Control device for in-wheel motor vehicle

Abstract

The present invention relates to a control device for a in-wheel motor vehicle, the in-wheel motor vehicle comprising: a motor disposed within a wheel; at least one sensor disposed within a housing that houses the motor; a power source provided on a vehicle body and a power storage device that stores electric power; a controller provided on the vehicle body and controlling the motor; a power cable connecting the motor to the power source and the power storage device; and a sensor cable connecting the sensor to the controller, wherein the controller is configured to perform a disconnection control of discharging the electric power stored in the power storage device to another device when a disconnection occurs in the sensor cable.

Description

Technical Field

[0001] The present invention relates to a control device for an in-wheel motor vehicle having an electric motor in a wheel of a front wheel or a rear wheel. Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2019-33568 discloses a control device that detects a case where a connector on the motor side as a driving force source and a connector on the power supply side are not connected or a power cable connecting the motor and the power supply is in a broken state when the main switch of a vehicle is turned on. This control device switches a prescribed relay switch provided in a power control unit (PCU) that controls the power supplied to the motor to the on state, causing a smoothing capacitor to rise to a relatively low prescribed voltage. Then, the power supply and the smoothing capacitor are brought into a non-powered state, and a switching element is controlled so that the smoothing capacitor and the motor are in a powered state. And when the current supplied to the motor at the time when control is performed in such a manner that the smoothing capacitor and the motor are in a powered state does not become a prescribed current, the control device is configured to determine that the above-mentioned connector is not connected or the power cable is in a broken state. Summary of the Invention

[0003] The control device described in Japanese Unexamined Patent Application Publication No. 2019-33568 charges the smoothing capacitor to a relatively low voltage, and then brings the power supply and the smoothing capacitor into a non-powered state and supplies power from the smoothing capacitor to the motor. Thus, even when the connector is not connected or the power cable is in a broken state, the power output to the power cable is small, and thereby, large power leakage to the outside can be suppressed. However, the control device described in Japanese Unexamined Patent Application Publication No. 2019-33568 detects a case where the connector is loose or the power cable is in a broken state when the main switch is turned on, and assumes a state where the smoothing capacitor is not charged at the start of control. Therefore, it is impossible to determine whether the connector is loose or the power cable is broken while the vehicle is running.

[0004] The present invention has been completed in view of the above technical problems, and an object thereof is to provide a control device for an in-wheel motor vehicle that can quickly execute disconnection control in the case where a power cable connecting a power supply and a motor is in a broken state.

[0005] In order to achieve the above object, the present invention is a control device for an in-wheel motor vehicle, the in-wheel motor vehicle comprising: an electric motor disposed within a wheel; at least one sensor disposed within a housing that houses the electric motor; a power source provided on a vehicle body and a power storage device that stores electric power; a controller provided on the vehicle body and controlling the electric motor; a power cable connecting the electric motor and the power source and the power storage device; and a sensor cable connecting the sensor and the controller. The control device for the in-wheel motor vehicle is characterized in that the controller is configured to perform a disconnection control of discharging the electric power stored in the power storage device to another device when a disconnection occurs in the sensor cable.

[0006] Further, in the present invention, the sensor may include a first sensor and a second sensor, and the sensor cable may include a first sensor cable connecting the first sensor and the controller and a second sensor cable connecting the second sensor and the controller.

[0007] Further, in the present invention, the controller may be configured to perform the disconnection control when a disconnection occurs in the first sensor cable and the second sensor cable.

[0008] Further, the controller may be configured to perform the disconnection control when a disconnection occurs in the other sensor cable within a predetermined period after a disconnection occurs in one of the first sensor cable and the second sensor cable.

[0009] Further, in the present invention, the first sensor may include a temperature sensor that detects the temperature of the electric motor, and the second sensor may include a rotational speed sensor that detects the rotational speed of the electric motor.

