A driving force control device 1 for a vehicle V comprises: a D-μ map M1 defining a linear correlation between a driving stiffness D and a maximum road surface μ; a slip ratio calculation circuit 21 for calculating a slip ratio S of one of a pair of front road wheels 10L, 10R; a DS calculation circuit 22 for calculating the driving stiffness D corresponding to a value the slip ratio S calculated by the slip ratio calculation circuit 21; a maximum road surface μ calculation circuit 23 for assigning a value of the driving stiffness D calculated by the DS calculation circuit 22 to the D-μ map M1 to calculate the maximum road surface μ; and a driving force distribution circuit 24 for controlling a driving force, using a value of the maximum road surface μ calculated by the maximum road surface μ calculation circuit 23.

A vehicle system includes an engine driving a vehicle, a front wheel and a rear wheel, a suspension device with an attachment portion to a vehicle body which is located at a higher level than a center axis of the rear wheel, an electromagnetic coupling to distribute a torque of the engine to the front wheel and the rear wheel, a steering wheel to be operated by a driver, a steering angle sensor to detect a steering angle corresponding to operation of the steering wheel, and a controller to control the engine and the electromagnetic coupling. The controller is configured to control the electromagnetic coupling such that the torque distributed to the rear wheel is decreased in accordance with a returning operation of the steering wheel which is detected by the steering angle sensor.

A drive force distribution method and a drive force distribution control device is provided for a front and rear wheel drive vehicle provided with a drive force distribution device that controls a distribution of a drive force generated by a drive force source to main drive wheels and auxiliary drive wheels. A present distribution of the drive force to an auxiliary drive wheel side is increased by a first predetermined amount upon determining the rotational speed difference between the rotational speeds of the main drive wheels and the auxiliary drive wheels has been determined to not be smaller than a predetermined rotational speed difference. The present distribution of the drive force to the auxiliary drive wheel side is reduced by a second predetermined amount when the rotational speed difference has been determined to be smaller than the predetermined rotational speed difference.

A four-wheel drive vehicle includes: (a) main drive wheels and auxiliary drive wheels; (b) a rotating machine as a drive power source; (c) a drive-power distribution clutch configured to allocate a part of a drive power outputted to the main drive wheels from the drive power source, to the auxiliary drive wheels, so as to distribute the drive power to the main drive wheels and the auxiliary drive wheels with a drive-power distribution ratio between the auxiliary drive wheels and the main drive wheels, such that the drive-power distribution ratio is variable with an engaging force of the drive-power distribution clutch being controlled; and (d) a control apparatus configured, when determining that a heat load of the drive-power distribution clutch is large during deceleration running of the vehicle, to limit a regenerative torque of the rotating machine, as compared with when determining that the heat load is small.

A four-wheel drive vehicle includes: (a) main drive wheels and auxiliary drive wheels; (b) a rotating machine as a drive power source; (c) a drive-power distribution clutch configured to allocate a part of a drive power outputted to the main drive wheels from the drive power source, to the auxiliary drive wheels, so as to distribute the drive power to the main drive wheels and the auxiliary drive wheels with a drive-power distribution ratio between the auxiliary drive wheels and the main drive wheels, such that the drive-power distribution ratio is variable with an engaging force of the drive-power distribution clutch being controlled; and (d) a control apparatus configured, when determining that a heat load of the drive-power distribution clutch is large during deceleration running of the vehicle, to limit a regenerative torque of the rotating machine, as compared with when determining that the heat load is small.

Methods and systems for a differential assembly are provided herein. In one example, a diagnostic method includes generating a clutch fault according to a variance between an initial engagement position and a lock point position of a clutch motor that occur during engagement of an interaxle differential (IAD) locking clutch coupled to the clutch motor. In the IAD system, an actuation assembly is coupled to the clutch motor and the IAD locking clutch.

Methods and systems for a differential assembly are provided herein. In one example, a diagnostic method includes generating a clutch fault according to a variance between an initial engagement position and a lock point position of a clutch motor that occur during engagement of an interaxle differential (IAD) locking clutch coupled to the clutch motor. In the IAD system, an actuation assembly is coupled to the clutch motor and the IAD locking clutch.

Methods and systems for a differential assembly are provided herein. In one example, a method is provided that includes operating a clutch motor coupled to a differential locking clutch to place the differential locking clutch in a locked configuration. The method further includes, after the differential locking clutch is placed in the locked configuration, reducing electric power delivered to the clutch motor at a first rate and increasing the electric power delivered to the clutch motor when it is determined that clutch disengagement is occurring based on outputs from a motor position sensor or outputs from shaft speed sensors coupled to a pair of shafts coupled to the differential locking clutch.

A wheel disconnect clutch includes a housing attachable to a knuckle and a clutch sleeve slidably supported for axial movement within the housing and having first teeth configured to couple with a wheel hub and second teeth configured to couple with a half shaft. The clutch sleeve is slidable between an engaged position in which the first teeth are coupled to the wheel hub and a disengaged position in which the first teeth are decoupled from the wheel hub. A drive ring is connected to the clutch sleeve and supported within the housing to be axially slidable and rotationally fixed relative to the housing. An actuator ring is disposed adjacent to the drive ring, supported for rotation within the housing, and axially fixed relative to the housing. The driver ring moves the clutch sleeve between engaged and disengaged positions.

An electric drive unit clutch for an automobile includes a first rotatable shaft, a one-way clutch fixedly mounted onto the first rotatable shaft, a dog clutch slidingly mounted onto the first rotatable shaft and adapted to rotate with the first rotatable shaft, a clutch ring positioned between the one-way clutch and the dog clutch, and a second rotatable shaft rotatable engaged with the clutch ring, wherein the clutch ring is adapted to transfer rotational motion from the second rotatable shaft through the one-way clutch and the dog clutch to the first rotatable shaft.