Device and method for controlling regenerative braking torque of electric vehicle

Abstract

The present invention relates to an apparatus and method for controlling the regenerative braking torque of an electric vehicle. The electric vehicle is equipped with an anti-lock braking system (ABS). The apparatus and method can compensate for the regenerative braking torque of a drive motor based on a behavioral model of the electric vehicle, thereby minimizing the ABS from entering an operating range and maximizing the energy recovery rate through regenerative braking. The apparatus includes a disturbance extractor that extracts disturbances in a specific frequency band from the difference between the behavioral model and the actual behavior of the electric vehicle. The apparatus also includes a torque compensator that compensates for the regenerative braking torque based on the disturbances extracted by the disturbance extractor.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of priority from Korean Patent Application No. 10-2019-0167762 filed on December 16, 2019, in the Korean Intellectual Property Office, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present invention relates to a technology for controlling regenerative braking torque of a drive motor to prevent an anti-lock braking system (ABS) provided in an electric vehicle from entering an operating range. Background Art

[0004] The anti-lock braking system (ABS) installed in a vehicle does not continuously apply braking force to the wheels during braking. Instead, the ABS periodically (e.g., 10 or more times per second) performs a pumping operation to prevent the wheels from locking. In this case, the ABS compares the vehicle body's speed with the wheel's speed, and when the difference exceeds a threshold, determines that the wheel is locked and initiates operation.

[0005] Electric vehicles are equipped with regenerative braking systems that generate energy by operating the drive motor as a generator during braking. Electric vehicles equipped with ABS cannot recover sufficient energy through regenerative braking because regenerative braking must be stopped when ABS is activated during regenerative braking.

[0006] Conventional technologies for improving energy recovery through regenerative braking determine a target slip amount and control the motor to follow it. Determining the target slip amount requires estimating the vehicle body speed. Furthermore, additional sensors are required to estimate the vehicle body speed.

[0007] The contents described in this background technology section are intended to facilitate understanding of the background of the present invention and may include contents that are not known to those of ordinary skill in the art. Summary of the Invention

[0008] The present invention is dedicated to solving the above-mentioned problems existing in the prior art while completely maintaining the advantages achieved by the prior art.

[0009] One aspect of the present invention provides an apparatus for controlling the regenerative braking torque of an electric vehicle, and another aspect provides a method for controlling the regenerative braking torque of an electric vehicle. The apparatus and method can compensate for the regenerative braking torque of a drive motor based on a behavioral model of the electric vehicle, thereby minimizing the risk of an anti-lock braking system (ABS) entering an operating range and maximizing energy recovery through regenerative braking.

[0010] The technical problems solved by the present invention are not limited to the above problems. A person skilled in the art will clearly understand any other technical problems not mentioned herein from the following description.

[0011] According to one aspect of the present invention, a device for controlling the regenerative braking torque of an electric vehicle equipped with an ABS system is disclosed. The device includes a disturbance extractor that extracts disturbances in a specific frequency band from the difference between a behavioral model and the actual behavior of the electric vehicle. The device also includes a torque compensator that compensates the regenerative braking torque based on the disturbances extracted by the disturbance extractor.

[0012] The torque compensator may calculate a compensation torque for offsetting the disturbance extracted by the disturbance extractor, and may subtract the compensation torque from the regenerative braking torque.

[0013] The torque compensator can prevent the hysteresis phenomenon from occurring based on the calculated compensation torque.

[0014] The torque compensator may set a rate of change of the compensation torque. In this case, the torque compensator may apply the compensation torque in a divided manner when increasing the regenerative braking torque, and may apply the compensation torque in a concentrated manner when reducing the regenerative braking torque.

[0015] The disturbance extractor may include: an inverse nominal model in the form of a transfer function, which can output torque when a wheel speed is input; a first subtractor; and a filter. The inverse nominal model in the form of a transfer function can output torque when a wheel speed is input; the first subtractor subtracts regenerative braking torque compensated by proportional integral derivative (PID) control from the torque output by the inverse nominal model to extract a main disturbance; and the filter filters the main disturbance extracted by the first subtractor to extract a final disturbance.

