A method for controlling driving force of a vehicle in which driving force of the vehicle is controlled by pre-reflecting vertical load information of tires in real time during turning of the vehicle, to solve repeated occurrence of wheel slip and wheel slip control performance degradation due to roll motion, includes determining, by a controller, a basic torque command in real time based on vehicle driving information obtained while driving of the vehicle, obtaining information related to left wheel and right wheel vertical loads in real time based on information collected by the vehicle, determining a torque upper limit from the real-time vertical load information, determining a final torque command limited so as not to exceed the determined torque upper limit from the real-time determined basic torque command, and controlling operation of a driving device in accordance with the determined final torque command.

A vehicle motion control system for coordinating and synchronizing a wheel-individual brake system and a power-train torque vectoring actuator system in a vehicle. The wheel-individual brake system includes at least one first actuator for applying a braking torque to individual wheels of the vehicle. The power-train torque vectoring actuator system includes at least one second actuator for applying a torque to individual wheels of the vehicle through a propulsion system. The vehicle motion control system includes a central control function module including a plurality of yaw torque controllers. Each yaw torque controller is configured to receive data including driver inputs and vehicle motion states to determine a respective yaw torque based on the received data for controlling the yaw behavior of the vehicle.

A method for operating a motor vehicle, in which an active manipulation of the yaw angle of the motor vehicle is performed, in that, on a left wheel and on a right wheel of at least one axle of the motor vehicle, an uneven torque distribution is set. In order to give the driver better control of the torque distribution to the wheels of the motor vehicle, an actuation of an operator control unit of the motor vehicle is detected; the uneven torque distribution is set in a manner dependent on the detected actuation; the uneven torque distribution is maintained only as long as the actuation of the operator control unit is detected.

A drive force control device, which controls a drive force distribution device that distributes a drive force to right and left rear wheels at variable distribution ratios, computes a steering angle-based turning radius determined in accordance with a steering angle, computes a limit turning radius, which is a minimum value of the turning radius with which the vehicle is turnable while keeping a stable travel state, in accordance with a vehicle speed, sets the larger one of the steering angle-based turning radius and the limit turning radius as a target turning radius, computes target rotational speeds for the right and left rear wheels on the basis of the target turning radius and the vehicle speed, and adjusts the ratios of distribution of the drive force to the right and left rear wheels such that actual rotational speeds of the right and left rear wheels approximate the target rotational speeds.

The present invention relates to a method with which the driving dynamics of an electrically driven vehicle can be modified. Within the scope of the method according to the invention, a vehicle operating characteristic variable, as a function of which a torque transmission mechanism is engaged, is monitored, by means of which torque transmission mechanism two half-shaft assemblies of the vehicle which are each driven by an electric motor can be selectively connected to one another in terms of drive.

A vehicle, integrated all-wheel propulsion and steering system with plurality of propulsion and steering power sources, designed with enumerate specifications are coupled to, and de-coupled from a final drive of the vehicle propulsion system. A controller receives input-signals from the driver steering-wheel sensor; computes a set of reactions to the plurality of steering-actuators, wherein feedback-mechanism with each wheel-position sensor, the controller secures each wheel in its computed angle. In different speed and load conditions, the controller is programmed to compute a desired power demand then couple to the final drive[s] the propulsion power source[s] that is designed to do-the-job with the least energy consumption. When the vehicle changes speed and load, the controller couples a different power source[s], and de-couples the previous power source[s] to meet the power demand. In turning-modes, whilst positioning every wheel in its computed position, the controller computes the different distances the left and the right wheels of the vehicle have to travel, wherein the controller moves-up the propulsion power sources velocity to the wheels opposite to the turn to make a perfect turn without EPS assistance.

A driving control system for a vehicle is provided. The vehicle includes a steering device, a steering operation amount sensor that detects a steering operation amount of the driver, and an abnormality determining device configured to determine whether the driver is in an abnormal state. The driving control system includes: an actuator configured to adjust a turning state quantity; and an electronic control unit configured to calculate a target turning state quantity of the vehicle based on the steering operation amount and control the turning state quantity adjusting device. The electronic control unit is configured to correct the target turning state quantity such that a magnitude of the target turning state quantity does not exceed a predetermined allowable range and to control the actuator based on the corrected target turning state quantity when the driver is in the abnormal state.

An electrified axle system includes a pair of wheels, a super positioning torque vectoring differential coupled between the wheels, and a controller. The super positioning torque vectoring differential includes a traction motor and a vectoring motor. The controller operates the vectoring motor in speed control mode to reduce a speed difference between the wheels responsive to the difference exceeding a threshold, and operates the vectoring motor in torque control mode responsive to the difference falling within a target range and an accelerator pedal position achieving a value that depends on lateral acceleration associated with the system.

A hybrid electric vehicle having one or more controllers, at least two independently driven electric machines (EMs) that are each coupled to separate drive wheels, and controllers configured to generate a torque split ratio responsive to lateral acceleration and/or unequal friction coefficients detected during braking, and to generate electric power with the motors by regeneratively braking each wheel with unequal torques adjusted by the ratio, such that combined wheel braking torques do not exceed a total braking torque limit for the vehicle. In some configurations, the controller(s) generate the torque split ratio by a predetermined lookup table that maps a plurality of torque split ratios to lateral accelerations, the coefficients, and other parameters. Further arrangements include the controller(s) coupled with sensors that detect wheel slip and yaw rate, and responsive to a braking signal, the controller(s) disengage regenerative braking when the wheel slip and/or vehicle yaw are detected.

A drive system for an axle of a motor vehicle can be controlled. The drive system can have at least one drive unit driving a drive shaft, a first output shaft, and a second output shaft, as well as first and second clutches connecting the drive shaft to the first and second output shafts, respectively. A control unit of the drive system controls the clutches to operate at least at certain operating points with a micro-slip control in which a speed differential between the drive shaft and the output shaft of >0 revolutions per minute (RPM) and <50 RPM is set for the respective clutch. A travel state of the motor vehicle can be detected, including detecting: traveling straight ahead and cornering in the pull mode, and a control strategy can be selected and applied for each clutch, wherein the control strategy is different for different travel states.