JP3780586B2 - Drive control device for electric vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive control device for an electric vehicle in which an electric motor is provided for each of a pair of left and right drive wheels.
[0002]
[Prior art]
In an electric vehicle such as an electric wheelchair that is driven by the power of the electric motor, a dedicated electric motor is disposed on each of the pair of left and right drive wheels, and the rotation direction and the rotation speed of the left and right electric motors are individually controlled. Are configured to determine the traveling angle (traveling direction) and the vehicle speed.
[0003]
Such a drive control device for an electric vehicle includes an angle input means and a speed input means operated by a user, and a microcomputer programmed to individually control the left and right electric motors in response to inputs from these input means. And other control means.
[0004]
An input signal for instructing an angle (direction) over 360 ° direction is transmitted from the angle input means, and an input signal for instructing a traveling speed is transmitted from the speed input means. The control means takes these two input signals in the XY coordinates as shown in FIG. 10 and derives, for example, an instruction advance angle α _J and an instruction advance speed A _J starting from the reference direction S. alpha from _J and the current vehicle traveling angle (non-shown) calculating a new target advancing angle alpha _T, obtaining a target traveling speed a _T response to an instruction from the target advancing angle alpha _T and the speed input means. Then, the vehicle body is driven by controlling the rotation direction and rotation speed of the left and right electric motors.
[0005]
The calculation of the target travel angle α _T is executed in such a manner that the command travel angle α _J is filtered as shown in the flowchart of FIG. As shown in FIG. 10, the target travel angle α _T varies following the command travel angle α _J.
[0006]
[Problems to be solved by the invention]
By the way, as indicated by vectors in FIG. 12, the positional relationship a of the actual vehicle travel angle (travel direction) α _C calculated from the command travel angle α _J , the target travel angle α _T , and the rotation status of the left and right electric motors , B, and c, six combinations (1) to (6) are conceivable as shown in the table. In this case, there is no particular problem with respect to (1) and (2) , but the following problems occur with respect to the combination of (3) to (6) .
[0007]
For example, if the user slightly moves the indicated travel angle α _J in the plus direction (in the direction in which the angle from the reference direction S in FIG. 10 increases), the situation is shown in a time chart as shown in FIG. Become.
[0008]
Here, the target travel angle α _T follows the command travel angle α _J that has been displaced in the plus direction to a value of α 2, and becomes the same α 2 as the command travel angle α _J at time t1. At this time, the instruction advance angle α _J is returned to α1, so that the target advance angle α _T gradually approaches α1 following this, and becomes α1 at time t2.
[0009]
Meanwhile, the vehicle body travel angle α _C follows the target travel angle α _T with a time lag due to increase / decrease in the rotation of the electric motor. Then, at the time t1, the instruction advance angle αJ is displaced from α2 to α1, and at the same time, the relationship of α _T > α _J > α _C is established, and the combination (3) shown in the table of FIG. 12 is obtained.
[0010]
In this case, the vehicle traveling angle alpha _C is continued approaches still α2 past the point of t2 where the target advancing angle alpha _T is [alpha] 1, settle to finally value of [alpha] 1 at the time of t3.
[0011]
Further, for example, assume that the user once returns the instruction advance angle α _J to the minus direction (the direction in which the angle from the reference direction S in FIG. 10 decreases), and then immediately moves to the same position again. And as shown in FIG.
[0012]
In this case, when the indicated advance angle α _{J corresponding} to the value of α2 returns to α1 at the time t1, the target advance angle α _T following this becomes α1 at the time t2. At this time, since the instruction advance angle α _J is displaced to α2, the target advance angle α _T gradually rises toward α2 following this, and becomes α2 at the time t4.
[0013]
Meanwhile, the vehicle body travel angle α _C follows the target travel angle α with a time lag, and at the time t2, the command travel angle α _J is displaced from α1 to α2, and at the same time, the relationship of α _J > α _C > α is established. This is the combination of (5) shown in the table of FIG.
[0014]
In this case, the vehicle body travel angle α _C continues to approach α1 even after the time t2 when the target travel angle α _T rises from α1, finally rises at time t3, and settles to α2 at time t5.
