JP2017143685A - Regeneration control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To further increase a degree-of-freedom when a driver sets regenerative brake force.SOLUTION: A regeneration control device 10 controls regenerative brake force of a motor 22 which drives an electric motor car. A first operation part 12 can gradually select relative strength of the regenerative brake force by operation of a driver. A second operation part 14 can change magnitude of the regenerative brake force at each selection stage of the first operation part 12 by operation of the driver. The second operation part 14 changes the magnitude of the regenerative brake force at the other strength stages with the magnitude of the regenerative brake force at a maximum strength stage which can be selected by the first operation part 12 as a reference.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a regeneration control device for an electric vehicle.

2. Description of the Related Art Conventionally, an electric vehicle that travels by driving an electric motor as power for driving with electric power charged in a battery is known. The electric vehicle includes an electric vehicle having an electric motor as a driving power source and a hybrid electric vehicle having an internal combustion engine in addition to the electric motor.
This type of electric vehicle obtains braking force (regenerative braking force) by driving the motor regeneratively during deceleration, and collects kinetic energy of the vehicle as electric energy by regenerative power generation during deceleration. Although it is preferable to set the regenerative braking force high from the viewpoint of energy efficiency, it is preferable to obtain a large amount of regenerative power generation. However, increasing the regenerative braking force increases the amount of deceleration, which affects drivability.

For this reason, a technique is known in which a driver is provided with an operation unit for arbitrarily setting the magnitude of braking force during regenerative braking.
For example, in the hybrid vehicle disclosed in Patent Document 1, when a regenerative braking force is applied to the hybrid vehicle by regenerative control of the electric motor, the driver operates the regenerative level selector to select the regenerative braking force of the electric motor. When the eco mode is set, the ECU increases the regenerative braking force selected by the regenerative level selector as compared to when the eco mode is not set. Thus, the regenerative braking force can be changed by the driver's operation, and low fuel consumption traveling can be realized in the eco mode.

Japanese Patent Laying-Open No. 2015-143072

In Patent Document 1, the driver can set the magnitude of the regenerative braking force within a certain range by the operation unit (regenerative level selector). However, the preference of the magnitude of the regenerative braking force is greatly different depending on each user. There is a problem of being different.
For example, the maximum regenerative braking force of a general vehicle is not the braking force until the running vehicle is stopped. Such a setting is less convenient for a user who wants to increase the energy efficiency as much as possible by regenerative braking, or a user who likes a large amount of deceleration by a high regenerative braking force, for example.

  The present invention has been made in view of such circumstances, and an object thereof is to improve the degree of freedom when the driver sets the regenerative braking force of the electric vehicle.

In order to achieve the above object, a regenerative control device according to claim 1 is a regenerative control device that controls a regenerative braking force of an electric motor that drives an electric vehicle, wherein the regenerative control force is controlled by a driver's operation. The relative strength of the first operation unit can be selected in stages, and the magnitude of the regenerative braking force at each selection stage of the first operation unit can be changed by the driver's operation. And a second operation unit.
The regenerative control device according to a second aspect of the present invention is the regenerative control device according to the second aspect, wherein the second operation portion is based on the magnitude of the regenerative braking force at the maximum strength step selectable by the first operation portion. The magnitude of the regenerative braking force is changed.
The regenerative control device according to a third aspect of the invention is characterized in that the magnitude of the regenerative braking force changed by the second operation unit is returned to an initial value every time the electric vehicle is started.
In the regeneration control device according to a fourth aspect of the invention, the second operation unit has a shape that does not change the appearance before and after the operation, and the operation state of the second operation unit can be visually recognized by the driver. The display unit further includes a display unit.
According to a fifth aspect of the present invention, in the regenerative control device, the first operation unit is a paddle type switch provided in a steering of the electric vehicle, and the second operation unit is a momentary provided in the steering. It is a type toggle switch.

