JP2894487B2 - Electric traveling vehicle control device and electric traveling vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[Prior Art] Toward the aging society in the future, it is anticipated that the need for electric wheelchairs will be more and more increased as a means of transportation to supplement the decline of walking ability peculiar to the elderly. Is being done. A typical example is an electric four-wheeled wheelchair whose speed is controlled with a joystick for the handicapped, and a moving finger of the speed control lever with a fingertip for the elderly. Japanese Patent Application Laid-Open No. 57-17650 is known as a known example of an electric four-wheeled wheelchair whose speed is controlled by a joystick. However, in most cases the electromagnetic brake is activated when the joystick is in the neutral position, but recently, the joystick is tilted at a speed setting, and when the vehicle speed exceeds the set vehicle speed on a downhill, the braking mode is automatically set. There are more examples of switching and keeping the vehicle speed constant. Therefore, in the case of two-motor control of an electric four-wheeled wheelchair, a rotation sensor is provided for each of them, which increases costs and causes a failure.

[0002]

According to the above prior art, a simple one is one in which an electromagnetic brake is operated only at a neutral position of a joystick. A speed is set by a speed lever, and is made constant by using a rotation sensor. Some control the vehicle speed.

[0003] However, in the former case, there is anxiety about traveling on a downhill, and in the latter case, a rotation sensor is required, which leads to an increase in the overall cost and causes a failure. Also, in view of the fact that the recent spread of microcomputers has made it easier to handle both the price and the control method, the present invention provides a control method that does not use a rotation sensor and that is particularly suitable for traveling downhill. It is an object of the present invention to provide an electric traveling vehicle control device capable of performing the following and an electric traveling vehicle using the same.

[0004]

Means for Solving the Problems According to the means for solving the above-mentioned problem, when the speed control lever is moved to the speed increasing position, the driving mode is set and the speed control lever is moved to the speed decreasing direction. Sometimes, by switching to the braking mode, the rotation sensor is eliminated to make it more suitable for the driver's feeling, and it is most desirable to perform microcomputer control.

At this time, a point to be considered is that when a person with hand tremor operates, the hand holding the speed control lever trembles so that the driving mode and the braking mode are frequently switched. Is done. In this case, adjustment is performed by adjusting a dead band so as not to operate due to hand tremor or by adjusting a filter frequency so as not to operate in a hand tremor cycle.

Specifically, according to the present invention, when the speed control lever is in a neutral state, a mechanical brake such as an electromagnetic brake or a brake having an equivalent function is applied, and when the speed control lever is moved from the neutral state. In a control device for an electric traveling vehicle in which a mechanical brake is released and a vehicle speed is set according to a tilt or a movement amount equivalent amount of the lever, a moving direction detecting means for detecting a tilt or a moving direction of the lever includes: A driving mode when the inclination or movement of the lever increases, and a switching control to a braking mode when the inclination or movement of the lever decreases. I do.

According to the present invention, when the speed control lever is in a neutral state, a mechanical brake such as an electromagnetic brake or a brake having an equivalent function is applied, and when the speed control lever is moved from the neutral state, the mechanical brake is activated. In a control device for an electric traveling vehicle that is opened and the vehicle speed is set according to the amount of inclination or movement of the lever, the movement direction means for detecting the inclination or movement direction of the lever reduces the inclination or movement of the lever. The present invention provides a control device for an electric traveling vehicle, which performs a braking control when indicating a direction in which to perform.

[0008] Preferably, the braking force is maximum at the neutral position and minimum at the position of the maximum inclination or the maximum movement amount of the lever, and is set continuously or intermittently during this time.

Preferably, a dead zone which does not respond to the movement of the lever is provided when the mode is switched.

According to the present invention, in an electric traveling vehicle in which the vehicle speed is set in an open loop in accordance with the inclination or the amount of movement of a speed control lever, a movement direction detecting means for detecting the inclination or movement direction of the lever and a signal from the sensor. An electric traveling vehicle characterized by a control device that performs a braking control in response to a signal.

