Abstract: When there is a curve in a forward driving path of a vehicle, a wheel clutch for a turning outer wheel of a rear shaft is engaged and a wheel clutch for a turning inner wheel of the rear shaft is disengaged during driving of the curve. When there is no curve, both of the right and left wheel clutches are engaged when it is estimated the vehicle receive a predetermined disturbance input during forward driving. Then, a target yaw moment of a vehicle is calculated. If an average speed of the right and left wheels of a front shaft is more than the speed of the turning outer wheel, the wheel clutch for the turning outer wheel is engaged when the target yaw moment is applied to the vehicle, so that the engaging force of a transfer clutch is controlled based on the target yaw moment.

Abstract: A basic assist torque is set on the basis of the vehicle speed and the steering torque, and when the vehicle changes from a straight driving state to a curve driving state, a correction amount for the basic assist torque is calculated, which is to offset steering torque characteristic values which has been predetermined depending on a steering angle, in a direction opposite to the steering direction by correcting an absolute value of the basic assist torque to reduce its action on the steering direction depending at least upon the curvature radius of the driving road in front of the vehicle, and the basic assist torque is corrected with the basic assist torque correction amount and the controlled/corrected torque (assist torque) is output to a motor drive unit.

Abstract: A steering control section has a first steering angle correction amount calculating section, a second steering angle correction amount calculating section, and a motor rotational angle calculating section. The first correction amount calculating section calculates a first correction amount based on a vehicle speed and an actual steering wheel angle. The second correction amount calculating section calculates a second correction amount through multiplying a control gain corresponding to the vehicle speed with a value calculated by low-pass filtering a differential value of steering wheel angle. The motor rotational angle calculating section calculates a motor rotational angle corresponding to the value adding the first and second steering angle correction amount, and outputs it to a motor driving section so as to drive an electric motor for correcting the steering angle. Thereby, an unstable vehicle behavior due to a resonance of a yaw motion caused in the steering operation can be suppressed.

Abstract: A steering control section has a first steering angle correction amount calculating section, a second steering angle correction amount calculating section, and a motor rotational angle calculating section. The first correction amount calculating section calculates a first correction amount based on a vehicle speed and an actual steering wheel angle. The second correction amount calculating section calculates a second correction amount through multiplying a control gain corresponding to the vehicle speed with a value calculated by low-pass filtering a differential value of steering wheel angle. The motor rotational angle calculating section calculates a motor rotational angle corresponding to the value adding the first and second steering angle correction amount, and outputs it to a motor driving section so as to drive an electric motor for correcting the steering angle. Thereby, an unstable vehicle behavior due to a resonance of a yaw motion caused in the steering operation can be suppressed.

Abstract: A steering control section has a first steering angle correction amount calculating section, a second steering angle correction amount calculating section, and a motor rotational angle calculating section. The first correction amount calculating section calculates a first correction amount based on a vehicle speed and an actual steering wheel angle. The second correction amount calculating section calculates a second correction amount through multiplying a control gain corresponding to the vehicle speed with a value calculated by low-pass filtering a differential value of steering wheel angle. The motor rotational angle calculating section calculates a motor rotational angle corresponding to the value adding the first and second steering angle correction amount, and outputs it to a motor driving section so as to drive an electric motor for correcting the steering angle. Thereby, an unstable vehicle behavior due to a resonance of a yaw motion caused in the steering operation can be suppressed.

Abstract: A brake apparatus (1) for a vehicle, having: a pedal box (5) which is provided on a partition panel (4) extending in approximately upward and downward directions and which pivotally supports the brake pedal (3). An electric motor (7) of a power steering apparatus is arranged at a position where the electric motor makes contact with the brake pedal (3) moving backward at a time of a front collision of the vehicle, to receive a load from the brake pedal (3) by the electric motor (7).

Abstract: A brake apparatus (1) for a vehicle, having: a pedal box (5) which is provided on a partition panel (4) extending in approximately upward and downward directions and which pivotally supports the brake pedal (3). An electric motor (7) of a power steering apparatus is arranged at a position where the electric motor makes contact with the brake pedal (3) moving backward at a time of a front collision of the vehicle, to receive a load from the brake pedal (3) by the electric motor (7).

Abstract: A steering control section has a first steering angle correction amount calculating section, a second steering angle correction amount calculating section, and a motor rotational angle calculating section. The first correction amount calculating section calculates a first correction amount based on a vehicle speed and an actual steering wheel angle. The second correction amount calculating section calculates a second correction amount through multiplying a control gain corresponding to the vehicle speed with a value calculated by low-pass filtering a differential value of steering wheel angle. The motor rotational angle calculating section calculates a motor rotational angle corresponding to the value adding the first and second steering angle correction amount, and outputs it to a motor driving section so as to drive an electric motor for correcting the steering angle. Thereby, an unstable vehicle behavior due to a resonance of a yaw motion caused in the steering operation can be suppressed.