[0010] Further, in the present invention, the power cable may be configured to have a higher strength than the sensor cable.

[0011] Further, in the present invention, a first connection portion connecting the sensor cable and the controller, a second connection portion connecting the sensor cable and the sensor, a third connection portion connecting the power cable and the vehicle body, and a fourth connection portion connecting the power cable and the electric motor may be provided, and it is configured that the difference between the distance when the third connection portion and the fourth connection portion are farthest apart as the position of the wheel relative to the vehicle body changes and the length of the power cable is longer than the difference between the distance when the first connection portion and the second connection portion are farthest apart as the position of the wheel relative to the vehicle body changes and the length of the sensor cable.

[0012] Further, in the present invention, it may be that a power control unit for controlling the power supplied from the power source to the electric motor is provided between the power source and the power cable. The power control unit has the power storage device and a relay switch that selectively cuts off the power transfer between the power source and the power storage device. The disconnection control is configured to cut off the power transfer between the power source and the power storage device using the relay switch and discharge the power stored in the power storage device to the other device.

[0013] Further, in the present invention, it may be that the in-wheel motor vehicle further includes other wheels different from the wheels and other electric motors provided on the other wheels, and the other device includes the other electric motors.

[0014] Moreover, in the present invention, it may be that the other electric motors include synchronous motors, and the disconnection control is configured to control the output torque of the other electric motors to 0 by energizing the d-axis current to the other electric motors and discharge the power of the power storage device.

[0015] According to the present invention, by determining that the power cable has broken when the sensor cable has broken and executing the disconnection control, it is possible to determine that the power cable has broken earlier than in the case of determining the breakage of the power cable based on the output voltage of the power source and the current value supplied to the electric motor. As a result, it is possible to quickly execute the disconnection control for discharging the power stored in the power storage device to the other device, and thus it is possible to suppress the leakage of power from the power cable to the outside. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The features, advantages, and technical and industrial significance of typical embodiments of the present invention will be described below with reference to the accompanying drawings, in which the same reference numerals denote the same elements, wherein:

[0017] Figure 1 is a schematic diagram for explaining an example of an in-wheel motor vehicle in an embodiment of the present invention.

[0018] Figure 2 is a flowchart for explaining an example of the control executed by the control device of the present invention.

[0019] Figure 3 is a flowchart for explaining another example of the control executed by the control device of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0020] The schematic diagram for explaining an example of an in-wheel motor vehicle in an embodiment of the present invention is shown in Figure 1 in. In Figure 1Figure 1 schematically shows an in-wheel motor (hereinafter simply referred to as a motor) 1 provided on the right front wheel, a support structure of the motor 1, and a device for supplying power to the motor 1. It should be noted that the left front wheel, the right rear wheel, and the left rear wheel can be configured in the same manner.

[0021] Figure 1 The illustrated motor 1 is held in a manner that it can move up and down relative to the vehicle body 2. Specifically, similar to a conventionally known wheel, a knuckle 4 is connected to a suspension 3, and a part of a housing 5 of the motor 1 is connected to the knuckle 4.

[0022] In addition, an end portion of a tie rod (or a knuckle arm) 6 that moves in the vehicle width direction according to the steering amount of a steering wheel is connected to the housing 5 of the motor 1 in a manner that it swings about the central axis of the suspension 3 according to the steering angle of the steering wheel (not shown). That is, the motor 1 is held on the vehicle body 2 by the suspension 3 and the tie rod 6. It should be noted that the motor 1 in the embodiment of the present invention is not limited to being supported on the vehicle body 2 by the suspension 3 and the tie rod 6, and may also be supported by a lower arm, an upper arm, etc. In addition, the motor 1 is not limited to being provided on the front wheels, and may also be provided on the rear wheels. In this case, the tie rod 6 may not be connected.