[0015]
Thus, the target travel angle α _T cannot immediately follow the displacement of the command travel angle α _J , and the vehicle body travel angle α _C follows the displacement of the target travel angle α _T with a time lag. Thus, in order to match the vehicle body travel angle α _C to the target travel angle α _T even though the command travel angle α _J is closer to the vehicle travel angle α _C than the target travel angle α _T as in the above two examples. As a result, an overshoot (excessive movement of the electric motor) occurs with respect to the input from the angle input means and the speed input means, and the movement of the vehicle body becomes jerky and the steering stability is impaired. At the same time, wasteful power is consumed and the power consumption of the battery is accelerated.
[0016]
The drive control device for an electric vehicle according to the present invention was invented to solve such problems, and its first object is to overshoot the vehicle body with respect to the inputs of the angle input means and the speed input means. It is to reduce the power consumption of the electric motor at the same time as improving steering stability.
[0017]
The second object of the drive control device for an electric vehicle according to the present invention is to simplify the operation of the input means and improve the operability and operational feeling.
[0018]
[Means for Solving the Problems]
In order to achieve the first object, the drive control device for an electric vehicle according to the present invention inputs an advancing angle of the vehicle body and an advancing speed of the vehicle body as described in claim 1. a speed input unit, as well as calculation instructions advancing angle alpha _J by instruction of the angle input means, and compares this indication advancing angle alpha _J and the current target advancing angle alpha _T, instructions advancing angle alpha _J and the current target If there is a difference exceeding a predetermined amount Δα between the advancing angle alpha _T, by increasing or decreasing the predetermined amount Δα to the current target advancing angle alpha _T calculates a new target advancing angle alpha _T, the target advancing angle α _T and a control means for determining the traveling angle and the vehicle speed of the vehicle body by individually controlling the rotation direction and the rotation speed of the electric motors respectively provided on the pair of left and right drive wheels according to an instruction from the speed input means. In the drive control device of the configured electric vehicle Oite, instruction advancing angle alpha _J electric motor as the instruction proceeds angle alpha new target advancing angle value of _J alpha _T in some cases between the target advancing angle alpha _T and the vehicle traveling angle alpha _C of the current program the said control means to control the current vehicle traveling to the target advancing angle alpha _T of the current if is between the vehicle body advancing angle alpha _C is an indication advancing angle alpha _J and the target advancing angle alpha _T by substituting the value of angle alpha _C performs calculation of the new target advancing angle alpha _T, programming the said control means to control the electric motor by this new target advancing angle alpha _T.
[0019]
According to the present invention, when the command travel angle α _J is between the target travel angle α _T and the vehicle travel angle α _C , the value of the command travel angle α _J is substituted into the target travel angle α _T and the vehicle travel When the angle α _C is between the command travel angle α _J and the target travel angle α _T , the value of the vehicle body travel angle α _C is substituted for the target travel angle α _T and the electric motor is controlled. instructing advancing angle alpha despite towards _J is close to the vehicle body advancing angle alpha _C than the target advancing angle alpha _T, unnecessary control for adjusting the vehicle traveling angle alpha _C to the target advancing angle alpha _T line to This prevents the occurrence of overshoot with respect to the input from the angle and speed input means, thereby improving the steering stability of the electric vehicle and at the same time reducing the power consumption of the electric motor.
[0020]
In order to achieve the second object, a drive control device for an electric vehicle according to the present invention includes, as described in claim 3, the angle input means and the speed input means, the vehicle travel angle and travel speed. The joystick lever device can be input together.
[0021]
This makes it possible to simultaneously input the vehicle's travel angle and travel speed in one operation by tilting the joystick lever in the desired travel direction and setting the tilt angle to an angle that matches the desired travel speed. The operation as a means can be simplified and the operability and operation feeling can be improved.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. 1 to 4 are a left side view, a plan view, a front view, and a rear view of an electric wheelchair 1 as an example of an electric vehicle to which the drive control device according to the present invention is applied.
[0023]
The electric wheelchair 1 includes a body frame 2 made of, for example, a pipe, and a seating seat 3 is installed on the top of the body frame 2. A backrest portion 4 is provided at the rear portion of the seating seat 3, and armrest portions 5 and 5 are provided on the left and right sides of the seating seat 3. A pair of left and right rear wheels 6 and 6 are pivotally supported as drive wheels at the rear lower part of the body frame 2, and free caster type front wheels 7 and 7 are provided at the front lower part of the body frame 2. A pair of left and right footrests 8 and 8 are provided in front of the front wheels 7 and 7.
[0024]
The left and right rear wheels 6 and 6 are respectively provided with dedicated electric motors 10L and 10R, and the power of the electric motors 10L and 10R is decelerated by a reduction gear and transmitted to the rear wheels 6 and 6. It is configured as follows. A battery 11 for power supply is mounted in front of the electric motors 10L and 10R.
