JP3200972B2 - Control device for electric vehicle - Google Patents

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 an electric vehicle.

[0002]

2. Description of the Related Art In recent years, it has been considered to use an induction motor instead of a DC motor in an electric vehicle.
Compared with DC motors, induction motors are (1) simple in structure and free of brushes and other wear and maintenance-free and easy to handle. (2) Rotational speed changes little with increasing or decreasing loads (for electric vehicles). If it is used, it can travel at a constant speed regardless of the weight of the load or the inclination of the road surface.) (3) High efficiency (if it is used for an electric vehicle using a battery, the distance that can be traveled by one charge is long. (4) The slip frequency control has an advantage that speed, torque, forward / reverse control can be easily and reliably performed.

Here, the control of forward / reverse rotation by the slip frequency control of (4) is disclosed in Japanese Patent Application Laid-Open No. 62-135204. This device includes a forward / backward command lever for allowing a driver to switch between forward and backward operations of the electric vehicle, and a rotation direction discriminator for detecting a rotation direction of the electric motor. Then, the rotation direction of the motor indicated by the forward / reverse command lever is compared with the actual rotation direction of the motor detected by the rotation direction discriminator. When both directions match, a power running operation is performed. Braking is performed.

[0004] Powering operation and regenerative braking are both performed by slip frequency control. However, a slip frequency table is separately set for the power running operation and the regenerative braking, and an appropriate slip frequency is searched from the corresponding table. The same formulas for calculating the primary current of each phase of the electric motor are prepared for the power running operation and the regenerative braking. Then, in the power running operation or the regenerative braking, the primary current of each phase of the electric motor is obtained based on the slip frequency searched respectively.

[0005] Therefore, the switching between the power running operation and the regenerative braking can be performed only by purely electric control without mechanical operation such as switching of contactors. Therefore, in the case of reverse-phase braking (plugging; a method of applying a rotating magnetic field in the direction opposite to the rotating direction to a running induction motor. For example, in the case of a three-phase induction motor, two lines of a three-line AC power supply are replaced). In addition, there is no large torque or heat generated as described above, and there is no damage to the drive circuit of the electric motor.

After stopping by the regenerative braking, the electric motor reversely rotates to perform a power running operation in the opposite direction, and the electric vehicle starts running in the opposite direction. That is, the traveling direction of the electric vehicle can be smoothly switched by a simple operation of simply switching the forward / reverse command lever. Therefore, when implemented on a battery forklift,
Switchback traveling (a traveling method in which the traveling direction is instantly switched without temporarily stopping) can be easily performed.

[0007]

However, performing switchback traveling only by switching the forward / reverse command lever means that even if the forward / backward command lever is erroneously switched, the vehicle travels easily against the driver's intention. It also means that the direction changes.

Therefore, for example, in an electric vehicle such as a towing tractor that does not require switchback traveling, the above advantages are disadvantageous. In other words, when switching the forward / backward command lever from the forward position to the neutral position in order to stop the forward movement, if the driver erroneously skips the neutral position and switches directly from the forward position to the reverse position, the electric vehicle immediately starts to reverse. Will be. As a result, there is a problem that the loaded luggage or the towed luggage collapses.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and an object of the present invention is to provide a control device having a simple structure capable of preventing inadvertent switchback running by a simple operation. It is in.

[0010]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a control device for an electric vehicle, a direction detecting means for detecting a rotational direction of the electric motor to detect a traveling direction of the electric vehicle, and an electric motor. Direction instruction means for instructing the running direction of the electric vehicle by instructing any one of forward rotation, reverse rotation, and stop, the rotation direction of the electric motor detected by the direction detection means, and the direction instruction means. Comparing the rotation direction of the electric motor and accelerating the electric vehicle by causing the electric motor to perform a power running operation when both directions match, and causing the electric motor to perform electric braking until the two directions match when the directions are different. Control means for decelerating the electric vehicle, stopping the electric vehicle by stopping the electric motor when the two directions match,
After the control means stops the motor by electric braking ,
Information, after commanding the <br/> stop in the direction of rotation of the direction command means once the motor, new, with the rotational direction of the motor
Based on the fact that direct the forward or reverse Te and further comprising a starting means for starting the electric vehicle by rotating the electric motor to the newly commanded rotating direction and its gist.

