Abstract: A motor vehicle is provided that has an engine, front and rear wheels and a clutch system for selectively distributing engine torque to the front and rear wheels. A controller judges in real time the state of motion of the vehicle and controls the torque distribution by the clutch system according to the judged state.

Abstract: A hydraulic system for a work vehicle including a manifold assembly configured to prioritize hydraulic fluid flow to priority functions over a wide range of engine speeds.

Abstract: A torque transfer device in a motor vehicle, used for variable transfer of torque from a first shaft associated with a first wheel pair to a second shaft associated with a second wheel pair. A coupling unit facilitates variable torque-transferring coupling of the first and second shaft. The coupling unit has a first coupling element rotationally connected to the first shaft and a second coupling element connected to the second shaft. The elements cooperate with each other or are capable of cooperating with each other in order to transfer torque. A controllable adjusting device adjusts a strength of the interaction between the coupling elements by adjusting a relative position and/or a mechanical contact pressure. A control device controls the adjustment. The control device includes a data processing unit for calculating a first control signal on the basis of a plurality of input signals according to predefined rules and for controlling the adjusting device.

Abstract: In a method and a device for slope and/or pitch recognition in a vehicle (1, 1?, 1?) at least one speed and a transverse and/or longitudinal acceleration of the vehicle are determined and a slope or pitch situation is assumed, when the speed is smaller than the limit value vGlmax and the transverse acceleration is greater than a limit value aqmax and/or the longitudinal acceleration is greater than a limit value almax. On recognition of a slope or pitch situation, a ride control system can be automatically deactivated and/or control thresholds of the ride control system are expanded.

Abstract: A method for distributing software modules to control units, the software modules being assigned to the control units while taking safety-relevant classification features into consideration.

Abstract: A type of driving controller for a vehicle that makes use of a combination of a generator and an AC motor to perform stable motor torque control. Target output electric power that should be output from the generator is computed on the basis of the motor's necessary electric power, and the generator is controlled at the operating point where the torque instruction value computed on the basis of the target output electric power can be generated at good efficiency. Also, the torque instruction value of the motor is computed on the basis of present output voltage and output current of the generator, and the motor is controlled on the basis of the torque instruction value.

Abstract: A powertrain for a machine is disclosed. The powertrain has a power source and a transmission that is operably connected to the power source. The powertrain also has a differential that is operably connected to the transmission. The powertrain further has a first and second shaft that are operably connected to the differential. The first and second shaft respectively actuate a plurality of traction devices. The powertrain also has a clutch associated with the differential and configured to selectively reduce a total traction available to the machine by releasing the differential as a function of a torque produced by the power source.

Abstract: A vehicle stability control system includes a basic request driving force computing unit, a front and rear wheel load computing unit, a virtual turning radius estimating unit, a target value computing unit, and a vibration damping correction controlling unit. The basic request driving force computing unit computes a physical quantity so as to generate the basic request driving force requested by a driver. The front and rear wheel load computing unit detect a load applied to the wheels. The virtual turning radius estimating unit estimates a virtual turning radius. The target value computing unit computes a target value of a stability factor. The vibration damping correction controlling unit corrects the physical quantity so as to follow the target value. The system generates the driving force for the driving wheel.

Abstract: A rollover avoidance system for changing the damping characteristics of suspension dampers at each wheel of a vehicle so as to mitigate the potential for vehicle rollover. The system includes a plurality of vehicle parameter sensors for measuring vehicle parameters and providing vehicle parameter signals. The system also includes a controller for generating a damper suspension command signal for each damper using the vehicle parameter signals. The controller considers a roll control factor representing a rollover condition of the vehicle and a yaw stability control factor representing a yaw condition of the vehicle to set the damping of the dampers to mitigate the potential for vehicle rollover.

Abstract: A drive force control method for a four-wheel drive vehicle including a torque distributing mechanism capable of changing a drive force distribution ratio between front and rear wheels and a drive force distribution ratio between right and left front wheels or between right and left rear wheels. This method includes the steps of increasing the drive force distribution ratio of the rear wheels to the front wheels according to an increase in absolute value of a lateral G signal, and increasing the drive force distribution ratio of a turning outer wheel as one of the right and left front wheels or one of the right and left rear wheels to a turning inner wheel as the other. A lateral G sensor signal is corrected by an estimated lateral G signal calculated according to a steering angle and a vehicle speed to obtain a control lateral G signal, which is used as the lateral G signal.

