Abstract: A system and method for providing a vehicle roll stability indicator that dynamically estimates the probability for vehicle rollover. The system determines vehicle kinematics from various vehicle sensors. From these kinematic values, the system estimates a roll angle of the vehicle and a bank angle of the vehicle. The estimated bank angle is used to correct the roll angle. The system determines a roll energy of the vehicle and a roll energy rate of the vehicle from the corrected roll angle. The system also calculates a tire lateral load transfer of the relative forces on the vehicle tires, and the duration that any of the tires have been off of the ground. From the roll energy, the roll energy rate, the tire lateral load transfer and the wheel airborne duration, the system calculates the roll stability indicator.

Abstract: A construction machine capable of increasing a frictional force and an acceleration performance without causing unwanted slip and an excessive load to a transmission by a driving force. The construction machine comprises a first mode to set the maximum output of an engine to a prescribed output, a second mode to limit the maximum output of the engine to an output lower than the prescribed output and a mode selector switch used for a operator to select from the plurality of modes. The construction machine also comprises control means that controls the machine to operate in the second mode regardless of the mode selected by the mode selector switch when a vehicle speed is equal to or less than a prescribed speed and the opening of an accelerator is equal to or more than a prescribed opening.

Abstract: A differentiator calculates the acceleration of the rear wheels. An acceleration threshold calculation means enable the skid-detection acceleration threshold to be adjusted corresponding to the conditions of the vehicle. An acceleration skid-detection means make a comparison between the acceleration of the wheels obtained by the differentiator and the skid-detection acceleration threshold adjusted by the acceleration threshold calculation means, and determine whether or not a skid of the wheels has occurred, based upon the comparison result. Such an arrangement provides a vehicle driving force system having a function of detecting a skid even in a case that a skid of the wheels has occurred at a low acceleration of the vehicle.

Abstract: A method and system of controlling the traction of a vehicle having at least a front axle and a rear axle. One method includes determining a stability status of the vehicle, identifying a driving style of a driver of the vehicle, generating a first drive slip target, generating a second drive slip target, determining an engine torque produced by an engine of the vehicle, determining whether the engine torque is sufficient to support an application of the first and second drive slip targets, and generating at least one torque signal. The at least one torque signal is configured to alter an amount of torque that is applied to the front and rear axles of the vehicle according to the first and second drive slip targets, respectively.

Abstract: Children's ride-on vehicles having a drive assembly that is selectively configured between a plurality of drive configurations, such as responsive to user inputs via user input devices, and a ground detection system that is adapted to detect when at least one of a plurality of wheels loses contact with the ground surface. The ground detection system may be adapted to restrict the plurality of drive configurations responsive thereto. This restriction may be automatic responsive to loss of contact of the at least one of the plurality of wheels with the ground surface, and it may be made regardless, or independent, of user inputs that otherwise would select and/or enable one of the restricted drive configurations.

Abstract: A method for deploying torque commands from a vehicle stability assist control system to a four wheel drive system in a vehicle that includes utilizing a firewall within a four wheel drive system electronic control unit to analyze commands sent from a vehicle stability assist electronic control unit to the four wheel drive electronic control unit. Additionally, the commands from the vehicle stability assist electronic control unit, when the vehicle control system is in operation, are integrated with commands independently generated by the four wheel drive electronic control unit, and resultant wheel torque commands are generated to be provided to each individual wheel in the four wheel drive system.

Abstract: A turning control apparatus for a vehicle with improved turning ability and that avoids degradation of acceleration ability is provided. The turning control apparatus comprises: a driving torque controller (31) for adjusting driving torque between a left and right wheels (14L and 14R); a unit(41) for setting a basic-driving-torque-difference value indicating a difference of the driving torque between the left and right wheels (14L and 14R); a unit (42) for obtaining an acceleration/deceleration value indicating a degree of acceleration/deceleration of the vehicle; and a unit (43) for adjusting the basic-driving-torque-difference value, as a target driving torque difference, according to the acceleration/deceleration value and the velocity of the vehicle sensed. The driving torque controller (31) adjusts the driving torque between the left and right wheels (14L and 14R) according to the target driving torque obtained by the basic-driving-torque-difference value adjusting unit (43).