[0016] The filter may include: a first low-pass filter (LPF), a second LPF, a second subtractor, and a third LPF, wherein the first low-pass filter (LPF) allows a first frequency component in a low frequency band to pass; the second LPF allows a second frequency component in the low frequency band to pass; the second subtractor subtracts the second frequency component from the first frequency component to extract a final disturbance; and the third LPF removes a noise component of the final disturbance.

[0017] The torque compensator may include a compensation torque calculator that calculates a compensation torque for offsetting a final disturbance extracted by a filter, and a hysteresis comparator that prevents hysteresis caused by the compensation torque calculated by the compensation torque calculator. The torque compensator may also include a rate limiter that, when increasing the regenerative braking torque, evenly distributes the compensation torque received from the hysteresis comparator and inputs the evenly distributed compensation torque to a third subtractor, and, when decreasing the regenerative braking torque, collectively inputs the compensation torque received from the hysteresis comparator within a reference time. The third subtractor may be configured to subtract the compensation torque input from the rate limiter from the regenerative braking torque to compensate for the regenerative braking torque.

[0018] The torque compensator may delay operation of the ABS until a point in time when the regenerative braking torque can be compensated based on an inverse nominal model.

[0019] According to another aspect of the present invention, a method for controlling the regenerative braking torque of an electric vehicle equipped with ABS is disclosed. The method includes extracting a disturbance within a specific frequency band from a difference between a behavioral model and the actual behavior of the electric vehicle using a disturbance extractor. The method also includes compensating the regenerative braking torque based on the disturbance extracted by the disturbance extractor using a torque compensator.

[0020] Compensating the regenerative braking torque may include calculating a compensation torque for offsetting the disturbance extracted by the disturbance extractor. The method may further include subtracting the compensation torque from the regenerative braking torque.

[0021] Compensating the regenerative braking torque may further include preventing a hysteresis phenomenon from occurring based on the calculated compensation torque.

[0022] The method may further include setting a change rate of the calculated compensation torque. In this case, setting the change rate of the calculated compensation torque may include applying the compensation torque in batches when increasing the regenerative braking torque, and may include applying the compensation torque in a concentrated manner when reducing the regenerative braking torque.

[0023] Extracting the disturbance may include: extracting the main disturbance by subtracting the regenerative braking torque compensated by PID control from the torque output by the inverse nominal model, and may include: extracting the final disturbance by filtering the extracted main disturbance. Extracting the final disturbance may include: passing a first frequency component in a low frequency band; passing a second frequency component in the low frequency band; extracting the final disturbance by subtracting the second frequency component from the first frequency component; and removing a noise component of the final disturbance.

[0024] Compensating the regenerative braking torque may include: calculating a compensation torque for offsetting a final disturbance using a compensation torque calculator; preventing hysteresis caused by the calculated compensation torque using a hysteresis comparator; evenly distributing the compensation torque received from the hysteresis comparator using a rate limiter when increasing the regenerative braking torque, and inputting the evenly distributed compensation torque into a subtractor; inputting the compensation torque received from the hysteresis comparator into the subtractor at one time within a reference time when reducing the regenerative braking torque; and subtracting the compensation torque input from the rate limiter from the regenerative braking torque using the subtractor to compensate for the regenerative braking torque.

