JP2001260716A - Control device for electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for a clutch-equipped electric vehicle. SOLUTION: A prime mover including an electric motor is equipped with a clutch, one end of which is connected to the input shaft of a mechanical transmission. The control device has a rotational speed sensor for sensing the rotational speed of the output shaft of the transmission, and a controlling computer unidirectionally controls the rotational speed and output of the prime mover output shaft based on the rotational speed of the transmission output shaft. To hold the engagement of gears in a neutral state, the prime mover is operated at no load; to achieve engagement of the gears, a connection is made while the input side and output side of the gears or the clutch are synchronized in rotational speed. Such control enables the vehicle to be driven while automatically selecting an optimum speed ratio although using the mechanical transmission, to make it possible to minimize the wear of the clutch and the gears during shifts. Since a conventionally needed rotational speed sensor for sensing the rotational speed of the transmission input shaft can be omitted, the control device can be manufactured at reduced cost.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a motor system for an automobile, comprising a motor including an electric motor, a clutch, and a mechanical transmission having a plurality of speed ratios.
Automatic transmission is realized by detecting the output shaft rotation speed of the transmission,
The present invention relates to a control device for an electric vehicle, which aims to reduce the cost of the entire prime mover system, improve energy efficiency, secure durability and establish an easy drive.

[0002]

2. Description of the Related Art Conventionally, there has been proposed a composite prime mover in which a prime mover including an electric motor is provided with a clutch and a mechanical transmission. It travels and relies on conventional driving methods that require a so-called manual shifting operation.
This is far from the realization of an easy drive that reduces the driver's operation load, and has been a hindrance to practical use.

However, when a composite prime mover is configured as such, a conventional composite prime mover is an internal combustion engine, and a new composite prime mover system is constructed only by adding an electric motor to a prime mover system with a mechanical transmission. In addition to the advantages of minimizing innovation and mass production at a low price, it is also possible to inherit and secure the reliability and robustness cultivated over a long track record, and can be applied from mini vehicles to large trucks. You can't overlook the merit of having it.

[0004]

The above-mentioned problems of the prior art are summarized in a so-called automatic vehicle, which is unacceptable to a driver who is accustomed to a vehicle of a type that travels with automatic shifting. . Therefore, it is desirable to secure a control mechanism that enables automatic shifting while maintaining high energy efficiency while being inexpensive, robust and reliable.

[0005] Heretofore, an engine has been used as a prime mover, a clutch and a mechanical transmission have been provided, and an input shaft and an output shaft of the transmission have rotational speed detecting devices. And a method of shifting gears in synchronization with each other. On the other hand, in order to maximize energy efficiency, prevent air pollution, and reduce vehicle noise as future prime movers, electric motors or composite prime movers that include electric motors are appropriate. It was necessary to build a simple system.

[0006] At one stage in the development stage of electric vehicles, a method of omitting the transmission and directly transmitting the output shaft of the electric motor to the drive shaft has been sought. The low-speed torque of the electric motor is larger than the low-speed torque that can be generated in the conventional internal combustion engine, and it is possible to obtain an acceptable level of power performance if the capacity of the electric motor is as large as possible and the power supply capacity is as large as possible. This is because there was a desire to omit the transmission between the electric motor and the drive shaft because it was possible.

However, a large motor is heavy and is not suitable for mass production in terms of cost, and a large-capacity power supply suitable for a large motor is still difficult to adopt in terms of weight and cost. Further, the driver feels weakness in the kinematics such as acceleration performance as compared with a conventional car, so that the commercial value is impaired.

As a means for solving this problem, the benefit of providing a transmission in an electric vehicle is disclosed in Japanese Patent Application No. Hei 3-1505.
16 and many later applications. Certainly, if a transmission is provided, the weight will increase, but as described in the above-mentioned application, the motor will be small and sufficient in the prime mover system including the motor, and the capacity of the power supply device will be reduced accordingly. Is done. Such an effect contributes to weight reduction of the entire motor system and cost reduction. However, the conventional method of requesting the driver to perform a shift operation has a bottleneck that is contrary to the trend of the easy drive.

