JPH04285494A - Controller for linear motor driven electric vehicle - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

Detailed Description of the Invention [0001] [Industrial Application Field] The present invention relates to a control device for an electric vehicle, particularly a control device for driving an electric vehicle while maintaining the time, position, and speed specified by a control center. Regarding equipment. [0002] In an electric vehicle using a so-called ground primary linear motor, power is supplied through a power converter to armature coils arranged in parallel on the ground. tens of kilometers or hundreds of kilometers
Considering a long-distance transportation facility of 1,000 yen, if one attempts to supply power at once using a single power converter, not only will the converter capacity increase, but the system will become extremely uneconomical. Therefore, a method is generally adopted in which the track is divided into several parts and each track is supplied by a separate power converter. FIG. 9 shows the basic configuration of such a system. A vehicle 1 to be driven is equipped with a field device composed of a superconducting magnet or the like as an on-board device for a linear motor. The armature 2, which constitutes the ground equipment of the linear motor, has an appropriate number of feeding sections 21, 22,..., 2.
It is divided into 5... and arranged along the track. The power converter station 5 is provided with two sets of power converters 51 and 52. The output end of the first power converter 51 is connected to the first feeder line 4
1, and the output end of the second power converter 52 is connected to the second feeder line 42. Both feeder wires 41 and 42 are collectively referred to as feeder wire 4. The first feeder line 41 is connected to armature coils 21, 23, 25 located one after another via switches 71, 73, 75, respectively. Similarly, the second feeder line 42 is located in the feeder section 2 which is located one by one.
2 and 24 via switches 72 and 74. [0004] A cross guide line 3 is disposed on the track as a vehicle passage detection device, and its output signal is received by a receiver 6. The receiver 6 detects the vehicle speed and position based on the input signal, and uses it as a control signal to send the vehicle to the power converter station 5.
Send to. In the power converter station 5, power converters 51 and 52 are controlled based on the input control signal so that the linear motor generates a required torque. In the apparatus shown in FIG. 9, if the vehicle 1 is running on the feeding section 22, only the switch 72 is closed and the other switches are open. At this time, drive power is supplied from the second power converter 52. Note that the power converters 51 and 52 function as a type of current amplifier, and supply sinusoidal currents synchronized with the output signals u, v, and w of the receiver 6 to the armature coil 2. When the vehicle 1 moves from the feeding section 22 to the next feeding section 23, the switch 73 is turned on immediately before the transition to start supplying power from the first power converter 51, and the driving power is continuously supplied to the vehicle 1. give. [0006]Various types of vehicle passage detection devices are known in addition to the one using the crossing guide line 3 shown in the figure. It is shown. Next, the principle of detecting the vehicle position using the crossing guide line 3 will be explained with reference to FIGS. 10 and 11. The cross guiding line 3 is actually U1 as shown in FIG.
, U2, V1, V2, W1, W2, and K phase, all of which are superimposed and combined into one flat cable. Each individual cross-conducting wire consists of two strands which are twisted together in most places. However, each cross-guide wire is partially provided with a section at a constant pitch L in which two strands are not twisted together. There are untwisted sections for each two-pole pitch of the linear motor's field, and a pair of crossed guiding wires (U1 and U2) of the same phase.
(V1 and V2) and (W1 and W2) are each 180 degrees apart in electrical angle, and U, V, W
The cross guiding wires of each phase are arranged so that they have a phase difference of 120 degrees in electrical angle. An antenna 11 is attached to the vehicle 1, and a signal of a certain frequency radiated from the antenna 11 is received by a cross-guide wire, and a receiver 6 connected to the terminal receives the signal of a certain frequency as shown in FIG.
The signal is processed as shown in . That is, for example, regarding the U phase, the received wave signals from the cross guiding lines U1 and U2 are amplitude modulated signals of a constant frequency. Therefore, by rectifying the received wave signals from the crossed guiding lines (U1, U2), rectified waves U10, U20 having waveforms corresponding to the envelope of the original waveform can be obtained. The latter rectified wave U
A composite wave (U10-U20) obtained by inverting the waveform 20 and adding it to the former rectified wave U10 has a substantially sinusoidal waveform, and this is used as a phase reference for the current to be passed through the U-phase armature coil. Cross guiding lines (V1, V2) and (W1
, W2), it is possible to obtain a reference signal to be used as a phase reference for the currents to be passed through the V-phase and W-phase armature coils. [0010] The cross guiding line K is provided for checking purposes, and is generally used for feeding sections 21, 2.
2, . . . is provided to generate a signal when the vehicle 1 enters from the feeding section immediately before. FIG. 12 shows a speed control system commonly used in electric vehicles using ground primary linear motors. In addition to a speed controller 12 and a limiter 13, the system shown has a gain K that functions as a current amplifier.
1 power conversion device 14. The contents of the transfer function 15 indicating vehicle motion are as follows: thrust coefficient is K2, mass is M,
