Electric vehicle

Abstract

The present application provides an electric vehicle in which a damping control device is configured to implement damping control for canceling or suppressing a vibration component using regenerative braking by monitoring the vibration component and controlling a generator control device in accordance with the vibration component. A system control device determines whether damping control can be implemented based on at least a state of charge of a battery. An ABS control device sends a request signal to the system control device when ABS control is implemented. The system control device issues an instruction signal to the damping control device when it is determined that damping control can be implemented and the request signal is received from the ABS control device. The damping control device implements damping control when the instruction signal is received from the system control device.

Description

TECHNICAL FIELD

[0001] The technology of the present disclosure relates to an electric vehicle. In particular, it relates to an electric vehicle equipped with a generator control device that controls regenerative braking by a motor generator, and an ABS control device that can implement ABS control that avoids or suppresses lockup of a wheel. BACKGROUND

[0002] The electric vehicle of Japanese Patent Application Publication No. 2019-122053 is equipped with an ABS control device, a generator control device (referred to as a regenerative control portion in Japanese Patent Application Publication No. 2019-122053), and a system control device (referred to as a coordination control portion in Japanese Patent Application Publication No. 2019-122053) that coordinates the two. The ABS control device implements ABS control that avoids or suppresses lockup of a wheel. In the ABS control, a wheel slip ratio is calculated from a rotational speed of the wheel, and a mechanical brake force (e.g., a hydraulic brake force) is applied to the wheel in such a manner as to keep the wheel slip ratio within a prescribed range. In the implementation of the ABS control, the generator control device controls the motor generator based on an instruction value of a regenerative brake force received from the system control device. The system control device calculates the instruction value of the regenerative brake force in accordance with a state of charge of a battery of the electric vehicle. The responsiveness of the regenerative brake force generated by the motor generator is higher than the responsiveness of the mechanical brake force. Therefore, in the electric vehicle of Japanese Patent Application Publication No. 2019-122053, the system control device can cause the regenerative brake force generated by the motor generator to act on the wheel before the mechanical brake force acts on the wheel by coordinating the mechanical brake force and the regenerative brake force. SUMMARY

[0003] The ABS control device of Japanese Patent Application Publication No. 2019-122053 implements ABS control based on a rotational speed of a wheel. Here, in the rotational speed of the wheel, a vibration component having a certain frequency is exhibited due to vibrations generated in a drive system including a motor generator and the like, external forces applied to a drive wheel from a road surface, and the like. Such a vibration component becomes a harmful external disturbance in the ABS control, causing a decrease in the accuracy of the ABS control. In this regard, the present inventors and others have developed a technology that cancels or reduces the vibration component contained in the rotational speed of the wheel by utilizing regenerative braking by the motor generator (hereinafter, referred to as a vibration damping control). However, for the regenerative braking, for example, its operation is sometimes prohibited or limited in accordance with a state of charge of a battery and the like. In such a situation, in the implementation of the ABS control, in the case where the vibration damping control is implemented, there is a risk that the influence of the vibration damping control that is not sufficiently implemented becomes a new external disturbance for the ABS control.

[0004] In the present disclosure, in the implementation of the ABS control, a technology for appropriately implementing the vibration damping control that utilizes regenerative braking is provided.

[0005] An electric vehicle according to an aspect of the present disclosure is equipped with a motor generator, a battery, a generator control device, a brake device, an ABS control device, a damping control device, and a system control device. The motor generator is configured to drive a wheel. The battery is connected to the motor generator. The generator control device is configured to control regenerative braking by the motor generator. The brake device is configured to mechanically brake the wheel. The ABS control device is configured to monitor a rotational speed of the wheel, and control the brake device in accordance with the rotational speed, thereby implementing ABS control that avoids or suppresses lockup of the wheel. The damping control device is configured to monitor a prescribed vibration component that occurs in a rotational speed of the motor generator, and control the generator control device in accordance with the prescribed vibration component, thereby implementing damping control that cancels or suppresses the prescribed vibration component using the regenerative braking. The system control device is configured to determine whether or not the damping control can be implemented, based on at least a state of charge of the battery. In the electric vehicle according to an aspect of the present disclosure, the ABS control device is configured to transmit a request signal to the system control device when the ABS control is implemented. The system control device is configured to transmit an instruction signal to the damping control device when it is determined that the damping control can be implemented, and the request signal is received from the ABS control device. The damping control device is configured to implement the damping control when the instruction signal is received from the system control device. Note that the state of charge of the battery herein refers to a charge level with respect to a full charge of the battery, for example, an index such as SOC (State of Charge).