Abstract: In a motion control system for a vehicle having four wheels including at least two driving wheels which is driven by a driving power source, first rolling liability judging means (step 112) judges whether or not the rolling liability detected by rolling liability detecting means (step 102, a lateral acceleration sensor 39) for detecting the rolling liability of the vehicle is equal to or greater than a first predetermined rolling liability, and rolling suppression control means (steps 116, 124 to 129) suppresses the rolling liability of the vehicle by increasing the driving force of any of the driving wheels when the first rolling liability judging means judges that the rolling liability detected by the rolling liability detecting means is equal to or greater than the first predetermined rolling liability.

Abstract: The present invention is directed toward incorporating a single actuation unit to actuate two or more couplings. The clutch actuation arrangement has a first coupling (36) connected to a first valve (32), a second coupling (38) connected to a second valve (34), and an actuator (24) operably connected to the first valve (32) and the second valve (34). The first valve (32) and the second valve (34) control fluid flow to the first coupling (36) and the second coupling (38). The clutch actuation arrangement also includes an elongated cylinder (31) operably connected to the first valve (32) and second valve (34). A piston (30) is slidably disposed in the elongated cylinder (31), wherein the piston (30) controls the amount of pressure presented to the first and second valves (32,34).

Abstract: A control device for a hybrid vehicle prevents a decrease in the total amount of regenerated energy in the entire vehicle while ensuring the stability of the vehicle when the vehicle decelerates. When the vehicle decelerates and regenerated energy is recovered by the regeneration operation of front motor and rear motor, the ECU sets the amount of regeneration, which is transferred from front wheels to rear wheels, depending on the steered angle of the front wheels and on the deceleration state of the vehicle. In addition, the ECU subtracts the amount of regeneration to be transferred from regeneration torque command value for rear wheels demanding from the rear motor, and adds the same amount of regeneration to regeneration torque command value for front wheels demanding from the front motor.

Abstract: Method of controlling a hydraulic system for an all-wheel drive system, including an electric hydraulic pump, a control valve for directing hydraulic fluid to a load, and an accumulator in fluid communication with the pump and the valve. The method includes the steps of estimating a negative hydraulic-fluid leakage flow out of the accumulator. Using a predetermined model, estimating a negative hydraulic-fluid work flow through the valve, and estimating a first positive fluid flow from the pump into the accumulator. The above estimated negative hydraulic-fluid leakage flow, negative hydraulic-fluid work flow and positive fluid flow are added to a total flow communicating with the accumulator, and a value is obtained of the volume of the hydraulic fluid in the accumulator from the total flow communicating with the accumulator for controlling an operation mode of the pump.

Abstract: The present invention is an axle (10) for a vehicle having a housing (12), an input shaft (14) coupled to a differential on a first end, extending through the length of the housing (12), and an output gear (16) having a first tooth profile located inside the housing (12) splined to the input shaft (14). Also included is a drive gear (18) having a second tooth profile coupled to a differential housing, at least one planetary gear (20) having a single tooth profile mounted on a carrier (22), in mesh with the first tooth profile of the output gear (16) and the second tooth profile of the drive gear (18), a carrier ring (26), and an actuatable clutch pack (32) coupled to the carrier ring (26) and the housing (12). When the actuatable clutch pack (32) is actuated, the carrier (22) is slowed down, and the speeds of the planetary gear (20) and the output gear (16) are increased, increasing the speed of the input shaft (14).

Abstract: A drive force control method for a four-wheel drive vehicle including a torque distributing mechanism capable of changing a drive force distribution ratio between front and rear wheels and a drive force distribution ratio between right and left front wheels or between right and left rear wheels. This method includes the steps of increasing the drive force distribution ratio of the rear wheels to the front wheels according to an increase in absolute value of a lateral G signal, and increasing the drive force distribution ratio of a turning outer wheel as one of the right and left front wheels or one of the right and left rear wheels to a turning inner wheel as the other. A lateral G sensor signal is corrected by an estimated lateral G signal calculated according to a steering angle and a vehicle speed to obtain a control lateral G signal, which is used as the lateral G signal.