[0025] Compensating the regenerative braking torque may include delaying operation of the ABS until a point in time when the regenerative braking torque can be compensated based on an inverse nominal model. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and other objects, features and advantages of the present invention will be more clearly understood through the detailed description presented below in conjunction with the accompanying drawings:

[0027] Figure 1 is a schematic diagram showing a configuration of an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention;

[0028] Figure 2 is a schematic diagram showing a relationship between a slip ratio and a braking force of an inverse nominal model of an apparatus for deriving a regenerative braking torque for controlling an electric vehicle according to an embodiment of the present invention;

[0029] Figure 3 is a schematic diagram showing the structure of a filter provided in an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention;

[0030] Figure 4 is a schematic diagram showing an output of each low-pass filter (LPF) in a filter provided in an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention;

[0031] Figure 5 is a schematic diagram showing performance of an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention;

[0032] Figure 6 is a schematic diagram showing a configuration of an apparatus for controlling regenerative braking torque of an electric vehicle according to another embodiment of the present invention;

[0033] Figure 7 is a flowchart showing a method for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention;

[0034] Figure 8 is a block diagram showing a computing system for executing a method of controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0035] Hereinafter, some embodiments of the present invention will be described in detail with reference to the accompanying drawings. When adding reference numerals to the components of each drawing, it should be noted that even when the same or equivalent components are shown in other drawings, they are represented by the same reference numerals. In addition, when describing the embodiments of the present invention, detailed descriptions of known features or functions are omitted so as not to unnecessarily obscure the main purpose of the present invention.

[0036] When describing components according to embodiments of the present invention, terms such as first, second, "A", "B", (a), (b) etc. may be used. These terms are intended only to distinguish one component from another. These terms do not limit the nature, order or sequence of the components. Unless otherwise defined, all terms used herein (including technical or scientific terms) have the same meaning as those generally understood by those of ordinary skill in the art to which the present invention belongs. Such terms defined in general dictionaries are interpreted as having the same meaning as the contextual meaning in the relevant technical field. Such terms are not interpreted as having ideal or overly formal meanings unless explicitly defined as having such meanings in the present invention.

[0037] Figure 1 is a schematic diagram showing a configuration of an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention.

[0038] like Figure 1 As shown, the apparatus 100 for controlling the regenerative braking torque of an electric vehicle according to an embodiment of the present invention may include a disturbance extractor 10 and a torque compensator 20. In this case, according to the scheme for implementing the apparatus 100 for controlling the regenerative braking torque of an electric vehicle according to an embodiment of the present invention, each component can be combined with each other to be implemented as one, and some components can be omitted. Specifically, the functions of the disturbance extractor 10 and the torque compensator 20 can be implemented to be performed by a controller. In this case, the controller can be implemented in the form of hardware or software, or in the form of a combination of hardware and software. In one example, the controller can be implemented using a microprocessor, but the controller is not limited thereto.

[0039] Referring to each component, first, the disturbance extractor 10 extracts disturbance of a specific frequency band from the difference between a behavior model and actual behavior of the electric vehicle.

[0040] The disturbance extractor 10 may include an inverse nominal model 11 , a subtractor 12 and a filter 13 .

[0041] The inverse nominal model 11 can be expressed as a transfer function (G n -1 ) form to realize the behavioral model of electric vehicles, the transfer function (G n -1 ) output torque at input wheel speed.

[0042] In the following, reference Figure 2 The inverse nominal model 11 is described in detail.

[0043] Figure 2 FIG. 1 is a diagram showing a relationship between a slip ratio and a braking force of an inverse nominal model of an apparatus for deriving a regenerative braking torque for controlling an electric vehicle according to an embodiment of the present invention.

[0044] like Figure 2 As shown, reference numeral 210 represents the relationship between the slip ratio and the braking force of the electric vehicle corresponding to the friction of different road surfaces. Although the maximum braking force varies for each road surface, the maximum braking force is stably maintained in a specific slip range.

[0045] Inertia of the wheel J whl and the inertia of the electric vehicle J eq The relationship with the slip ratio is summarized as shown in the following formula 1.

[0046] [Formula 1]

[0047]

[0048] In Formula 1, “m” is the mass of the electric vehicle, and “R eff ” is the dynamic radius of the tire, and “λ” is the slip ratio. In this case, “λ” can be expressed as the following Formula 2.

[0049] [Formula 2]

[0050]

[0051] In Formula 2, "ω" represents the number of wheel revolutions, and "v" represents the vehicle speed.