[0023] Figure 1 The illustrated motor 1 is configured in the same manner as a conventionally known motor provided as a driving force source for an electric vehicle, a hybrid vehicle, etc. That is, it can output a driving torque corresponding to the supplied power, and has a function as a generator that outputs a braking torque by reducing the rotational speed of a driving wheel (wheel) and converts the kinetic energy of the driving wheel into electric energy. Specifically, it is composed of a conventionally known AC motor such as a permanent magnet type synchronous motor or an induction motor.

[0024] Figure 1 The illustrated motor 1 is composed of a three-phase AC permanent magnet type synchronous motor, and includes an annular rotor 8 that is integrated with an output shaft 7 by spline engagement or the like, and an annular stator 9 that is formed with a predetermined gap on the outer peripheral side of the rotor 8 and fixed to the housing 5.

[0025] The rotor 8 is formed by laminating annular steel plates, and unillustrated permanent magnets having a predetermined length in the axial direction are embedded on the outer peripheral side of the rotor 8. The stator 9 is also formed by laminating annular steel plates, and a plurality of stator teeth protruding toward the inner peripheral side of the stator 9 are formed at predetermined intervals in the circumferential direction. And coils 10 are wound around each stator tooth.

[0026] The output shaft 7 of the electric motor 1 is rotatably held in the housing 5 by means of a ball bearing or the like, and a flange member 11 is connected to the front end thereof in a manner capable of integral rotation. Further, a bottomed cylindrical wheel 12 is fixed to the flange member 11 by bolts or the like (not shown). It should be noted that at least a part of the housing 5 of the electric motor 1 is accommodated inside the wheel 12.

[0027] A temperature sensor 13 for detecting the temperature of the stator 9 and a rotational speed sensor 14 such as a resolver for detecting the rotational speed of the electric motor 1 are provided in the housing 5 described above. These sensors 13 and 14 are connected to an electronic control unit (hereinafter referred to as ECU) 15 provided in the vehicle body 2 via a first sensor cable 16a and a second sensor cable 16b. The structures and functions of the first sensor cable 16a and the second sensor cable 16b are the same. Therefore, in the following description, the first sensor cable 16a connecting the temperature sensor 13 and the ECU 15 and the second sensor cable 16b connecting the rotational speed sensor 14 and the ECU 15 may be collectively referred to as the sensor cable 16 without distinction. It should be noted that an ammeter for detecting the current flowing in each of the U-phase, V-phase, and W-phase is provided in the electric motor 1, and this ammeter is also connected to the ECU 15.

[0028] A power source (BATT) 17 for supplying power to the electric motor 1 configured as described above and a power control unit (hereinafter referred to as PCU) 18 for controlling the power supplied from the power source 17 to the electric motor 1 (more specifically, the coil 10) are provided in the vehicle body 2.

[0029] The power source 17 is the same as the power sources provided in conventional electric vehicles and hybrid vehicles, and is composed of a secondary battery such as a lithium-ion battery or a nickel-metal hydride battery. The PCU 18 is composed of an unillustrated smoothing capacitor for storing power to smooth the output voltage of the power source 17, a relay switch capable of selectively cutting off the power transfer between the power source 17 and the smoothing capacitor, an unillustrated converter for converting the DC voltage output from the power source 17 into an AC voltage, and the like. This smoothing capacitor is an example of the "power storage device" in the present invention. It should be noted that an unillustrated voltmeter for detecting the output voltage of the smoothing capacitor is provided in the PCU 18, and this voltmeter is connected to the ECU 15.

[0030] A power cable 19 for transferring power to and from the coil 10 is connected to the PCU 18. It should be noted that as described above, Figure 1 the illustrated electric motor 1 is a three-phase AC motor, so the three power cables 19 are connected to the PCU 18 in a manner corresponding to each phase. In addition, these power cables 19 are configured not to be bundled together and can be bent independently.