[0025]
On the other hand, for example, a control box 12 is provided in front of the right armrest portion 5, and a joystick lever device 13 is provided on the upper surface of the control box 12. The joystick lever device 13 is installed with the joystick lever 14 in an upright state. When the user of the electric wheelchair 1 tilts the joystick lever 14 360 degrees with the right hand, the joystick lever 14 is tilted and tilted. The traveling angle and the traveling angle of the electric wheelchair 1 can be input simultaneously. A speed setting lever 15 for setting the maximum traveling speed is provided on the left side surface of the control box 12.
[0026]
As shown in the block diagram of FIG. 5, the drive control device 16 according to the present invention includes two sets of switching circuits 21 including the joystick lever device 13, a control microcomputer 17, an FET driver 18, and a plurality of FETs 19. 21 and rotational speed sensors 10A and 10B provided on the left and right electric motors 10L and 10R, respectively. The control microcomputer 17, the FET driver 18, the switching circuits 21 and 21, etc. are all arranged in the control box 12, for example. The joystick lever device 13 functions as angle input means and speed input means described in claim 1, and the control microcomputer 17 functions as control means described in claim 1.
[0027]
FIG. 6 is a plan view showing the internal structure of the joystick lever device 13. As shown here, the joystick lever device 13 includes a lever box 22 provided inside the control box 12 and two pieces that are pivotally supported in the lever box 22 and intersect each other in an X shape at an angle of 90 °, for example. Swing arms 23A, 23B, two variable resistors 24A, 24B provided on the shaft support portions of these swing arms 23A, 23B, and a joystick lever 14.
[0028]
The two swing arms 23A and 23B are formed in a U-shape curved downward in a side view, and have an oval hole 25 at the center in the longitudinal direction. Both end portions are each pivotally supported in the lever box 22 by a pair of support shaft portions 26, whereby the two swing arms 23A, 23B are freely rotatable about their central axes 23a, 23b. The two variable resistors 24A and 24B have their case portions 24a and 24b fixed to the side wall of the lever box 22 via the locking projections 27, and according to the rotation of the swing arms 23A and 23B. The input shafts of the variable resistors 24A and 24B are rotated together.
[0029]
The joystick lever 14 is inserted into an oblong hole 25 of the swing arms 23A and 23B whose lower ends intersect, and an intermediate portion is tiltably held by a holding portion (not shown) located above the swing arms 23A and 23B. Has been. Therefore, when the head of the joystick lever 14 is tilted, the lower end portion of the joystick lever 14 moves in the opposite direction to move the two swing arms 23A and 23B, and the two swing arms 23A and 23B are center axes 23a and 23b. Rotate around the axis. Then, the rotational displacements of the swing arms 23A and 23B are directly transmitted to the input shafts of the two variable resistors 24A and 24B and output as changes in the electric resistance value.
[0030]
For example, when the joystick lever 14 is tilted forward, the left and right electric motors 10L, 10R both drive the left and right rear wheels 6, 6 forward to advance the vehicle body, and when the joystick lever 14 is tilted leftward, When the electric motor 10L drives the left rear wheel 6 backward, the right electric motor 10R drives the right rear wheel 6 forward to spin or turn the vehicle body to the left, and the joystick lever 14 is tilted backward, Both the left and right electric motors 10L and 10R drive the left and right rear wheels 6 and 6 backward to drive the vehicle backward. When the joystick lever 14 is tilted to the right, the left electric motor 10L advances the left rear wheel 6 forward. The output of the two variable resistors 24A and 24B is combined steplessly so that the electric motor 10R on the right side drives the right rear wheel 6 backward to spin or turn the vehicle body to the right. Are input to the control microcomputer 17. When no operating force is applied to the joystick lever 14, the joystick lever 14 is maintained in an upright neutral position by a biasing member (not shown), the left and right electric motors 10L, 10R are stopped, and the electric wheelchair 1 is stopped.
[0031]
As shown in FIG. 5, front / rear / right / left instruction signals (joystick signals) are transmitted as angle instruction signals and speed instruction signals from the two variable resistors 24A, 24B of the joystick lever device 13, and input to the control microcomputer 17. Is done. The control microcomputer 17 takes these two input signals in the XY coordinates as shown in FIG. 10 and derives, for example, an instruction advance angle α _J and an instruction advance speed A _J starting from the reference direction S. A new target travel angle α _T is calculated from the travel angle α _J and the current vehicle body travel angle (α _C : not shown), and a target travel speed _AT is obtained. Then, the electric wheelchair 1 is caused to travel by controlling the rotation direction and rotation speed of the left and right electric motors 10L, 10R.