[0052] Assuming the slip ratio in Equation 1 is 0, the inertia J of the nominal model is n It is expressed as the following formula 3.

[0053] [Formula 3]

[0054]

[0055] Finally, the nominal model G n (s) is expressed as the following formula 4.

[0056] [Formula 4]

[0057]

[0058] Therefore, the inverse nominal model G n (s) -1 It is expressed as the following formula 5.

[0059] [Formula 5]

[0060] G n (s) -1 =J n s

[0061] The subtractor 12 subtracts the regenerative braking torque (regenerative braking torque value) compensated by proportional integral derivative (PID) control from the output (torque value) of the inverse nominal model. The subtraction result represents the main disturbance.

[0062] The filter 13 extracts the final disturbance of a specific frequency band from the main disturbance.

[0063] The filter 13 may be implemented as a low-pass filter (LPF) to extract the final disturbance from which high-frequency noise is removed.

[0064] The filter 13 may be implemented as a high-pass filter (HPF) to extract the resulting disturbance above a certain frequency.

[0065] The filter 13 may be implemented as a band-pass filter (BPF) to extract the resulting disturbance in a specific frequency band.

[0066] like Figure 3 As shown, the filter 13 can be used as Figure 3 Multiple LPF implementations shown.

[0067] Figure 3 is a schematic diagram showing a structure of a filter provided in an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention.

[0068] like Figure 3As shown, an apparatus for controlling the regenerative braking torque of an electric vehicle according to an embodiment of the present invention may include a plurality of LPFs. The apparatus may include: a first LPF 131 having a first time constant for passing high-frequency components in a low-frequency band; a second LPF 132 having a second time constant for passing low-frequency components in the low-frequency band; a subtractor 133; and a third LPF 134. The first LPF 131 has a first time constant for passing high-frequency components in a low-frequency band; the second LPF 132 has a second time constant for passing low-frequency components in the low-frequency band; the subtractor 133 is configured to subtract the frequency components that have passed through the second LPF 132 from the frequency components that have passed through the first LPF 131; and the third LPF 134 is configured to remove noise components from the subtraction result of the subtractor 133.

[0069] The first LPF 131 reacts to the main disturbance d raw Filtering is performed so that the first frequency component In this case, the first frequency component represents the disturbance detected when wheel slip occurs.

[0070] The second LPF 132 reacts to the main disturbance d raw Filtering is performed so that the second frequency component In this case, the second frequency component represents a disturbance related to the gradient, load change or driving load change.

[0071] The subtractor 133 extracts the final disturbance by subtracting the second frequency component from the first frequency component.

[0072] The third LPF 134 removes the noise component of the final disturbance. Indicates the result.

[0073] Figure 4 is a schematic diagram showing an output of each LPF among filters provided in an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention.

[0074] exist Figure 4 , reference numeral 411 denotes a first frequency component as an output of the first LPF 131 , reference numeral 412 denotes a second frequency component as an output of the second LPF 132 , and reference numeral 413 denotes a final disturbance as an output of the third LPF 134 .

[0075] Next, the torque compensator 20 compensates the regenerative braking torque based on the disturbance extracted by the disturbance extractor 10. That is, the torque compensator 20 calculates a compensation torque (compensation torque for canceling the disturbance) by which the disturbance extracted by the disturbance extractor 10 becomes 0 (zero). The torque compensator 20 also subtracts the calculated compensation torque (Compensation) from the regenerative braking torque (regenerative braking request torque).

[0076] To prevent hysteresis based on the calculated compensation torque, the torque compensator 20 may compensate for the regenerative braking torque when the calculated compensation torque is less than a first reference value. The torque compensator 20 may not compensate when the calculated compensation torque is greater than or equal to a second reference value. In this case, the first reference value is set to be less than the second reference value.