[0009]

SUMMARY OF THE INVENTION An electric motor, particularly a synchronous motor or an induction motor, has a characteristic that it can be operated at a specific rotational speed in accordance with the frequency of supplied electric power. In particular, the synchronous motor can be strictly executed, and the induction motor can be almost exactly realized in a no-load operation state at the time of gear switching. As described above, in the prime mover including the electric motor, the output shaft rotation speed of the prime mover can be arbitrarily controlled. Also, no-load operation can be easily realized.

By utilizing this, when the output shaft rotation speed of the prime mover is synchronized with the rotation speed of the driven rotating body at the time of the process of disconnecting and reconnecting the clutch, there is no wear on the clutch mechanism. It turns out that automatic shifting can be done smoothly. If the rotational speed of the prime mover is unilaterally controlled by the drive power generated by the control device by omitting the conventionally required device for detecting the rotational speed of the transmission input shaft, it is necessary to add a new device. Therefore, the automatic shifting operation can be realized while maintaining the low price.

Further, conventionally, when a mechanical transmission is provided in an engine via a clutch to realize an automatic shift operation, a so-called "half clutch" in which the clutch is gradually connected when starting from a stopped state. Although a state was required, the motor was partly included in the prime mover, so when the vehicle was stopped, the gears meshed with a predetermined gear ratio, and the clutch was connected from the beginning and started, minimizing clutch wear. it can.

[0012]

FIG. 1 shows a control method according to the first aspect. First, the control device determines the traveling speed of the vehicle and the depression state of the accelerator pedal, and generates a shift request signal when necessary. Upon confirmation of the establishment of this signal, the control device operates the rotation speed adjusting mechanism to operate the output shaft rotation speed of the prime mover at the conventional speed, and issues a command such that the generated rotation force resists internal friction. In response to this, the rotation speed adjusting mechanism adjusts the output of the prime mover to the no-load state at the previous rotation speed. This realizes a state in which there is almost no rotational force to be transmitted at the clutch position, that is, a no-load state.

Next, the control device issues a clutch disconnection request to the clutch control device. In response to this, the clutch control device operates so as to cut off transmission of rotational force by the clutch.

Next, the control device issues a command for neutralizing the meshing of the gears to the gear selecting device. This causes the selection device to release the previous engagement,
Guide the mechanical gear transmission to neutral.

Subsequently, the control device issues a command requesting meshing of the gear corresponding to the destination gear ratio to the selecting device, and the selecting device executes the command to complete the meshing of the destination gear. I do.

The control device detects the rotation speed of the output shaft of the mechanical gear transmission, calculates the rotation speed at the clutch position based on the destination gear ratio, and calculates the rotation speed of the output shaft of the motor for the rotation speed adjusting mechanism. Request to match the speed of the result.

A control delay occurs due to the rotational moment and frictional resistance of the prime mover system, and after a lapse of time necessary for convergence of the rotational speed, the control device determines that the rotational speed at the clutch position is synchronized. A reconnection request is issued to the clutch control device, and in response, the clutch control device connects the clutch.

After the clutch reconnection is completed, the control device requests the rotation speed adjusting mechanism to perform a power running operation for traveling, and upon receiving the request, shifts to a normal power running operation.

According to a second aspect of the present invention, the motor is operated with no load, the clutch is disconnected, and the mechanical gear is driven, as shown in FIG. After releasing the previous gear engagement of the transmission and leading to a neutral state, first, the rotational speed of the output shaft of the prime mover is assumed to be engaged before the gear of the destination gear ratio is engaged, and the clutch mechanism is connected at the clutch position at the clutch position. The difference is that the output shaft of the prime mover is operated at a speed at which the target rotating body is synchronized. The subsequent meshing of the destination gear and the connection of the clutch are the same as in claim 1.

According to the experimental results, it has been known that the gear engagement can be realized more smoothly than the first aspect by controlling as in the second aspect. By shifting to the prime mover rotation speed after shifting in advance, a "rotating phenomenon" probably occurs due to the frictional force inherent in the clutch and pilot bearing, and the effect of the synchronizer provided inside the mechanical gear transmission is reduced. It is thought that it was promoted.

According to a third aspect of the present invention, the motor has the same structure as that of the first and second aspects, but does not use a clutch in ordinary traveling. If the driving wheels must be grounded and must be towed in the event of a car failure or accident, the connection between the drive shaft and the prime mover is cut off. During normal running, automatic transmission control is performed as follows. The clutch remains connected.

