Electric vehicle control device

Abstract

This electric vehicle control device has: an internal combustion engine mounted to an electric vehicle; a first rotary electric machine connected to the internal combustion engine; a second rotary electric machine capable of driving a driving shaft of the electric vehicle; and a power plant mount that elastically supports at least the internal combustion engine and the second rotary electric machine. In a case where the second rotary electric machine is to be regenerated while electric power is generated by driving the first rotary electric machine by the internal combustion engine generates, the electric vehicle control device reduces the output of the internal combustion engine.

Description

[Technical field]

[0001] The present disclosure relates to a control device for an electric vehicle. [Background technology]

[0002] Conventionally, electric vehicles having an internal combustion engine and a motor are known (see, for example, Patent Document 1). A control device for such an electric vehicle performs coordinated regenerative braking that brakes the electric vehicle using regenerative braking that utilizes regeneration by the motor and friction braking that uses a disk brake or the like. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2018-83453 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, such electric vehicles use a power plant mount that elastically supports the internal combustion engine and the motor to prevent vibrations generated by the internal combustion engine and the motor from being transmitted to the vehicle body of the electric vehicle. However, when regenerative braking is performed, the power plant mount is crushed in the roll direction by the driving reaction force caused by the regenerative force generated by the motor, making it easier for vibrations from the internal combustion engine and the motor to be transmitted to the vehicle body.

[0005] In the control device for an electric vehicle in Patent Document 1, in order to suppress such vibrations, the inertial force is reduced by reducing the braking torque due to regenerative braking (hereinafter referred to as regenerative braking torque in the specification). However, when the regenerative braking torque is reduced while maintaining the braking force, the braking torque due to friction braking is increased. When friction braking is used, the kinetic energy of the electric vehicle is converted into heat, which deteriorates the energy efficiency of the electric vehicle.

[0006] An object of the present disclosure is to provide a control device for an electric vehicle that can suppress vibrations during deceleration without deteriorating energy efficiency. [Means for solving the problem]

[0007] The control device for an electric vehicle according to the present disclosure is an electric vehicle control device having an internal combustion engine mounted on the electric vehicle, a first rotating electric machine connected to the internal combustion engine, a second rotating electric machine capable of driving a drive shaft of the electric vehicle, and a power plant mount that elastically supports at least the internal combustion engine and the second rotating electric machine. When the first rotating electric machine is driven by the internal combustion engine to generate electricity, if the second rotating electric machine regenerates, the control device for an electric vehicle reduces the output of the internal combustion engine.

[0008] According to this control device for an electric vehicle, when the second rotating electric machine regenerates, the output of the internal combustion engine is reduced to suppress vibrations in the internal combustion engine. This makes it possible to suppress vibrations during deceleration without suppressing regenerative braking torque. As a result, according to this control device for an electric vehicle, it is possible to suppress vibrations during deceleration without deteriorating energy efficiency. Effect of the Invention

[0009] According to the present disclosure, it is possible to provide a control device for an electric vehicle that can suppress vibrations during deceleration without deteriorating energy efficiency. [Brief description of the drawings]

[0010] [Figure 1] 1 is a system diagram of an electric vehicle according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 illustrates a power plant mount arrangement according to an embodiment of the present disclosure. [Diagram 3] 4 is a timing chart showing a control procedure of a control device for an electric vehicle according to an embodiment of the present disclosure. [Figure 4] 4 is a flowchart showing a control procedure of a control device for an electric vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. In the following description, the longitudinal direction of the vehicle is indicated as Q in the drawings, and the front is indicated as F. The width direction of the vehicle is indicated as P in the drawings, and the right side as viewed from the rear of the vehicle is indicated as R. Furthermore, the vertical direction of the vehicle is indicated as G in the drawings, and the upper side is indicated as U.

[0012] As shown in Fig. 1, the electric vehicle 1 according to this embodiment is a four-wheel drive hybrid vehicle. The electric vehicle 1 includes an internal combustion engine (ENG) 2, a generator (an example of a first rotating electric machine: GEN) 4, a front motor (an example of a second rotating electric machine: FrM) 6, a rear motor (RM) 8, a drive battery (BT) 10, a control device (HVECU) 20, an accelerator pedal 21, an external power supply device 22, a brake pedal 24, a DC-DC converter (DCDC) 25, and electrical components 26. In this embodiment, the electric vehicle 1 is an internal combustion engine transversely mounted electric vehicle 1 in which the crankshaft of the internal combustion engine 2 is arranged to extend in the vehicle width direction.