[0006] In the above-described structure, a system control device is installed between the ABS control device that implements the ABS control and the damping control device that implements the damping control. The system control device can determine whether or not the damping control can be implemented, based on the state of charge of the battery and the like, and transmit a request signal transmitted from the ABS control device as an instruction signal to the damping control device only when the implementation of the damping control becomes possible. Thus, during the implementation of the ABS control, an unintended reduction in precision of the ABS control caused by insufficient implementation of the damping control can be avoided.

[0007] In the following "Mode for Carrying Out the Invention", the details and further improvements of the technology of the present disclosure are described. BRIEF DESCRIPTION OF DRAWINGS

[0008] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:

[0009] Figure 1 A side view of the electric vehicle 10 according to an embodiment.

[0010] Figure 2 A block diagram of the control device 20.

[0011] Figure 3 is a graph showing the relationship between the rotational speed VI of the wheel and the estimated speed Vs over time, with the horizontal axis representing the time (T) and the vertical axis representing the magnitude (V) of each speed VI, Vs.

[0012] Figure 4 is a graph showing the change in the frictional force Fl over time, with the horizontal axis representing the time (T) and the vertical axis representing the magnitude (P) of the frictional force Fl.

[0013] Figure 5 is a flowchart showing the system control processing performed by the system control device 22. DETAILED DESCRIPTION

[0014] In one embodiment of the present technology, the system control device can also determine whether or not to implement the damping control based on a limit value related to charging of the battery. Here, the limit value related to charging, for example, is the allowable (maximum) charging power of the battery, or the allowable (maximum) charging current of the battery, for example, is an index that is temporarily limited depending on the temperature of the battery, etc. By further taking such an index into account, the system control device can more accurately determine whether or not to implement the damping control.

[0015] In one embodiment of the present technology, the system control device can also determine whether or not to implement the damping control based on a limit value related to regenerative braking of the motor generator. Here, the limit value related to regenerative braking, for example, is the allowable (maximum) regenerative power of the motor generator, or the allowable (maximum) regenerative current of the motor generator, for example, is an index that is temporarily limited depending on the temperature of the motor generator, etc. By further taking such an index into account, the system control device can more accurately determine whether or not to implement the damping control.

[0016] In one embodiment of the present technology, the system control device can also calculate a first maximum regenerative torque that the motor generator can output in the regenerative braking based on a limit value related to charging of the battery, calculate a second maximum regenerative torque that the motor generator can output in the regenerative braking based on a limit value related to the regenerative braking of the motor generator, and determine that the damping control can be implemented when a minimum value among the first maximum regenerative torque and the second maximum regenerative torque exceeds a necessary torque threshold value that is a value of torque required to implement the damping control. According to such a structure, by converting different kinds of indexes such as the limit value related to charging of the battery or the limit value related to the regenerative braking of the motor generator into a common index such as torque, it is possible to appropriately determine whether or not the damping control can be implemented.

[0017] In one embodiment of the present technology, the system control device can also transmit an allowance signal to the ABS control device when it is determined that the damping control can be implemented. In this case, the ABS control device can also transmit the request signal to the system control device when it receives the allowance signal and implements the ABS control. According to such a structure, the ABS control device can grasp in advance whether or not the damping control can be implemented based on the allowance signal from the system control device. Thus, the ABS control device can change a control parameter or the like of the ABS control in a situation in which the damping control can be expected and in a situation in which the damping control cannot be expected.