Abstract: A vehicle include a first disconnect disposed between a prime mover of the vehicle and a certain one of the vehicle drive wheels. The first disconnect is operable to connect and disconnect the prime mover to and from the certain one of the drive wheels. A second disconnect is disposed between the powertrain and the certain one of the drive wheels, and is operable to connect and disconnect the certain one of the drive wheels to and from the powertrain when the first disconnect is engaged. A control system and method are configured to control operation of at least the first and second disconnects. Through selective control of the disconnects, the system can be automatically placed in a four-wheel-drive mode based on predetermined criteria, or the desirability of the four-wheel-drive mode can be indicated to the vehicle operator in a passive version of the control system and method.

Abstract: A system and method for controlling torque and/or speed of wheels of a vehicle. The system and method receive one or more vehicle operating signals. Based on the received vehicle operating signals, the system and method determine whether one or more of a vehicle's wheels require torque or speed modification. If it is determined that one or more of the vehicle's wheels requires torque or speed modification, the system and method modifies the torque to drive, or speed of, a wheel or wheels based on the received vehicle operating signals. The modification is automatic and/or independent for each wheel. Some or all wheels can be coupled to respective wheel hubs having incorporated therewith an engagement/disengagement mechanism. The system and method can control the engagement/disengagement mechanism to modify the torque at, or speed of, the associated wheel based on the received vehicle operating signal or signals.

Abstract: Methods and systems are described to automatically lock and unlock a front axle disconnect mechanism in an all-wheel drive (AWD) system responsive to driving conditions to reduce parasitic losses and increase fuel efficiency. A control algorithm is described which automatically determines whether the front axle disconnect mechanism should lock or unlock responsive to various sensor readings throughout the vehicle. The sensor readings relate to the driving conditions. Advantageously, the present disclosure automatically decides the best mode for optimum fuel economy while safely responding to driving conditions, and therefore removes the requirement for a driver to select the operating mode.

Abstract: A driving-force distribution control device includes a distributing mechanism, a distribution controller, an anti-skid brake system, an acceleration detector, a synthesized acceleration calculator and a control coefficient controller. The distributing mechanism is operable to variably distribute a driving force from an engine to individual drive wheels of a vehicle. The distribution controller is operable to control the distributing mechanism based on a running state of the vehicle. The acceleration detector is operable to detect a first acceleration in a front-rear direction and a second acceleration in a left-right direction of the vehicle. The synthesized acceleration calculator is operable to calculate a synthesized acceleration of the first acceleration and the second acceleration.

Abstract: A differential gear assembly is disclosed. The differential gear assembly includes a first sun gear and a second sun gear coaxially aligned with each other; a first set of planetary gears in mating engagement with the first sun gear; and a second set of planetary gears in mating engagement with the second sun gear. The first and second sets of planetary gears are in mating engagement with each other. The differential gear assembly also includes a first set of friction members, each of which faces a respective one of axial ends of the first set of planetary gears; and a second set of friction members, each of which faces a respective one of axial ends of the second set of planetary gears. The differential gear assembly further includes a first body connecting at least a plurality of said first set of friction members together, and a second body connecting at least a plurality of said first set of friction members together.

Abstract: A driving force distribution control device for a four wheel drive vehicle having a mechanism that distributes the torque of an engine, which is transmitted to a main drive wheel, to a secondary drive wheel determines a first torque to be distributed to the secondary drive wheel on the basis of the engine torque, and corrects the determined first torque on the basis of a yaw rate deviation between a target yaw rate and an actual yaw rate of the vehicle. When an absolute value of the yaw rate deviation is equal to or greater than a predetermined value, the mechanism is controlled on the basis of the corrected torque.

Abstract: A system and method are provided for controlling or automatically controlling the driving dynamics of a two-track, two-axle motor vehicle having only one driven axle, which, for the rolling moment support, has a system for changing the distribution of the wheel contact forces to the left and right wheel respectively of each axle. The fractions of the rolling moment support taken over by the front axle and by the rear axle are changeable as a function of the drive torque provided by the drive assembly of the motor vehicle. For this purpose, a desired wheel contact force for the driven wheels can be determined from the drive torque, and by way of this desired wheel contact force, the distribution of the rolling torque support can be determined.

