎乘者之不適感之減輕之情形時宜使用特性線C36。 特性線C37、C38中，與特性線C35、C36同樣地表示再生量呈曲線性增加。然而，特性線C37、C38中，再生開始時之再生量之增加比例相對較小，隨時間而大幅增加再生量。因此，藉由採用特性線C37、C38而可期待進一步緩和制動之變化。 特性線C39中，通過速率為非實質之動作。該情形時，可更急劇地獲得再生量或制動力。 如此，可使用線性、曲線性、有偏移等各種通過速率。選擇哪一個通過速率之設定可基於騎乘者之指示，亦可如後述般，根據行駛狀態並利用運算部121而適當地進行。 (通過速率之選擇方法) 參照圖13及圖14，對通過速率之選擇程序之一例進行說明。此處，於選擇通過速率時，使用以下敍述之值(第3值)a1。 首先，算出某時刻t0(例如當前之時刻)之車輪速度v0(Tire)與曲軸速度v0(Crank)之間之差分v0(Tire－Crank)，和較時刻t0更早之時刻t1之車輪速度v1(Tire)與曲軸速度v1(Crank)之間之差分v1(Tire－Crank)之差△v(Tire－Crank)，如以下之(式3)般，將該速度差△v(Tire－Crank)除以時間△t(＝t0－t1)而獲得時間微分，由此算出具有加速度之維數之值a1。 a1＝[{v0(Tire)－v0(Crank)}－{v1(Tire)－v1(Crank)}]/△t ＝[v0(Tire－Crank)－v1(Tire－Crank)}]/△t＝△v(Tire－Crank)/△t …(式3) 以下，有時將具有加速度之維數之值a1稱作加速度。 而且，圖13中之特性線C42例中，將如上述般算出之值a1與預先設定之臨限值a1(th)進行比較，若值a1未達臨限值a1(th)或為臨限值a1(th)以上，使通過速率成階段狀地變化。即，當值a1為臨限值a1(th)以上時，選擇通過速率1，又，當值a1未達臨限值a1(th)時，選擇再生量之增加比例少於通過速率1之通過速率2。另外，亦可設定多個臨限值a1(th)。 又，於如上述般選擇通過速率之情形時，選擇通過速率之程序如圖14般推進。即，步驟S51中，將如上述般算出之最新之值a1與臨限值a1(th)進行比較。於值a1大於臨限值a1(th)之情形時，程序進入到步驟S52，設定通過速率1。另一方面，於值a1未達臨限值a1(th)之情形時，於步驟S53中設定通過速率2。又，於算出最新之值a1時執行上述步驟S51～S54。 或者，亦可如圖13之特性線C41般，以通過速率與值a1成比例地增加之方式設定通過速率。 (依據行駛實例之通過速率之選擇例) 依據行駛實例對通過速率之選擇例進行說明。此處，利用圖13之特性線C42，將臨限值a1(th)設為2.45[m/s2 ](約0. 25 G)。 第1行駛實例為如下情況，即，以車輪速度15[km/h]、曲軸速度15[km/h]行駛之車輛於1秒後變為車輪速度15[km/h]、曲軸速度0[km/h]。該實例相當在於固定行駛中曲軸急減速之情況，認為騎乘者故意減速之可能性較高。因此，該情形時，應快速地起動再生制動。 此時，為△v(Tire－Crank)＝15－0＝15[km/h]，△t＝1[s]，a1≒4.17[m/s2 ]。因此，為a1≧a1(th)，選擇通過速率1。 第2行駛實例為如下情況，即，以車輪速度15[km/h]、曲軸速度15[km/h]行駛之車輛於1秒後變為車輪速度15[km/h]、曲軸速度10[km/h]。該實例相當在於固定行駛中曲軸緩慢減速之情況，認為存在騎乘者非故意減速之可能性。因此，該情形時，應緩慢地起動再生制動。 此時，為△v(Tire－Crank)＝15－10＝5[km/h]，△t＝1[s]，a1≒1.39[m/s2 ]。因此，a1＜a1(th)，選擇通過速率2。 如此，若於固定行駛中使曲軸急減速，則選擇快速地達到最大值之通過速率，若使曲軸緩慢減速，則選擇相對慢地達到最大值之通過速率。 如此，可一直與當前之值a1相應地選擇通過速率並加以使用。不過，亦可連續地使用一次選擇之通過速率直到滿足特定之條件為止。例如，亦可使用一次選擇之通過速率直到再生量達到最大為止。或者，亦可將一次選擇之通過速率持續使用固定時間。據此，即便因例如沿不良道路等行駛而速度之快速變化持續，亦不會相應地產生通過速率選擇，從而可期待降低不適感或提高乘坐感。 [變化例5] 參照圖15及圖16對本實施形態之變化例5進行說明。圖15係表示變化例5中每單位時間之再生充電量與不同時刻下之曲軸速度彼此之差分之時間變化之關係之示例的、與圖13相同之曲線圖。圖16係表示變化例5中之再生控制之流程之、與圖14相同之流程圖。 變化例5與變化例4同樣地，每單位時間之再生充電量(通過速率)發生變化。然而，於通過速率之選擇係根據不同時刻下之曲軸速度彼此之變化量而進行這一方面與變化例4有所不同。由此，以該方面為中心來進行說明。 變化例5中，於通過速率選擇時，不使用車輪速度而僅利用曲軸速度。具體而言，使用不同之時刻t0、t1(t0＜t1)下之曲軸速度v0(Crank)、v1(Crank)來求出速度差△v(Crank)，如以下(式4)般除以時間△t(＝t1－t0)(取時間微分)，由此，求出曲軸加速度a(Crank)。該曲軸加速度相當於第3值。 [v1(Crank)－v0(Crank)]/△t＝△v(Crank)/△t＝a(Crank) …(式4) 此處，將通過速率選擇之臨限值設為a(Crank)(TH)。 與變化例4同樣地，依據行駛實例對通過速率之選擇例進行說明。此處，利用圖15之特性線C52，將臨限值a(Crank)(TH)設為2.45[m/s2 ](約0.25 G)。 作為第1行駛實例，考慮曲軸速度自15[km/h]1秒後變為0[km/h]之情況，即，曲軸14急減速之情況。此時，為曲軸加速度a(Crank)≒4.17 m/s2 。因a(Crank)≧a(Crank)(TH)，故選擇通過速率1'。 作為第2行駛實例，考慮曲軸速度自15[km/h]1秒後變為10[km/h]之情況，即，曲軸14緩慢減速之情況。此時，為a(Crank)≒1.39 m/s2 。因a(Crank)＜a(Crank)(TH)，故選擇通過速率2'。 如此，變化例5中，若於固定行駛中使曲軸急減速，則選擇快速地達到最大值之通過速率，若使曲軸緩慢減速，則選擇相對較慢地達到最大值之通過速率。 變化例5中亦可選擇多個通過速率。該情形時，關於選擇之組合，亦可根據電動輔助自行車1之行駛模式等而改變。例如，於設定弱輔助模式之情形時，存在騎乘者重視節能行駛之可能性，因而亦可以再生量之增加比例增多之方式設定通過速率。若列舉一例，則亦可利用曲軸加速度a(Crank)切換由特性線C35、C36表示之通過速率。相反地，於設定強輔助模式之情形時，存在騎乘者重視行駛性能之可能性，因而亦可以再生量之增加比例減少之方式設定通過速率。若列舉一例，則利用曲軸加速度a(Crank)切換由特性線C37、C38表示之通過速率。 作為其他例，亦可根據車輛之特徵或車種來選擇通過速率。例如，於輪胎直徑大之車輛或運動型車輛等中重視行駛性能，除此以外亦可重視再生性能。 [變化例6] 直至變化例5為止，至少著眼於曲軸速度而控制再生動作，但亦可著眼於其以外之關係進行控制。變化例6中，使用根據車輪18之旋轉推定之行駛距離(第1距離)、與根據曲軸14之旋轉推定之行駛距離(第2距離)之關係。即，變化例6中，將與車輪18之旋轉相應之累積值、和與曲軸14之旋轉相應之累積值加以比較，當與車輪18之旋轉相應之累積值更大時進行再生動作。 若進行具體敍述，則於騎乘者之踏力作用於曲軸14之狀態下，根據車輪18之旋轉推定之累積行駛距離、與根據曲軸14之旋轉推定之累積行駛距離一致。另一方面，於騎乘者之踏力不作用於曲軸14之狀態下，根據車輪18之旋轉推定之累積行駛距離大於根據曲軸14之旋轉推定之累積值。因此，該狀態下進行再生。 車輪18之旋轉資訊可自車輪旋轉感測器109中取得。又，曲軸14之旋轉資訊可自曲軸旋轉感測器108中取得。因此，例如，前輪旋轉輸入部123接收自車輪旋轉感測器109輸出之脈衝信號，作為表示車輪18之轉數之脈衝資訊而發送至運算部121，於運算部121中累積脈衝資訊，算出相當於行駛距離之資訊。同樣地，曲軸旋轉輸入部122接收自曲軸旋轉感測器108輸出之脈衝信號，作為表示曲軸14之轉數之脈衝資訊而發送至運算部121，於運算部121中累積脈衝資訊，算出與行駛距離相當之值。藉由將如此所算出之累積值利用運算部121加以比較而控制再生。其他隨附之控制亦可與利用了車輪速度與曲軸速度之比較之實施形態同樣地實施。 [總結] 如以上說明般，電動機之再生控制裝置1包括：前輪旋轉感測器109，其設置於電動輔助自行車1，對通過利用人力而旋轉之曲軸14所驅動之車輪19之旋轉量進行檢測；曲軸旋轉感測器108，其對曲軸14之旋轉量進行檢測；以及運算部120，其基於車輪19之旋轉量算出第1值，且，基於曲軸14之旋轉量算出第2值，基於第1值及第2值中之至少第2值，算出用以對二次電池101進行再生控制之控制資訊，基於該控制資訊控制馬達105之再生量，上述二次電池101係藉由向車輪19供給驅動力之馬達105而進行再生充電。此處，第1值亦可為表示基於車輪19之旋轉量算出之速度之值(車輪速度)，第2值亦可為表示基於曲軸14之旋轉量算出之速度之值(曲軸速度)。或者，第1值亦可為表示基於車輪19之旋轉量算出之距離之值(第1距離)，第2值亦可為表示基於曲軸14之旋轉量算出之距離之值(第2距離)。根據該實施形態，可增加再生之機會，可效率佳地再生電力。因此，可延長二次電池101之每一次充電之行駛距離。 又，運算部120亦可以如下方式控制馬達105，即，若第1值(車輪速度或第1距離)相對於第2值(曲軸速度或第2距離)之比例大於特定比例，則對二次電池101進行再生充電。例如，車輪速度相對於曲軸速度之比率因曲軸速度之變化所受到之變動，於電動輔助自行車1進行高速行駛時，要小於電動輔助自行車1進行低速行駛時。因此，電動輔助自行車1以越高之速度行駛，上述比率高於特定比例之機會越少，再生之機會越少，因而於想要重視行駛性之情形時有效。 又，運算部120亦可以如下方式控制馬達105，即，隨著第1值(車輪速度或第1距離)相對於第2值(曲軸速度或第2距離)之比例大於特定比例，對二次電池101之再生充電量增大。根據該實施形態，可增加再生實現之電力回收量。因此，可減少騎乘者之不適感且增多再生電力，因而可兼顧乘坐感與再生電力。 又，運算部120亦可以如下方式控制馬達105，即，若第1值(車輪速度或第1距離)相對於第2值(曲軸速度或第2距離)之比例超過特定比例，則對二次電池101之再生充電量為特定量。根據該實施形態，若例如車輪速度相對於曲軸速度之比例超過特定比例，則可以最大之充電量再生。因此，於明顯之坡道等可有效地發揮功能，並且對行駛性之影響少。 又，運算部120亦可以如下方式控制馬達105，即，若第1值(車輪速度或第1距離)大於第2值(曲軸速度或第2距離)，則對二次電池101進行再生充電。根據該實施形態，低速行駛時高速行駛時均可以特定之速度差進行再生控制之判定。因此，高速行駛時再生動作容易工作，因而於想要重視再生性能時有效。 又，運算部120亦可以如下方式控制馬達105，即，隨著第1值(車輪速度或第1距離)與第2值(曲軸速度或第2距離)之差分增大，而對二次電池101之再生充電量增大。根據該實施形態，可增加由再生實現之電力回收量。因此，可減少騎乘者之不適感且增多再生電力，因而可兼顧乘坐感與再生電力。 又，運算部120亦可以如下方式控制馬達105，即，若第1值(車輪速度或第1距離)與第2值(曲軸速度或第2距離)之差分超過特定值，則對二次電池101之再生充電量為特定量。根據該實施形態，因為係充分之速度差，故可以最大之充電量再生。因此，於明顯之坡道等可有效地發揮功能，並且對行駛性之影響較少。 又，運算部120亦可以如下方式控制馬達105，即，若第1值(車輪速度)為表示未達特定速度之值，則停止對二次電池101之再生充電。或者，運算部120亦可以如下方式控制馬達105，即，若第1值(第1距離)為表示未達特定距離之值，則停止對二次電池101之再生充電。根據該實施形態，當騎乘者想要停止電動輔助自行車1時，容易進行停止位置之微調。又，當騎乘者手推電動輔助自行車1時，可停止再生動作，而防止由再生制動力引起之阻力之增加。 又，運算部120亦可以如下方式控制馬達105，即，基於表示第1值(車輪速度或第1距離)與第2值(曲軸速度或第2距離)之差分之每特定時間之變化量之第3值a1，馬達105之再生量之增加之比例(通過速率)發生變化。於使再生控制工作時設定通過速率，相應於車輪速度與曲軸速度之差分之時間變化調整通過速率之設定值，由此可緩與再生制動引起之衝擊。例如，運算部120以如下方式控制馬達105，即，若第3值a1大於基準值a1(th)，則馬達105之再生量以第1比例(通過速率1)增加，且以如下方式控制馬達105，即，若第3值a1小於基準值a1(th)，則馬達105之再生量以小於第1比例之第2比例(通過速率2)增加。或者，運算部120亦可以如下方式控制馬達105，即，隨著第3值a1增大，馬達105之再生量之增加之比例(通過速率)增加。 又，運算部120亦可以如下方式控制馬達105，即，基於表示第1時刻t1之第2值(曲軸速度或第2距離)與比第1時刻t1更早之第2時刻t0之第2值(曲軸速度或第2距離)之差分之每特定時間之變化量之第3值a(Crank)，馬達105之再生量之增加之比例(通過速率)發生變化。於使再生控制工作時設定通過速率，相應於不同時刻下之曲軸速度彼此之差分之時間變化調整通過速率之設定值，由此可緩和由再生制動引起之衝擊。例如，運算部120亦可以如下方式控制馬達105，即，若第3值a(Crank)大於基準值a(Crank)(TH)，則馬達105之再生量以第1比例(通過速率1')增加，亦可以如下方式控制馬達105，即，若第3值a(Crank)小於基準值a(Crank)(TH)，則馬達105之再生量以小於第1比例(通過速率1')之第2比例(通過速率2')增加。或者，運算部120以亦可以如下方式控制馬達105，即，隨著第3值a(Crank)增大，馬達105之再生量之增加之比例(通過速率)增加。 又，運算部120亦可以如下方式控制馬達105，即，於選擇了表示馬達105之動作形態之多個模式中之特定模式之情形時，對二次電池101進行再生充電。根據該實施形態，可反映騎乘者之意願，且乘坐感提高。 或者，為具備馬達105及控制裝置102之電動機之再生驅動裝置。或者，為具備車輛本體及上述電動機之再生驅動裝置之電動輔助自行車1。根據該實施形態，因可增加再生之機會，故可效率佳地再生電力。因此，可延長二次電池101之每一次充電之行駛距離。 以上，對本發明之實施形態進行了說明，但本發明不限於此。上述各構件之原材料、形狀及配置只不過用以實施本發明之實施形態，只要不脫離發明之主旨，則可進行種變更。 例如，本實施形態中利用馬達105對無人力驅動之車輪18進行電力驅動，但馬達105亦可使由人力驅動之車輪19旋轉驅動。Hereinafter, embodiments of the present invention will be described with reference to appropriate drawings. Here, the electric assist bicycle is described as an example of the electric assist vehicle, but the present invention is not limited to the electric assist bicycle. In addition, the same or similar reference signs are attached to common or similar components in the drawings. [Overall Configuration of Electric Power-assisted Bicycle] The overall configuration of the electric-assisted bicycle 1 will be described with reference to FIG. 1. FIG. 1 is an external view of an electric assist bicycle 1 in this embodiment. As shown in FIG. 1, the electric assist bicycle 1 mainly includes a frame 11, a seat 13, a crankshaft 14, a handle 17, wheels 18, 19, a secondary battery 101, a control device 102, and a motor 105. The secondary battery 101 is an example of a power storage device, and the motor 105 corresponds to a motor. Specifically, a handle 17 is attached to one end of the frame 11 via a front pipe 12, and a seat 13 is attached to the other end of the frame 11. The handle 17 is provided with a brake lever 20 for activating the brake, and a brake sensor 104 for detecting the amount of operation of the brake lever 20 by the rider, for selecting the degree of auxiliary and regenerative charging using electric driving force. Operation panel 106 of a plurality of operation modes. A crankshaft 14 is attached to the frame 11. The crankshaft 14 is rotated by the pedaling force of the rider via the pedal 15. The crankshaft 14 is provided with a torque sensor 103 that detects a torque generated on the crankshaft 14 by a rider's stepping on the pedal 15 and a crankshaft rotation sensor 108 that detects the rotation of the crankshaft 14. The wheel 18 is disposed at the lower end of the front pipe 12, and a motor 105 is built in a wheel hub (not shown). The motor 105 is used to rotationally drive the wheel 18, and the rotation of the wheel 18 is detected by a front wheel rotation sensor 109 mounted on the wheel 18. In this way, the wheels 18 and the motor 105 constitute an electric drive mechanism. In this embodiment, a brushless DC motor is used as the motor 105, and a motor other than a brushless DC motor may be used. The wheel 19 is disposed on the opposite side of the wheel 18 with respect to the crankshaft 14, and the rider's pedaling force is transmitted through a chain 16 that is bridged between the wheel and the crankshaft 14, thereby obtaining rotational driving. In this way, the crankshaft 14, the chain 16, and the wheels 19 constitute a human power driving mechanism. This human power driving mechanism may be provided with a speed change mechanism. Alternatively, a transmission belt may be used instead of the chain 16. A secondary battery 101 is detachably disposed between the frame 11 and the wheel 19. A control device 102 is mounted between the secondary battery 101 and the seat 13. The control device 102 has a built-in control circuit for controlling the motor 105 to be electrically driven or recharged based on the output signals of the various sensors described above. In this way, the control device 102 functions as a regeneration control device for the motor. The motor 105 and the control device 102 constitute a regenerative driving device for the electric motor. [Configuration of Control Device] The configuration of the control device 102 will be described with reference to FIG. 2. FIG. 2 is a block diagram showing the control device 102. As shown in FIG. 2, the control device 102 includes a controller 120 and a Field Effect Transistor (FET) bridge 140. (FET Bridge) The FET bridge 140 is a bridge circuit that functions as an inverter that supplies DC current from the secondary battery 101 to the winding of the motor 105, and corresponds to the U-phase, V-phase, and W of the motor 105 And has 6 switches. Specifically, the FET bridge 140 includes a high-side FET (S uh ) and a low-side FET (S ul ) that switch for the U-phase of the motor 105, and a high-side FET (S vh ) that switches for the V-phase of the motor 105. ) And low-side FET (S vl ), a high-side FET (S wh ) and a low-side FET (S wl ) that switch the W phase of the motor 105. The FET bridge 