[0018] In one embodiment of the present technology, the system control device can also determine whether or not the damping control can be implemented based also on whether or not an abnormality occurs in the motor generator. According to such a structure, in a case where an abnormality occurs in the motor generator, it is possible to prevent the damping control from being implemented. Thus, it is possible to suppress a load generated by the damping control from being further applied to the motor generator that is experiencing an abnormality.

[0019] In one embodiment of the present technology, the electric vehicle can also include a shift lever. In this case, the system control device can also determine whether or not the damping control can be implemented based also on whether or not the shift lever is in a drive position. According to such a structure, for example, in a case where the shift lever is in a park position or the like, it is possible to suppress the damping control from being implemented uselessly.

[0020] (Embodiment)

[0021] An electric vehicle of an embodiment will be described below with reference to the drawings. Figure 1is a side view schematically illustrating the electric vehicle 10 of the embodiment. The electric vehicle 10 is equipped with front wheels 2f, rear wheels 2r, a battery 8, a gearshift lever 12, a brake pedal 14, a motor generator 16, and a control device 20. The electric vehicle 10 drives the motor generator 16 by supplying electric power of the battery 8 to the motor generator 16. Thereby, the motor generator 16 drives the front wheels 2f and the rear wheels 2r. Thereby, the electric vehicle 10 travels.

[0022] The brake pedal 14 is connected to a front-side brake 4f that brakes the front wheels 2f and a rear-side brake 4r that brakes the rear wheels 2r. When a user of the electric vehicle steps on the brake pedal 14, each brake 4f, 4r clamps a brake disc (omitted in the figure) fixed to each wheel 2f, 2r with hydraulic pressure according to the amount by which he steps on it. As a result, a frictional force is generated between each brake 4f, 4r and the brake disc, and each wheel 2f, 2r is braked. In this way, the electric vehicle 10 mechanically brakes each wheel 2f, 2r with each brake 4f, 4r.

[0023] Further, the electric vehicle 10 is capable of performing regenerative braking with the motor generator 16. When regenerative braking is performed, the motor generator 16 generates a torque in the opposite direction to that when traveling, whereby each wheel 2f, 2r is braked. At this time, the motor generator 16 functions as a generator that supplies electric power to the battery 8 with the torque. Hereinafter, since the function of the generator among the functions of the motor generator 16 is mainly described, the motor generator 16 is simply referred to as the generator 16.

[0024] The electric vehicle 10 is also equipped with a first sensor 6f that detects the rotational speed of the front wheels 2f, a second sensor 6r that detects the rotational speed of the rear wheels 2r, and a third sensor 18 that detects the rotational speed of the generator 16. The detected values generated by each sensor 6f, 6r, 18 are sent to the control device 20.

[0025] The battery 8 is equipped with a battery control device 9 that can detect the temperature and the SOC (state of charge) of the battery 8. The battery control device 9 calculates the allowable charge power as the charge power that the battery 8 can allow at the current time, from the temperature of the battery 8.

[0026] Hereinafter, the details of the control device 20 will be described with reference to Figure 2 The details of the control device 20 will be described. The control device 20 is a computer that controls various functions of the electric vehicle 10. Although omitted in the figure, the control device 20 is equipped with an electronic circuit composed of a CPU (central processing unit), a RAM (random access memory), a ROM (read only memory), and the like. The control device 20 is equipped with a system control device 22, an ABS control device 24, a motor control device 26, and a damping control device 28.

[0027] The ABS control device 24 is a control device for avoiding or suppressing lock of each wheel 2f, 2r at the time of braking of each wheel 2f, 2r, and implements so-called anti-lock brake system control (hereinafter, referred to as ABS control). As shown in FIG. 6, the ABS control device 24 receives the rotational speed Vl of each wheel 2f, 2r from the first sensor 6f and the second sensor 6r when receiving the depression amount Bl of the brake pedal 14. Thereby, the ABS control device 24 calculates the slip ratio of each wheel 2f, 2r, and in the case where the calculated slip ratio exceeds a threshold value, applies the frictional force Fl generated by hydraulic pressure to the corresponding brake 4f, 4r using the pump 40 based on the slip ratio. Thereby, the ABS control device 24 can avoid or suppress lock of each wheel 2f, 2r. In the case where the brake pedal 14 is depressed by the user, ABS control is implemented, and a permission signal S3 to be described later is received, the ABS control device 24 transmits a request signal Sl to the system control device 22. Figure 2

