Provided are an automobile chassis integration control method and system. The control method includes the steps that: a cooperative control unit receives a first engine torque output by an EMS, a first engine torque limiting request output by a four-drive controller, a second engine torque limiting request output by an ESP, and a third engine torque limiting request output by a TCU from a CAN bus respectively; and the cooperative control unit cooperatively controls the first engine torque limiting request, the second engine torque limiting request, the third engine torque limiting request, and the first engine torque, and outputs a second engine torque as an engine execution torque.

An all-wheel-drive vehicle includes a primary drive axle, a secondary drive axle, and an all-wheel-drive powertrain configured to selectively power the primary and secondary axles. The powertrain includes a powerplant and a clutch that couples the powerplant to the secondary axle when engaged and that decouples the powerplant from the secondary axle when disengaged. A controller is programmed to disengage the clutch to disable all-wheel drive and propel the vehicle solely with the primary drive axle based on repeated occurrence of power output of the powertrain being less than a value.

Methods and system are described for changing a driveline gear range from a higher gear range to a lower gear range. The driveline may include two electric machines and four clutches in a four wheel drive configuration. The methods and systems permit a driveline to change from a higher gear range to a lower gear range without stopping a vehicle.

Methods and system are described for changing a driveline gear range from a higher gear range to a lower gear range. The driveline may include two electric machines and four clutches in a four wheel drive configuration. The methods and systems permit a driveline to change from a higher gear range to a lower gear range without stopping a vehicle.

A vehicle includes a chassis, an engine coupled to the chassis, a power source coupled to the chassis, and a track assembly. The track assembly includes an electric motor coupled to the chassis, a first drive wheel coupled to the electric motor and pivotally coupled to the chassis, a second drive wheel coupled to the engine and pivotally coupled to the chassis, and a track engaging the first drive wheel and the second drive wheel. The engine is configured to provide mechanical energy to the second drive wheel to drive the track and propel the vehicle. The electric motor is configured to receive electrical energy from the power source and provide mechanical energy to the first drive wheel to drive the track and propel the vehicle.

An off-road vehicle includes a driveline, a control system, and a braking system. The driveline provides driveline power and driveline brake power to a first tractive assembly and/or a second tractive assembly. The control system stores vehicle information, determines driving instructions based on environment data, and determines speed references for tractive elements of the first and second tractive assemblies based on the driving instructions and the vehicle information. The braking system includes brakes and a braking subsystem. The brake subsystem operates the brakes to provide brake power to one or more components of the first and/or second tractive assemblies. The brake controller controls the brakes to selectively provide the brake power and the control system controls the driveline to selectively provide the driveline power and the driveline brake power based on current speeds of the tractive elements and the speed references to accommodate the driving instructions.

An off-road vehicle includes a driveline, a control system, and a braking system. The driveline provides driveline power and driveline brake power to a first tractive assembly and/or a second tractive assembly. The control system stores vehicle information, determines driving instructions based on environment data, and determines speed references for tractive elements of the first and second tractive assemblies based on the driving instructions and the vehicle information. The braking system includes brakes and a braking subsystem. The brake subsystem operates the brakes to provide brake power to one or more components of the first and/or second tractive assemblies. The brake controller controls the brakes to selectively provide the brake power and the control system controls the driveline to selectively provide the driveline power and the driveline brake power based on current speeds of the tractive elements and the speed references to accommodate the driving instructions.

Systems and methods are provided herein for operating a vehicle in a K-turn mode. The K-turn mode is engaged in response to determining that an amount that at least one of the front wheels of the vehicle is turned exceeds a turn threshold. While operating in the K-turn mode, forward torque is provided to the front wheels of the vehicle. Further, backward torque is provided to the rear wheels of the vehicle. Yet further, the rear wheels of the vehicle remain substantially in static contact with a ground while the front wheels slip in relation to the ground.

Systems and methods are provided herein for operating a vehicle in a K-turn mode. The K-turn mode is engaged in response to determining that an amount that at least one of the front wheels of the vehicle is turned exceeds a turn threshold. While operating in the K-turn mode, forward torque is provided to the front wheels of the vehicle. Further, backward torque is provided to the rear wheels of the vehicle. Yet further, the rear wheels of the vehicle remain substantially in static contact with a ground while the front wheels slip in relation to the ground.

A method is provided for operating a drive train comprising an internal combustion engine or an electric machine as a primary drive and an electric machine as a secondary drive, wherein the electric machine is detachably coupled, together with an inverter and controller, on one of the vehicle axles. The electric machine and at least one switchable element is actuated in order to minimize drag losses of the electric machine and to provide a defined connection time for the electric machine. The electric machine is stationary and decoupled during a first speed range. The electric machine is actuated at a preset speed during a second speed range, where a defined connection time is not possible if the electric machine were stationary. The electric machine is coupled to the axle and rotates at the vehicle speed in the third range, when losses while coupled are lower than if uncoupled.