It is expressed as K2/(Ms), where s is the differential operator. Also shown is a block 16 for calculating running resistance FD* which varies with speed v. In addition to the above, a subtracter 64 is provided at the feedback point of the speed v, that is, the input end of the speed controller 12, and an adder 65 is provided at the feedback point of the running resistance FD* from the block 16, that is, the output end of the speed controller 12. There is. [0012] The speed v of the vehicle 1 is the intersection guide line U1, V1.
, W1 , U2 , V2 , W2 can be calculated by calculation based on the counted value of the number of peaks of the received wave signal (corresponding to frequency) or the measured value of time between adjacent signals (corresponding to period). can. The speed command v* and the actual speed v are matched by a subtractor 64, and the difference (speed deviation) is given to the speed controller 12. Speed controllers are typically proportional-integral (P
I) element, the output of which gives an acceleration or deceleration command. This command becomes a so-called thrust command F* for the linear motor. This thrust force command F* is added to running resistance FD* in an adder 65 to determine an acceleration command for the linear motor. Since a sudden change in acceleration deteriorates passenger comfort, the armature current command I* is created through a limiter 13 having an appropriately set rate of change. Since the power conversion device 14 is a controller with a very small time constant compared to vehicle motion, it is expressed by a gain (proportionality constant) K1. The output of the power conversion device 14 is the current I actually supplied to the armature 2 of the linear motor, and the product K2I of the current I and the thrust coefficient becomes the generated thrust. In block 15, if the input is divided by the mass M and integrated, the velocity v of the vehicle 1 is
is required. [0013] In the conventional linear motor-driven electric vehicle having the control system configured as described above, the driver monitors the position and speed of the vehicle while controlling the Change the speed command as appropriate. In other words, when viewed from the perspective of actual vehicle operation, the vehicle's position and speed are not automatically maintained. Considering the linear motor systems expected in the future, there will be a need for a near motor control system that can faithfully follow position and speed commands from a central control center or an adjacent control center. [0015] In that case, all train control is performed based on commands from a control device installed on the ground, but methods that require the judgment of people on board the train do not guarantee safe and reliable control. It should be considered that precise control of vehicle position along the timetable cannot be achieved. Therefore, a first object of the present invention is to provide a control device for a linear motor-driven electric vehicle that can faithfully follow position and speed commands from a central control center or an adjacent control center. . A second object of the present invention is to provide a control device for a linear motor-driven electric vehicle that can accurately perform fixed position stop control without impairing riding comfort. Means for Solving the Problems In order to achieve the above object, the control device for a linear motor-driven electric train of the present invention includes an armature buried in the ground along a track and an armature installed on the train. a linear motor for driving a vehicle consisting of a magnet or a secondary conductor; a power converter installed on the ground to supply current to the armature; a detection means for detecting the position and speed of the vehicle; means for receiving a command for the time and speed at which the location has passed, and creating a speed-time pattern based on the command; and comparing the position and speed signals detected by the detection means with the speed-time pattern. ,
It is equipped with means for calculating a thrust command by applying rules based on fuzzy inference techniques while monitoring the position, passing speed, and acceleration at that point, and controlling the armature current through a power converter. Furthermore, in order to achieve the second object, the control device for a linear motor-driven electric vehicle of the present invention has the following advantages: A vehicle drive linear motor consisting of;
a power converter provided on the ground for supplying current to the armature; a detection means for detecting the position and speed of the vehicle;
A means for receiving commands from the control center for passing time and speed at a designated location, and creating a speed-time pattern based on the commands, and a means for creating a speed-time pattern at each predetermined checkpoint after a predetermined stop control mode start point. a prediction means for predicting a stop position by calculating the acceleration and its rate of change from the vehicle speed detected by the detection means; and a change in acceleration according to the deviation between the target stop position and the stop position predicted by the prediction means. The present invention includes a modification means for modifying the rate and acceleration command, and a means for calculating an acceleration thrust command based on the acceleration command modified by the modification means and controlling the current of the armature through a power converter. [Operation] Information on time, position, and speed is obtained from the central control center or a control center adjacent to it, and the position and speed are calculated with respect to time according to a fuzzy inference method that applies control rules based on the experience of the driver. A thrust command is determined that simultaneously satisfies both of the following. The commands given to the control device at this time are the time corresponding to the timetable, the corresponding position, and the passing speed at that position. In special cases, if a train is delayed or an abnormality occurs,