FIG. 3 shows a control method according to the third aspect. First, the control device determines the traveling speed of the vehicle and the depression state of the accelerator pedal, and generates a shift request signal when necessary. After confirming the establishment of this signal, the control equipment operates the rotation speed adjusting mechanism to operate the output shaft rotation speed of the prime mover at the conventional speed, and issues a command that the generated torque is such that the generated torque is resistant to internal friction. In response to this, the rotation speed adjusting mechanism adjusts the output of the prime mover as described above. Thereby, a no-load state is realized.

Next, the control device issues a command to the gear selection device to neutralize the meshing of the gears. This causes the selection device to release the previous engagement,
Guide the mechanical gear transmission to neutral.

The control device calculates the rotational speed at the clutch position based on the traveling speed of the automobile and the shift ratio of the transition destination,
A request is made to the rotational speed adjusting mechanism to make the rotational speed of the output shaft of the prime mover match the calculated speed. This prime mover speed provides a synchronizing speed at the gear position where a new engagement is sought.

When the rotational speed at the clutch position converges to the target speed after a necessary elapsed time, the control device issues a command requesting meshing of the gear corresponding to the destination gear ratio to the selection device. Then, the selecting device executes the command to complete the meshing of the destination gear. In a motor vehicle that does not include a motor as a prime mover, for example, an internal combustion engine is a prime mover, the rotational speed control of the prime mover cannot be performed to the extent that a synchronous shift is possible. is there. If this is feasible, the input shaft of the transmission is also equipped with a rotational speed detector, and the gearshift operation is performed when the rotational speed detection results of the output shaft and the input shaft meet the requirements. A different procedure than the invention would have to be adopted.

When the meshing of the transfer destination gear is completed, the control device requests the rotation speed adjusting mechanism to perform a power running operation for traveling, and upon receiving the request, shifts to a normal power running operation.

In any of the claims, the rotation speed is detected only by the drive shaft rotation speed which is representative of the traveling speed of the vehicle, which is usually required to be installed by law, and has no other rotation speed detection mechanism. The control device unilaterally determines and commands the rotational speed of the output shaft of the motor. By simplifying the control device and the control method in this way, it is possible to maintain the device price at a low price, realize a reduction in weight and size, and also ensure reliability.

It should be noted that a significant difference from the prior art is the start control from a stopped state which is established in any of the claims. This is shown in claim 4. Conventionally, there has been known a method in which a so-called half-clutch state is mechanically or electrically obtained while the clutch pedal is omitted to execute start control from a stopped state, but this method requires a passenger. It is far from providing a smooth driving and running sensation, and although it is occasionally tried, it was not a technology that has become established in the present.

In the method described in claim 4, there is no half-clutch state, and the prime mover is stopped, and the prime mover is engaged with the gears in advance so as to obtain a predetermined gear ratio, and the prime mover is operated from the stopped state. Speaking of this, it is as if a train is equipped with a mechanical transmission and a departure operation is performed after engaging one of the gears. This allows for a very powerful departure while maintaining quietness and smoothness over any conventional car.

In the case where the prime mover is a compound prime mover including an electric motor, for example, if the prime mover is constituted by a combination of an internal combustion engine and an electric motor, the internal combustion engine has an appropriate lower limit of the operating speed range. It is not something that can be operated from a stopped state like an electric motor. In addition, even if the vehicle is running in the operable speed range, in a city area or the like, if the storage battery has enough power to run, it is desired to stop the internal combustion engine and run only with the electric motor. For this purpose, the aforementioned application and Japanese Patent Application No. Hei 6-77353, 6-9 are disclosed.
7728, Japanese Patent Application No. 7-67921, Japanese Patent Application No. 8-1965.
57, in the composite motor disclosed in Japanese Patent Application No. 10-9694, when the operation of the internal combustion engine is not required or when the operation is prohibited, the rotation shaft of the internal combustion engine and the electric motor are separated, and the internal combustion engine is stopped. Also, as described in claim 4, in order to enable starting from a stop, it is necessary to release the connection between the internal combustion engine and the electric motor according to the necessity of stopping the electric motor. The processing in the combined prime mover uses the above-mentioned application technology.

