JPS60164816A - Controller of motor car - Google Patents

Abstract

PURPOSE:To obtain a controller of a motor car having no malfunction by storing only a detection signal in a unit measurement range as a control signal and comparing it with a preliminarily stored control discriminating signal to control the electric car body. CONSTITUTION:Permanent magnets 25 are buried under a road surface G, and measurement of time is started when a sensing means 24 detects the magnet 25, and the detection signal is stored as 4-bit signal ''1011'' when magnets N1, S1, N2, and N3 are confirmed within a unit time (h). The detection signal is cleared if it is not a 4-bit signal. Similarly, the detection signal is confirmed and stored as control signal ''0110'' when magnets S3, N4, N5, and S4 are confirmed. Confirmed and stored control signals have patterns compared with control discriminating signals by a control comparing circuit, and control contents of control signals are discriminated to control a golf cart. Consequently, if confirmed control signals do not exist in control discriminating signals, they are processed as erroneous signals, and the device is held until a new control signal is confirmed.

Description

[Detailed description of the invention]

(B) Industrial Application Field The present invention relates to a control device for an electric vehicle traveling on a predetermined travel path, which detects a magnetic force generation source provided on the travel path and operates the electric vehicle in accordance with the detection signal. The present invention relates to a device for controlling. (B) Prior art Conventionally, by detecting the alternating magnetic field generated by passing an alternating current through a guide wire buried in the road surface, lines with different reflection efficiencies are provided on the road surface and these lines are optically detected. As a result, the electric vehicle is applied to the above-mentioned guide line (a vehicle guided along the guide line is a golf car), a transport vehicle, etc. In this type of conventional device, a magnetic force generating source is buried in the running road surface and the magnetic force is detected in order to stop or decelerate an electric vehicle, for example.
This is disclosed in Japanese Utility Model Publication No. 956, Japanese Utility Model Publication No. 54-35278, and the like. In this case, if a permanent magnet is used as the magnetic force generation source, two types of signals can be obtained using the polarity of the permanent magnet. Similarly, a signal can be obtained by forming a loop in the guide wire, and the loop By changing the direction, two types of signals can be obtained. In this way, with the conventional device, two types of signals can be obtained, but it is difficult to obtain more types of signals. In addition, since signals are obtained only from the polarity, so-called north pole and south pole, on steel bridges, etc., an effect similar to that of a magnet occurs due to the influence of the earth's magnetic field, which can cause electric vehicles to malfunction. (C) Purpose of the Invention The present invention obtains multiple types of signals by forming a plurality of magnets, and creates a source of magnetic force that cannot occur in the natural environment, thereby producing an electric vehicle that does not malfunction. The purpose is to provide a control device. B) Structure of the Invention The present invention provides a detection means for detecting a magnetic force generation source provided on the running path of the electric vehicle body, a counting means for measuring the movement per unit of the electric vehicle body, and a unit measurement range of the counting means. processing means for waveform processing the detection signal detected by the detection means; comparison means for comparing the stored control identification signal with the processed signal from the processing means; and a control identification signal identified by the comparison means. a control command means for controlling the operation of the electric vehicle main body according to the above, and a processing signal obtained by detecting a magnetic force generation source per unit time or unit distance measured by the counting means and waveform processing the detection signal; The structure is such that appropriate control can be performed by comparing control identification signals stored in advance. (E) Embodiment A first embodiment of the present invention in which the electric vehicle shown in FIGS. 1 to 7 is applied to a golf cart, a second embodiment in which the charging circuit shown in FIG. 8 is different, and FIG. 9 The present invention will be explained based on a third embodiment of the present invention shown in FIG. A first example will be explained. The golf cart (1) consists of a cart body (4) that incorporates a wheel drive electric motor (2), a lead acid battery (3) as its power source, etc.
), drive wheels (5) that are pivotally supported on both sides of the cart body (4) and driven by the electric motor (2), and ``steering section formed at the front part of the cart body + 41'' 6). , a golf bag placing part (7) formed of a pipe on the upper surface side of the cart body (4), and a handle part "81".The golf bag placing part

