Abstract: A steering apparatus that by effecting a predetermined relationship between a steering wheel angle and a yaw angular velocity generated for a vehicle makes a direction ?gaze ?, seen from the view point of the driver, of a target destination point on a target course for vehicle travel after a predetermined forward gaze time, and a direction ?SW of a steering wheel reference position, seen from the view point of the driver, coincide with each other. The steering apparatus can accordingly enhance the sensation of driver-vehicle togetherness, thereby enabling steering to be performed that matches driver sensation and does not cause discomfort.

Abstract: A steering apparatus that by effecting a predetermined relationship between a steering wheel angle and a yaw angular velocity generated for a vehicle makes a direction ?gaze ?, seen from the view point of the driver, of a target destination point on a target course for vehicle travel after a predetermined forward gaze time, and a direction ?SW of a steering wheel reference position, seen from the view point of the driver, coincide with each other. The steering apparatus can accordingly enhance the sensation of driver-vehicle togetherness, thereby enabling steering to be performed that matches driver sensation and does not cause discomfort.

Abstract: An electronic control unit receives a detection value from each sensor, and determines a familiarity degree coefficient indicating the degree of driver's familiarity with steering characteristics, using the received detection values. When the coefficient has a value near “0”, a desired actual steering angle is calculated to be a small value, and when the coefficient has a value near “1”, a desired actual steering angle is calculated to be a large value. When the coefficient has a value near “0”, a time constant of an actual steering actuator is set to a large value, and when the coefficient has a value near “1”, the time constant is set to a small value. A reaction torque is determined based on the coefficient.

Abstract: A steering-by-wire-type steering apparatus for a vehicle which can detect an anomaly of a connecting-disconnecting device which selectively connects and disconnects an input member on a steering wheel side and an output member on a turnable wheel side based on a steering input operation quantity or a steering state quantity.

Abstract: A steering system including a pair of operating members operable independently of each other, wherein a target wheel-turning amount and a return force for returning operating members to their reference position are determined based on an operation amount of the operating members. At least either a steering gain, set for each pair of operating members upon determination of the target wheel-turning amount, or a return-force gain, set for each pair of operating members upon determination of the return force, is made changeable depending on various parameters. Steering characteristics can be set relatively freely. For example, where the steering gain is made changeable depending on an operating angle of the operating member, determination of the target wheel-turning amount can be made with a changeable degree of contribution of operation of each operating member, which is changeable depending on an operating position of the operating member.

Abstract: An electronic control unit inputs a side slip angle ? of a vehicle body. The unit calculates a dynamic zero point ?o for reducing a lateral force generated in the vehicle due to the side slip angle ? of the vehicle body. The unit calculates a steering angle ?a, which is represented by the difference between the dynamic zero point ?o and a steering angle ? detected by a steering angle sensor. The unit calculates a reaction torque Tz having a predetermined relation with the steering angle ?a. The unit drives and controls an electric motor to generate the calculated reaction torque Tz. Thus, the unit guides a driver to a proper steering-wheel rotating direction.

Abstract: An electronic control unit (36) receives a detection value from each sensor (S11), and determines a familiarity degree coefficient Nk_0 indicating the degree of driver's familiarity with steering characteristics, using the received detection values (S12). When the coefficient Nk_0 has a value near “0”, a desired actual steering angle ?d is calculated to be a small value, and when the coefficient Nk_0 has a value near “1”, a desired actual steering angle ?d is calculated to be a large value (S16). When the coefficient Nk O has a value near “0”, a time constant ? of an actual steering actuator (21) is set to a large value, and when the coefficient Nk_0 has a value near “1”, the time constant ? is set to a small value (S 7). A reaction torque Tz is determined based on the coefficient Nk_0 (S18).

Abstract: A checking ECU 45 controls, in step S11, an electromagnetic clutch 31 into a disconnected state in a state where a turning electric motor 22 is stopped, and acquires a steering angle ? and a steering torque T in step S12. The checking ECU 45 determines in step S13 whether or not the steering torque T is equal to or less than a target torque To. When the steering torque T is equal to or less than the torque To, the checking ECU 45 proceeds to step S14, and sets an anomaly flag MBF to “0” indicating that the clutch 31 is normal. Meanwhile, when the torque T is determined in step S13 to be greater than the torque To, the checking ECU 45 proceeds to step S15, and sets the flag MBF to “1” indicating that the clutch 31 is anomalous. This anomaly determination is executed when the steering angle ? is determined in step S16 to be equal to or less than a predetermined steering angle ?o.

Abstract: A steering system including a pair of operating members operable independently of each other, wherein a target wheel-turning amount and a return force for returning operating members to their reference position are determined based on an operation amount of the operating members. At least either a steering gain, set for each pair of operating members upon determination of the target wheel-turning amount, or a return-force gain, set for each pair of operating members upon determination of the return force, is made changeable depending on various parameters. Steering characteristics can be set relatively freely. For example, where the steering gain is made changeable depending on an operating angle of the operating member, determination of the target wheel-turning amount can be made with a changeable degree of contribution of operation of each operating member, which is changeable depending on an operating position of the operating member.

Abstract: An electronic control unit inputs a side slip angle ? of a vehicle body in step S11. Next, in step S13, the unit calculates, while using the side slip angle ? of the vehicle body, a dynamic zero point ?o for reducing a lateral force generated in the vehicle due to the side slip angle ? of the vehicle body. Next, in step S14, the unit calculates a steering angle ?a, which is represented by the difference between the dynamic zero point ?o and a steering angle ? detected by a steering angle sensor. Next, in step S15, the unit calculates a reaction torque Tz having a predetermined relation with the steering angle ?a. Subsequently, in step S16, the unit drives and controls an electric motor to generate the calculated reaction torque Tz. Thus, the unit guides a driver to a proper steering-wheel rotating direction.

Abstract: Vehicle braking system including a vacuum booster for transmitting a boosted brake operating force to a master cylinder such that the boosting ratio is reduced at a fixed transition point before the boosting limit point is reached, a brake having a wheel brake cylinder connected through a fluid passage to a master cylinder serving as a first hydraulic pressure source, for braking a wheel, and a pressure increasing device having a second hydraulic pressure source connected to the fluid passage, and wherein the pressure increasing device initiating a pressure increasing operation, when the brake operating force has increased to the transition point, to increase the wheel cylinder pressure to be higher than the master cylinder pressure, by using the second hydraulic pressure source.

Abstract: In controlling the operation of a powered brake system of a vehicle in which wheel cylinders of the brake system are supplied with brake fluid compressed by a motor powered pump under a control of an electric controller according to a stroke of depression of a brake pedal by a driver detected by a brake depression stroke sensor and a master cylinder pressure generated by the brake depression detected by a master cylinder pressure sensor, a brake control device makes a double checking if the depression stroke detected by the sensor exceeds a predetermined threshold value, and also if the brake pedal is depressed at least for a predetermined stroke detectable by a stroke limit switch, before starting the operation of the powered brake system. When the stroke limit switch has failed, instead, the brake control device checks if the master cylinder pressure increases to a predetermined value to start the operation of the powered brake system with an initial biasing reduction of the starting brake force.

Abstract: In a device for judging a normal operation of a brake system of a vehicle such as an automobile by judging if the stroke of the brake pedal depression detected by a stroke sensor and the master cylinder pressure detected by a pressure sensor are correlated with one another within a range determined for a judgment of a normal operation of the brake system, the device detects speed of change of at least one of the stroke and the pressure, and refrains from executing the judgment when at least one of the stroke change speed and the pressure change speed is not smaller than a threshold value determined therefor.