The system is operated by referring not only to information from the central control center, but also to information from adjacent control centers. In fixed position stop control, the vehicle acceleration and its rate of change are calculated at a checkpoint before stopping to predict the stop position, and the acceleration is changed according to the amount of deviation between the predicted stop position and the target stop position. By correcting the rate and outputting the corrected thrust command, it is possible to obtain an appropriate acceleration thrust command and achieve a fixed position stop without impairing ride comfort. Embodiment FIG. 1 shows a control device for a linear motor-driven electric vehicle constructed in accordance with an embodiment of the present invention. Components in FIG. 1 that are the same as those in FIG. 10 are designated by the same reference numerals. Here, instead of the speed controller 12 in FIG. 12, a speed controller 17 constructed by applying a fuzzy inference method, which will be described later, is used. Components on the output side of the speed controller 17 include a limiter 13, a power converter 14 with a gain K1 that functions as a current amplifier, a transfer function 15 indicating vehicle motion, a thrust coefficient K2, a mass M, a differential operator s, and The block 16 for calculating the running resistance FD* which varies depending on the speed is the same as that in FIG. 12. In addition to the above, the device of FIG. 1 is provided with an integrator 18 for converting the speed signal v into a position signal x, and the position signal
is guided to the speed controller 12 as a real signal together with the speed signal v. A position-velocity command pattern (x*-v* pattern) and a velocity-time command pattern (v*-t pattern) are introduced into the speed controller 17 as commands from the central control center or an adjacent control center. be done. Assuming that the speed command to the speed controller 17 at a certain point is v* and the position command is x*, the speed controller 17 detects the actual vehicle speed v and position x determined based on the output of the crossing guide line 3. are compared with the speed command v* and the position command x*, respectively, and a thrust command F* is calculated so that both the speed v and the position x match the respective command values v* to x*. The thrust force command F* is added to the running resistance calculation value FD* calculated in an adder 63, and an acceleration command for the linear motor is determined. As already mentioned, a sudden change in acceleration deteriorates ride comfort, so the armature current command I* is created through the limiter 13 with an appropriately set rate of change. Since the power conversion device 14 is a controller with a very small time constant compared to vehicle motion, it is expressed by a gain (proportionality constant) K1. The output of the power conversion device 14 is the current I actually supplied to the armature of the linear motor, and the product K2·I of this current I and the thrust coefficient K2 becomes the generated thrust. In block 15, the input is divided by the mass M and integrated to obtain the velocity v of the vehicle 1. This velocity v is detected by the crossing guide line 3;
When a position signal is first detected by , the velocity can be determined by differentiating the position signal. Conversely, if the speed signal is detected first, the position can be determined by integrating the speed signal. According to the invention, the position-velocity pattern (
The speed controller 17, which receives the command pattern (x*-v* pattern) and speed-time command pattern (v*-t pattern), compares the command speed and the vehicle speed at a certain checkpoint. Also, it is checked whether the acceleration α of the vehicle 1 at that time is large or small in comparison with the v*-t pattern. Based on this information on speed deviation and acceleration deviation,
The propulsive force of the linear motor is controlled by a control law that is defined according to a fuzzy inference method. Next, regarding the rule-based control law, FIGS.
This will be explained in detail with reference to 6. In this embodiment, the speed deviation e1 and the acceleration deviation e2 are determined in three levels Z, P, and N, respectively, as shown in FIG. Here, Z
: Deviation is small P : Deviation is positive and large N : Deviation is negative and large. The calculation results of the speed controller 17 which provides the thrust command F* are classified into five levels: Z, NS, NB, PS, and PB and output. That is, Z
: Output does not move NS : NB gives a small negative value as output
: PS that gives a large negative value as output:
PB gives a small positive value as an output: Gives a large positive value as an output After classifying the positive and negative inputs and outputs and their levels, the following control law is created. First, as shown in FIGS. 3 and 4, during deceleration,
In other words, consider a case where the commanded speed v* decreases with the position x (FIG. 3) or time t (FIG. 4). At checkpoint x1 in Fig. 3, command speed v* and vehicle speed v
1 to find the speed deviation e1. e1 =v*-v1 Furthermore, the acceleration α1 of the vehicle at that time is compared with the acceleration command α* (=dv*/dt) determined by the speed pattern to obtain the acceleration deviation e2. e2 =α*-α1 Based on the above premise, the following control rules are set. Rule 1: If e1 <0 and e2 >0, |
Set the increment of I*| to PB. Rule 2: If e1 <0 and e2 =0, then |
Set the increment of I*| to PS. Rule 3: If e1 <0 and e2 <0, |
Leave I*| as is. Rule 4: If e1 >0 and e2 >0, |
Leave I*| as is. Rule 5: If e1 > 0 and e2 = 0, |