140 forms part of a complementary switching amplifier. In this embodiment, in order to turn on and off the switching elements included in the FET bridge 140, PWM (Pulse Width Modulation) control is used. (Controller) The controller 120 controls the operation of the motor 105 based on output signals from the various sensors described above. The controller 120 includes a computing unit 121, a crank rotation input unit 122 (a crank rotation detection unit), a front wheel rotation input unit 123 (a wheel rotation detection unit), a motor speed input unit 124, a variable delay circuit 125, and a motor drive timing generation unit 126. , Torque input section 127, brake input section 128, and AD input section 129. The computing unit 121 receives output signals from the operation panel 106, the crank rotation input unit 122, the front wheel rotation input unit 123, the motor speed input unit 124, the torque input unit 127, the brake input unit 128, and the AD input unit 129, and performs the following descriptions. The calculation is performed, and an instruction signal is output to the motor drive timing generating unit 126 and the variable delay circuit 125. In the present embodiment, the computing unit 121 has a built-in memory 130 for storing various data used in calculations, data during processing, and the like, but the memory 130 may be provided separately from the computing unit 130. In addition, the computing unit 121 may be implemented by a processor executing a program. In this case, the program may be recorded in the memory 130. The calculation unit 121 will be described in detail. The calculation unit 121 calculates a first value corresponding to the rotation of the wheel 18. Specifically, if the front wheel rotation sensor 109 detects the rotation of the wheel 18, it outputs a signal corresponding to the rotation of the wheel 18. When the front wheel rotation input unit 123 receives a signal from the front wheel rotation sensor 109, it detects the number of rotations (rotation amount) of the wheel 18 based on the signal and outputs it to the computing unit 121. Then, the calculation unit 121 calculates a first value based on the signal received from the front wheel rotation input unit 123 as described later. Here, the first value is a value corresponding to the rotation of the wheel 18 and is used to determine whether the motor 105 is performing a regeneration operation. The first value may be a value that can be compared with a second value described later, and includes, for example, a vehicle speed estimated from the rotation of the wheel 18 (hereinafter referred to as a wheel speed), and a travel distance estimated from the rotation of the wheel 18 (the 1 distance) and the value obtained by converting the rotation speed of the wheel 18 into the rotation speed of the crankshaft 14. The calculation method of the wheel speed and the first distance, which are examples of the first value, will be further described. The calculation unit 121 calculates a second value corresponding to the rotation of the crankshaft 14. Specifically, if the rotation of the crankshaft 14 is detected by the crankshaft rotation sensor 108, a signal corresponding to the rotation of the crankshaft 14 is output. When the crankshaft rotation input unit 122 receives a signal from the crankshaft rotation sensor 108, it detects the number of revolutions (amount of rotation) of the crankshaft 14 based on the signal and outputs it to the computing unit 121. Then, the calculation unit 121 calculates a second value based on the signal received from the crankshaft rotation input unit 122 as described later. Here, the second value is a value corresponding to the rotation of the crankshaft 14 and is used to determine whether or not the regeneration operation of the motor 105 is to be performed together with the first value. The second value may be a value that can be compared with the above-mentioned first value. For example, the second value includes a vehicle speed estimated from the rotation of the crankshaft 14 (hereinafter referred to as a crank speed), and a travel distance estimated from the rotation of the crankshaft 14 (second Distance) and the value obtained by converting the rotational speed of the crankshaft 14 into the rotational speed of the wheels 18. The calculation method of the crank speed and the second distance as an example of such a second value will be further described. The calculation unit 121 calculates the rotation speed of the motor 105 or the motor information based on a signal from the motor speed input unit 124. In this embodiment, a Hall element (not shown) is used in order to detect the position of a magnetic pole in a rotor (not shown) of the motor 105. The Hall signal output from the Hall element according to the rotation of the rotor of the motor 105 is received by the motor speed input section 124. The motor speed input section 124 detects the number of rotations of the motor 105 based on the received Hall signal and outputs the detected number to the computing section 121. Then, the calculation unit 121 calculates motor information based on the signal received from the motor speed input unit 124. The motor information is information used for controlling the operation of the motor, and includes, for example, the rotation speed of the motor 105 or a running speed estimated from the number of revolutions of the motor 105 (hereinafter referred to as a motor speed). In addition, the arithmetic unit 121 receives signals from the torque input unit 127, the brake input unit 128, and the AD (Analog-Digital) input unit 129. To put it concretely, the torque input unit 127 receives a torque signal indicating the torque acting on the crankshaft 14 from the torque sensor 103, and digitizes the torque signal to output the calculation unit 121. The arithmetic unit 121 uses this torque signal to determine, for example, whether or not the motor 105 can perform regenerative charging. In addition, the brake input unit 128 receives a brake signal indicating a braking force corresponding to the operation amount of the brake lever 20 from the brake sensor 104, and digitizes the brake signal to output it to the computing unit 121. When the computing unit 121 receives the braking signal, it starts a regeneration operation. The computing unit 121 may also adjust the regenerative braking force in a manner of controlling the regenerative charge amount in accordance with the operation amount of the brake lever 20. The AD input unit 129 measures the output voltage of the secondary battery 101 and outputs the measured voltage signal to the computing unit 121. The arithmetic unit 121 controls the charging and discharging of the secondary battery 101 according to the value of the voltage signal. In order to prevent the secondary battery 101 from being damaged by overcharging, control may also be performed in such a manner that the voltage of the secondary battery 101 does not exceed a specific upper limit voltage, or if the specific upper limit voltage is reached, the secondary battery 101 is not affected. Charge it. In addition, in order to prevent the secondary battery 101 from being damaged by over-discharge, it may be controlled in such a manner that the voltage of the secondary battery 101 does not reach below a certain lower limit voltage, or if it reaches a certain lower limit voltage, it is not The secondary battery 101 is discharged. The computing unit 121 receives an operation signal from the operation panel 106. The operation panel 106 includes a display section for displaying the vehicle speed, the remaining amount of the secondary battery 101, an operation mode to be described later, and the like, and operation buttons for changing the operation mode or turning on or off the headlights. The operation mode indicates the degree of assisting and regenerative charging using electric driving force. For example, a plurality of operation modes are set as follows. -Strong assist mode: Priority is given to assist using electric drive power.-Medium assist mode: The assist and regenerative charge using electric drive force are actuated with good balance.-Weak assist mode: increase the chance of regenerative charging.-Disconnect: The motor operation calculation unit 121 is not caused to perform calculations using various signals received, and the timing value as a calculation result is output to the variable delay circuit 125. The variable delay circuit 125 adjusts the phase of the Hall signal received from the Hall element of the motor 105 based on the timing value received from the arithmetic unit 121, and outputs the adjusted Hall signal to the motor drive timing generation unit 126. In addition, the calculation unit 121 outputs a PWM code obtained as a result of the calculation, for example, a duty cycle corresponding to PWM to the motor drive timing generation unit 126. The motor drive timing generating unit 126 generates a switching signal based on the adjusted Hall signal from the variable delay circuit 125 and the PWM code from the computing unit 121, and applies the switching signal to each of the FETs included in the FET bridge 140. Output. The basic operation of the motor drive is described in International Publication No. 2012/086459 and the like. Since it is not a main part of this embodiment, the description is omitted here. (Wheel Speed and Crankshaft Speed) Here, the wheel speed and the crankshaft speed will be described. In a case where the electric assist bicycle 1 is traveling in synchronization with the rotation of the wheel 18, the wheel speed indicates the vehicle speed estimated from the rotation of the wheel 18. In this case, it is assumed that there is no situation where the wheels 18 are idling due to slipping or the like. As described above, the rotation speed of the wheel 18 is obtained, for example, based on the wheel rotation information from the front wheel rotation input unit 123, or is input based on the speed from the motor when a wheel hub motor integrated with the wheel 18 and the motor 105 is used as in this embodiment. The Hall signal of the unit 124 is obtained, and thus the estimated value of the vehicle speed can be calculated using the rotation speed of the wheel 18 and the diameter of the wheel 18. The calculation of the wheel speed is performed in the calculation unit 121. The crankshaft speed indicates a vehicle speed estimated based on the rotation of the crankshaft 14. As in this embodiment, in the electric assist bicycle 1 in which the wheels 19 are driven by the rotation