A differential assembly having a torque coupling unit and an axle disconnect. A first end portion of an intermediate portion of a differential case is integrally connected to a ring gear. Integrally connected to an inner surface of the intermediate portion of the case is a first plurality of clutch plates. Disposed within a hollow portion of the intermediate portion is a first and a second differential side gear that are meshing with one or more pinion gears. Drivingly connected to the first side gear is a first output shaft. A clutch can having a second plurality of clutch plates is drivingly connected to the first output shaft. Within the hollow portion of the intermediate portion of the case is a clutching assembly that selectively engages the second side gear. A first clutch actuator selectively engages the plurality of plates and a second clutch actuator selectively engages the clutching assembly.

A vehicle control device includes: a slip determination module that determines a slip of each of wheels; a base distribution calculation module that calculates a base distribution torque to be distributed to the front and rear wheels on the basis of requested torques and a base distribution ratio of torques between the front and rear wheels, and changes the base distribution ratio on the basis of a result of slip determination performed by the slip determination module when the slip is detected; a rotation speed control module that decreases the base distribution torque on the basis of the result of slip determination, in a manner that a rotation speed of a slipping wheel that is slipping becomes equal to a target rotation speed; and a torque vectoring module that redistributes a torque down amount of the slipping wheel to the base distribution torque of non-slipping wheels that are not slipping.

A control system for a motor vehicle that operates to receive a signal indicative of a steering angle of a vehicle and cause application of negative torque to one or more wheels of a vehicle to slow a wheel. The system is configured to perform a turn-assist operation in which the system causes application of negative torque to at least a first wheel of a vehicle being an inside trailing wheel when a steering angle exceeds a predetermined steering angle thereby to promote turning of a vehicle. The amount of negative torque is arranged to increase with increasing steering angle beyond the predetermined steering angle.

The present invention discloses a dual-motor coupling drive axle with a torque vectoring function. The dual-motor coupling drive axle includes: a main drive mechanism; a spur gear differential; a TV control drive mechanism; a first single-row planetary gear train, of which a first sun gear is rotatably supported on a first half shaft and a first gear ring is connected with an output end of the TV control drive mechanism; a second single-row planetary gear train, of which a second gear ring is fixed to a drive axle housing and a second sun gear is fixedly connected with the first sun gear; a third single-row planetary gear train.

The invention relates to a method for operating a transversal guidance system of a motor vehicle through two independent channels to perform automatic transversal guidance interventions. Through the first channel, transversal interventions are performed via a first transversal guidance actuator controlled by means of a driver-operated steering handle. Through the second channel, a vehicle system sets a target roll angle, and a second transversal guidance actuator is controlled by a transversal guidance system that performs a transversal guidance intervention based on the roll angle. The vehicle system displays the roll angle as a notification to the driver of the transversal guidance intervention. The invention also relates to a motor vehicle configured to perform the method.

A drive system for a motor vehicle includes a torque vectoring unit and a differential. The torque vectoring unit has an electrical machine for producing a torque. The differential has a common planet carrier, a first sun gear, a second sun gear, a first planetary gear set and a second planetary gear set. The first planetary gear set is rotatably mounted on the common planet carrier and in meshing engagement with the first sun gear. The second planetary gear set is rotatably mounted on the common planet carrier, in meshing engagement with the second sun gear and the first planetary gear set, connected to the torque vectoring unit, and arranged to redistribute the torque between the first sun gear and the second sun gear.

A control apparatus for a dynamic power transmission apparatus is provided. The dynamic power transmission apparatus includes a differential mechanism, an electric generator, an electric motor, and a fluid coupling. The electric motor is disposed at a position apart from a transmission path along which a dynamic power of an engine is transmitted to a driving wheel. The fluid coupling is disposed between the electric motor and the transmission path. The control apparatus includes an electronic controller configured to restrict a charge of an electric storage apparatus with an electric power generated by the electric generator, depending on a state of the electric storage apparatus, and control the fluid coupling to differentially rotate and to drive the electric motor by the electric power such that a dynamic power loss is generated in the fluid coupling, when restricting the charge of the electric storage apparatus.

An active differential for the controlled distribution of a drive torque generated by a drive motor to two drive shafts includes a planetary gear train configured to couple the two drive shafts to a drive shaft of the drive motor, and a distributor motor including a distributor shaft. The distributor motor produces a torque, with a distribution of a drive torque to the two drive shafts being dependant on the torque produced by the distributor motor. The distributor shaft and the planetary gear train are coupled by a coupling device which only transmits a torque from the planetary gear train to the distributor shaft when a rotational speed difference between rotational speeds of the two output shafts exceeds a predetermined limit value and when a connection condition depending on an operating condition of the distributor motor is satisfied.

A differential assembly having a torque coupling unit and an axle disconnect. A first end portion of an intermediate portion of a differential case is integrally connected to a ring gear. Integrally connected to an inner surface of the intermediate portion of the case is a first plurality of clutch plates. Disposed within a hollow portion of the intermediate portion is a first and a second differential side gear that are meshing with one or more pinion gears. Drivingly connected to the first side gear is a first output shaft. A clutch can having a second plurality of clutch plates is drivingly connected to the first output shaft. Within the hollow portion of the intermediate portion of the case is a clutching assembly that selectively engages the second side gear. A first clutch actuator selectively engages the plurality of plates and a second clutch actuator selectively engages the clutching assembly.

The torque vectoring device includes a torque vectoring motor, a first sun gear connected to the left drive wheel, a plurality of first planetary gears, a second sun gear, a plurality of second planetary gear formed integrally and coaxially with the first planetary gear, a common carrier to which the torque vectoring motor is connected and which pivotally supports the first and the second planetary gears, a differential ring gear to which the drive torque is inputted, a differential sun gear which is connected to the left drive wheel and a differential carrier which is connected to the second sun gear and at the same time connected to the right drive wheel.