Set the increment of I*| to NS. Rule 6: If e1 >0 and e2 <0, |
Set the increment of I*| to NB. Rule 7: If e1 = 0 and e2 > 0, |
Set the increment of I*| to PS. Rule 8: If e1 = 0 and e2 = 0, |
Leave I*| as is. Rule 9: If e1 = 0 and e2 < 0, |
Set the increment of I*| to NS. FIG. 5 shows the above rules in the form of a diagram. The following control rules may be set for acceleration and low speed running. Rule 1: If e1 <0 and e2 >0, |
Set the increment of I*| to NB. Rule 2: If e1 <0 and e2 =0, then |
Set the increment of I*| to NS. Rule 3: If e1 <0 and e2 <0, |
Leave I*| as is. Rule 4: If e1 >0 and e2 >0, |
Leave I*| as is. Rule 5: If e1 > 0 and e2 = 0, |
Set the increment of I*| to PS. Rule 6: If e1 >0 and e2 <0, |
Set the increment of I*| to PB. Rule 7: If e1 = 0 and e2 > 0, |
Set the increment of I*| to NS. Rule 8: If e1 = 0 and e2 = 0, |
Leave I*| as is. Rule 9: If e1 = 0 and e2 < 0, |
Set the increment of I*| to PS. The above rules can be illustrated in a diagram as shown in FIG. In this manner, the values of velocity v and acceleration α are read as inputs to the velocity controller 17, and inference processing is performed according to the control rules as described above. When deriving the fixed value of the output of the speed controller 17, that is, the thrust command F*, the logical product,
Well-known techniques such as logical sum and centroid calculation are used as appropriate. The speed controller according to the present invention has one input than the conventional one.
Unlike the simple proportional-integral (PI) method of output, it inputs two signals, position and speed, as if the driver was driving while judging the position and location of the vehicle on the car, and it is possible to improve the efficiency of skilled driving. The hand rule of thumb can be made into a rule to maintain the position and speed of a given vehicle, sometimes based on a ``time-velocity'' pattern, and other times based on a ``position-velocity'' pattern. It is characterized by controlling the [0033] Next, control that can realize a fixed position stop without impairing riding comfort will be explained with reference to FIGS. 7 and 8. In FIG. 7, the same components as those in FIG. 12 are designated by the same reference numerals. That is, the limiter 13 and the gain K1 which has the function of a current amplifier.
The power converter 14, the transfer function 15 representing the vehicle motion, the thrust coefficient K2, the mass M, the differential operator s, and the block 16 for calculating the running resistance FD* which varies depending on the speed v are the same as those in FIG. It is. In addition to the above-mentioned elements, the device shown in FIG. Second derivative value (hereinafter referred to as "jerk") Ji
a computing unit 19 that computes , and a computing unit 20 that computes the stop position deviation Δxi based on the output signal of this computing unit 19
, the stop position command xi* determined by the subtractor 62
A coefficient multiplier 21 multiplies the difference between the difference between the difference between the difference Δxi and the stop position deviation Δxi by a coefficient K3, an integrator 22 that integrates the output ΔJ of the coefficient multiplier 21 to obtain an acceleration correction amount Δα, a speed command vi obtained by a subtractor 60, and the actual speed. A speed controller 2 that calculates the acceleration αi to zero the speed deviation corresponding to the difference between v
3. Acceleration αi obtained by adder 61 and integrator 2
An amplifier 24 is provided which amplifies the sum of the acceleration correction amounts Δα obtained in step 2 to generate an acceleration thrust command Fα*. Position-velocity patterns and velocity-time patterns are generated and directed to speed controller 12 by commands from the central control station or an adjacent control station. The speed command to the speed controller 12 at a certain point is vi *, and the position command is x
i *, the detected values vi of the actual vehicle speed v determined based on the output of the crossing guide line 3 are compared by the subtractor 60, and the acceleration command αi for reducing the speed deviation obtained as the difference is calculated. It is calculated by the speed controller 12. The adder 61 calculates the acceleration command αi from the speed controller 12 and the acceleration correction amount Δα from the integrator 20.
are added and further converted into an acceleration thrust command Fα* through an amplifier 24. Below, the control system is constructed according to what has already been explained with reference to FIG. Fixed position stop control by the apparatus shown in FIG. 7 will be explained with reference to FIG. It is assumed that the vehicle, which has been guided according to the normal speed pattern, enters the fixed position stop control mode at nlp (n is an integer, lp is the pole pitch of the linear motor) before the stopping point. After the nlp point, for example, the velocity v and acceleration α are detected for each pole pitch lp,
The vehicle decelerates toward the stop position while maintaining a jerk J that does not impair ride comfort. When the stop position is finally reached, the velocity v and acceleration α must be zero. The motion of the vehicle during jerk control is expressed by the following equation. The velocity when entering the nlp point where jerk control starts is v0, the acceleration at that time is α0,
If the position is x0, the acceleration α, velocity v, and position x at the time point when time t has elapsed after starting the jerk control are as follows. α=α0 +Jt
…(
1) v=v0 +α0 t+(1/2)Jt2
...(2)
x=x0 +v0 t+(1/2)α0 t2
+(1/6)Jt3...(3)0039]
From these relational expressions, the conditions for α=0 and v=0 are determined as follows. Time until stopping t; t=-α0
/J...(4) Initial velocity v0 when entering the nIp point;
v0 = (1/
2) α0 2 /J…(5) nIp
Distance traveled from point to stop x-x0;
x-x
0 = - (1/6) α0 3 /J2