of the crankshaft 14, if the crankshaft 14 and the wheels 19 are connected and operated, the rotation speed of the crankshaft 14 and a gear ratio to be described later can be used. Calculate the estimated value of the vehicle speed. The calculation of the crankshaft speed is performed in the calculation unit 121. Here, the gear ratio can be calculated from the ratio of the rotation speed of the crankshaft 14 based on the output signal of the crankshaft rotation input section 122 to the rotation speed of the wheels 19. The calculation of the gear ratio is performed in the calculation unit 121. Alternatively, the required information can also be obtained from a dedicated transmission that can detect the gear ratio. [Operation of Control Device] With reference to Fig. 3, the operation of the control device 102, especially the regeneration control program of the motor 105 will be described. FIG. 3 is a flowchart showing an example of the flow of the regeneration control. (Judgment of Regeneration Operation) As shown in FIG. 3, in this embodiment, it is repeatedly determined whether or not the regeneration operation of the motor 105 is to be performed. This determination is performed by the arithmetic unit 121. Specifically, in step S11, the wheel speed and the crankshaft speed are calculated based on the wheel rotation information from the front wheel rotation input section 123 and the crankshaft rotation information from the crankshaft rotation input section 122, and it is determined whether or not the following (Equation 1) is satisfied. Wheel speed ＞ Crankshaft speed + α1, α1 ≧ 0 (Equation 1) Here, the constant α1 is an index indicating the margin from the speed difference between the wheel speed and the crankshaft speed until the regenerative operation (on) is set. It is set to 0. The value above. The larger the constant α1, the more difficult it is to turn on the regeneration operation of the motor 105. Alternatively, instead of the above-mentioned (Expression 1), the following (Expression 1 ') may be used. Wheel speed / crankshaft speed> α2, α2 ≧ 1 (Equation 1 ') Here, the constant α2 is also an index indicating the margin from the speed difference between the wheel speed and the crankshaft speed until the regenerative operation (on). Set to a value of 1 or more. The larger the constant α2, the more difficult it is to turn on the regeneration operation of the motor 105. In short, if it is determined in step S11 that (Expression 1) or (Expression 1 ') is not satisfied, the regeneration operation of the motor 105 is stopped in Step S12. On the other hand, if it is determined in step S11 that (Expression 1) or (Expression 1 ') is satisfied, the regeneration operation of the motor 105 is turned on in Step S13. In this way, by appropriately adjusting constants such as α1 and α2, the regenerative operation can be turned on immediately when a slight speed difference occurs between the wheel speed and the crankshaft speed, and the regenerative operation can be connected when a significant speed difference occurs. through. Here, when the regeneration control is performed, the larger the speed difference between the wheel speed and the crank speed, the larger the regeneration amount may be set. (Relationship between running state of vehicle and operation of motor) The relationship between the running state of the electric assist bicycle 1 and the operation of the motor 105 will be described with reference to FIGS. 4 and 5. 4 and 5 are tables showing examples of the relationship between the running state of the electric assist bicycle 1 and the operation of the motor 105. Here, the "regeneration determination based on the number of revolutions of the crankshaft (comparative example)" which is compared with the regeneration determination of this embodiment in Figs. 4 and 5 means that the number of revolutions of the crankshaft does not reach a specific number of revolutions (for example, If converted into crankshaft speed, the speed is 6 km / h), that is, a regeneration determination method in which the crankshaft 14 is not actually rotated as one of the determination criteria. The "driving operation" of the motor 105 of this embodiment and the comparative example is performed under the same wheel speed, the same crankshaft speed, and the same crankshaft torque. Specifically, FIG. 4 and FIG. 5 show that the running state of the electric assist bicycle 1 is classified into six cases 1 to 6 according to the difference between the three factors of wheel speed, crank speed, and crank torque. Form, with or without regeneration and driving for each instance. In addition, in Example 1 to Example 3, the constant α1 of the above-mentioned (Expression 1), which is the determination formula for the regeneration operation, is set to, for example, a speed of 3 km per hour, and in Examples 4 to 6, the constant α1 is set to, for example, a speed of 6 km per hour. In Example 1, the wheel speed is 20 km / h, the crank speed is 20 km / h, and the crank torque is 10 Nm. The electric assist bicycle 1 is in an acceleration state accompanied by starting, or uses the rider's pedaling force to make a detour. In this state, the driving operation of the motor 105 is performed, and neither the comparative example nor the present embodiment performs the regeneration operation. In Example 2, the wheel speed is 20 km / h, the crank speed is 15 km / h, the crank torque is 0 Nm, and the electric assist bicycle 1 performs inertial driving. In this state, the driving operation of the motor 105 is stopped. Regarding the regeneration operation, it was not implemented in the comparative example, but in the present embodiment, it satisfies the above-mentioned (Expression 1), so it is executed. In Example 2, typically, the state of the electric assist bicycle 1 is changed from self-circling to inertial driving, such as a state of starting to descend along a slope. In this embodiment, regeneration can be captured even in this state. Opportunity to recharge, thereby performing a regeneration action. In Example 3, the wheel speed is 20 km / h, the crank speed is 5 km / h, and the crank torque is 0 Nm. The electric assist bicycle 1 performs inertial driving in a state where the rotation of the crank 14 is almost stopped. In this state, the driving operation of the motor 105 is stopped, and the regeneration operation is performed in both the comparative example and the present embodiment. In Example 4, the wheel speed is 30 km / h, the crank speed is 30 km / h, and the crank torque is 10 Nm. The vehicle uses the rider's pedaling force to make a detour. In this state, the driving operation of the motor 105 is stopped, and the regeneration operation is not performed in either the comparative example or the present embodiment. In Example 5, the wheel speed is 30 km / h, the crank speed is 20 km / h, and the crank torque is 0 Nm. The electric assist bicycle 1 is converted to inertial driving. Therefore, in this example, as in Example 2, the driving operation of the motor 105 is stopped. In the comparative example, the playback operation is not performed, but in the present embodiment, the above-mentioned (Expression 1) is satisfied, so it is executed. In this embodiment, the crankshaft 14 starts regenerative charging from the stage of relatively fast rotation, so the chance of obtaining a larger regenerative power increases. In Example 6, the wheel speed is 30 km / h, the crankshaft speed is 24 km / h, and the crankshaft torque is 0 Nm. Although the crankshaft 14 rotates faster than Example 5, the electric assist bicycle 1 is in an inertial driving state. In this example, as in Example 5, the driving operation of the motor 105 is stopped, and the regenerative operation is not performed in the comparative example. However, in this embodiment, since the above-mentioned (Expression 1) is satisfied, it is executed. However, in Examples 5 and 6, the motor 105 can also be adjusted in such a manner that the larger the crankshaft speed, the smaller the regeneration amount. A large crankshaft speed means that the rider intends to accelerate, so it is considered preferable to suppress the regenerative braking force accompanying the regenerative action. (Relationship between a series of running and regenerative charging) With reference to FIG. 6, a case where regenerative charging is performed in a series of running from the start of the electric assist bicycle 1 to inertial running will be described. FIG. 6 is a graph showing an example of the relationship between the running state of the electric assist bicycle 1 and the regenerative charging of the motor 105. In addition, the "comparative example" in FIG. 6 means the "regeneration determination (comparative example) based on the number of revolutions of the crankshaft") which is compared with the regeneration determination of the present embodiment in Figs. 4 and 5. In addition, the regenerative charge amount in FIG. 6 increases as the crankshaft speed decreases, and becomes maximum when the crankshaft speed is equal to zero. In FIG. 6, the electric assist bicycle 1 starts and accelerates at time t0, changes to a detour at a constant speed at time t1, changes to inertial driving at time t2, and then reduces the driving speed to a specific speed (for example, an hourly speed) at time t7. 