Abstract: In an automatic braking force control apparatus for a vehicle employing a deceleration feedback control system and an anti-skid control system executing, irrespective of a desired braking force for deceleration feedback control, an anti-skid cycle for preventing a wheel lock-up condition, the feedback control system calculates a desired braking force as a sum of a proportional-control signal component proportional to an error signal corresponding to a deviation from a desired deceleration, and an integral-control signal component corresponding to the integral of the error signal. The feedback control system memorizes the desired braking force, calculated just before an anti-skid cycle start time, as a memorized value, and initializes the desired braking force of an anti-skid cycle termination time to a predetermined value substantially corresponding to the memorized value for preventing a change in the desired deceleration occurring during the anti-skid cycle from being reflected in a feedback control signal.

Abstract: A method and a system for manually controlling a turbocharger is disclosed. The method includes steps for selecting a minimum boost pressure and a maximum boost pressure. The method also includes steps for selecting a pre-configured boost mode, including a predefined boost pressure minimum and a predefined boost pressure maximum.

Abstract: A method of proportioning and delivering drive torque to the four wheels of a vehicle includes the steps of sensing the wheel speeds, yaw rate and body side slip of the vehicle, calculating the torque split for delivery to the front, rear, left and right of the vehicle, calculating the percentage of torque to be provided to the four wheels of the vehicle scaling such torque delivery based upon driveline architecture of the vehicle and delivering drive torque to the four wheels of the vehicle.

Abstract: Methods and apparatus are provided for integrating a torque vectoring differential (TVD) and a stability control system in a motor vehicle. The integrated system is utilized for more efficiently correcting understeer and/or oversteer slides in a motor vehicle. In correcting these slides, the integrated system utilizes the TVD to rotate two wheels on opposite sides of the motor vehicle at different rates to create a yaw moment at the vehicle's center of gravity until the TVD reaches a saturation point and the understeer or oversteer slide is not corrected. Once the saturation point is reached without correcting the understeer or oversteer slide, the stability control system is employed to selectively apply one or more of the vehicle's brakes in a further effort to correct the understeer or oversteer slide.

Abstract: An apparatus for determining the alignment of the wheels of a motor vehicle, which comprises sensing devices adapted to detect the coordinates, with respect to a same reference system, of at least three base points which belong to the supporting surface that supports the motor vehicle for which wheel alignment is to be determined, to detect the coordinates of at least two chassis points identified in symmetrical positions of the chassis of the motor vehicle with respect to the longitudinal centerline plane of the motor vehicle, and to detect the coordinates, with respect to the reference system, of four wheel points, which belong to a preset wheel plane that is at least tangent with respect to the rim of the wheel whose alignment is to be determined.

Abstract: A driving force distribution control unit 60 calculates front/rear driving force distribution cooperative control addition yaw moment by multiplying front/rear driving force distribution control addition yaw moment by a front/rear driving force distribution cooperative control gain. Under steering accelerating condition, when it is possible to judge that actual lateral acceleration is high and the road is a high ? road, the front/rear driving force distribution cooperative control gain is set to become a low control gain so as to reduce a control amount by the front/rear driving force distribution control operation. Also, the driving force distribution control unit 60 calculates right/left driving force distribution cooperative control addition yaw moment by multiplying right/left driving force distribution control addition yaw moment by a right/left driving force distribution cooperative control gain.

Abstract: A vehicle powertrain with mechanically independent sets of front and rear traction wheels has separate motive power units. An electronic control system including traction wheel slip control is electronically coupled to a first motive power unit and to a second motive power unit to separately establish maximum rear wheel traction and maximum front wheel traction. Independent requests are made for an increase or a decrease in wheel torque for one set of traction wheels and an increase or decrease in wheel torque for the other set of traction wheels thereby improving acceleration performance and enhancing vehicle stability.

Abstract: A hydraulic system for a work vehicle including a manifold assembly configured to prioritize hydraulic fluid flow to priority functions over a wide range of engine speeds.

Abstract: Children's ride-on vehicles having a drive assembly that is selectively configured between a plurality of drive configurations, such as responsive to user inputs via user input devices, and a ground detection system that is adapted to detect when at least one of a plurality of wheels loses contact with the ground surface. The ground detection system may be adapted to restrict the plurality of drive configurations responsive thereto. This restriction may be automatic responsive to loss of contact of the at least one of the plurality of wheels with the ground surface, and it may be made regardless, or independent, of user inputs that otherwise would select and/or enable one of the restricted drive configurations.