According to the first aspect of the present invention, by providing the second operation unit that can change the magnitude of the regenerative braking force at each selection stage of the first operation unit, the settable range of the regenerative braking force is further increased. This can be increased, which is advantageous in carrying out regenerative control that is more suitable for the needs of the driver.
According to the invention of claim 2, by changing the magnitude of the regenerative braking force in the other strength stages on the basis of the magnitude of the regenerative braking force in the maximum intensity stage, it is possible to efficiently meet the needs of many drivers. This is advantageous in performing suitable regeneration control.
According to the invention of claim 3, since the operation content to the second operation unit is reset every time the electric vehicle is started, even when different drivers drive the electric vehicle, it is smooth without feeling uncomfortable or uneasy. You can travel to.
According to the invention of claim 4, since the second operation portion has a shape that does not change the appearance before and after the operation, even if the setting is reset every time the electric vehicle is started, the current operation can be performed without a sense of incongruity. . Moreover, since the display part which displays the operation state with respect to a 2nd operation part is provided, even if the external appearance of a 2nd operation part does not change, a driver | operator can confirm an operation state.
According to the invention of claim 5, the driver can perform the operation without releasing the steering wheel, which is advantageous in improving the operability.

It is explanatory drawing which shows the structure of the regeneration control apparatus 10 concerning embodiment. 3 is a schematic diagram showing a peripheral configuration of a paddle switch 122. FIG. FIG. 10 is an explanatory diagram illustrating an example of a second operation unit 14. FIG. 4 is a schematic diagram showing a peripheral configuration of a shift lever 124. FIG. 6 is a conceptual diagram showing regeneration levels that can be set by the first operation unit 12. It is a graph which shows typically the size of regenerative braking power corresponding to each regeneration level. 11 is an explanatory diagram illustrating a display example by the display unit 26. FIG. 4 is a flowchart showing processing by the regeneration control device 10;

Exemplary embodiments of a regeneration control device 10 according to the present invention will be explained below in detail with reference to the accompanying drawings.
FIG. 1 is an explanatory diagram illustrating a configuration of a regeneration control device 10 according to the embodiment.
In the present embodiment, it is assumed that regeneration control device 10 is mounted on an electric vehicle on which only motor (electric motor) 22 is mounted as a driving power source.
The regenerative control apparatus 10 includes a first operation unit 12 (paddle switch 122 and shift lever 124), a second operation unit 14, an accelerator pedal sensor 16, a start switch 20, a motor 22, an inverter 24, a battery 25, and a display unit 26. , A speaker 28, and an ECU (Electronic Control Unit) 30.

  The ECU 30 includes a CPU, a ROM that stores and stores a control program, a RAM as an operation area of the control program, an EEPROM that holds various data in a rewritable manner, an interface unit that interfaces with peripheral circuits, and the like. This microcomputer controls the entire electric vehicle.

The motor 22 drives the driving wheels of the electric vehicle with the electric power supplied from the battery 25, and can generate power when the electric vehicle is decelerated. That is, the motor 22 performs driving of the drive wheels of the electric vehicle and regenerative power generation.
More specifically, when the ECU 30 detects a driver's drive request (accelerator depression) via the accelerator pedal sensor 16, the electric power stored in the battery 25 is converted into an alternating current by the inverter 24 and supplied to the motor 22. . The motor 22 operates using the alternating current supplied from the inverter, and outputs a driving torque (traveling driving force) for traveling the electric vehicle to the driving wheels.
Further, when the driver releases the accelerator, this is detected by the accelerator pedal sensor 16, and the motor 22 functions as a generator to perform a power generation operation. That is, the motor 22 generates regenerative power upon receiving rotational torque from the drive wheels, and exhibits this power generation load as a braking force (regenerative braking force) of the vehicle. The electric power obtained by the regenerative power generation is converted into direct current by the inverter 24 and charged to the battery 25.

The accelerator pedal sensor 16 detects the operation state of an accelerator pedal of an electric vehicle (not shown).
The activation switch 20 receives an operation input that instructs activation or termination of the main system of the electric vehicle.
The display unit 26 is provided around the instrument panel in the driver's seat and displays various setting states of the electric vehicle so that the driver can visually recognize the electric vehicle.
The speaker 28 outputs an error sound when an operation in an unacceptable range is performed on the first operation unit 12 and the second operation unit 14 described later.

The first operation unit 12 allows the relative strength (regeneration level) of the regenerative braking force of the motor 22 (electric motor) to be selected stepwise by the driver's operation.
In the present embodiment, the first operation unit 12 adjusts the regeneration level of the electric vehicle in the increasing direction with respect to the initial setting, with the paddle switch 122 having a plurality of settings in the regeneration level increasing direction and the regeneration level decreasing direction. And a possible shift lever 124.

