A drive force control system for a vehicle configured to change a torque to propel a vehicle certainly in a required amount by controlling output torques of an engine and a motor. A controller is configured to: calculate a required amount of change in synthesized torque of an engine torque and a motor torque; calculate a required amount of change in the engine torque and a required amount of change in the motor torque based on the required amount of change in the synthesized torque; select one of the engine and the motor whose torque will be changed further than a limit value; and adjust the torque of the selected prime mover by a counter torque.

A system and method for controlling driving of an electronic 4-wheel drive hybrid vehicle appropriately executes torque distribution and compensation to front wheels and rear wheels in each gear position to satisfy driver's requested torque depending on selected driving mode of the electronic 4-wheel drive hybrid vehicle in which an engine and a front wheel motor are connected to the front wheels and a rear wheel motor is connected to the rear wheels, thereby being capable of increasing acceleration performance when a sports mode is selected as the driving mode and realizing acceleration linearity when a comfort mode is selected as the driving mode.

A hybrid vehicle includes an engine that drives first wheel, and a motor that drives second wheel. The hybrid vehicle includes (1) a minute speed launch support mode where the hybrid vehicle is driven only by the motor as a drive source, (2) a sudden launch support mode where the hybrid vehicle is driven by the engine and motor as the drive source, and (3) a smooth launch support mode where the hybrid vehicle is driven only by the motor as the drive source in an early stage, is driven by the engine and motor in a middle stage, and is driven only by the engine in a late stage, and if an operation amount of an acceleration instruction unit is not 0 or is substantially not 0, any one of the support modes is executed according to an operation status of the acceleration instruction unit.

The present disclosure discloses a vehicle and a coasting feedback control method for the same. The coasting feedback control method includes the following steps: detecting the current speed of a vehicle, the depth of a braking pedal of the vehicle, and the depth of an accelerator pedal; and when the current speed of the vehicle is greater than a preset speed, both the depth of the braking pedal and the depth of the accelerator pedal are 0, and the current gear of the vehicle is gear D, when the vehicle is not in a cruise control mode and an anti-lock braking system of the vehicle is in a non-working state, controlling the vehicle to enter a coasting feedback control mode, where when the vehicle is in the coasting feedback control mode, a coasting feedback torque of a first motor generator and a coasting feedback torque of a second motor generator are distributed according to a selected coasting feedback torque curve of the vehicle.

Aspects of the present invention relate to a method and to a control system for a vehicle, the method comprising: determining that a trigger condition is satisfied, wherein satisfaction of the trigger condition is dependent on a vehicle speed of the vehicle relative to at least one threshold speed, the at least one threshold speed having a value corresponding to is vehicle speed no greater than four metres per second; and based at least on the determination, controlling when a mode change between a first operating mode and a second operating mode is performed, wherein in the first operating mode the internal combustion engine is in a disconnected state not configured to provide tractive torque, and an electric machine is configured to provide tractive torque, and wherein in the second operating mode at least the internal combustion engine is in a connected state configured to provide tractive torque.

A drivetrain system for a vehicle is described, and includes an internal combustion engine, a geartrain, an electric machine, a power take-off unit, and a driveline. The internal combustion engine is coupled to the geartrain via a disconnect clutch and a torque converter. The geartrain includes a transmission and a differential gearset, including an output member of the transmission coupled to an input member of the differential gearset. The input member of the differential gearset is coupled to a rotor of the electric machine and the power take-off unit. The differential gearset is coupled to first and second intermediate driveshaft members of the driveline to transfer propulsion power to vehicle wheels that are arranged in a front-wheel configuration.

Methods and system are described for changing a driveline gear range from a lower gear range to a higher 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 lower gear range to a higher gear range in a way that may reduce torque disturbances that may result from gear lash.

A vehicle mounted hydraulic pump assembly includes a gearbox that is configured to be connected to a power take-off that is driven by a transmission of a four-wheel drive vehicle. The gearbox includes an input gear and an output gear where a radius of the input gear is the same as a radius of an output gear. A female output connector is associated with the output gear and is configured to be disposed below a forward driveshaft that is associated with the transmission. A hydraulic pump is connected to the gearbox and is configured to be disposed forward of a transfer case that is also associated with the transmission.

Disclosed are a system and method for controlling driving of an electronic 4-wheel drive hybrid vehicle in which torque distribution and compensation to front wheels and rear wheels in each gear position are appropriately executed to satisfy driver's requested torque depending on selected driving mode of the electronic 4-wheel drive hybrid vehicle in which an engine and a front wheel motor are connected to the front wheels and a rear wheel motor is connected to the rear wheels, thereby being capable of increasing acceleration performance when a sports mode is selected as the driving mode and realizing acceleration linearity when a comfort mode is selected as the driving mode.

An integrated pinion shaft and constant velocity joint (PS/CVJ) assembly for use in motor vehicle driveline applications to transfer torque between a propshaft and a ring gear. The PS/CVJ assembly includes a pinion shaft having a pinion gear segment meshed with the ring gear and a hollow pinion shaft segment. The PS/CVJ assembly also includes a constant velocity joint having an inner race coupled to the propshaft and an outer race integral with or fixed to an end portion of the pinion shaft segment.