Abstract: A running mechanism of a passenger boarding bridge and a control method thereof are provided. The running mechanism includes a beam, two rotary supporting members, and two running wheel sets. Each of the rotary supporting members is pivotally connected to one end of the beam, and connected to the respective running wheel set also. The running mechanism includes four driving devices for driving four running wheels, respectively. The control method is used to provide a matching control for the four running wheels, such that no sliding friction is generated between the running wheels and a ground surface when the passenger boarding bridge is turning.

Abstract: A power transmission device includes a rotatable input member, a rotatable output member and a friction clutch positioned within a housing. The friction clutch is operable to selectively transfer torque between the input member and the output member. A torque tube has a first end fixed to the friction clutch housing and a second end adapted to be fixed to an axle housing. The rotatable output member is supported to rotate within the torque tube and adapted to drivingly engage a rotatable member of an axle housing.

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 method for controlling driving on a hill of an all-wheel drive vehicle, wherein vehicle acceleration is determined and the gravitational acceleration is measured. To improve the accuracy of the determination of the vehicle reference speed in all-wheel drive vehicles, the method comprises the following steps: determining the acceleration at the secondary axle (Tc4wdHaAcc) from one or both of the two wheel speeds, determining the deviation (Slope) between the acceleration at the secondary axle (Tc4wdHaAcc) and the measured acceleration (LoSenAcc), filtering the determined deviation (SlopFilt) with a time constant (T1Slope), comparing the deviation (Slope) with the filtered deviation (SlopFilt), determining driving situations representing the conditions ‘traction slip control is active’ or ‘traction slip control is not active’, and determining the slope in dependence on the comparison result and the driving situation.

Abstract: The invention relates to a method for controlling rotation speed of at least one rotary element in the drive line of a vehicle. A first control model and a second control model are defined. The first control model calculates a permitted slip of at least one of the ground engagement elements of the vehicle at its ground contact point, which ground engagement element is driven via the rotary element. The second control model calculates a torque to said ground engagement element. The result of one of said control models is used for controlling the rotation speed of the rotary element.

Abstract: The present invention relates to a truck, in particular to a bulk goods dump truck of the so-called large dump truck type, having a chassis with wheels of which a plurality of wheels each have a single wheel drive and having a control device for the control of the speed and/or of the torque of the single wheel drives.

Abstract: Methods and apparatus are provided for generating a slip control for an active driveline device (such as an electronic limited slip differential (eLSD)) that corrects for longitudinal tire slip in the turning wheels of a vehicle. Indicia of a yaw rate of the vehicle are obtained by the eLSD, which then determining a target velocity difference for the turning wheels based at least in upon the yaw rate, along with other factors such as difference in wheel rotation speed or the wheel-road angle of the vehicle. Using these measured parameters, a slip control signal can be applied to the eLSD as a function of the determined target velocity difference.

Abstract: A drive force distribution system for a four wheel independent drive vehicle is configured to suppress changes in longitudinal and lateral accelerations and change in yaw moment about the center of gravity of the vehicle that occur when the brake/drive force of one wheel changes or is changed deliberately. The drive force distribution system is configured such that when the brake forces and the drive forces determined by the brake/drive force determining section based on the motion requirements of the vehicle are to be changed, the drive force revising section revises the brake/drive forces of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel by amounts, respectively, based on the sensitivities of the tire lateral forces of each of the wheels estimated by the tire lateral force sensitivity estimating section so as to satisfy the motion requirements of the vehicle.

Abstract: An on-demand four wheel drive system for a vehicle having a front drive train, a rear drive train, and a transfer case. The system includes a sensor system operable to detect the speed of the front drive train and the speed of the rear drive train. The system also includes a controller operable to cause the transfer case to supply input torque to the front drive train and the rear drive train when the sensor system detects that the speed of the rear drive train exceeds the speed of the front drive train by a predetermined amount. The controller is further operable to cause the transfer case to limit the amount of input torque supplied to the front drive train when the sensor system detects that the speed of the front drive train exceeds the speed of the rear drive train.

Abstract: A method of programming parameters of a power driven wheelchair for a plurality of drive modes comprises: displaying a menu image on an interactive display screen, the menu image including settings of a plurality of wheelchair parameters for a plurality of drive modes of the wheelchair; selecting a wheelchair parameter for a drive mode from the displayed menu image; and programming the setting of the selected wheelchair parameter to a desired setting.

