JP2010143458A - Electric power steering device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric power steering device for actualizing continuous motor control even if a failure occurs in a high speed communication passage for high speed communication by improving the safety of a system which uses a plurality of control parts, namely, a first control part and a second control part for the distributed control of a motor. <P>SOLUTION: The electric power steering device includes a current command value computing part and a motor drive control part formed of the first control part and the second control part communicative with each other. Between the first control part and the second control part, two or more lines of communication passages different in communication speed are provided for data communication. Even if a failure occurs in one of the two or more lines of communication passages, other communication passages than the communication passage where the failure occurs are used for continuous data communication. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an electric power steering apparatus in which a steering assist force by a motor is applied to a steering system of a vehicle, and in particular, to a system composed of a plurality of control units such as a first control unit and a second control unit. The present invention relates to an electric power steering apparatus in which the reliability of data communication is improved by providing communication paths that perform communication of two or more different systems.

  An electric power steering device for energizing a vehicle steering device with an auxiliary load by a rotational force of a motor energizes an auxiliary load to a steering shaft or a rack shaft by a transmission mechanism such as a gear or a belt via a speed reducer. It is supposed to be. Such a conventional electric power steering apparatus performs feedback control of motor current in order to accurately generate assist torque (steering assist force). In the feedback control, the motor applied voltage is adjusted so that the difference between the current command value and the detected motor current is small. Generally, the adjustment of the motor applied voltage is a duty of PWM (pulse width modulation) control. This is done by adjusting the tee ratio.

  The general configuration of the electric power steering apparatus will be described with reference to FIG. 5. The column shaft 2 of the steering wheel 1 is connected to a tie rod 6 of a steered wheel via a reduction gear 3, universal joints 4 A and 4 B and a pinion rack mechanism 5. Has been. The column shaft 2 is provided with a torque sensor 10 that detects the steering torque of the steering wheel 1, and a motor 20 that assists the steering force of the steering wheel 1 is connected to the column shaft 2 via the reduction gear 3. . Electric power is supplied from the battery 13 to the control unit 30 that controls the electric power steering device, and an ignition key signal is input through the ignition key 11. The control unit 30 calculates the current command value I of the assist (steering assistance) command based on the steering torque T detected by the torque sensor 10 and the vehicle speed V detected by the vehicle speed sensor 12, and the calculated current command Based on the value I, the current supplied to the motor 120 is controlled.

  In such a control device for an electric power steering apparatus, the reliability of the system is improved by mutual monitoring of operations and distributed processing of information, and the processing load of the CPU, MCU (Micro Controller Unit) or MPU (Micro Processor Unit) is increased. For the purpose of mitigation, a control device has appeared that constitutes the control unit 30 with two CPUs or MCUs of the first control unit and the second control unit. In order to solve the problems of high-speed communication and software processing load by performing high-speed and real-time information exchange between calculation information and operation status, data communication between the first control unit and the second control unit is performed. Control devices that perform serial communication have been proposed.

  FIG. 6 shows an example. The control unit 30 includes a first control unit 31A that calculates a motor current command value based on the steering torque T from the torque sensor 10, the vehicle speed V from the vehicle speed sensor 12, and the like. And a second control unit 32A for driving the motor 20 via the motor drive unit 33 based on the motor current command value calculated by the first control unit 31A. In this example, since the motor 20 is three-phase (U, V, W), the motor drive unit 33 is also a three-phase bridge circuit, U-phase FETs 31U and 32U, V-phase FETs 31V and 32V, W It is composed of phase FETs 31W and 32W. Further, the phase currents IU, IV, IW of the motor 20 are detected by the current detectors 34U, 34V, 34W of the current detection unit 34 and fed back to the second control unit 32A, respectively. The second control unit 32A controls the motor 20 via the motor drive unit 33 so that the deviations between the generated motor current command values of the respective phases and the motor currents Iu, Iv, Iw from the current detection unit 34 become 0, respectively. Control. Further, the first control unit 31A and the second control unit 32A are interconnected by a serial communication path 35 via a serial port.

  In such a configuration, the first control unit 31A first reads the steering torque T detected by the torque sensor 10 and the vehicle speed V detected by the vehicle speed sensor 12, calculates the motor current command value, and calculates the calculated motor current command. The value is transmitted to the second control unit 32A through the serial communication path 35. The motor current command value is serially transmitted to the second control unit 32A bit by bit.