Preferably, the control device performs control to enter a traveling mode when the inclination or movement of the lever increases, and to enter a braking mode when the inclination or movement of the lever decreases. .

Preferably, braking control is performed in both forward (forward) and reverse (reverse).

Preferably, a dead zone which does not respond to the movement of the lever is provided when the mode is switched.

[0014] Preferably, the control device is mounted on an electric wheelchair speed-controlled by a joystick used instead of a speed control lever.

[0015] Preferably, the control device is mounted on an electric three-wheeled or four-wheeled electric wheelchair whose speed is controlled by the speed lever.

[0016] Preferably, the current value at the intersection between the rotational speed characteristic curve N _F and the motor limit speed N _L and the motor limit speed N _L when applying the full voltage V _F to the motor IM ₁
And then, the motor current limit value when the IM _L, when the motor current value IM is IM _L ≧ IM ≧ IM ₁ by applying a full voltage V _F, when the IM _1> IM than the total voltage V _F Apply a small voltage V _HI .

Preferably, when the vehicle is in the traveling mode, it is switched to the braking mode upon detecting that the current value becomes smaller than a predetermined motor current.

Preferably, the set value is smaller than a motor current value when traveling on a flat road.

Preferably, in the braking mode, the mode is switched to the running mode by an operation in a direction to increase the tilt or the amount of movement of the lever.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment according to the present invention will be described below with reference to the drawings.

FIGS. 1 and 2 show examples to which the present invention is applied. FIG. 1 shows an example of a four-wheeled electric wheelchair, and FIG. 2 shows an example of a three-wheeled electric wheelchair. The present invention is not limited to such an electric wheelchair, and when the vehicle speed control lever is in a neutral state, a mechanical brake such as an electromagnetic brake or a brake having an equivalent function is applied, and from the neutral state. When it is moved, the mechanical brake is released, and it can be applied to an electric traveling vehicle in which the vehicle speed is set according to the tilt or the amount of movement of the lever, and has a vehicle speed control function even if it is not a lever, and controls the control direction. Although a device that is convenient for detection can be substituted, the lever is the cheapest and surest.

In FIGS. 1 and 2, the electric wheelchair 1 is provided with a speed control lever, and FIG.
FIG. 2 shows an example having three wheels 3, but since these configurations are well known, including the above-mentioned known examples, they will not be described in detail here. As shown in FIG. 3, the lever 2 is tilted forward (forward) or reverse (backward) from the neutral (neutral) position. It may be moved in these directions or switched like a bicycle gear change. FIG.
2 is a functional block diagram of the electric traveling vehicle control device 10. FIG.

In FIG. 4, a CPU 11 controls a motor drive circuit 13 in accordance with a command value from a joystick 12.
Output a forward / reverse (forward / reverse) signal and a speed control signal.

Further, performs control so as not to exceed the maximum speed during acceleration the well motor drive control and downhill or when running on a flat road in response to the motor current value detected by the current sensor I _S 42.

Further, control relating to a braking mode such as braking on a downhill is performed by a main circuit disconnection relay RY244 for dynamic braking, an active switch element, ie, a transistor TrEmBk27, and an active switch element TrDBk2.
9, the ON / OFF braking of the active switch element, and the control of the dynamic brake resistor DBkR30 and the stop holding electromagnetic brake EmBk33.

The motor drive circuit 13 includes a typical sequential circuit such as a JK flip-flop, a triangular wave generation circuit,
And a comparison operation circuit.

The motor drive circuit 13 receives forward / reverse and speed control signals from the CPU 11
Switching of forward / reverse rotation (forward / reverse) is performed by switching the polarity of the current flowing through the C motor 20, and output torque and rotation speed of the motor are controlled by increasing / decreasing the duty ratio during forward / reverse rotation.

4 and 5, a... TrF ₁ , Tr
F ₂ , b ... TrR ₁ , TrR ₂ , c ... TrR ₃ , TrR ₄ ,
d: When TrF ₃ and TrF ₄ are set, a,
Active switch element T with d output HI (b, c output low)
rF _{1 to} TrF ₄ 14, 16, 24, and 26 are in an ON state (active switch elements TrR _{1 to} TrR ₄ 15, 17,
Control of the speed (control of the number of revolutions) is performed by controlling the motor applied voltage by changing the duty ratio in these transistors or active switch elements.

