JPH04150701A - Controller for electric automobile - Google Patents

Abstract

PURPOSE:To enhance safety by constituting a controller, for feeding power to a plurality of motors for driving the tires of an automobile individually, of three or more microprocessors, mutually monitoring the operating condition thereof, and stopping the automobile upon occurrence of abnormality. CONSTITUTION:A controller 6 commands an inverter 4 to subject the output of a battery 5 to VVVF conversion and drives left and right motors 3a, 3b individually thus rotating left and right wheels 1a, 1b. The controller 6 receives various signals required for operation and comprises a vehicle microprocessor CPU8, CPUs 9a, 9b for left and right motors and a failsafe circuit 10, and the controller 6 outputs operation results to control the inverter 4. The CPUs 8, 9a, 9b mutually monitor runaway where the failsafe circuit 10 outputs an operation command if two or more CPUs are normal whereas outputs a stop signal if only one CPU is normal. According to the constitution, highly safe running is realized.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to an electric vehicle control device that controls acceleration, deceleration, turning, and other movements of an electric vehicle, and in particular, the present invention is an electric vehicle control device that controls motions such as acceleration, deceleration, and turning of an electric vehicle. This invention relates to an electric vehicle control device that can stop the vehicle.

[Conventional technology]

In general, electric vehicles driven by a motor emit less exhaust gas such as nitrogen oxides than gasoline vehicles driven by gasoline, and are an important device for preserving the global environment.

Conventionally, as an electric vehicle control device, Japanese Patent Application Laid-Open No. 59-10
102 and JP-A-62-138002, a driving method is known in which left and right tires are independently driven by a plurality of motors. Compared to the method of driving left and right tires with one motor, this method has superior motion control performance in one direction, and is characterized by the ability to easily turn in the direction indicated by the steering wheel.

[Problem to be solved by the invention]

However, the above-mentioned conventional technology is designed to improve the driving performance of an electric vehicle, but does not take into account ensuring reliability against abnormalities in the control device. Therefore, when a failure occurs, there is a possibility that the vehicle will move in a direction different from the driver's intention, which is problematic.

Therefore, an object of the present invention is to prevent the motor driven by the microprocessor from accelerating or decelerating abnormally when the microprocessor used in the control device goes out of control, and to safely stop the motor.
The goal is to provide a control system that can Another objective is to provide an electric vehicle that can run safely at low speeds when multiple microprocessors are operating normally.

[Means to solve the problem]

The above objective is to provide an electric vehicle control device that independently drives two or more tires with a plurality of motors, by configuring the control device using three or more microprocessors and mutually monitoring the runaway state of the control device. achieved. In addition, in order to achieve the purpose of the above values, after confirming that multiple microprocessors can operate normally when the car is stopped and determining that the car is ready to drive, only the normal microprocessors can be used. It is designed to drive a motor.

[Effect]

First, the control means is composed of a vehicle microprocessor that controls the motion of the vehicle, and left and right motor microprocessors that control the respective speeds of a plurality of motors. Normally, the vehicle microprocessor inputs the amount of depression of the accelerator and brake pedals operated by the driver, the steering angle of the steering wheel, etc., and calculates the vehicle speed command from the amount of depression of the accelerator and brake pedals. Further, the speed commands for the left and right motors are calculated by correcting the speed commands of the vehicle according to the steering angle of the steering wheel, and the speed commands are output to each of the left and right motor microprocessors.

In response to this speed command, each motor microprocessor feeds back the speed of each motor to perform speed control. Furthermore, current control is performed to control each current based on the current command obtained from speed control, and a voltage command is given. Control pulses are output from the control means to the power conversion means so as to obtain this voltage command. Each power conversion means generates an output voltage to be supplied to the motor using control pulses. As a result, each motor drives the left and right tires. Through the above-described operations, the car can run according to the driver's intention.

Here, in order to indicate to other microprocessors that each microprocessor used as the control means is operating normally, it outputs a watchdog signal whose signal level is inverted at regular intervals. Additionally, each microprocessor constantly monitors these signals to see if they are inverted within a predetermined time. If it is confirmed that the microprocessor is reversed, it is assumed that the microprocessor that has been confirmed is normal, and an operation confirmation signal indicating that the microprocessor that has been confirmed is normal is output. Furthermore, if the watchdog signal is not inverted for a predetermined period of time or longer, the operation confirmation signal is inverted and a message indicating that it is abnormal is output. These signals are input to other microprocessors and fail-safe circuits.