[0011]

Therefore, according to the present invention, when the traveling direction of the electric vehicle instructed by the direction command means coincides with the traveling direction of the electric vehicle at that time, the electric motor performs a power running operation, and the electric vehicle performs the same operation. Accelerate in the direction and proceed.

Here, if the direction instructing means instructs the direction opposite to the current traveling direction of the electric vehicle, the actual traveling direction of the electric vehicle and the traveling direction instructed by the direction instructing means will be different. Then, the electric motor performs electric braking and the electric vehicle decelerates. Then, when the traveling direction instructed by the direction instructing means matches the actual traveling direction of the electric vehicle, that is, when the traveling direction of the electric vehicle is reversed, the electric motor is stopped to stop the electric vehicle.

Subsequently, the direction instructing means temporarily controls the rotation of the motor.
After instructing the stop for the direction , if the motor is instructed to rotate either forward or reverse,
The electric motor rotates in the newly instructed rotation direction, and the electric vehicle starts.

[0014]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will now be described with reference to FIGS.
This will be described with reference to FIG. FIG. 1 is a block circuit diagram of the present embodiment.

A DC supplied from a battery 1 as a DC power supply is converted into a three-phase AC by an inverter 2.
The three-phase AC drives the three-phase induction motor 3.
The wheels of the electric vehicle are driven by the electric motor 3.

The accelerator pedal 5 is provided with a sensor 5a for detecting the amount of depression. The forward / reverse command lever 6 for switching between forward and reverse of the electric vehicle is set with a forward position, a reverse position, and a neutral position, and is provided with a sensor 6a for detecting each position. Further, the electric motor 3 is provided with a rotation sensor 7 for detecting a rotation speed and a rotation direction. Two of the three output lines of the inverter 2 are connected to the current detection sensor 8.
a and 8b are provided to detect instantaneous values of two-phase currents among three-phase AC output from the inverter 2 to the electric motor 3.

The control circuit 4 includes a central processing unit (CPU),
Read-only memory (RO) storing the control program
M), a readable and writable memory (RA
M), an input / output interface and the like. Then, the control circuit 4 controls each of the sensors 5a, 6a, 7, 8a, 8b.
, The powering, braking, and neutral modes are selected based on the detection signal, and the drive of the inverter 2 is controlled in accordance with the selected mode.

Next, the operation of the control circuit 4 will be described with reference to the flowcharts shown in FIGS. 3 shows a subroutine of a power running mode, FIG. 4 shows a subroutine of a braking mode, FIG. 5 shows subroutines of a neutral mode, and FIG. 2 shows a main routine.

As shown in FIG. 2, first, in step (hereinafter referred to as S) 1, each of the sensors 5a, 6a, 7,
The detection signals of 8a and 8b are read. Then, the process proceeds to S2. In S2, the position of the forward / reverse command lever 6 is detected based on the detection signal of the sensor 6a. If the forward / reverse command lever 6 is in the forward position, the process proceeds to S3, if the reverse position, the process proceeds to S4, and if the position is the neutral position, the process proceeds to S5.

In S3, the rotation direction of the electric motor 3 is detected based on the detection signal of the rotation sensor 7. Then, if the rotation direction of the electric motor 3 is a direction for moving the electric vehicle forward, the process proceeds to S6, and if the rotation direction is for reverse driving, the process proceeds to S7.

In S6, the process proceeds to a subroutine of the power running mode. That is, as shown in FIG.
In step 1, it is determined whether or not the previous main routine mode stored in the RAM in the control circuit 4 was the braking mode. If the mode of the previous main routine is the braking mode, the process proceeds to S22, and if the mode is the powering mode, the process proceeds to S23.

In step S22, the current main routine mode is stored in the RAM as a "power running mode". Then, control goes to a step S24. At S24, the rotation sensor 7
, The actual rotation speed (actual rotation speed) of the electric motor 3 is obtained. Incidentally, the relationship between the actual rotation speed and the driving torque in the powering mode is obtained theoretically or experimentally at the time of design, and the relationship is as shown in FIG. Therefore, the drive torque corresponding to the actual rotation speed is calculated based on the actual rotation speed-drive torque pattern shown in FIG. Although the braking torque is shown by a dotted line in FIG. 6, this is to compare the driving torque with the absolute value of the braking torque, and the actual braking torque acts in the opposite direction to the driving torque. That is, if the driving torque is represented in the first quadrant, the braking torque is represented in the fourth quadrant. Then, control goes to a step S25.