FIG. 2 is a schematic diagram showing a peripheral configuration of the paddle switch 122 provided on the steering wheel 13.
The paddle switch 122 includes a plus switch 122A that can switch the regeneration level stepwise in the increasing direction and a minus switch 122B that can switch the regeneration level stepwise in the decreasing direction, and the driver holds the steering wheel 13. In this state, the plus switch 122A or the minus switch 122B can be operated by moving it to the driver side (the vehicle rear side).
When the driver operates the plus switch 122A or minus switch 122B and then releases the switch, the switch automatically returns to the home position, and the regeneration level depends on the number of times each switch is operated. It shifts in the increasing or decreasing direction.
Note that the steering wheel 13 is also provided with a second operation unit 14 described later.

FIG. 4 is a schematic diagram showing the peripheral configuration of the shift lever 124 provided in the driver's seat from directly above.
The shift lever 124 is an operation unit that allows the driving mode to be switched by a driver's operation, and is provided in the driver's seat of the electric vehicle.
The shift lever 124 is set to the illustrated home position as an initial state, and can be switched to a corresponding travel mode by the driver changing the shift position forward, backward, left and right along the arrows.
Here, the N position is a neutral mode in which the power of the motor 22 is not transmitted to the drive wheels, the D position is a normal travel mode in which the vehicle travels forward, and the R position indicates a reverse mode in which the vehicle travels backward.

  When in the normal travel mode by selecting the D position, the regeneration level of the motor 22 can be shifted stepwise by operating the shift lever 124 to the B position. When the driver operates the shift lever 124 to the B position and then releases the shift lever 124, the shift lever 124 automatically returns to the home position, and the regeneration level is set according to the number of operations to the B position. Shift in the increasing direction.

FIG. 5 is a conceptual diagram showing a regeneration level that can be set by the paddle switch 122 and the shift lever 124.
The regenerative braking force of the motor 22 is set to, for example, six levels of regeneration levels B0 to B5 depending on the magnitude of the regenerative braking force. The regenerative braking force becomes relatively stronger as it goes from B0 to B5, so that the driver's deceleration feeling and regenerative power generation amount (regenerative torque) increase.
Of these multiple regeneration levels, the reference initial setting is, for example, B2. That is, the state in which the paddle switch 122 is operated to B2 or the shift lever 124 is in the D position is set as the initial setting.

The regeneration level that can be selected by the shift lever 124 includes shift stages D, B, and BL. The shift stage D can be selected by operating the shift lever 124 to the D position, and the regeneration level corresponds to B2, which is the initial setting. The shift stage B is shifted by operating the shift lever 124 once from the D position to the B position, and the regenerative braking force is set to B3 stronger than the shift stage D. The shift stage BL is shifted by further operating the shift lever 124 to the B position once, and the regenerative braking force is set to B5 stronger than the shift stage B. If the shift lever 124 is further operated once to the B position in the state of the shift stage BL, the shift stage D is shifted to.
The shift lever 124 has a smaller number of shift stages than the paddle switch 122, and is set so that the number of operations for setting a predetermined regeneration level is reduced. Therefore, the shift lever 124 requires fewer shift operations to obtain the same regenerative amount than the paddle switch 122. Therefore, the regenerative braking force can be easily increased / decreased with a smaller number of operations, thereby reducing the driver's operation burden. Is suitable.

The regeneration levels selectable by the paddle switch 122 are B0, B1, B2, B3, B4, and B5, and can be shifted according to the number of operations of the plus switch 122A and the minus switch 122B. When the electric vehicle is started, the regeneration level is initialized to B2, which is the initial setting.
The paddle switch 122 has a larger number of shift stages than the shift lever 124 and is set so that the number of operations for setting a predetermined regeneration level is increased. Is suitable.

  Thus, by providing the shift lever 124 and the paddle switch 122 having different numbers of operations for setting to a predetermined regeneration level, it becomes possible to control the regenerative braking force in accordance with the driver's intention according to the traveling state. Since the shift lever 124 requires fewer shift operations to obtain the same regenerative amount than the paddle switch 122, the regenerative braking force can be easily increased / decreased with fewer operations, which is suitable for reducing the driver's operation burden. Yes. Further, since the paddle switch 122 has a larger number of shift operations than the shift lever 124, it is suitable for finely controlling the regenerative braking force.

  Returning to the description of FIG. 1, the second operation unit 14 can change the magnitude of the regenerative braking force at each selection stage of the first operation unit 12 by the operation of the driver. That is, the second operation unit 14 is an operation unit that can change the absolute magnitude of the regenerative braking force at each regenerative level that can be selected by the first operation unit 12 according to the driver's preference.

