In an electric power steering device, a motor housing includes an end face part opposite to an output part of a rotating shaft of an electric motor. A power conversion circuit part includes a power conversion switching circuit part, and a second part exclusive of the power conversion switching circuit part. The power conversion switching circuit part includes an upper arm switching element and a lower arm switching element packaged by synthetic resin, and is mounted on a power conversion switching circuit board that is mounted to a power conversion switching circuit part heat dissipation section of the end face part for heat dissipation. A power supply circuit part and the second part of the power conversion circuit part are mounted on a power supply circuit board that is mounted to a power supply circuit part heat dissipation section of the end face part for heat dissipation.

A dip angle-steering median filtering method based on a niche differential evolution algorithm, comprising the following steps: dividing a data to be processed into a series of overlapping time-space windows; obtaining an event energy curve in a time-space window and obtaining an event position according to a local maximum value of the event energy curve; obtaining event dip angles and coherence values of the event dip angles through the niche differential evolution algorithm at the event position; filtering the event dip angles according to the event dip angles and the coherence values of the event dip angles; and performing a median filtering sequentially along a filtering dip angle. The disclosure can simultaneously obtain all dip angles of intersecting events and a true three-dimensional feature enable the present disclosure to obtain a better filtering effect.

Provided is a vehicle equipped with a steer-by-wire type steering device and designed to ensure that a wheel-turning actuator is activated before the vehicle starts traveling, thereby improving the reliability of steering while the vehicle is traveling. A vehicle 1 includes: a steering member 15 for receiving steering operations; a wheel-turning actuator 19 mechanically separated from the steering member 15 and configured to turn wheels; a state switching device 6 for switching between a fixed state in which the vehicle is fixed at a current position and a release state in which the vehicle is released from being fixed at the current position; and a control device 9 for controlling the wheel-turning actuator 19 and the state switching device 6, wherein the control device permits the state switching device to switch from the fixed state to the release state only on or after completion of activation of the wheel-turning actuator.

A current sensor state determination device determines that an abnormality is caused in a current sensor when a sum of phase currents based on current detection values from each of the current sensors in three phases is greater than a first determination value, and determines that no abnormality is caused in the current sensor when the sum of phase currents is equal to or less than the first determination value. The state determination device determines that the current sensor is normal when it is determined that (i) no abnormality is caused in a preset electric angle range equal to or less than one electric-angle cycle of the rotating electric machine and (ii) a value of an electric current flowing in the rotating electric machine in a rotating coordinates system calculated based on the current detection value is equal to or greater than a second determination value.

A steering control device includes a controller configured to control driving of a motor that generates a torque. The torque is a torque applied to a steering mechanism of a vehicle using electric power from at least any one of an in-vehicle main power source and an auxiliary power source that backs up the main power source. The controller is configured to wait for the auxiliary power source to be charged to an extent that the main power source is able to be backed up and to permit the vehicle to travel when the controller is activated with an activation operation for the vehicle as a trigger and transitions to a state where control of the motor is executable.

A dip angle-steering median filtering method based on a niche differential evolution algorithm, comprising the following steps: dividing a data to be processed into a series of overlapping time-space windows; obtaining an event energy curve in a time-space window and obtaining an event position according to a local maximum value of the event energy curve; obtaining event dip angles and coherence values of the event dip angles through the niche differential evolution algorithm at the event position; filtering the event dip angles according to the event dip angles and the coherence values of the event dip angles; and performing a median filtering sequentially along a filtering dip angle. The disclosure can simultaneously obtain all dip angles of intersecting events and a true three-dimensional feature enable the present disclosure to obtain a better filtering effect.

A steering apparatus includes an actuator and an actuator controller. The actuator is configured to generate an output for turning a steerable wheel of a vehicle. The actuator controller is configured to control the actuator in accordance with a steering input. The actuator controller includes a filtering processor configured to perform filtering processing for reducing or cutting a component in a predetermined frequency band from the steering input, and the actuator controller is configured to control the actuator in accordance with the steering input after the filtering processing.

The present invention relates to an electronic control unit and a method for compensating for a torque steer. The electronic control unit includes: a driving torque calculation unit that calculates a drive shaft driving torque value, which is a torque value transmitted from an engine to a drive shaft; a torque steer degree calculation unit that calculates the actual driving torque value of a vehicle based on the drive shaft driving torque value, and calculates a torque steer degree by using the actual driving torque value; a compensation current calculation unit that calculates a torque steer compensation current value that compensates for the torque steer using the torque steer degree; a direction compensation unit that calculates a direction compensation current value according to a travelling direction of the vehicle; and a motor driving control unit that calculates a basic control current value using a steering angle and a steering torque value, calculates the final control current value by adding the torque steer compensation current value and the direction compensation current value to the basic control current value, and generates a control current according to the final control current value in order to supply the control current value to an electric motor.

A current sensor state determination device determines that an abnormality is caused in a current sensor when a sum of phase currents based on current detection values from each of the current sensors in three phases is greater than a first determination value, and determines that no abnormality is caused in the current sensor when the sum of phase currents is equal to or less than the first determination value. The state determination device determines that the current sensor is normal when it is determined that (i) no abnormality is caused in a preset electric angle range equal to or less than one electric-angle cycle of the rotating electric machine and (ii) a value of an electric current flowing in the rotating electric machine in a rotating coordinates system calculated based on the current detection value is equal to or greater than a second determination value.

A steer-by-wire power steering system including a lower-level mechanism that includes a servo motor and a steered wheel, and an upper-level mechanism that includes a steering wheel and an auxiliary motor, the lower-level mechanism being closed-loop controlled, at zero force, by a lower local loop including a feedback branch that measures or estimates an actual downstream force downstream of the servo motor and upstream of the point of contact between the wheel and the ground, so as to make the servo motor transparent, while the upper-level mechanism is closed-loop controlled, at zero torque, by an upper local loop including a feedback branch which measures or estimates an actual driver torque between the auxiliary motor and the steering wheel so as to make the auxiliary motor transparent, the lower and upper local loops being controlled by a single overall controller.