In S25, the depression amount of the accelerator pedal 5 is detected based on the detection signal of the sensor 5a.
The depression amount of the accelerator pedal 5 corresponds to the torque (target torque) that the electric motor 3 desired by the driver to generate. Therefore, the relationship between the amount of depression of the accelerator pedal 5 and the target torque is obtained theoretically or experimentally at the time of design. Depressed amount of the accelerator pedal 5-
The target torque is calculated based on the target torque pattern. Then, control goes to a step S26.

In S26, a slip frequency is obtained based on the driving torque calculated in S24 and the target torque calculated in S25. In the powering mode and the braking mode,
A slip frequency table is set for each of them. Therefore, an appropriate slip frequency is retrieved from a table corresponding to the powering mode. However, the polarity of the slip frequency is made to correspond to the position of the forward / reverse command lever 6, and the slip frequency is directional. Here, in order to cause the electric motor 3 rotating in the forward direction of the electric vehicle to perform the power running operation in accordance with the forward / reverse command lever 6 at the forward position, the motor 3 is slid so as to generate a forward rotation torque. Determine the polarity of the frequency. That is, the polarity of the slip frequency is made positive.

Next, the frequency (primary frequency) of the primary current (input current) of the electric motor 3 is calculated from the slip frequency and the actual rotation speed. Subsequently, an amplitude value of the input current of the electric motor 3 is calculated based on the primary frequency and the slip frequency, and based on the amplitude value and the primary frequency, an instantaneous value current (for two phases) for causing the electric motor 3 to generate a target torque is obtained. Command current).

Then, the flow shifts to S27. In S27, the instantaneous values of the two-phase currents of the three-phase alternating current input to the electric motor 3 are detected from the detection signals of the current detection sensors 8a and 8b, and each deviation between each current value and each corresponding command current is detected. Is obtained, and the deviation of the remaining one phase is obtained from the total value of the deviations.

Next, the obtained three-phase deviations are proportionally integrated and amplified, and then pulse width modulated to determine the switching pattern of each switching element constituting the inverter 2, thereby obtaining a pulse train signal of each phase. Ask for.

Subsequently, on / off control of each switching element forming the inverter 2 is performed based on the obtained pulse train signal of each phase. As a result, the DC of the battery 1 is reduced to 3
The control is performed so that the input current of each phase is made equal to the command current, and the actual torque of the electric motor 3 becomes the target torque.

That is, the motor 3 performs a powering operation,
The electric motor 3 is rotated in a direction for moving the electric vehicle forward. Then, the process proceeds to S1 of the main routine.

On the other hand, in S23, the current main routine mode is stored in the RAM as the "braking mode". Then, control goes to a step S28. In S28, the drive torque and the target torque are both set to “0” regardless of the detection signals of the sensors 5a, 6a, 7, 8a, 8b. Then, control goes to a step S26.

That is, the supply of the input current to the motor 3 is cut off to stop the motor 3. Therefore, the electric vehicle also stops. On the other hand, in S7, the process proceeds to the subroutine of the braking mode.

That is, as shown in FIG.
In step 1, the mode of the current main routine is stored in the RAM as a "braking mode". Then, control goes to a step S32.

In S32, based on the detection signal of the rotation sensor 7, the actual rotation speed of the electric motor 3 (actual rotation speed)
Ask for. Incidentally, the relationship between the actual rotation speed and the braking torque in the braking mode is obtained theoretically or experimentally at the time of design, and the relationship is as shown in FIG. Therefore, a braking torque corresponding to the actual rotation speed is calculated based on the actual rotation speed-braking torque pattern shown in FIG. In FIG. 7, the driving torque is shown by a dotted line, which is for comparing the braking torque with the absolute value of the driving torque, and the actual driving torque acts in the opposite direction to the braking torque. That is, the braking torque is
If represented in a quadrant, the drive torque will be represented in the fourth quadrant. Then, control goes to a step S33.

