Steering device

Abstract

To determine a compensation amount by disturbance torque.SOLUTION: A steering device 100 includes a turning mechanism 150 for rotating an operation shaft body 212 and turning a turning wheel 220, a hydraulic mechanism 140 for imparting hydraulic turning force to the turning mechanism 150, a first electric motor 111 for imparting first torque to the operation shaft body 212, and a control device 130 for controlling the first electric motor 111, wherein the control device 130 includes an information acquisition part 131 for acquiring sensor information, a disturbance torque estimation part 132 for estimating vibration torque which is generated in the operation shaft body 212 caused by the steering device 100 and is vibrated around the shaft and disturbance torque including second torque around the shaft, acting on the operation shaft body 212 from a road surface, on the basis of at least a part of the sensor information, a steering state detection part 133 for outputting a gain calculation value of processing the disturbance torque in response to the sensor information, and a compensation part 134 for processing the disturbance torque using the gain calculation value, and outputting compensation information.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a steering device in which an assist force is applied by an electric actuator and a hydraulic actuator. [Background technology]

[0002] There are steering devices in which an assist force is provided by an electric actuator and a hydraulic actuator. For example, Patent Document 1 describes a steering device in which the assist torque provided by the electric actuator and the assist force provided by the hydraulic actuator are distributed at a ratio according to the vehicle speed. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2006-213094 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, vibrations caused by a hydraulic mechanism equipped with a hydraulic actuator may be added to the assist torque. This torque vibration causes discomfort and steering fatigue for the steerer. On the other hand, if vibrations are detected and suppressed by disturbance estimation using an observer as in the past, there is a tradeoff in that the information from the road surface (road information) necessary for the steerer is also erased.

[0005] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a steering device that reduces the discomfort and steering fatigue that a steerer feels when steering, and allows the steerer to feel road information. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, a steering device of the present invention is a steering device that steers steered wheels based on the operation of an operating member provided in a vehicle, and includes a steering mechanism that turns the steered wheels by rotating an operating shaft connected to the operating member, a hydraulic mechanism that applies hydraulic steering force to the steering mechanism, a first electric motor that applies a first torque to the operating shaft, and a control device that controls the first electric motor, and the control device includes an information acquisition unit that acquires sensor information from a sensor provided in the steering device, a disturbance torque estimation unit that estimates disturbance torque including a vibration torque that vibrates around the axis generated in the operating shaft due to the steering device and a second torque around the axis acting on the operating shaft from the road surface based on at least a part of the sensor information, a steering state detection unit that outputs a gain calculation value that processes the disturbance torque in accordance with the sensor information, and a compensation unit that processes the disturbance torque using the gain calculation value and outputs compensation information. Effect of the Invention

[0007] According to the present invention, it is possible to reduce the discomfort and steering fatigue felt by the steerer when steering due to vibrations transmitted to the operating member, and to allow the steerer to feel road information. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram illustrating a steering system including a steering device. [Diagram 2] FIG. 2 is a block diagram showing a functional configuration of torque feedback control. [Diagram 3] 4 is a map showing a relationship between a steering angular velocity and a gain calculation value. [Figure 4] 4 is a map showing a relationship between a steering angle and a judgment value. [Diagram 5] 6 is a map showing a relationship between a duration of an unstable state of rotation of a second electric motor and a gain calculation value. [Figure 6] 4 is a map showing a relationship between the rotation speed of an engine provided in a vehicle and a gain calculation value. [Figure 7]FIG. 11 is a block diagram showing a functional configuration of a torque feedback control according to another example. [Figure 8] 4 is a map showing a relationship between a vehicle speed and a vehicle speed gain. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, an embodiment of a steering device according to the present invention will be described with reference to the drawings. Note that the following embodiment is an example for explaining the present invention, and is not intended to limit the present invention. For example, the shapes, structures, materials, components, relative positional relationships, connection states, numerical values, mathematical expressions, contents of each step in the method, and the order of each step shown in the following embodiment are examples, and may include contents not described below. In addition, geometric expressions such as parallel and orthogonal may be used, but these expressions do not indicate mathematical strictness, and include substantially permissible errors, deviations, and the like. In addition, expressions such as simultaneous and identical also include substantially permissible ranges.

[0010] Furthermore, the drawings are schematic diagrams in which emphasis, omissions, or ratios have been appropriately adjusted in order to explain the present invention, and the shapes, positional relationships, and ratios may differ from the actual ones.