[0013] In the electric vehicle 1 of this embodiment, the front motor 6 drives the front wheel drive shaft 12a of the front wheels 12 via a transaxle 16. The rear motor 8 drives the rear wheel drive shaft 14a of the rear wheels 14 via a reduction gear 8c. The front motor 6 is connected to the drive battery 10 via a front inverter 18, and is supplied with electric power (second electric power) from the drive battery 10.

[0014] The front inverter 18 has a front motor control device (FrMCU) 6a and a generator control device (GCU) 4a that controls the generator 4. The front motor control device 6a receives signals from the control device 20 and controls the regeneration and power running of the front motor 6 so that the front motor 6 is in a desired operating state. The rear motor 8 is similarly connected to the drive battery 10 via the rear inverter 8b and is supplied with power (second power) from the drive battery 10. The rear inverter 8b has a rear motor control device (RMCU) 8a. The rear motor control device 8a receives signals from the control device 20 and controls the regeneration and power running of the rear motor 8 so that the rear motor 8 is in a desired operating state.

[0015] The internal combustion engine 2 drives the generator 4 via the transaxle 16. The internal combustion engine 2 is driven by the combustion of fuel supplied from a fuel tank (Fuel TANK) 23. Various devices and sensors of the internal combustion engine 2 are electrically connected to an engine control device (ENG-ECU) 2a. The engine control device 2a acquires a signal from the control device 20 and controls the internal combustion engine 2 to be in a desired operating state. The transaxle 16 amplifies the rotation speed of the internal combustion engine 2 and transmits it to the generator 4. The transaxle 16 of this embodiment also has a clutch 16a. The clutch 16a transmits and cuts off power between the internal combustion engine 2 and the front motor 6 and between the internal combustion engine 2 and the front wheel drive shaft 12a. The internal combustion engine 2 is connected to the front wheel drive shaft 12a via the clutch 16a of the transaxle 16 and drives the front wheel drive shaft 12a.

[0016] As shown in FIG. 1, the generator 4 is connected to the internal combustion engine 2 and generates electricity by being driven by the internal combustion engine 2. The electric power (first electric power) generated by the generator 4 can charge the drive battery 10 and can be supplied to each motor via the front inverter 18 and the rear inverter 8b. In this embodiment, the generator 4 is a motor generator, and in addition to generating electricity, it can crank or motor the internal combustion engine 2 by rotating and driving the internal combustion engine 2. When driven by the internal combustion engine 2, the generator 4 generates electricity by applying a load to the generator 4. On the other hand, the generator 4 is supplied with electric power from the drive battery 10 and powers the internal combustion engine 2 to crank or motor it. The generator 4 is controlled by a generator control device 4a provided in the front inverter 18. The generator control device 4a is electrically connected to the control device 20, receives a signal from the control device 20, and controls the power generation and power running so that the generator 4 is in a desired operating state.

[0017] The driving battery 10 is composed of secondary batteries such as lithium ion batteries, and has a battery module (not shown) configured by grouping together multiple battery cells. The driving battery 10 functions as a power source for each motor. The driving battery 10 also has a battery monitoring unit (BMU) 10a. The battery monitoring unit (BMU) 10a calculates the charging rate (State Of Charge, hereinafter referred to as SOC) of the battery module, and detects the deterioration state (State Of Health, hereinafter referred to as SOH) of the battery module, the voltage Bv of the battery module, and the battery temperature Btmp. The battery monitoring unit 10a obtains the voltage Bv, charging rate SOC, deterioration state SOH, and battery temperature Btmp of the driving battery 10, and transmits them to the control device 20.

[0018] The control device 20 executes at least the following controls: control for switching driving modes; power generation control for causing the internal combustion engine 2 to generate power in each driving mode; motoring control for driving the internal combustion engine 2 by the generator 4; and control for regenerative cooperative braking of the electric vehicle 1 using regenerative braking and friction braking.