Abstract: In a method, a steeringwheel torque for the steering wheel of a motor vehicle is determined. In this context, a steering angle for steered wheels is predefined by the driver by means of the steering wheel. A steering torque which represents the forces on the vehicle axle acts on the steering wheel. A desired manual torque (M_soll) is determined here using at least one axle model. The desired manual torque is then superimposed on the actual steeringwheel torque (M_ist).

Abstract: An object of the present invention is to provide a vehicle drive system that is capable of appropriately continuing four-wheel drive according to driver's intention and road conditions. The vehicle drive system includes a motor 5 which drives rear wheels 15R and 15L, and a 4WDCU 6 for controlling the electric energy inputted to the motor to control the motor drive. When the driver issues a request command for continuing four-wheel drive or when the road condition of the vehicle changes, a control logic 200 of the 4WDCU 6 continues a four-wheel drive mode in which the rear wheels are driven by the motor 5 and the front wheels by an internal combustion engine 1.

Abstract: A method and device for warning a driver of lane departure, wherein a first analyzer is used to detect the vehicle's lane departure based on image data and/or vehicle data and/or driver activity. The driver then receives a warning as a function of the detection by the first analyzer. In addition, a second analyzer for evaluating the driving situation is provided, which either performs the evaluation of the driving situation after the detection and via which the warning is suppressed as a function of the evaluation, or which alternatively performs an evaluation of the driving situation before the detection and via which a detection of lane departure is suppressed as a function of the evaluation.

Abstract: In a drive system switching control method of an automotive four-wheeled vehicle for switching two drive systems comprising a two-wheel drive and a four-wheel drive. The method has a step of detecting a steering angle, and a step of inhibiting the drive system switching if the detected steering angle is over a predetermined angle.

Abstract: A drivetrain protection and management system (DPMS) monitors and determines individual wheel speeds to detect wheel spin and slip conditions on a drive axle. Wheel spin is caused by low surface friction, excessive input torque, lack of inter-axle differential and differential locks, excessive operating temperatures, or poor driving techniques. When wheel spin or slip exceeds a threshold, the DPMS automatically controls input torque to the drive axle by controlling engine or retarder torque. In addition to monitoring wheel speeds, the DPMS monitors other vehicle characteristics such as engine torque/speed, transmission ratio, transmission output speed, vehicle speed, throttle position, for example. The DPMS monitors and stores these vehicle characteristics over time and generates a data output that summarizes a history of vehicle operating conditions. The DPMS can communicate this data output real time during vehicle operation, which can be used by a fleet to maximize vehicle performance.

Abstract: Steering logic for a self-propelled vehicle having a plurality of wheels includes the steps of receiving translational velocity and angular velocity commands, determining the resultant velocity and steer angle of each wheel, and determining the wheel offset correction for each wheel based on the scrub radius of each wheel and the angular velocity command.

Abstract: A method for measuring and aligning front and rear wheels of a four wheel vehicle, including measuring alignment properties of the front wheels, and correcting alignment properties of the rear wheels if all of the measurements of the alignment properties of the front wheels are substantially equal to the manufacturer-specified alignment properties for the front wheels. If all of the measurements of the alignment properties of the front wheels are not substantially equal to the manufacturer-specified alignment properties for the front wheels, then the alignment properties of the front wheels are corrected prior to correcting alignment properties of the rear wheels. The measurements of the alignment properties can be made using a computer-aided, three-dimensional machine vision alignment apparatus.

Abstract: The invention relates to a method for activating and deactivating the four-wheel drive of service and working vehicles without interaxle differential locks. According to said method, said activation and deactivation of the four-wheel drive is derived from the driving and load conditions of the vehicle (1), the vehicle speed and/or gearbox output torque being used as parameters.

Abstract: A steering ratio control system of a vehicle includes a variable steering ratio mechanism variably adjusting a steering ratio of a steer angle at left and right steered road wheels to a steering-wheel rotation angle, and a braking/driving force control unit individually controlling braking force and/or driving force of the left and right steered wheels. A steering ratio control unit determines a reference steering ratio based on a vehicle's driving state. The steering ratio control unit calculates a steering-ratio correction value needed for canceling torque steer resulting from a difference in braking force and/or driving force between the left and right steered wheels. A final steering ratio is determined based on both of the reference steering ratio and the steering-ratio correction value to drive the variable steering ratio mechanism responsively to the final steering ratio reflecting the steering-ratio correction value.