[0011] In addition, in the following, a plurality of inventions may be collectively described as one embodiment, and some of the contents described below are described as optional components related to the present invention.

[0012] 1 is a schematic diagram of a steering system 200 equipped with a steering device 100. The steering system 200 is a system equipped with the steering device 100 that steers steered wheels based on the operation of an operating member equipped in the vehicle, and controls the traveling direction of the vehicle. The steering system 200 is equipped with the steering device 100 and an operation input means 210.

[0013] The operation input means 210 is a device that outputs a target steering angle intended by the driver when the driver operates an operation member 211 such as a steering wheel. In this embodiment, as shown in Fig. 1, the operation input means 210 includes the operation member 211, an operation shaft 212, a steering angle detection device 213 which is one of the sensors, and a torque detection device 214 which is also one of the sensors.

[0014] The operating member 211 is a member that the driver holds and operates to steer the vehicle. The shape of the operating member 211 is not particularly limited. For example, the operating member 211 can be a steering wheel. When driving the vehicle, the driver rotates the operating member 211 to steer the vehicle. In addition, the driver may intuitively obtain road information from the operating member 211 that he or she holds.

[0015] The operating shaft 212 is a rod-shaped member that is mechanically connected to the operating member 211 and rotates about its axis in response to the operation of the operating member 211. In the present embodiment, the operating shaft 212 is mechanically connected to the steered wheels 220 via a plurality of mechanical elements such as the steering mechanism 150. Note that the connection mode between the operating shaft 212 and the steering mechanism 150 is not particularly limited, and during automatic driving, the operating shaft 212 may be disconnected at a predetermined position using a clutch or the like.

[0016] The steering angle detection device 213 is a device that detects the rotation angle of the operating member 211 and outputs it as angular velocity information. In the case of this embodiment, the steering angle detection device 213 detects the rotation of the operating shaft body 212 as the rotation of the operating member 211. The type of the steering angle detection device 213 is not particularly limited, but examples include a resolver and a rotary encoder.

[0017] The torque detector 214 detects the steering torque, which is the torque generated on the operating member 211 side of the operating shaft 212. There is no limitation on the type of the torque detector 214, but in this embodiment, the torque detector 214 divides the operating shaft 212 into two in the axial direction, and detects the steering torque based on the amount of twist of a torsion bar (not shown) disposed between the two.

[0018] The steering device 100 is a device that steers the steered wheels 220 based on the operation of an operating member 211 by the driver to steer the vehicle, and includes a steering mechanism 150, a drive device 110, a hydraulic mechanism 140, and a control device .

[0019] The steering mechanism 150 is a mechanism that steers the steered wheels 220 by rotating an operating shaft 212 connected to an operating member 211. The type of the steering mechanism 150 is not particularly limited, but in this embodiment, a rack and pinion is adopted. Specifically, the steering mechanism 150 includes a pinion shaft 151, a rack shaft 152, and a tie rod 153.

[0020] The pinion shaft 151 is a rod-shaped member equipped with a pinion that meshes with a rack provided on the rack shaft 152. The pinion shaft 151 is connected to the steering device 100, and rotates when torque is applied from the drive device 110, moving the rack shaft 152 in the axial direction of the rack shaft 152.

[0021] Rack shaft 152 is a member that has a rack on part of its outer circumferential surface that meshes with pinion shaft 151, converts the rotation of pinion shaft 151 into the axial movement of rack shaft 152, and turns steered wheels 220 via tie rod 153. A hydraulic mechanism 140 is connected to rack shaft 152, and an assist force for steering steered wheels 220 is applied by hydraulic pressure. Rack shaft 152 is housed in a rack housing attached to the vehicle body, and the movement of rack shaft 152 is guided by the rack housing.

[0022] The drive device 110 is connected to the steering mechanism 150 via an operating shaft 212, and is a device that applies a first torque to the steering mechanism 150. The configuration of the drive device 110 is not particularly limited, but in the case of this embodiment, the drive device 110 includes a first electric motor 111 and a reduction gear 112, and an output shaft (not shown) of the first electric motor 111 is connected to the operating shaft 212 via the reduction gear 112. The first torque, which is a torque applied by the drive device 110 to the steering mechanism 150, is significantly smaller than a hydraulic steering force, which is an assist force applied by the hydraulic mechanism 140 in a normal state to the steering mechanism 150. For example, most of the force that steers the steered wheels 220 is a hydraulic steering force, and the first torque is transmitted to the steering mechanism 150 as a control force for controlling the steering angle and steering direction of the steered wheels 220.