At the time of neutral (stop), a, b, c, and d are all output low and TrF _{1 to} TrF ₄ , TrR _{1 to} TrR ₄
Are all in the OFF state.

When the vehicle is moving in reverse, the b and c outputs are HI (a and b outputs are low), and TrR _{1 to} TrR ₄ are in the ON state (Tr
F ₁ ~TrF ₄ is OFF state), speed control and likewise controlled by varying the duty ratio of these elements.

Also, the D diodes 18, 19, 21, 22
Reference numerals 2, 31, and 34 denote back electromotive forces generated at the moment when current flows through the coil of the motor or the coil of the relay, and are flywheel diodes that are generally used to prevent the active switch element from being destroyed. 32 is a RY2 coil. 35 is a DC / DC converter. C
36 is a smoothing capacitor. 37 is a main switch, and 38 is a RY1 coil. 39 is a power pilot lamp.

The motor drive circuit 13 receives the forward / reverse signal and the speed control signal from the CPU 11 and controls the motor applied voltage by changing the duty ratio according to the motor current value, and controls the forward / reverse rotation (forward / reverse). Controls switching.

A typical joystick has a variable resistor attached to the base of a lever, and the resistance value changes with the inclination of the lever. Generally, this change in resistance is detected as a change in voltage. This constitutes a moving direction detecting means. Of course, the present invention is not limited to this embodiment.

At this time, the voltage value corresponding to each of the time when the lever is tilted forward, backward or neutral at the maximum is uniquely determined.

As for the method of detecting the inclination and movement of the lever, the above voltage value and the like are stored in the CPU in advance, and the detected voltage value itself and the direction of increase or decrease of the voltage value are referred to the voltage values stored in the CPU. Then, the current lever is used to determine the inclination of the driving mode and the braking mode, and if it is the driving mode, it is controlled by the motor drive circuit, and if it is the braking mode, it is controlled by the respective active switch elements of the braking circuit section. Output a signal. If it is in the neutral position, stop.

The braking circuit switches to an electromagnetic brake EmBk 33 for stopping or maintaining the stopped state, an active switch element TrEmBk 27 for controlling the ON / OFF of the electromagnetic brake EmBk 33, and a dynamic braking of the motor by a resistive load (dynamic braking). RY2 44 for disconnecting the battery from the circuit, its ON-OF
An active switch element TrRY2 28 for controlling F by the CPU, a resistance DBkR30 serving as a load of the motor at the time of dynamic braking of the motor (dynamic braking), and a braking force controlled by changing power consumed by the resistance. An active switch element TrDBk29 or more for controlling the ON / OFF of the braking circuit by the CPU 11 using the dynamic braking resistor DBkR30 as a load is provided.

Upon receiving a braking command from the CPU 11, the DC
The motor 20 is used as a generator, the resistor DBkR30 is used as a load, and the active switch element TrDBk29 is used as a current sensor Is.
By controlling the ON-OFF duty ratio to an appropriate amount while detecting at 42, a braking force corresponding to the position of the speed control lever 2 is generated.

FIG. 5 shows the operation position of the speed control lever and the O of each relay and each active switch element in the configuration of FIG.
It shows the relationship with the N-OFF state. If forward, the active switch element TrF ₁ 14, TrF ₂ 16 and active switching element TrF ₃ 24, TrF ₄ 26 is in the ON state,
The mode becomes the forward running mode.

In the case of reverse travel, the active switch element TrR ₁
23, TrR ₂ 25 and active switch element TrR ₃ 1
5, TrR ₄ 17 is in the state ON, the become reverse travel mode. When in a neutral state, that is, in a neutral (stop) state, the main circuit relay R which is a contact of RY1
The stop of the electromagnetic brake is maintained while the active switch element TrEmBk27 is in the OFF state while Y143 is in the ON state.