Each microprocessor performs control calculations while confirming that all microprocessors are normal. If any of them is abnormal, abnormality processing is performed so that it can be safely stopped depending on the processing content that the abnormal microprocessor is in charge of. Further, the fail-safe circuit stops the control pulse when a microprocessor with a plurality of microprocessors outputs an abnormality.

The system then notifies the driver that an abnormality has occurred and safely stops the vehicle.

In addition, after stopping, if it is confirmed that the abnormal microprocessor is the motor microprocessor and that the other microprocessors are normal, the speed limit can be set to a predetermined value and only the normal microprocessor can be used. to drive the motor. This allows the vehicle to travel at a speed that allows it to stop safely even in the event of an abnormality, so it can be quickly moved to a repair shop or the like.

〔Example〕

Hereinafter, embodiments of the present invention will be explained with reference to FIGS. 1 to 5. FIG. 1 shows an embodiment in which the front wheels of an electric vehicle are each independently driven by an induction motor.

A left front wheel 1a and a right front wheel 1b of the electric vehicle are connected to a left induction motor 3a and a right induction motor 3b via reduction gears 2a and 2b, respectively. These induction motors 3a
, 3b are supplied with AC power converted from DC power of a battery 5 by an inverter control device 4, thereby driving the respective induction motors 3a, 3b. The main control signals sent from the controller 6 to the inverter control device 4 are left and right current commands that instruct the magnitude and phase of the currents of the left and right motors.

There are also a left and right phase command, a left and right carrier wave command for controlling the carrier wave of the PWM signal, a start/stop signal for instructing to start and stop the PWM signal, and a contactor signal for switching the main circuit. The main signals sent from the inverter control device 4 to the controller 6 are the left and right average current flowing through the motor, the temperature of the power elements used in the inverter, and the left and right IGB.
The IGBT failure signal detects failure of the element based on the T temperature and the voltage relationship between the gate signal and collector emitter, and also notifies the controller that the overvoltage protection circuit that protects against overvoltage that occurs during regeneration has operated. This is an overvoltage protection signal. These are signals primarily for protection purposes. Further, the controller 6 inputs various signals for detecting the motion of the vehicle, performs vehicle control calculations, and calculates speed commands for the left and right induction motors so that the motion of the vehicle is as desired by the driver. Next, speed control calculations are performed to obtain these speed commands, and after calculating respective current command two-phase commands, these are output to the inverter control device 4. In addition, the breaker 7 indicates that there is an abnormality in the inverter control device 4 or the controller 6, and the battery 5
When it is necessary to cut off the FEB, it can be cut off by any of the FEB trip signals from each.

Now, we will discuss the configuration of the controller 6, which is a feature of the present invention.
I will explain 1. The controller 6 is a vehicle microprocessor 8. Left motor microprocessor 9a, right motor microprocessor 9b, fail-safe circuit 10. It is composed of an input circuit 11 and an output circuit 12. The vehicle microprocessor 8 controls the amount of acceleration and braking instructed by the driver.

Signals such as steering angle and signals related to vehicle motion of the automobile.

That is, each wheel speed, motor speed, and yaw rate.

Longitudinal acceleration, lateral acceleration, etc. are input from the input circuit 11,
It is used to calculate optimal speed commands ω-9ωR* for the left and right induction motors 3a and 3b, respectively. Further, the left motor microprocessor 9a and the right motor microprocessor 9b each receive a speed command ω obtained from the vehicle microprocessor 8.

Alternatively, the speed control calculation of the induction motors 3a and 3b is performed based on the ωR model, and the current command of the inverter is calculated. This result is output to the inverter control circuit 4 through the output circuit 12. Also, vehicle microprocessor 8. The left motor microprocessor 9a and the right motor microprocessor 9b each output signals to each other to monitor runaway of the microprocessors, and output a signal indicating that normal operation has been confirmed. As a result, the fail-safe circuit 10 has a circuit configuration that uses control signals from two or more normal microprocessors among the three microprocessors to output a start/stop signal and a contactor signal.

Next, FIG. 2 shows the vehicle microprocessor 8. of the controller 6. Left motor microprocessor 9a.

