A system for managing vehicle body and wheel motion control with a dual clutch differential includes sensors and actuators disposed on the vehicle, the sensors measuring real-time static and dynamic data and the actuators altering static and dynamic behavior of the motor vehicle. A control module executes program code portions stored in memory. The program code portions receive the real-time static and dynamic data; selectively prioritize torque output from a prime mover of the vehicle through the differential to driven wheels of the vehicle to control a body and the driven wheels; model and estimate clutch torque for each clutch of the dual clutch differential; model and estimate a joint clutch torque, a tire force, and corner torque; and generate a torque output for each clutch of the dual clutch differential that is selected to maintain one or more of body control, wheel control, and stability of the motor vehicle.

Methods and systems for a locking differential are provided. The locking differential system includes an electromagnetic solenoid actuator designed to induce locking and unlocking of the differential and a circuit board assembly designed to programmatically control the locking and unlocking functionality. The circuit board assembly includes a sensor and control circuity enclosed in a continuous sealed enclosure, the sensor extends down the face of a coil assembly in the solenoid.

A method for mitigating torque steer in a vehicle having a steering axle with a limited slip differential and a pair of output members. The limited slip differential includes a pair of differential outputs and a clutch. The method includes: operating the limited slip differential with the clutch in the first condition; determining that the vehicle is in a state in which a torque steer condition is occurring or is likely to occur; and operating the clutch to reduce a torque differential between the differential outputs to mitigate the torque steer condition. A vehicle with a steering axle and a controller that is configured to operate a clutch in the steering axle to attenuate torque steer is also provided.

A method of controlling a differential lock. The differential lock is actuated to lock a differential assembly when wheel slip of a first wheel assembly is detected and a duration of the wheel slip exceeds a pre-activation buffer. The pre-activation buffer is based on acceleration of the first wheel assembly and vehicle speed.

A method of controlling a differential lock. The differential lock is actuated to lock a differential assembly when wheel slip of a first wheel assembly is detected and a duration of the wheel slip exceeds a pre-activation buffer. The pre-activation buffer is based on acceleration of the first wheel assembly and vehicle speed.

An electric driveline system is provided. The electric driveline system includes a first electric machine and a second electric machine mechanically coupled to a transmission and a power take-off (PTO) assembly coupled to the first electric machine. The PTO assembly includes a first clutch coupled to a PTO gearset and designed to selectively disconnect a PTO from the first electric machine and the PTO gearset is mechanically coupled to the first electric machine.

An electric driveline system is provided. The electric driveline system includes a first electric machine and a second electric machine mechanically coupled to a transmission and a power take-off (PTO) assembly coupled to the first electric machine. The PTO assembly includes a first clutch coupled to a PTO gearset and designed to selectively disconnect a PTO from the first electric machine and the PTO gearset is mechanically coupled to the first electric machine.

A work vehicle locking differential energy management system includes axle speed sensors for monitoring the rotational speeds of axle half-shafts. The axle half-shafts are coupled through a locking differential, which contains a differential clutch mechanism. A processing subsystem is configured to: (i) when the locking differential is placed in a locked state, calculate a differential lock force applied to the clutch mechanism, and calculate a differential slip speed from a disparity in the rotational speeds of the axle half-shafts; (ii) estimate an internal temperature of the clutch mechanism based, at least in part, on the differential lock force and the differential slip speed; (iii) detect differential overtemperature events during which the internal temperature of the clutch mechanism exceeds a first critical temperature threshold; and (iv) perform at least one differential overtemperature action in response to detection of a differential overtemperature event.

An electrically controlled differential gear is disposed between a right front wheel and a left front wheel of a vehicle. The electrically controlled differential gear includes a clutch mechanism that limits a differential operation of the electrically controlled differential gear. A second ECU (control portion) obtains information as to failure associated with actuation of a right front electric brake mechanism. The second ECU obtains a physical amount relating to a required braking force which is applied to the left front wheel and the right front wheel. The second ECU outputs a differential limiting control command for limiting the differential operation of the electrically controlled differential gear to the clutch mechanism (or more specifically, a differential ECU that controls the clutch mechanism) based on the information as to the failure and the physical amount relating to the required braking force.

An electrically controlled differential gear is disposed between a right front wheel and a left front wheel of a vehicle. The electrically controlled differential gear includes a clutch mechanism that limits a differential operation of the electrically controlled differential gear. A second ECU (control portion) obtains information as to failure associated with actuation of a right front electric brake mechanism. The second ECU obtains a physical amount relating to a required braking force which is applied to the left front wheel and the right front wheel. The second ECU outputs a differential limiting control command for limiting the differential operation of the electrically controlled differential gear to the clutch mechanism (or more specifically, a differential ECU that controls the clutch mechanism) based on the information as to the failure and the physical amount relating to the required braking force.