Abstract: A differential limiting control apparatus for a vehicle has: clutch unit interposed between one rotational shaft and the other rotational shaft for variably transmitting a driving force between the one rotational shaft and the other rotational shaft; target differential speed setting unit for setting a target differential speed between the one rotational shaft and the other rotational shaft, actual differential speed detecting unit for detecting an actual differential speed between the one rotational shaft and the other rotational shaft, and clutch torque computing unit for computing an engagement force of the clutch unit by obtaining a deviation between the target differential speed and the actual differential speed, configuring a switching function by using at least a polarity related to an integral term of the deviation, and applying a sliding mode control.

Abstract: A running vehicle has front and rear driving wheels, and a sensor for measuring the acceleration of the running vehicle. The vehicle determines a distribution rate of torque to each of the driving wheels in accordance with the found acceleration, and changes driving torque to each of the front and rear driving wheels based on the found distribution rate to control driving motors.

Abstract: A vehicle behavior control system includes: a first drive power control unit that executes a turning control over right and left drive wheels of a vehicle to reduce the turning radius of the vehicle based on a drive power difference between the right and left drive wheels; a second drive power control unit that executes a traction control when any drive power difference between the right and left drive wheels exists, in order to reduce the existing drive power difference; and a traction control restriction unit that restricts the traction control from being executed when the turning control over the right and left drive wheels is executed.

Abstract: The system includes wheel locating equipment, image capturing equipment, lighting equipment, a first control device, first communicating installations for communications between the first control device and the image capturing equipment, and second communicating installations for communications between the first control device and the lighting equipment. The image capturing equipment and the lighting equipment are arranged above the wheel locating equipment so as to enable the image capturing equipment to capture an image of a wheel. The first communicating installations sends the image to the first control device and the first control device processes the image to obtain data for identifying a wheel model. The invention also includes the process using the described system. The main step of the process is converting a circular portion of an image into a rectangular image by a polar transformation.

Abstract: In drive controlling apparatus and method for an automotive vehicle, at least one couple of road wheels constitutes one pair of parallel road wheels with respect to a vehicular width direction, a plurality of motors driving independently and separately each road wheel of the pair of parallel road wheels are provided, and a power supply supplies an electric power to the plurality of motors, the plurality of motors driving respective road wheels of the pair of parallel road wheels being enabled to constitute a serial circuit with respect to the power supply.

Abstract: A method to reduce backlash in a drive train of a four-wheel drive vehicle, the method including receiving rotational parameters from sensors in the four-wheel drive vehicle, determining a torque reversal in the drive train based on the received rotational parameters and sending a command signal to initiate engagement of a clutch pack in a transfer case of the drive train responsive to the determination.

Abstract: In the case of a control system for an at least temporarily four-wheel-driven motor vehicle having an electronic control unit, which determines at least the rotational speeds of all wheels and the vehicle speed, and by which the driving torque of a drive unit can be distributed in a variable manner by way of a controllable transfer clutch to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, can be connected with the drive unit as required, the control unit closes the transfer clutch when the slip of a rear wheel exceeds the slip of the front wheel of the same vehicle side by a value which is greater than a given first threshold and when, preferably, also the longitudinal deceleration of the vehicle exceeds a given second threshold or the lateral acceleration of the vehicle exceeds a given third threshold.

Abstract: When supplied with a signal for correcting a vehicle behavior is input from a brake controller, an electrically-driven parking brake controller releases actuation of an electrically-driven parking brake when the electrically-driven parking brake is actuated. When supplied with a brake control amount when abnormality occurs in a main brake system is input the electrically-driven parking brake controller drives electric motors to generate the brake control amount concerned. Furthermore, when supplied with the brake control amount of the electrically-driven parking brake 30 from an ACC system, the electrically-driven parking brake controller drives the electric motors to generate the brake control amount concerned. The front-and-rear driving force distribution controller directly couples the front shaft and the rear shaft when the electrically-driven parking brake is actuated.