  On the other hand, in the second control unit 32A, first, it is determined whether or not serial communication is normally performed, for example, whether the serial communication is normal or abnormal based on a checksum or the like. When it is determined that the serial communication is normally performed, the second control unit 32A receives the motor current command value transmitted through the serial communication path 35, and drives the motor based on the received motor current command value. The motor 20 is driven and controlled via the unit 33. When it is determined that the serial communication is not normally performed, the second control unit 32A stops the drive control of the motor 20. That is, when the serial communication is abnormal, data transmission to the second control unit 32A is interrupted, and the second control unit 32A is in an unrecognizable state in which the motor current command value (target value) cannot be recognized. When the motor 20 is driven and controlled in a state where the motor current command value is unknown, the motor 20 may behave unexpectedly, and thus the drive control of the motor 20 is stopped.

  However, in order to determine whether or not serial communication is normally performed, if a check code such as a checksum or CRC (Cyclic Redundancy Check) is generated to perform a collation operation, the processing load of the software is reduced. There is a problem that it gets bigger.

  A control device for an electric power steering apparatus for solving this problem is disclosed in Japanese Patent Laid-Open No. 2007-161141 (Patent Document 1). In the apparatus described in Patent Document 1, when data is transmitted from the first MCU to the second MCU by serial communication, the first MCU generates data that is inverted from the original data, and transmits the inverted data to the second MCU. ing. In the second MCU, the inverted data transmitted is inverted again and compared with the transmitted original data. If the two data match, it is determined that the data is normal and communication is completed. On the other hand, if the two data do not match, an abnormality has occurred, and a predetermined abnormality process is executed.

Japanese Patent Laid-Open No. 2004-173370 (Patent Document 2) discloses a motor control apparatus in which a motor is controlled by a first MPU and a second MPU, and a serial communication line and a parallel communication line are provided between the first MPU and the second MPU. Is disclosed. The first MPU transmits the motor command value to the second MPU through the serial communication line and the parallel communication line. When the second MPU determines that the serial communication is normally performed, the second MPU is configured to receive the motor command value sent via the serial communication line, and when the second MPU determines that the serial communication is not normally performed. Receives the motor command value sent by the parallel communication line.
JP 2007-161141 A JP 2004-173370 A

  The conventional electric power steering apparatus has a problem that it is necessary to stop the motor control immediately when a failure occurs in the communication path or when a communication error occurs due to noise. In particular, high-speed communication (for example, 60 kbps) is easily affected by noise, and in the conventional device for high-speed communication, the frequency of occurrence of the above-described failures and communication errors is high. It is assumed to have a sense of incongruity.

  According to the control device of the electric power steering device described in Patent Document 1, when it is determined that an abnormality has occurred in serial communication, the motor control is stopped and a predetermined abnormality process is performed. The content of the abnormality processing is not specifically disclosed.

  Further, the motor control device described in Patent Document 2 receives a motor command value sent via a parallel communication line when it is determined that serial communication is not normally performed. However, there is a problem that the motor command value sent through the parallel communication line is less accurate than the motor command value sent through the normal serial communication line.

  The present invention has been made under the circumstances as described above, and an object of the present invention is to improve the safety of the system by controlling the motor by a plurality of control units of the first control unit and the second control unit. , Provide two or more communication paths with different communication speeds, and continue to control the motor with another communication path other than the communication path where the abnormality occurred even if an abnormality (including a failure) occurs in any of the communication paths An object of the present invention is to provide an electric power steering apparatus that can be used.

  The present invention drives and controls a current command value calculation unit that calculates a current command value based on at least a steering torque, and a motor current value and a motor that applies a steering assist force to a steering mechanism based on the current command value. The present invention relates to an electric power steering apparatus that includes a motor drive control unit and includes a first control unit and a second control unit in which the current command value calculation unit and the motor drive control unit can communicate with each other. The above object is to provide data communication by providing two or more communication paths having different communication speeds between the first control section and the second control section, and one of the two or more communication paths. This is achieved by continuing the data communication through a communication path other than the communication path where the abnormality has occurred even when an abnormality occurs in the communication path.