[0023] The hydraulic mechanism 140 adjusts the hydraulic pressure according to the rotation angle of the pinion shaft 151 and the like, and applies a force in the axial direction of the rack shaft 152 to the rack shaft 152 as a hydraulic steering force. Although there is no particular limitation to the hydraulic mechanism 140, in this embodiment, the hydraulic mechanism 140 includes a power cylinder 141, a rotary valve 142, an oil pump 143, a reservoir tank 144, and a second electric motor 147.

[0024] The power cylinder 141 includes a cylinder 146 separated into two spaces by a piston 145, and the piston 145 moves in the axial direction of a rack shaft 152 by adjusting the hydraulic pressure of the oil filled in each of the two spaces. The piston 145 is connected to the rack shaft 152, and a force in the moving direction is applied from the piston 145 to the rack shaft 152.

[0025] The rotary valve 142 is a device that adjusts the oil pressure supplied to each of the two spaces separated by the piston 145. The structure of the rotary valve 142 is not particularly limited, but in this embodiment, the rotary valve 142 is provided with a torsion bar (not shown) interposed in the operating shaft 212 between the pinion shaft 151 and the steering device 100. The rotary valve 142 adjusts the amount of oil pumped from the oil pump 143 to be supplied to one of the two spaces separated by the piston 145 in response to the relative movement between the inner valve and the outer valve caused by the twisting of the torsion bar, and adjusts the amount of excess oil in the other space returned to the reservoir tank 144, thereby controlling the operation of the piston 145. In this embodiment, the oil pump 143 is driven by a second electric motor 147.

[0026] Fig. 2 is a block diagram showing a functional configuration of torque feedback control in the control device 130. The control device 130 performs feedback control of the first electric motor 111 of the drive device 110 in order to apply an assist torque corresponding to the operation of the operating member 211 by the driver to the operating shaft body 212. Note that the steering mechanism 101 shown in Fig. 2 shows a mechanism in which the control device 130 is removed from the steering device 100. The control device 130 includes an information acquisition unit 131, a disturbance torque estimation unit 132, a steering state detection unit 133, and a compensation unit 134 as processing units that are provided with a processor and are realized by causing the processor to execute a program. In the case of this embodiment, the control device 130 includes a drive control unit 136.

[0027] The drive control unit 136 is a so-called torque feedback controller that feedback controls the first electric motor 111 based on the acquired target torque and the actual torque acquired from the torque detection device 214, and applies an assist torque based on the deviation between the target torque and the actual torque to the operating shaft body 212 of the steering mechanism 101.

[0028] In subtraction unit A, an equivalent motor torque with the disturbance torque removed is derived by subtracting an estimated value of the disturbance caused by the operating shaft 212 from the assist torque output from the drive control unit 136. However, the valid switch can be switched for specific conditions, and if the valid switch is "1", subtraction processing is performed, but if it is "0", subtraction processing is not performed.

[0029] In subtraction unit B, an estimated value of the disturbance due to the operating shaft 212 is calculated by subtracting the motor torque equivalent derived in subtraction unit A from the compensation information outputted from the disturbance torque estimation unit 132. Note that in the disturbance torque estimation unit 132, the reciprocal of the steering mechanism block 101 is derived, and the signal outputted from the disturbance torque estimation unit 132 is the same as the signal inputted to the steering mechanism 101.

[0030] In the addition unit A, the disturbance caused by the operating shaft body 212 is added to the motor torque equivalent derived in the subtraction unit A, and the torque resulting from the addition is input to the steering mechanism 101.

[0031] The information acquisition unit 131 acquires sensor information from a sensor included in the steering mechanism 101. The number of sensors may be one or more. The type of sensor is not limited, and the above-mentioned steering angle detection device 213 and torque detection device 214 are also included in the sensor information. In addition to information acquired from the sensor, the sensor information also includes information derived by calculation based on the information acquired from the sensor. For example, the steering angle acquired from the steering angle detection device 213 is also sensor information, and the steering angular velocity obtained by time-differentiating the steering angle and the steering angular acceleration obtained by time-differentiating twice are also included in the sensor information. In the case of this embodiment, the information acquisition unit 131 acquires, as one piece of sensor information, a motor current supplied to the first electric motor 111, rotation speed information indicating the rotation speed of the second electric motor 147, and the like. The information acquisition unit 131 also acquires engine rotation speed information indicating the rotation speed of the engine included in the vehicle from an ECU (Electronic Control Unit) or the like included in the vehicle.