Abstract: A driving force control device for an electric vehicle in which a left wheel is driven by a left in-wheel motor and a right wheel is driven by a right in-wheel motor includes a driving force difference setting section. The driving force difference setting section is configured to set a driving force difference between a driving force outputted from the left in-wheel motor and a driving force outputted from the right in-wheel motor when a lateral acceleration is detected acting on the vehicle, the driving force difference being set to generate a restoring moment against the vehicle corresponding to the lateral acceleration.

Abstract: In a method and a device for slope and/or pitch recognition in a vehicle (1, 1?, 1?) at least one speed and a transverse and/or longitudinal acceleration of the vehicle are determined and a slope or pitch situation is assumed, when the speed is smaller than the limit value vGlmax and the transverse acceleration is greater than a limit value aqmax and/or the longitudinal acceleration is greater than a limit value almax. On recognition of a slope or pitch situation, a ride control system can be automatically deactivated and/or control thresholds of the ride control system are expanded.

Abstract: A wheeled inverted pendulum mobile unit having: a driving wheel; a body that is tiltable about an axle of the driving wheel with respect to a vertical direction; a plurality of support members that extend downward from the body in the vertical direction, wherein the bottom ends of the plurality of support members are in contact with a ground before and behind the axle of the driving wheel, and the bottom ends moves up and down, with respect to the body, as the body tilts with respect to the vertical direction; and a lock mechanism that locks positions of the bottom ends of the support members with respect to the body.

Abstract: In the present network system, a printer 10 periodically transmits an update request at different timings respectively to an apparatus management PC 30 and to a directory service 50 which are monitoring apparatuses for monitoring network apparatuses (such as the printer 10). Each of the monitoring apparatuses 30, 50 determines a state of the printer 10 based on the update request from the printer 10. Especially in the present system, if the apparatus management PC 30 determines that the update request from the printer 10 is not received, it notifies the directory service 50 by transmitting a delete request. As a result, early detection of disconnection of the printer 10 by the directory service 50 is possible without causing substantial increase in the network traffic.

Abstract: A method and system of controlling a vehicle 10 having a control system and a driveline comprises detecting driveline shudder and modifying the traction control system output in response to detecting driveline shudder to reduce the driveline shudder. The driveline shudder may be detected in various ways including determining the average driven wheel acceleration signal. Methods for controlling driveline shudder include changing the target slip and changing the engine output torque.

Abstract: A turf maintenance vehicle all-wheel drive traction control system includes a primary wheel propelling the vehicle. A first motor rotates the primary wheel. A traction control system has a first portion communicating with the first motor to monitor either a first motor current demand or a rotational speed of the primary wheel or the first motor and generates a traction control value. A secondary wheel rotated by a second motor steers the vehicle in a vehicle non-slip condition. A traction control system second portion determines a secondary wheel steering angle value. A speed threshold limit stored in the traction control system compared to the traction control value generates a slippage occurrence message indicative of a primary wheel traction loss event. A second motor drive signal created by comparing the steering angle value and the slippage occurrence message energizes the second motor during the traction loss event.

Abstract: An apparatus for controlling the driving force of a vehicle is capable of using brakes to limit a differential operation, securing sufficient torque, and suppressing the heating and wearing of the brakes. In the vehicle, an engine generates torque to drive front wheels and/or rear wheels. A front differential allows differential rotation between the front wheels and transmits torque of the engine to the front wheels. A rear differential allows differential rotation between the rear wheels and transmits torque of the engine to the rear wheels. Disk brakes separately brake the front and rear wheels. An ABS/attitude electric control unit controls the disk brakes to limit differential rotation between the front wheels or between the rear wheels. At least one of the front and rear differentials is provided with a differential limiting mechanism.

Abstract: The invention relates to a system for regulating the pressure of tires mounted on a vehicle. The vehicle has an engine with a turbocharger which is a compressed air source for the pressure regulating system. The turbocharger has a variable geometry in order to supply a sufficiently high pressure.

Abstract: A wheel slip control system includes wheel speed sensors that generate wheel speed signals and a control module that controls torque production of at least one of an engine and an electric motor and that detects a negative wheel slip based on the wheel speed signals. The control module increases torque production of at least one of the engine and the electric motor when the negative wheel slip is detected.