[7] and the handle part (81 is
Since it is formed by joining pipes into a frame shape, it also serves as a frame material for the cart body (4). A control box (9) for controlling the operation of the golf cart (1) is formed in the handle part [8]. The handle portion (81vc) is a brake lever 1 for stopping the golf cart (1).
1[1 is formed. The brake lever 1! By operating a, the electric motor +2 that drives the drive wheel (5)
3 Activate each of the Ic regeneration, power generation, and electromagnetic brakes in sequence. A steering motor ti3, a caster 0 rotatably mounted on the mounting plate aυ, and a second pulley 1151 formed on the shaft of the caster frame I of the caster a3.
a timing belt a7) connecting the first pulley 1161 formed on the output shaft of the steering motor tta;
A support plate αa attached to the caster frame l14 so as to protrude forward; 1st detection coil (201L)
(20b) and a pair of second detection wheels (21a) (21b)
), a sensing means (2) consisting of a magnet piece (2) formed on the caster 113, a magnetic sensor formed on the caster frame L4, and a detection sensor (2) for detecting a permanent magnet buried in the guideway. , a distance sensor that detects obstacles located in the progress of the golf cart (1).The first detection coil (20jL) (20b)u detects an alternating magnetic field radiated from the guide wire 09. , the steering motor (1) of the caster fi3 relative to the cart body +43 is controlled by the deviation of its detection output.The second detection coil (21&) (21b) It generates a traveling speed control signal and outputs an acceleration signal on a straight traveling road and a deceleration signal on a curved traveling road.The sensing means is not limited to one that uses magnetic changes, but can also detect optical changes, for example. The distance sensor (3) is composed of a transmitter that emits ultrasonic waves and a receiver that receives reflected waves from obstacles, and has recently been used in cameras, etc. An optical type using infrared rays or the like may also be used.The electric circuit of the golf cart will be explained based on Fig. 3.The alternating magnetic field generated from the guide wire fll is transmitted to the first detection coil #(20&)(20b). detected by the amplifier (481
L) (48b) Ic are respectively amplified and changed to DC level. When the induction wire rI9 is located between the first detection coils (20a) and (20b), the DC level has the same absolute value as +V and 1■, and when compared, becomes zero, so that the induction wire rI9 is located between the first detection coils (20a) and (20b). Golf cart on line α9 (1)
indicates that it is moving. Each of the amplifiers (48a) (
The output of 48b) is differentially compared by a differential comparison amplifier (49)K, and the comparison deviation output is inputted to a chopper circuit (50)vc. The chopper circuit (5D) is constituted by a pulse width modulation circuit, and the larger the comparison deviation output, the larger the output pulse width of the chopper circuit (50).
51) has a large output, the operating range of the steering motor tta is large, and the caster (13) is connected to the guide line t19.
Control is performed in the direction along Vc, that is, in the direction in which the comparison deviation output becomes smaller. When the comparative deviation output becomes smaller in this way, the output pulse width of the chopper circuit (50) also becomes smaller, and the output of the steering motor 112+ also becomes smaller, causing the caster f13 to move toward the golf cart ( 1) is made to run on the guide line (19).
2) consists of an armature (59), a series-wound field coil (C), and a shunt-wound field coil (61), and the series circuit of the armature (59) and series-wound field coil (60) is Series drive circuit (
62) and a current detection resistor (63), the shunt field coil (61) is connected to the end of the storage battery (3) (64) via a shunt drive circuit (65).