This is a control calculation performed by the right motor microprocessor 9b. Control by the vehicle microprocessor 8 includes a speed calculation unit 13 that calculates a speed command ω to control acceleration and deceleration in the longitudinal direction based on accelerator and brake operations, and a speed calculation unit 13 that calculates a speed command ω umbrella in order to control acceleration and deceleration in the longitudinal direction based on the operation of the accelerator and brake. The speed difference calculating section 14 calculates a speed difference command Δω in order to control the vehicle. First, in the speed calculation section 13, the acceleration command calculation section 15
The acceleration command is calculated based on the accelerator amount. Here, as the accelerator amount increases, the output acceleration command increases, and as the speed command increases, the acceleration command decreases. Further, the accelerator offset amount detection section 16
In this case, the offset amount is calculated from the accelerator switch signal that confirms that the pedal has been pressed and the amount of the accelerator. That is, by storing the accelerator amount when the accelerator switch signal is input, the offset amount is detected and outputted to the acceleration command calculating section 15 so that the acceleration command is not outputted with an accelerator amount less than that. Similarly, the deceleration command calculating section 17 calculates the magnitude of the deceleration command according to the amount of brake. The brake offset amount detection section 18 also calculates an offset amount from the brake switch signal and the brake amount in order to take into account play in the depression of the brake, and outputs it to the deceleration command calculation section 17. The acceleration/deceleration switching unit 19 determines whether to use either an acceleration command or a deceleration command as an acceleration command. That is, when there is a brake switch signal, the deceleration command is set as the acceleration command regardless of the magnitude of the acceleration command. Further, only when the brake switch signal is off and the accelerator switch signal is present, the acceleration command is set as the acceleration command. Thereby, priority is given to the deceleration command, and safety can be improved. Further, the speed command calculating section 20 increases or decreases the value of the current speed command ω in accordance with the acceleration command. Note that the maximum value of the speed command is forward.

It varies depending on when reversing or parking. Therefore, D indicating progress
When it is a range signal, it changes to the rated maximum speed, and when it is in R range, which indicates reverse, it changes to a negative value whose absolute value is lower than the rated maximum speed.
Set to 0 when in P range, which indicates parking. This is an advance on a regular gasoline car.

This is equivalent to changing gears for reversing and parking. The speed command is calculated using the method described above.

Next, the speed difference calculation section 14 will be explained. Wheel speed/difference is necessary when traveling around a curve, and is controlled as follows. First, the steering angle of the steering wheel and the average vehicle speed calculated by the vehicle speed calculation unit 22 are input to the yaw rate calculation unit 21,
The yaw rate command is calculated from these signals. In other words, when the steering angle is large and the vehicle speed is large, the yaw rate must also be large, so the yaw rate command is calculated to be large. Note that the vehicle speed calculation unit 22 calculates the left front axle speed, right front axle speed, and left rear wheel speed.

The right rear wheel speed is input and the average vehicle speed is calculated.

Next, the yaw rate command is compared with the actually measured yaw rate of the vehicle, and the yaw rate control calculation section 23 performs a proportional integral calculation based on the difference between the yaw rate command and the yaw rate. This calculation outputs an axle speed difference command. The wheel speed difference calculation section 24 inputs the left motor speed ωL and the right motor speed ωR, and calculates the speed difference therebetween. The calculated difference between the vehicle transport speed difference command and the vehicle transport speed difference is input to the wheel speed difference control section 25, and a speed difference command Δω is calculated by proportional integral calculation.

The left speed command ωLll is the speed difference command Δω from the speed command ω-.
It is obtained by subtracting the book. Also, the right speed command ω
Rg is calculated by adding the speed difference command Δω to the speed command ω-. These calculation results are input to the left motor microprocessor 9a and right motor microprocessor 9b, respectively.

