Disclosed are a hybrid vehicle torque adjusting method and device. The method includes: acquiring a requested torque of a front-axle engine and a requested torque of a rear-axle motor, determining a first compensation torque according to the filtered requested torque of the front-axle engine and an actual output torque of a front-axle transmission, and determining a target torque of the rear-axle motor according to the first compensation torque and the requested torque of the rear-axle motor. In the method, since a difference exists between the filtered requested torque of the front-axle engine and the actual output torque of the front-axle transmission during shifting of the front-axle transmission, after the difference is compensated by the rear-axle motor, a working condition that affects a dynamic performance of an entire vehicle can be eliminated, torques can be coordinated, and the dynamic performance of the entire vehicle can be improved.

An electric axle drive utilizes an electric motor to propel both half-shafts via final drive gearing and a differential. Torque vectoring gearing alters the torque distribution by transmitting power from one of the half shafts to the motor or from the motor to the half-shaft in response to engagement of brakes. Both the final drive gearing and the torque vectoring gearing are implemented using stepped planetary gear sets. The final drive gearing and differential are located on one end of the electric motor. The torque vectoring gearing is located on the opposite end of the electric motor.

Methods of controlling axle torque distribution of a vehicle during steering through a curve include collecting, via a controller: input data which is representative of a plurality of vehicle inputs; vehicle data which is representative of axle torque of the front axle and axle torque of the rear axle; and constraint data which is representative of real-time constraints of the vehicle. The collected input data, vehicle data and constraint data are communicated to a predictive model. Determining, using the predictive model, whether torque adjustments are necessary. The distribution of the axle torque of the front axle and the axle torque of the rear axle is controlled, via the controller, when the torque adjustments are necessary as determined via the predictive model.

A vehicle includes a pair of electric machines each coupled to a laterally-opposing wheel to output a wheel torque. The vehicle also includes a controller programmed to command a combined regenerative braking torque output of the electric machines based on a lesser of a braking torque limit of each individual electric machine. The controller is also programmed to command a regenerative braking torque from each electric machine to be within a predetermined torque threshold of each other in response to a yaw rate exceeding a yaw threshold.

A drive force control system configured to achieve a yaw rate required by a driver. A first target yaw rate is calculated based on a steering angle, and a second target yaw rate is calculated based on a steering torque. A first target torque of a right wheel and a second target torque of a left wheel are calculated based on a first difference between the first target yaw rate and an actual yaw rate. the first target torque is corrected based on the second target yaw rate and the actual yaw rate to obtain a third target torque, and the second target torque is corrected based on the second target yaw rate and the actual yaw rate to obtain a fourth target torque. A controller transmit signals to the drive unit to achieve the third target torque and to achieve the fourth target torque.

A drive force control system configured to achieve a yaw rate required by a driver. A first target yaw rate is calculated based on a steering angle, and a second target yaw rate is calculated based on a steering torque. A first target torque of a right wheel and a second target torque of a left wheel are calculated based on a first difference between the first target yaw rate and an actual yaw rate. the first target torque is corrected based on the second target yaw rate and the actual yaw rate to obtain a third target torque, and the second target torque is corrected based on the second target yaw rate and the actual yaw rate to obtain a fourth target torque. A controller transmit signals to the drive unit to achieve the third target torque and to achieve the fourth target torque.

A vehicular control system for reducing shocks by inhibiting switching operation of a dog clutch when drive force cannot be assisted by an engine. A controller determines that an increase in the drive force by the engine is restricted. In a case that an increase in the drive force is not restricted when launching the vehicle, the controller establishes a first gear stage in the transmission to launch the vehicle, and shift to the second gear stage upon satisfaction of a predetermined condition during propulsion while increasing the drive force. In a case that an increase in the drive force is restricted when launching the vehicle, the controller establishes a second gear stage in the transmission to launch the vehicle.

A vehicular control system for reducing shocks by inhibiting switching operation of a dog clutch when drive force cannot be assisted by an engine. A controller determines that an increase in the drive force by the engine is restricted. In a case that an increase in the drive force is not restricted when launching the vehicle, the controller establishes a first gear stage in the transmission to launch the vehicle, and shift to the second gear stage upon satisfaction of a predetermined condition during propulsion while increasing the drive force. In a case that an increase in the drive force is restricted when launching the vehicle, the controller establishes a second gear stage in the transmission to launch the vehicle.

A hybrid vehicle includes an engine, a first motor generator, a first clutch, a second clutch, a second motor generator, a power storage device, and an electronic control unit configured to control the engine, the first motor generator, the second motor generator, the first clutch, and the second clutch. The electronic control unit is configured to engage the first clutch and disengage the second clutch such that the first motor generator generates power using power from the engine and the hybrid vehicle runs using power from the second motor generator, when a vehicle speed is equal to or lower than a predetermined vehicle speed.

A driveline comprising an electrical machine, a chain drive, a first planetary gear set, a second planetary gear set, a range selector, a differential, and an axle assembly, wherein the electrical machine is constructed and arranged to selectively transmit power to the differential through the chain drive, the first planetary gear set, the range selector, and the second planetary gear set or to selectively receive power through the chain drive, the first planetary gear set, the range selector, the second planetary gear set, and the differential, and wherein the range selector is configured to selectively shift the driveline into a high range, a low range, and a neutral mode.