In S33, as in S25, the depression amount of the accelerator pedal 5 is detected based on the detection signal of the sensor 5a. The depression amount of the accelerator pedal 5 corresponds to the torque (target torque) that the electric motor 3 desired by the driver to generate. Therefore, the accelerator pedal 5
The relationship between the amount of depression and the target torque is determined theoretically or experimentally at the time of design. Based on the depression amount of the accelerator pedal 5−the target torque pattern,
Calculate the target torque. Then, control goes to a step S34.

In S34, a slip frequency is obtained based on the driving torque calculated in S32 and the target torque calculated in S33. Here, an appropriate slip frequency is retrieved from a table corresponding to the braking mode. However, the polarity of the slip frequency is made to correspond to the position of the forward / reverse command lever 6, and the slip frequency is directional. Here, in order to apply regenerative braking to the electric motor 3 rotating in the direction for moving the electric vehicle forward in accordance with the forward / backward movement command lever 6 at the forward position, the motor 3 is slid so as to generate reverse torque. Determine the polarity of the frequency. That is, the polarity of the slip frequency is made negative.

Next, the frequency (primary frequency) of the primary current (input current) of the electric motor 3 is calculated from the slip frequency and the actual rotation speed. Subsequently, an amplitude value of the input current of the electric motor 3 is calculated based on the primary frequency and the slip frequency, and based on the amplitude value and the primary frequency, an instantaneous value current (for two phases) for causing the electric motor 3 to generate a target torque is obtained. Command current).

Then, the flow shifts to S35. In S35, from the detection signals of the current detection sensors 8a and 8b, the instantaneous values of the two-phase currents of the three-phase alternating current input to the motor 3 are detected, and each deviation between each current value and each corresponding command current is detected. Is obtained, and the deviation of the remaining one phase is obtained from the total value of the deviations.

Next, the deviations of the three phases are proportionally integrated, amplified, and then pulse width modulated to determine the switching pattern of each switching element constituting the inverter 2, thereby obtaining a pulse train signal of each phase. Ask for.

Subsequently, on / off control of each switching element forming the inverter 2 is performed based on the obtained pulse train signal of each phase. As a result, the DC of the battery 1 is reduced to 3
The control is performed so that the input current of each phase is made equal to the command current, and the actual torque of the electric motor 3 becomes the target torque.

That is, regenerative braking is applied to the electric motor 3, and braking is applied to the electric motor 3 so as to stop the electric vehicle moving forward. Then, the process proceeds to S1 of the main routine.

On the other hand, in S4, the rotation direction of the electric motor 3 is detected based on the detection signal of the rotation sensor 7. Then, if the rotation direction of the electric motor 3 is a direction for moving the electric vehicle forward, the process proceeds to S8, and if the rotation direction is a direction for moving the electric vehicle backward, the process proceeds to S9.

In S8, the process proceeds to the subroutine of the braking mode, and the same operation as described above is performed. However, in order to apply regenerative braking to the electric motor 3 rotating in the direction to move the electric vehicle forward in accordance with the forward / reverse command lever 6 at the reverse position, the slip frequency is generated so that the electric motor 3 generates reverse torque. Determine the polarity of That is, the polarity of the slip frequency is made positive. In this way, regenerative braking is applied to the electric motor 3, and braking is applied to the electric motor 3 so as to stop the electric vehicle moving backward. After finishing the subroutine, the process shifts to S1 of the main routine.

In step S9, the flow shifts to the power running mode subroutine, and the same operation as described above is performed. However, in order to cause the electric motor 3 rotating in the direction to reverse the electric vehicle to perform a power running operation in accordance with the forward / reverse command lever 6 at the reverse position, the slip frequency is generated so that the electric motor 3 generates a forward rotation torque. Determine the polarity of That is, the polarity of the slip frequency is made negative. In this way, the electric motor 3 is caused to perform the power running operation, and the electric motor 3 is rotated in the direction in which the electric vehicle moves backward. After finishing the subroutine, the process shifts to S1 of the main routine.

On the other hand, in S5, the process proceeds to the neutral mode subroutine. That is, as shown in FIG. 5, first, in S41, the mode of the current main routine is stored in the RAM as the “neutral mode”. And S4
Move to 2.

In S42, the switching elements constituting the inverter 2 are turned off to stop the operation, and the supply of the input current to the motor 3 is cut off. Therefore, the electric motor 3 stops. Then, the process proceeds to S1 of the main routine.