The control calculations performed by the left motor microprocessor 9a and the right motor microprocessor 9b are based on an induction motor vector control system as shown in FIG. The calculations performed by the left motor microprocessor 9a will be explained. The speed control unit 26a performs speed control calculations based on the difference between the left speed command ω and the left motor speed ω, and outputs the torque command τ.
Calculate the sum. Furthermore, the weak excitation calculation unit 27a calculates a magnetic flux command φ umbrella in order to control the magnitude of the magnetic flux of the left induction motor 3a based on the left motor speed ωL. The excitation current command (2) is calculated based on this magnetic flux command (φ), and the excitation current calculation section 28a performs a first-order lag calculation in consideration of the circuit time constant of the induction motor to calculate the excitation current command knee. Since the torque τ of the induction motor is proportional to the value obtained by multiplying the excitation current by the torque current orthogonal to it, the torque current calculation unit 29
In a, the torque current command I is obtained by dividing the torque command τ by the excitation current command IM. Orthogonal torque current command 1. Since the vector sum of and the excitation current command IM becomes the primary current command, the left current command is determined by the current command calculation unit 30a, and the torque angle command ψ is determined by the torque angle calculation unit 31a, as shown in FIG. It can be calculated using arithmetic methods. In addition, the sliding speed calculation unit 32'a converts the sliding speed command ωS of the induction motor into the torque command τ- and the magnetic flux command φ.
It is calculated from −. Since the sliding speed command ωS is proportional to the torque command τ and inversely proportional to the square of the magnetic flux command φ,
This calculation is performed within the sliding speed calculation section 32a.

The rotational speed command ω1- of the excitation current is the sum of the left motor speed ωL and the vertical speed ωS, and by integrating the rotational speed command ω1* in the integrator 33a, the phase of the excitation current command knee, that is, is determined.

An excitation current phase command θLoI is obtained. By adding this excitation current phase command θLo* and the torque angle command ψL umbrella, the left phase command OL can be calculated. The left current command and the left phase command θ1, 1 obtained by the above method are the primary current command vector when viewed from the stationary coordinate system.

Further, in the carrier wave command calculation section 34a, the amplitude of the carrier wave is changed depending on the left motor speed ωL. The purpose of this is to increase the gain of the current control system by the amplitude of the carrier wave when the left motor speed ωL increases. Similar calculations are performed for the right motor microprocessor 9b. The above is the control method performed inside the controller 6.

Further, FIG. 3 shows details of the inside of the inverter control device 4. The left current command ILI and left phase command θ- calculated by the left motor microprocessor 9a are input to the alternating current command circuit 35a. This AC current command circuit 35a calculates a U-phase current command iυ and a V-phase current command iv* from the left current command - and the left phase command θL. Next, in the current control circuit 36a, the U-phase current command i
Feedback control calculation is performed using the U-fist phase current iυ to calculate the U-phase voltage command VUII. Similarly, ■
From phase current command iν and V-phase current iv to V-phase voltage command vv
Get an umbrella. Further, since the formula iu''+iv+i@*=Q iu+iv+i=0 holds true, the W-phase voltage command can be similarly obtained from the W-phase current command iw* and the W-phase current iw.

The PWM control circuit 37a generates PWM signals for each phase by matching these voltage commands with the left carrier wave command. These P-A signals are the gate driver 38
The inverter 39 is controlled through a. This inverter 39 drives the left induction motor 3a through a contactor 40. Note that the current detection circuit 41a detects the currents iu and iv flowing through the U phase and ■phase of the inverter, and also detects the left average current. This is input to the overcurrent protection circuit 42a, and when it is determined that there is an overcurrent,
It operates to stop the PWM control circuit 37a. Further, the IGBT failure circuit 43a detects failure from the signal of the gate driver 38a and the voltage between the terminals of the IGBT. Here, when it is determined that the IGBT has failed, a left IGBT failure signal is input to the PWM control circuit 37a, and the PWM signal is stopped. The right induction motor 3b is driven in the same manner, so the explanation will be omitted. Furthermore, overvoltage protection circuit 4
4 detects the input voltage of the inverter 39, and when it is determined that the voltage is overvoltage, it turns on the protection switch 45 to prevent the IGBT from being destroyed due to the overvoltage. Furthermore, the FFB drive circuit 4
6, an FFB trip signal is generated when a left IGBT failure signal and a right IGBT failure signal are generated.