When in the state of dynamic braking (braking), it is a contact of RY2, a dynamic brake operation main circuit disconnecting relay RY2 44 for disconnecting the battery BAT 41 from the main circuit for dynamic braking operation, and an active contact. Switch element TrR
Y2 28 and the active switch element TrDBk 29 are in the ON state and perform a braking action.

FIG. 6 shows the relationship among the direction of the lever, the vehicle speed, the braking force, and the electromagnetic brake. When the speed control lever 2 is in the neutral position, the electromagnetic brake is stopped and held at the vehicle speed of 0, and the braking force is in the "large" state. When the lever is tilted forward, the electromagnetic brake is released and the vehicle speed increases. That is, the electric wheelchair is in the running mode. When the lever is tilted in the neutral direction from the forward position, a braking mode in which a braking force is applied is set. The braking force increases in the neutral direction. When the lever is tilted in the reverse direction from the neutral position, the electromagnetic brake is released and the vehicle speed increases. That is, the electric wheelchair is in the running mode. The vehicle speed at the reverse position is lower than the vehicle speed at the forward position. When the lever is tilted in the neutral direction from the reverse position, the braking force increases accordingly.

FIG. 7 shows a control flowchart. The accelerator lever is at the stop position (51), and when the accelerator lever is moved down to the starting side (52), the electromagnetic brake is released.
(53). When the accelerator lever is moved from the low speed side to the high speed side in this state (54), the control device enters the running mode (5).
5). In this state, the wheelchair travels at a flow rate corresponding to the position of the accelerator lever (56). This is repeated on the flow. When the accelerator lever is moved to the low speed side (5), the control device enters the braking mode (58). Then, a braking force corresponding to the position of the accelerator lever is applied (59). This is repeated on the flow. When the accelerator lever is returned to the stop position (60), the electromagnetic brake is operated after applying the maximum braking force for Δt time (61). The wheelchair stops (62).

FIG. 8 shows the lever position and the braking force command value (R
p) and the speed command value (Vs). When the return amount of the lever is small, the mode is the braking mode. This is a power generation brake (dynamic brake) state in which the motor is a generator and the resistance is a load.

When the lever is returned, the braking force command value (Rp)
The braking force command value (Rp) when the return amount of the lever is medium from the position of the maximum speed is further increased, and when the lever is near neutral, the power generation brake peaks but the electromagnetic brake operates. It will be at its maximum.

In the dynamic braking state, the power consumed by the resistor DBkR30 is controlled by appropriately controlling the ON-OFF duty ratio of the active switch element TrDBk29 in FIG. 4 while checking the current value of the motor power generation corresponding to the speed. To change.

That is, when the braking force is to be increased, the duty ratio is increased to increase the power consumption by the resistor. On the other hand, when the braking force is moderate, the duty ratio is set to the upper half, and when the braking force is decreased, the duty ratio is increased. Reduce the ratio to reduce power consumption.

Here, in a general power braking of a DC motor, the braking force is substantially proportional to the magnitude of the generated current.

The magnitude of the current value during braking varies depending on the speed even if the duty ratio is the same.

That is, in order to control the braking force in accordance with the position of the lever as described above, the current value generated by the motor is set to a magnitude necessary for generating the braking force instructed by the lever. It controls the duty ratio.

According to this method, it is difficult to control the braking force in a low-speed region close to a stop, but in that region,
Since it is more appropriate to operate the electromagnetic brake, FIG.
The relationship between the braking force and the speed is determined as follows.

At the same time when the lever returns to neutral, the electromagnetic brake operates and locks to completely stop.

In the neutral state, the stopped state is maintained.

When the lever is moved in the traveling direction from the stop, a speed command value is output before the electromagnetic brake is released,
At the time when the electromagnetic brake is released, the motor current should rise to a value close to that when traveling on a flat road at low speed and at a constant speed, so that the motor does not return when starting up on an uphill. Can be.

FIG. 9 shows a motor speed, a torque-current characteristic curve, and a mode for switching the motor applied voltage for each current value.

In this figure, the motor voltages in the areas (A), (A) and (C) are switched as follows.