[0019] In this embodiment, the control device 20 switches the driving mode to one of the series mode, parallel mode, and EV mode by controlling the clutch 16a based on information such as the speed V, the charging rate SOC, and the accelerator opening Th. In the parallel mode, the control device 20 connects the clutch 16a and drives the front wheel drive shaft 12a by both the internal combustion engine 2 and the front motor 6. At this time, the front motor 6 is supplied with either or both of electric power (second electric power) from the drive battery 10 and electric power (first electric power) generated by the generator 4. Similarly, the rear motor 8 is supplied with either or both of electric power (second electric power) from the drive battery 10 and electric power (first electric power) generated by the generator 4 to drive the rear wheel drive shaft 14a. In EV mode, the control device 20 releases the clutch 16a and supplies power (second power) from the drive battery 10 to each motor, which drives the front wheel drive shaft 12a and the rear wheel drive shaft 14a (hereinafter referred to as each drive shaft in the specification).

[0020] In the series mode, the control device 20 releases the clutch 16a, drives the generator 4 with the internal combustion engine 2, and supplies the first electric power generated by the generator 4 to each motor. If the first electric power is insufficient to provide the driving force for each motor to drive each drive shaft, the drive battery 10 also supplies the second electric power to each motor. Note that in the parallel mode and series mode, the drive battery 10 may be charged by supplying a portion of the electric power generated by the internal combustion engine 2 to the drive battery 10.

[0021] The control device 20 calculates a required power generation amount GEq as the amount of power generation that the generator 4 should generate in each of the driving modes of the parallel mode, the series mode, and the EV mode. The control device 20 applies a load to the generator 4 so that the required power generation amount GEq can be achieved. The control device 20 also calculates an engine required torque ETq, which is an output (torque) required of the internal combustion engine 2 so that the internal combustion engine 2 can drive the generator 4, and transmits the engine required torque ETq to the engine control device 2a. The engine control device 2a obtains the engine required torque ETq and controls the internal combustion engine 2 so that the engine required torque ETq can be achieved. The control device 20 is actually configured by a microcomputer including a calculation device, a memory, an input / output buffer, and the like. The control device 20 controls each device so that the electric vehicle 1 is in a desired operating state based on signals from each sensor and various devices, as well as maps and programs stored in the memory.

[0022] In this embodiment, various control devices including the engine control device 2a, the generator control device 4a, the front motor control device 6a, the rear motor control device 8a, and the battery monitoring unit 10a are provided separately from the control device 20. The various control devices are electrically connected to the control device 20. However, the various control devices may be provided integrally with the control device 20. Like the control device 20, the various control devices are configured by microcomputers including a calculation device, a memory, an input / output buffer, and the like.

[0023] The accelerator pedal 21 is a pedal that is depressed by the driver of the electric vehicle 1 to control the acceleration and deceleration of the electric vehicle 1. An accelerator position sensor 21a that detects the depression position of the accelerator pedal 21 is provided on the accelerator pedal 21. The accelerator position sensor 21a is electrically connected to the control device 20 and transmits the accelerator depression position (accelerator opening degree Th) to the control device 20.

[0024] The brake pedal 24 is a pedal that is depressed by the driver of the electric vehicle 1 to control deceleration of the electric vehicle 1. The brake pedal 24 is provided with a brake stroke sensor 24a that detects the amount of depression. The brake stroke sensor 24a is electrically connected to the control device 20 and transmits the stroke amount BRh of the brake pedal to the control device 20. The control device 20 calculates a target braking force (torque) based on the stroke amount BRh of the brake pedal, and executes coordinated regenerative braking control that adjusts both the regenerative braking torque of the front motor 6 and the rear motor 8 and the braking torque of friction braking by a disc brake device (not shown) to perform braking. In this embodiment, a total of four disc brake devices (friction braking devices) (not shown) are provided, one each at the left and right shaft ends of the front wheel drive shaft 12a and the rear wheel drive shaft 14a.

[0025] The external power supply device 22 is a device for supplying power from the driving battery 10 to electrical devices (e.g., home appliances, etc.) prepared by the user of the electric vehicle 1 separately from the electric vehicle 1. The external power supply device 22 includes an inverter, and converts DC current from the driving battery 10 into AC current suitable for the electrical devices.

[0026] The DC-DC converter 25 is a device that reduces the DC power supplied from the generator 4 or the drive battery 10 to a voltage that can be used by the electrical components 26. The electrical components 26 are components that can be driven at a lower voltage than the front motor 6. In this embodiment, the electrical components 26 are components such as audio equipment in the vehicle cabin, a cooling device that cools the internal combustion engine 2 and the front motor 6, and an air conditioning device for the electric vehicle 1 that can be driven by a low-voltage power source (e.g., a 12 V power source). In addition, the control device 20 and various control devices such as the engine control device 2a may also be driven by a low-voltage power source.