3 km). From time t0 to time t2, no regenerative charging is performed in this embodiment or the comparative example. Regenerative charging is carried out during inertia running from time t2. Regarding the start time of regenerative charging, this embodiment is earlier than the comparative example. To explain in detail, the regenerative charging in the present embodiment starts at time t2 when a speed difference between the wheel speed and the crank speed is constant α1, and increases as the crank speed decreases. Then, at the time t6 when the crankshaft speed is reduced to equal to zero, the regenerative charge amount is the maximum, and until the time t7 when the wheel speed is reduced to the specific speed, the regenerative operation is performed with the maximum regenerative charge amount. On the other hand, the regenerative charging of the comparative example starts at time t5 when the crankshaft speed is reduced to a specific speed, and the regenerative charge amount is maximum at time t6, and the regenerative operation is performed with the maximum regenerative charge amount at time t7. After time t7, no regeneration operation is performed in this embodiment or the comparative example. The amount of electric power regenerated during a series of running in FIG. 6 is equal to the area enclosed by each curve and time axis representing the amount of regenerative charge in this embodiment and the comparative example. Therefore, compared with the comparative example, the regenerative charging in this embodiment regenerates a large amount of power equivalent to the difference in area. This result is caused in this embodiment by increasing the chance of regeneration as in the above-mentioned Example 2, Example 5, and Example 6. (Adjustment of the amount of regenerative charge) A method of adjusting the amount of regenerative charge will be described with reference to FIGS. 7 and 8. FIG. 7 is a graph showing an example of the relationship between the value obtained by adding the constant α1 of (Expression 1) to the speed difference between the wheel speed and the crank speed, and the amount of regenerative charge. FIG. 8 is a graph showing an example of the relationship between the ratio of wheel speed to crankshaft speed and the amount of regenerative charge. Specifically, the characteristic line C11 in FIG. 7 indicates that the motor 105 is controlled in such a manner that, if the determination condition provided by the above-mentioned (Expression 1) is satisfied, regenerative charging is performed at the maximum regenerative amount. Therefore, compared with the characteristic lines C12 to C18 described below, the reproduction frequency is the largest, and the reproduction amount can be increased. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C21 of FIG. 8. Further, in the characteristic line C12 in FIG. 7, when the determination condition provided by the above-mentioned (Expression 1) is satisfied, regeneration charging is started from a certain regeneration amount y11 (> 0). Then, the regeneration amount is increased in a manner proportional to the speed difference, and if a specific speed difference x12 or more is generated, the regeneration charging is performed with a specific maximum reproduction amount. Therefore, the characteristic line C12 has more reproduction frequencies than the characteristic line C11. Since the regenerative braking force increases with the amount of regeneration, the discomfort of the rider at the beginning of regeneration is less than the characteristic line C11, and the riding feeling becomes better. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C22 of FIG. 8. In addition, in the characteristic line C13 in FIG. 7, when the determination condition provided by the above-mentioned (Expression 1) is satisfied, the amount of change in the reproduction amount increases so as to decrease with the speed difference. Although it has the effect of approaching the characteristic line C12, compared with the characteristic line C12, there is less rapid change in the regenerative amount, and therefore, there is also less rapid change in the regenerative braking force, so the discomfort is less than the characteristic line C12. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C23 of FIG. 8. In addition, in the characteristic line C14 in FIG. 7, even if the determination condition provided by the above (formula 1) is satisfied, the regeneration operation will not be performed immediately. When a specific speed difference x12 (> x11) is reached, the regeneration is performed at a specific maximum. Amount for regenerative charging. In the control example shown in FIG. 7, the regenerative frequency is the smallest, and therefore the frequency of regenerative braking force is also small, so the influence on the driving performance is small. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C24 of FIG. 8. In addition, in the characteristic line C15 in FIG. 7, even if the determination condition provided by the above-mentioned (Expression 1) is satisfied, the regeneration does not work immediately. Only after a certain speed difference x11 (> 0) is reached does the regeneration charge begin. Therefore, the reproduction frequency is lower than the characteristic line C14. In addition, since the amount of regeneration has gradually increased since the beginning of regeneration, the rider's discomfort at the beginning of regeneration is less than the characteristic line C14, and the riding feeling is improved. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C25 of FIG. 8. Further, in the characteristic line C16 in FIG. 7, when the determination condition provided by the above-mentioned (Expression 1) is satisfied, the amount of change in the regeneration amount is increased in accordance with the speed difference (for example, as an n-th order function; n > 1) Increase. When the speed difference is small, the reproduction amount is small. Although it has the effect of approaching the characteristic line C15, compared with the characteristic line C15, there is less rapid change in the regeneration amount, and therefore there is less rapid change in the regenerative braking force. Therefore, compared to the characteristic line C15, the discomfort is reduced. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C26 in FIG. 8. Further, in the characteristic line C17 in FIG. 7, when the determination condition provided by the above-mentioned (Expression 1) is satisfied, the reproduction amount is increased so as to increase in proportion to the speed difference. The proportionality constant in the characteristic line C17, that is, the slope of C17 can be set to an arbitrary value. The control according to the characteristic line C17 is among the above characteristic lines C11 to C16, and is the control with the most intermediate balance between the regeneration amount and the running performance. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C27 of FIG. 8. Further, when the characteristic line C18 in FIG. 7 is compared with the characteristic line C17, if the speed difference is not greater than the specific speed x11, regenerative charging is not started, so the regenerative frequency is reduced. After the regeneration is started, the charging starts from a specific regeneration amount y11. Although it has the effect of approaching the characteristic line C15, the regeneration amount is more than the characteristic line C15. In addition, the same effect can be obtained in the control of the motor 105 according to the characteristic line C28 of FIG. 8. In this way, in the control according to the characteristic lines C11 to C13 of FIG. 7 and the characteristic lines C21 to C23 of FIG. 8, there are advantages of having a large number of regeneration frequencies and a large amount of regeneration. Therefore, the control based on these characteristic lines is suitable for a rider who desires to extend the distance that the secondary battery 101 can travel on a single charge, or a rider who is concerned about environmental issues. In addition, the control characteristics based on the characteristic lines C14 to C16 and C18 in FIG. 7 and the characteristic lines C24 to C26 and C28 in FIG. 8 have a small effect on driving performance because of a small frequency of regeneration and a small amount of regeneration. Therefore, this control can be said to be a control method suitable for a rider who prioritizes riding feel. The control according to the characteristic line C17 in FIG. 7 and the characteristic line C27 in FIG. 8 is as described above, and the balance between the regeneration amount and the running property is excellent. By preparing a regeneration mode with different characteristics as described above, it is possible to implement a regeneration control according to the rider's preferences or the driving state. As described above, in the present embodiment, the braking operation of the rider is not used as an opportunity, and even if the regeneration operation is unintentionally operated, the frequency of the regeneration control is increased. In addition, any one of the characteristic lines C11 to C18 and C21 to C28 for causing the rider to operate the regeneration control without discomfort can be selected and set. In addition, the amount of regenerative charging can be adjusted by adjusting the pedaling condition of the pedal 15. As a result, the amount of recovered electric power is increased, so that the driving distance per charge can be expected to increase. Furthermore, even if the capacity of the secondary battery 101 is reduced, the driving distance and the use time can be maintained, and therefore the device can be expected to be reduced in size and weight or cost reduction. [Modification 1] A modification 1 of this embodiment will be described with reference to Fig. 9. FIG. 9 is a flowchart showing the flow of the regeneration control in the first modification. The difference between the first modification and the above embodiment lies in the flow of the regeneration control. Therefore, the following description focuses on the flow of the regeneration control. In step S21, it is determined whether the above-mentioned (Expression 1) is satisfied. If it is not satisfied, the stop of the regeneration operation in step S22 is the same as steps S11 and S12 of the present embodiment described above. When the condition (Expression 1) is satisfied, it is determined in step S23 whether the vehicle speed (for example, the wheel speed) is equal to or higher than a specific speed. The specific speed mentioned here is, for example, a low speed of 3 km per hour. When the vehicle speed is equal to or higher than the specific speed, the regeneration operation is performed in step S24. On the other hand, when the vehicle speed does not reach the specific speed, the process proceeds to step S22 to stop the regeneration operation. Repeat the above steps. When the regenerative operation is performed at a low speed, the electric assist bicycle 1 is decelerated due to the regenerative braking force. When the electric assist bicycle 1 is to be stopped, fine adjustment of the stop position becomes difficult. It is controlled so that it can be stopped by the fine adjustment of the rider's braking operation, and it is controlled so that the regeneration operation is not performed during low speed driving. In addition, when the rider pushes the electric assist bicycle 1 by hand, it is also possible to prevent the regenerative braking force accompanying the regeneration action from acting on the electric assist bicycle 1. [Modification 2] A modification 2 of this embodiment will be described with reference to Fig. 10. FIG. 10 is a flowchart showing the flow of the regeneration control in the