[0028] Here, the relationship between the rotational speed Vl of each wheel 2f, 2r and the frictional force Fl applied to the wheel by hydraulic pressure will be described with reference to FIGS. 9 and 10. Figure 3 Figure 4 Figure 3 A graph showing the relationship between the estimated speed Vs of the electric vehicle 10 (refer to FIG. 1) over time and the rotational speed Vl of one wheel (hereinafter, referred to as the target wheel) among the wheels 2f, 2r is shown in FIG. 9. The estimated speed Vs is calculated from the average rotational speed of the wheels 2f, 2r. Figure 1 A graph showing the change in the frictional force Fl applied to the target wheel over time is shown in FIG. 10. When the brake pedal 14 is depressed, the estimated speed Vs gradually decreases according to the depression amount Bl. In the case where the estimated speed Vs and the rotational speed Vl of the target wheel decrease below a threshold value Thl, the ABS control device 24 determines that the target wheel is locked, and reduces the frictional force Fl applied to the target wheel. In the case where the estimated speed Vs and the rotational speed Vl of the target wheel exceed the threshold value Thl, the ABS control device 24 determines that the target wheel is not locked, and increases the frictional force Fl applied to the target wheel. In this way, the ABS control device 24 monitors the rotational speed Vl of each wheel 2f, 2r, and controls the frictional force Fl of each brake 4f, 4r according to the rotational speed Vl of the corresponding wheel 2f, 2r, thereby avoiding or suppressing lock of each wheel 2f, 2r. Figure 4 Here, in the rotational speed Vl, a vibration component of the drive system including the generator 16 and the like is included. Therefore, as shown in FIG. 11, the rotational speed Vl of the target wheel is a value including a component of the vibration of the drive system.

[0029] Figure 3 ​​​​As shown in FIG, the rotation speed V1 changes while repeatedly shifting up and down. As a result, the rotation speed V1 repeatedly exceeds the threshold value Th1 in a relatively short period of time. As a result, Figure 4 As shown, the ABS control device 24 may unnecessarily increase or decrease the friction force F1. Thus, when the rotational speed V1 of the target wheel includes a vibration component, the ABS control device 24 cannot perform ABS control appropriately.

[0030] like Figure 2 As shown, the vibration control device 28 receives the detected value of the rotational speed V2 of the generator 16 from the third sensor 18. Based on the received detected value of the rotational speed V2, the vibration control device 28 performs bandpass processing to extract components in a predetermined frequency band. Here, the predetermined frequency band is a band that includes the resonant frequency of the drive system. In the electric vehicle 10 of this embodiment, for example, it is 5 to 15 Hz. Furthermore, the predetermined frequency band is set based on the size and mass of the electric vehicle 10, etc. The predetermined frequency band is pre-stored during the manufacture of the vibration control device 28.

[0031] The vibration control device 28 extracts a predetermined frequency band component from the detected value of the rotational speed V2 and then calculates the required torque threshold value Tr1 by inverting its phase. Figure 3 The vibration component included in the target wheel's rotational speed V1, as described above, is also included in the generator 16's rotational speed V2. Through the aforementioned bandpass processing, the generator 16's rotational speed V2 falls within the same frequency band as the vibration component included in the target wheel's rotational speed V1. Therefore, the required torque threshold Tr1, which falls within the same frequency band and has an opposite phase to that of the vibration component, represents the torque required to cancel or suppress the vibration component included in the target wheel's rotational speed V1. The vibration damping control device 28 transmits the calculated required torque threshold Tr1 to the system control device 22. Furthermore, the vibration damping control device 28 transmits the calculated required torque threshold Tr1 to the generator control device 26.

