A first offset correction and a second offset correction are switched between in a cycle T.sub.c shorter than an electrical angle cycle of an alternating current rotating machine, the first offset correction is such that a first shift amount is fixed in such a way as to obtain an applied voltage such that at least n-2 phases among phase currents of the alternating current rotating machine can be detected, and the applied voltage is calculated by the first shift amount being subtracted equally from all voltage commands, and the second offset correction is such that a second shift amount is fixed in such a way that a sign of an average value in an electrical angle cycle is reversed with respect to that of an average value in an electrical angle cycle of the first shift amount, and the applied voltage is calculated by the second shift amount being subtracted equally from all the voltage commands.

An electric driving device and an electric power steering device. An electric driving device includes a motor and an electronic control unit that controls rotation of the motor. The electronic control unit includes a first circuit board, a second circuit board, a second housing, a lid, and an inter-board connector. The second circuit board includes a control circuit that controls an electric current supplied to a transistor of the first circuit board. The second housing accommodates the second circuit board and has a first through hole passing therethrough in the axial direction. The lid covers the second housing. The inter-board connector connects the second circuit board disposed on the anti-load side of the second housing to the first circuit board disposed on the load side of the second housing. The inter-board connector is disposed in the first through hole.

A control device for a vehicle includes a plurality of control circuits configured to control a control object by starting in response to powering-on of a vehicle and to perform power latch control for continuing to be supplied with electric power in a predetermined period in response to powering-off of the vehicle. Each of the control circuits is configured to perform starting after all of the control circuits have recognized the powering-on of the vehicle in a case where the vehicle is powered on while the power latch control is being performed after the vehicle has been powered off.

A first torque estimator determines a first torque estimation value according to a cross product method, and a second torque estimator determines a second torque estimation value according to an energy method. A torque weight adjuster adjusts, using a weighting coefficient calculated in accordance with a predetermined condition, weightings respectively applied to these two types of torque estimation values, and outputs a torque estimation value

A vehicle theft deterrent apparatus includes a driver verifier, a steering torque detector, an actuator, and a steering controller. The steering torque detector is configured to detect steering torque input by a driver to a steering system. The actuator is configured to generate drive torque to be given to the steering system. The driver verifier is configured to verify whether driver information obtained from the driver matches registered information registered in advance. The steering controller is configured to control the drive torque generated by the actuator based on the steering torque. In a case where the driver verifier determines that the driver information does not match the registered information, the steering controller is configured to permit the driver to steer until a vehicle drives a set distance, and then to cause the actuator to generate the drive torque prohibiting the driver from steering.

A snowmobile having enhanced steering control has driving control system including an electrically actuated device coupled to a steering system having a user operated steering element with the device applying torque to the steering system, a throttle, a plurality of sensors including a torque sensor and at least one additional sensor to generate terrain condition data and operational data, and at least one controller coupled to the device and the sensors. The at least one controller selects a terrain condition mode using the generated terrain condition and generated operational data, determines the torque to apply responsive to the angle and speed of rotation of user operated steering element, and operates the electrically actuated device to apply the torque to the steering system, with the torque being applied only by the electrically actuated device.

A steering device includes: an electric motor configured to apply a driving force to cause a wheel of a vehicle to roll; a transmission unit configured to transmit the driving force of the electric motor to the wheel; an input determination unit 221 configured to determine whether an excessive external force equal to or greater than a predetermined force is input, or likely to be input, to the transmission unit via the wheel while the electric motor is applying the driving force; and a final target current setting unit 23 configured to, in response to the input determination unit 221 determining that the excessive force is input, or likely to be input, to the transmission unit, reduce the driving force of the electric motor so that a load on the transmission unit does not exceed an upper limit that is preset according to strength of the transmission unit.

The disclosure provides a steering system for a vehicle. The steering system may include a steering rack and an electronic power steering (EPS) system. The EPS system may include an actuator that assists movement of the steering rack, a torque sensor; an angle sensor; and an EPS system controller. The EPS controller may be configured to determine a steering rack center point indicating a center of the steering rack between opposite maximum steering angles. The EPS controller may be configured to determine a vehicle center zero point. The EPS controller may be configured to store the vehicle center zero point in response to determining that the vehicle center zero point is within a threshold of the steering rack center point.

An independent suspension system for a vehicle includes: a steering unit configured to be controlled to adjust the steering angle of a wheel, a shock absorber engaged with the wheel and configured to absorb impacts applied to the wheel and including a first shock absorber and a second shock absorber, each of which arranged in a forward-rearward direction on opposite side surfaces of the wheel, and a link unit disposed between the shock absorber and the steering unit in order to vary the distance between the wheel and the steering unit. The link unit includes a first upper arm disposed between the first shock absorber and the steering unit, a second upper arm disposed between the second shock absorber and the steering unit, and at least one ground clearance adjustment unit engaged with the first and second upper arms in order to vary the distance between the first and second upper arms.

An ECU controls a motor including a first coil group and a second coil group. The ECU calculates a first torque command value and a second torque command value. The ECU uses a first differential torque, which is the difference between a first theoretical output torque and a first predictive output torque, to correct the second torque command value for the second coil group. The ECU uses a second differential torque, which is the difference between a second theoretical output torque and a second predictive output torque, to correct the first torque command value for the first coil group. The ECU uses a corrected first torque command value to control power feeding to the first coil group and uses a corrected second torque command value to control power feeding to the second coil group.