  The object of the present invention is that the two or more communication channels are configured by a high-speed communication channel capable of high-speed serial communication and a low-speed communication channel capable of low-speed serial communication, or 2 The control unit normally controls the motor using data received by data communication through the high-speed communication path, or the first control unit and the second control unit use the data through the high-speed communication path. An abnormality detection unit for detecting an abnormality in communication is provided, and when the abnormality detection unit detects the abnormality, the second control unit controls the motor using data received by data communication through the low-speed communication path. Or when the abnormality detection unit no longer detects the abnormality, the second control unit has received the data communication through the high-speed communication path. The first control unit transmits a sensor signal transmitted to the second control unit to the second control unit by controlling the motor using a data or when performing the data communication through the low-speed communication path. The estimation processing is performed according to the time at which the processing is performed, or the serial communication speed of the high-speed communication path is 60 kbps or higher, or the serial communication speed of the low-speed communication path is about 9.0 kbps. It is achieved more effectively by being.

  According to the electric power steering device of the present invention, two or more communication paths having different communication speeds are provided between the first control unit and the second control unit, which are composed of a CPU, MCU, or the like for controlling the motor. Therefore, even when an abnormality occurs in the high-speed communication path, motor control can be continued by using another communication path in which no abnormality has occurred. For this reason, the improvement of the safety | security in the motor control system of an electric power steering apparatus is realizable.

  In addition, since low-speed communication at a communication speed of about 9.0 kbps is less susceptible to noise than high-speed communication at a communication speed of 60 kbps or higher, using a low-speed communication path when an abnormality occurs improves the safety of the system. It is effective.

  An electric power steering apparatus according to the present invention includes a current command value calculation unit that calculates a current command value based on at least a steering torque and a vehicle speed generated in a steering shaft, and a steering mechanism based on a current value and a current command value of a motor. A motor drive control unit that drives and controls a motor that gives steering assist, and a current command value calculation unit and a motor drive control unit are configured by a first control unit and a second control unit that can communicate with each other. The data communication is performed by providing two or more communication paths having different communication speeds between the first control unit and the second control unit. Even if an abnormality occurs in any one of two or more communication paths, data communication is performed using another communication path in which no abnormality has occurred, so that motor control can be continued. Thus, it is possible to improve safety in the motor control system of the electric power steering apparatus.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram showing a configuration example of the present invention corresponding to FIG. In the present invention, a first control unit 31 composed of a CPU, MPU, etc. that calculates a motor current command value, and a CPU, MPU that controls the motor 20 based on the current command value and the measured motor current values Iu, Iv, Iw. And a motor rotation angle sensor (not shown) for detecting a motor rotation angle θm, which is an electrical angle indicating the rotation position of the rotor, is attached to the motor 20. Yes. The detected motor rotation angle θm is input to the second control unit 32 and used for calculation of angular velocity and the like.

  The first control unit 31 receives the steering torque T from the torque sensor 10 and the vehicle speed V from the vehicle speed sensor 12, respectively. The first control unit 31 drives the motor based on at least the input steering torque T and the vehicle speed V. The motor current command value for is calculated. Further, the motor rotation angle θm is input from the motor rotation angle sensor, and the motor currents Iu, Iv, Iw measured by the current detection unit 34 are input to the second control unit 32. The connection point 33U between the FET 31U and the FET 32U of the motor driving device 33 is connected to the U-phase winding of the motor 20, and the connection point 33V between the FET 31V and the FET 32V is connected to the V-phase winding of the motor 20 between the FET 31W and the FET 32W. The connection point 33W is connected to the W-phase winding of the motor 20. The second control unit 32 supplies a control command for driving the motor to the motor driving device 33 through PI control, various compensations such as inertia, PWM control, and the like.

  The current detection unit 34 includes a U-phase current detection unit 34U, a V-phase current detection unit 34V, and a W-phase current detection unit that respectively detect three-phase excitation currents Iu, Iv, and Iw output from the motor drive device 33 to the motor 20. 34W is provided. The U-phase excitation current Iu, the V-phase excitation current Iv, and the W-phase excitation current Iw detected by the U-phase current detection unit 34U, the V-phase current detection unit 34V, and the W-phase current detection unit 34W are fed back to the second control unit 32, respectively. Has been.