[0077] The torque compensator 20 can set the rate of change of the compensation torque. For example, if the compensation torque is -10 (in the case of increasing the regenerative braking torque) and the regenerative braking torque needs to be increased by 10 within 100ms, it can be increased by 1 every 10ms instead of increasing by 10 at once. This is to prevent shock.

[0078] As another example, when the compensation torque is 10 (in the case of reducing the regenerative braking torque) and 10 needs to be subtracted from the regenerative braking torque within 100 ms, the torque compensator 20 can have a fast response characteristic by subtracting 10 from the regenerative braking torque at once.

[0079] The torque compensator 20 may include a compensation torque calculator 21 , a hysteresis comparator 22 , a rate limiter 23 , and a subtractor 24 .

[0080] The compensation torque calculator 21 calculates a compensation torque (compensation torque for canceling disturbance) that causes the final disturbance extracted by the disturbance extractor 10 to become 0 (zero).

[0081] In order to prevent the compensation torque calculated by the compensation torque calculator 21 from causing a hysteresis phenomenon, when the compensation torque calculated by the compensation torque calculator 21 is less than a first reference value, the hysteresis comparator 22 sends the calculated compensation torque to the rate limiter 23. When the compensation torque calculated by the compensation torque calculator 21 is greater than or equal to a second reference value, the hysteresis comparator 22 does not send the calculated compensation torque to the rate limiter 23.

[0082] In the case of increasing the regenerative braking torque, the rate limiter 23 evenly distributes the compensation torque received from the hysteresis comparator 22 within a reference time and inputs the evenly distributed compensation torque to the subtractor 24. In the case of decreasing the regenerative braking torque, the rate limiter 23 inputs the compensation torque received from the hysteresis comparator 22 to the subtractor 24 at once within the reference time.

[0083] The subtractor 24 compensates the regenerative braking torque by subtracting the compensation torque input from the rate limiter 23 from the regenerative braking torque.

[0084] Figure 5 is a schematic diagram showing performance of an apparatus for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention.

[0085] like Figure 5 As shown, according to the related art, it can be understood that since the regenerative braking torque is not controlled, the regenerative braking is stopped by operating the ABS at a specific time point 510. In this case, the specific time point 510 is a time point when the difference between the vehicle speed 511 and the wheel speed 512 exceeds a threshold.

[0086] In contrast, according to the present invention, by controlling the regenerative braking torque, ABS operation can be prevented or delayed as much as possible, thereby extending the regenerative braking period. Specifically, when the regenerative braking torque can be continuously compensated based on an inverse nominal model or a nominal model, ABS operation can be completely prevented. Furthermore, ABS operation can be delayed until the regenerative braking torque can be compensated based on the inverse nominal model or the nominal model.

[0087] Figure 6 1 is a schematic diagram showing the configuration of an apparatus for controlling regenerative braking torque of an electric vehicle according to another embodiment of the present invention. In this embodiment, the structure of the torque compensator 20 is the same as that of the Figure 1 The structure is the same.

[0088] like Figure 6 As shown, the disturbance extractor 30 extracts disturbances of a specific frequency band from the difference between the behavior model and the actual behavior of the electric vehicle.

[0089] The disturbance extractor 30 may include a nominal model 31 , a subtractor 32 , and a filter 33 .

[0090] The nominal model 31 is a behavioral model of the electric vehicle and can be expressed as a transfer function G n The transfer function G is realized in the form of n Output wheel speed when torque is input.

[0091] The subtractor 32 performs an operation of subtracting the wheel speed of the vehicle from the output of the nominal model (wheel speed). The calculation result represents the main disturbance.

[0092] The filter 33 extracts the final disturbance of a specific frequency band from the main disturbance.

[0093] Figure 7 is a flowchart showing a method for controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention.

[0094] First, in step 701 , the disturbance extractor 10 extracts disturbance (torque) of a specific frequency band from the difference between a behavior model and actual behavior of the electric vehicle.

[0095] Thereafter, in step 702 , the torque compensator 20 compensates the regenerative braking torque based on the disturbance extracted by the disturbance extractor 10 .