[0031] In addition, an ECU 15 to which the above-described various sensors 13 and 14 are connected is provided on the vehicle body 2. The ECU 15 is an example of the "controller" in the present invention and is mainly composed of a microcomputer. In the ECU 15, various sensors (not shown) provided on the vehicle are also connected in addition to the above-described various sensors 13 and 14, and signals for controlling the motor 1 and the like are output based on signals detected by these sensors, arithmetic expressions or maps stored in advance. Specifically, for example, a required driving force is obtained based on the accelerator operation amount of the driver and the vehicle speed, and a motor torque for outputting the obtained required driving force is obtained. Then, a switching signal corresponding to the obtained motor torque is output to a switching element (not shown) of the converter provided in the PCU 18.

[0032] It should be noted that the above-described ECU 15 and PCU 18 are configured to also control the power supplied to other in-wheel motors (hereinafter referred to as other motors) not shown. That is, it is configured such that, for example, power is supplied to other motors in a state where the supply of power to the motor 1 is stopped, and the power supplied to the motor 1 and other motors is made different, and the power supplied to each motor can be appropriately controlled.

[0033] As described above, Figure 1 since the illustrated motor 1 is supported by the suspension 3, for example, the motor 1 moves up and down relative to the vehicle body 2 when driving on a rough road or the like. Therefore, the shortest distance between the portion (first connection portion) 20 where the sensor cable 16 is connected to the ECU 15 and the portion (second connection portion) 21 where the sensor cable 16 is connected to the motor 1, and the shortest distance between the portion (third connection portion) 22 where the power cable 19 is connected to the PCU 18 and the portion (fourth connection portion) 23 where the power cable 19 is connected to the motor 1 change according to the up and down movement of the motor 1.

[0034] In addition, Figure 1 the illustrated motor 1 is provided on the steering wheel. Therefore, the shortest distance between the first connection portion 20 and the second connection portion 21, and the shortest distance between the third connection portion 22 and the fourth connection portion 23 change according to the steering angle of the motor 1 relative to the vehicle body 2.

[0035] Therefore, the sensor cable 16 is formed to be longer than the distance when the first connection portion 20 and the second connection portion 21 are farthest apart due to the motor 1 rising or falling relative to the vehicle body 2 within a predetermined range and turning relative to the vehicle body 2. Similarly, the power cable 19 is formed to be longer than the distance when the first connection portion 20 and the second connection portion 21 are farthest apart due to the motor 1 rising or falling relative to the vehicle body 2 within a predetermined range and turning relative to the vehicle body 2.

[0036] In addition, since the power cable 19 is energized with a larger amount of power than the sensor cable 16, it is formed thicker than the sensor cable 16. Therefore, the strength of the power cable 19 is higher than that of the sensor cable 16.

[0037] Moreover, as described above, since the power cable 19 is thicker than the sensor cable 16, the bending rigidity of the power cable 19 is also higher than that of the sensor cable 16. Thus, the power cable 19 is less likely to be bent than the sensor cable 16.

[0038] Therefore, the slack length of the power cable 19 is formed longer than the slack length of the sensor cable 16. Specifically, the power cable 19 is formed such that the difference between the distance when the third connection portion 22 and the fourth connection portion 23 are farthest apart due to the motor 1 rising or falling relative to the vehicle body 2 and turning relative to the vehicle body 2 and the length of the power cable 19 is longer than the difference between the distance when the first connection portion 20 and the second connection portion 21 are farthest apart due to the motor 1 rising or falling relative to the vehicle body 2 and turning relative to the vehicle body 2 and the length of the sensor cable 16.

[0039] Since, as described above, a relatively high power is supplied to the power cable 19, for example, in the case where the power cable 19 is disconnected due to a vehicle collision or the like, it is preferable to quickly switch to control (hereinafter referred to as disconnection control) for reducing the power output from the PCU 18 to the power cable 19. More specifically, it is preferable to switch the relay switch to the off state to electrically disconnect between the power supply 17 and the PCU 18, and supply the power stored in the smoothing capacitor to other motors to reduce the stored power of the smoothing capacitor.