[
3) is connected to the terminal (64). The armature (59)
A dynamic brake circuit (66) is provided in parallel with the series circuit of the current detection resistor (product) and the current detection resistor (product). The series drive circuit(s) includes a pulse width modulation circuit, the shunt drive circuit (65) is controlled by a pulse width modulation circuit (67), and the modulation circuit (67) receives signals as follows. be done. That is, the magnetic change from the magnet piece Cυ attached to the caster Q3 is detected by the magnetic sensor t23) attached to the caster frame I, and the detected output is sent to the F-V conversion circuit (
68). The output of the magnetic sensor (c) is such that the speed voltage increases as the traveling speed increases, whereas the output of the F, -V conversion circuit (6B) f7) increases as the traveling speed increases. Speed voltage becomes smaller. The output of the F-V conversion circuit (甜) is applied as a DC level voltage (Va) corresponding to the running speed to one input terminal of the speed change amount detection circuit (71), the differential amplifier (72), and the summing amplifier ( 73), and the output of the speed change detection circuit (71) is input to a control circuit (74) having a microprocessor. The output of the target speed setting circuit (75) is input to the other input terminal of the differential amplifier (72). The output of the target speed setting circuit (75) is a set voltage (v) corresponding to the target speed.
b), the difference between the voltage (Va) corresponding to the actual running speed of the F-V conversion circuit (6B) and the target speed voltage (vb) is detected by the differential amplifier (72), and the difference is dynamic amplifier (
72), the gain of the differential amplifier (72) is α.
The output becomes α(Vb-Va), and this output is input to the other input terminal of the summing amplifier (73), and Va+α(vb-Va) is obtained as the amplifier output. The pulse width control signal of the circuit (67) is used to control the shunt field by controlling the shunt drive circuit (65). The characteristic of the drive motor [2] is a shunt-winding characteristic, and the on-duty of the shunt-wound field is inversely proportional to the running speed. The higher the on-duty, the lower the running speed. When the on-duty is 100, For example, the minimum speed is 3km/H. Since the on-duty and the input voltage of the pulse width modulation circuit (67) are in a proportional relationship, the fact that the input voltage, that is, the output voltage of the summing amplifier (73) appears high, indicates that the running speed will decrease. . Thus, the pulse width modulation circuit (67)K is connected to the summing amplifier (73).
In addition to the output of the soft acceleration circuit (79), the output of the soft acceleration circuit (79) is inputted, and the pulse width modulation circuit (67) is operated by the input of the higher voltage of the two inputs. The soft acceleration circuit (79) is operated by the output of the control circuit (74). This output is performed when the detection sensor (3) detects a low speed instruction signal from a permanent magnet (c) buried in the road surface. The target speed setting circuit (75) receives signals of the following three elements, and the larger the deceleration component, the higher the priority is given to the input signal. These three elements are a curve size element, a distance element to an obstacle, and a high/low speed command element. The element based on the size of the curve is because the smaller the radius of the curve on the guideway of the guide line 09, the more the speed needs to be reduced, and the element of distance to the obstacle is the element between the obstacle and the cart body (4). This is because the distance between you and the vehicle becomes smaller, and you need to slow down. Further, the high/low speed command element freely sets the speed during high speed or low speed travel to a desired value within the output range of the drive motor (2), and controls the speed according to a command from the control circuit (74). The output of the speed setting switching circuit (82) is input to the target speed setting circuit (75). The output of the element according to the curve size can be obtained as follows. That is, the second detection coil (211L) (21b) is connected to the VC6 in front of the first detection coil (20a) (20b).
The center point between the first detection coils (20a) and (20b) is directly above the guide line +1!1 even when traveling on a curve. On the other hand, since the center point between W and the second detection coil (21&) (21b) is located directly above the guide wire II9 if the road is straight, the second detection coil (24&) (21b)
When the respective outputs of are amplified by the amplifiers (83L) and (83b), respectively, and the outputs are compared differentially by the differential amplifier (84),
Its deviation output is zep. However, when traveling on a curve, the deviation output does not become zero, and the output is input to the target speed setting circuit (75) K and acts to reduce the target set speed. Furthermore, when the curve has finished traveling, the deviation output becomes zero and the vehicle is accelerated to the target set speed. Next, the distance element to the obstacle is determined by the ultrasonic wave emitted from the distance sensor circle being reflected by the obstacle (85), and the reflected wave,
is received by the distance sensor ■, and the time interval from this transmission to reception is measured by a measuring circuit (86), which outputs the distance to the obstacle (85) as a voltage, and outputs the distance to the target speed setting circuit (75). )K is input. The output of the measuring circuit (86) becomes larger as the distance to the obstacle becomes shorter, and when the object approaches a certain distance or more, a stop signal is sent to the control circuit (74) K via the judgment circuit (87).
input, the electromagnetic brake circuit (66) and the electromagnetic brake circuit (88) are operated simultaneously, and the cart main body (4
) to make a sudden stop. In addition, stopping when an obstacle is detected,
If the vehicle stops automatically and the obstacle is removed, the vehicle will depart. Therefore, when stopping at a fixed point or when stopping manually, the train will not start unless a departure signal is input.In order to distinguish between stops, when stopping due to an obstacle, a lamp will turn on or flash, or a buzzer will sound. Safety can be improved by providing a notification means such as the sound of 〇The high and low speed command elements are set separately for high speed and low speed within the range that can be set by the shunt field control of the drive motor (2). It is something that When the cart body (4) is started, the mode selector knob on the control box (9) is set to a desired mode other than parking, and when the start switch key is pressed, the control circuit (74) The soft start circuit (89) is activated by the start signal. By this circuit output, the duty of the pulse width modulation circuit in the series drive circuit (67) is gradually increased from 0 to 100, and the series field coil (ω) of the drive motor (58) and the armature (