(A): During maximum acceleration running, the motor voltage is V _F
→ V _HI → V _MID → V _LOW .

(A): During traveling at a constant speed, a motor voltage of V _HI or less is applied.

(C): Automatic braking is performed when descending a hill or when exceeding the upper limit speed on a flat road.

In this figure, each abbreviation has the following meaning.

N _L : Motor limit rotation speed at vehicle speed limit T _F : Motor current-torque characteristic curve at N _L IM: Motor current V _F : Voltage N when full voltage of battery is applied between motor terminals _F: motor current at the time of applying a V _F motor - rotational speed characteristic curve IM _1: N _F on the N _L become terms C current value IM _L: motor current limit value T _O: T _F on the N _L This is also the torque value when traveling on a flat road at the upper limit speed.

IM _O : Motor current value at T _O N _D : Motor current-rotation speed characteristic curve V _MID passing through point B where the motor rotation speed at torque T _O with the motor current of I M _O becomes N _L : Applied voltage when traveling at about 1/2 of the maximum speed V _LOW : Applied voltage when traveling at low speed.

Next, the braking action accompanying the lever operation will be described.

In the running mode As described above, the running mode is set when the lever is tilted from neutral to forward or reverse. The traveling mode is also when the vehicle is tilted in the direction of the maximum speed halfway. Because of the open loop, the vehicle travels at a speed matching the running resistance and the motor torque depending on the position of the lever, and the relational expression is shown as follows.
(The air resistance is omitted because it is small.) R = W (μl cos θ ± sin θ) (1) T = RD / 2εηG (2) Here, minus is for downhill and plus is for uphill. Indicates that there is.

R: running resistance (Kgf) μl: rolling resistance coefficient θ: gradient (degree) D: tire diameter (m) ε: gear ratio ηG: gear efficiency T: motor torque (Kgfm) As described above When the lever position is returned to the neutral direction from the maximum forward and reverse speeds, the braking mode is set. In this state, the battery BAT41 is disconnected from the main circuit by disconnecting RY2 44, and the resistance D
Dynamic braking (dynamic braking) is performed using the BkR 30 as a load and a motor as a generator.

A method of varying the braking force is to turn on the transistor or the active switch element TrDBk 29 while checking the current value generated by the motor corresponding to the speed at that time.
Since the duty ratio of -OFF is appropriately controlled, the dynamic braking method is adopted in which the braking force corresponds to the lever position while adjusting the amount of power generated by the resistor.

A force is always applied to the lever so that the control device automatically returns to the direction in which the electromagnetic brake operates at zero speed when the hand is released.

The braking operation when the vehicle speed exceeds the upper limit speed on a downhill or on a flat road will be described.

[0068] In FIG. 9, the motor current detection value IM _O
If the speed falls below, it is determined that the vehicle speed has reached or exceeded the upper limit speed when descending or traveling on a flat road, and the mode is automatically switched to the braking mode. multiply.

A method for improving acceleration under the condition that the maximum vehicle speed is limited without a rotation sensor will be described.

As described above, FIG. 9 shows the characteristics of the DC permanent magnet motor.

A torque characteristic curve _TF where the motor speed limit at the time of vehicle speed limit is N _L is uniquely determined for the current value IM regardless of the applied voltage to the motor.

[0072] Now, the rotational speed characteristic curves obtained by applying the full voltage V _F to the motor and N _F, the current value when the C point where the motor limit speed N _L and IM _1.

[0073] Then the value of the motor torque D at the time of running on a flat road with the motor limit speed N _L and T _O, the motor current value at that time and IM _O.

A motor applied voltage at which the motor rotation speed at the time of the torque T _{O with} the current I _O becomes N _L and the rotation speed characteristic curve N _D passing through B is V _HI .

[0075] When the motor current limit value IM _L, IM _L ≧
In the case of IM ≧ IM ₁ is applied to the battery full voltage V _F IM
_{If 1} > IM, lower the motor applied voltage to _VHI .

