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It has been reported that steering systems with derivative terms have a heightened lateral acceleration and yaw rate response in the normal driving range. However, in ranges where the lateral acceleration is high, the cornering force of the front wheels decreases and hence becomes less effective. Therefore, we applied traction control for the inner and outer wheels based on the steering angle velocity to improve the steering effectiveness at high lateral accelerations. An experiment using a driving simulator showed that the vehicle's yaw rate response improved for a double lane change to avoid a hazard; this improves hazard avoidance performance. Regarding improved vehicle control in the cornering margins, traction control for the inner and outer wheels is being developed further, and much research and development has been reported. However, in the total skid margin, where few margin remains in the forward and reverse drive forces on the tires, spinout is unavoidable.

In recent years, the conversion of vehicles to electric power has been accelerating, and if a full conversion to electric power is achieved, further advancements in vehicle kinematic control technology are expected. Therefore, it is thought that kinematic performance in the critical cornering range could be further improved by significantly controlling not only the steering angle but also the camber angle of the tires through the use of electromagnetic actuators. This research focused on a method of ground negative camber angle control that is proportional to the steering angle as a technique to improve maneuverability and stability to support the new era of electric vehicles, and the effectiveness thereof was clarified. As a result, it was found that in the critical cornering range as well, camber angle control can control both the yaw moment and lateral acceleration at the turning limit.

In a new technology called “in wheel motor,” in which the motor is installed in the wheel, the electric vehicle can become more compact, which leads to a new type of mobility. Moreover, the front wheel steering is controlled by an electrical unit instead of the traditional mechanical unit of a steering wheel inside the car. In such a “steer-by-wire” method, the motor uses an electric signal. Because the degrees-of-freedom of this steer control are increased and a variety of steer controls based on the electric signal are possible, further improvement of the control stability is needed. In other words, the steer control technique can pose a problem for drivers, and so further research in this area is needed. That is, proportional derivative steering assistance can improve emergency evasion performance and the steering delay upon counter steering. Moreover, rear-wheel active steering can improve vehicle response during emergency evasion maneuvers.

The relation of the front wheel steering angle to the steering wheel angle in electric vehicles is changing due to the “steer-by-wire” method, which is based on an electric signal. With this method, excellent maneuverability is possible in various driving situations. Therefore, this steer control method technique is considered in this study. It was clarified that steer-bywire requires an improvement in the control stability in emergency maneuvers and the delay of counter steering in drift cornering without causing a sense of driver incompatibility. (Here, the sense of incompatibility was defined as feeling by which the harmony between the steer intention of the driver and the vehicle movement was lost.) (Here, the drift cornering shows cornering done in the area with counter steering where the rear wheel exceeded the maximum cornering force.) One control stability method is Proportional Derivative (PD) steering assistance, which is dependent on the anticipated driving situations.