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 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 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 robotic motorcycle may include a chassis, driven wheel assemblies, and a control loop stabilizer. The driven wheel assemblies may each include a wheel and a bevel gear. The wheel may be mounted to an axle for rotation about a drive axis and steering about a substantially vertical steering axis. A steer shaft may connect the axle to a steer assembly that controls rotation of the steer shaft about the steering axis to steer the wheel. A drive shaft may be coupled to a drive assembly that controls rotation of the drive shaft about the steering axis. The bevel gear may couple the other end of the drive shaft to the axle so that rotation of the drive shaft about the steering axis controls rotation of the wheel about the drive axis. The control loop stabilizer may determine parameters for the drive and steer assemblies to balance the motorcycle.

A power train system and a vehicle including the same are provided. The power train system may include: an axle output unit including an axle shaft connected to wheels; a bevel gear part forming a bevel gear rotating shaft installed in a longitudinal direction of a vehicle body so as to supply a power generated by a power generator to the axle output unit; and an axle input unit including an input driving shaft which is separated from the axle shaft of the axle output unit, receives the power from the bevel gear part, and transfers the received power to the axle output unit. The axle input unit may be fixed at a predetermined position in the circumferential direction of the axle shaft, while a connection angle formed by the axial centers of the input driving shaft and the bevel gear rotating shaft of the bevel gear part is fixed. The power train system can not only improve a degree of freedom in design, but also achieve multiple speeds.

A power train system and a vehicle including the same are provided. The power train system may include: a first transmission unit transferring a driving power outputted from a power generator to a second transmission unit; and the second transmission unit changing a forward driving power and reverse driving power received from the first transmission unit to a specific speed of at least two rotation speeds. The second transmission unit may include: an axle output unit having an axle shaft connected to left and right wheels; and an axle input unit including reverse and forward input driving shafts separated from the axle shaft of the axle output unit, receiving the driving power from a bevel gear part forming a bevel gear rotating shaft installed in a longitudinal direction of a vehicle body in order to supply the driving power transferred by the first transmission unit, and changing the received driving power to a specific speed of the two rotations. The power train system can not only improve a degree of freedom in design, but also achieve multiple speeds.

A vehicle control system comprising a speed control system and a traction control (TC) system, the TC system being operable to cause a reduction in speed of one or more wheels when a speed of the one or more wheels exceeds a TC system intervention threshold value, the speed control system being operable in an active state in which the speed control system causes the vehicle to operate in accordance with a target speed value, wherein when the speed control system is in the active state, the TC system intervention threshold value is set to a value selected in dependence at least in part on the target speed value.

A method for actively controlling the balance characteristics of a vehicle includes the following steps: (a) determining an aerodynamic balance, vehicle balance, or both of a vehicle, wherein the vehicle includes a vehicle body, an aerodynamic element coupled to the vehicle body, a rear axle, a front axle, a pair of wheels coupled to the rear axle, a pair of rear wheels coupled to the rear axle, a pair of front wheels coupled to the front axle, an electronic limited slip differential (eLSD) coupled to the rear axle, and the vehicle balance is based on an aerodynamic downforce on the vehicle; (b) determining that there is surplus downforce capacity available based on the vehicle balance; and (c) controlling, by a controller, the eLSD in response to determining that there is surplus downforce capacity available.

A vehicle control apparatus is applied to a vehicle including a turning inner wheel, a turning outer wheel, and a limited slip differential. The vehicle control apparatus includes a target yaw moment setter, a target braking force setter, and a braking device. The target yaw moment setter sets a target yaw moment of the vehicle. The target braking force setter sets a target braking force to be added to the turning inner wheel based on the target yaw moment. The braking device adds a braking force to the turning inner wheel based on the target braking force. The target braking force setter incrementally corrects the target braking force based on a transmission torque transmitted from the turning inner wheel to the turning outer wheel by the limited slip differential.

A method for operating a vehicle is disclosed. The vehicle has at least one torque transmission device which when rotating splashes in a fluid, at least two axles each having at least two wheels and at least one controllable coupling device adapted for selectively coupling or decoupling the torque transmission device with at least one of the wheels. The method includes the steps of: in an operating state in which no torque is requested by a driver of the vehicle, decoupling with the control device the torque transmission device and the at least one wheel when a driving speed of the vehicle is greater than or equal to a predetermined speed threshold value and coupling with the control device the torque transmission device and the at least one wheel for torque transmission when the driving speed is smaller than the predetermined speed threshold value.