A vehicle includes: a vehicle body; three or more wheels; an operation input unit to be operated to input a turning direction; and a lean mechanism for leaning the vehicle body in its width direction. Within at least partial range of vehicle velocity, the vehicle is configured to travel in a mode in which the vehicle body is leaned by the lean mechanism according to an input into the operation input unit, and a steering angle of a steered wheel changes following a lean of the vehicle body. And, the vehicle includes a changing device for changing a turn resistance force acting between the vehicle body and the steered wheel.

Provided is a vehicle behavior control device capable of performing a vehicle behavior control to accurately realize vehicle behavior intended by a driver, without causing the driver to feel uncomfortable in vehicle behavior during straight-ahead traveling. The vehicle behavior control device comprises a PCM (18) configured to control the vehicle (1) to reduce torque for driving the vehicle, according to a steering speed of the vehicle. The PCM is configured, under the condition that the steering speed is greater than a predetermined threshold Ts, and when a steering angle of the vehicle is increasing, and the steering speed is increasing, to control to gradually increase an amount of reduction of the torque for driving the vehicle, along with an increase in the steering speed, and, under the condition that the steering speed is equal to or less than the threshold Ts, to control to stop the reduction of the torque.

A driving control apparatus includes: a movement control unit that controls movement of a vehicle in accordance with a first movement path indicating a movement trajectory to a first target position that is a movement destination of the vehicle; and a movement path calculating unit that calculates a second movement path as a movement path to a second target position from a position after the vehicle moves from a current position of the vehicle for a predetermined period of time along the first movement path, wherein the movement control unit controls movement of the vehicle to the second target position in accordance with the second movement path after causing the vehicle to move along the first movement path for the predetermined period of time.

An optimal lane keeping assistance device of an articulated vehicle (100), in which a tractor (200) and a trailer (300) are connected via a fifth wheel coupling (400), includes a first sensor (520,540) which detects a tractor state variable, a second sensor (560) which detects a fifth wheel coupling (400) state variable, and an electric control unit (500) incorporating a microcomputer. The electric control unit (500) calculates a control variable (Uc) according to a target lateral displacement value (Yd), an output signal of the first sensor (520, 540), and an output signal of the second sensor (560), taking into account a feedback gain of an optimal control rule, to calculate a target steering angle (?f) of the tractor (200) according to the calculated control variable (Uc) and the output signal of the first sensor (520,540), and to assist steering of the tractor (200) based on the calculated target steering angle (?f).

An object is to provide an attitude control system that can suppress an understeering characteristic when a vehicle such as an automobile travels in a medium-speed or low-speed range. A vehicle drives front wheels, and controls steering angles of the front wheels and steering angles of rear wheels. In an attitude control system to be mounted on the vehicle, a control amount detecting unit detects an operation amount of an accelerator pedal operated by a driver of the vehicle. A driving force estimating unit estimates a driving force generated on the front wheels based on the operation amount of the accelerator pedal. A rear-wheel steering angle determining unit determines a rear-wheel steering angle instruction value for controlling steering angles of the rear wheels based on an estimated front-wheel driving force that is the driving force estimated by the driving force estimating unit.

A method for controlling an active rear axle steering of a motor vehicle when steering out from straight travel with given actual dynamics of the wheel guidance of the motor vehicle, wherein an actual steering signal of the motor vehicle is received by a control circuit from at least one sensor, then from the actual steering signal a dynamic model of the wheel guidance calculates a time variation of a differential signal describing a deviation of the actual steering signal from an imaginary nominal steering signal which would be needed in order to perform the steering with a given nominal dynamics, and from the differential signal a predetermined conversion rule is used to generate a nominal steering signal for the rear axle steering and the rear axle steering is actuated with this.

A steering assistance control apparatus includes a positional deviation calculator, a relative yaw angle calculator, a target value calculator, and a steering driver. The positional deviation calculator calculates a lateral positional deviation between an own vehicle and a preceding vehicle, based on a detection signal by a sensor. The relative yaw angle calculator calculates a relative yaw angle, in which the relative yaw angle is an angle formed by a traveling direction of the own vehicle and a traveling direction of the preceding vehicle. The target value calculator calculates a steering-related control target value, based on the lateral positional deviation and the relative yaw angle. The steering driver that drives a steering mechanism, based on the control target value.

An apparatus and a method for controlling a motor-driven power steering system can inhibit a change in steering feeling which may be caused by abrasion and degradation of components in the motor-driven power steering system, and maintain initial steering feeling. The method determines a torque compensation amount by comparing a reference value with change ratio average data of steering torque with respect to a steering angle, and compensates for driver input torque in accordance with the determined torque compensation amount, such that it is possible to effectively inhibit the change in steering feeling which may be caused by abrasion and degradation of components, and maintain the initial steering feeling.

A steering return control apparatus of an MDPS may include: a vehicle speed sensor configured to detect a vehicle speed; a yaw rate sensor configured to sense a tilted state of the vehicle, and output a yaw rate value; a column torque sensor configured to detect a column torque applied to a steering shaft; a motor encoder configured to detect a rotation amount of a motor; and a return controller configured to receive the vehicle speed, the yaw rate value and the column torque, determine whether the vehicle is driven in a neutral state, calculate a rack position and rack speed from the rotation amount of the motor, set a target position value in the neutral drive state, calculate a return torque for returning a steering wheel to the target position value, adjust a gain according to the vehicle speed and column torque, and output a return torque driving value.

It is an object of the present invention to provide a power steering apparatus control device in which it is possible to suppress generation of the canceling of the automatic steering unintended by the driver.

The present invention provides a control device controlling the operation of a power steering apparatus in which there is selected either an assist control (28) in which a steering force is assisted based on a steering torque input through the operation of a steering wheel or an automatic steering control (29) in which a steering angle of a turning wheel is controlled based on a steering angle command value. When, in the state in which the automatic steering control (29) is selected, the steering torque exceeds a predetermined threshold value, the automatic steering control (29) is canceled and the assist control (28) is selected. There is set a steering angle velocity command value in accordance with an increase amount of the steering torque due to the turning based on the automatic steering control (29), whereby there is performed a canceling suppression control in which canceling of the automatic steering control (28) is suppressed.