[0031]

[Description of operation]

The operation will be described with reference to FIGS. FIG.
Has 100. The prime mover is an electric motor, and 200. The input shaft of the mechanical gear transmission is connected, and the output shaft of the transmission is 900. It is connected to the drive shaft. Drive wheels are connected to the drive shaft via a normal drive system (not shown) such as a reduction gear and a differential gear. 200. 510. To detect the output shaft rotation speed of the mechanical transmission A rotation speed sensor is provided. In this embodiment, an electric motor is used as a prime mover, but a composite prime mover including an electric motor may be used. 200.
As the mechanical gear transmission, a type having a counter shaft or a type configured with a planetary gear can be adopted.

400. The control computer is 300. Accelerator sensor and 510. A function is provided to obtain a signal from the rotation speed sensor and determine whether or not to execute a shift operation, determine the rotation speed of the output shaft of the prime mover, determine whether to engage or disengage the clutch, determine a gear ratio, and determine whether or not a neutral state is required. Further, it has a function of transmitting these determination results to a predetermined device and receiving a response signal from the predetermined device. 300. The accelerator sensor has a function of notifying the driver of the accelerator pedal depression to the control computer.
510. The rotation speed sensor has a function of detecting the output rotation speed of the mechanical gear transmission and notifying the control computer. 140. The clutch control device has a function of executing clutch engagement / disengagement control based on a command from the control computer, and responding to the control computer with the current state including the transition position. 210. The selection device has a function of, according to a command from the control computer, engaging and disengaging the specified gear, and responding to the control computer the current position including the neutral state. 500. The rotation speed control device has the function of operating the motor at the specified speed in accordance with commands from the control computer and generating the specified torque during power running operation.The current supply current amount, current direction and voltage of charging / discharging, normal / abnormal The state partition can be responsive to the control computer.

In the electric vehicle control device of the present invention, the "half-clutch state" is not used, and the motors and the input shaft side of the transmission at the clutch position are connected with the same rotational speed, and are disconnected with no load. 143. The clutch body can be easily adopted as a friction clutch or an electromagnetic clutch. As for a motor used as a prime mover or a part thereof, a synchronous motor or an induction motor has achieved good results due to the controllability of the rotational speed. It is appropriate that the rotation speed adjusting mechanism adjusts the rotation speed of the electric motor using the AC frequency of the electric power generated as a traveling energy source.

FIG. 1 shows a control procedure according to claim 1. Item 1 in the figure. In the following (in the following, only the numerals indicate items in the figure), during normal operation including a stop and a power running state, the accelerator pedal depression amount and the traveling speed of the vehicle are detected. It is determined whether a shift operation is necessary. If not necessary 1. The normal operation of is repeated. If it becomes necessary to change gears, 3. Declare a gear change. In response to this 4. Then, the prime mover is operated without load at the conventional speed to eliminate the transmission torque at the clutch part. In the procedure of the no-load operation, the supply current may be limited to an extremely small value when only the motor is operating. When the prime mover is a composite prime mover and another prime mover and an electric motor are operating in a combined operation, control is performed to absorb the generated power of another prime mover and convert it to electric power to eliminate the substantial output torque on the prime mover output shaft.

In the processes 5 and 6 in FIG. 1, a process for disconnecting the clutch during the no-load operation is executed. 400. The control computer is 140. The clutch disconnection operation is performed until a clutch disconnection completion flag is returned from the clutch control device. Subsequently, after the clutch disengagement is completed, the meshing of the gears is released by 8 and 9, and 200. Put the mechanical gear transmission in neutral. When the mechanical gear transmission is constituted by a planetary gear, the neutral state is established by releasing the constraint of the planetary gear.

Next, 400. The control computer is 21
0. A transition gear meshing command is issued to the selecting device. 210. The selection device performs meshing of the specified gear. If the transmission is constituted by planetary gears, the necessary restraint of the planetary gears is performed. 210. 400. Selector is currently engaged gear or neutral Since the control computer can be notified, 400. 12. The control computer confirms the meshing of the gears, and Operate the prime mover at the transition speed. The transition destination rotation speed is the output shaft rotation speed different from the previous speed, which is required by the meshing of a new gear, and the clutch shaft position on the motor side and the input shaft side of the mechanical transmission. This is the speed at which the rotation speeds match. In steps 14 and 15, the clutch connection operation is executed, and the state returns to the initial powering state.

