Abstract: A base assist section generates a base assist command so that a steering reaction according to a road surface reaction returns to a steering wheel side. A modifying section generates a torque modifying command for modifying the base assist command so that an unstable movement of a vehicle converges appropriately. A sum of the each command becomes a final assist torque command. The base assist section estimates a road surface force based on the self-generated base assist command and a steering torque actually detected. A target steering torque is generated based on the estimated force, and the base assist command is generated based on a deviation of the target steering torque and the steering torque.

Abstract: In a control system, a first estimator estimates, as a first controlled force, a force being applied to a controlled object. A second estimator estimates, as a second controlled force, a force being transferred to the controlled object. An external force estimator estimates, as an external force, a force being exerted on the vehicle as the vehicle runs. A dynamics estimator estimates, based on the first controlled force, the second controlled force, and the external force, a value of a parameter that represents the dynamics of the controlled object. A compensator compensates for at least one of the first controlled force and the second controlled force such that the value of the parameter is within a preset target range.

Abstract: The control apparatus for an electric power steering system is designed to satisfy the first spec that a first relation characteristic between speed of the electric motor to generate steering assist force and the steering wheel torque is the same as a basic relation characteristic in which the electric motor is driven in accordance with a basic assist amount calculated on the basis of the measured steering torque not corrected by an assist compensation amount calculated depending on the operating state of the electric power steering system, and to satisfy the second spec that a second relation characteristic between speed of the electric motor and a road surface reaction force is such that speed of the electric motor is suppressed compared to a case where the electric motor is driven in accordance with the basic relation characteristic.

Abstract: A correction value calculating section 70 is provided with a pinion shaft torsion angle correction value calculating section 74 and a pinion shaft torsion angular velocity correction value calculating section 75 for calculating a correction value in consideration with the transmission characteristic of the steering assist torque from the electric motor 6 to the steerable vehicle wheel 9. Therefore, the electric motor 6 can generate the steering assist torque compensating for the influence by the transmission characteristic of the steering assist torque from the electric motor 6 to the steerable vehicle wheel 9 by correcting a target value defined by a detection value of the torque sensor 3 with the correction value.

Abstract: In an electric power steering system installed in a vehicle and designed to generate, by a motor, assist torque for assisting the driver's turning effort of the steering wheel, a self-aligning torque determiner determines a value of self aligning torque applied to the vehicle. A commanded-value generator determines a value of an assist ratio based on a predetermined relationship between a variable of the self aligning torque and a variable of the assist ratio. The assist ratio represents a ratio of share of torque by the motor for compensating the self aligning torque. The commanded-value generator generates, based on the self aligning torque and the value of the assist ratio, a commanded value for the assist torque. An assist torque determiner determines the assist torque based on the commanded value for the assist torque generated by the commanded-value generator.

Abstract: A control unit estimates reverse transfer torque transferred from tires to a steering wheel and calculates an assist gain based on the reverse transfer torque. The control unit calculates basic assist torque demand by multiplying torsion torque detected by a torque sensor by the assist gain. The control unit further calculates assist torque command by adding compensation for stabilization. Since the assist gain is determined based on the reverse transfer torque, actual assist torque is generated in accordance with the force transferred from the road surface. Thus, a driver can operate the steering wheel while feeling the force from the road surface.

Abstract: The control apparatus for an electric power steering system is designed to satisfy the first spec that a first relation characteristic between speed of the electric motor to generate steering assist force and the steering wheel torque is the same as a basic relation characteristic in which the electric motor is driven in accordance with a basic assist amount calculated on the basis of the measured steering torque not corrected by an assist compensation amount calculated depending on the operating state of the electric power steering system, and to satisfy the second spec that a second relation characteristic between speed of the electric motor and a road surface reaction force is such that speed of the electric motor is suppressed compared to a case where the electric motor is driven in accordance with the basic relation characteristic.

Abstract: In an electric power steering system installed in a vehicle and designed to generate, by a motor, assist torque for assisting the driver's turning effort of the steering wheel, a self-aligning torque determiner determines a value of self aligning torque applied to the vehicle. A commanded-value generator determines a value of an assist ratio based on a predetermined relationship between a variable of the self aligning torque and a variable of the assist ratio. The assist ratio represents a ratio of share of torque by the motor for compensating the self aligning torque. The commanded-value generator generates, based on the self aligning torque and the value of the assist ratio, a commanded value for the assist torque. An assist torque determiner determines the assist torque based on the commanded value for the assist torque generated by the commanded-value generator.

Abstract: In an electric power assisting system for a vehicle, a control unit receives an input shaft rotation angle detected by an input shaft rotation angle sensor and an output shaft rotation angle detected by an output shaft rotation angle sensor. The control unit controls rotation of a motor based on the detected two rotation angles. The control unit differently controls the rotation of the motor whether torque is applied from a steering wheel side or from a road surface side.

Abstract: A steering control system includes a steering wheel and a steering shaft with upper and lower shaft portions. Steering shaft torque of the lower shaft portion corresponds to torque transmitted to the upper shaft portion, and steering shaft torque steers vehicle wheels. A steering torque detector is included for detecting steering torque. An assist force generating device generates assist forces according to a control signal to thereby generate torque in the lower shaft portion. A controller is included for outputting the control signal based upon the steering torque. A vehicle speed detector detects speed of the vehicle, and an environment information detector detects environment information. A basic assist amount is set according to the vehicle speed and the steering torque, and a torque correction amount is determined based upon the environment information. Additionally, the assist force is determined based upon the basic assist amount and the torque correction amount.