second modification. The modification 2 is the same as the modification 1 in that the flow of the regeneration control is different from that of the present embodiment. Therefore, the description will focus on the flow of the regeneration control. Modification 2 is a determination of an auxiliary mode (operation mode) added to the flow of the regeneration control in Modification 1. That is, in step S31, it is determined whether the above-mentioned (formula 1) is satisfied. If it is not satisfied, the regeneration operation is stopped in step S32, and when the above-mentioned (formula 1) is satisfied, the vehicle speed is determined in step S33. This point is the same as that of the modification 1 whether or not it is above a specific speed. When the vehicle speed is equal to or higher than the specific speed, it is further determined in step S34 whether or not the vehicle is set to the weak assist mode (specific mode). When it is determined that the weak assist mode is set, the regeneration operation is performed. On the other hand, when it is set to an operation mode other than the weak assist mode, the process proceeds to step S32 and the regeneration operation is stopped. Repeat the above steps. In the case where the weak assist mode (specific mode) is set in this way, extremely fine motor control can be performed in accordance with the intention of the rider. Here, it is determined in step S34 whether or not it is a specific one of the auxiliary modes, and when any one of a plurality of auxiliary modes is set, a regeneration operation may be performed. For example, regeneration may be performed when a weak assist mode or a mid assist mode which is supposed to be operated by the rider with power saving is selected. [Modification 3] A modification 3 of this embodiment will be described with reference to Fig. 11. FIG. 11 is a flowchart showing a flow of the regeneration control in the third modification. The modification 3 is the same as the modification 1 and the modification 2 in that the flow of the regeneration control is different from that of the present embodiment. Therefore, the description will focus on the flow of the regeneration control. In Modification 3, a judgment of (Expression 2) described later is added to the flow of the regeneration control in Modification 2. That is, it is determined in step S41 whether the above-mentioned (formula 1) is satisfied. If it is not satisfied, the regeneration operation is stopped in step S42. When the above-mentioned (formula 1) is satisfied, it is determined in step S43 whether the vehicle speed is When the vehicle speed is equal to or higher than the specific speed, it is determined in step S44 whether or not the weak assist mode (specific mode) is set. This point is the same as that of the second modification. When it is determined that the weak assist mode is set, the following (Expression 2) is determined in step S45. Last crankshaft speed + α3 ≧ this time crankshaft speed, α3 ≧ 0 (Expression 2) If it is determined that the above (Expression 2) is satisfied, the regeneration operation is performed in step S46. On the other hand, when (Expression 2) is not satisfied In step S42, the playback operation is stopped. After the crankshaft speed is updated in step S47, the above steps are performed again. Here, by setting the constant α3 to an appropriate value, it is possible to stop the regeneration operation when such a change in the crankshaft speed increases. When (Expression 2) is not satisfied, that is, when the latest crankshaft speed is increased, the rider has a willingness to accelerate, so regeneration control can be performed by stopping the regeneration in accordance with the rider's intention. [Modification 4] A modification 4 of this embodiment will be described with reference to Figs. 12 to 14. FIG. 12 is a graph showing an example of a temporal change in the amount of regenerative charge in Modification 4. FIG. FIG. 13 is a graph showing an example of the relationship between the amount of regenerative charge per unit time and the time change of the difference between the wheel speed and the crankshaft speed in Modification 4. FIG. FIG. 14 is a flowchart showing a flow of a regeneration control in a modification 4. FIG. In the fourth modification, the concept of a through rate is newly introduced in order to suppress the sharp deceleration caused by the regenerative braking force. Here, the passing rate is defined as a ratio that can be changed per unit time of the recharge amount. The following description will focus on the passing rate. For example, when the rider stops the operation of pedaling the pedal 15 in an emergency, the regeneration control performs an emergency operation, and a sharp deceleration feeling is generated. Therefore, in Modification 4, the pass rate is set when the regenerative control is operated, and the set value of the pass rate is adjusted according to the time change of the difference between the wheel speed and the crankshaft speed, thereby alleviating the shock caused by the regenerative braking. For example, the pass rate can be set for the regeneration amounts determined in the characteristic lines C11 to C18 of FIG. 7 and the characteristic lines C21 to C28 of FIG. In addition, the pass rate can only be used for a specific set value, and can also be selected from multiple set values. By setting a plurality of passing rates, it is possible to perform regeneration control suitable for the behavior of the rider, and it is expected to improve the riding feeling. (Example of Pass Rate) An example of the pass rate will be described with reference to FIG. 12. In FIG. 12, the horizontal axis represents time t, and the vertical axis represents the regeneration amount (passing rate) per unit time, and characteristic lines C31 to C34 showing examples of eight different passing rates are shown. Hereinafter, the characteristic lines C31 to C34 will be described in order. The characteristic lines C31 and C32 are the same in that the set value of the passing rate changes from 0% to 100% in proportion to time t. However, these characteristic lines are different from the time t0 to the maximum regeneration amount. The characteristic line C31 reaches the maximum regeneration amount at time t1 and the characteristic line C32 reaches the maximum regeneration amount at time t2, respectively. Therefore, t1 <t2, compared with the characteristic line C31, the time for the characteristic line C32 to reach 100% of the regeneration amount is longer. That is, the characteristic line C31 indicates a sharp change in the reproduction amount from the characteristic line C32. This rapid change in the regeneration amount is due to a large regeneration amount or braking force obtained in a short time, so the characteristic line C31 is suitable for a rider who likes this characteristic. On the other hand, in the characteristic line C32 in which the change in the regeneration amount is smaller than the characteristic line C31, an operation with less discomfort due to the regenerative braking force can be expected. Moreover, a specific offset may be set like the characteristic lines C33 and C34. That is, in the characteristic lines C33 and C34, at time t0, the reproduction amount increases from 0% to y31% [0 <y31 <100], the reproduction amount increases in proportion to time t, and at time t1 or time t2 (> t1 ) Reached the maximum regeneration amount. As described above, among the characteristic lines C33 and C34, compared with the characteristic lines C31 and C32, the regeneration amount is controlled more from the beginning of the operation. Therefore, the characteristics lines C33 and C34 are suitable for a rider who desires to obtain a strong regeneration amount or braking force quickly. In addition, compared with the characteristic line C33, the characteristic line C34 has a longer time to reach the regeneration amount of 100%. Therefore, similar to the relationship between the characteristic lines C31 and C32, the characteristic line C33 should be used when the regeneration amount and braking force are important. Use the characteristic line C34 when the rider's discomfort is reduced. Next, the characteristic lines C35 and C36 will be described. In the characteristic lines C33 and C34, the regeneration amount increases linearly after a specific offset, and the characteristic lines C35 and C36 indicate that there is no offset in the regeneration amount and increases in a curve or non-linearly. Therefore, compared with the characteristic lines C33 and C34, the change of the braking force when the regeneration amount of the characteristic lines C35 and C36 is increased is relatively small, so that the improvement in riding feeling can be expected. In addition, the difference between the characteristic lines C35 and C36 is that the time t1, t2 (t1 <t2) until the maximum regeneration amount is the same as the relationship between the characteristic lines C31 and C32, and it is appropriate when the regeneration amount and braking force are valued. The characteristic line C35 is used, and it is suitable to use the characteristic line C36 when it is important to reduce the discomfort of the rider. In the characteristic lines C37 and C38, similarly to the characteristic lines C35 and C36, it is shown that the reproduction amount increases in a curve. However, in the characteristic lines C37 and C38, the increase rate of the regeneration amount at the start of regeneration is relatively small, and the regeneration amount is greatly increased with time. Therefore, by adopting the characteristic lines C37 and C38, it is expected that the change in braking can be further alleviated. In the characteristic line C39, the passing speed is an insubstantial operation. In this case, the regeneration amount or braking force can be obtained more abruptly. In this way, various passing rates such as linearity, curvilinearity, and offset can be used. The setting of which one of the passing rates is selected may be based on the rider's instruction, or may be appropriately performed by the computing unit 121 according to the running state as described later. (Selection Method of Pass Rate) An example of a pass selection process will be described with reference to FIGS. 13 and 14. Here, when selecting the passing rate, the value (third value) a1 described below is used. First, calculate the difference v0 (Tire-Crank) between the wheel speed v0 (Tire) and the crankshaft speed v0 (Crank) at a time t0 (for example, the current time), and the wheel speed