Although this control method seems obvious at first glance, it seems natural, but adoption of a motor capable of generating a rotational force from a stopped state as a prime mover, and free rotation speed control by a control computer can be realized. It was a state that could be reached for the first time, and such a simple mechanism was reached in the end of the pursuit of various complicated mechanisms.

FIG. 2 shows a control procedure according to claim 2. This is very similar to FIG. 1 relating to claim 1 described above, except that after the meshing of the gears is set to the neutral state, the synchronization before and after the clutch at the clutch position which can be calculated assuming that the meshing with the transition destination gear is performed. The rotation speed of the output shaft of the prime mover is adjusted before the gear actually meshes with the rotation speed of the transition destination to be achieved. After such adjustment, meshing of the transition destination gear is executed. Other processing procedures are the same as those of the first aspect.

By executing this processing procedure, a smoother shifting operation can be realized than in the case of FIG. A simple desk study predicted that there would not be much difference, but, unlike the alternative, an observation of the operating condition shows a clear significant difference. This is thought to be due to the presence of friction in the pilot bearing attached to the tip of the main drive shaft, and the existence of some drag torque in the clutch. If the prime mover is operated so that the rotational speed is synchronized at the clutch position after meshing before engaging the gears, the rotational speed of the input shaft of the mechanical transmission follows the rotational speed, and the gears It appears to be synchronizing in position.

FIG. 3 shows a control procedure according to the third aspect. According to the method of claim 3, 100. shown in FIG. Prime mover and 200. 143. between mechanical gear transmissions Although a clutch is provided, the clutch is kept connected during normal operation, and the clutch is disconnected when the vehicle is towed with the wheel grounded, such as when the vehicle is lifted and towed in the event of a failure.
It has been found that in an electric vehicle, if the electric motor is rotated while the control system is not operating normally, the electric motor malfunctions as an uncontrollable generator, causing destruction to the surroundings. The generated voltage is a considerably high voltage in some cases, and it is not preferable from the viewpoint of safety to drag the exposed electric wire or the like in a traffic accident or the like while dragging.

Therefore, as shown in FIG. 4, the clutch is provided, but not used during normal operation, and can be disconnected when special needs arise. The description of the clutch disconnection process in a special case will be omitted, and the process procedure in the case of normal operation will be described with reference to FIG. 1. 1. During normal operation 2. From the determination of whether or not shifting is necessary, 3. Issue shift request command; The operation is the same as that shown in FIGS. In the control method according to the third aspect, the clutch is not disconnected during the no-load operation,
The meshing of the gear currently engaged is released. That is, the clutch is not disconnected when the output of the prime mover is in a no-load state, and the mechanical gear transmission is made neutral.

Next, the target of 7. The prime mover is controlled to the prime mover output shaft rotation speed when it is assumed that the transition destination gear has meshed. In the prototype model of the old age, the rotation speed of the output shaft of the prime mover was detected, and this value was fed back to the control computer to control the error so that the error was corrected. It is necessary to add a rotation speed sensor for detection, and 400. The rotation speed was unilaterally designated by the control computer, and the control could be performed with a high degree of accuracy necessary for synchronous shifting. Therefore, the control procedure was changed as in the present application. If a synchronous motor has been adopted as the motor before, 400. Although it has been stated that unilateral rotation speed specification from the control computer is effective,
The prediction was realized by accumulating achievements.

If the synchronized state of the gears to be meshed is realized, a new noise can be smoothly generated without any noise. Gears can be engaged. 9. It is confirmed that the gear has reached the meshing position by the meshing completion confirmation discrimination. Return to normal operation. During this period, the clutch is not operated at all except during special failures, including starting from a stop.

The description relating to claim 4 is shown in FIGS. It is clear from the fact that the normal operation is effective even when the vehicle is started from a stopped state. Applicable when there is a shift request. The meshing of the gears determined in response to this is executed, and at this time, it should be noted that the previous speed means the stopped state, and the transition destination rotation speed is also the stopped state.

[0046]

【The invention's effect】

According to the first aspect of the present invention, the electric motor is equipped with a mechanical gear transmission to greatly expand the driving force cover range. Variable speed operation becomes possible,
It contributes to reducing the operation load on the driver.