FIG. 6 is a graph schematically showing the magnitude of the regenerative braking force corresponding to each regenerative level.
In FIG. 6, the horizontal axis represents the regeneration level, and the vertical axis represents the regenerative braking force. The lower the graph, the greater the braking force.
Curves D, S1, S2, W1, and W2 are curves (braking force curves) indicating the magnitude of the regenerative braking force corresponding to each regenerative level. Hereinafter, the curve D is assumed to be the initial value (reference value) of the braking force curve. In curve D, the regenerative braking force at regenerative level B2 is E0, the regenerative braking force at regenerative level B5 is F0 (> E0), and the regenerative braking force at regenerative level B0 is P0 (<E0).
The second operation unit 14 can change such a braking force curve according to the driver's preference.

For example, when a regenerative braking force stronger than the initial value indicated by the curve D is preferred, the driver operates the second operation unit 14 in the direction of increasing the regenerative braking force. Then, the braking force curve changes downward in the graph, and becomes a curve S1 having a regenerative braking force larger than that of the curve D. When further operated, the curve S2 has a regenerative braking force larger than that of the curve S1.
In the initial value shown in the curve D, the regenerative braking force at the regenerative level B2 is E0. However, in the braking force increase setting shown in the curve S2, the regenerative braking force at the regenerative level B2 is E1 (> E0).
Further, for example, when the driver prefers a weaker regenerative braking force, the second operation unit 14 is operated in the direction of decreasing the regenerative braking force. Then, the braking force curve changes in the upward direction of the graph, and becomes a curve W1 having a regenerative braking force smaller than that of the curve D. Further operation results in a curve W2 having a regenerative braking force smaller than that of the curve W1.
In the braking force reduction setting indicated by the curve W2, the regenerative braking force at the regeneration level B2 is E2 (<E0).

In the present embodiment, the magnitude of the regenerative braking force at the other strength stages is set based on the magnitude of the regenerative braking force at the maximum strength stage selectable by the first operation section 12 in the second operation section 14. It has changed.
This is because the preference of the regenerative braking force at the maximum strength stage, that is, the maximum value of the regenerative braking force depends on the driver, whereas the magnitude of the regenerative braking force at the minimum strength stage, that is, the minimum of the regenerative braking force. This is because the value is almost constant in principle (equivalent to traveling in the neutral mode).
In the present embodiment, the maximum intensity level that can be selected by the first operation unit 12 is the regeneration level B5, and the braking force curve is changed based on the magnitude of the regenerative braking force at the regeneration level B5.
In each braking force curve shown in FIG. 6, the regenerative braking force at the regenerative level B5, which is the maximum strength stage, is increased or decreased based on the regenerative braking force F0 in the curve D, which is the reference curve. For example, in the curve S2 in the direction of increasing the regenerative braking force, the regenerative braking force at the regenerative level B5 is F1 (> F0). On the other hand, in the curve W2 in the direction of decreasing the regenerative braking force, the regenerative braking force at the regenerative level B5 is F2 (<F0).
On the other hand, the regenerative braking force at the regenerative level B0 which is the minimum intensity stage is constant at P0.
That is, the regenerative braking force at the regenerative level B5 is increased or decreased based on the operation amount to the second operation unit 14, and the regenerative braking force at the regenerative level B5 and the regenerative braking force P0 (constant value) at the regenerative level B0 after the increase / decrease are obtained. The curve connecting the two is the braking force curve after the change.

  In the curve S2 having the largest braking force, for example, at the regeneration level B5, the braking force is set to such a degree that the electric vehicle traveling at a predetermined speed can be stopped only by the regenerative braking force. In addition, the regeneration level B0, which is the minimum strength stage, is set to a braking force that allows the electric vehicle to travel in the neutral mode.

The braking force curve (the magnitude of the regenerative braking force at each selection stage of the first operating unit 12) changed by the second operating unit 14 is returned to the initial value every time the electric vehicle is started.
This is because the driver of the electric vehicle may change every time of driving (every start-up), and if the setting at the time of the previous driving is continued, the driver may feel uncomfortable or uneasy. Therefore, the driver performs a setting operation on the second operation unit 14 every time the electric vehicle is started.