Abstract: The invention relates to a method of adjusting an electronic stability program (ESP) for a motor vehicle. This method comprises various steps, including in particular: establishing the curve of the consumption values (Cesp) as a function of time, said curve being representative of the differences (dCM) of the measured yaw angles and the setpoint yaw angles (dCM=LM?LC) versus the measured triggering threshold values (St), modifying the nominal threshold values (Sv) by a percentage that is proportional to the consumption values (Cesp).

Abstract: A vehicle is provided with an optimum suspension/chassis state and run for a first period of time under a predetermined condition, for storing information related to outputs of force sensors, as a reference value. The state of the vehicle may change due to the use thereof, thus it is run for a second period of time under the predetermined condition. An analyzing apparatus analyzes a change of an alignment state of the vehicle on the basis of information stored from the first and second periods.

Abstract: A method of controlling a traction control system (30) includes continuously adapting a steady state driven wheel speed to reference wheel speed ratio, so that said traction control system can avoid unnecessary actuations (e.g., demanding torque reduction). The continuous adaptation methodology provides traction control robustness to vehicles equipped with a spare tire, or a different final drive such as in the use of aftermarket parts. The method includes a dual rate adaptation that allows both fast adaptation and fine tuning capabilities of the ratio. The method includes comparing the instant driven wheel speed to reference wheel speed ratio to the filtered driven wheel speed to reference wheel speed ratio, to obtain a ratio difference. When the difference is above a threshold, the first filter constant is selected and the first constant is applied to an adaptation filter, resulting in a first filtered and adapted ratio. The traction control system is controlled with the adapted ratio.

Abstract: A communication system for a vehicle includes a vehicle speed sensor configured to emit a periodic function with a parameter correlated to the speed of the vehicle, an acceleration monitoring system, a braking system engagement detector to detect a braking status of the vehicle, an alerting device capable of signaling other drivers of a deceleration condition of the vehicle, and a control device. The acceleration monitoring system is configured to compute the acceleration of the vehicle from variations in the parameter of the periodic function of the vehicle speed sensor and to output a deceleration status of the vehicle. The control device is coupled to the acceleration monitoring system, the braking system engagement detector, and the alerting device, wherein the acceleration monitoring system sends signals to the control device and the control device operates the alerting device in a manner dependent on the deceleration status of the vehicle.

Abstract: A method for controlling a powertrain of a vehicle is provided for traction control. The method comprises controlling wheel slip to a first amount, the first amount independent of a driver requested output; and controlling the wheel slip to a second amount when a vehicle speed is less than a threshold for a first duration, the second amount based on the driver requested output.

Abstract: A method for controlling a powertrain of a vehicle with wheels during a traction control event is provided. The method comprises adjusting wheel torque in response to an amplitude of a band-pass filtered driven wheel speed and a direction of acceleration of driven wheels.

Abstract: A traction control system for a light-weight utility vehicle is provided. The system includes a wheel speed sensor that generates a wheel speed signal in accordance with a rotational speed of a non-driven wheel of the utility vehicle. An accelerator position sensor generates an accelerator signal in accordance with a position of an accelerator pedal of the utility vehicle. A controller receives the wheel speed signal and the accelerator signal, determines an intended speed based on the accelerator signal, and determines a substantially actual wheel speed based on the wheel speed signal. Based on a comparison of the substantially actual wheel speed and the intended speed, the controller controls rotation of at least one driven wheel by adjusting at least one of a commanded speed and a commanded torque when the substantially actual wheel speed is outside of a desired range of the intended speed.

Abstract: The occurrence or non-occurrence of a certain slip of a drive wheel is detected based on only a motor torque used for driving a vehicle, a brake torque, and a rotation speed of a motor computed from an output of a rotational position detection sensor. In response to detection of the occurrence of the certain slip, drive restriction of the motor is activated for slip control. This arrangement enables effective slip control by the simple configuration. The slip control is attainable by multiple different mechanisms, that is, a brake system and the drive restriction of the motor. Even in the event of any failure or abnormality arising in the brake system or in the event of prohibiting traction control of the brake system in response to the driver's operation of a TRC off switch, the drive restriction of the motor accomplishes the slip control. This arrangement desirably prevents slip-induced unstable driving of the vehicle and damages of devices involved in slip control for the vehicle.

Abstract: A compact dual hydraulic pump unit having a low profile configuration. The inlet and outlet ports of the pumps may be located on opposite transverse sides of the unit for easy connection to adjacent motors coupled to the drive wheels of a vehicle.