Since the average current flowing through the series circuit of 59) is gradually increased from 0 to 100, the drive motor (the torque of 5) is also gradually increased), so there is no shock at the time of starting, and a smooth starting operation is performed. The armature current flows through a current detection resistor (6S) and is monitored by a current detection circuit (90) and a current change amount detection circuit (91), and excessive current, regenerative current, and current change are detected. Signals corresponding to each are sent to the control circuit (74) #/c, and the drive circuit (62) (65) and brake circuit (6
6X8B) etc. to control the running of the cart body 14). Stop point signal from outside the permanent magnet or brake lever I
When a stop signal is detected by weakly grasping T(l), a signal from the control circuit (74) causes the soft start circuit (
89), thereby turning off the series drive circuit (62). As a result, power is no longer supplied to the armature (59), but the cart body (4) is moving by inertia, and in order to weaken this inertia and stop it quickly, regeneration, power generation, and electromagnetic brakes are activated in that order. do. In this case, the control circuit (7
4) gives a low speed signal to the speed setting switching circuit (82),
This maximizes the shunt field and drives the drive motor (58)
Regenerative braking is applied. Electric power generated by the rotation of this motor is supplied to the storage battery. This regenerative braking increases the speed of the drive motor (58
) as the rotation speed decreases, the generated voltage also decreases, and when it falls below the storage battery voltage, regenerative current will no longer flow. The current detection circuit (
90), and sends a regenerative current end signal (93) to the control circuit (74) K, thereby starting the dynamic brake circuit (
66) to apply the power generation brake. This dynamic braking current also gradually decreases as the rotation speed decreases.
When the current is below a certain value, this state is detected by the current detection circuit (90).
detects and outputs an electromagnetic brake start signal (94). In response to this output, the control circuit (74) operates the electromagnetic brake (8
8) and stop the drive motor (58). The speed switching is performed by detecting a low speed signal from outside the permanent magnet under the road surface in the same way as stopping control using a stop point signal from outside the permanent magnet or controlling the operation of the soft acceleration circuit (79) from the permanent magnet +251. This is done by detecting it with a sensor. Based on the signal detected by the permanent magnet +251 Vc, not only the aforementioned soft acceleration circuit (79) and speed control are performed, but also various automatic controls such as fixed point stopping are performed. Next, control of the golf cart (1) using a so-called magnetic force generation source other than the permanent magnet will be explained. From a single permanent magnet (to) buried under the road surface, 2
The signal magnetic flux of the species appears. That is, when the N pole of the permanent magnet ■ is on the M side, the output exceeds the reference voltage +vO on the + side, as shown in Figure 4 bK, and when the S pole is on the road surface side, W
, 4 As shown in Figure 4, the output exceeds the reference voltage -Vo on one side. The configuration for detecting the permanent magnet includes the detection sensor, an amplifier (80) that amplifies the detection signal, and a portion of the detection signal that exceeds +Vo and -Vo.
Waveform processing circuit (8
1), a memory circuit that stores it as a control signal based on the N-pole pulse and the S-pole pulse processed by the waveform processing circuit (81), and a control identification signal that is set and stored in the memory circuit. and a control command circuit that controls the operation of the golf cart (1) according to the control identification signal identified by the control comparison circuit. The power generation brake circuit (
S6), soft acceleration circuit (79χ speed setting switching circuit (
82), the electromagnetic brake circuit (88) is controlled. Of the detection signals detected by the detection sensor (2), only those detected within a preset unit time are valid. The measurement of the unit time is started every time the outside of the permanent magnet is detected, and in this embodiment, it is effective as a control signal only for the 4-side assembly, and the measurement of the unit time is started every time the outside of the permanent magnet is detected. The golf cart (1) is operated only when the control identification signal is matched with the control identification signal, and the golf cart (1) is stored in the memory circuit as a valid signal. The measurement of the unit time is performed by dividing the reference clock from the clock generation circuit (to) by a frequency dividing circuit c11), and generating a gate pulse c(z) for the unit time.
is generated and inputted to the control circuit (74). The frequency dividing circuit C11l is reset and started by the control circuit (74). This will be explained based on the flowchart shown in FIG. First, when the first permanent magnet is detected, the frequency dividing circuit 3υ is started and time measurement begins. Next, check whether there is a permanent magnet, and if you get a yes, it will be determined whether it is an S pole or a N pole.
If it is a pole, it is stored as 1, and if it is an S pole, it is stored as 0 in the memory circuit. If the unit time by the frequency dividing circuit c111vc described above has not ended, the determination of the presence or absence of a permanent magnet, the polarity, and the storage in the memory circuit are repeated. The storage in the memory circuit is as a 4-bit signal, such as 1011.0110, each time the permanent magnet is verified. However, if the number of permanent magnets confirmed within the above-mentioned unit time is 3 or less and 5 or more, it is determined to be an erroneous signal, and the storage in the memory circuit and the measurement by the frequency dividing circuit fin)vc are cleared. . In addition,