…(6
) [0040] Initial velocity v0 used in equations (4) to (6)
and acceleration α0 are determined in the following steps and controlled based on them. (1) Initial position nlp to start jerk control
At this point, the velocity v=v0 (initial velocity) is taken into the calculator 19, and the acceleration α0 is determined by differential calculation. (2) The calculator 19 calculates the value of jerk J necessary for velocity v and acceleration α to become zero simultaneously after time t expressed by equation (4) based on equation (5), and calculates the value of jerk J based on equation (5). to J0. (3) Stop position (x
value) is determined in the computing unit 20 based on equation (6). The result is led to the subtractor 62, and the stop position command xi*
Match it and fix it. The resulting difference indicates the amount of deviation of the stop position. The difference is appropriately amplified through the amplifier 21, and the jerk ΔJ is used to correct the deviation of the stop position.
shall be. The integrator 22 converts the jerk ΔJ into an acceleration Δα, which is added to an acceleration command αi for correcting the speed deviation in an adder 61, and is passed to an amplifier 24 with a gain K4. The acceleration thrust command F is output from the amplifier 24.
α* is obtained. From now on, armature current control is performed in the same manner as in the device shown in FIG. 1 already described. The speed command v* and acceleration α in the deceleration process are shown in FIG. 8 with position x as the horizontal axis. When the stop position is reached, both velocity v and acceleration α become zero,
It is possible to prevent unnecessary movement from occurring at the stop position. Furthermore, if the gain of the amplifier is selected to an appropriate value, sudden changes in acceleration can be prevented, and the ride comfort of the vehicle will not be impaired. The control device shown in FIG. 7 described above has a fixed position stopping function added to the conventional speed control. The basic idea of this embodiment is that once the position control area is entered, the velocity, acceleration, and rate of change (jerk) are calculated for each checkpoint, the stop position is predicted, and the deviation from the target position is determined. The purpose is to find the jerk and acceleration that will correct the deviation, and add them to the acceleration necessary to correct the speed deviation to determine the thrust command for the linear motor. Therefore, when entering the position control mode, position-velocity management is performed accurately, and it is possible to accurately stop the vehicle at the target position without impairing riding comfort. In the above-described embodiment, the calculation process is executed for each pole pitch lp, but this can be changed as appropriate in consideration of the calculation speed. Effects of the Invention The speed controller according to the present invention makes the driver's empirical rules into rules, just as if the driver were driving while judging the position and location of the vehicle on the vehicle. is “time-
In other cases, the vehicle is controlled to maintain a given position and speed based on "position-velocity". Information from the central control center or a control center adjacent to it is generally provided intermittently with position, speed, and time, but the substation that receives it provides continuous "position-velocity" or "position-velocity" information. Since a "speed-time" pattern is created as needed, vehicle driving management can be performed accurately. Therefore, acceleration of the vehicle, deceleration control when passing through a tunnel, etc., and fixed point stopping control can be achieved while maintaining good ride comfort as if the vehicle were being driven by a skilled driver. Furthermore, according to the fixed position stop control of the present invention,
Once we enter the area of position control, we calculate the velocity, acceleration, and jerk for each checkpoint, predict the stopping position, find the deviation from the target position, and find the jerk and acceleration that will correct that deviation. By adding the acceleration required to correct the speed deviation and determining the thrust command for the linear motor, position-velocity management is performed accurately after entering position control mode, and the motor is accurately stopped at the target position. be able to.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of a control device for a linear motor-driven electric vehicle constructed according to an embodiment of the present invention.