v1 at time t1 earlier than time t0. The difference Δv (Tire-Crank) between the difference v1 (Tire-Crank) between the (Tire) and the crankshaft speed v1 (Crank) is as follows (Expression 3), and the speed difference Δv (Tire-Crank) is Divide by time Δt (= t0-t1) to obtain a time differential, and thereby calculate a value a1 having a dimension of acceleration. a1 = [{v0 (Tire) -v0 (Crank)}-{v1 (Tire) -v1 (Crank)}] / △ t = [v0 (Tire-Crank) -v1 (Tire-Crank)}] / △ t = △ v (Tire-Crank) / △ t (Equation 3) Hereinafter, a value a1 having a dimension of acceleration may be referred to as acceleration. Furthermore, in the example of the characteristic line C42 in FIG. 13, the value a1 calculated as described above is compared with a preset threshold a1 (th), and if the value a1 does not reach the threshold a1 (th) or is a threshold The value a1 (th) or more changes the passing rate stepwise. That is, when the value a1 is greater than the threshold a1 (th), the pass rate 1 is selected, and when the value a1 does not reach the threshold a1 (th), the increase rate of the selected regeneration amount is less than the pass of the pass rate 1. Rate 2. In addition, a plurality of threshold values a1 (th) may be set. When the passing rate is selected as described above, the procedure for selecting the passing rate is advanced as shown in FIG. 14. That is, in step S51, the latest value a1 calculated as described above is compared with the threshold value a1 (th). In the case where the value a1 is greater than the threshold a1 (th), the program proceeds to step S52 to set the passing rate 1. On the other hand, when the value a1 does not reach the threshold a1 (th), the passing rate 2 is set in step S53. When the latest value a1 is calculated, the above steps S51 to S54 are performed. Alternatively, like the characteristic line C41 of FIG. 13, the passing rate may be set so that the passing rate increases in proportion to the value a1. (Selection Example of Passing Rate Based on Driving Example) An example of selecting the passing rate based on driving example will be described. Here, the characteristic line C42 of FIG. 13, the threshold value a1 (th) is set to 2.45 [m / s 2] (approximately 0. 25 G). The first running example is a case where a vehicle traveling at a wheel speed of 15 [km / h] and a crank speed of 15 [km / h] becomes a wheel speed of 15 [km / h] and a crank speed of 0 [ km / h]. This example is quite similar to a situation in which the crankshaft decelerates sharply during fixed driving, and it is considered that there is a high possibility that the rider deliberately decelerates. Therefore, in this case, regenerative braking should be started quickly. At this time, Δv (Tire-Crank) = 15-0 = 15 [km / h], Δt = 1 [s], and a1 ≒ 4.17 [m / s 2 ]. Therefore, for a1 ≧ a1 (th), the pass rate 1 is selected. The second driving example is a case where a vehicle traveling at a wheel speed of 15 [km / h] and a crank speed of 15 [km / h] becomes a wheel speed of 15 [km / h] and a crank speed of 10 [ km / h]. This example is quite similar to the situation where the crankshaft slowly decelerates during fixed driving, and it is considered that there is a possibility that the rider decelerated unintentionally. Therefore, in this case, regenerative braking should be started slowly. At this time, Δv (Tire-Crank) = 15-10 = 5 [km / h], Δt = 1 [s], and a1 ≒ 1.39 [m / s 2 ]. Therefore, a1 <a1 (th), and the passing rate 2 is selected. In this way, if the crankshaft is rapidly decelerated during fixed driving, the passage rate that reaches the maximum value is selected quickly, and if the crankshaft is decelerated slowly, the passage rate that is reached the maximum value relatively slowly is selected. In this way, the passing rate can be always selected and used in accordance with the current value a1. However, it is also possible to use the selected pass rate continuously until a specific condition is satisfied. For example, it is also possible to use a selected pass rate until the regeneration amount reaches the maximum. Alternatively, the selected pass rate can be used continuously for a fixed time. According to this, even if a rapid change in speed continues due to, for example, driving along a bad road, the selection of the passing rate does not occur accordingly, so that it is expected to reduce the discomfort or improve the riding feeling. [Modification 5] A modification 5 of this embodiment will be described with reference to Figs. 15 and 16. FIG. 15 is a graph similar to FIG. 13 showing an example of the relationship between the amount of regenerative charge per unit time and the time variation of the difference between the crankshaft speeds at different times in Modification 5. FIG. FIG. 16 is a flowchart similar to FIG. 14 showing the flow of the regeneration control in the fifth modification. The modification 5 is similar to the modification 4 in that the regenerative charge amount (passing rate) per unit time is changed. However, the selection of the passing rate is different from the modification 4 in that the selection is performed according to the amount of change in the crankshaft speeds at different times. Therefore, the description will be centered on this aspect. In the modification 5, when the passing rate is selected, only the wheel speed is used instead of the wheel speed. Specifically, the crankshaft speeds v0 (Crank) and v1 (Crank) at different times t0, t1 (t0 <t1) are used to obtain the speed difference Δv (Crank), and divided by time as shown in the following (equation 4) Δt (= t1-t0) (take the time differential), thereby obtaining the crankshaft acceleration a (Crank). This crankshaft acceleration corresponds to a third value. [v1 (Crank) -v0 (Crank)] / △ t = △ v (Crank) / △ t = a (Crank)… (Equation 4) Here, the threshold value of the pass rate selection is set to a (Crank) (TH). As in Modification 4, a selection example of the passing rate will be described based on a driving example. Here, the threshold value a (Crank) (TH) is set to 2.45 [m / s 2 ] (approximately 0.25 G) by using the characteristic line C52 in FIG. 15. As a first running example, a case where the crankshaft speed becomes 0 [km / h] after 15 seconds from 15 [km / h], that is, a case where the crankshaft 14 is rapidly decelerated. At this time, it is crankshaft acceleration a (Crank) ≒ 4.17 m / s 2 . Since a (Crank) ≧ a (Crank) (TH), the pass rate is 1 ′. As a second running example, a case where the crankshaft speed becomes 10 [km / h] after 15 seconds from 15 [km / h], that is, a case where the crankshaft 14 is slowly decelerated. In this case, it is a (Crank) ≒ 1.39 m / s 2 . Since a (Crank) <a (Crank) (TH), the pass rate 2 'is selected. As such, in Variation 5, if the crankshaft is rapidly decelerated during fixed travel, the passage rate that reaches the maximum value is selected quickly, and if the crankshaft is decelerated slowly, the passage rate that is reached the maximum value relatively slowly is selected. In the fifth variation, multiple passing rates may be selected. In this case, the selected combination may be changed according to the driving mode of the electric assist bicycle 1 or the like. For example, when the weak assist mode is set, there is a possibility that the rider attaches importance to energy-saving driving, and thus the passing rate can also be set in such a manner that the increase rate of the regeneration amount increases. If an example is given, it is also possible to use the crankshaft acceleration a (Crank) to switch the passing rate indicated by the characteristic lines C35 and C36. On the contrary, when the strong assist mode is set, there is a possibility that the rider attaches importance to the driving performance, and thus the passing rate can also be set in such a manner that the increase amount of the regeneration amount decreases. If an example is given, the crankshaft acceleration a (Crank) is used to switch the passing rate indicated by the characteristic lines C37 and C38. As another example, the passing rate may be selected according to the characteristics or vehicle type of the vehicle. For example, in a vehicle having a large tire diameter, a sports vehicle, or the like, emphasis is placed on driving performance, and in addition, regeneration performance may be valued. [Modification 6] Up to Modification 5, the regeneration operation was controlled by focusing on at least the crankshaft speed, but control may be performed by focusing on other relationships. In the sixth modification, the relationship between the travel distance (the first distance) estimated from the rotation of the wheel 18 and the travel distance (the second distance) estimated from the rotation of the crankshaft 14 is used. That is, in the modification 6, the cumulative value corresponding to the rotation of the wheel 18 and the cumulative value corresponding to the rotation of the crankshaft 14 are compared, and the regeneration operation is performed when the cumulative value corresponding to the rotation of the wheel 18 is larger. If specifically described, in a state where the rider's pedaling force acts on the crankshaft 14, the cumulative travel distance estimated from the rotation of the wheel 18 is consistent with the cumulative travel distance estimated from the rotation of the crankshaft 14. On the other hand, in a state where the riding force of the rider does not act on the crankshaft 14, the cumulative travel distance estimated based on the rotation of the wheel 18 is greater than the cumulative value estimated based on the rotation of the crankshaft 14. Therefore, reproduction is performed in this state. The rotation information of the wheel 18 can be obtained from the wheel rotation sensor 109. The rotation information of the crankshaft 14 can be obtained from the crankshaft rotation sensor 108. Therefore, for example, the front wheel rotation input unit 123 receives the pulse signal output from the wheel rotation sensor 109, and sends it to the computing unit 121 as pulse information indicating the number of revolutions of the wheel 18. The pulse information is accumulated in the computing unit 121, and the equivalent is calculated. Information on driving distance. Similarly, the crankshaft rotation input unit 122 receives the pulse signal output from the crankshaft rotation sensor 108 and sends it to the computing unit 121 as pulse information indicating the number of revolutions of the crankshaft 14. The pulse information is accumulated in the computing unit 121 to calculate and