The storage in the memory circuit and the measurement in the frequency dividing circuit G1) are performed in parallel every time a permanent magnet is confirmed, and only when four permanent magnets are confirmed within the unit time mentioned above, the above-mentioned control signal is sent as a control signal. Sent to the control comparison circuit. In other words, the operation based on the flowchart described above is stored in parallel in the memory circuit each time the first permanent magnet, second permanent magnet, etc. are confirmed, and only the control signal that is confirmed for the first time takes priority. The detection signal and unit time measurement that are sent to the control comparison circuit and stored in parallel are cleared. To further explain based on Fig. 4, now the road surface 0)vc
It is assumed that a permanent magnet is buried as shown in FIG. 4(a). When the permanent magnet (N1) is confirmed, the unit time 0) is measured as shown in Fig. 4(e), and within this time, the permanent magnet (N1) is
)(St)(N2)(,N5) exists, so 101
It is confirmed as a control signal of 1. However, in parallel, detection starting from permanent magnet (81) (N2) (N!) is cleared when the aforementioned control signal is confirmed. Therefore, new detection starts from permanent magnet (S2) The detection starting from the permanent magnet (S2) is cleared because there are no four permanent magnets within the unit time (h), but the detection starting from the permanent magnet (S3) is cleared in parallel. The permanent magnet (
S5) (N4) (N5) (84), and is confirmed as a control signal of 0110. the verified control signal is sent to the control comparison circuit;
The content of the control is identified by comparing it with the control identification signal. Therefore, if the confirmed control signal is not present in the control identification signal, it will be treated as an erroneous signal, and the system will wait until a new control signal is confirmed. In this embodiment, it is determined whether or not the number of permanent magnets detected within a unit time is four, and the golf cart (1) is controlled based on whether the pattern matches the control identification signal. It is something to do. However, the golf cart (1) can also be controlled based on the number of permanent magnets (c) detected within a unit time. In this embodiment, there are four permanent magnet patterns, but if there are a plurality of patterns, the malfunctions that conventionally occur can be prevented. The control signal causes the golf cart (1) to stop at the teeing ground, stop at an intermediate fixed point, decelerate before and after curves,
Various automatic controls such as acceleration can be performed. Further, in various automatic controls, in addition to stopping and speed control, it is also possible to provide course guidance at a teeing ground at a specific point and issue a warning. Figure 6 shows the circuit diagram of the lead-acid battery (3) that supplies electricity to the drive motor (2) and control circuit (7W, etc.), and Figure 7 shows the circuit diagram for charging the lead-acid battery (3). 2. The drive motor (2), etc. is connected to the lead acid battery (3) via a breaker.
3) Connect the charging plug (c) of the charger (to) to both terminals.
The charging socket (to) is connected. The breaker 04) d is connected to a contact (
34&), and a second tripping coil (34e) that disconnects the contact (:544) when a current of rated current, for example, 50 W1 Å or more flows. The second tripping coil (54) is connected to both ends of the lead-acid battery (3) via the open switch GD. The switch c17 is connected to the charging socket (towards). Therefore, charging is started at the same time as the charging socket C [when the K charging plug (c) is turned on, the switch a?] is turned on. At this time, the charging current flows through the second tripping coil (340), and since its value exceeds the rated current, the switch (31) is turned off. As a result, charging current from the charger (to) is not applied to the drive motor (2), control circuit (74), etc. during charging. Particularly when the contact of the lead-acid battery (3) is disconnected, high voltage EE higher than the rated voltage (in this embodiment, the rated voltage of 24 V [about 40 V]) is prevented from being applied. The charger (to) is formed by a step-down transformer (to) and a rectifier diode 31.The charger (to) also detects that the lead acid battery (3) is fully charged, and is connected to the charger (to). ) may be incorporated.The breaker (34) that was turned off due to the above-mentioned charging does not return automatically, so it is manually reset.Therefore, the return lever of the breaker (corporate) is set to OFF. It is formed near the charging socket □□□.The second embodiment will be explained.This embodiment is an improved version of the circuit of the lead-acid battery part shown in Fig. 6 explained in the first embodiment.Therefore, the circuit is the same. Structural parts have the same symbols,
It is indicated by name and the explanation is omitted. The second tripping coil (34e) includes a transistor (41
The lead-acid battery (3) is connected in series through the collector-emitter of the lead-acid battery (3). The output of the amplifier (main) is connected to the base of the transistor (4) through a resistor (413). Amplify the current between
The transistor gate is made conductive. Therefore, when not charging, no current flows between the charging socket (to) and the lead-acid battery (3), but when charging, the charging current flows, is amplified, turns on the transistor (41), and the second The said switch (3) is removed by the tripping coil (34).
Cut 4a). The other two conductors connected to the amplifier (43) are the power supply for the amplifier (43). A sixth embodiment will be explained. This embodiment is a circuit corresponding to FIG. The diagram is shown in FIG. 9, except for the gist of the present invention.In the first embodiment, the unit measurement range to be detected is the unit time consisting of the clock generation circuit group and the frequency dividing circuit 3D. However, in this embodiment, the unit measurement range is per unit distance.The distance traveled by the golf cart (1) is measured by using the magnet piece C2 fixed to the caster fi3. The moving distance of the caster 031 is detected by the magnetic sensor (c) fixed on the caster frame (14).
is replaced with a rotational speed pulse of The present invention is not limited to the above embodiments. For example, in each embodiment, a permanent magnet is used as a magnetic force generation source, but a guide wire is used as a magnetic force generation source. The magnetic field may be varied by forming a loop in the golf cart, or an electromagnet may be used.Moreover, the movement of the golf cart body in units of time may be measured in terms of time or distance, but both may be used. The specific structure, especially the distance measurement VC, can be considered in various ways. The electric vehicle itself is controlled by storing it as 6 and comparing it with the pre-stored control identification signal.The erroneous signal check is carried out in two stages, resulting in effects such as reducing the malfunction rate. play.

