A vehicle speed control system operable to cause a vehicle to operate in accordance with a target speed value, the system being further operable automatically to control cross-axle locking means of an axle of the vehicle to cause an increase in resistance to relative rotation of wheels of the axle. Thus, the speed control system may be operable automatically to command the cross-axle locking means to increase the resistance to relative rotation of wheels of the axle without a driver being required to intervene to command assumption of this condition.

One axle of a hybrid vehicle is powered by an electric motor while a second axle of the vehicle is powered by a powertrain that includes an internal combustion engine. The electrically driven axle can be controlled in a speed control mode or in a torque control mode based on a driver demanded torque. The speed control mode is used when slip is detected at the electrically driven axle. The torque control mode is used when the electrically driven axle has traction. During a transition between these modes, the rate of change of torque is controlled to a predetermined level to mitigate noise, vibration, and harshness.

An emergency braking control system of a vehicle using a limited slip differential, may include a brake circuit formed by splitting hydraulic lines for left and right side drive wheels; a limited slip differential disposed to restrict the differential of the drive wheels; and a controller for determining whether or not the braking circuit failure occurs in a braking situation, and performing the engagement control of the limited slip differential, wherein the controller is configured to perform the engagement control of the limited slip differential to distribute a braking force to drive wheel connected to a hydraulic line where the braking circuit failure occurs when the brake circuit failure occurs in the braking situation.

A method for informing the driver of a motor vehicle equipped with a wheel slip control system about the instantaneous existence of an intervention or an imminent intervention of the wheel slip control system. The driver is informed via an activation of an information provider of a driving safety system or driving comfort system independent of the wheel slip control system.

Provided are a control method, a vehicle frame, a power driving assembly and a vehicle. The vehicle frame is configured to be connected with the power driving assembly, and the vehicle frame is provided with a manipulation assembly and a controller for controlling the power driving assembly. The control method includes that: after the vehicle frame is connected to the power driving assembly and a communication connection is established between the controller and the power driving assembly, the controller detects a manipulation instruction from the manipulation assembly; and in response to detecting the manipulation instruction from the manipulation assembly and determining that the manipulation instruction corresponds to the power driving assembly, the controller generates, according to the manipulation instruction, a control instruction for controlling the power driving assembly, and sends the control instruction to the power driving assembly.

A powertrain for a vehicle, may include a first planetary gear set having three rotation elements, with an input shaft connected to a first rotation element of the three rotation elements; an output shaft connected to a second rotation element of the first planetary gear set; a differential connected to the output shaft; a brake configured to lock or release a third rotation element of the first planetary gear set; a hub connected to the second rotation element through a clutch; and a sleeve unit restricted in rotation with respect to the hub and configured to be linearly slidable along an axial direction of the first planetary gear set to change a restriction state of relative rotation between a selected driveshaft of two driveshafts receiving power from the differential, the second rotation element, the third rotation element, and the hub by linear sliding.

A robotic cleaning device having a propulsion system to move the robot over a surface to be cleaned, a controller to control the propulsion system to cause the robot to perform a rotating movement, and an inertial measurement unit configured to measure a change in heading of the robotic cleaning device caused by the rotating movement. The controller is further configured to acquire signals from an odometry encoder arranged on each drive wheel of the propulsion system for measuring the change in heading of the robotic cleaning device caused by the rotating movement, and to determine a relation between the change in heading measured using odometry and the change in heading measured using the angle-measuring device, wherein a difference in the two measured changes in heading indicates an estimate of wheel slip that occurs on said surface.

A robotic cleaning device having a propulsion system to move the robot over a surface to be cleaned, a controller to control the propulsion system to cause the robot to perform a rotating movement, and an inertial measurement unit configured to measure a change in heading of the robotic cleaning device caused by the rotating movement. The controller is further configured to acquire signals from an odometry encoder arranged on each drive wheel of the propulsion system for measuring the change in heading of the robotic cleaning device caused by the rotating movement, and to determine a relation between the change in heading measured using odometry and the change in heading measured using the angle-measuring device, wherein a difference in the two measured changes in heading indicates an estimate of wheel slip that occurs on said surface.

A method for determining road surface conditions in a system with at least one vehicle and a data processing device. The vehicle exchanges data with the data processing device wirelessly. The vehicle has at least one sensor for determining measured values describing a road surface friction coefficient, and a computing unit. The data processing device includes a database, containing a road map having a plurality of route sections. The method includes determining measured values for a route section by the sensor, determining a first friction coefficient for the route section by the vehicle's computing unit, sending a data record, containing measured values and/or the first determined friction coefficient and a piece of information identifying the route section, to the data processing device, determining an average friction coefficient for the route section, sending the average friction coefficient determined for the route section to the vehicle, and determining the road surface condition.

The present invention relates to a vehicle recovery system (1) for a vehicle having at least one driven wheel. The vehicle recovery system (1) is operable to self-recover the vehicle from terrain having a deformable surface affording insufficient traction at the at least one driven wheel to mobilise the vehicle. A recovery controller (2) is provided to maintain at least substantially continuous rotation of said at least one driven wheel at a target recovery speed or within a target recovery speed range to increase the available traction at each driven wheel. The present invention also relates to a vehicle having a vehicle recovery system (1).