[0027] As shown in FIG. 2, the internal combustion engine 2, the generator 4, and the front motor 6 are fixed to the transaxle 16. The front power plant PW including the internal combustion engine 2, the generator 4, the front motor 6, and the transaxle 16 is elastically supported by an engine mount 36, a transaxle mount 38, and a roll rod 32 as a power plant mount. In this embodiment, the power plant mount is a pendulum mount that suspends the front power plant PW by the engine mount 36 and the transaxle mount 38 and restricts the movement of the front power plant PW in the roll direction by the roll rod 32. The roll rod 32 is disposed behind the internal combustion engine 2 or the transaxle 16, and connects the transaxle 16 to a suspension cross member 34 to elastically support the front power plant PW and restrict the movement in the roll direction. The engine mount 36 is disposed on the right side of the internal combustion engine 2 in the vehicle width direction P, elastically supports the internal combustion engine 2, and is fixed to a side member (not shown). The transaxle mount 38 is disposed on the left side of the internal combustion engine 2 in the vehicle width direction P, elastically supports the transaxle 16, and is fixed to a side member (not shown).

[0028] When the electric vehicle 1 performs regenerative braking, the front power plant PW rotates toward the front of the vehicle, with the engine mount 36 and the transaxle mount 38 as fulcrums, due to the driving reaction force of the regenerative force of the front motor 6. However, if the driving reaction force due to the regenerative force is large, the elastic members of the engine mount 36, transaxle mount 38, and roll rod 32 may collapse, causing the vibration of the front power plant PW to be easily transmitted to vehicle body members such as the side members and the suspension cross member 34 (this state is referred to in the specification as a mount collapsed state).

[0029] Next, a control procedure of the control device 20 of this embodiment will be described with reference to the timing chart of Fig. 3 and the flow chart of Fig. 4. The control device 20 starts a control operation when an ignition switch (not shown) is turned on.

[0030] As shown in FIG. 3, in this embodiment, an example will be described in which the user of the electric vehicle 1 depresses the accelerator between time 0 and time t1 to accelerate the vehicle, and depresses the brake at time t2 to decelerate the vehicle.

[0031] As shown in Fig. 4, in step S1, the control device 20 determines whether or not the vehicle is traveling in the series mode. In the series mode, the clutch 16a is disengaged, and therefore the power transmission between the internal combustion engine 2 and the front wheel drive shaft 12a is disconnected. As a result, the control device 20 can control the internal combustion engine 2 without being affected by the rotation speed of the front wheel drive shaft 12a. Therefore, the control device 20 executes the control from step S2 onward during the series mode traveling.

[0032] As shown in Fig. 3 from time 0 to time t1, in this embodiment, the electric vehicle 1 accelerates to a speed V1 per hour. The speed V1 per hour is a speed range in which the electric vehicle 1 of this embodiment travels in the series mode. Therefore, the control device 20 determines that the vehicle is traveling in the series mode. During this time, the engine speed Ert of the internal combustion engine 2 increases in accordance with the required power generation amount GEq.

[0033] As shown in FIG. 4, when the control device 20 determines that the vehicle is in the series mode (YES in step S1), the process proceeds to step S2, where it determines whether regenerative braking has been performed. In this embodiment, as shown at time t1 in FIG. 3, when the user of the electric vehicle 1 releases the accelerator, the accelerator opening Th becomes zero. When the accelerator opening Th becomes zero, the control device 20 reduces the front motor output (torque) Rn of the front motor 6. When the front motor output Rn decreases, the required power generation amount GEq also decreases, so the output of the internal combustion engine 2 also decreases, and the engine speed Ert also decreases. After that, when the user of the electric vehicle 1 steps on the brake pedal 24 at time t2, the control device 20 causes the front motor 6 to perform regenerative braking. The control device 20 performs regenerative braking, and when the front motor output Rn actually becomes a negative value, it determines that regenerative braking is actually being performed. This negative value of the front motor output Rn becomes the regenerative braking torque. The control device 20 performs regenerative braking with priority over friction braking, thereby converting the kinetic energy of the electric vehicle 1 into electric power to charge the driving battery 10. This makes it easier to improve the energy efficiency of the electric vehicle 1.