[0032] The disturbance torque estimation unit 132 estimates disturbance torque including a vibration torque (torque pulsation) that oscillates around the axis and is generated in the operating shaft 212 due to the steering device 100 and a second torque (road information) around the axis that acts on the operating shaft 212 from the road surface based on at least a part of the sensor information, and provides feedback to the control of the first electric motor 111. The type of the disturbance torque estimation unit 132 is not limited. In the case of the present embodiment, a disturbance observer is adopted as the disturbance torque estimation unit 132. The disturbance observer estimates disturbance torque based on a motor current input to the first electric motor 111, a steering torque due to an operation of the operating member 211 by the driver, and a steering angular velocity due to an operation of the operating member 211 by the driver, and outputs the disturbance torque via a filter such as a phase adjustment filter, a band pass filter, and a dead band map.

[0033] The steering state detection unit 133 outputs a gain calculation value for processing the disturbance torque according to the sensor information related to the vibration torque acquired by the information acquisition unit 131. The method of outputting the gain calculation value of the steering state detection unit 133 is not limited. For example, the steering state detection unit 133 may output a gain calculation value according to angular velocity information indicating the steering angular velocity as the sensor information related to the vibration torque, using a map shown in FIG. 3. According to the map shown in FIG. 3, when the steering angular velocity is 0 [deg / s] or more and less than 270 [deg / s], the gain calculation value output by the steering state detection unit 133 is 0. When the steering angular velocity is 270 [deg / s] or more and less than 360 [deg / s], the gain calculation value output by the steering state detection unit 133 is output based on a linear function with the steering angular velocity as a variable. When the steering angular velocity is equal to or greater than 360 [deg / s] and less than 720 [deg / s], the gain calculation value output by the steering state detection unit 133 is one.

[0034] Also, the steering state detection unit 133 may acquire steering angle information indicating the steering angle in addition to angular velocity information indicating the steering angular velocity as sensor information related to the vibration torque, and output a gain calculation value corresponding to the angular velocity information only when the steering angle information satisfies a predetermined steering angle condition. For example, the steering state detection unit 133 multiplies a determination value based on the map shown in FIG. 4 by a gain calculation value based on the map shown in FIG. 3, thereby outputting a gain calculation value corresponding to the angular velocity information only when the steering angle information satisfies a predetermined steering angle condition. Specifically, when the steering angle is 0 [deg] or more and less than 600 [deg], a determination value of 0 is output. In this case, 0 is output as the gain calculation value in any case of the steering angular velocity. On the other hand, when the steering angle is 600 [deg] or more and less than 1400 [deg], a determination value of 1 is output. In this case, a gain calculation value based on the map shown in FIG. 3 is output.

[0035] In addition, the steering state detection unit 133 may output a gain calculation value according to motor rotation speed information indicating the rotation speed of the second electric motor 147 included in the hydraulic mechanism 140. Specifically, the steering state detection unit 133 time-differentiates the acquired rotation speed of the second electric motor 147, and calculates the duration of a state in which the time-differentiated value is equal to or greater than a predetermined fluctuation threshold value. Then, the steering state detection unit 133 may apply the duration to a map shown in FIG. 5 to output a gain calculation value. According to the map shown in FIG. 5, when the duration is equal to or greater than 0 [s] and less than 27 [s], the gain calculation value output by the steering state detection unit 133 is 0. When the duration is equal to or greater than 27 [s] and less than 33 [s], the gain calculation value output by the steering state detection unit 133 is output based on a linear function with the duration as a variable. When the duration is equal to or greater than 33 [s] and less than 100 [s], the gain calculation value output by the steering state detection unit 133 is 1.

[0036] When the steering state detection unit 133 calculates a plurality of gain calculation values, the steering state detection unit 133 statistically processes the plurality of gain calculation values ​​and outputs one gain calculation value. In the present embodiment, the steering state detection unit 133 outputs the largest gain calculation value among the plurality of gain calculation values.

[0037] In addition, the steering state detection unit 133 may output a gain calculation value according to engine speed information indicating the speed of the engine of the vehicle. For example, the steering state detection unit 133 may output a gain calculation value according to the engine speed information using a map shown in FIG. 6. According to the map shown in FIG. 6, when the engine speed is 0 [rpm] or more and less than 300 [rpm], the gain calculation value output by the steering state detection unit 133 is 1. When the engine speed is 300 [rpm] or more and less than 400 [rpm], the gain calculation value output by the steering state detection unit 133 is output based on a linear function with the engine speed as a variable. When the engine speed is 400 [rpm] or more and less than 5000 [rpm], the gain calculation value output by the steering state detection unit 133 is 0.

