A control system for controlling axle hop in a vehicle includes a sensor and an electronic controller. The sensor is configured to detect a vibration of an axle and to detect a wheel slip of a wheel. The electronic controller is configured to determine whether one of the detected axle vibration exceeds a first predetermined threshold or the detected wheel slip exceeds a second predetermined threshold. An engine traction control system is started upon determining that the one of the detected axle vibration exceeds the first predetermined threshold or that the detected wheel slip exceeds the second predetermined threshold.

Methods and systems are provided for operating a driveline of a hybrid vehicle that includes an internal combustion engine, an electric machine, and a transmission are described. In one example, regenerative torque and torque of an electronically controlled differential clutch are adjusted to increase utilization of a vehicle's kinetic energy.

A power steering device for an axle assembly provided with a limited-slip differential designed to transmit a drive torque to a first and second wheel and to automatically activate, in the event of a loss of synchronism and/or of grip of one of the first and second wheels, an operating mode referred to as lockup mode in which differential transfers most of the driving torque to the slower of the first and second wheels, the power steering also including a steering mechanism and a power steering motor controlled by a control module, steering control module containing compensation laws which allow the power steering motor to compensate for certain effects, such as alternating load backup or freezing, induced in the steering mechanism by activation of the differential lockup mode, so as to give the driver a feel close to that of an axle assembly that does not have a lockup mode.

An electric-axle device for a commercial vehicle that can minimize the frequency of using a main brake when braking, may include a first clutch device disposed between a motor and a differential casing to transmit or block power, a second clutch device disposed between the differential casing and a disc, an electromagnetic brake applying a braking force to the disc, and that can increase a coasting distance and improve energy efficiency and durability of the motor by disengaging the first clutch device and the second clutch device such that kinetic energy, which is transmitted to the motor from an axle shaft, is blocked as if a neutral gear of a transmission is engaged, when the vehicle coasts.

The invention relates to a method for operating a vehicle drive train (1) comprising a prime mover (2), comprising a transmission (3), and comprising a driven end (4). A friction-locking shift element (10) is provided, the power transmission capacity of which is variable and, with the aid of which, at least a portion of the torque transmitted in the vehicle drive train (1) can be transmitted between a transmission output shaft (8) and an area (6) of the driven end (4). One shift-element half is operatively connected to the transmission output shaft (8) and the other shift-element half is operatively connected to the area (6) of the driven end (4). The rotational speed of the transmission output shaft (8) is determined as a function of the rotational speed in the area (6) of the driven end (4) and also as a function of the rotational speed of the prime mover (2) and the ratio currently engaged in the area of the transmission (3). In the event of a deviation between the rotational speed of the transmission output shaft (8) determined on the output end and the rotational speed of the transmission output shaft (8) determined on the transmission-input end, which is greater than or equal to a threshold value and/or an operating temperature in the area of the friction-locking shift element (10), which is greater than or equal to a limiting value, measures reducing loads of the friction-locking shift element (10) are initiated.

When temperature of a second power source of a vehicle becomes higher than a threshold value during a first mode in which three rotating elements of a differential gear can make differential movement and when four-wheel drive is needed, switching is performed to a second mode in which the three rotating elements are unified, and when four-wheel drive is not needed even when the temperature of the second power source becomes higher than the threshold value during the first mode, output of the second power source is restricted, while the first mode is maintained.

A method for reducing fuel consumption of a work vehicle may include monitoring one or more loads associated with both a drive power requirement and a hydraulic power requirement for the work vehicle. In addition, the method may include actively adjusting one or more operating parameters of the work vehicle based on the monitored loads in a manner that meets the drive power requirement and the hydraulic power requirement for the work vehicle while reducing the fuel consumption of the vehicle's engine.

A control apparatus for a four-wheel-drive vehicle is configured to, during braking of the vehicle in a two-wheel-drive state, determine whether or not a degree of a yaw movement for deflecting the vehicle is larger than a predetermined first degree. When the degree of the yaw movement is larger than the first degree, the control apparatus increases a first coupling torque of a first coupling device and a second coupling torque of a second coupling device to a predetermined first torque value which is larger than zero, and controls a ground contact load adjusting device in such a manner that a first ground contact load at a rear wheel at an outer side with respect to the yaw movement becomes larger than a second ground contact load at a rear wheel at an inner side with respect to the yaw movement by a predetermined first load difference or more.

A powertrain system for a vehicle includes an electric power source having a first motor configured to provide a first amount of torque to the vehicle and a second motor configured to provide a second amount of torque to the vehicle different from the first amount of torque. The system further includes one or more attachable electric power gear assemblies configured to couple the two or more motors to a propeller shaft for providing the torque to the vehicle. The system includes an electronic control unit coupled to the electric power source and configured to dynamically activate or deactivate each of the first or second motors based on one or more operating conditions of the vehicle. The first and second motors comprises at least one of a same number of poles or a same number of phases.

A control system for a vehicle configured to stabilize a behavior of the vehicle by controlling a split ratio of torque distributed to front wheels and rear wheels. In the vehicle, a split ratio of the torque distributed to the front wheels and to the rear wheels through a transfer is changed by a torque of the motor.

The control system is configured to execute a drive force distribution control to control the torque of the motor to adjust the split ratio to a target ratio, and to execute a turning behavior stabilizing control instead of the drive force distribution control to temporarily increase the torque of the motor when the vehicle is understeering or oversteering.