[0034] As shown in FIG. 4, when the control device 20 determines that regenerative braking is being performed (step S2: YES), the control device 20 proceeds to step S3. In step S3, the control device 20 maintains the engine speed Ert of the internal combustion engine 2 in a state in which it has been reduced to the first predetermined speed Ert1. Specifically, as shown at time t2 in FIG. 3, the control device 20 maintains the engine speed Ert at the first predetermined speed Ert1 after regenerative braking has started. The second predetermined speed Ert2 indicated by the two-dot chain line in FIG. 3 is the engine speed Ert when this control is not performed. As shown in FIG. 3, in this embodiment, the first predetermined speed Ert1 is a value higher than the second predetermined speed Ert2. The first predetermined speed Ert1 is a value that is appropriately set in accordance with the resonance characteristics of the front power plant PW and the vehicle body of the electric vehicle 1. For this reason, the first predetermined speed Ert1 may be a value lower than the second predetermined speed Ert2. In any case, the control device 20 maintains the engine speed Ert of the internal combustion engine 2 at the first predetermined speed Ert1 at which resonance can be easily avoided. This makes it easier to suppress resonance between the body of the electric vehicle 1 and the front power plant PW in the mount collapsed state.

[0035] When the engine speed Ert of the internal combustion engine 2 is maintained at the first predetermined speed Ert1 at which resonance is easily avoided, the control device 20 advances the process to step S4 in FIG. 4. In step S4, the control device 20 judges whether the front motor output Rn is equal to or less than a first predetermined output value Rt1 (an example of a first regenerative output value). The larger the negative value of the front motor output Rn, the larger the driving reaction force of the front motor 6 due to regenerative braking. The first predetermined output value Rt1 is a value determined by the magnitude of this driving reaction force. Specifically, the first predetermined output value Rt1 is the front motor output Rn when a driving reaction force that causes the power plant mount to be in a mount collapse state can be generated in the front motor 6. When the front motor output Rn is equal to or less than the first predetermined output value Rt1, the vibration of the front power plant PW is easily transmitted to vehicle body members such as the side members and the suspension cross member 34 via the power plant mount.

[0036] If the front motor output Rn is equal to or less than the first predetermined output value Rt1 (YES in step S4), the control device 20 proceeds to step S5. In step S5, the control device 20 reduces the output (torque) of the internal combustion engine 2. In this embodiment, as shown in FIG. 3, the front motor output Rn is equal to or less than the first predetermined output value Rt1 at time t3, and the power plant mount is in a mount collapsed state. The control device 20 reduces the output of the internal combustion engine 2 in this state. Specifically, the control device 20 reduces the required power generation amount GEq from the first predetermined power generation amount GEq1 to a second predetermined power generation amount GEq2, which is a required power generation amount GEq lower than the first predetermined power generation amount GEq1, thereby reducing the output of the internal combustion engine 2. The second predetermined power generation amount GEq2 may be any value that allows power to be supplied to the electrical components 26. In this way, when the controller 20 reduces the required power generation amount GEq to the second predetermined power generation amount GEq2, as shown after time t3 in FIG. 3, the actual engine output (torque) ETr decreases, and the actual power generation amount GEr also decreases.

[0037] In this way, the control device 20 reduces the output of the internal combustion engine 2, thereby reducing the vertical vibration components caused by the combustion of the internal combustion engine 2. This suppresses the vertical vibrations transmitted to the power plant mount in a collapsed mount state.

[0038] As shown in FIG. 4, when the control device 20 reduces the output of the internal combustion engine 2, the process proceeds to step S6. In step S6, the control device 20 judges whether the front motor output Rn is equal to or greater than the second predetermined output value Rt2. As shown from time t3 to time t4 in FIG. 3, the control device 20 maintains the reduced state of the output of the internal combustion engine 2 until the front motor output Rn becomes equal to or greater than the second predetermined output value Rt2. The second predetermined output value Rt2 is a front motor output Rn higher than the first predetermined output value Rt1. Specifically, the second predetermined output value Rt2 is a value that provides a predetermined hysteresis with respect to the first predetermined output value Rt1. This prevents the control device 20 from repeatedly executing and stopping control between time t3 and time t4.

[0039] When the control device 20 determines in step S6 that the front motor output Rn is equal to or greater than the second predetermined output value Rt2 (YES in step S6), the process proceeds to step S7. In step S7, the control device 20 restores the output of the internal combustion engine 2. In this embodiment, as shown at time t4 in Fig. 3, the control device 20 restores the output of the internal combustion engine 2 to an output equivalent to the first predetermined power generation amount GEq1, and returns the process to step S1.