[0032]
Specifically, the control microcomputer 17 converts the joystick signal into a left and right PWM signal and inputs it to the FET driver 18, and the FET driver 18 drives and controls the two sets of switching circuits 21 and 21. The voltage polarity of the battery 11 is selected according to the combination of opening and closing of each FET 19, and the voltage of the battery 11 is applied to the left and right electric motors 10L, 10R to operate the electric motors 10L, 10R. The rotational speed sensors 10A and 10B provided in the electric motors 10L and 10R detect the rotational speeds of the electric motors 10L and 10R and input them to the control microcomputer 17.
[0033]
When the positional relationship among the instruction advance angle α _J , the target advance angle α, and the vehicle body advance angle α _C is applied to the vectors a, b, and c shown in FIG. 12, the combinations are from ( 1) to (6) in the table. In the case of the combinations (3) to (6) among these, the instruction advance angle α _J is closer to the vehicle body advance angle α _C than the target advance angle α as described above. Regardless, there is a tendency that unnecessary control for adjusting the vehicle body travel angle α _C to the target travel angle α is performed and overshoot occurs.
[0034]
Therefore, in the drive control device 16, when an instruction advancing angle alpha _J is between the target advancing angle alpha and the vehicle traveling angle alpha _C, i.e. in FIG. 12 of Table (3), in the case of a combination of (4) Substituting the value of the command travel angle α _J into the target travel angle α to control the electric motors 10L and 10R, and when the vehicle body travel angle α _C is between the command travel angle α _J and the target travel angle α, That is, in the case of the combination of (5) and (6) in the table of FIG. 12, the control microcomputer 17 is configured to control the electric motors 10L and 10R by substituting the value of the vehicle body travel angle α _C into the target travel angle α. Programmed.
[0035]
The flow of this program will be described based on the flowchart of FIG. This flowchart is executed following the flowchart shown in FIG. Each step in this flowchart is indicated by reference numerals S1, S2,.
[0036]
First, the instruction proceeds angle alpha _J in S1 are collated or greater than the target advancing angle alpha is, the process proceeds to step S2 if YES, the whether the target advancing angle alpha is greater than the vehicle traveling angle alpha _C is collated. This S2 is a return if YES, S2 is proceeds to step S3 if NO, the or vehicle traveling angle alpha _C is higher than the command advancing angle alpha _J is collated. If S3 is YES, the relationship of α _C > α _J > α is established, and the combination of (4) shown in the table of FIG. 12 is established. The value of _J is substituted.
[0037]
If S3 is NO, the relationship of α _J > α _C > α is established, and the combination (5) shown in the table of FIG. 12 is established, so that the process proceeds to S7 and the vehicle body travel angle α is set to the target travel angle α. The value of _C is substituted.
[0038]
On the other hand, if S1 is NO, the process proceeds to S5, where it is verified whether the vehicle body travel angle α _C is larger than the target travel angle α. If YES, the process returns. If NO, the process proceeds to S6. In this S6, it is verified whether or not the instruction advance angle α _J is larger than the vehicle body advance angle α _C. If this is YES, the relationship of α> α _J > α _C is established and is shown in the table of FIG. 12 (3). since the combination of the value of the indication advancing angle alpha _J to the target advancing angle alpha is substituted proceeds to S4.
[0039]
If S6 is NO, the relationship of α> α _C > α _J is established, and the combination (6) shown in the table of FIG. 12 is established, so that the process proceeds to S7 and the vehicle body travel angle α is set to the target travel angle α. The value of _C is substituted.
[0040]
Next, an example of this control will be described with reference to time charts of FIGS.
[0041]
The time chart of FIG. 8 represents a situation in the case where, for example, the user slightly returns the instruction advance angle α _J after moving it significantly in the plus direction. In this case, the target travel angle α _T follows the command travel angle α _J that is displaced in the plus direction to become α 2, and at the time t1, α _T becomes the same α 2 as the command travel angle α _J, and at the same time The indicated travel angle α _J is displaced from α2 to α1.