[0032] The generator control device 26 is a control device that controls the regenerative braking by the motor 16. The generator control device 26, when the damping control is implemented, sends a current I1 to the generator 16, which is used to output a torque equivalent to the necessary torque threshold Tr1 received from the damping control device 28. In addition, the generator control device 26 acquires the temperature T1 of the generator 16 from the generator 16. In the case where the acquired temperature T1 exceeds a prescribed threshold temperature, the generator control device 26 determines that an abnormality has occurred in the generator 16, and sends an abnormality signal E1 to the system control device 22. In addition, the generator control device 26 calculates an allowable regenerative power C2, which is the regenerative power that the generator 16 can allow, according to the state (e.g., temperature) of the generator 16 at the current time, and sends it to the system control device 22. In addition, the allowable regenerative power C2 is an example of a limit value related to the regenerative braking of the generator 16, and an allowable regenerative current can also be employed as another embodiment.

[0033] The system control device 22 is capable of communicating with each of the control devices 24, 26, 28. Further, the system control device 22 receives the current SOC of the battery 8 from the battery control device 9, and the allowable charging power C1 calculated according to the temperature of the battery 8. In addition, the system control device 22 receives the gear position P1 at the current time from the shift lever 12. As shown in Figure 2 The system control device 22 implements the system control processing shown in Figure 5 In addition, the allowable charging power C1 is an example of a limit value related to the charging of the battery 8, and an allowable charging current can also be employed as another embodiment.

[0034] With reference to Figure 5 The system control processing implemented by the system control device 22 will be described. The system control device 22 repeatedly implements the system control processing at a prescribed control cycle during the running of the electric vehicle 10.

[0035] In step S2, the system control device 22 receives the necessary torque threshold Tr1 from the damping control device 28. Next, in step S4, the system control device 22 receives various information from the various devices of the electric vehicle 10. Here, the various information includes the SOC, the allowable charging power C1, the allowable regenerative power C2, the abnormality signal E1, and the gear position P1 described above.

[0036] In step S6, the system control device 22 calculates a first maximum regenerative torque Tml based on the allowable charging power Cl and a second maximum regenerative torque Tm2 based on the allowable regenerative power C2. Further, the system control device 22 calculates a minimum torque Tm3, which is the minimum value among the calculated respective maximum regenerative torques Tml, Tm2, in step S6.

[0037] In step S8, the system control device 22 determines whether the SOC received in S4 is lower than the threshold charging rate. In the case where the SOC is equal to or higher than the threshold charging rate (NO in step S8), the system control device 22 determines that the damping control cannot be implemented at the current SOC of the battery 8. Therefore, the system control device 22 proceeds to step S40, determines that the damping control should not be implemented, and ends the system control processing.

[0038] In the case where the SOC is lower than the threshold charging rate (YES in step S8), the system control device 22 compares the minimum torque Tm3 with the necessary torque threshold Trl received in the processing in S2 in step S10. In the case where the necessary torque threshold Trl is equal to or higher than the minimum torque Tm3 (NO in step S10), since the necessary torque threshold Trl, which is the value of the torque required for the damping control, is equal to or higher than any one of the maximum regenerative torques Tml, Tm2, the system control device 22 determines that the proper damping control cannot be implemented. In this case, the system control device 22 proceeds to step S40, determines that the damping control should not be implemented, and ends the system control processing.

[0039] Thus, in the case where the necessary torque threshold Trl, which is the value of the torque required for the damping control, is equal to or higher than any one of the maximum regenerative torques Tml, Tm2, the system control device 22 determines that the damping control should not be implemented. Therefore, the system control device 22 can more accurately determine whether the damping control can be implemented.

[0040] Further, the system control device 22 calculates the maximum regenerative torques Tml, Tm2 based on each of the allowable charging power Cl and the allowable regenerative power C2, and compares them with the necessary torque threshold Trl. Therefore, by converting the allowable regenerative power C2 and the allowable charging power Cl, which are different kinds of indexes, into the common index of torque, respectively, the comparison with the necessary torque threshold Trl can be properly performed. Thus, the system control device 22 can properly determine whether the damping control can be implemented.