travel. Distance equivalent. The cumulative value thus calculated is compared with the arithmetic unit 121 to control the reproduction. The other accompanying controls can be implemented in the same manner as in the embodiment using a comparison between the wheel speed and the crank speed. [Summary] As described above, the regeneration control device 1 for the electric motor includes a front wheel rotation sensor 109 provided in the electric assist bicycle 1 and detecting the amount of rotation of the wheel 19 driven by the crankshaft 14 rotated by human power. A crankshaft rotation sensor 108 that detects the amount of rotation of the crankshaft 14; and a computing unit 120 that calculates a first value based on the amount of rotation of the wheel 19 and a second value based on the amount of rotation of the crankshaft 14 At least a second value of the first value and the second value is used to calculate control information for controlling the regeneration of the secondary battery 101, and the regeneration amount of the motor 105 is controlled based on the control information. The motor 105 is supplied with driving power to perform regenerative charging. Here, the first value may be a value (wheel speed) indicating a speed calculated based on the amount of rotation of the wheel 19, and the second value may be a value (crank speed) indicating a speed calculated based on the amount of rotation of the crankshaft 14. Alternatively, the first value may be a value (first distance) indicating a distance calculated based on the amount of rotation of the wheel 19, and the second value may be a value (second distance) indicating a distance calculated based on the amount of rotation of the crankshaft 14. According to this embodiment, the chance of regeneration can be increased, and electric power can be efficiently regenerated. Therefore, the driving distance per charge of the secondary battery 101 can be extended. In addition, the calculation unit 120 may control the motor 105 in such a manner that if the ratio of the first value (wheel speed or first distance) to the second value (crankshaft speed or second distance) is greater than a specific ratio, The battery 101 is recharged. For example, the change in the ratio of the wheel speed to the crankshaft speed due to changes in the crankshaft speed is lower when the electric assist bicycle 1 is traveling at a higher speed than when the electric assist bicycle 1 is traveling at a low speed. Therefore, the electric assist bicycle 1 travels at a higher speed, the fewer chances that the ratio is higher than a specific ratio, and the less chance of regeneration, it is effective when the driving performance is desired. In addition, the calculation unit 120 may control the motor 105 in such a manner that as the ratio of the first value (wheel speed or first distance) to the second value (crankshaft speed or second distance) is greater than a specific ratio, The regenerative charge of the battery 101 is increased. According to this embodiment, it is possible to increase the amount of power recovered by regeneration. Therefore, it is possible to reduce the discomfort of the rider and increase the regenerative power, so that both the riding feeling and the regenerative power can be balanced. In addition, the calculation unit 120 may control the motor 105 in such a manner that if the ratio of the first value (wheel speed or first distance) to the second value (crankshaft speed or second distance) exceeds a specific ratio, The regenerative charge of the battery 101 is a specific amount. According to this embodiment, for example, if the ratio of the wheel speed to the crankshaft speed exceeds a specific ratio, the maximum charge amount can be regenerated. Therefore, it can effectively function on obvious slopes and the like, and has a small influence on the driving performance. In addition, the calculation unit 120 may control the motor 105 such that, if the first value (wheel speed or first distance) is greater than the second value (crank speed or second distance), the secondary battery 101 is recharged and charged. According to this embodiment, the determination of the regeneration control can be performed at a specific speed difference during low-speed driving and high-speed driving. Therefore, the regenerative operation is easy to operate during high-speed driving, and it is effective when the regeneration performance is desired. In addition, the calculation unit 120 may control the motor 105 in such a manner that, as the difference between the first value (wheel speed or first distance) and the second value (crank speed or second distance) increases, the secondary battery The regeneration charge of 101 is increased. According to this embodiment, it is possible to increase the amount of power recovered by regeneration. Therefore, it is possible to reduce the discomfort of the rider and increase the regenerative power, so that both the riding feeling and the regenerative power can be balanced. In addition, the calculation unit 120 may control the motor 105 in such a manner that if the difference between the first value (wheel speed or first distance) and the second value (crank speed or second distance) exceeds a specific value, the secondary battery The regeneration charge of 101 is a specific amount. According to this embodiment, since the speed difference is sufficient, it can be reproduced with the maximum charge amount. Therefore, it can effectively function on obvious slopes and the like, and has less influence on the driving performance. In addition, the calculation unit 120 may control the motor 105 in such a manner that, if the first value (wheel speed) is a value indicating that a specific speed is not reached, the recharging of the secondary battery 101 is stopped. Alternatively, the arithmetic unit 120 may control the motor 105 in such a manner that, if the first value (the first distance) is a value indicating that the specific distance is not reached, the recharging of the secondary battery 101 is stopped. According to this embodiment, when the rider wants to stop the electric assist bicycle 1, it is easy to perform fine adjustment of the stop position. In addition, when the rider pushes the electric assist bicycle 1 by hand, the regenerative action can be stopped and the increase in resistance caused by the regenerative braking force can be prevented. In addition, the calculation unit 120 may control the motor 105 based on the amount of change per specific time based on the difference between the first value (the wheel speed or the first distance) and the second value (the crank speed or the second distance). The third value a1 changes the proportion (passing rate) of the increase in the regeneration amount of the motor 105. When the regenerative control is activated, the pass rate is set, and the set value of the pass rate is adjusted according to the time change of the difference between the wheel speed and the crankshaft speed, thereby mitigating the impact caused by the regenerative braking. For example, the arithmetic unit 120 controls the motor 105 in such a manner that if the third value a1 is greater than the reference value a1 (th), the regeneration amount of the motor 105 is increased by the first ratio (passing rate 1), and the motor is controlled as follows 105, that is, if the third value a1 is smaller than the reference value a1 (th), the regeneration amount of the motor 105 is increased at a second ratio (passing rate 2) smaller than the first ratio. Alternatively, the arithmetic unit 120 may control the motor 105 in such a manner that, as the third value a1 increases, the proportion (passing rate) of the increase in the regeneration amount of the motor 105 increases. The calculation unit 120 may also control the motor 105 based on the second value (crankshaft speed or second distance) indicating the first time t1 and the second value at the second time t0 which is earlier than the first time t1. The third value a (Crank) of the change amount (the crankshaft speed or the second distance) per specific time changes the ratio (passing rate) of the increase in the regeneration amount of the motor 105. When the regenerative control is operated, the passing rate is set, and the set value of the passing rate is adjusted according to the time variation of the difference between the crankshaft speeds at different times, thereby mitigating the impact caused by the regenerative braking. For example, the arithmetic unit 120 may also control the motor 105 in such a manner that if the third value a (Crank) is greater than the reference value a (Crank) (TH), the regeneration amount of the motor 105 is at the first ratio (passing rate 1 ′) Increase, you can also control the motor 105 in such a way that if the third value a (Crank) is smaller than the reference value a (Crank) (TH), the regeneration amount of the motor 105 is smaller than the first ratio (passing rate 1 '). The 2 ratio (pass rate 2 ') increases. Alternatively, the arithmetic unit 120 may control the motor 105 in such a manner that as the third value a (Crank) increases, the proportion (passing rate) of the increase in the regeneration amount of the motor 105 increases. In addition, the arithmetic unit 120 may control the motor 105 in such a manner that, when a specific mode among a plurality of modes indicating the operation form of the motor 105 is selected, the secondary battery 101 is recharged and charged. According to this embodiment, the rider's intention can be reflected, and the riding feeling can be improved. Alternatively, it is a regenerative driving device including a motor 105 and a motor of the control device 102. Alternatively, the motor-assisted bicycle 1 includes a vehicle body and a regenerative driving device for the electric motor. According to this embodiment, since the chance of regeneration can be increased, power can be efficiently regenerated. Therefore, the driving distance per charge of the secondary battery 101 can be extended. As mentioned above, although embodiment of this invention was described, this invention is not limited to this. The raw materials, shapes, and arrangements of the above-mentioned components are only used to implement the embodiment of the present invention, and various changes can be made as long as they do not depart from the gist of the invention. For example, in the present embodiment, the motor 18 is used to electrically drive the wheels 18 without human power, but the motor 105 may also rotate the wheels 19 driven by human power.