Abstract: For monitoring of a measuring device (1), located in a wheeled vehicle, the measuring device (1) is configured so as to measure three linear accelerations (in unit 3) of the wheeled vehicle, which extend perpendicular to each other, respectively, as well as three rotational speeds (in unit 4) and one respective rotational movement or a component of a rotational movement about an axis of the wheeled vehicle, the three axes running perpendicular to each other, respectively. At least components of an orientation of the wheeled vehicle in a vehicle-external coordinate system are determined (in unit 7) from the three rotational speeds, and at least one of the measured linear accelerations is monitored (in unit 9) using at least the components of the orientation and a comparative variable (from unit 8).

Abstract: An anti-skid control device or an automatic brake control device gradually increases a W/C pressure for a boost control valve for a front wheel FR or FL on a high-? surface, by repeating a cycle in which the differential pressure for the boost control valve at the high-? surface side is kept at the first differential pressure for a first period, and after that kept at the second differential pressure for a second period. Therefore, it is possible to suppress the individual variation in the capability for W/C pressure boosting, and accordingly to suppress the difference of the W/C pressures between the right front wheel and the left front wheel. Thus, it is possible to suppress the yaw torque applied to the vehicle and therefore to suppress the spin of the vehicle.

Abstract: A running stability control device for a vehicle capable of controlling a steering angle of steered vehicle wheels independently of a steering operation by a driver, and a driving/braking force applied to each vehicle wheel computes a target turn running control quantity of the vehicle, and shares the target turn running control quantity into a first part for the steering angle control and a second part for the driving/braking force control according to a sharing ratio, wherein the sharing ratio is variably changed according to a running condition of the vehicle relative to a road.

Abstract: A method and a device for influencing the drive torque of a motor vehicle during a standing-start operation in the sense of a positive vehicle longitudinal acceleration, in which a measure of the drive torque requested by the driver is predefined via at least one accelerator-pedal position; and the drive torque of the motor vehicle is increased beyond the measure requested by the driver, independently of the driver.

Abstract: A vehicle is equipped with a motor that receives a supply of electric power, which is output from a battery and is boosted up by a DC/DC converter circuit, via an inverter circuit and outputs a torque to a drive shaft. In response to an estimated variation in road surface condition based on a decrease in angular acceleration of the drive shaft to be less than a threshold value ref during a slip, the control procedure of the invention adds a predetermined value to a torque upper limit Tmax, which is set at the time of the occurrence of the slip, and thereby updates the torque upper limit Tmax to start cancellation of torque restriction. The control procedure then updates the torque upper limit Tmax by a slope of a small time change to restrain the degree of cancellation of the torque restriction.

Abstract: In one example, A method for controlling a powertrain of a vehicle with wheels, the vehicle having a pedal actuated by a driver, is described. The method may include generating powertrain torque transmitted to the wheels in a first relation to actuation of the pedal by the driver during a first condition where said transmitted torque causes said wheels to slip relative to a surface; overriding said driver actuated powertrain torque to control said slip; and during a second condition after said first condition where said vehicle is moving less than a threshold, generating powertrain torque transmitted to the wheels in a second relation to actuation of the pedal by the driver, where for a given pedal position, less powertrain torque is transmitted with said second relation compared to said first relation.

Abstract: A method of preemptively applying torque to a secondary axle of an all wheel drive vehicle is provided. A determination is made of a preemptive torque value based at least upon throttle rate. A determination is made if a minimum throttle rate has been met. If the minimum throttle rate is met, a controller preemptively applies preemptive torque value to the secondary axle.

Abstract: A reverse over-ride system is provided for a mower traction drive having a front pair of hydraulic traction motors and a rear pair of hydraulic traction motors. Each motor is operable in a forward direction or a reverse direction, and each front motor is in series with a rear motor. The system includes a solenoid operated valve connected to each rear motor. Each solenoid operated valve has a first position in which a check valve opens to allow recirculation through the rear wheel motors while the mower operates in a forward turn, and closes to disallow recirculation so the rear wheel motors may build pressure and drive during hill climbing. Each solenoid operated valve has a second position allowing free rotation of the rear motor while the machine operates in a reverse direction. A mechanical or electronic linkage is provided between the reverse pedal and solenoid operated valves.