[0040] On the other hand, in the case where the correlation between the signal input from the voltmeter to the ECU 15 and the signal input from the ammeter to the ECU 15 does not become the intended correlation, it can be determined that the power cable 19 is disconnected. However, the above-mentioned correlation varies due to various factors such as the measurement errors of the voltmeter and the ammeter, the magnetic force of the permanent magnet corresponding to the temperature of the motor 1, or the secular deterioration and individual differences of the motor 1. Therefore, in order to avoid misjudging that the power cable 19 is disconnected due to such factors, it is impossible to determine that the power cable 19 is disconnected until the correlation between the voltmeter and the ammeter changes to a certain extent. In contrast, the disconnection of the sensor cable 16 is configured to be instantaneously determinable based on regulations.

[0041] Therefore, the control device in the embodiment of the present invention is configured to switch to disconnection control in the case where the sensor cable 16 is disconnected. Figure 2 It is a flowchart for explaining an example of its control. In Figure 2In the example shown, first, it is determined whether the first sensor cable 16a connecting the temperature sensor 13 and the ECU 15 is in a broken state (step S1). This step S1 only needs to determine the breakage of the first sensor cable 16a based on regulations. That is, in the case where the flag for determining the breakage of the first sensor cable 16a is activated, it is affirmatively determined in step S1.

[0042] In the case where it is affirmatively determined in step S1 because the first sensor cable 16a is in a broken state, it is determined whether the second sensor cable 16b connecting the rotational speed sensor 14 and the ECU 15 is in a broken state (step S2). This step S2, similar to step S1, only needs to determine the breakage of the second sensor cable 16b based on regulations. That is, in the case where the flag for determining the breakage of the second sensor cable 16b is activated, it is affirmatively determined in step S2.

[0043] As described above, the power cable 19 is stronger and has a longer slack length than the sensor cable 16, so it is less likely to break compared to the sensor cable 16. Therefore, in the case where it is negatively determined in step S1 or step S2 because neither the first sensor cable 16a nor the second sensor cable 16b is broken, it can be determined that the load at the level where the power cable 19 breaks or the distance between the motor 1 and the vehicle body 2 has not separated to the extent that the power cable 19 breaks. That is, it can be determined that the power cable 19 is not broken. Thus, in the case where it is negatively determined in step S1 or step S2, the disconnection control is not executed, and this routine is directly terminated temporarily.

[0044] On the contrary, in the case where it is affirmatively determined in step S1 and step S2 because the first sensor cable 16a and the second sensor cable 16b are in a broken state, the possibility that the motor 1 has fallen off the vehicle body 2 is high. That is, the possibility that the power cable 19 is also in a broken state is high. Thus, in Figure 2 In the control example shown, it is regarded that the power cable 19 is in a broken state, and the disconnection control is executed (step S3), and this routine is terminated temporarily. That is, the power supply 17 and the PCU 18 are disconnected by opening the relay switch, and the power stored in the smoothing capacitor is supplied to other motors (discharged) to reduce this power. It should be noted that when supplying power from the smoothing capacitor to other motors, it is preferable to avoid the output torque from other motors due to the supplied power (that is, to control the output torque to 0). For example, the power is supplied to the phase (d-axis) corresponding to the rotation angle of the other motor to which the power is supplied.

[0045] By performing disconnection control by determining that the power cable 19 is disconnected when a disconnection occurs in the first sensor cable 16a and the second sensor cable 16b as described above, it is possible to determine that the power cable 19 is disconnected earlier than in the case of determining the disconnection of the power cable 19 based on the output voltage of the PCU 18 and the current value supplied to the motor 1. As a result, the power supplied to the power cable 19 can be rapidly decreased.

