A vehicle includes a main motor for traveling and an electronic control unit that controls the main motor. The electronic control unit is configured to: extract, from time series data of a rotation speed of the main motor, vibration data in a predetermined frequency band that includes resonance frequency of a drive system that includes the main motor; lower an upper limit value of output torque of the main motor from a normal upper limit value to a first upper limit value lower than the normal upper limit value when magnitude of vibration obtained from the extracted vibration data exceeds a first threshold value; and lower the upper limit value of output torque of the main motor to a second upper limit value lower than the first upper limit value when the magnitude of the vibration exceeds a second threshold value larger than the first threshold value.

A vehicle includes a first axle have a first electric machine, a second axle having a second electric machine and a controller. The controller is programmed to, in a user-selected four-wheel drive mode, command a first torque to the first electric machine based on a driver-demanded torque and a speed of the second axle, and command a second torque to the second electric machine based on a comparison of the driver-demanded torque and the first torque and further based on a speed of the first axle.

A dog clutch engagement method of an electric four-wheel drive vehicle includes steps of: when dog clutch engagement is requested during driving, determining a target synchronization speed of the input gear to be a sum of an estimated speed and an offset speed of the output gear; operating a drive unit so that an input gear follows the target synchronization speed; when an actual speed of the input gear reaches the target synchronization speed, moving a sleeve to a meeting position at which the sleeve is in contact with the input gear; and when the actual speed of the input gear is synchronized with an actual speed of the output gear, transporting the sleeve to an engagement position at which the input gear and the output gear are coupled.

Methods and system are described for changing a driveline gear range from a higher gear range to a lower 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 higher gear range to a lower gear range without stopping a vehicle.

A locking device comprising: first and second flanges; and first and second flange locking structures. The first and second flange locking structures are used for selectively locking the first flange and the second flange. Each flange locking structure comprises: a synchronising ring and a driving assembly. The synchronising ring is able to slide relative to the corresponding flange; and the drive assembly is capable of selectively pushing the synchronising ring to slide along the axial direction of the corresponding flange from an unlocked position to a locked position.

A wheel disconnect clutch includes a housing attachable to a knuckle and a clutch sleeve slidably supported for axial movement within the housing and having first teeth configured to couple with a wheel hub and second teeth configured to couple with a half shaft. The clutch sleeve is slidable between an engaged position in which the first teeth are coupled to the wheel hub and a disengaged position in which the first teeth are decoupled from the wheel hub. A drive ring is connected to the clutch sleeve and supported within the housing to be axially slidable and rotationally fixed relative to the housing. An actuator ring is disposed adjacent to the drive ring, supported for rotation within the housing, and axially fixed relative to the housing. The driver ring moves the clutch sleeve between engaged and disengaged positions.

Through-the-road (TTR) hybrid designs using control strategies such as an equivalent consumption minimization strategy (ECMS) or an adaptive ECMS are implemented at the supplemental torque delivering electrically-powered drive axle (or axles) in a manner that follows operational parameters or computationally estimates states of the primary drivetrain and/or fuel-fed engine, but does not itself participate in control of the fuel-fed engine or primary drivetrain. BSFC type data particular to the paired-with fuel-fed engine allows an ECMS implementation (or other similar control strategy) to adapt to efficiency curves for the particular fuel-fed engine and to improve overall efficiencies of the TTR hybrid configuration.

Through-the-road (TTR) hybrid designs using control strategies such as an equivalent consumption minimization strategy (ECMS) or an adaptive ECMS are implemented at the supplemental torque delivering electrically-powered drive axle (or axles) in a manner that follows operational parameters or computationally estimates states of the primary drivetrain and/or fuel-fed engine, but does not itself participate in control of the fuel-fed engine or primary drivetrain. BSFC type data particular to the paired-with fuel-fed engine allows an ECMS implementation (or other similar control strategy) to adapt to efficiency curves for the particular fuel-fed engine and to improve overall efficiencies of the TTR hybrid configuration.

The electronic IWE actuator includes an electric motor, a worm gear connected to the electric motor, a ball ramp including a worm wheel configured to engage with the worm gear, a clutch ring configured to engage with a wheel hub of the vehicle, and a shift fork configured to engage with the clutch ring and the ball ramp and move linearly in a direction along an axis of the wheel hub in response to a rotation of the ball ramp. The clutch ring is configured to engage with the wheel hub in response to a rotation of the worm gear in a first direction, and disengage from the wheel hub in response to a rotation of the worm gear in a second direction that is opposite to the first direction.

The electronic IWE actuator includes an electric motor, a worm gear connected to the electric motor, a ball ramp including a worm wheel configured to engage with the worm gear, a clutch ring configured to engage with a wheel hub of the vehicle, and a shift fork configured to engage with the clutch ring and the ball ramp and move linearly in a direction along an axis of the wheel hub in response to a rotation of the ball ramp. The clutch ring is configured to engage with the wheel hub in response to a rotation of the worm gear in a first direction, and disengage from the wheel hub in response to a rotation of the worm gear in a second direction that is opposite to the first direction.