Abstract: A hydraulic system for an automatic gearbox for a motor vehicle, includes a high-pressure circuit which includes a pressure accumulator, at least one clutch and actuators, and a low-pressure circuit for cooling the clutch, the high-pressure circuit and the low-pressure circuit each containing a hydraulic cooling pump and a hydraulic charging pump that can be driven by a shared electric motor; and a controller which, when it is detected that the pressure accumulator needs to be charged, controls the electric motor to run at a charging setpoint speed, and/or, when it is detected that cooling is needed or another need exists, controls the electric motor to run at a cooling setpoint speed or another setpoint speed. When the pressure accumulator does not need to be charged and there is no need for cooling and no other need, the controller reduces the setpoint speed to zero for a specified period. At the end of the period the controller controls the electric motor to run at least at the test speed.

Abstract: A method for controlling automatic restarting of a vehicle including an automatic transmission, when the driver releases a brake pedal or pushes an accelerator pedal, the method including: a first phase of cranking an engine during which engine torque starts to increase without being transmitted to wheels of the vehicle, followed by a second launching phase during which the engine torque is gradually transmitted to the wheels, wherein the engine torque is controlled at a torque set value to be transmitted to the wheels, satisfying a launching time objective.

Abstract: Disclosed is a method of controlling the flow rate of a hydraulic pump, which controls the discharge flow rate in proportion to a manipulated amount of a manipulation lever operated by a user even when the discharge pressure of the hydraulic pump is varied.

Abstract: A traction control system in vehicle comprises a detector for detecting a monitored value which changes according to a degree of a drive wheel slip; a condition determiner for determining whether or not the monitored value meets a control start condition and whether or not the monitored value meets a control termination condition; and a controller for executing traction control to reduce a driving power of the drive wheel during a period of time from when the condition determiner determines that the monitored value meets the control start condition until the condition determiner determines that the monitored value meets the control termination condition; the condition determiner being configured to set at least the control start condition variably based on a slip determination factor which changes according to a vehicle state and such that the control start condition changes more greatly according to the vehicle state than the control termination condition.

Abstract: A left-right drive force difference transient control computation value calculating section uses a map search, based on a change rate of a target yaw rate, to find a left-right rear wheel drive force difference transient control computation value, which is a basic target value for a turning response transiently requested by a driver. A left-right drive force difference transient control gain computing section sets a left-right drive force difference transient control gain to be smaller than 1 in a low vehicle speed region. A transient control computing section multiplies the left-right rear wheel drive force difference transient control computing value by the left-right drive force difference transient control gain to calculate a left-right rear wheel drive force difference transient control amount and contributes the same to a left-right wheel drive force distribution control.

Abstract: A straight-traveling/turning determination device includes a straight-traveling/turning determiner that determines whether a motorcycle is traveling straight or turning by comparison between a threshold and a rotary speed comparison value that is a value resulting from comparison between the rotary speed of a front wheel and the rotary speed of a rear wheel. The straight-traveling/turning determiner uses the rotary speed comparison value in the state in which the vehicle speed is equal to or lower than first predetermined speed and an absolute value of the vehicle acceleration is equal to or lower than predetermined acceleration and a turn signal is not being actuated as a straight-traveling rotary speed comparison value, and determines that the motorcycle is turning if a ratio or difference between the rotary speed comparison value and the straight-traveling rotary speed comparison value becomes larger than a threshold.

Abstract: A control apparatus for a hybrid vehicle includes: engine starting means for starting an engine when a need for switching to a 4-wheel drive mode has been forecasted, the hybrid vehicle having a series HV drive mode in which the hybrid vehicle is run with a second electric motor, in the released state of a connecting/disconnecting device, while a first electric motor is operated with a drive force of said engine to generate an electric energy, the control apparatus further including, as said engine starting means, series HV drive controlling means for starting said engine and enlarging a series HV drive mode region for running the hybrid vehicle in said series HV drive mode, so as to cover a portion or an entirety of an original EV drive mode region for running the hybrid vehicle in said EV drive mode, when the need for switching to said 4-wheel drive mode has been forecasted.

Abstract: A method of operating a transmission system of an automotive vehicle, the transmission system including a mechanism of mechanically coupling first and second axles of the transmission system, a status of the coupling mechanism defining a number of transmission modes. The transmission system includes a button of pulse type controlling selection of a transmission mode and, after the vehicle has stalled, the transmission mode that is active following restarting of the vehicle is the mode that was active before the vehicle stalled.

Abstract: A driving force distribution controller comprises: a control device determining the value of torque which must be transmitted to a rear wheel; and a driving force transmission device transmitting torque corresponding to the torque value determined by the control device to the rear wheel. The control device reduces a torque value calculated based on an opening degree of an accelerator and a rotational speed difference when the rotational speed of an engine is lower than a first threshold value but higher than a second threshold value.

Abstract: A driving force distribution apparatus includes a basic distribution ratio calculator, a servo controller, and an adjuster. The basic distribution ratio calculator is configured to calculate a basic distribution ratio between a front driving force for front wheels and a rear driving force for rear wheels based on loads exerted on the front and rear wheels of a vehicle. The servo controller is configured to correct the basic distribution ratio so as to increase or decrease the basic distribution ratio based on a deviation between a target value of a rotation difference between the front and rear wheels and a measured value of the rotation difference between the front and rear wheels. The adjuster is configured to perform adjustment so that the rear driving force calculated based on the basic distribution ratio corrected by the servo controller does not exceed a total driving force.

Abstract: A travel control apparatus for a four-wheel drive vehicle includes a throttle controller, a driving force distributor, a four-wheel drive controller, a vehicle stability assist controller, a requested target drive torque calculator, and an estimated drive torque calculator. In a case where a failure detector detects a failure and the four-wheel drive controller changes a drive control from a four-wheel drive control to a two-wheel drive control, the travel control apparatus sends a first throttle control signal to the throttle controller and changes the drive control from the four-wheel drive control to the two-wheel drive control when an estimated drive torque is greater than an requested target drive torque, and the travel control apparatus changes the drive control from the four-wheel drive control to the two-wheel drive control without sending the first throttle control signal when the estimated drive torque is not greater than the requested target drive torque.

Abstract: A front wheel differential lock control system for a straddle-ride type four-wheeled vehicle is provided that can reliably switch a differential locking mechanism into a lock state in a low vehicle-speed state. In an engine provided with a manual transmission having forward five-speed and reverse gears, only in a low gear ratio state (1st through 3rd gears) is actuation of a diff-lock actuator permitted to switch a front wheel differential mechanism into a differential lock state. When a diff-lock operation is operated on the time of selection of third-, fourth- or fifth-speed gear, engine rotation number control is exercised to allow an engine rotation number to converge on a predetermined upper limit value. In an engine provided with a start clutch or a torque converter, actuation of the diff-lock actuator is permitted only in a low engine rotation number state where drive force is not transmitted to the front wheels.

Abstract: The present disclosure presents a wheel diameter variation-detecting device capable of properly detecting relative variation in diameter between a plurality of wheels of a vehicle. The wheel diameter variation-detecting device can detect variation in diameter between a plurality of wheels of a vehicle, can detect rotational speeds of the respective wheels, and can calculate a variation parameter indicative of variation in diameter between the wheels using one of the wheels as a reference wheel, based on a result of comparison between the rotational speed of the reference wheel and that of one of the wheels other than the reference wheel. Further, the wheel diameter variation-detecting device can learn the variation parameter based on a value obtained by averaging a plurality of values of the variation parameter obtained before the detected travelled distance reaches a predetermined distance.

Abstract: A method for operating steerable rear wheels of a vehicle includes detecting a rear wheel steering angle of at least one of the steerable rear wheels, and detecting a first vehicular condition. The method further includes determining a weighted rear steering angle value based at least in part upon the rear wheel steering angle and the first vehicular condition, and controlling the steerable rear wheels in response to the weighted rear steering angle value.

Abstract: A vehicle control system configured to judge a vehicle behavior or a driving preference of a driver based on acceleration of the vehicle including at least longitudinal acceleration. An acceleration value used in the judgment is obtained on the basis of a weighted detection value of the actual longitudinal acceleration of the vehicle, and a weighted parameter which is varied by an operation to increase a driving force of the vehicle executed by the driver. A weight on the parameter is reduced in case a weight on the detection value of the longitudinal acceleration is increased, and the weight on the parameter is increased in case the weight on the detection value of the longitudinal acceleration is reduced.

Abstract: A method of determining a current operating range of a transfer case includes continuously calculating current Combined Drive Ratio (CDR), and categorizing the current CDR into one of a pre-determined number of expected CDRs. Counters are used to track when the current CDR is identified as an expected CDR. The different counters are then analyzed using simple mathematical operations to identify which gear ratio the transfer case is currently operating in.

Abstract: A vehicle brake control system includes a regenerative braking control component, a frictional braking control component, a calculating component and a controlling component. The regenerative braking control component controls a regenerative braking device to provide a regenerative braking torque. The frictional braking control component controls a frictional braking device to provide a frictional braking torque. The calculating component calculates a regenerative braking torque filter processing value based on a fluctuation frequency of the regenerative braking torque. The controlling component, during a first condition, operates a motorized power assist control device based on the regenerative braking torque filter processing value, instead of the regenerative braking torque, to moderate the frictional braking torque, such that the regenerative braking torque and the moderated frictional braking torque provide a target braking torque based on a braking operation.

Abstract: A driving force control device for a four-wheel-drive vehicle performs, by controlling the driving force that is allocated to the rear wheels by a front and rear torque allocation clutch that is arranged between a propeller shaft and a rear diff, the control of setting front wheels as primary drive wheels and rear wheels as auxiliary drive wheels. A control is performed to disable the allocation of driving force to the rear wheels by disengaging the front and rear torque allocation clutch, when the state that the difference in wheel speed between the left and right rear wheels is equal to or more than 80 km continues for 0.1 sec or longer in the state that the vehicle body speed is equal to or less than 120 km.

Abstract: A four-wheel-drive vehicle includes a clutch that is able to allow and interrupt transmission of driving force to a propeller shaft, and a traction control unit that controls at least one of the driving force generated by an engine and braking force applied to right and left front wheels to suppress a slip of the right and left front wheels. When the drive mode is switched from a two-wheel-drive mode to a four-wheel-drive mode, if the relative rotational speed between a first rotary member and a second rotary member constituting a clutch is equal to or higher than a predetermined value, an ECU outputs a control command signal for suppressing the slip of the right and left front wheels to the traction control unit.

Abstract: A powertrain system includes an internal combustion engine configured to transfer torque via a clutch to an input member of a hybrid transmission having torque machines configured to transfer torque thereto. Operation of the engine is controlled to facilitate a change in activation of a clutch between the engine and the input member of the hybrid transmission.

Abstract: There is provided a vehicle drive control system that feels less unnatural and that enables an improvement in safety performance. A vehicle motion control system capable of independently controlling a driving force and a braking force of four wheels comprises: a first mode (G-Vectoring control) in which substantially the same driving force and braking force are generated with respect to left and right wheels among the four wheels based on a longitudinal acceleration/deceleration control command that is coordinated with the vehicle's lateral motion; and a second mode (sideslip prevention control) in which different driving forces and braking forces are generated with respect to the left and right wheels among the four wheels based on a target yaw moment derived from the vehicle's sideslip information, wherein the first mode is selected when the target yaw moment is equal to or less than a pre-defined threshold, and the second mode is selected when the target yaw moment is greater than the threshold.

Abstract: A powertrain system is configured to transfer torque to an output member. A method for controlling the powertrain system includes prioritizing a plurality of system torque constraint parameters. The system torque constraint parameters are sequentially applied in an order of descending priority. A feasible state for each of the sequentially applied system torque constraint parameters is determined. A solution set including the feasible states for all the sequentially applied system torque constraint parameters is determined, and employed to control operation of the powertrain system in response to an output torque request.

Abstract: A maneuvering drive (24, 30) for a trailer (10) has a central unit (30), at least two drive units (24) by which wheels (16) of the trailer (10) can be driven and which are controlled by the central unit (30), each drive unit (24) including a checking module (40) by which drive specifications of the central unit (30) can be checked as to whether they can be fulfilled, and a feedback channel being provided by which the drive units (24) can feed back to the central unit (30) if the drive specifications cannot be fulfilled.

Abstract: A vehicle control strategy provides for automatically controlled movement from rest with deliberate wheel slip to maximize thrust. Different wheel slip conditions are provided for different terrain types. Wheel slip may be progressively reduced as the vehicle reaches a steady state speed. The strategy may also be implemented to maintain vehicle progress on low friction surfaces. The vehicle driver may be commanded to vary a control input, such as accelerator pedal position.

Abstract: When a rear wheel total drive force is smaller than a rear wheel drive force difference and the rear wheel drive force difference cannot be realized by setting a left-right distribution of the rear wheel total drive force, an inside wheel target drive force is set unconditionally to a minimum initial drive force required to prevent a three-wheel drive state and an outside wheel target drive force is set to a value equal to the sum of the initial drive force and the rear wheel drive force difference, which is a value with which the rear wheel drive force difference can be realized while the inside wheel target drive force is set to the initial drive force. In this way, a drive force distribution control apparatus gives priority to realizing the rear wheel drive force difference and emphasizes achieving a target behavior over achieving a four-wheel drive performance.

Abstract: According to a relaxation length compensation torque computation section 54 of a vehicle steering apparatus 100, a relaxation length compensation torque is computed based on (1) a front wheel actual steering angular velocity computed from a motor rotation angular velocity input by a front wheel actual steering angular velocity computation section 52, and based on (2) a transfer function that is (a) expressed using a difference between a road surface reaction torque model and a referential reaction torque model and that is (b) determined according to a vehicle velocity input by a vehicle velocity sensor 20. A power steering controller 58 adds the relaxation length compensation torque to an assistance torque, and controls an EPS motor 3 so as to generate the assistance torque to which the relaxation length compensation torque has been added. The relaxation length compensation torque is thereby computed with good precision, enabling high handling performance to be achieved.

Abstract: A method managing a device distributing engine torque between main and secondary wheel sets of a motor vehicle, the distributing device including an actuator distributing engine torque, a control unit exhibiting plural distribution modes of the engine torque and adopting one distribution mode as a function of a variable and a button selecting a distribution mode delivering an information item representative of the button position, the control unit determining, in regular operation, the variable, as a function of the information item; the method includes: detecting potential failure of the selection button, including verifying consistency of the information item; activation of degraded mode of operation, when a failure of the button is detected, in which a constant value is allocated to the variable; during degraded operation, monitoring end of failure, including verifying consistency of the information item; activation of regular mode of operation, when end of failure is detected.

Abstract: A system for shifting a vehicle's transfer case into or out of the neutral position, using an electronic vehicle information center. The system comprises a transfer case control module connected to a transfer case and an electronic vehicle information center connected to the transfer case control module. The electronic vehicle information center instructs the transfer case control module to shift the transfer case into or out of the neutral position by detecting an input signal request from a control panel to shift the transfer case into or out of a neutral position, and sending an instruction signal to the transfer case control module to shift the transfer case into or out of the neutral position.

Abstract: Discloses is a method of controlling a four-wheel drive vehicle equipped with a torque distribution device capable of changing a torque distribution amount for secondary driven wheels according to an input current to be applied thereto. This method comprises the steps of: applying, to the torque distribution device, a current value corresponding to a target torque distribution amount; and, performing a current changing control for increasing and reducing the input current to the torque distribution device. The step of performing a current changing control includes causing the input current to the torque distribution device to be temporarily increased to a value greater than the current value corresponding to the target torque distribution amount, and then returned to the current value corresponding to the target torque distribution amount, and repeating the temporary increasing of the input current at least at intervals of a predetermined time.

Abstract: A traction control device for a motorcycle eliminates a need for a waiting time for detecting an amount of change in a vehicle state and a subsequent prediction time, and can execute quick traction control. The traction control device includes an engine driving force control unit, for calculating a real slip ratio of the motorcycle, setting a target slip ratio according to a driving state of the motorcycle, and controlling a driving force of an engine so that the real slip ratio becomes the target slip ratio. The traction control device also includes a throttle grip opening degree sensor for detecting an opening degree of a throttle grip; and a bank angle sensor for detecting a bank angle of the motorcycle. The engine driving force control unit calculates the target slip ratio on a basis of the throttle opening degree and the bank angle of the motorcycle.

Abstract: A vehicle includes a first disconnect disposed between a prime mover of the vehicle and a certain one of the vehicle drive wheels. The first disconnect is operable to connect and disconnect the prime mover to and from the certain one of the drive wheels. A second disconnect is disposed between the powertrain and the certain one of the drive wheels, and is operable to connect and disconnect the certain one of the drive wheels to and from the powertrain when the first disconnect is engaged. A control system and method are configured to control operation of at least the first and second disconnects. Through selective control of the disconnects, the system can be automatically placed in a four-wheel-drive mode based on predetermined criteria, or the desirability of the four-wheel-drive mode can be indicated to the vehicle operator in a passive version of the control system and method.

Abstract: A braking force control apparatus for a vehicle estimates the friction coefficient ? of a road surface as the state of the road surface on which the vehicle travels, and determines an ideal braking force ?W by making use of the estimated road surface friction coefficient ?. When ? is equal to or greater than a predetermined friction coefficient ?0, the braking force control apparatus operates an in-wheel motor in a regeneration state to generate a motor braking torque Tmr, and causes a friction brake mechanism to generate a frictional braking force Bf computed by subtracting Tmr from ?W. When ? is less than ?0, the braking force control apparatus operates the in-wheel motor in a power running state to generate a motor driving torque Tmc, and causes the friction brake mechanism to generate a Bf computed by adding Tmc to ?W.

Abstract: An Engineer's View (EV) wireless video system for powered and unpowered model railroad engines is disclosed. The invention uses commercially available wireless spy cameras, powered by a custom power supply circuit which is compatible with either DC or DCC track systems. The present invention is compatible with all commercial model railroad gauge diesel engines including HO and N Gauge or may be factory installed. The EV system demonstrates a remarkably stable and realistic image of a model railroad layout. Moreover, the present invention may also provide a stable source of power to the engine where stalling could occur at points of track defects.

Abstract: An apparatus and a method for distributing torque from a power source to a plurality of vehicle wheels, where the method can include obtaining data indicative of a rotational velocity of one of the wheels and data indicative of a position of the accelerator, determining a wheel acceleration based on the rotational velocity data, comparing the wheel acceleration and at least one of the rotational velocity data and the position data with a respective threshold condition, signaling the actuator to engage the second subset with the torque of the power source when at least one of the threshold conditions is met, and signaling the actuator to disengage the second subset from the power source when none of the threshold conditions is met. The apparatus can include a powertrain with a system having a control device that can distribute the torque in accordance with the method.

Abstract: In general, the subject matter described in this specification can be embodied in methods, systems, and program products for performing vehicle traction control. Time intervals between points of rotation of a rotating vehicle output shaft are measured. Indicators of shaft rotation rate are generated using, for each generated indicator, a set of one or more of the time intervals. The generated indicators of shaft rotation rate are used to determine a value indicative of a rate of change of shaft rotation rate. An indicator of a maximum allowable output shaft rotation rate is computed. A current indicator of output shaft rotation rate is determined to exceed the maximum allowable output shaft rotation rate. In response to determining that the current indicator exceeds the maximum allowable output shaft rotation rate, a signal to trigger application of a traction control mechanism is output.

Abstract: An apparatus and a method for distributing torque from a power source to a plurality of vehicle wheels, where the method can include obtaining data indicative of a rotational velocity of one of the wheels and data indicative of a position of the accelerator, determining a wheel acceleration based on the rotational velocity data, comparing the wheel acceleration and at least one of the rotational velocity data and the position data with a respective threshold condition, signaling the actuator to engage the second subset with the torque of the power source when at least one of the threshold conditions is met, and signaling the actuator to disengage the second subset from the power source when none of the threshold conditions is met. The apparatus can include a powertrain with a system having a control device that can distribute the torque in accordance with the method.

Abstract: When there is a curve in a forward driving path of a vehicle, a wheel clutch for a turning outer wheel of a rear shaft is engaged and a wheel clutch for a turning inner wheel of the rear shaft is disengaged during driving of the curve. When there is no curve, both of the right and left wheel clutches are engaged when it is estimated the vehicle receive a predetermined disturbance input during forward driving. Then, a target yaw moment of a vehicle is calculated. If an average speed of the right and left wheels of a front shaft is more than the speed of the turning outer wheel, the wheel clutch for the turning outer wheel is engaged when the target yaw moment is applied to the vehicle, so that the engaging force of a transfer clutch is controlled based on the target yaw moment.

Abstract: A regenerative brake control system for a vehicle includes a vehicle controller, a driveline torque distribution device interfacing with the vehicle controller, an electric machine interfacing with the driveline torque distribution device, a plurality of wheels coupled to the electric machine and at least one traction condition input indicating traction of the plurality of wheels provided to the vehicle controller. The vehicle controller engages the driveline torque distribution device and the electric machine apportions regenerative brake torque to the wheels in proportion to the traction of the wheels. A regenerative brake control method for a vehicle is also disclosed.

Abstract: A splitting of drive torque between front and rear wheelsets includes an actuator to split the torque between the wheelsets, an electronic unit controlling switching of the actuator into a coupled or uncoupled mode, a mechanism electrically powering the electronic unit, and sensors. The electronic unit can make the system adopt: an active operation in which a control signal is generated and the temperature of the actuator is estimated; and a sleep mode in which the temperature of the actuator is not estimated; the switch to sleep mode being authorized: only when the engine is stopped, and if the actuator temperature is below or equal to a threshold or a maximum time period has elapsed.

Abstract: A vehicle is described having plural modes of operation for the front and rear differential and whereupon start-up of the vehicle, the front and rear differentials are opened to their most open position.

Abstract: A driving force distribution control device, which is mounted on a vehicle including an engine configured to generate driving force for the vehicle, a transmission device configured to shift rotation of an output shaft of the engine by transmission ratios, and a driving force transmission system capable of transmitting output of the transmission device to main drive wheels and auxiliary drive wheels, includes: a control device configured to, when a rotational speed of the output shaft of the engine is in a range in which abnormal sound of the driving force transmission system due to pulsation of the driving force can be generated, set a torque value to a value capable of reducing the abnormal sound depending on the driving force; and a driving force transmitting device configured to transmit driving force depending on the set value to the auxiliary drive wheels.

Abstract: There is provided an actuator control apparatus configured such that even when an electronic device that generates an electric signal to be used to control an actuator is provided in the form of a duplexed system, an increase in the number of communication paths between the electronic device and a controller is suppressed. A torque sensor and a rotation angle sensor are each provided in the form of a duplexed system. Two sets of a torque sensor and a rotation angle sensor are connected to a microcomputer via a SPI communication line. The torque sensors and the rotation angle sensors are connected to the microcomputer via CS communication lines, respectively. By selecting a communication target via a corresponding one of the CS communication lines, the microcomputer is able to receive multiple kinds of electric signals via each one of the SPI communication lines.

Abstract: A method for driving a hybrid vehicle during a load reversal includes: the application of a first torque on a first hybrid vehicle axle during an acceleration reversal; and the application of a second torque on a second hybrid vehicle axle during the acceleration reversal, a direction of action of the second torque being opposite to a direction of action of the first torque.

Abstract: A control system and method are provided for a motor vehicle having an electronic control unit, by which the drive torque of a drive unit can be variably distributed, as required, to at least two axles. A drive-oriented control can be specified for the purpose of a primarily single-axle drive. By way of a comparison unit, preferably on the basis of a circle of forces, a driving-dynamic desired parameter demanded particularly on a basis of the driver's intention is compared with a driving-dynamic potential parameter. A change from the drive-oriented control to a driving-dynamics-oriented control for the purpose of a primarily multi-axle drive takes place only when a defined threshold value, for example, 70%, is exceeded relative to the driving-dynamic potential parameter, for example, a limit range of the circle of forces.

Abstract: A method for controlling a continuously variable ratio transmission is described. The method may include controlling a continuously variable ratio unit (“variator”) having rotary input and output members through which the variator is coupled between an engine and a driven component, the variator receiving a primary control signal and being constructed and arranged to exert upon its input and output members torques which correspond directly to the control signal. The method may also include determining a target engine acceleration, determining settings of the variator's primary control signal and of an engine torque control for providing the required engine acceleration and adjusting the control signal and/or the engine torque control based on these settings, predicting a consequent engine speed change, allowing for engine and/or transmission characteristics, and correcting the settings of the control signal and engine torque based on a comparison of actual and predicted engine speeds.

Abstract: A method for controlling an electric vehicle drivetrain having least two drive units with wheels located on opposite axles are driven by respective drive units, includes in a first operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set taking into account the efficiency applicable to each drive unit under the given operating conditions, and in a second operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set independently of the efficiency applicable to each drive unit under the given operating conditions.

Abstract: A method controlling operation of a mechanism mechanically coupling first and second axles of a transmission system of a motor vehicle, the first axle being driven as standard and the second axle being driven as an option depending on a status of the coupling mechanism, the transmission system being capable of operating in a first mode in which a value of transmittable torque that can be transmitted by the mechanical coupling mechanism is fixed, or in a second mode in which the value of the transmittable torque that can be transmitted by the mechanical coupling mechanism is higher than the value of the transmittable torque for the first mode.

Abstract: The present invention relates to a method for controlling a differential configuration (40; 400) for at least two for differential drive arranged drive wheels of a motor vehicle (1; 2; 3), said differential drive being arranged to assume a locked and an open position respectively comprising the step of controlling the differential configuration between a locked and a non-locked condition in dependence of predetermined vehicle parameters, comprising the step of: controlling (S1) the differential configuration (40, 400) between a locked and a non-locked condition in dependence of centre of gravity positions of the vehicle. The present invention also relates to a system for controlling a differential configuration (40, 400). The present invention also relates to a differential configuration. The present invention also relates to a motor vehicle. The present invention also relates to a computer program and a computer program product.

Abstract: Provided is a driving force control device for a four-wheel-drive vehicle that can evade an occurrence of excessive understeer and oversteer in situations unintended by the driver, by appropriately controlling driving forces to be distributed to sub-drive wheels. The driving force distribution device of the four-wheeled vehicle controls driving force to be distributed to the rear wheels (Wr, Wr) by the clutch (10) for front-and-rear torque distribution so that the wheels (Wf, Wf) are main drive wheels and the rear wheels (Wr, Wr) are sub-drive wheels. The driving force distribution device is adapted to perform control to restrict the upper limit of the four-wheel drive torque based upon an estimated driving force and steering angle of the vehicle, when calculating four-wheel drive torque to be distributed to the rear wheels (Wr, Wr) by the driving force distribution device (10).

Abstract: A travel control apparatus for a four-wheel drive vehicle includes a throttle controller, a driving force distributor, a four-wheel drive controller, a vehicle stability assist controller, a requested target drive torque calculator, and an estimated drive torque calculator. In a case where a failure detector detects a failure and the four-wheel drive controller changes a drive control from a four-wheel drive control to a two-wheel drive control, the travel control apparatus sends a first throttle control signal to the throttle controller and changes the drive control from the four-wheel drive control to the two-wheel drive control when an estimated drive torque is greater than an requested target drive torque, and the travel control apparatus changes the drive control from the four-wheel drive control to the two-wheel drive control without sending the first throttle control signal when the estimated drive torque is not greater than the requested target drive torque.