Provided is an electric-powered vehicle in which a motor can be driven with a more appropriate torque value for a given situation. This electric-powered vehicle is provided with an electric motor that drives a vehicle wheel, and a control unit that controls the electric motor on the basis of a torque instruction including an instructed torque value for driving the electric motor with a prescribed torque, the control unit having a torque value control unit that decides a prescribed coefficient on the basis of the instructed torque value and a correlating value of the actual speed of the electric motor, and that outputs to the electric motor a torque drive instruction including an appropriate torque value obtained by multiplying the instructed torque value by the prescribed coefficient.

Provided is a vehicle turning control device which prevents a target yaw rate from being unstable, even if a control gain is changed in accordance with the magnitude of a yaw rate deviation or a road surface frictional coefficient. This vehicle turning control device includes a target yaw rate correction (32). The correction (32) calculates a target yaw rate with respect to the control gain determined based on a vehicle traveling information, using at least one of a plurality of calculated target yaw rates. The control gain is determined such that, as a road surface frictional coefficient decreases or as a yaw rate deviation increases, a yaw response characteristic approaches a basic yaw response characteristic from an initial yaw response characteristic.

Controlling a driving torque of a driveline assembly of a motor vehicle comprises: monitoring a speed of a first drive axle; monitoring a speed of a second drive axle; determining a target speed for the electric machine from at least one of the speeds of the first and the second drive axle controlling the electric machine in target speed mode as a function of the at least one speed; determining a target torque from the speed of the first drive axle and the speed of the second drive axle; controlling the clutch in a target torque mode as a function of the speed of the first drive axle and the speed of the second drive axle.

Some embodiments of the present invention provide a control system configured to control a driveline of a motor vehicle to operate in a selected one of a plurality of configurations, the system being configured to receive a signal indicative of a location of the vehicle, the system being configured to cause the driveline to operate in a configuration selected in dependence at least in part on the signal indicative of the location of the vehicle.

A drive control device of the vehicle controls a left and right driving force difference by a driving device based on a rotational velocity of a rotary electric machine, which imparts a steering force or a steering additive force to a steering system of the vehicle. Furthermore, at a time that there is a deviation or a likelihood of a deviation of the vehicle with respect to a travel path or when an avoidance assistance unit produces a notifying operation or imparts a deviation avoidance assistance steeling force or a deviation avoidance assistance steering additive force, the drive control device prohibits or suppresses control of the left and right driving force difference based on the rotational velocity.

Provided is a vehicle in which overdischarge of a battery is protected and turning drivability of the vehicle is improved when there is even a little remaining capacity. An ECU controls the left motive force and the right motive force of the left electric motor and the right electric motor so as not to exceed a differential torque upper limit value, which is the maximum value of the difference between the left motive force and the right motive force established on the basis of the temperature or discharge limit power of the battery. When the battery is at a low temperature or the like and the discharge power is limited, the difference between the left motive force and the right motive force is controlled on the basis of the discharge limit power, whereby the turnability of the vehicle is improved while preventing the risk of damage to the battery.

Some embodiments of the present invention provide a control system configured to control a driveline of a motor vehicle to operate in a selected one of a plurality of configurations, the system being configured to receive a signal indicative of a location of the vehicle, the system being configured to cause the driveline to operate in a configuration selected in dependence at least in part on the signal indicative of the location of the vehicle.

A computer system comprising processing circuitry configured to handle wheel slip a vehicle is provided. The vehicle comprises a first axle. The first axle comprises at least two wheels. Each of the at least two wheels of the first axle is drivable by at least two hydraulic motors. The processing circuitry is configured to obtain a slip condition of the vehicle. The processing circuitry is configured to, based on the obtained slip condition, trigger an adjustment of pressure and/or flow to be supplied to at least one of the at least two hydraulic motors in the vehicle. Triggering the adjustment comprises triggering an adjustment of pressure and/or flow between at least two hydraulic motors, and/or triggering adjustment of pressure and/or flow supplied by a source.

A system vectors torque between two wheels of a rear axle of an electric motor vehicle that are disposed on either side of the vehicle and are each driven by an electric motor in order to distribute a torque between the two wheels. The system includes a first torque setpoint generator, a second slip correction torque generator, a detector for detecting oversteer or understeer of the vehicle during the acceleration phase when turning, a third skid correction torque generator, a corrected-torque set point generator, and a controller for controlling the first electric motor based on the first corrected-torque set point and for controlling the second electric motor based on the second corrected-torque setpoint.

A vehicle behavior control method is suitable for a vehicle behavior control device. The vehicle behavior control device includes: a lateral acceleration sensor, detecting lateral acceleration occurring in a vehicle body; a wheel speed sensor, detecting a wheel speed of a wheel; a steering angle sensor, detecting a steering angle of the wheel; a steering angle lateral acceleration calculation unit, calculating steering angle lateral acceleration from the wheel speed and the steering angle; and a yaw moment control unit, applying yaw moment to the vehicle body. In the vehicle behavior control method, when the lateral acceleration and the steering angle lateral acceleration meet a predetermined condition, a yaw moment directed inward in a turning direction of the vehicle body is applied by the yaw moment control unit.