The motor vehicle comprises a first motor configured to drive front wheels; a second motor configured to drive rear wheels; and a control device configured to control the first motor and the second motor, such that the motor vehicle is driven with a required torque for driving. The control device controls the first motor and the second motor to set a larger value to a rear wheel distribution ratio that is a ratio of a torque of the rear wheels to the required torque, when the motor vehicle runs on a low road having a road surface friction coefficient equal to or less than a predetermined value and is currently turned, compared with a value when the motor vehicle does not run on the low road or when the motor vehicle is not currently turned.

An electrical passenger car, the electrical passenger car including: at least two electrically driven motors; speed control electronics; and wheels, where the wheels include a front wheel and a back wheel, where the back wheel radius is at least 20% greater than the front wheel radius, where the speed control electronics control the at least two electrically driven motors to provide a greater torque to the front wheel than to the back wheel, and where the speed 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 vehicle motion control system includes one or more input devices for generating one or more input signals associated with data indicative of a motion of the vehicle. The system further includes a computer, which has one or more processors. The computer further includes a non-transitory computer readable storage medium for storing instructions, such that the processor is programmed to compare a current tire state and a current tire prediction model to the data indicative of the motion of the vehicle. The processor is further programmed to calculate in real-time an adjusted tire state and an adjusted tire prediction model. The processor is further programmed to generate in real-time one or more actuation signals based on the adjusted tire state and the adjusted tire prediction model. The actuators in real-time adjust the motion of the vehicle in response to the actuator receiving the actuation signal from the processor.

A through the road (TTR) hybridization strategy is proposed to facilitate introduction of hybrid electric vehicle technology in a significant portion of current and expected trucking fleets. In some cases, the technologies can be retrofitted onto an existing vehicle (e.g., a truck, a tractor unit, a trailer, a tractor-trailer configuration, at a tandem, etc.). In some cases, the technologies can be built into new vehicles. In some cases, one vehicle may be built or retrofitted to operate in tandem with another and provide the hybridization benefits contemplated herein. By supplementing motive forces delivered through a primary drivetrain and fuel-fed engine with supplemental torque delivered at one or more electrically-powered drive axles, improvements in overall fuel efficiency and performance may be delivered, typically without significant redesign of existing components and systems that have been proven in the trucking industry.

The present disclosure relates to a powertrain controller (3) for controlling a torque distribution between a front axle (4) and a rear axle (5) of a vehicle (1). The powertrain controller (3) includes a processor (8) and a memory device (9). The processor (8) is configured selectively to implement first and second torque distribution profiles (TDP1, TDP2) defining the torque distribution between the front axle (4) and the rear axle (5). The processor (8) determines when one or more vehicle dynamics parameter (VDPn) is within one or more predefined stability margin (VSMn) and when the one or more vehicle dynamics parameter (VDPn) is outside the one or more predefined stability margin (VSMn). A torque request signal (STQR) is monitored to identify a change in a torque request (TQR). The first torque distribution profile (TDP1) is implemented when the one or more vehicle dynamics parameter (VDPn) is within the one or more predefined stability margin (VSMn). The second torque distribution profile (TDP2) is implemented when the one or more vehicle dynamics parameter (VDPn) is outside the one or more predefined stability margin (VSMn) and the identified change in the torque request (TQR) comprises a decrease in the torque request (TQR). The present disclosure also relates to a vehicle including a powertrain controller (3); a method of controlling a torque distribution between the front and rear axles (4, 5) of a vehicle (1); and a non-transitory computer-readable medium.

A power transmission device outputting torque from a first power source and a second power source to axles, is provided with: a first shaft coupled with the first power source; a differential configured to differentially distribute the torque to the axles; a first gear set configured to drivingly couple the first shaft with the differential; a second shaft coupled with the second power source; a second gear set drivingly coupled with the second shaft; a clutch configured to receive fluid pressure to drivingly and releasably couple the second gear set with the first gear set; and a pump driven by a third power source at least independent of the first power source and the clutch to generate the fluid pressure, the pump being disposed separate from the clutch and in fluid connection with the clutch to supply the fluid pressure.

A vehicle control device includes sensors that detect pulse signals corresponding to rotation of front wheels and of rear wheels of a vehicle, and a controller that increases a count at a rise and a fall of the pulse signals. The controller estimates a road surface friction coefficient based on a time rate of change of a difference between a value counted up using the front wheels and a value counted up using the rear wheels.

An electrical passenger car, the electrical passenger car including: at least two electrically driven motors; speed control electronics; and wheels, where the wheels include a front wheel and a back wheel, where the back wheel radius is at least 20% greater than the front wheel radius, where the speed control electronics control the at least two electrically driven motors to provide a greater torque to the front wheel than to the back wheel, and where the speed 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 through the road (TTR) hybridization strategy is proposed to facilitate introduction of hybrid electric vehicle technology in a significant portion of current and expected trucking fleets. In some cases, the technologies can be retrofitted onto an existing vehicle (e.g., a trailer, a tractor-trailer configuration, etc.). In some cases, the technologies can be built into new vehicles. In some cases, one vehicle may be built or retrofitted to operate in tandem with another and provide the hybridization benefits contemplated herein. By supplementing motive forces delivered through a primary drivetrain and fuel-fed engine with supplemental torque delivered at one or more electrically-powered drive axles, improvements in overall fuel efficiency and performance may be delivered, typically without significant redesign of existing components and systems that have been proven in the trucking industry.

A through the road (TTR) hybridization strategy is proposed to facilitate introduction of hybrid electric vehicle technology in a significant portion of current and expected trucking fleets. In some cases, the technologies can be retrofitted onto an existing vehicle (e.g., a trailer, a tractor-trailer configuration, etc.). In some cases, the technologies can be built into new vehicles. In some cases, one vehicle may be built or retrofitted to operate in tandem with another and provide the hybridization benefits contemplated herein. By supplementing motive forces delivered through a primary drivetrain and fuel-fed engine with supplemental torque delivered at one or more electrically-powered drive axles, improvements in overall fuel efficiency and performance may be delivered, typically without significant redesign of existing components and systems that have been proven in the trucking industry.