[0096] Figure 8 is a block diagram showing a computing system for executing a method of controlling regenerative braking torque of an electric vehicle according to an embodiment of the present invention.

[0097] refer to Figure 8 As described above, the method for controlling the regenerative braking torque of an electric vehicle according to an embodiment of the present invention can be implemented by a computing system. The computing system 1000 may include at least one processor 1100, a memory 1300, a user interface input device 1400, a user interface output device 1500, a storage device 1600, and a network interface 1700 connected via a system bus 1200.

[0098] The processor 1100 may be a central processing unit (CPU) or a semiconductor device that processes instructions stored in the memory 1300 and / or the storage device 1600. The memory 1300 and the storage device 1600 may include various types of volatile or non-volatile storage media. For example, the memory 1300 may include a read-only memory (ROM) and a random access memory (RAM).

[0099] Accordingly, the processing of the described method or algorithm related to the embodiments of the present invention can be implemented directly by hardware, software modules or their combination performed by the processor 1100. The software module can be located on a storage medium (i.e., memory 1300 and / or storage device 1600), such as RAM, flash memory, ROM, EPROM, EEPROM, register, hard disk, solid-state drive (SSD), removable disk or CD-ROM. The storage medium disclosed in this example is connected to the processor 1100. The processor 1100 can read information from the storage medium and can write information to the storage medium. In another method, the storage medium can be integrated with the processor 1100. The processor and the storage medium can be located in an application specific integrated circuit (ASIC). The ASIC can be located in a user terminal. In another method, the processor and the storage medium can be located in a user terminal as separate components.

[0100] According to an embodiment of the present invention, an apparatus and method for controlling the regenerative braking torque of an electric vehicle can compensate for the regenerative braking torque of a drive motor based on a behavioral model of the electric vehicle, thereby minimizing the risk of the ABS entering an operating range and maximizing the energy recovery rate through regenerative braking.

[0101] The above description is an example of the technical spirit of the present invention. Without departing from the essential characteristics of the present invention, a person skilled in the art can make various changes and modifications to the present invention.

[0102] Therefore, the disclosed embodiments of the present invention do not limit the technical spirit of the present invention, but are exemplary. The scope of the technical spirit of the present invention is not limited by the disclosed embodiments. The scope of the present invention should be interpreted by the claims, and it should be understood that all technical spirits within the scope of equivalents are within the scope of the present invention.

Claims

1. A device for controlling regenerative braking torque of an electric vehicle equipped with an anti-lock braking system, the device comprising: a disturbance extractor configured to extract a disturbance of a specific frequency band from a difference between a behavior model and an actual behavior of the electric vehicle; as well as a torque compensator configured to compensate for regenerative braking torque based on the disturbance extracted by the disturbance extractor; wherein the inverse nominal model implements a behavioral model of the electric vehicle in the form of a transfer function, wherein the transfer function outputs torque when a wheel speed is input; Wherein, the disturbance extractor comprises: an inverse nominal model in the form of a transfer function configured to output torque given input wheel speed; a first subtractor configured to subtract the regenerative braking torque compensated by the proportional-integral-derivative control from the torque output by the inverse nominal model to extract the main disturbance; and a filter configured to filter the main disturbance extracted by the first subtractor to extract a final disturbance; Wherein, the torque compensator comprises: a compensation torque calculator configured to calculate a compensation torque for offsetting a final disturbance extracted by the filter; a hysteresis comparator configured to prevent hysteresis caused by the compensation torque calculated by the compensation torque calculator; a rate limiter configured to: evenly distribute the compensation torque received from the hysteresis comparator when increasing the regenerative braking torque and input the evenly distributed compensation torque to the third subtractor; and input the compensation torque received from the hysteresis comparator all at once within a reference time when reducing the regenerative braking torque; The third subtractor is configured to subtract the compensation torque input from the rate limiter from the regenerative braking torque to compensate for the regenerative braking torque.