[0041] In the case where the necessary torque threshold Trl is lower than the minimum torque Tm3, that is, in the case where the minimum torque Tm3 exceeds the necessary torque threshold Trl (YES in step S10), the system control device 22 determines whether or not the abnormality signal El is received from the generator control device 26 in step S12. In the case where the abnormality signal El is received from the generator control device 26 (YES in step S12), the system control device 22 determines that an abnormality has occurred in the generator 16, proceeds to step S40, and determines that the damping control should not be implemented. Thus, the system control device 22 can suppress further application of the load resulting from the damping control to the generator 16 in which the abnormality has occurred.

[0042] In the case where the abnormality signal El is not received from the generator control device 26 (NO in step S12), the system control device 22 determines whether or not the shift lever 12 is located in the drive position (i.e., a position other than any of the park position, the reverse position, and the neutral position) in step S14. Specifically, the system control device 22 confirms in step S14 whether or not the gear position Pl received in S4 contains "D". In the case where the shift lever 12 is not located in the drive position (NO in step S14), the system control device 22 proceeds to step S40, determines that the damping control should not be implemented, and ends the system control processing. Thus, the system control device 22 can suppress implementation of the damping control that is useless, for example, in the case where the shift lever 12 is located in the park position or the like.

[0043] In the case where the shift lever 12 is located in the drive position (NO in step S14), the system control device 22 determines that the damping control can be implemented in step S20. In this case, the system control device 22 sends the permission signal S3 to the ABS control device 24 in step S22.

[0044] Next, the system control device 22 determines whether or not the request signal Sl is received from the ABS control device 24 in step S30. As described earlier, in the case where the brake pedal 14 is depressed by the user, the ABS control is implemented, and the permission signal S3 is received, the ABS control device 24 sends the request signal Sl to the system control device 22.

[0045] In the case where the request signal Sl is not received from the ABS control device 24 (NO in step S30), the system control device 22 determines that the ABS control is not being implemented. In this case, the system control device 22 proceeds to step S40, determines that the damping control should not be implemented, and ends the system control processing.

[0046] In the case where the request signal S1 is received from the ABS control device 24 (YES in step S30), the system control device 22 sends the command signal S5 to the damping control device 28 in order to implement the damping control in step S32, and ends the system control processing.

[0047] When the command signal S5 is received, the damping control device 28 sends the necessary torque threshold Trl to the generator control device 26. The generator control device 26 gives the electric current Il to the generator 16 for causing the generator 16 to output the torque corresponding to the received necessary torque threshold Trl. Thereby, the generator 16 can apply the torque corresponding to the necessary torque threshold Trl to each wheel 2f, 2r. As a result, the vibration component included in the rotational speed Vl is canceled or suppressed. Figure 3

[0048] As described above, the system control device 22 of the embodiment sends the permission signal S3 to the ABS control device 24 in step S22 in the case where it is determined that the damping control can be implemented. Thereby, the ABS control device 24 can grasp whether the damping control using the regenerative braking of the generator 16 can be implemented at the current time. Thereby, the ABS control device 24 can change the control parameter of the ABS control or the like in the case where the damping control can be expected and in the case where the damping control cannot be expected.

[0049] Further, the system control device 22 compares the SOC of the battery 8 with the threshold charge rate, sends the command signal S5 to the damping control device 28 in the case where it is determined that the battery 8 can be charged even if the damping control is implemented and the request signal S1 is received from the ABS control device 24. Thereby, since the control of the ABS control device 24 and the damping control device 28 is simplified, the disturbance to the control is less likely to occur. In the electric vehicle 10 disclosed in the present specification, the damping control which is not sufficiently implemented can be suppressed in the implementation of the ABS control.

[0050] The above, the specific example of the technology disclosed in the present specification is explained in detail, but these are only examples, and do not limit the scope of the claims. In the technology recited in the claims, the mode in which the above-described example specific example is variously transformed, changed is included. The following lists the modification example of the above-described embodiment.

