Provided is a control apparatus for a four-wheel-drive vehicle configured to, when a degree of transmission of a driving force to a side of rear wheels is smaller than a predetermined degree, calculate a correction value for a wheel speed based on a rotation-related value, and calculate a wheel speed through use of the rotation-related value and the correction value.

A vehicle behavior control device is provided in a vehicle that includes a suspension device supporting a wheel so as to allow a stroke with respect to a vehicle body, and having a geometry in which a center of the wheel is displaced in a direction in which a wheelbase stretches and contracts due to the stroke, and a front and rear wheel differential rotation constraining member that constrain differential rotation between a front wheel driving force transmission mechanism that transmit a driving force to front wheels and a rear wheel driving force transmission mechanism that transmit a driving force to rear wheels. The vehicle behavior control device includes a front and rear wheel differential rotation constraining control unit that increase a constraining force of the front and rear wheel differential rotation constraining member in response to occurrence of a pitching behavior of the vehicle body.

A vehicle includes front suspension assemblies; rear suspension assemblies; a left driven wheel and a right driven wheel with first left and right brake assemblies; a left wheel and a right wheel with second left and right brake assemblies; an anti-lock braking system (ABS) module; a drive mode coupler connected between the transmission and the left and right wheels for changing between a 24 and a 44 drive configuration; and a drive mode switch for controlling the drive mode coupler, the ABS module selectively performing brake traction control of at least one wheel based on the position of the drive mode switch. A method for controlling traction of the vehicle includes sensing the drive mode switch position and when the drive mode changes from a 24 position to a 44 position, causing the ABS module to perform brake traction control on at least one wheel.

Provided herein is a method of disconnecting and connecting elements of a tandem axle system (100) drivingly connected to an engine (206) and transmission (204) of a vehicle, the method including the steps of: providing a tandem axle system (100) having: an inter-axle differential and clutch assembly (102) in driving engagement with the engine, wherein the inter-axle differential and clutch assembly includes an inter-axle differential (108) and an inter-axle differential lock (110); a forward axle assembly (104) including a differential assembly (116), a disconnect assembly (114) and two axle half shafts (104a, 104b); and a rear axle assembly (106) including a differential assembly (120), a disconnect assembly (122) and two axle half shafts (106a, 106b); providing a control system (300) in communication with the inter-axle differential lock, the disconnect assemblies and the engine; detecting (402) a disconnect opportunity; commanding (404) the engine torque set to zero; disconnecting (406) the axle half shafts of the forward and rear axle assemblies; engaging (408) the inter-axle differential lock; and allowing (410) the engine to idle.

A vehicle control apparatus includes a thermal load priority calculator, a stability priority calculator, and a driving force distribution controller. The thermal load priority calculator is configured to calculate a thermal load priority that prioritizes a thermal load of a motor for driving a vehicle according to an operating state of the vehicle. The stability priority calculator is configured to calculate a stability priority that prioritizes a stability of the vehicle according to an operating state of the vehicle. The driving force distribution controller is configured to control a driving force distribution in a front and a rear of the vehicle, on a basis of a result of comparing the thermal load priority and the stability priority.

A modular rear drive unit for a hybrid vehicle comprises a torque distributing unit, an electric motor-generator, and a gearing arrangement operatively connecting the electric motor-generator with the torque distributing unit. The modular rear drive unit also includes an integrated housing and rear cradle supporting and surrounding the torque distributing unit, the electric motor-generator, and the gearing arrangement. The integrated housing and rear cradle operatively mounts to the vehicle body.

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.

Disclosed herein are systems, gearing assemblies, and methods for controlling a differential rotation rate between shafts of a vehicle using a variable speed motor. An embodiment includes a gearing assembly including a differential configured to engage a first axle shaft, a second axle shaft, and a drive shaft of a vehicle. The gearing assembly further includes a plurality of adjustment gears configured to engage the differential, configured to be driven by a variable speed motor of the vehicle, and configured to controllably alter a rotation of the first axle shaft relative to the second axle shaft based on rotation produced by the variable speed motor. The plurality of adjustment gears includes a subassembly of planetary gears including a planetary gear carrier, a first set of planetary gears coupled to the planetary gear carrier, and a second set of planetary gears coupled to the planetary gear carrier.

A method of controlling driving of a vehicle which performs torque command tracking control includes distributing a required torque command to a left wheel torque command and a right wheel torque command, correcting each of the distributed torque commands using the differential control amount according to a vehicle driving mode and steering input information, and then controlling torque applied to the wheel based on the torque command after correction.

A vehicle motion control system for coordinating and synchronizing a wheel-individual brake system and a power-train torque vectoring actuator system in a vehicle. The wheel-individual brake system includes at least one first actuator for applying a braking torque to individual wheels of the vehicle. The power-train torque vectoring actuator system includes at least one second actuator for applying a torque to individual wheels of the vehicle through a propulsion system. The vehicle motion control system includes a central control function module including a plurality of yaw torque controllers. Each yaw torque controller is configured to receive data including driver inputs and vehicle motion states to determine a respective yaw torque based on the received data for controlling the yaw behavior of the vehicle.