In the case of a mechanical gear transmission composed of spur gears and planetary gears, the transmission efficiency of the rotational force is reduced as compared with a hydraulic torque converter, a tilted pulley type continuously variable transmission, and other continuously variable transmissions. Excellent, inexpensive and tough products can be made. This indicates that it is applicable to the suppression of energy consumption and a wide range of vehicle types, and has been noted as a preferable one, but has been abandoned so far as it is not practical if the shift operation depends on the driver. Have been.
This problem has been solved by enabling automatic transmission, and it has become possible to bring out advantages.

According to the second aspect of the invention, in addition to the effect of the first aspect, smoother shift control can be performed. With this technology, it was possible to significantly reduce the wear of synchronizer-related parts required as an internal mechanism of the mechanical gear transmission.

According to the third aspect of the invention, in addition to the effects of the second aspect, 140. The clutch control device can be extremely simplified, and the clutch can be manually disengaged in special cases, thus contributing to cost reduction.

According to the fourth aspect, the automatic shift control can be executed from the stopped state, and the conventional defect that the half clutch has to be used only at the time of starting can be solved.

[Brief description of the drawings]

FIG. 1 is a control procedure in which a clutch is disengaged, a shift is performed, and a prime mover is driven at a synchronous speed to connect the clutch.

FIG. 2 shows a control procedure in which the clutch is disengaged to neutral, the prime mover is driven at a synchronous speed to change gears, and the clutch is connected.

FIG. 3 is a control procedure for shifting without disengaging the clutch.

FIG. 4 Example

[Explanation of symbols]

100. Prime mover (electric motor or combined prime mover including electric motor) 140. Clutch control device 143. Clutch 200. Mechanical gear transmission 210. Selection device 300. Accelerator sensor 400. Control computer 500. Rotation speed adjustment mechanism 510. Rotation speed sensor 900. Drive shaft

Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) B60L 15/20 F02D 29/00 H F02D 29/00 29/02 D 29/02 321A 321 B60K 9/00 E F term ( Reference) 3D041 AA09 AA11 AA21 AA31 AB01 AC01 AC10 AC11 AC15 AC18 AD10 AD30 AE02 AE15 AE31 AF01 3G093 AA05 AA07 BA19 BA21 BA22 CA02 CB08 DA06 DB03 EA03 EB01 EB03 EC02 EC03 FA06 FA11 FA12 QB01 PA01 QB15 PA15 QBQ11QB

Claims (4)

[Claims] 1. An automotive prime mover having a structure in which a clutch is provided on an output shaft of a prime mover including a motor to transmit a rotational force to an input shaft of a mechanical transmission, and the output shaft of the transmission is connected to a drive shaft for traveling. In the above, a control device for integrally controlling these is provided, and when a shift is necessary, the clutch is disengaged according to a signal value provided by a detector for detecting the rotation speed of the drive shaft and a signal value representing the amount of depression of the accelerator. After shifting the transmission to the neutral position via the shift control device and shifting to the target shift speed, the control device unilaterally controls the rotation speed of the prime mover to the predetermined rotation speed, and re-engages the clutch. Control device for electric vehicle characterized by connecting 2. A motor for a motor vehicle according to claim 1, further comprising a control device for integrally controlling the motor and a signal value and an accelerator pedal depression amount provided by a detector for detecting a rotation speed of a drive shaft. According to the signal value, the clutch is disengaged when a shift is required, and the transmission is shifted to the neutral position via the shift control device, and the control device unilaterally controls the rotation speed of the prime mover to the predetermined rotation speed. A control device for an electric vehicle, wherein the clutch is re-connected after shifting to a target shift speed 3. A motor for an automobile according to claim 1, further comprising a control device for integrally controlling the motor and a signal representing a signal value and an accelerator pedal depression amount provided by a detector for detecting a rotation speed of the drive shaft. According to the signal value, when shifting is necessary, the prime mover is operated at the previous rotational speed without load,
The transmission is shifted to the neutral position via the shift control device, and the control device unilaterally controls the rotation speed of the prime mover to match the predetermined rotation speed, shifts to a target gear, and then returns to power running operation. Control device for electric vehicle 4. The method according to claim 1, wherein
The control for shifting from the stop to the start is performed by stopping the prime mover, engaging a gear corresponding to a predetermined gear ratio, and starting operation of the prime mover with the clutch connected, wherein the control device for the electric vehicle is characterized in that: