An apparatus for controlling turning of a vehicle, a system having the same, and a method thereof are provided. The vehicle turning control apparatus include a processor to perform a control operation to determine whether a present situation is a normal turning situation based on steering angle information and wheel speed information of the vehicle, and operate an electronic limited slip differential (eLSD) by making an inner wheel slip based on a turning direction when an operation of the eLSD is failed in the normal turning situation; and a storage to store data obtained by the processor and an algorithm executed by the processor.

A vehicle driving apparatus including a first oil pump driven by an internal combustion engine; a second oil pump connected to a torque transmission portion transmitting a driving force of the second motor generator to a drive wheel; a hydraulic circuit configured so that a lubricating oil is supplied from the second oil pump to a lubrication portion in a first mode in which a vehicle travels while stopping the internal combustion engine, and the lubricating oil is supplied from the first and second oil pumps to the lubrication portion in a second mode in which the vehicle travels while driving the internal combustion engine; a slip detector detecting a slip state of the drive wheel, and a control unit switching to the second mode when the slip state is detected during the first mode.

Systems and methods are provided for predicting a vehicle's motion. It is determined that speed of the vehicle is below a threshold speed. A derated tire cornering stiffness value that is less than a nominal cornering stiffness value is obtained. The vehicle's motion is predicted based on a dynamic model using the derated tire corning stiffness value.

A drive torque of an electric motor for driving a driveline included in a driveline assembly of a motor vehicle can be controlled as a function of the vehicle speed in such a way that, when the vehicle speed is below a predetermined threshold value, the electric motor is controlled in a high torque mode and, when the vehicle speed is above the threshold value, the electric motor is controlled in a low torque mode.

A vehicle includes a powerplant, a front axle having first and second wheels and a differential operably coupled to the powerplant. A power-takeoff unit (PTU) is connected to the differential. A rear axle has third and fourth wheels and a gearbox connected to the PTU without a center differential. The gearbox has a first clutch configured to selectively couple the third wheel to the PTU and a second clutch configured to selectively couple the fourth wheel to the PTU. A controller is programmed to determine, during a turn, which of the third and fourth wheels is an outer rear wheel, determine whether there is a positive or negative torque on the outer rear wheel, and disengage, or keep disengaged, the one of the first and second clutches that is associated with the outer rear wheel in response to a negative torque on the outer rear wheel.

A vehicle driving apparatus including a first oil pump driven by an internal combustion engine; a second oil pump connected to a torque transmission portion transmitting a driving force of the second motor generator to a drive wheel; a hydraulic circuit configured so that a lubricating oil is supplied from the second oil pump to a lubrication portion in a first mode in which a vehicle travels while stopping the internal combustion engine, and the lubricating oil is supplied from the first and second oil pumps to the lubrication portion in a second mode in which the vehicle travels while driving the internal combustion engine; a slip detector detecting a slip state of the drive wheel, and a control unit switching to the second mode when the slip state is detected during the first mode.

A wheel slip control method for a vehicle is provided, and includes estimating equivalent inertia information of a driving system based on operation information of the driving system while a vehicle travels, determining whether the slip of a drive wheel occurs from the estimated equivalent inertia information of the driving system, determining whether the drive wheel is in an uneven wheel slip state where the slip occurs only in one of a left wheel and a right wheel of the drive wheel from a left wheel speed and a right wheel speed detected by a sensor, if it is determined that the slip of the drive wheel occurs, and controlling an operation of a braking device such that a braking force is applied to the vehicle wheel in which the slip occurs, if it is determined that the vehicle wheel is in the uneven wheel slip state.

Technical solutions are described for estimating tire-road friction in a vehicle pro-actively, prior to safety systems of the vehicle are engaged. An example method includes computing a slip for the vehicle based on one or more wheel speeds, acceleration, and tire pressure measurement. The method further includes determining a slope (α) as indicator of tire-road friction for the vehicle based on the acceleration and the slip. Further, the method includes sending the slope to an autonomous controller of the vehicle for adjusting vehicle kinematics according to the estimated friction using the slope.

A vehicle control system, includes: a travel control unit configured to generate a first control signal for controlling a direction control device of a vehicle to make the vehicle travel along a road shape; a stability control unit configured to generate a second control signal for controlling the direction control device to stabilize behavior of the vehicle when the behavior of the vehicle is in a prescribed unstable state; and an arbitration unit configured to receive the first control signal and the second control signal and to output at least one of the first control signal and the second control signal to the direction control device. When the arbitration unit is receiving the second control signal, the arbitration unit reduces a control amount corresponding to the first control signal.

A driving force control system for a vehicle configured to eliminate slippage of a wheel without changing a driving torque or a braking torque abruptly. The driving force control system comprises a drive unit and a controller. The drive unit includes a differential mechanism connected to a right wheel and a left wheel to distribute torque of a torque generating device, and a differential restricting device that restricts a differential rotation between the right wheel and the left wheel. The controller restricts a differential rotation between the right wheel and the left wheel less than a predetermined value by the differential mechanism. If a slip ratio of one of the wheels smaller than that of the other wheels is greater than an acceptable value, the controller executes a slip-eliminating control.