FIG. 2 is a graph for explaining the principle of fuzzy inference in the speed control device of FIG. 1;

FIG. 3 is a graph for explaining the relationship between the actual speed of a vehicle, a speed command, and a speed deviation.

FIG. 4 is a graph for explaining vehicle acceleration.

FIG. 5 is a chart for explaining fuzzy inference rules during steady running in the speed control device of FIG. 1;

FIG. 6 is a chart for explaining fuzzy inference rules during acceleration and low-speed running in the speed control device of FIG. 1;

FIG. 7 is a block diagram of a control device for a linear motor-driven electric vehicle constructed in accordance with another embodiment of the present invention.

FIG. 8 is a graph for explaining the operation of the device in FIG. 7.

FIG. 9 is a system diagram showing a known power system for a linear motor-driven electric vehicle.

FIG. 10 is a diagram showing details of the cross guiding line in FIG. 9;

FIG. 11 is a diagram for explaining the principle of detecting cross guiding lines.

FIG. 12 is a block diagram showing a configuration example of a conventional control device for a linear motor-driven electric vehicle.

[Explanation of symbols]

1 Vehicle 2 Linear motor armature 3 Cross guiding wires 51, 52 Power converter 6 Receivers 12, 17, 23 Speed controller 13 Limiter 14 Current amplifier 15 representing the power converter 15 Block 16 representing the linear motor and vehicle
Running resistance calculation blocks 18, 22 Integrator 19 Acceleration and jerk calculation unit 20 Position deviation amount calculation unit

Claims (2)

[Claims] Claim 1: A linear motor for driving a vehicle consisting of an armature buried in the ground along a track and a magnet or a secondary conductor provided on the vehicle, and a linear motor provided on the ground to supply current to the armature. a power converter that detects the location and speed of the vehicle, a detection means that detects the position and speed of the vehicle, and receives commands from the control center for the time and speed of passing at a designated location, and creates a speed-time pattern based on the commands. and comparing the position and velocity signals detected by the detection means with the velocity-time pattern, and applying rules based on fuzzy inference techniques while monitoring the position, passing velocity, and acceleration at that point. a control device for a linear motor-driven electric vehicle, comprising means for calculating a thrust command using a power converter and controlling a current of the armature through the power converter. 2. A linear motor for driving a vehicle comprising an armature buried in the ground along a track and a magnet or a secondary conductor provided on the vehicle, and a linear motor provided on the ground to supply current to the armature. a power converter that detects the location and speed of the vehicle, a detection means that detects the position and speed of the vehicle, and receives commands from the control center for the time and speed of passing at a designated location, and creates a speed-time pattern based on the commands. and prediction means for calculating the acceleration and its rate of change from the vehicle speed detected by the detection means at each predetermined checkpoint after a predetermined stop control mode start point to predict the stop position; a correction means for correcting the rate of change of the acceleration and the acceleration command according to a deviation between the target stop position and the stop position predicted by the prediction means; and an acceleration thrust command based on the acceleration command corrected by the correction means. A control device for a linear motor-driven electric vehicle, comprising means for calculating and controlling the current of the armature through the power converter.