A driving force control system for a vehicle configured to eliminate slippage of a wheel without changing a driving torque or a braking torque abruptly. The driving force control system comprises a drive unit and a controller. The drive unit includes a differential mechanism connected to a right wheel and a left wheel to distribute torque of a torque generating device, and a differential restricting device that restricts a differential rotation between the right wheel and the left wheel. The controller restricts a differential rotation between the right wheel and the left wheel less than a predetermined value by the differential mechanism. If a slip ratio of one of the wheels smaller than that of the other wheels is greater than an acceptable value, the controller executes a slip-eliminating control.

Example embodiments relate to measuring rotational speeds of trailer wheels using radar. A computing device may cause a vehicle radar unit to transmit radar signals toward a wheel of trailer being pulled by the vehicle. The computing device may receive radar reflections corresponding to radar signals that reflected off the wheel and determine a rotational speed of the wheel based on the radar reflections. For instance, the computing device may identify the highest or lowest frequency in the frequency spectrum of the radar reflections and use the frequency and the wheel's radius to calculate the rotational speed of the wheel. The computing device can use rotational speed measurements for trailer wheels to monitor performance of the trailer and adjust vehicle navigation accordingly. In some instances, the computing device may determine that one of the trailer wheels requires servicing based on monitoring the rotational speeds of the trailer wheels.

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.

Systems and methods for preventing roll-over of a motor vehicle in the event of a transverse load change. The motor vehicle has an individual-wheel drive designed to drive a wheel that is loaded by the transverse load change independently of the at least one other wheel of the motor vehicle. One methods includes identifying a critical state of the motor vehicle in the event of a transverse load change, applying a drive torque by the individual-wheel drive to the motor vehicle wheel that is loaded by the transverse load change such that the wheel that is loaded by the transverse load change is caused to slip, and steering the motor vehicle wheel that is loaded by the transverse load change in the direction of the direction of travel such that a roll-over of the motor vehicle can be prevented.

A system for controlling movement of a vehicle includes a user input device and computing system. The user input device dynamically controls a settings or balance of driving dynamics in a vehicle, and the user input device is configured to receive a manual input from a user. The computing system controls the settings of the vehicle driving dynamics and/or balance of the vehicle, the computing system is in data communication with the user input device and configured to change the driving dynamics balance proportionately to the manual input upon receiving an input command based on the manual input from the user input device.

A control method for an electronic limited slip differential of a vehicle includes: determining by a controller, whether the vehicle is in an understeer state or an oversteer state when the vehicle is turning; and performing driving force movement control by the controller. In particular, when the vehicle is in the understeer state and an actual driving force of an inner wheel of the vehicle is greater than an allowable driving force of inner wheel, the controller increases the control torque of the electronic limited slip differential and transfers the inner wheel driving force to the outer wheel of the vehicle.

A driving force control system for a vehicle configured to eliminate slippage of a wheel without changing a driving torque or a braking torque abruptly. The driving force control system comprises a drive unit and a controller. The drive unit includes a differential mechanism connected to a right wheel and a left wheel to distribute torque of a torque generating device, and a differential restricting device that restricts a differential rotation between the right wheel and the left wheel. The controller restricts a differential rotation between the right wheel and the left wheel less than a predetermined value by the differential mechanism. If a slip ratio of one of the wheels smaller than that of the other wheels is greater than an acceptable value, the controller executes a slip-eliminating control.

A vehicle control apparatus includes an additional yaw moment decider that decides an additional yaw moment based on a yaw rate of a vehicle, a spin tendency determiner that makes a determination as to a spin tendency of the vehicle, a rotation difference decider that decides a rotation difference control amount for controlling a difference in rotation between left and right front wheels of the vehicle so as to reduce the difference in rotation, when the vehicle is determined to have the spin tendency, a rear wheel braking/driving force decider that decides a rear wheel braking/driving force control amount for controlling braking/driving forces of left and right rear wheels of the vehicle based on the additional yaw moment, and a front wheel braking/driving force decider that decides a front wheel braking/driving force control amount for controlling braking/driving forces of the left and right front wheels of the vehicle.

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 system and to a method executed in a vehicle control unit for controlling wheel slip of a vehicle, wherein the vehicle comprises at least two wheels driven by at least primary actuator via an open differential. The primary actuator is controlled to rotate at a speed resulting in a slip .sub.em of the primary actuator. A signed wheel slip limit .sub.lim is determined by adding a configurable value to the slip .sub.em of the primary actuator, such that .sub.lim>.sub.em. The at least two wheels are controlled to rotate at wheel speeds resulting in respective wheel slips .sub.l, .sub.r below the signed wheel slip limit .sub.lim, wherein each one of .sub.l, .sub.r and .sub.em are signed numerical values.