An axle torque distribution system includes a memory and a control module. The memory stores a steering angle and a toque distribution algorithm. The control module executes the torque distribution algorithm to: obtain the steering angle; based on the steering angle, determine total lateral force requested for axles of a vehicle; based on the total lateral force requested, determine lateral forces requested for the axles while constraining lateral force distribution between the axles, where the constraining of the lateral force distribution includes, based on maximum lateral force capacities of tires of the vehicle, limiting the lateral forces requested for the axles; determine available longitudinal capacities for the axles based on the lateral forces requested respectively for the axles; determine torque capacities of the axles based on the lateral forces requested respectively for the axles; and control distribution of torque to the axles based on the torque capacities of the axles.

A drive switching mechanism of a utility vehicle includes: a two-wheel drive and four-wheel drive switching device that switches between two-wheel drive and four-wheel drive of the utility vehicle; and a control unit that controls the drive switching mechanism. The two-wheel drive and four-wheel drive switching device switches between two-wheel drive and four-wheel drive by using a first clutch. The control unit permits the two-wheel drive and four-wheel drive switching device to switch from two-wheel drive to four-wheel drive when a rotation difference of the first clutch becomes equal to or smaller than a predetermined value.

A drive switching mechanism of a utility vehicle includes: a two-wheel drive and four-wheel drive switching device that switches between two-wheel drive and four-wheel drive of the utility vehicle; and a control unit that controls the drive switching mechanism. The two-wheel drive and four-wheel drive switching device switches between two-wheel drive and four-wheel drive by using a first clutch. The control unit permits the two-wheel drive and four-wheel drive switching device to switch from two-wheel drive to four-wheel drive when a rotation difference of the first clutch becomes equal to or smaller than a predetermined value.

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.

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.

A method for controlling driving force of a vehicle includes determining a natural frequency of vehicle suspension pitch motion according to characteristics of a suspension device of the vehicle, providing a filter configured for removing or passing a natural frequency component of the vehicle suspension pitch motion to a control unit of the vehicle, determining, by the control unit, a required driving force command based on vehicle driving information collected during vehicle driving, determining, by the control unit, a final front wheel driving force command and a final rear wheel driving force command through a filtering process using the filter from the determined required driving force command, and controlling, by the control unit, a driving force applied to a front wheel and a rear wheel of the vehicle by a driving device for driving the vehicle according to the determined final front wheel driving force command and the determined final rear wheel driving force command.

A method for controlling driving force of a vehicle includes determining a natural frequency of vehicle suspension pitch motion according to characteristics of a suspension device of the vehicle, providing a filter configured for removing or passing a natural frequency component of the vehicle suspension pitch motion to a control unit of the vehicle, determining, by the control unit, a required driving force command based on vehicle driving information collected during vehicle driving, determining, by the control unit, a final front wheel driving force command and a final rear wheel driving force command through a filtering process using the filter from the determined required driving force command, and controlling, by the control unit, a driving force applied to a front wheel and a rear wheel of the vehicle by a driving device for driving the vehicle according to the determined final front wheel driving force command and the determined final rear wheel driving force command.

A braking arrangement (100) for deaccelerating a vehicle is provided. The braking arrangement comprises, a drive clutch unit (104), a secondary clutch-brake unit (106) and an electronic control unit (108). When the brake pedal (114) is operated, the sensor (112) senses the movement of the brake pedal (114) and provides sensed signal to the control unit (108). The control unit (108) generates and transmits the control signal to the control valves (110) which in turn triggers solenoids of both the control valve (108) and an engagement is provided to the drive clutch unit (104) and secondary clutch-brake unit (106) respectively. At first the drive clutch unit (104) is engaged automatically irrespective of the vehicle drive mode. Gradually the secondary clutch-brake unit (106) is actuated. The present arrangement provides expedited deacceleration of the vehicle over conventional arrangements.

A braking arrangement (100) for deaccelerating a vehicle is provided. The braking arrangement comprises, a drive clutch unit (104), a secondary clutch-brake unit (106) and an electronic control unit (108). When the brake pedal (114) is operated, the sensor (112) senses the movement of the brake pedal (114) and provides sensed signal to the control unit (108). The control unit (108) generates and transmits the control signal to the control valves (110) which in turn triggers solenoids of both the control valve (108) and an engagement is provided to the drive clutch unit (104) and secondary clutch-brake unit (106) respectively. At first the drive clutch unit (104) is engaged automatically irrespective of the vehicle drive mode. Gradually the secondary clutch-brake unit (106) is actuated. The present arrangement provides expedited deacceleration of the vehicle over conventional arrangements.

A vehicle driving apparatus includes: an engine; a fluid transmission device; first and second rotary electric machines; an output shaft for receiving a power transmitted through a first power transmission path and outputting the power to one of a pair of front wheels and a pair of rear wheels; and a control device for controlling an engine operation point by adjusting an electrical path amount between the first and second rotary electric machines. The second rotary electric machine outputs the power to the other of the pair of front wheels and the pair of rear wheels, through a second power transmission path. The control device obtains a target electrical path amount enabling the engine operation point to become a target operation point, and causes a speed change device provided in the second power transmission path to establish a gear ratio enabling the target electrical path amount to be attainable.