[0051] (Modification Example 1)

[0052] The system control device 22 can also not receive the permission charge power Cl from the battery control device 9 in step S4. In this case, the system control device 22 can also calculate the second maximum regenerative torque Tm2 as the minimum torque Tm3 in step S6.

[0053] ​(Modified example 2)

[0054] The system control device 22 can also not receive the allowable regenerative power C2 from the generator control device 26 in step S4. In this case, the system control device 22 can also calculate the first maximum regenerative torque Tml as the minimum torque Tm3 in step S6.

[0055] (Modified example 3)

[0056] The system control device 22 can also not receive the abnormality signal El from the generator control device 26 in step S4. In this case, the processing of step S12 can be omitted.

[0057] (Modified example 4)

[0058] The system control device 22 can also not receive the gear position Pl from the shift lever 12 in step S4. In this case, the processing of step S14 can be omitted.

[0059] (Modified example 5)

[0060] The generator control device 26 can also determine that the generator 16 is abnormal when the rotational speed V2 of the generator 16 exceeds a threshold value instead of when the temperature Tl of the generator 16 exceeds a threshold value, and transmit the abnormality signal El to the system control device 22.

[0061] (Modified example 6)

[0062] The system control device 22 can also implement the system control processing due to receiving the request signal Sl from the ABS control device 24.

[0063] The technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings can be technically effectively combined with each other or variously modified by those skilled in the art to which the present application pertains, and the technical features described in the present specification or the drawings

Claims

1. An electric vehicle, characterized in that: include: a motor generator configured to drive wheels; a battery connected to the motor generator; a generator control device configured to control regenerative braking performed by the motor generator; a braking device configured to mechanically brake the wheel; an ABS control device configured to monitor a rotational speed of the wheel and control the braking device based on the rotational speed, thereby implementing ABS control to avoid or suppress locking of the wheel; a vibration reduction control device configured to monitor a predetermined vibration component generated in the rotational speed of the motor generator and control the generator control device based on the predetermined vibration component, thereby implementing vibration reduction control that cancels or suppresses the predetermined vibration component using the regenerative braking; as well as A system control device configured to determine whether the vibration reduction control can be performed based on at least a state of charge of the battery, wherein: When implementing the ABS control, the ABS control device sends a request signal to the system control device. The system control device is configured to calculate a first maximum regenerative torque that the motor generator can output during the regenerative braking based on a limit value related to charging of the battery, and to calculate a second maximum regenerative torque that the motor generator can output during the regenerative braking based on a limit value related to the regenerative braking of the motor generator, and to determine that the vibration reduction control is possible when a minimum value between the first maximum regenerative torque and the second maximum regenerative torque exceeds a required torque threshold value, which is a value of torque required to implement the vibration reduction control. Furthermore, when it is determined that the vibration reduction control is possible and the request signal is received from the ABS control device, the system control device transmits a command signal to the vibration reduction control device. The vibration-damping control device is configured to perform the vibration-damping control upon receiving the command signal from the system control device.

2. The electric vehicle according to claim 1, wherein: The system control device is configured to determine whether the vibration reduction control can be performed further based on a limit value related to charging of the battery.

3. The electric vehicle according to claim 1 or 2, characterized in that: The system control device is configured to determine whether the vibration reduction control can be performed further based on a limit value related to regenerative braking of the motor generator.

4. The electric vehicle according to claim 1 or 2, wherein: The system control device is configured to send a permission signal to the ABS control device when determining that the vibration reduction control is possible. The ABS control device is configured to transmit the request signal to the system control device when receiving the permission signal and executing the ABS control.

5. The electric vehicle according to claim 1 or 2, characterized in that: The system control device is configured to determine whether the vibration reduction control can be performed further based on whether an abnormality has occurred in the motor generator.

6. The electric vehicle according to claim 1 or 2, characterized in that: The system further includes a shift lever, wherein the system control device is configured to determine whether the vibration reduction control can be performed based on whether the shift lever is in a drive position.

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