[0042]
Meanwhile, the vehicle body travel angle α _C follows the target travel angle α and approaches α 1 with a time lag due to increase / decrease in rotation of the electric motors 10L, 10R. Then, at the time t1, the instruction travel angle α _J is displaced from α2 to α1, and at the same time, the relationship of α> α _J > α _C is established ((3) in the table of FIG. 12), so that the target travel angle α is reached. α1 is assigned a value of the indication advancing angle alpha _J.
[0043]
Thus, since the target travel angle α _T becomes the same α 1 as the command travel angle α _J at the time t1, the vehicle body travel angle α _C that follows the target travel angle α _T does not aim at α2, and a little from t1. Α _C becomes α 1 at the time t 2 which is delayed. For this reason, the conventional overshoot part as shown with a broken line is lost.
[0044]
Further, the time chart of FIG. 9 represents a situation in which, for example, the instruction advance angle α _J that has been greatly moved in the plus direction is once returned to the minus direction and then moved again to the same position immediately thereafter. First, the indicated travel angle α _{J corresponding} to the value of α3 is displaced to α1 at time t1, and then returned to α3 at time t2. On the other hand, the target travel angle α _T that follows α _J starts to approach α 1 at time t 1 and becomes α 1 at time t 2.
[0045]
In the meantime, the vehicle body travel angle α _C follows the target travel angle α with a time lag, and at time t2 when the target travel angle α becomes α1, the vehicle body travel angle α _C becomes α2. At the time t2, since the instruction travel angle α _J is displaced from α1 to α3 and the relationship of α _J > α _C > α is established (becoming (5) in the table of FIG. 12), the target travel angle α α2 is assigned the value of the vehicle body advancing angle alpha _C to. Thereafter, the target travel angle α is displaced toward α3 and becomes α3 at the time point t3.
[0046]
Thus, since the target travel angle α _T is raised to α2 which is the same as the vehicle body travel angle α _C at the time t2, the vehicle body travel angle α _C follows the target travel angle α _T so far and aims for α1. And follows the target travel angle α _T without a large delay, and becomes α 3 at the time t4. For this reason, the conventional overshoot part as shown with a broken line is lost.
[0047]
Thus, when the command travel angle α _J is between the target travel angle α _T and the vehicle travel angle α _C , the value of the command travel angle α _J is substituted for the target travel angle α _T and the vehicle travel angle α _{When C} is between the command travel angle α _J and the target travel angle α _T , the value of the vehicle travel angle α _C is substituted into the target travel angle α _T and the electric motors 10L and 10R are controlled. instructing advancing angle alpha despite towards _J is close to the vehicle body advancing angle alpha _C than the target advancing angle alpha _T, unnecessary control for adjusting the vehicle traveling angle alpha _C to the target advancing angle alpha _T as is This is not performed, and overshooting is less likely to occur with respect to the input from the joystick lever device 13, and the driving stability of the electric wheelchair 1 is greatly improved. At the same time, the power consumption of the electric motors 10L and 10R is reduced, and The running time of the wheelchair 1 can be extended.
[0048]
In addition, since the joystick lever device 13 is employed as the angle input means and speed input means of the drive control device 16 in the present invention, the joystick lever 14 is tilted to a desired travel angle, and the tilt angle is set to a desired travel speed. The vehicle body traveling angle and traveling speed can be simultaneously input by one operation of setting an appropriate angle, thereby simplifying the operation as the input means and improving the operability and operational feeling.
[0049]
The drive control device 16 according to the present invention is not limited to such an electric wheelchair 1, but is applied to all types of electric vehicles configured to individually control a pair of left and right drive wheels with separate electric motors. be able to.
[0050]
【The invention's effect】
As described above, in the drive control device for an electric vehicle according to the present invention, the vehicle body instruction travel angle α _J is equal to the current target travel angle α _T. Instructing progress value of angle alpha _J electric motor is controlled as a new target advancing angle alpha _T, the vehicle traveling angle alpha _C indicated advancing angle alpha _J and target traveling in some cases between the vehicle body advancing angle alpha _C and Angle α _T Current target travel angle α _T A by substituting the current value of the vehicle body advancing angle alpha _C performs calculation of a new target traveling angle alpha _T, characterized in that the program control means to control the electric motor by this new target advancing angle alpha _T It is what.
[0051]
In this way, in order to match the vehicle travel angle α _C to the target travel angle α _T , the command travel angle α _J is closer to the vehicle travel angle α _C than the target travel angle α _T as in the conventional case. Unnecessary control is not performed, and overshoot is less likely to occur with respect to the input from the angle and speed input means, so that the steering stability of the electric vehicle is improved and at the same time the power consumption of the electric motor is reduced.