When the speed is changed from the middle to the low speed as required, the applied voltages are respectively set to V _MID and V
_Try to lower it to _LOW . As a result, the maximum speed is set to V _{S LIMIT} as shown in FIG.

[0077] In the acceleration characteristic curve of the electric vehicle, V _S as acceleration time t2 becomes _LIMIT is reached V _{S LIMIT} at t _1, while not exceeding the speed limit value V _{S LIMIT} as the acceleration By greatly reducing the time, the acceleration can be greatly improved.

[0078]

The operating feeling of the vehicle speed control lever according to the present invention is generally controlled by performing two operations of a speed setting lever (accelerator) and a lever (brake) for setting a braking force with one lever. Operation to be performed during deceleration during operation,
The operation is simplified and the psychological burden is considerably reduced in that the two separate functions of returning the accelerator and stepping on the brake can be performed with one lever.

Considering especially when the elderly drive, there is a great effect that the elderly can be safely operated for the elderly who tend to be weak at many things at the same time.

By allowing the braking force to be controlled by the operator's will, if the vehicle speed is too high, it is possible to rely on the natural deceleration due to running resistance by simply returning the accelerator in the past.
Alternatively, a rotation sensor was provided to detect the position of the lever and deceleration had to be performed, and appropriate braking could not be performed without the rotation sensor. There is a great effect that the same braking can be obtained without a rotation sensor. In addition, the operation feeling is very important because the number of elderly people who have experience driving a car is expected to increase in the future because it can be operated with the feeling that the engine brake is applied when the accelerator of the car is released. Is the point.

According to the present invention, the motor control is performed only by the motor current sensor without the need for the rotation sensor, and the number of movable parts is reduced and the number of parts is reduced, so that the cost can be reduced and the reliability can be improved.

According to the present invention, there is an effect that it is possible to improve the acceleration performance and increase the climbing traveling speed, which could not be obtained without a rotation sensor, without using a rotation sensor.

According to the present invention, even when the vehicle is started halfway on an uphill road, it is possible to prevent a backward movement with the same feeling as that of an automatic transmission of an automobile, and even a beginner can operate with confidence.

[Brief description of the drawings]

FIG. 1 is a diagram showing one of the objects to which the present invention is applied.

FIG. 2 is a diagram showing another example of an object to which the present invention is applied.

FIG. 3 is a view showing the operation of a speed control lever used in the present invention.

FIG. 4 is a functional block diagram of the present invention.

FIG. 5 is a diagram showing an operation state of a speed control lever and an operation state of each switch element.

FIG. 6 is a diagram showing a relationship between a direction of a speed control lever and a braking force.

FIG. 7 is a control flowchart of the present invention.

FIG. 8 is a diagram showing a relationship between a position of a speed control lever, a deceleration force, and a speed.

FIG. 9 is a mode diagram for switching a motor rotation speed, a torque-current characteristic curve, and a motor applied voltage for each current value.

FIG. 10 is a diagram showing an acceleration characteristic curve of the electric traveling vehicle motor.

[Explanation of symbols]

1 ... electric wheelchair, 2 ... speed control lever, 3 ... wheels, 10 ...
Electric traveling vehicle control device, 11 CPU, 12 joystick, 13 motor drive circuit, 14 active switch element,
15 ... active switch element, 16 ... active switch element, 17 ... active switch element, 18 ... flywheel diode, 19 ...
Flywheel diode, 20 DC motor, 21 Flywheel diode, 22 Flywheel diode, 23 Active switch element, 24 Active switch element, 25
... active switch element, 26 ... active switch element, 27 ... active switch element, 28 ... active switch element, 30 ... dynamic brake resistor, 31 ... flywheel diode, 32 ... dynamic brake operation main Circuit disconnection relay coil, 33: Electromagnetic brake for holding stop, 34: Flywheel diode, 35: DC / DC converter for digital circuit + 5V power supply, 36: Capacitor for smoothing power supply, 37: Main switch, 38: Relay coil for main circuit , 39: Power supply pilot lamp, 40: Flywheel diode, 41: Battery, 42: Motor current value sensor, 43: Relay for main circuit, 44: Main circuit disconnection relay for dynamic brake operation