1‧‧‧電動輔助自行車1‧‧‧ Electric assisted bicycle

11‧‧‧車架11‧‧‧frame

12‧‧‧前管12‧‧‧ front tube

13‧‧‧車座13‧‧‧ saddle

14‧‧‧曲軸14‧‧‧ crankshaft

15‧‧‧踏板15‧‧‧ pedal

16‧‧‧鏈條16‧‧‧Chain

17‧‧‧把手17‧‧‧handle

18‧‧‧車輪18‧‧‧ Wheel

19‧‧‧車輪19‧‧‧ Wheel

101‧‧‧二次電池101‧‧‧ secondary battery

102‧‧‧控制裝置102‧‧‧Control device

103‧‧‧轉矩感測器103‧‧‧Torque sensor

104‧‧‧制動感測器104‧‧‧brake sensor

105‧‧‧馬達105‧‧‧Motor

106‧‧‧操作面板106‧‧‧ operation panel

108‧‧‧曲軸旋轉感測器108‧‧‧Crankshaft rotation sensor

109‧‧‧前輪旋轉感測器109‧‧‧Front wheel rotation sensor

121‧‧‧運算部121‧‧‧ Computing Department

122‧‧‧曲軸旋轉輸入部122‧‧‧Crankshaft rotation input unit

123‧‧‧前輪旋轉輸入部123‧‧‧Front wheel rotation input unit

124‧‧‧馬達速度輸入部124‧‧‧Motor speed input section

125‧‧‧可變延遲電路125‧‧‧ Variable Delay Circuit

126‧‧‧馬達驅動時機產生部126‧‧‧Motor-driven timing generator

127‧‧‧轉矩輸入部127‧‧‧Torque input section

128‧‧‧制動輸入部128‧‧‧brake input section

129‧‧‧AD輸入部129‧‧‧AD input department

130‧‧‧記憶體130‧‧‧Memory

a1‧‧‧加速度a1‧‧‧Acceleration

a(Crank)‧‧‧曲軸加速度a (Crank) ‧‧‧Crankshaft acceleration

a(Crank)(TH)‧‧‧臨限值a (Crank) (TH) ‧‧‧Threshold

C11～C18‧‧‧特性線C11 ～ C18‧‧‧Characteristic line

C21～C28‧‧‧特性線C21 ～ C28‧‧‧Characteristics

C31～C39‧‧‧特性線C31 ～ C39‧‧‧Characteristics

C41、C42‧‧‧特性線C41, C42‧‧‧Characteristics

Suh、Svh、Swh‧‧‧高壓側FETS uh , S vh , S wh ‧‧‧High-side FET

Sul、Svl、Swl‧‧‧低壓側FETS ul , S vl , S wl ‧‧‧ Low-side FET

t‧‧‧時刻t‧‧‧time

t0～t7‧‧‧時刻t0 ～ t7‧‧‧time

x11‧‧‧速度差x11‧‧‧speed difference

x12‧‧‧速度差x12‧‧‧speed difference

y11‧‧‧再生量y11‧‧‧Regeneration

y31‧‧‧再生量y31‧‧‧Regeneration

α1‧‧‧常數α1‧‧‧ constant

α2‧‧‧常數α2‧‧‧ constant

圖1係表示應用了本實施形態之再生控制裝置之電動輔助自行車之一例之外觀圖。 圖2係表示本實施形態之控制裝置之方塊圖。 圖3係表示本實施形態之再生控制之流程之一例之流程圖。 圖4係表示本實施形態中車輛之行駛狀態與電動機之動作之關係之一例之圖。 圖5係表示本實施形態中車輛之行駛狀態與電動機之動作之關係之其他例之圖。 圖6係表示本實施形態中車輛之行駛狀態與電動機之再生充電之關係之一例之圖。 圖7係表示本實施形態中，車輪速度及曲軸速度之間之速度差與再生充電量之關係之示例之曲線圖。 圖8係表示本實施形態中，車輪速度相對於曲軸速度之比例與再生充電量之關係之示例之曲線圖。 圖9係表示變化例1中之再生控制之流程之流程圖。 圖10係表示變化例2中之再生控制之流程之流程圖。 圖11係表示變化例3中之再生控制之流程之流程圖。 圖12係表示變化例4中，再生充電量之時間變化之示例之曲線圖。 圖13係表示變化例4中，每單位時間之再生充電量與車輪速度及曲軸速度之間之差分之時間變化之關係之示例之曲線圖。 圖14係表示變化例4中之再生控制之流程之流程圖。 圖15係表示變化例5中，每單位時間之再生充電量與不同時刻下之曲軸速度彼此之差分之時間變化之關係之示例之曲線圖。 圖16係表示變化例5中之再生控制之流程之流程圖。FIG. 1 is an external view showing an example of an electric assist bicycle to which the regeneration control device of the embodiment is applied. Fig. 2 is a block diagram showing a control device of this embodiment. FIG. 3 is a flowchart showing an example of the flow of the regeneration control in this embodiment. FIG. 4 is a diagram showing an example of the relationship between the running state of the vehicle and the operation of the motor in the present embodiment. FIG. 5 is a diagram showing another example of the relationship between the running state of the vehicle and the operation of the motor in the present embodiment. FIG. 6 is a diagram showing an example of the relationship between the running state of the vehicle and the regenerative charging of the motor in this embodiment. FIG. 7 is a graph showing an example of the relationship between the speed difference between the wheel speed and the crank speed and the amount of regenerative charge in the present embodiment. FIG. 8 is a graph showing an example of the relationship between the ratio of the wheel speed to the crankshaft speed and the amount of regenerative charge in the present embodiment. FIG. 9 is a flowchart showing a flow of a regeneration control in a modification 1. FIG. FIG. 10 is a flowchart showing the flow of the regeneration control in the second modification. FIG. 11 is a flowchart showing a flow of the regeneration control in the third modification. FIG. 12 is a graph showing an example of a temporal change in the amount of regenerative charge in Modification 4. FIG. FIG. 13 is a graph showing an example of the relationship between the amount of regenerative charge per unit time and the time change of the difference between the wheel speed and the crank speed in the modification 4. FIG. FIG. 14 is a flowchart showing a flow of a regeneration control in a modification 4. FIG. FIG. 15 is a graph showing an example of the relationship between the amount of regenerative charge per unit time and the time variation of the difference between the crankshaft speeds at different times in the fifth modification. FIG. 16 is a flowchart showing a flow of the regeneration control in the fifth modification.

Claims (19)

一種電動機之再生控制裝置，其特徵在於包括： 車輪旋轉檢測部，其設置於車輛，對通過以人力而旋轉之曲軸所驅動之車輪之旋轉量進行檢測； 曲軸旋轉檢測部，其對上述曲軸之旋轉量進行檢測；及 控制部，其基於上述車輪之旋轉量算出第1值，且基於上述曲軸之旋轉量算出第2值，基於上述第1值及上述第2值中之至少上述第2值，算出用以對蓄電裝置進行再生控制之控制資訊，基於上述控制資訊而控制上述電動機之再生量，上述蓄電裝置係通過向上述車輪供給驅動力之電動機而進行再生充電；且 上述控制部以如下方式控制上述電動機，即，基於第3值，改變上述電動機之再生量增加之比例，上述第3值表示第1時刻之上述第2值與較上述第1時刻早之第2時刻之上述第2值之差分之每特定時間之變化量。A regenerative control device for an electric motor, comprising: a wheel rotation detecting section provided on a vehicle to detect a rotation amount of a wheel driven by a crankshaft rotated by a human force; a crankshaft rotation detecting section for detecting the rotation of the crankshaft; Detecting the amount of rotation; and a control unit that calculates a first value based on the amount of rotation of the wheel, calculates a second value based on the amount of rotation of the crankshaft, and based on at least the second value among the first value and the second value Calculate control information for regenerative control of the power storage device, and control the regenerative amount of the electric motor based on the control information. The power storage device performs regenerative charging by supplying a motor with driving force to the wheels; and the control unit is as follows Control the electric motor in a manner, that is, based on a third value, changing the proportion of increase in the regeneration amount of the electric motor, the third value represents the second value at the first time and the second value at the second time earlier than the first time The amount of change in the difference in value per specific time. 如請求項1之電動機之再生控制裝置，其中上述第1值為表示基於上述車輪之旋轉量算出之速度之值， 上述第2值為表示基於上述曲軸之旋轉量算出之速度之值。For example, the regeneration control device for the electric motor according to claim 1, wherein the first value is a value representing a speed calculated based on the amount of rotation of the wheel, and the second value is a value representing a speed calculated based on the amount of rotation of the crankshaft. 如請求項1之電動機之再生控制裝置，其中上述第1值為表示基於上述車輪之旋轉量算出之距離之值， 上述第2值為表示基於上述曲軸之旋轉量算出之距離之值。For example, the regeneration control device for the electric motor according to claim 1, wherein the first value is a value representing a distance calculated based on the amount of rotation of the wheel, and the second value is a value representing a distance calculated based on the amount of rotation of the crankshaft. 如請求項1至3中任一項之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第1值相對於上述第2值之比例大於特定比例，則對上述蓄電裝置進行再生充電。For example, the regeneration control device for a motor according to any one of claims 1 to 3, wherein the control unit controls the motor in such a manner that, if the ratio of the first value to the second value is greater than a specific ratio, The power storage device performs regenerative charging. 如請求項4之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，隨著上述第1值相對於上述第2值之比例大於特定比例，而增加對上述蓄電裝置之再生充電量。For example, the regeneration control device for the electric motor of claim 4, wherein the control unit controls the electric motor in such a manner that the regeneration of the power storage device is increased as the ratio of the first value to the second value is greater than a specific ratio. Amount of charge. 如請求項4之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第1值相對於上述第2值之比例超過特定比例，則對上述蓄電裝置之再生充電量成為特定量。For example, in the regeneration control device for the electric motor according to claim 4, wherein the control unit controls the electric motor in such a manner that if the ratio of the first value to the second value exceeds a specific ratio, the regenerative charge of the power storage device Become a specific amount. 如請求項1至3中任一項之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第1值大於上述第2值，則對上述蓄電裝置進行再生充電。If the regeneration control device for a motor according to any one of claims 1 to 3, the control section controls the motor in such a manner that, if the first value is greater than the second value, the power storage device is recharged. 如請求項7之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，隨著上述第1值與上述第2值之差分變大，而增加對上述蓄電裝置之再生充電量。For example, the regeneration control device for the electric motor according to claim 7, wherein the control unit controls the electric motor in such a manner that as the difference between the first value and the second value becomes larger, the amount of regenerative charging of the power storage device is increased. . 如請求項7之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第1值與上述第2值之差分超過特定值，則對上述蓄電裝置之再生充電量成為特定量。For example, in the regeneration control device for the electric motor according to claim 7, wherein the control unit controls the electric motor in such a manner that if the difference between the first value and the second value exceeds a specific value, the regenerative charge amount of the power storage device becomes A specific amount. 如請求項2之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第1值為表示未達特定速度之值，則停止對上述蓄電裝置之再生充電。For example, if the regeneration control device for the electric motor according to claim 2, the control unit controls the electric motor in such a manner that, if the first value is a value indicating that a specific speed has not been reached, the recharging of the electric storage device is stopped. 如請求項3之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第1值為表示未達特定距離之值，則停止對上述蓄電裝置之再生充電。For example, if the regeneration control device for the electric motor of item 3 is requested, the control unit controls the electric motor in such a manner that, if the first value is a value indicating that the specific distance is not reached, the regeneration charging of the electric storage device is stopped. 如請求項1之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，基於表示上述第1值與上述第2值之差分之每特定時間之變化量之第3值，改變上述電動機之再生量增加之比例。For example, the regeneration control device for the electric motor according to claim 1, wherein the control unit controls the electric motor in such a manner as to change based on a third value representing a change amount per specific time of a difference between the first value and the second value. The proportion of increase in the regenerative amount of the above motor. 如請求項12之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第3值大於基準值，則將上述電動機之再生量以第1比例增加，若上述第3值小於上述基準值，則將上述電動機之再生量以小於上述第1比例之第2比例增加。For example, the regeneration control device of the electric motor according to claim 12, wherein the control unit controls the electric motor in such a manner that if the third value is greater than a reference value, the regeneration amount of the electric motor is increased by a first proportion, and if the third If the value is smaller than the reference value, the regeneration amount of the motor is increased by a second ratio smaller than the first ratio. 如請求項12之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，隨著上述第3值變大，上述電動機之再生量增加之比例增加。For example, in the regeneration control device for the electric motor according to claim 12, wherein the control unit controls the electric motor in such a manner that, as the third value becomes larger, the proportion of increase in the regeneration amount of the electric motor increases. 如請求項1之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，若上述第3值大於基準值，則將上述電動機之再生量以第1比例增加，若上述第3值小於上述基準值，則將上述電動機之再生量以小於上述第1比例之第2比例增加。For example, if the regeneration control device of the electric motor according to claim 1, the control unit controls the electric motor in such a manner that if the third value is greater than a reference value, the regeneration amount of the electric motor is increased by a first proportion, If the value is smaller than the reference value, the regeneration amount of the motor is increased by a second ratio smaller than the first ratio. 如請求項1之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，隨著上述第3值變大，而增加上述電動機之再生量增加之比例。For example, the regeneration control device for a motor according to claim 1, wherein the control unit controls the motor in such a manner that, as the third value becomes larger, a proportion of an increase in the regeneration amount of the motor is increased. 如請求項1之電動機之再生控制裝置，其中上述控制部以如下方式控制上述電動機，即，於表示上述電動機之動作形態之多個模式中的特定模式被選擇之情形時，對上述蓄電裝置進行再生充電。For example, in the regeneration control device for the electric motor according to claim 1, wherein the control unit controls the electric motor in such a manner that, when a specific mode is selected from among a plurality of modes indicating the operating form of the electric motor, the electric storage device is Regenerative charging. 一種電動機之再生驅動裝置，其特徵在於具備電動機及請求項1之電動機之再生控制裝置。A regenerative driving device for a motor, comprising a motor and a regenerative control device for a motor according to claim 1. 一種電動輔助車輛，其特徵在於具備車輛及請求項18之電動機之再生驅動裝置。An electrically-assisted vehicle comprising a regenerative driving device for a vehicle and a motor according to claim 18.
TW106146333A 2015-11-09 2016-11-01 Regeneration control device for electric motor, regenerative driving device for electric motor, and electric auxiliary vehicle TWI652198B (en)

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