[0040] When the control device 20 determines in step S1 that the vehicle is not in series mode driving (NO in step S1), it continues the process of step S1. In other words, the control device 20 waits until the vehicle is switched to series mode driving, and then proceeds to step S2. When the control device 20 determines in step S2 that regenerative braking is not being performed (NO in step S2), it returns the process to step S1. When the control device 20 determines in step S4 that the front motor output Rn is greater than the first predetermined output value Rt1 (NO in step S4), it returns the process to step S1. When the control device 20 determines in step S6 that the front motor output Rn is less than the second predetermined output value Rt2 (NO in step S6), it returns the process to step S5, and maintains the state in which the output of the internal combustion engine 2 is reduced.

[0041] As described above, the present disclosure can provide a control device 20 for an electric vehicle 1 that can suppress vibrations during deceleration without compromising energy efficiency. Furthermore, the control device 20 for an electric vehicle 1 configured in this manner can efficiently charge the driving battery 10 in preparation for operation of the external power supply device 22.

[0042] <Other embodiments> Although the embodiment of the present disclosure has been described above, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the gist of the invention. In particular, the multiple modifications described in this specification can be arbitrarily combined as necessary.

[0043] (a) In the above embodiment, a four-wheel drive hybrid vehicle has been described as an example, but the present disclosure is not limited thereto. The electric vehicle 1 may be a front-wheel drive hybrid vehicle or a plug-in hybrid vehicle (PHEV). The electric vehicle 1 may also be a four-wheel drive plug-in hybrid vehicle.

[0044] (b) In the above embodiment, the clutch 16a is used to connect the internal combustion engine 2 and the front wheel drive shaft 12a, but the present disclosure is not limited to this. The internal combustion engine 2 and the front wheel drive shaft 12a may be connected via a planetary gear.

[0045] (c) In the above embodiment, an example has been described in which the internal combustion engine 2 and the generator 4 are connected by gears, but the present disclosure is not limited to this. The internal combustion engine 2 and the generator 4 may be connected via planetary gears.

[0046] Although various embodiments have been described above with reference to the drawings, it goes without saying that the present invention is not limited to such examples. It is clear that a person skilled in the art can come up with various modified or revised examples within the scope of the claims, and it is understood that these also naturally belong to the technical scope of the present invention. Furthermore, the components in the above-mentioned embodiments may be arbitrarily combined within the scope of the invention.

[0047] This application is based on a Japanese patent application (Patent Application No. 2021-150848) filed on September 16, 2021, the contents of which are incorporated by reference into this application. [Explanation of symbols]

[0048] 1: Electric vehicle, 2: Internal combustion engine, 4: Generator, 6: Front motor 12a: front wheel drive axle, 16: transaxle 20: Control device, 26: Electrical components 32: Roll rod, 36: Engine mount, 38: Transaxle mount Ert: Engine RPM Ert1: First specified rotation speed Rt1: First predetermined output value Rt2: Second predetermined output value

Claims

1. A control device for an electric vehicle having an internal combustion engine mounted on the electric vehicle, a first rotating electric machine connected to the internal combustion engine, a second rotating electric machine capable of driving a drive shaft of the electric vehicle, and a power plant mount that elastically supports at least the internal combustion engine and the second rotating electric machine, When the first rotating electric machine is driven by the internal combustion engine to generate electricity, after regenerative braking by the second rotating electric machine begins, the rotation speed of the internal combustion engine is maintained at a predetermined rotation speed that is set in accordance with the resonance characteristics of the power plant mount and the body of the electric vehicle, and further, when the second rotating electric machine reaches a first predetermined output value or less at which a driving reaction force that may cause the power plant mount to be in a mount collapsed state and regenerative braking is initiated, the output of the internal combustion engine is reduced. A control device for an electric vehicle.

2. When the second rotating electric machine reaches or exceeds a second predetermined output value that is higher than the first predetermined output value, the output of the internal combustion engine that has been reduced is restored. The control device for an electric vehicle according to claim 1.

3. the electric vehicle includes an electric component mounted on the electric vehicle and operable at a voltage lower than that of the second rotating electric machine; Reducing the output of the internal combustion engine includes reducing a required amount of power generation to a predetermined amount of power generation, The predetermined amount of power generation is an amount of power generation capable of supplying power to the electrical components. The control device for an electric vehicle according to claim 2.

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