Abstract: Disclosed is a travel control apparatus for a four-wheel drive vehicle in which the states of engagements between a drive output part for secondary drive wheels and left and right secondary drive wheel axles are each changed to a torque transmission state or a torque transmission interruption state. The ratio of rotational speed of the drive output part to the average of rotational speeds of primary drive wheels is greater than 1. When the engagement states corresponding to the secondary drive wheels on the outer and inner sides of a turning locus have been set to the torque transmission state and the torque transmission interruption state, respectively, the engagement state having been set to the torque transmission state is changed to the torque transmission interruption state upon determination that an accelerator pedal is not operated and the magnitude of lateral acceleration is equal to or greater than a predetermined threshold.

Abstract: Disclosed is a travel control apparatus applied to a vehicle which includes two coupling apparatuses individually changing coupling torques between a drive output part for secondary drive wheels and left and right secondary drive wheel axles and in which the ratio of rotational speed of the drive output part to the average of rotational speeds of primary drive wheels is greater than 1. The apparatus generates a yaw moment in a turning direction by using driving force. When a demand of further increasing the yaw moment arises, the control apparatus renders the braking force of the primary drive wheel on the turning locus inner side coincident with a target braking force changing with the travel state of the vehicle and decreases the coupling torque of the coupling apparatus corresponding to the secondary drive wheel on the turning locus outer side. As a result, generation of an anti-spin moment is avoided.

Abstract: A vehicular behavior control apparatus in which a control unit that controls a driving device and a braking device is configured to calculate a target yaw moment and a target deceleration of the vehicle for ensuring stable behavior of the vehicle during non-braking turning, to calculate a first vehicle longitudinal force applied to a turning inner wheel to achieve the target yaw moment and a second vehicle longitudinal force necessary to achieve the target deceleration, to control, when the first vehicle longitudinal force is equal to or less than the second vehicle longitudinal force, the driving device so as to generate a driving force equal to a value obtained by subtracting the second vehicle longitudinal force from a driver-requested driving force and adding the first vehicle longitudinal force, and to apply the first vehicle longitudinal force to the turning inner wheel.

Abstract: Provided is a control apparatus for a four-wheel-drive vehicle configured to, when a degree of transmission of a driving force to a side of rear wheels is smaller than a predetermined degree, calculate a correction value for a wheel speed based on a rotation-related value, and calculate a wheel speed through use of the rotation-related value and the correction value.

Abstract: Provided is a control apparatus for a four-wheel-drive vehicle configured to, when a degree of transmission of a driving force to a side of rear wheels is smaller than a predetermined degree, calculate a correction value for a wheel speed based on a rotation-related value, and calculate a wheel speed through use of the rotation-related value and the correction value.

Abstract: Disclosed is a travel control apparatus applied to a vehicle which includes two coupling apparatuses individually changing coupling torques between a drive output part for secondary drive wheels and left and right secondary drive wheel axles and in which the ratio of rotational speed of the drive output part to the average of rotational speeds of primary drive wheels is greater than 1. The apparatus generates a yaw moment in a turning direction by using driving force. When a demand of further increasing the yaw moment arises, the control apparatus renders the braking force of the primary drive wheel on the turning locus inner side coincident with a target braking force changing with the travel state of the vehicle and decreases the coupling torque of the coupling apparatus corresponding to the secondary drive wheel on the turning locus outer side. As a result, generation of an anti-spin moment is avoided.

Abstract: Disclosed is a travel control apparatus for a four-wheel drive vehicle in which the states of engagements between a drive output part for secondary drive wheels and left and right secondary drive wheel axles are each changed to a torque transmission state or a torque transmission interruption state. The ratio of rotational speed of the drive output part to the average of rotational speeds of primary drive wheels is greater than 1. When the engagement states corresponding to the secondary drive wheels on the outer and inner sides of a turning locus have been set to the torque transmission state and the torque transmission interruption state, respectively, the engagement state having been set to the torque transmission state is changed to the torque transmission interruption state upon determination that an accelerator pedal is not operated and the magnitude of lateral acceleration is equal to or greater than a predetermined threshold.

Abstract: A vehicular behavior control apparatus in which a control unit that controls a driving device and a braking device is configured to calculate a target yaw moment and a target deceleration of the vehicle for ensuring stable behavior of the vehicle during non-braking turning, to calculate a first vehicle longitudinal force applied to a turning inner wheel to achieve the target yaw moment and a second vehicle longitudinal force necessary to achieve the target deceleration, to control, when the first vehicle longitudinal force is equal to or less than the second vehicle longitudinal force, the driving device so as to generate a driving force equal to a value obtained by subtracting the second vehicle longitudinal force from a driver-requested driving force and adding the first vehicle longitudinal force, and to apply the first vehicle longitudinal force to the turning inner wheel.

Abstract: A device for controlling a steering transmission ratio variable device, which is provided with: a motor, which is able to apply a driving force that promotes relative rotation between a steering output shaft coupled to wheels to be turned and a steering input shaft that applies a steering input to the steering output shaft to one of either the steering output shaft or the steering input shaft; a motor driving device that drives the motor; and a locking device that is able to restrict the relative rotation, has a setting device that prescribes a drive voltage the motor and sets a damping gain, which acts in a direction that reduces a rotating speed of the motor, to a value that is larger than a reference value corresponding to an unlocked state during a locking control period in which a state of the steering transmission ratio variable device switches from an unlocked state in which the relative rotation is not restricted to a locked state in which the relative rotation is restricted.

Abstract: A device (100) for controlling a steering transmission ratio variable device (200), which is provided with: a motor (202), which is able to apply a driving force that promotes relative rotation between a steering output shaft (15) coupled to wheels to be turned and a steering input shaft (12) that applies a steering input to the steering output shaft (15) to one of either the steering output shaft (15) or the steering input shaft (12); a motor driving device (300) that drives the motor; and a locking device vice (203) that is able to restrict the relative rotation, has a setting device that prescribes a drive voltage (V) of the motor and sets a damping gain (D2), which acts in a direction that reduces a rotating speed (??act) of the motor, to a value (D2lock) that is larger than a reference value (D2base) corresponding to an unlocked state during a locking control period in which a state of the steering transmission ratio variable device switches from an unlocked state in which the relative rotation is not re