The second operation unit 14 is, for example, a momentary toggle switch provided on the steering wheel 13 as shown in FIG.
3A is an enlarged view of the momentary toggle switch shown in FIG.
In this case, the second operation unit 14 is configured by a toggle switch 142 exposed from a notch provided in the front surface of the steering wheel 13. The toggle switch 142 is swingable when the driver puts a finger on the protruding portion 144 and moves it up and down. When the driver moves the protrusion 144 upward (regenerative braking force increasing direction) or downward (regenerative braking force decreasing direction) and then lifts his / her finger from the protrusion 144, the protrusion is operated by a spring mechanism (not shown). 144 automatically returns to the original reference position. That is, the toggle switch 142 has a shape that does not change the appearance before and after the operation.

The relationship between the operation of the toggle switch 142 and the braking force curve will be described using FIG. 6 as an example. When the current braking force curve is the initial curve D, if the protrusion 144 is operated once in the upward direction, the control is performed. The power curve changes to curve S1. Further, when the protrusion 144 is operated twice in the upward direction, the braking force curve changes to the curve S2. Further, when the protrusion 144 is operated upward three times or more, the braking force curve remains as the curve S2, and the ECU 30 outputs an error sound indicating that the regenerative braking force cannot be increased any more from the speaker 28. The notification at the time of error is not limited to the error sound, and various conventionally known methods such as display on the display unit 26 can be used.
Similarly, the protrusion 144 may be operated downward in the regenerative braking force decreasing direction.

By providing the second operation unit 14 on the steering wheel 13, the operation can be performed while the steering is held during driving, and the operability of the second operation unit 14 can be improved.
In addition, by making the second operation unit 14 into a shape that does not change the appearance before and after the operation, the driver can perform the current setting operation regardless of the previous operation mode of the second operation unit 14. it can. That is, as described above, the driver performs the setting operation for the second operation unit 14 every time the electric vehicle is started. At this time, for example, when the driver changes, the driver can perform the operation without feeling uncomfortable. In addition, the second operation unit 14 has a shape that does not leave the previous operation mode.

The shape of the second operation unit 14 is not limited to that shown in FIG. 3A, but may be a circular rotary switch 146 as shown in FIG. 3B.
The rotary switch 146 has a perfect circular shape, and rotates clockwise and counterclockwise around the rotation axis. In the example of FIG. 3B, the regenerative braking force changes in the increasing direction by rotating the rotary switch 146 clockwise, and the regenerative braking force changes in the decreasing direction by rotating counterclockwise.
The surface of the rotary switch 146 is plain and has a shape that does not change the appearance before and after the operation.
Further, the rotary switch 146 is configured so as to obtain a click feeling every time it rotates by a predetermined angle.

The relationship between the operation of the rotary switch 146 and the braking force curve will be described using FIG. 6 as an example. When the current braking force curve is the initial curve D, the rotary switch 146 is clicked once in the clockwise direction. When operated at a given angle, the braking force curve changes to the curve S1. Further, when the rotary switch 146 is operated twice in the clockwise direction at an angle at which a click feeling can be obtained, the braking force curve changes to the curve S2. Further, if the rotary switch 146 is operated clockwise at an angle at which a click feeling can be obtained three times, the braking force curve remains the curve S2, and the ECU 30 generates an error sound indicating that the regenerative braking force cannot be increased any more. Output from the speaker 28.
Similarly, the rotary switch 146 may be operated counterclockwise in the regenerative braking force decreasing direction.

  The second operation unit 14 may be a mechanism that can be operated steplessly. That is, you may use the rotary switch which does not have a click feeling, and the toggle switch which detects the operation amount according to operation time. In this case, it is possible to arbitrarily set the regenerative braking force at the regenerative level B5 according to the operation amount of the second operation unit 14, and to set the braking force curve as shown in FIG. 6 in a stepless manner.

In addition, since the appearance of the second operation unit 14 does not change before and after the operation, the operation state of the second operation unit 14 is displayed on the display unit 26 so as to be visible to the driver.
FIG. 7 is an explanatory diagram illustrating a display example by the display unit 26.
The display unit 26 includes a battery charge rate display 263 and the like, as well as a regeneration level display 262 indicating the operation state of the first operation unit 12 and the second operation unit 14, and the regenerative control set by the second operation unit 14. A braking force intensity display 264 indicating the magnitude of power is displayed.
The regeneration level display 262 includes a display 262A indicating the operation state of the first operation unit 12 and a display 262B indicating the operation state of the second operation unit 14, and is a character indicating the name of the currently selected regeneration level. (In the example of FIG. 7, the first operation unit 12 is B4, and the second operation unit 14 is S2).
The braking force intensity display 264 displays the magnitude of the braking force at the maximum intensity stage (regeneration level B5) of the current braking force curve. In the example of FIG. 7, the braking force intensity display 264 is an indicator. When the indicator is on the line L, it indicates that the braking force curve is on the initial curve D, and the regeneration level increases as the indicator is located at the top. The greater the braking force at B5, the smaller the braking force at the regeneration level B5, the lower the position.
By performing such a display, the driver can always check the setting state of the regenerative braking force of the electric vehicle.
Instead of the braking force strength display 264 as shown in FIG. 7 or together with the braking force strength display 264, a braking force curve as shown in FIG.