[Brief explanation of the drawing]

1 to 7 show a first embodiment of the present invention,
Figure 1 is a perspective view of the golf cart, Figure 2 is an enlarged side sectional view of the main parts, Figure 3 is a block circuit diagram, Figure 4 (IIL) (b
) (CI(d)(1!1)(f) is a waveform diagram explaining the detection principle of the detection sensor, Figure 5 is a flowchart diagram of the detection part, Figure fjX6 is a circuit diagram of the lead acid battery part, Figure 7 is The circuit diagram of the charger, Fig. 8 is the same circuit diagram as Fig. 6 of the second embodiment, and Fig. 9 is a block circuit diagram of only the main parts of the third embodiment. [4)... Cart body (electric vehicle body), 1241-・
・Sensing means (counting means), (c)...Permanent magnet (magnetic force generation source), Circle...Detection sensor (detection means), (74)
... Control circuit, (81) ... Waveform processing circuit (waveform processing means). Applicant: Sanyo Electric Co., Ltd., Patent Attorney, Shizuo Sano

Claims (1)

[Scope of Claims] 1. A detection means for detecting a magnetic force generation source provided on a running path of the electric vehicle body, a counting means for measuring unit movement of the electric vehicle body, and a unit measurement of the counting means. processing means for waveform processing the detection signal detected by the detection means in the range; comparison means for comparing the stored control identification signal with the processed signal from the processing means; and a control identification identified by the comparison means. A control device for an electric vehicle, comprising: control command means for controlling the operation of the electric vehicle main body according to a signal. 2. A control device for an electric vehicle according to claim 1, which measures the travel time of the electric vehicle body using a counting means. 3. A control device for an electric vehicle according to claim 1, which measures the moving distance of the electric vehicle body using a counting means. 4. A control device for an electric vehicle according to any one of claims 1 to 3, wherein the detection means detects the number of magnetic force generation sources present in a unit measurement range. 5. A control device for an electric vehicle according to any one of claims 1 to 3, wherein the detecting means detects a polar pattern of a magnetic force generation source existing in a unit measurement range.