Abstract: Apparatus and methods are provided for modifying a torque differential between the road wheels of a non-driven axle. One apparatus includes, but is not limited to, two non-driven shafts and a torque transfer modulator coupling the two non-driven shafts. The torque transfer modulator is configured to modify the torque differential between the two non-driven shafts. A motor vehicle includes, but is not limited to, the apparatus coupling left and right road wheels, a sensor for detecting a left turn and/or right turn, and a controller. The controller is configured to transmit an actuating signal to the torque transfer modulator in response to the turn. One method includes, but is not limited to, detecting a driving condition in a motor vehicle, subtracting an amount of torque from a first non-driven road wheel, and adding the amount of torque to a second non-driven road wheel in response to detecting the driving condition.

Abstract: In a motor-driven power steering apparatus for converting rotation of an electric motor into a linear stroke of a rack shaft by an interposition of a power transmission mechanism and steering a tire wheel connected to the rack shaft, there is provided a motor slip detecting means for previously determining a cumulative rotational speed of the electric motor corresponding to a maximum stroke displacement amount of the rack shaft, integrating the rotational speed of the electric motor, and estimating that slip or idle running is generated in a rotational force transmission system from the electric motor to the rack shaft, where the integral rotational speed of the electric motor becomes more than a prescribed cumulative rotational speed.

Abstract: A method for the control of the drive slip in a vehicle with rear wheel drive, particularly when traveling on difficult terrain or in deep snow, involves independent detection of wheel speeds of both the rear/drive wheels and the front/non-drive wheels. Dynamic values, such as wheel acceleration values, of the front wheels are used as a criterion for increasing the drive slip value of the ASR. The drive slip value of the rear wheels is increased if the difference between the dynamic values, e.g., acceleration values, determined for the front wheels exceeds a threshold value. The increased drive slip value of the drive wheels under the difficult travel conditions results in increased traction as well as increased available engine power.

Abstract: A newly obtained wheel speed of a drive wheel is not used in a calculation for acceleration slip when a vehicle is stopped, for example, when the wheel speed of a rolling wheel is zero and an engine speed is high. A wheel speed calculated before a previous wheel speed is, for example, set as a current wheel speed. In this manner, even if the wheel speed of a driving wheel is due to the effect of racing noise, it is possible to limit erroneous determinations that indicate acceleration slip is being generated, based upon such a wheel speed. In addition, unnecessary execution of a traction control can also be curbed.

Abstract: A vehicle tracking system includes a wheel containing sensor circuitry capable of sensing various types of conditions, such as wheel rotation, wheel vibration caused by skidding, and specific electromagnetic and/or magnetic signals indicative of particular wheel locations. The sensor circuitry is coupled to an RF transceiver, which may but need not be included within the wheel. The wheel may also include a brake mechanism. In one embodiment, the wheels are placed on shopping carts and are used to collect and monitor shopping cart status and location data via a wireless network. The collected data may be used for various purposes, such as locking the wheel of an exiting cart if the customer has not paid, estimating numbers of queued carts, stopping wheel skid events that occur during mechanized cart retrieval, store planning, and providing location-based messaging to customers.

Abstract: The present invention is directed to the termination of the occurrence of wheel slip/skid and prediction and prevention of the onset of wheel slip/skid in a locomotive. In one configuration, a lookup table of adhesion factors is used to predict the occurrence of wheel slip/skid.

Abstract: A vehicle integration control system includes a manager controller and a driving system controller. The manager controller sets a target generation driving force guide value for a driving force outputted from a driving system of a vehicle. The driving system controller controls the driving force on the basis of the target generation driving force guide value. The manager controller includes a driver request value setter and a driving force corrector. The driver request value setter sets a driver request generation driving force value corresponding to the driving force outputted from the driving system on the basis of a driver's input. The driving force corrector corrects the driver request generation driving force value on the basis of a predetermined program to restrain vibration generated in the vehicle when the driving force outputted from the driving system.

Abstract: The present invention provides a method for improving cornering performance. From a given vehicle speed and lateral acceleration, in instances of a decrease in drive torque, individual wheel torque is shifted from inside wheels to outside wheels to increase vehicle yaw forces and counteract the understeer phenomenon. Similarly, in instances of increasing drive torque, individual wheel torque is shifted from outside wheels to inside wheels on a common axle to reduce vehicle yaw forces and counteract the oversteer phenomenon. Actual implementation of side-to-side torque shifting is done using a correction factor multiplied by other factors within a general torque shift equation.