Abstract: A correction value calculating section 70 is provided with a pinion shaft torsion angle correction value calculating section 74 and a pinion shaft torsion angular velocity correction value calculating section 75 for calculating a correction value in consideration with the transmission characteristic of the steering assist torque from the electric motor 6 to the steerable vehicle wheel 9. Therefore, the electric motor 6 can generate the steering assist torque compensating for the influence by the transmission characteristic of the steering assist torque from the electric motor 6 to the steerable vehicle wheel 9 by correcting a target value defined by a detection value of the torque sensor 3 with the correction value.

Abstract: A control unit estimates reverse transfer torque transferred from tires to a steering wheel and calculates an assist gain based on the reverse transfer torque. The control unit calculates basic assist torque demand by multiplying torsion torque detected by a torque sensor by the assist gain. The control unit further calculates assist torque command by adding compensation for stabilization. Since the assist gain is determined based on the reverse transfer torque, actual assist torque is generated in accordance with the force transferred from the road surface. Thus, a driver can operate the steering wheel while feeling the force from the road surface.

Abstract: In an electric power assisting system for a vehicle, a control unit receives an input shaft rotation angle detected by an input shaft rotation angle sensor and an output shaft rotation angle detected by an output shaft rotation angle sensor. The control unit controls rotation of a motor based on the detected two rotation angles. The control unit differently controls the rotation of the motor whether torque is applied from a steering wheel side or from a road surface side.

Abstract: A vehicle integration control system includes a manager controller and a driving system controller. The manager controller sets a target generation driving force guide value for a driving force outputted from a driving system of a vehicle. The driving system controller controls the driving force on the basis of the target generation driving force guide value. The manager controller includes a driver request value setter and a driving force corrector. The driver request value setter sets a driver request generation driving force value corresponding to the driving force outputted from the driving system on the basis of a driver's input. The driving force corrector corrects the driver request generation driving force value on the basis of a predetermined program to restrain vibration generated in the vehicle when the driving force outputted from the driving system.

Abstract: A controller controls an on-vehicle device having an operating member operated by a driver to receive a driver's operating force and an assisting mechanism giving an assisting force to the operating member. This mechanism is powered by an on-vehicle battery. The controller detects forces applied to the device and calculates a control amount giving the assisting force to the device based on results detected by the force detector. The control amount is calculated every type of the applied forces whose frequency bands are at least partly different from each other. The controller drives the assisting mechanism based on the control amount and detects an operating state of the battery. The controller adjusts the control amount such that, as the calculated battery state decreases in a powering function of the battery, the control amount for, of the applied forces, a specified force having specified frequency components is monotonously reduced.

Abstract: In a state where a driver sees a region near a vehicle, a finally-requested output-shaft torque is set so that a response is hastened in a deceleration and slowed in an acceleration. Thereby, a vehicle takes a forward descending position in which the front end of the vehicle is descending, which gives a driver a sense of deceleration or a sense of turning. Further, this position causes a front wheel load acting on the ground to increase and a rear wheel load acting on the ground to decrease, in comparison to a normal position. This thereby makes it easier for the vehicle to decelerate when practically decelerating or turning, and further enables turning to slightly over-steer. A resultant vehicular kinetic characteristic becomes comparable with a sense that is expected by the driver.

Abstract: In a driving condition control system, a sensing unit is configured to sense a first physical quantity indicative of a rotation of the first rotatable axle assembly and a second physical quantity indicative of a rotation of the second rotatable axle assembly. A correcting unit is configured to correct the torque according to the sensed first and second physical quantities of the rotations of the first and second rotational axle assemblies. This allows the torque to be precisely obtained.

Abstract: In a driving condition control system, a sensing unit senses a first physical quantity indicative of a rotation of the first rotatable axle assembly and a second physical quantity indicative of a rotation of the second rotatable axle assembly. A determining unit compares the first and second physical quantities of the rotations of the first and second rotational axle assemblies and determines whether a driving condition of the vehicle is unstable according to the compared result. As a result, the unstable condition of the vehicle can be rapidly detected without detecting a yaw moment of the vehicle.

Abstract: A steering control system includes a steering wheel and a steering shaft with upper and lower shaft portions. Steering shaft torque of the lower shaft portion corresponds to torque transmitted to the upper shaft portion, and steering shaft torque steers vehicle wheels. A steering torque detector is included for detecting steering torque. An assist force generating device generates assist forces according to a control signal to thereby generate torque in the lower shaft portion. A controller is included for outputting the control signal based upon the steering torque. A vehicle speed detector detects speed of the vehicle, and an environment information detector detects environment information. A basic assist amount is set according to the vehicle speed and the steering torque, and a torque correction amount is determined based upon the environment information. Additionally, the assist force is determined based upon the basic assist amount and the torque correction amount.

Abstract: In a power steering apparatus employing an EPS (electrical power steering) motor coupled to a steering mechanism, when vibration of the steering mechanism is produced by twisting of tire rubber due to changes in steering angle, resultant pulsation of the drive current of the EPS motor are suppressed by adding to the drive current a current that is of equal frequency and opposite phase to the pulsation. Vibration of the EPS motor shaft, and resultant vibration of the steering wheel and vehicle body, are thereby effectively suppressed.