[0038] The compensation unit 134 processes the disturbance torque estimated by the disturbance torque estimation unit 132 using the gain calculation value detected by the steering state detection unit 133, and outputs compensation information. In the case of this embodiment, the compensation unit 134 outputs the result of multiplying the disturbance torque estimated by the disturbance torque estimation unit 132 by the gain calculation value output by the steering state detection unit 133 as compensation information. Specifically, when the gain compensation value is 1, the discomfort and steering fatigue felt by the driver due to the vibration torque caused by the hydraulic mechanism 140 and the like can be reduced or eliminated by performing compensation using the disturbance torque estimated by the disturbance torque estimation unit 132. The second torque, which is road information, is also reduced or eliminated. On the other hand, when the gain compensation value is 0, compensation using the disturbance torque estimated by the disturbance torque estimation unit 132 is not performed. Therefore, the driver can feel the second torque, which is road information, through the operating member 211. The driver also feels the vibration torque caused by the hydraulic mechanism 140 and the like.

[0039] The present invention is not limited to the above-described embodiment. For example, the components described in this specification may be combined in any manner, or some of the components may be removed to create another embodiment of the present invention. In addition, the present invention also includes modifications that are made to the above-described embodiment by those skilled in the art without departing from the spirit of the present invention, i.e., the meaning of the words in the claims.

[0040] For example, the steering state detection unit 133 may output the gain calculation value based on any one of the steering angular velocity information, the motor rotation speed information of the second electric motor 147, and the engine rotation speed information. Also, the steering state detection unit 133 may output the gain calculation value based on any combination of the steering angular velocity information, the motor rotation speed information of the second electric motor 147, and the engine rotation speed information, or on all of them.

[0041] Also, although the case has been described where the compensation unit 134 outputs the result of multiplying the disturbance torque by the gain calculation value as compensation information, the compensation unit 134 may multiply the disturbance torque, the gain calculation value, and the vehicle speed gain as shown in Fig. 7. The method of deriving the vehicle speed gain to be multiplied is not limited, and may be derived using a map that specifies the relationship between the vehicle speed and the vehicle speed gain as shown in Fig. 8, for example. This makes it possible to achieve a vibration suppression effect in any vehicle speed range, and to transmit vibration torque to the driver in any vehicle speed range.

[0042] The steering device 100 of the first aspect according to the embodiment is a steering device 100 that steers the steered wheels 220 based on the operation of an operating member 211 provided on a vehicle, and includes a steering mechanism 150 that rotates an operating shaft 212 connected to the operating member 211 to turn the steered wheels 220, a hydraulic mechanism 140 that applies a hydraulic steering force to the steering mechanism 150, a first electric motor 111 that applies a first torque to the operating shaft 212, and a control device 130 that controls the first electric motor 111. The control device 130 is a sensor provided in the steering device 100. the steering state detection unit 133 for outputting a gain calculation value for processing the disturbance torque in accordance with the sensor information; and a compensation unit 134 for processing the disturbance torque using the gain calculation value and outputting compensation information.

[0043] According to the first aspect, by determining the magnitude of the effect of the vibration torque caused by the hydraulic mechanism 140 on the assist torque, when the effect is large, the discomfort and steering fatigue of the steerer can be reduced by performing compensation using the disturbance torque estimated by the disturbance torque estimation unit 132. On the other hand, when the effect is small, compensation using the disturbance torque is not performed, so that the steerer can feel the second torque, which is road information.

[0044] The second aspect of the steering device 100 includes the first aspect, and the sensor information includes angular velocity information indicating the steering angular velocity, the steering state detection unit 133 outputs a gain calculation value corresponding to the angular velocity information, and the compensation unit 134 outputs the result of multiplying the disturbance torque by the gain calculation value as compensation information.

[0045] According to the second aspect, the magnitude of the effect of the vibration torque on the assist torque is determined based on the steering angular velocity, so that compensation due to the disturbance torque can be appropriately performed.

[0046] The third aspect of the steering device 100 includes the second aspect, and the sensor information includes steering angle information indicating the steering angle, and the steering state detection unit 133 outputs a gain calculation value corresponding to the angular velocity information only when the steering angle information satisfies a predetermined steering angle condition.