  Between the first control unit 31 and the second control unit 32, a high-speed communication path 36 and a low-speed communication path 37 are provided as two communication paths having different communication speeds in order to perform data communication. In the example, high-speed serial communication with a communication speed of 60 kbps or higher is performed on the high-speed communication path 36, and low-speed serial communication with a communication speed of about 9 kbps is performed on the low-speed communication path 37. Data communication by high-speed serial communication using the high-speed communication path 36 and data communication by low-speed serial communication using the low-speed communication path 37 are always performed. The second control unit 32 uses data transmitted by high-speed serial communication at normal times. The first control unit 31 and the second control unit 32 include an abnormality detection unit (or abnormality detection function) that detects an abnormality (including a failure) in high-speed serial communication, and when an abnormality is detected by the abnormality detection unit The second control unit 32 uses data transmitted by low-speed serial communication. Detection of communication abnormality can be performed by hardware or software. The high-speed serial communication is continued while the second control unit 32 uses the data transmitted by the low-speed serial communication. When the abnormality detection unit no longer detects the abnormality in the high-speed serial communication, the second control is performed again. The unit 32 uses data transmitted by high-speed serial communication.

  An operation example of control performed in the first control unit 31 and the second control unit 32 will be described with reference to a flowchart of FIG.

  The first control unit 31 first reads the steering torque T detected by the torque sensor 10 and the vehicle speed V detected by the vehicle speed sensor 12 (step S10), and calculates a motor current command value based on these sensor signals ( Step S11). The calculated motor current command value is transmitted to the second control unit 32 by high-speed serial communication using the high-speed communication path 36 and low-speed serial communication using the low-speed communication path 37 (step S12). 2 The control unit 32 uses a motor current command value transmitted by high-speed serial communication (step S20). The motor 20 is controlled based on the motor current command value (step S21).

  That is, during normal times when no abnormality occurs, the second control unit 32 uses data transmitted by high-speed serial communication using the high-speed communication path 36. In the high-speed serial communication, as shown in FIG. 3A, since the time required for data communication is short, the motor current command value is calculated every time the sensor signal is read by the first control unit 31, and the motor current command value is calculated. Is transmitted to the second control unit 32. The second control unit 32 receives the motor current command value transmitted from the first control unit 31, and repeats the operation of controlling the motor 20 based on the motor current command value.

  On the other hand, the first control unit 31 and the second control unit 32 are provided with an abnormality detection unit, and when an abnormality occurs in the high-speed serial communication through the high-speed communication path 36, the first control unit 31 and the second control unit. An abnormality is detected at 32 (steps S13 and S22). That is, when a communication abnormality occurs on the one hand, a communication abnormality on the hardware also occurs on the other hand. Thereafter, the control between the first control unit 31 and the second control unit 32 is performed by the low-speed serial communication through the low-speed communication path 37 until no abnormality in the high-speed serial communication is detected.

  Even after the occurrence of an abnormality in the high-speed communication path 36, the first control unit 31 first reads the steering torque T and the vehicle speed V (step S14). In the case of low-speed serial communication, a difference occurs between the time when data is transmitted from the first control unit 31 and the time when data is received by the second control unit 32, and this error cannot be ignored. Therefore, the first control unit 31 estimates a sensor signal at a time when data is received by the second control unit 32 from the read sensor signal (step S15), and calculates a motor current command value from the estimated sensor signal. Then, the calculated motor current command value is transmitted to the second control unit 32 by the low speed serial communication of the low speed communication path 37 (step S17).

  The second control unit 32 uses the motor current command value transmitted by the low-speed serial communication (step S23), and controls the motor 20 based on the motor current command value (step S24). Thereafter, the control of the motor 20 by the low-speed serial communication through the low-speed communication path 37 is continued.

  That is, after the occurrence of an abnormality, the second control unit uses data transmitted by low-speed serial communication using the low-speed communication path 37. In the low-speed serial communication, as shown in FIG. 3B, the difference between the time for transmitting data by the first control unit 31 and the time for receiving data by the second control unit 32 cannot be ignored. The sensor signal at the time when data is transmitted and received by the second control unit 32 based on the read sensor signal, the motor current command value is calculated based on the estimated sensor signal, and the motor The current command value is transmitted to the second control unit 32 through the low speed communication path 37. The second control unit 32 receives the motor current command value transmitted from the first control unit 31 and controls the motor 20 based on the motor current command value. When the low-speed communication path 37 is used, since the time required for data communication cannot be ignored, the estimated value of the motor current command value cannot be transmitted every time the sensor signal is read. Therefore, the second control unit 32 performs motor control based on the value of the motor current command value received before the next time the motor current command value is received.