[0052]
In the drive control apparatus for an electric vehicle according to the present invention, the angle input means and the speed input means are joystick lever devices that can input both the traveling angle and the traveling speed of the vehicle body. It is possible to input the traveling angle and traveling speed of the vehicle body at the same time by one operation of tilting in the direction and setting the tilt angle to an angle that matches the desired traveling speed, simplifying the operation as an input means and operating Sexual and operational feeling can be improved.
[Brief description of the drawings]
FIG. 1 is a left side view of an electric wheelchair.
FIG. 2 is a plan view of the electric wheelchair.
FIG. 3 is a front view of the electric wheelchair.
FIG. 4 is a rear view of the electric wheelchair.
FIG. 5 is a block diagram of a drive control device.
FIG. 6 is a plan view showing the internal structure of the joystick lever device.
FIG. 7 is a flowchart showing an embodiment of the present invention.
FIG. 8 is a time chart showing an example of control of the drive control device according to the present invention.
FIG. 9 is a time chart showing an example of control of the drive control device according to the present invention.
FIG. 10 is a diagram showing an instruction advance angle, an instruction advance speed, a target advance angle, and a target advance speed in an XY coordinate in the drive control device.
FIG. 11 is a flowchart showing calculation of a target advance angle.
FIG. 12 is a diagram showing a positional relationship among an instruction travel angle α _J , a target travel angle α _T, and a vehicle body travel angle α _{C in} a vector and table.
FIG. 13 is a time chart showing problems in the control of a conventional drive control device.
FIG. 14 is a time chart showing problems in the control of a conventional drive control device.
[Explanation of symbols]
1 Electric wheelchair as an example of electric vehicle 6 Rear wheel as drive wheel
10L, 10R electric motor
13 Joystick lever device as angle input means and speed input means
16 Drive controller
17 Control microcomputer as control means α _J commanded travel angle α _T target travel angle α _C body travel angle

Claims (3)

An angle input means for inputting the travel angle of the vehicle body, a speed input means for inputting the travel speed of the vehicle body, an instruction travel angle α _J according to an instruction from the angle input means, and the instruction travel angle α _J and the current travel angle comparing the target advancing angle alpha _T, instructs advancing angle alpha _J and if there is a difference exceeding a predetermined amount Δα between the current target advancing angle alpha _T, the predetermined amount Δα to the current target advancing angle alpha _T the increased and decreased by calculating a new target traveling angle alpha _T, rotation direction and the rotation speed of the response to an instruction from the target advancing angle alpha _T and the speed input means, the electric motor over which are provided a pair of left and right drive wheels In the drive control device for an electric vehicle, which includes a control means for individually determining the vehicle body travel angle and vehicle speed, the command travel angle α _J is the current target travel angle α _T and the vehicle body travel angle α. the instructions when there between _C Drive control equipment of an electric vehicle, characterized in that programming the said control means to control the electric motor over the value of the advancing angle alpha _J as a new target traveling angle alpha _T. An angle input means for inputting the travel angle α _C of the vehicle body, a speed input means for inputting the travel speed of the vehicle body, an instruction travel angle α _J according to an instruction from the angle input means, and the instruction travel angle α _J comparing the current and the target advancing angle alpha _T, instructs advancing angle alpha _J and if there is a difference exceeding a predetermined amount Δα between the current target advancing angle alpha _T, the plants of the current target advancing angle alpha _T by increasing or decreasing the quantitative Δα calculates a new target advancing angle alpha _T, in response to an instruction from the target advancing angle alpha _T and the speed input means, the rotation direction and the rotation of the electric motor which are provided on the left and right pair of drive wheels In a drive control device for an electric vehicle that is configured to include a control unit that individually controls the speed and determines a vehicle body traveling angle and a vehicle speed, the vehicle body traveling angle α _{C includes an} instruction traveling angle α _J and a target traveling angle α _T. the goal of the current if is between Performs the operation of the new target advancing angle alpha _T by substituting the current value of the vehicle body advancing angle alpha _C in the row angle alpha _T, the control so as to control the electric motor over this new target advancing angle alpha _T drive control equipment of an electric vehicle, characterized in that the programmed means. The angle input means and the speed input means, the drive control equipment for an electric vehicle according to claim 1 or 2 was joystick lever equipment capable of inputting both vehicle traveling angle and the traveling speed.

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