A torque vectoring device for a vehicle is provided, comprising an electrical motor (110) being connected to a differential mechanism (20) via a transmission (120), wherein the torque vectoring device further comprises at least one control means (130, 150) for changing the torque path of the transmission (120) between a first mode, in which the transmission connects the electrical motor (110) to the input shaft of the differential mechanism (20) for hybrid drive mode, and a second mode, in which the transmission connects the electrical motor (110) to the output shaft of the differential mechanism (20) for torque vectoring mode.

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 drive module includes an electric motor, planetary differential, first, second, and third suns, first second and third planets, and first and second clutches disposed about an axis. The differential ring can be driven by the motor. The differential sun can be non-rotatably coupled to a first output. The differential carrier can be non-rotatably coupled to a second output. The first, second, and third planets can be supported by a common carrier for rotation about the first axis. The first sun can meshingly engage the first planets. The second sun can be non-rotatably coupled to the first output and meshingly engage the second planets. The third sun can be non-rotatably coupled to the differential carrier and meshingly engaged with the third planets. The first clutch can selectively permit or inhibit rotation of the common carrier. The second clutch can selectively permit or inhibit rotation of the first sun.

A driving method of controlling a vehicle is provided to solve the problem of a repeated wheel slip and deterioration of wheel slip control performance due to a roll motion by controlling the driving force of a vehicle by reflecting vertical load information of tires in real time while the vehicle is turning, to a method that can solve the problem of a repeated wheel slip and deterioration of wheel slip control performance due to a roll motion by controlling the driving force of a vehicle by reflecting vertical load information of tires in real time while the vehicle is turning.

A vehicle control system for reducing turn radius of a vehicle may include a controller and a torque control module operably coupled to the controller and to front wheels of a front axle of the vehicle and rear wheels of a rear axle of the vehicle. The controller may also be operably coupled to components and/or sensors of the vehicle to receive information including vehicle wheel speed and steering wheel angle. The torque control module may be operable, responsive to control by the controller, to apply a negative torque to an inside rear wheel during a turn and apply a positive torque to the front axle during the turn to compensate for the negative torque applied to the inside rear wheel to reduce the turn radius based on the steering wheel angle and the vehicle speed.

A gear wheel assembly, in particular a final stage gear wheel assembly for a transmission system for a dual drive vehicle drive train includes first and second gear wheel arranged coaxially with respect to a first axis. The first gear wheel is adjacent to the second gear wheel and is coupled to the second gear wheel through an intermediate bearing that allows for relative rotation of the first gear wheel with respect to the second gear wheel around the first axis. The intermediate bearing arrangement comprises a first intermediate bearing. The first gear wheel is radially supported through the first intermediate bearing by the second gear wheel and the second gear wheel is radially supported through the first intermediate bearing by the first gear wheel.

There is provided a structure in a driving support system of a vehicle equipped with a steering assist mechanism and a torque vectoring mechanism of right and left wheels, the system capable of reducing an occurrence of a driver's sense of incongruity as much as possible also during the operation of a control based on a machine input and reflecting a driver's steering in the control. The inventive device comprises a steering assist torque controller which controls a steering assist torque given by the steering assist mechanism, a right and left braking-driving force difference controller which controls the braking-driving force difference between the right and left wheels given by the torque vectoring mechanism and a control target value determiner which determines the target values of the steering assist torque and braking-driving force difference for driving support control, based on the steering torque by the driver.

A utility vehicle is configured for independently controlling torque at each of the ground-engaging members.

A zero-turn vehicle including a mode selection interface, a memory and at least one controller is provided. The mode selection interface provides a mode section input for a user. The memory is used to store mode instructions relating to at least one operation mode. The at least one controller in communication with the mode selection interface and the memory, the at least one controller configured to selectively modify normal operating characteristics of the zero-turn vehicle based the mode selection input from the user by implementing the stored mode instructions associated with the mode selection input.

An axle drive system for a motor vehicle, having a dynamoelectric drive motor (1), a shiftable superimposing transmission having a first and a second gear stage (3, 4), a shift actuator system (5) for shifting the superimposing transmission, as well as a power divider (8) driving two output shafts (10, 12). The drive motor (1), power divider shafts (9, 11), output shafts (10, 12) and dynamoelectric drive motor (1) are arranged coaxially to each other and perpendicular to the direction of travel of the motor vehicle. A particularly compact design is achieved for the axle drive system of the aforementioned type in that the shift actuator system (5) having an electric motor (14) provided for actuation purposes is in its entirety disposed in a space bounded by the first gear stage (3) on one side and the second gear stage (4) on the other side in the axial direction of the drive system.