FIG. 8 is a flowchart showing processing by the regeneration control device 10.
When the start switch 20 of the electric vehicle is turned on (step S800: Yes), the ECU 30 cancels the setting operation on the first operation unit 12 and the second operation unit 14 in the previous travel. That is, the regeneration level and the braking force curve are set to initial values (step S802).
Further, the ECU 30 displays the current regeneration level and braking force setting (setting state of the braking force curve) on the display unit 26 (step S804).

Thereafter, when the second operation unit 14 is operated (step S806: Yes), the ECU 30 changes the braking force curve based on the operation and changes the display of the display unit 26 (step S808).
When there is an operation on the first operation unit 12 (step S810), the ECU 30 changes the regeneration level based on the operation and changes the display on the display unit 26 (step S812).
When the traveling motor 22 performs regenerative power generation, the ECU 30 controls the amount of power generation so that a regenerative braking force having a strength corresponding to the braking force curve and the regeneration level is generated.
Until the electric vehicle finishes running and the start switch 20 is turned off (step S814: No), the processing from step S804 is repeated, and when the start switch 20 is turned off (step S814: Yes), this flowchart. Terminate the process.

As described above, according to the regenerative control device 10 according to the embodiment, the second operation unit 14 that can change the magnitude of the regenerative braking force at each selection stage of the first operation unit 12 is provided. As a result, the settable range of the regenerative braking force can be increased, which is advantageous in performing regenerative control that is more suitable for the needs of the driver.
In addition, according to the regenerative control device 10, the needs of many drivers can be efficiently obtained by changing the magnitude of the regenerative braking force in the other strength stages on the basis of the magnitude of the regenerative braking force in the maximum intensity stage. This is advantageous in performing regenerative control adapted to the above.
Moreover, according to the regeneration control apparatus 10, since the operation content to the 2nd operation part 14 is reset for every starting of an electric vehicle, even when a different driver | operator drives an electric vehicle, an uncomfortable feeling and anxiety are made to feel. And can run smoothly.
Further, according to the regeneration control device 10, since the second operation unit 14 has a shape that does not change the appearance before and after the operation, even if the setting is reset every time the electric vehicle is started, the current operation can be performed without a sense of incongruity. Can do. Moreover, since the display part 26 which displays the operation state with respect to the 2nd operation part 14 is provided, even if the external appearance of the 2nd operation part 14 does not change, a driver | operator can confirm an operation state.
Moreover, according to the regeneration control apparatus 10, the driver can perform an operation without releasing the steering wheel, which is advantageous in improving the operability.

  DESCRIPTION OF SYMBOLS 10 ... Regenerative control device, 12 ... 1st operation part, 122 ... Paddle switch, 124 ... Shift lever, 14 ... 2nd operation part, 142 ... Toggle switch, 146 ... Rotary switch, 22 …… Motor (electric motor), 26 …… Display section

Claims (5)

A regenerative control device that controls a regenerative braking force of an electric motor that drives an electric vehicle,
A first operation unit that allows the relative strength of the regenerative control force to be selected stepwise by a driver's operation;
A second operation unit capable of changing the magnitude of the regenerative braking force in each selection stage of the first operation unit by the operation of the driver;
A regenerative control device comprising: The second operation unit changes the magnitude of the regenerative braking force at another strength level based on the magnitude of the regenerative braking force at the maximum strength level selectable by the first operation unit.
The regenerative control device according to claim 1. The magnitude of the regenerative braking force changed by the second operation unit is returned to the initial value every time the electric vehicle is started.
The regenerative control device according to claim 1 or 2. The second operation unit has a shape that does not change the appearance before and after the operation,
A display unit that displays the operation state of the second operation unit so as to be visible to the driver;
The regenerative control device according to claim 3. The first operation unit is a paddle type switch provided in a steering of the electric vehicle,
The second operation unit is a momentary toggle switch provided in the steering;
The regenerative control device according to any one of claims 1 to 4, wherein

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