Provided is a control apparatus, a control method, and a control system for an electric vehicle that can prevent or reduce an unnecessary torque fluctuation on a wheel not targeted for slip control. A control apparatus for an electric vehicle limits a torque to be output to a non-target wheel according to a torque output to a target wheel after target wheel slip control is started, and updates a limit value of the torque to be output to the non-target wheel when a fluctuation range of the torque output to the target wheel falls within a predetermined range during the limitation.

An electrical passenger car, the electrical passenger car including: at least two electrically driven motors; motor control electronics; sensors; and wheels, where the wheels include a first front wheel and a first back wheel, where the first back wheel has a radius at least 15% greater than a radius of the first front wheel, and where the motor control electronics control the at least two electrically driven motors to provide a greater torque to the front wheel than to the back wheel, or where the motor control electronics control the at least two electrically driven motors to provide a greater torque to the back wheel than to the front wheel.

A method for multi-speed electric vehicle shift control for damping an acceleration oscillation of the electric vehicle. The method includes determining a percentage of accelerator pedal travel and then retrieving a clutch calibration, a first electric motor calibration, and a second electric motor calibration correlating with the determined percentage of accelerator pedal travel. The method then applies the clutch calibration in actuating a clutch-to-clutch gear ratio change, thereby generating a vibration fluctuation in a first axle, and applies the first electric motor calibration in modulating a first electric motor to dampen the vibration fluctuation. The clutch actuation and first electric motor modulation together produces a first axle torque oscillation. The method applies the second electric motor calibration in modulating the second electric motor to generate a second axle torque oscillation sufficiently out-of-phase with the first axle torque oscillation, thereby dampening the vehicle acceleration oscillation of the electric vehicle.

A method and a drive control device for operating at least two electric drive machines in the event of a change in load of a vehicle. A first torque can be transferred to at least one wheel of a first vehicle axle by a first electric drive machine, and a second torque can be transferred to at least one wheel of a second vehicle axle by a second electric drive machine. Each torque is defined by an amount and by a direction. In the method, it is determined whether a change in load is pending within a first defined timeframe and, if this is affirmed, the second torque is set for a second definable timeframe with a direction which is set opposite a current direction of the first torque.

A vehicle controlling apparatus includes first and second slip determining units, first and second slip controllers, and a target torque corrector. The first slip controller is configured to maintain a slip rate of a first drive wheel at a predetermined slip rate, in a case where an execution condition of a first slip control is determined by the first slip determining unit as being satisfied. The second slip controller is configured to maintain a slip rate of a second drive wheel at a predetermined slip rate, in a case where an execution condition of a second slip control is determined by the second slip determining unit as being satisfied. The target torque corrector is configured to decrease a target torque of a second motor, in a case where the execution condition of the first slip control is satisfied and where the execution condition of the second slip control is unsatisfied.

Disclosed is a bidirectional transmission control system for a vehicle. A road surface recognition apparatus collects an image of a road surface on which a vehicle drives currently, and forwards, after recognizing the type of the road surface on which the vehicle drives currently according to the image of the road surface, a corresponding first terrain mode request signal to an all-terrain controller through a signal transfer apparatus, so as to start a corresponding terrain mode in an all-terrain adaptive mode. In addition, the all-terrain controller forwards execution information about the terrain mode to the road surface recognition apparatus through the signal transfer apparatus, so as to implement state feedback of the terrain mode currently executed. The inconsistency of information transmission rates between an all-terrain control system of a vehicle and an input system can be coordinated, thereby aiding in real-time switching of various terrain modes.

A vehicle comprising a steering axle, a steering device configured to steer the steering axle, wherein a steering wheel angle can be input via the steering device, wherein the steering wheel angle leadings to a steering angle of wheels of the steering axle, and a quotient of the steering wheel angle to the steering angle defines a steering ratio, a first drive, wherein the first drive allows a wheel-selective distribution of a first torque to the wheels of the steering axle, a second drive, wherein the second drive allows a wheel-selective distribution of a second torque to the wheels of a drive axle, and a controller configured to receive input variables defining driving dynamic variables of the vehicle, wherein the drive dynamic variables allow a change in the steering ratio to ascertained, and the controller outputs control information for distributing the drive torque.

An object of the invention is to realize an M+ control which is suitable to a driving scene without depending on pedal operation information of a driver. A vehicle motion control device according to the invention sets an absolute value of deceleration generated in the vehicle in a period in which the lateral motion of the vehicle is predicted to be changed from a state where the vehicle takes the lateral motion to a state where the vehicle does not take the lateral motion to be smaller than that generated in a period in which the lateral motion of the vehicle is predicted to be changed from a state the vehicle takes one of right and left lateral motions to a state where the vehicle takes the other lateral motion.

Methods, apparatus, and articles of manufacture are disclosed for limiting a load applied to a rotatable shaft joint. An example apparatus comprises a comparator to, based on at least one of an angle of a rotatable shaft joint or a torque applied to the joint, determine whether at least one of the torque or the angle exceeds a threshold, and a limiter to limit at least one of the angle or the torque when at least one of the torque or the angle exceeds the threshold.

A weight ratio of each driving wheel of the vehicle at the time of automatic driving is calculated, a front and rear distribution ratio of a driving force of the vehicle is calculated from the weight ratio, a rear wheel plan driving force is calculated from the front and rear distribution ratio and an action plan required driving force, and a temperature of a rear wheel motor is estimated. Then, when the estimated attainment temperature of the rear wheel motor is higher than the upper limit value of the temperature, the front and rear distribution ratio is changed within a range in which excessive slip does not occur at the front wheels, the rear wheel plan driving force is recalculated, and the automatic driving of the vehicle is implemented taking the rear wheel plan driving force as a target driving force.