[0046] It should be noted that in the above control example, it is configured to perform disconnection control by determining that the power cable 19 is disconnected when a disconnection occurs in the two sensor cables 16a and 16b, but it may also be configured to perform disconnection control when a disconnection occurs in at least one of the sensor cables 16a and 16b. Further, for example, when oil for cooling the motor 1 or lubricating the sliding part is enclosed in the housing 5, a sensor for detecting the temperature of the oil is provided, and disconnection control is performed when a disconnection occurs in this sensor. The sensor cables for determining the disconnection of the power cable 19 are not limited to the above-described first sensor cable 16a and second sensor cable 16b. Moreover, when three or more sensor cables are provided, such as a sensor for detecting the temperature of the above-described oil in addition to the first sensor cable 16a and the second sensor cable 16b, it may be configured to perform disconnection control by determining that the power cable 19 is in a disconnected state when three or more sensor cables are disconnected.

[0047] On the other hand, when each of the sensor cables 16a and 16b is disconnected, such as when the first sensor cable 16a is disconnected and the second sensor cable 16b is disconnected after a predetermined time has elapsed since the disconnection of the first sensor cable 16a, there is a possibility that the power cable 19 is not disconnected. If disconnection control is performed in such a case, power cannot be output to other motors, and thus the vehicle cannot be driven.

[0048] Therefore, in Figure 3 the control example shown, it is configured to perform disconnection control by determining that the power cable 19 is disconnected when the first sensor cable 16a and the second sensor cable 16b are disconnected substantially simultaneously. Therefore, in Figure 3 the control example shown, first, it is determined whether any one of the sensor cables 16a (16b) of the first sensor cable 16a and the second sensor cable 16b is disconnected (step S11). This step S11 can be determined in the same manner as steps S1 and S2 in Figure 2 the control example shown.

[0049] In the case where it is affirmatively determined in step S11 that the sensor cable 16a (16b) of one party is broken, the timer starts counting (step S12). Then, it is determined whether or not a predetermined specified time has elapsed since the affirmative determination in step S11 (step S13). The specified time in step S13 can be determined as the time required from the breakage of the sensor cable 16a (16b) of one party to the breakage of the sensor cable 16b (16a) of the other party in the case of a vehicle collision and wheel detachment.

[0050] Therefore, in the case where it is affirmatively determined in step S13 that the specified time has not elapsed since the affirmative determination in step S11, it is determined whether or not the sensor cable 16b (16a) of the other party is broken (step S14). This step S14 can be determined in the same manner as steps S1 and S2 in the control example Figure 2 shown.

[0051] In the case where it is affirmatively determined in step S14 that the sensor cable 16b (16a) of the other party is broken, that is, in the case where the first sensor cable 16a and the second sensor cable 16b are broken during the specified time, there is a high possibility that the power cable 19 is in a broken state due to wheel detachment or the like. Thus, in Figure 3 the control example shown, in the case where it is affirmatively determined in step S14, it is determined that the power cable 19 is in a broken state and the breakage control is executed (step S15), and this routine is temporarily ended.

[0052] On the other hand, in the case where it is negatively determined in step S11 that each of the sensor cables 16a and 16b is not broken, or in the case where it is negatively determined in step S13 that the specified time has elapsed since the breakage of the sensor cable 16a (16b) of one party, this routine is directly and temporarily ended. In addition, in the case where the elapsed time since the breakage of the sensor cable 16a (16b) of one party is less than the specified time and the sensor cable 16b (16a) of the other party is not broken, the process returns to step S13. That is, steps S13 and S14 are repeatedly executed until the specified time elapses or until the sensor cable 16b (16a) of the other party is broken.

[0053] By performing disconnection control by determining that the power cable 19 has broken only when the sensor cable 16a (16b) on one side and the sensor cable 16b (16a) on the other side have broken within a specified time as described above, it is possible to suppress misjudgment of the disconnection of the power cable 19. As a result, when each of the sensor cables 16a and 16b has broken and the power cable 19 has not broken, for example, it is possible to supply power to other motors and perform a limp home drive. Even in such a case, since the power cable 19 has not broken, it is possible to suppress large amounts of power from leaking to the outside.