  High-speed serial communication using the high-speed communication path 36 is performed while the second control unit 32 is using data transmitted by low-speed serial communication using the low-speed communication path 37. When the abnormality of the high-speed serial communication is not detected in the abnormality detection unit (step S18 and step S25), the control of the first control unit 31 returns to step S10, and the control of the second control unit 32 returns to step S20. That is, when the communication error is restored on the one hand, the hardware communication error is also restored on the other hand. The second control unit 32 uses data transmitted by high-speed serial communication using the high-speed communication path 37 again. In addition, when a communication abnormality does not recover, a communication abnormality occurs every time.

  The abnormality detection unit detects the abnormality of the high-speed serial communication based on, for example, the presence or absence of a timeout error or an overrun error. The abnormality detection unit detects a time-out error when the next data (bit) is not sent within a predetermined time set in advance. When the next data is sent during data reception, the abnormality detection unit detects an overrun error.

  In addition, the abnormality detection unit may detect a serial communication error using a checksum. In this case, the first control unit 31 calculates a checksum of the motor current command value, and transmits the data to the second control unit 32 with the checksum attached. The second control unit 32 calculates a checksum from the transmitted motor current command value and checks whether it matches the checksum transmitted from the first control unit 31. If they are different, it is detected that an abnormality has occurred in high-speed serial communication.

  Alternatively, as described in Patent Document 1, the first control unit 31 generates data inverted from the original data and transmits the data to the second control unit 32, and the second control unit 32 inverts the inverted data again. Then, by comparing with the original data, it may be detected that an abnormality has occurred in the high-speed serial communication.

  In addition, an abnormality detection unit may be provided in the second control unit 32 and transmitted to the first control unit 31 via the low-speed communication path 37.

  4A and 4B are diagrams for explaining the timing of each operation from sensor signal reading to motor control. FIG. 4A shows the case where the high-speed communication path 36 is used, and FIG. The case where the communication path 37 is used is shown.

  As shown in FIG. 4A, when the high-speed communication path 36 is used, data communication can be performed in a short time. Therefore, each time a sensor signal is read, the first control unit 31 transmits a motor current command value, 2 The control unit 32 receives the transmitted motor current command value and performs motor control based on the motor current command value.

  Since the time required for data communication cannot be ignored when the low-speed communication path 37 is used, the first control unit 31 estimates the sensor signal as shown in FIG. 4B. In the estimation process (a), an estimated value of the sensor signal at time (a) is calculated based on the sensor signal read during the estimation process (a), and the calculated value is a provisional estimated value ( a). In order to reduce the uncomfortable feeling given to the steering feeling, an estimated allowable range (a) is provided, and it is determined whether or not the provisional estimated value (a) is included in the estimated allowable range (a). In this example, since the provisional estimated value (a) is included in the estimation allowable range (a), the provisional estimated value (a) is assumed to be the estimated value (a), and the time (a ′) is based on the estimated value (a). The motor current command value (a) calculated in this way is transmitted to the second control unit 32. The motor current command value (a) is received by the second control unit 32 at time (a), and the second control unit 32 waits until the next received motor current command value (b) is transmitted. Motor control is performed based on the value (a).

  Next, the first control unit 31 estimates a sensor signal at time (b) in the estimation process (b). As shown in FIG. 4 (B), the provisional estimated value (b) calculated in this estimation process (b) exceeds the estimated allowable range (b), so the upper limit of the estimated allowable range (b) is estimated. As the value (b), the motor current command value (b) is calculated based on the estimated value (b). The first control unit 31 transmits the motor current command value (b) at time (b ′), and the second control unit 32 receives the motor current command value (b) at time (b). The second control unit 32 performs motor control based on the motor current command value (b) until the next received motor current command value (c) is transmitted.

  Thereafter, the estimation process (c) is performed in the same procedure, the motor current command value (c) is transmitted to the second control unit 32 at time (c ′), and the second control unit 32 transmits the motor current command at time (c). The value (c) is received, and motor control is performed based on the motor current command value (c).

  In the above description, the steering torque T is described as an example of the sensor signal, but the same processing is performed for the vehicle speed V and the steering angle.