Now, an abnormality detection method using mutual monitoring, which is a feature of this embodiment, will be explained using FIG. 4. Since the exchange of signals with the outside has been explained with reference to FIG. 1, internal signals will be explained here. Vehicle microprocessor8. The left motor microprocessor 8a and the right motor microprocessor 8b are configured to generate a vehicle watchdog pulse, a left watchdog pulse, and a right watchdog pulse, respectively, using software. These watchdog pulses are mutually input to the other two microprocessors. That is, a left watchdog pulse and a right watchdog pulse are input to the vehicle microprocessor 8, and it is checked whether these signals change at predetermined time intervals. If those signals are changing, the left motor microprocessor 8a and
It is determined that the right motor microprocessor 8b is operating normally. On the other hand, if the watchdog pulse does not change after a predetermined period of time has elapsed, it is determined that the left motor microprocessor 8a or right motor microprocessor 8b that generates the signal is abnormal. At that time, the vehicle microprocessor 8 generates a left microcomputer abnormality ■ signal or a right microcomputer abnormality V signal and inputs it to the failsafe circuit 10. Similarly, regarding the left motor microprocessor 8a and the right motor microprocessor 8b, abnormalities in other microprocessors are determined based on each watchdog pulse, and an abnormality in the right microprocessor, a vehicle microprocessor abnormality, and a left microprocessor abnormality R1 are determined.
Vehicle microcomputer abnormality R is output to the failsafe circuit 10. Note that the vehicle microcomputer abnormality signal and the vehicle microcomputer abnormality R signal are also output to other motor microprocessors, respectively. This is because if the vehicle microprocessor 8 fails, the accelerator and brake conditions will not be known, so the left and right motor microprocessors 9a, 9
It is necessary to gradually stop the motor while synchronizing the motor speed with only the left and right motor microprocessors 9a,
This is to ensure that all the terminals 9b notify that the vehicle microprocessor 8 has determined that there is an abnormality.

Further, the signal sent from the vehicle microprocessor 8 to the failsafe circuit 10 is the FFBV signal.

Abnormal temperature V signal, fail V signal, contactor RV.

There are LV and VV double signals. The FFBV signal is a signal generated when the vehicle microprocessor 8 determines that the breaker 7 should be turned off. The temperature abnormality V signal is a signal indicating that the temperature of the battery is abnormal. The fail V signal is output when it is determined that there is some kind of abnormality. Further, contactor RV, LV, and VV signals are signals that control the left, right, and center contactors. Fail-safe circuit 1 from left and right motor microprocessors 9a and 9b
Signals to 0 are the FFBL signal, temperature abnormality signal, fail signal, contactor LL, and VL signal.

FFBR signal, temperature abnormality R signal, fail R signal.

These are the contactor RR and VR signals, and the contents are almost the same as the above explanation. From the vehicle microprocessor 8 to the left and right motor microprocessors 9a.

In addition to the motor speed command, an inverter start signal is input to 9b. This occurs when the vehicle microprocessor 8 becomes controllable.

This signal causes the left and right motor microprocessors 9a to
, 9b respectively start control calculations and are inverter start signals.

An inverter activation R signal is output to the failsafe circuit 10. In addition, the left and right motor microprocessors 9a
, 9b are the respective induction motors.

If there is any abnormality with the inverter, for safety reasons,
In addition to decelerating the speed, a left deceleration command or a right deceleration command is output to the vehicle microprocessor 8. Upon receiving these signals, the vehicle microprocessor 8 tells the other motor microprocessor:
The motor speed command is decelerated to keep the left and right motor speeds within a predetermined value.

Next, the fail-safe circuit 10 will be explained using FIG. 5. The method for determining microprocessor abnormality, which is a feature of this circuit, will be explained. First, an abnormality in the left motor microprocessor 9a is considered only when the right microprocessor abnormality V signal from the vehicle microprocessor 8 and the right microprocessor abnormality R signal from the right motor microprocessor 9b are both in the on state. An abnormality is determined when both of the two microprocessors determine that the system is abnormal.

Similarly, the abnormality of the right motor microprocessor 9b and the vehicle microprocessor 8 is determined by the other two microprocessors. By doing this,
For example, even if the vehicle microprocessor 8 becomes abnormal and erroneously outputs the left microcomputer abnormality V signal, if the right motor microprocessor 9b turns off the left microcomputer abnormality R signal, the failsafe circuit 10 The left motor microprocessor 9a operates assuming that it is normal. Of course, in this case, the left and right motor microprocessors 9a, 9b determine that the vehicle microprocessor 8 is abnormal. In the fail-safe circuit 10, the FFB)-lip signal that cuts off the breaker 7, the contactor L, R, and V signals that switch the inverter circuit, the start/stop signal that starts and stops the inverter, and the R signal that is determined by the microprocessor to be normal. Controlled using only signals. The FFB trip signal indicates that the vehicle microprocessor 8 is normal and the FF
The breaker 7 is closed only when the BV signal is on and the FFBL signal and FFBR signal of either the normal left or right motor microprocessors 9a, 9b are on. The contactor ■← works in the same way. The contactor L operates to turn off when the inter-vehicle microprocessor 8 and the left motor microprocessor 9a are normal and the contactors LV and LR are in the off state. The same applies to contactor R.