[0054] Note that when only the first sensor cable 16a has broken, although the temperature of the motor 1 cannot be detected, the output of the motor 1 can be restricted and the vehicle can still move. Additionally, when only the second sensor cable 16b has broken, although the rotational speed of the motor 1 cannot be detected, the vehicle can still move using other motors.

[0055] Note that the in-wheel motor vehicle in the embodiment of the present invention may also be a vehicle having in-wheel motors in all wheels, or a vehicle having in-wheel motors in either a pair of front wheels or a pair of rear wheels and configured to drive the other wheels using other power sources provided on the vehicle body. Additionally, a reduction mechanism or the like may be provided on the output shaft of the in-wheel motor, and other mechanisms may be provided between the in-wheel motor and the wheels.

Claims

1. A control device for an in-wheel motor vehicle, the in-wheel motor vehicle comprising: an electric motor disposed within a wheel; at least one sensor disposed within a housing that houses the electric motor; a power source disposed on the vehicle body and a power storage device that stores electric power; a controller disposed on the vehicle body and controlling the electric motor; a power cable connecting the electric motor to the power source and the power storage device; and a sensor cable connecting the sensor to the controller, the control device for the in-wheel motor vehicle being characterized in that, the controller is configured to perform disconnection control of discharging the electric power stored in the power storage device to other devices when a disconnection occurs in the sensor cable, the sensor includes a first sensor and a second sensor, the sensor cable includes a first sensor cable connecting the first sensor to the controller and a second sensor cable connecting the second sensor to the controller, the first sensor includes a temperature sensor that detects the temperature of the electric motor, the second sensor includes a rotational speed sensor that detects the rotational speed of the electric motor, the power storage device is a smoothing capacitor, the in-wheel motor vehicle further includes other wheels different from the wheel and other electric motors disposed on the other wheels, the other devices include the other electric motors.

2. The control device for an in-wheel motor vehicle according to claim 1, wherein, the controller is configured to perform the disconnection control when a disconnection occurs in the first sensor cable and the second sensor cable.

3. The control device for an in-wheel motor vehicle according to claim 1, wherein, the controller is configured to perform the disconnection control when a disconnection occurs in the other sensor cable within a predetermined period of time after a disconnection occurs in one of the first sensor cable and the second sensor cable.

4. The control device for an in-wheel motor vehicle according to any one of claims 1 to 3, wherein, the power cable is configured to have a higher strength than the sensor cable.

5. The control device for an in-wheel motor vehicle according to any one of claims 1 to 3, wherein, it includes a first connection portion connecting the sensor cable to the controller, a second connection portion connecting the sensor cable to the sensor, a third connection portion connecting the power cable to the vehicle body, and a fourth connection portion connecting the power cable to the electric motor, and is configured such that the difference between the distance when the third connection portion and the fourth connection portion are farthest apart and the length of the power cable as the position of the wheel relative to the vehicle body changes is longer than the difference between the distance when the first connection portion and the second connection portion are farthest apart and the length of the sensor cable as the position of the wheel relative to the vehicle body changes.

6. The control device for an in-wheel motor vehicle according to any one of claims 1 to 3, wherein, A power control unit for controlling the power supplied from the power source to the electric motor is provided between the power source and the power cable. The power control unit includes the power storage device and a relay switch that selectively cuts off the power transfer between the power source and the power storage device. The disconnection control is configured to cut off the power transfer between the power source and the power storage device using the relay switch and discharge the power stored in the power storage device to the other device.

7. The control device for an in-wheel motor vehicle according to claim 1, wherein the other electric motor includes a synchronous motor, the disconnection control is configured to control the output torque of the other electric motor to 0 by applying d-axis current to the other electric motor and discharge the power of the power storage device.

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