  The estimated permissible range provided when using the low-speed communication path 37 is set to a range in which the driver can obtain a steering feeling without impairing the followability with the vehicle from the variation rate of the steering torque T, the steering angular velocity, and the like. Is done. Since this estimation allowable range changes depending on the characteristics of the vehicle, it can be adjusted for each vehicle.

  In the present invention, when high-speed serial communication using the high-speed communication path 36 is performed, a motor current command value (for example, 4 bytes) is calculated every time the sensor signal is read by the first control unit 31, and the motor current is calculated. The command value is transmitted to the second control unit 32 to control the motor 20. In order to perform such control without giving a sense of incongruity to the steering feeling, it is sufficient that the motor current command value reaches within 1 ms, and 4 bytes / 1 ms = 32 bits / 0.001 s = 32 kbps. Time is also required, and a speed of about 32 kbps, that is, about 60 kbps or higher is required. In addition, in order for low-speed serial communication to be less susceptible to noise and improve system safety, the communication speed of low-speed serial communication performed on the low-speed communication path 37 may be about 9.0 kbps. preferable. The communication speed is different depending on the performance of the CPU or MCU or the specification of the electric power steering. In the present invention, at least two communication paths having different communication speeds (high speed and low speed) may be provided.

  In the above-described embodiment, the communication path provided between the first control unit 31 and the second control unit 32 is a two-channel communication path including a high-speed communication path 36 and a low-speed communication path 37. The communication path provided between the control unit 31 and the second control unit 32 may be two or more systems with different communication speeds, for example, three systems and four systems.

  As mentioned above, although embodiment of this invention was described concretely, this invention is not limited to this, In the range which does not deviate from the meaning, it can change suitably.

It is a block diagram which shows the structural example of the control apparatus of the electric power steering apparatus which concerns on this invention. It is a flowchart which shows the operation example of the control performed in a 1st control part and a 2nd control part. It is each sequence diagram of a 1st control part and a 2nd control part. It is a figure explaining the timing of each operation | movement from sensor signal reading to motor control. It is a figure showing an example of composition of a general electric power steering device. It is a block diagram which shows the structural example of the control apparatus of the conventional electric power steering apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Torque sensor 12 Vehicle speed sensor 13 Battery 20 Motor 30 Control unit 31, 31A 1st control part 32, 32A 2nd control part 33 Motor drive part 34 Current detection part 35 Serial communication path 36 High-speed communication path 37 Low-speed communication path

Claims (8)

A current command value calculation unit that calculates a current command value based on at least a steering torque; and a motor drive control unit that controls driving of the motor that applies a steering assist force to a steering mechanism based on the current value of the motor and the current command value In the electric power steering apparatus configured by a first control unit and a second control unit that can communicate with each other, the current command value calculation unit and the motor drive control unit,
Two or more communication paths with different communication speeds are provided between the first control section and the second control section to perform data communication, and one of the two or more communication paths is abnormal. Even if this occurs, the data communication is continued through a communication path other than the communication path in which the abnormality has occurred. The electric power steering apparatus according to claim 1, wherein the two or more communication paths are configured by a high-speed communication path capable of high-speed serial communication and a low-speed communication path capable of low-speed serial communication. 3. The electric power steering apparatus according to claim 2, wherein the second control unit controls the motor using data received by data communication through the high-speed communication path in a normal time. The first control unit and the second control unit include an abnormality detection unit that detects an abnormality in data communication through the high-speed communication path, and when the abnormality detection unit detects the abnormality, the second control unit The electric power steering apparatus according to claim 2 or 3, wherein the motor is controlled using data received by data communication through a communication path. 5. The electric power steering according to claim 4, wherein when the abnormality detection unit stops detecting the abnormality, the second control unit controls the motor using data received by data communication through the high-speed communication path. 6. apparatus. When performing the data communication on the low-speed communication path, the first control unit performs an estimation process for estimating a sensor signal to be transmitted to the second control unit in accordance with a time during which the process is performed by the second control unit. The electric power steering device according to any one of claims 2 to 5. The electric power steering apparatus according to any one of claims 2 to 6, wherein a serial communication speed of the high-speed communication path is 60 kbps or more. The electric power steering apparatus according to any one of claims 2 to 7, wherein a serial communication speed of the low-speed communication path is about 9.0 kbps.

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