The start/stop signal turns on when the left motor microprocessor 9a is normal and the inverter start signal is on. The same applies to the start/stop R signal. Further, the fail display signal is always turned on when there is an abnormality in any of the signals. Furthermore, the overheat display turns on when there is an abnormality in any temperature.

In this way, if this embodiment is used, the three microprocessors monitor each other's operating states, so the presence or absence of an abnormality can be easily detected, thereby allowing the normal microprocessor to safely perform protection processing. . Therefore, 1
Even if one microprocessor goes out of control, the car can still drive safely.

Can be stopped.

The above is one embodiment of the present invention, and the case where the controller is configured with three microprocessors has been described.
It can also be applied in cases beyond that.

Regarding the type of motor, it can be applied not only to induction motors but also to other motors.

〔Effect of the invention〕

According to the present invention, three or more microprocessors used in the controller output watchdog pulses to each other, determine whether or not the pulse is normal based on the operation of the pulse, and output the result, thereby allowing the microprocessor to operate normally. Since various types of control are performed using only the signals, safety can be improved even if one microprocessor fails.

[Brief explanation of drawings]

Fig. 1 is a block diagram of an embodiment of the present invention using three microprocessors, Fig. 2 is a block diagram showing a method of controlling the controller of Fig. 1, and Fig. 3 is a configuration of an inverter control device. FIG. 4 is a block diagram specifically showing the input/output relationship of signals of the controller, and FIG. 5 is a circuit diagram showing the structure of a fail-safe circuit. 1a...Left front axle, ■b...Right front wheel, 2a, 2b...
- Reduction gear, 3a, 3b... Induction motor, 4... Inverter control device, 5... Battery, 6... Controller, 7... Breaker, 8... Vehicle microprocessor, 9a, 9b - Motor microprocessor, 1
0... Fail safe circuit, 11... Input circuit, 1
2... Output circuit, 13... Speed calculation section, 14...
Wheel speed difference calculation unit, 15... Acceleration command calculation unit, 16.
... Accelerator offset amount detection section, 17... Deceleration command calculation section, 18... Brake offset amount detection section, 19
... Overdeceleration switching section, 20... Speed command calculation section,
22...Vehicle speed calculation unit, 23...Yaw rate control calculation unit, 24...Wheel speed difference calculation unit, 25...Wheel speed difference control unit, 26a. 26b... Speed control section, 27a, 27b... Weak excitation calculation section, 28a, 28b... Excitation current calculation section, 29
a. 29b...Torque current calculation section, 30a, 30b...
Current command calculation section, 31a, 31b... Torque angle calculation section. 32a, 32b - sliding speed calculation section, 33a; 33b... Integrator, 34a, 34b... Carrier wave command calculation section, 35a, 35b... AC current command circuit, 36
a. 36b: current control circuit, 37a, 37b=: PWM control circuit, 38a, 38b: gate driver 39...
Inverter, 40...contactor, 41a.

Claims (1)

[Claims] 1. A plurality of motors that independently drive automobile tires;
a plurality of power conversion means for supplying electric power to each of the motors; a detection means for detecting the state of the vehicle; and a speed control operation so as to obtain a speed command for each of the motors calculated based on signals from the detection means. , an electric vehicle control device comprising a control means for outputting an output voltage command to each of the power conversion means, wherein the control means is constituted by three or more microprocessors, and the microprocessors monitor each other's operating states. An electric vehicle control device comprising: detecting an abnormality from the operating state and stopping the vehicle. 2. In claim 1, at least one of the microprocessors calculates a speed command for each of the plurality of motors so as to control the movement of the automobile; An electric vehicle control device, characterized in that the speed of the motor is controlled to match the speed command. 3. Claim 1 is characterized in that the microprocessors transmit detection pulses to each other for detecting an abnormality, confirm the presence or absence of an abnormality based on the received detection pulse, and output an abnormality signal. Electric vehicle control device.