A hydraulic control device for a vehicle is provided wherein a determination of “base neutral” is made when a difference between a command hydraulic pressure and an actual hydraulic pressure of a hydraulic clutch is within a predetermined minute value range, and when the difference is out of the minute value range, a determination of “base raising” is made if the command hydraulic pressure is larger than the actual hydraulic pressure, and a determination of “base lowering” is made if the command hydraulic pressure is smaller than the actual hydraulic pressure. The determination of “sub raising” is made when an inclination of command torque subjected to low-pass filter processing is positive for a predetermined time or more, and the determination of “sub lowering” is made when the inclination is negative for the predetermined time or more, whereby a rising or dropping tendency of the command torque is determined.

An all-wheel drive system includes a center differential, a limited-slip differential clutch, a front-wheel torque transmission system, a rear-wheel torque transmission system, and a controller. The center differential distributes torque between front and rear wheels of a vehicle. The limited-slip differential clutch limits a differential operation of the center differential in accordance with an engaging pressure, and changes a front-rear torque distribution ratio between the front and rear wheels. The front-wheel torque transmission system transmits torque between the center differential and the front wheels. The rear-wheel torque transmission system transmits torque between the center differential and the rear wheels. The controller adjusts the engaging pressure based on a driving state of the vehicle. Reduction ratios of the front-wheel and rear-wheel torque transmission systems are set different from each other. The center differential is configured such that the front-rear torque distribution ratio is initially unequal and is changeable.

Disclosed are a hybrid vehicle torque adjusting method and device. The method includes: acquiring a requested torque of a front-axle engine and a requested torque of a rear-axle motor, determining a first compensation torque according to the filtered requested torque of the front-axle engine and an actual output torque of a front-axle transmission, and determining a target torque of the rear-axle motor according to the first compensation torque and the requested torque of the rear-axle motor. In the method, since a difference exists between the filtered requested torque of the front-axle engine and the actual output torque of the front-axle transmission during shifting of the front-axle transmission, after the difference is compensated by the rear-axle motor, a working condition that affects a dynamic performance of an entire vehicle can be eliminated, torques can be coordinated, and the dynamic performance of the entire vehicle can be improved.

A process for recovering catalyst from a fluidized catalytic reactor effluent is disclosed comprising reacting a reactant stream by contact with a stream of fluidized catalyst to provide a vaporous reactor effluent stream comprising catalyst and products. The vaporous reactor effluent stream is contacted with a liquid coolant stream to cool it and transfer the catalyst into the liquid coolant stream. A catalyst lean vaporous reactor effluent stream is separated from a catalyst rich liquid coolant stream. A return catalyst stream is separated from the catalyst rich liquid coolant stream to provide a catalyst lean liquid coolant stream, and the return catalyst stream is transported back to said reacting step.

A product comprising: an axle shaft and an input shaft, wherein the axle shaft is coaxial with the input shaft; a clutch operatively connected to the axle shaft and the input shaft constructed and arranged to selectively couple and decouple the input shaft and the axle shaft; an actuator operatively connected to the clutch to drive the clutch; and a synchronizer operatively connected to the clutch to synchronize the coupling of the input shaft and the axle shaft.

A differential apparatus includes a differential mechanism, a differential case that accommodates the differential mechanism, and a clutch mechanism that transmits a driving force between the differential case and the differential mechanism. The clutch mechanism includes a side member movable inside the differential case in an axial direction and an actuator for moving the slide member to the axial direction. The slide member has a first meshable portion at one end in the axial direction, is allowed to move relative the differential mechanism, and is prevented from rotating relative to the differential mechanism. The differential case has a second meshable portion facing the first meshable portion in the axial direction. When the slide member moves toward the second meshable portion by actuation of the actuator the first meshable portion meshes with the second meshable portion so that the differential case and the slide member are coupled to prevent a relative rotation between the differential case and the slide member.

A method for operating a motor vehicle having a four-wheel drive and a drive unit, which can be switched on and off during travel, wherein the motor vehicle is driven by a torque provided by the drive unit, and the initially disengaged four-wheel drive is switched on, including: determining at least one limit torque which, while the four-wheel drive is switched off, can be transmitted from at least one wheel of the motor vehicle driven by the drive unit to the ground surface upon which the motor vehicle is travelling, while the slip between the at least one wheel and the ground surface falls below a specifiable threshold value.

Methods and systems for a vehicle transmission are provided. In one example, a vehicle transmission system is provided that includes a first planetary gear set rotationally coupled to a second planetary gear set, a first electrical machine rotationally coupled to a sun gear in the first planetary gear set, and a second electrical machine rotationally coupled to a sun gear in the second planetary gear set. The transmission system also includes an inter-axle differential including a third planetary gear set rotationally coupled to a first axle and a second axle and selectively rotationally coupled to the first planetary gear set and the second planetary gear set, wherein the inter-axle differential is configured to selectively enable and disable speed differentiation between the first and the second axles.

Provided is a control apparatus for an electric vehicle that can set a final torque instruction value without necessitating a repetition of a calculation. A control apparatus calculates a power limit value of each motor that is used when power is supplied to a plurality of motors, based on a power limit value of a power source, and calculates a torque instruction value of each motor based on the power limit value of each motor.

Provided is a torque control device for a four-wheel-drive vehicle that can stably output a minimum torque required to start or drive the vehicle to the auxiliary wheel side under a road surface condition that main driving wheels are stuck in the idling state or under a road surface condition equivalent thereto. When front wheels Wf1, Wf2 are judged to be stuck in the idling state, a current rear torque TrCMD is raised step by step. And, when a brake operates in the state in which the four wheels are at stop after raising the command torque TrCMD step by step, the command rear torque TrCMD is released. And, the command rear torque TrCMD is raised step by step when the command rear torque TrCMD continues to be released for a second threshold time.