──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Satoshi Hirano 3781-1, Nagaoka, Ibaraki-cho, Higashi-Ibaraki-gun, Ibaraki Pref. ) Field surveyed (Int. Cl. ⁶ , DB name) B60L 15/00-15/28 A61G 1/00-5/04

Claims (14)

(57) [Claims] When the speed control lever is in a neutral state, a mechanical brake such as an electromagnetic brake or a brake having an equivalent function is applied. When the speed control lever is moved from the neutral state, the mechanical brake is released. An electric traveling vehicle control device in which the vehicle speed is set according to the inclination or the movement amount of the lever, wherein the movement direction detecting means for detecting the inclination or movement direction of the lever increases the inclination or movement of the lever. A control device for an electric traveling vehicle, wherein the control device switches to a driving mode when indicating a direction to perform, and switches to a braking mode when indicating a direction in which the inclination or movement of the lever decreases. 2. When the speed control lever is in a neutral state, a mechanical brake such as an electromagnetic brake or a brake having an equivalent function is applied. When the speed control lever is moved from the neutral state, the mechanical brake is released. An electric traveling vehicle control device in which a vehicle speed is set according to a tilt or a movement amount equivalent amount of the lever, wherein a moving direction means for detecting the lever tilt or the moving direction includes a direction in which the tilt or the movement of the lever decreases. A control device for an electric traveling vehicle, wherein braking control is performed when the following is indicated. 3. The braking force according to claim 1, wherein the braking force is maximum at the neutral position and minimum at the position of the maximum lever inclination or the maximum movement amount, and is set continuously or intermittently during this period. Control device for an electric traveling vehicle. 4. The control device for an electric traveling vehicle according to claim 1, wherein a dead zone that does not respond to the movement of the lever is provided when the mode is switched. 5. An electric traveling vehicle in which the vehicle speed is set in an open loop in accordance with the inclination or the amount of movement of a speed control lever, a moving direction means for detecting the inclination or movement direction of the lever, and receiving a signal from the means. And a control device that performs braking control by using the control device , wherein the control device increases the inclination or movement of the lever.
When the vehicle is in the running direction,
To indicate the direction in which the inclination or movement of the bar decreases
An electric traveling vehicle, which performs control to enter a braking mode . 6. The electric traveling vehicle according to claim 5, wherein braking control is performed in both forward (forward) and reverse (reverse). 7. The electric vehicle according to claim 5, wherein a force is applied to the lever in a direction in which the electromagnetic brake operates or a speed command value decreases in the control device. 8. A motor according to claim 7, wherein a speed command is issued before the electromagnetic brake is released, and when the electromagnetic brake is released, the motor current rises to a motor current value close to when traveling on a flat road at a constant low speed. An electric traveling vehicle characterized by being raised. 9. The electric traveling vehicle according to claim 5, wherein the control device is mounted on an electric wheelchair speed-controlled by a joystick. 10. The electric traveling vehicle according to claim 5, wherein the control device is mounted on an electric three-wheeled or four-wheeled wheelchair whose speed is controlled by the speed lever. 11. A claim 5 8, the rotation speed characteristic curve N _F upon application of the full voltage V _F to the motor
The current value at the intersection of the motor limit rotation speed N _L
And M _1, the motor current limit value when the IM _L, when the motor current value IM is IM _L ≧ IM ≧ IM ₁ by applying a full voltage V _F, IM _1> the total voltage V _F when the IM An electric traveling vehicle, wherein a smaller voltage V _H1 is applied. 12. The electric traveling vehicle according to claim 5, wherein when the vehicle is in the traveling mode, it is detected that the current value has become smaller than a predetermined motor current, and the mode is switched to the braking mode. 13. The electric traveling vehicle according to claim 11, wherein the set value is a value smaller than a motor current value when traveling on a flat road. 14. The electric traveling vehicle according to claim 11, wherein when the vehicle is in the braking mode, the vehicle is switched to a traveling mode by an operation in a direction to increase a tilt or a movement amount of a lever.