[0047] According to the third aspect, it is possible to determine whether or not to perform gain adjustment based on the steering angular velocity based on the steering angle, and it is possible to determine whether or not to convey road information to the driver based on more appropriate conditions.

[0048] The steering device 100 of the fourth aspect includes any of the first to third aspects, the hydraulic mechanism 140 includes an oil pump 143 and a second electric motor 147 that drives the oil pump 143, the sensor information includes motor rotation speed information indicating the rotation speed of the second electric motor 147, the steering state detection unit 133 outputs a gain calculation value corresponding to the motor rotation speed information, and the compensation unit 134 outputs the result of multiplying the disturbance torque by the gain calculation value as compensation information.

[0049] According to the fourth aspect, the amount of compensation due to disturbance torque is adjusted due to instability of the oil pump, which is one of the causes of generation of vibration torque, so that the discomfort and steering fatigue felt by the driver can be appropriately reduced.

[0050] The steering device 100 of the fifth aspect includes any of the first to fourth aspects, and the information acquisition unit 131 acquires engine speed information indicating the speed of the engine equipped in the vehicle, the steering state detection unit 133 outputs a gain calculation value corresponding to the engine speed information, and the compensation unit 134 outputs the result of multiplying the disturbance torque by the gain calculation value as compensation information.

[0051] According to the fifth aspect, since the amount of compensation due to disturbance torque is adjusted due to instability caused by low engine speed, which is one of the causes of vibration torque generation, the discomfort and steering fatigue felt by the driver can be appropriately reduced. [Industrial Applicability]

[0052] The present invention can be used in vehicles, particularly large vehicles, agricultural vehicles, construction vehicles, and the like, which require a large force to steer the wheels. [Explanation of symbols]

[0053] 100 steering device, 101 steering mechanism, 110 drive device, 111 first electric motor, 112 reducer, 130 control device, 131 information acquisition unit, 132 disturbance torque estimation unit, 133 steering state detection unit, 134 compensation unit, 136 drive control unit, 140 hydraulic mechanism, 141 power cylinder, 142 rotary valve, 143 oil pump, 144 reservoir tank, 145 piston, 146 cylinder, 147 second electric motor, 150 turning mechanism, 151 pinion shaft, 152 rack shaft, 153 tie rod, 200 steering system, 210 operation input means, 211 operation member, 212 operation shaft body, 213 steering angle detection device, 214 torque detection device, 220 turning wheel

Claims

1. A steering device that steers steered wheels based on an operation of an operating member provided in a vehicle, A steering mechanism that steers the steered wheels by rotating an operating shaft body connected to the operating member; a hydraulic mechanism that applies a hydraulic steering force to the steering mechanism; A first electric motor that applies a first torque to the operating shaft; a control device for controlling the first electric motor, The control device includes: an information acquisition unit that acquires sensor information from a sensor provided in the steering device; a disturbance torque estimating unit that estimates disturbance torque including a vibration torque that is generated around the axis of the operating shaft due to the steering device and a second torque around the axis that acts on the operating shaft from a road surface based on at least a part of the sensor information; a steering state detection unit that outputs a gain calculation value for processing the disturbance torque in response to the sensor information; a compensation unit that processes the disturbance torque using the gain calculation value and outputs compensation information. Steering gear.

2. the sensor information includes angular velocity information indicating a steering angular velocity, The steering state detection unit is outputting a gain calculation value according to the angular velocity information; The compensation unit is The disturbance torque is multiplied by the gain calculation value, and the result is output as compensation information. The steering system according to claim 1.

3. the sensor information includes steering angle information indicating a steering angle, The steering state detection unit is Only when the steering angle information satisfies a predetermined steering angle condition, a gain calculation value corresponding to the angular velocity information is output.

3. A steering device according to claim 2.

4. The hydraulic mechanism includes: An oil pump, a second electric motor that drives the oil pump, the sensor information includes motor rotation speed information indicating a rotation speed of the second electric motor, The steering state detection unit is outputting a gain calculation value corresponding to the motor rotation speed information; The compensation unit is The disturbance torque is multiplied by the gain calculation value, and the result is output as compensation information. A steering device according to claim 1 or 2.

5. The information acquisition unit Acquire engine speed information indicating a speed of an engine provided in the vehicle; The steering state detection unit is outputting a gain calculation value corresponding to the engine speed information; The compensation unit is The disturbance torque is multiplied by the gain calculation value, and the result is output as compensation information. A steering device according to claim 1 or 2.

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