2. The apparatus for controlling the regenerative braking torque of an electric vehicle according to claim 1, wherein: The torque compensator is configured to calculate a compensation torque for offsetting a disturbance extracted by the disturbance extractor and subtract the compensation torque from the regenerative braking torque.

3. The apparatus for controlling the regenerative braking torque of an electric vehicle according to claim 2, wherein: The torque compensator is configured to prevent a hysteresis phenomenon from occurring based on the calculated compensation torque.

4. The apparatus for controlling the regenerative braking torque of an electric vehicle according to claim 2, wherein: The torque compensator is configured to set a rate of change of a compensation torque.

5. The apparatus for controlling the regenerative braking torque of an electric vehicle according to claim 4, wherein: The torque compensator is configured to apply the compensating torque in batches when the regenerative braking torque is increased, and to apply the compensating torque all at once when the regenerative braking torque is reduced.

6. The apparatus for controlling regenerative braking torque of an electric vehicle according to claim 1, wherein: The filter comprises: a first low-pass filter configured to pass a first frequency component in a low frequency band; a second low-pass filter configured to pass a second frequency component in a low frequency band; a second subtractor configured to subtract the second frequency component from the first frequency component to extract a final disturbance; and A third low-pass filter is configured to remove a noise component of the final disturbance.

7. The apparatus for controlling regenerative braking torque of an electric vehicle according to claim 1, wherein: The torque compensator is configured to delay operation of the anti-lock braking system until a point in time when regenerative braking torque can be compensated based on an inverse nominal model.

8. A method for controlling regenerative braking torque of an electric vehicle equipped with an anti-lock braking system, the method comprising: A disturbance extractor is used to extract disturbances in a specific frequency band from the difference between the behavior model and the actual behavior of the electric vehicle; compensating the regenerative braking torque based on the disturbance extracted by the disturbance extractor using a torque compensator; wherein the inverse nominal model implements a behavioral model of the electric vehicle in the form of a transfer function, wherein the transfer function outputs torque when a wheel speed is input; The extracted disturbance includes: The main disturbance is extracted by subtracting the regenerative braking torque compensated by proportional-integral-derivative control from the torque output by the inverse nominal model; Extracting the final disturbance by filtering the extracted main disturbance; The compensation of regenerative braking torque includes: Calculating a compensation torque for counteracting the final disturbance using a compensation torque calculator; Using a hysteresis comparator to prevent hysteresis caused by the calculated compensation torque; When increasing the regenerative braking torque, the compensation torque received from the hysteresis comparator is evenly distributed using a rate limiter, and the evenly distributed compensation torque is input to a subtractor; When reducing the regenerative braking torque, a rate limiter is used to input the compensation torque received from the hysteresis comparator into the subtractor at once within a reference time; The compensation torque input from the rate limiter is subtracted from the regenerative braking torque by a subtractor to compensate for the regenerative braking torque.

9. The method according to claim 8, wherein Compensating regenerative braking torque includes: calculating a compensation torque for counteracting a disturbance extracted by the disturbance extractor; The compensation torque is subtracted from the regenerative braking torque.

10. The method according to claim 9, wherein: Compensating the regenerative braking torque further includes: Prevents hysteresis based on the calculated compensation torque.

11. The method according to claim 9, further comprising: Sets the rate of change of the calculated compensation torque.

12. The method according to claim 11, wherein Setting the calculated rate of change of the compensation torque includes: When increasing the regenerative braking torque, the compensating torque is applied in batches; When reducing the regenerative braking torque, the compensating torque is applied once.

13. The method according to claim 8, wherein Extracting the final perturbation includes: passing a first frequency component in a low frequency band; passing a second frequency component in a low frequency band; Extracting the final disturbance by subtracting the second frequency component from the first frequency component; Remove the noise component of the final disturbance.

14. The method according to claim 8, wherein Compensating regenerative braking torque includes: Operation of the anti-lock braking system is delayed until a point in time when regenerative braking torque can be compensated based on an inverse nominal model.

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