Therefore, when the electric vehicle is moving forward, in the flowchart shown in FIG.
The routine from S3 to S6 is repeatedly performed. still,
In the powering mode of S6, in the flowchart shown in FIG. 3, S21 → S22 → S24 → S25 → S26 → S2
The routine of 7 is performed. Therefore, the power running operation is performed, and the electric motor 3 continues to rotate in a direction for moving the electric vehicle forward.

Here, if the driver mistakenly switches the forward / reverse command lever 6 to the reverse position, S1 → S2 → S4 → S8.
Will be repeated. Therefore, regenerative braking is performed and the electric motor 3 stops. And the electric motor 3
When the direction of rotation of the vehicle becomes the direction in which the electric vehicle moves backward, S1
The routine of → S2 → S4 → S9 is repeated. In the powering mode of S9, S21 → S23 → S2
The routine of 8 → S26 → S27 is performed. Therefore, the supply of the input current to the electric motor 3 is cut off, and the electric motor 3 stops. As a result, the electric vehicle also stops.

Thereafter, when the driver switches the forward / reverse command lever 6 to the neutral position, the routine of S1, S2, S5 is repeated. As a result, the electric vehicle remains stopped.

Subsequently, when the driver switches the forward / reverse command lever 6 to the reverse position, the routine of S1, S2, S4, and S9 is repeated. In the powering mode of S9, S21 → S22 → S24 → S25 → S26 → S2
The routine of 7 is performed. Therefore, a power running operation is performed, and the electric motor 3 rotates in a direction to move the electric vehicle backward.

Conversely, when the driver switches the forward / reverse command lever 6 to the forward position again, the routine of S1, S2, S3, and S6 is repeated. In the powering mode of S6, S21 → S22 → S24 → S25 → S26 →
The routine of S27 is performed. Therefore, a power running operation is performed, and the electric motor 3 rotates in a direction for moving the electric vehicle forward.

When the electric vehicle is moving backward,
The routine of S1, S2, S4, and S9 is repeatedly performed. In the powering mode of S9, S21 → S22 →
The routine of S24 → S25 → S26 → S27 is performed. Therefore, the power running operation is performed, and the electric motor 3 continues to rotate in the direction of moving the electric vehicle backward.

Here, if the driver mistakenly switches the forward / reverse command lever 6 to the forward position, S1 → S2 → S3 → S7.
Will be repeated. Therefore, regenerative braking is performed and the electric motor 3 stops. And the electric motor 3
When the rotation direction of the vehicle becomes the direction in which the electric vehicle moves forward, S1
The routine of → S2 → S3 → S6 is repeated. In the powering mode of S6, S21 → S23 → S2
The routine of 8 → S26 → S27 is performed. Therefore, the supply of the input current to the electric motor 3 is cut off, and the electric motor 3 stops. As a result, the electric vehicle also stops.

Thereafter, when the driver switches the forward / reverse command lever 6 to the neutral position, the routine of S1, S2, S5 is repeated. As a result, the electric vehicle remains stopped.

Subsequently, when the driver switches the forward / reverse command lever 6 to the forward position, the routine of S1, S2, S3 and S6 is repeated. In the powering mode of S6, S21 → S22 → S24 → S25 → S26 → S2
The routine of 7 is performed. Therefore, a power running operation is performed, and the electric motor 3 rotates in a direction for moving the electric vehicle forward.

Conversely, when the driver switches the forward / reverse command lever 6 to the reverse position, the routine of S1, S2, S4, and S9 is repeated. In the powering mode of S9, S21 → S22 → S24 → S25 → S26 → S2
The routine of 7 is performed. Therefore, a power running operation is performed, and the electric motor 3 rotates in a direction to move the electric vehicle backward.

As described above, in the present embodiment, the traveling direction of the electric vehicle indicated by the forward / reverse command lever 6 and the electric motor 3
When the traveling direction of the electric vehicle determined by the rotation direction of the vehicle coincides with the traveling direction, the powering mode is performed. When the traveling direction is different, the braking mode is performed. Then, when the electric motor 3 starts reverse rotation in the braking mode, the supply of the input current to the electric motor 3 is interrupted to stop the electric motor 3, thereby stopping the electric vehicle.
Then, when the forward / reverse command lever 6 is switched to the neutral position, the previous powering mode or braking mode is released and the mode becomes the neutral mode. Thereafter, the traveling direction is determined according to the position of the forward / backward command lever 6.

Therefore, in order to switch the traveling direction of the electric vehicle, the forward / reverse command lever 6 must be temporarily switched to the neutral position and then returned to the desired position.

Therefore, even when the forward / reverse command lever 6 is switched from the forward position to the reverse position or from the reverse position to the forward position, the electric vehicle only stops and does not perform switchback traveling.

The operation of once switching the forward / reverse command lever 6 to the neutral position and then returning the lever to the desired position is extremely simple and natural for the driver. Does not require training or effort.

Further, this embodiment can be embodied by simply changing the program of the ROM in the control circuit 4 in the same configuration as the conventional example, and can be easily implemented without adding any special device.

The present invention is not limited to the above embodiment. For example, in S33 of the flowchart of the braking mode shown in FIG. 4, if the depression amount of the accelerator pedal 6 is zero, the target torque is determined in advance. Value. In this way, appropriate regenerative braking can be performed without the driver depressing the accelerator pedal 6. Therefore, even when the driver forgets to depress the accelerator pedal 6, the electric vehicle can be reliably stopped. In addition, it is also possible to prevent the electric vehicle from slipping down on a slope during a time delay from releasing the brake to depressing the accelerator pedal 6.

Further, the present invention may be applied to a DC motor instead of an induction motor. Further, instead of loading a battery as a DC power supply, power may be supplied from a pantograph or the like.

In addition to the regenerative braking, other electric braking such as reverse-phase braking, power-generating braking or single-phase braking may be used.

[0064]

As described in detail above, according to the present invention, there is an excellent effect that a control device capable of preventing inadvertent switchback running by a simple operation can be provided with a simple configuration. .

[Brief description of the drawings]

FIG. 1 is a block circuit diagram of one embodiment of the present invention.

FIG. 2 is a flowchart for explaining the operation of a control circuit 4 according to one embodiment (main routine).

FIG. 3 is a flowchart for explaining the operation of a control circuit 4 according to one embodiment (a subroutine of a power running mode).

FIG. 4 is a flowchart for explaining the operation of the control circuit 4 according to one embodiment (a subroutine of a braking mode).

FIG. 5 is a flowchart for explaining the operation of the control circuit 4 according to one embodiment (a neutral mode subroutine).

FIG. 6 is a characteristic diagram illustrating a relationship between an actual rotation speed and a driving torque of the induction motor 3 according to the embodiment.

FIG. 7 is a characteristic diagram illustrating a relationship between an actual rotation speed and a braking torque of the induction motor 3 according to the embodiment.

[Explanation of symbols]

4 control circuit, 6 forward and backward command lever, 6a forward and backward command lever sensor, 7 rotation sensor

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Masamitsu Inaba 2-1-1 Toyota-cho, Kariya-shi, Aichi Co., Ltd. Inside Toyota Industries Corporation (72) Inventor Junichi Tobita 2-1-1 Toyota-cho, Kariya-shi, Aichi Co., Ltd. (56) References JP-A-4-123940 (JP, A) JP-A-57-118695 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60L 1 / 00-15/42

Claims (1)

(57) [Claims] 1. A direction detecting means for detecting a running direction of an electric vehicle by detecting a rotation direction of an electric motor; and a command for one of forward rotation, reverse rotation, and stop of the rotation direction of the electric motor to instruct the electric vehicle. Direction command means for commanding the traveling direction, and comparing the rotation direction of the motor detected by the direction detection means with the rotation direction of the motor commanded by the direction command means,
When both directions match, the electric vehicle is accelerated by causing the motor to perform a power running operation, and when both directions are different, the electric vehicle is decelerated by performing electric braking on the motor until the two directions match. Control means for stopping the electric vehicle by stopping the electric motor at the time of coincidence, after the control means stops the electric motor by electric braking
In the above, the direction command means temporarily determines the rotation direction of the motor.
From issuing the stop for, new, rotation direction of the electric motor
A control device for an electric vehicle, comprising: starting means for starting the electric vehicle by rotating the electric motor in the newly instructed rotation direction based on a command of forward rotation or reverse rotation in the direction.