Abstract: According to an embodiment of the present disclosure, a driving force control apparatus for a vehicle includes: a front-wheel driver; a rear-wheel driver; a wheel speed detector; a wheel vibration calculator; an estimated speed calculator that calculates an estimated vehicle speed of the vehicle; a slip-rate calculator that calculates a slip rate of each wheel; and a driving controller that reduces a driving force of the front wheel driver or the rear wheel driver when a slip rate of each wheel is greater than a preset slip rate value. The estimated speed calculator determines that the estimated vehicle speed is greater than an actual speed of the vehicle when the vibration value calculated by the wheel vibration calculator is greater than a preset vibration value.

Abstract: A method of controlling a hybrid electric vehicle including an engine and a first motor connected to main drive wheels and a second motor connected to auxiliary drive wheels includes determining a required torque, in response to a predetermined condition being satisfied, determining a first torque that the second motor is to continuously output based on the required torque and a vehicle speed and determining a second torque that the second motor is to discontinuously output in order to compensate for acceleration loss in a situation in which the acceleration loss occurs based on a state of an engine clutch disposed between the engine and the first motor, a state of a transmission, or the required torque, and determining a final torque of the second motor based on the first and second torques.

Abstract: A hydraulic drive system trailer is provided and generally includes a first rotor assembly arranged along a first side of the frame and having a first rotor and a first drive shaft extending through and connectable with the first rotor, a first motor assembly disposed along the first side of the frame and positioned linearly the first rotor assembly and a second rotor assembly arranged along a second side of the frame that is opposite the first side and having a second rotor and a second drive shaft extending through and connectable with the second rotor.

Abstract: A commercial vehicle having various GVWR configurations with a vehicle body with two or more axles, and a cab that does not pivot relative to the vehicle body, and a battery-electric-powered or hydrogen-electric-powered propulsion system. The vehicle has a center of gravity that is substantially lower, and a track width which is substantially narrower, than an articulating tractor-trailer combination with a trailer size comparable to the vehicle body of the present invention, providing substantially increased stability, and with all axles steerable, substantially improving the turning and trailing of the vehicle. Additional attributes are improved safety, increased payload weight and cubic capacity, higher productivity and lower maintenance costs. Many other advantages flow from this vehicle design.

Abstract: A suspension system for a wheel of a vehicle includes a first arm, a second arm, a support structure positioned between the first arm and the second arm, a first bearing assembly coupled to the first arm and supporting the support structure for movement, and a second bearing assembly coupled to the second arm and supporting the support structure for movement. The support structure is configured to be coupled to the wheel that is rotatable about a wheel rotation axis. The first bearing includes a spherical bearing, and the second bearing assembly includes a first spherical bearing and a second spherical bearing.

Abstract: A mover includes a body, an axle, a drive wheel, a motor, a speed reducer, and a shaft coupling. The wheel is arranged rotatably around the axle. The reducer is attached to the axle to reduce and transmit rotational power of the motor and includes an output shaft aligned with a center axis of the axle. The coupling transmits the rotational power of the reducer to the wheel and includes a cylindrical portion having an annular shape when viewed along the center axis and housing the reducer at least partially inside. The cylindrical portion includes an input portion and an output portion at first and second ends, respectively, along the center axis. The cylindrical portion further includes an absorber between the input and output portions to absorb deviation and an angle of deviation between respective rotational center axes of the output shaft and the drive wheel.

Abstract: When temperature of a second power source of a vehicle becomes higher than a threshold value during a first mode in which three rotating elements of a differential gear can make differential movement and when four-wheel drive is needed, switching is performed to a second mode in which the three rotating elements are unified, and when four-wheel drive is not needed even when the temperature of the second power source becomes higher than the threshold value during the first mode, output of the second power source is restricted, while the first mode is maintained.

Abstract: An assembly method is provided for a vehicle having an axle assembly. The assembly method comprises fastening a drum brake assembly having a brake spider to a brake flange of an axle assembly and routing electrical lines through the brake spider and the brake flange of the axle assembly. The assembly method further comprises coupling an electric drive motor to an axle of the axle assembly, attaching the electrical lines to the electric drive motor and coupling a wheel hub to the axle assembly. The assembly method further comprises disposing the drum brake assembly inside a chamber of a brake drum portion, the brake drum portion located coaxial to the axle and disposing the electric drive motor inside a chamber of a brake adapter portion, the brake adapter portion located coaxial to the axle.

Abstract: Bearings (72, 74) are arranged for a drive unit (10) having an electric motor for providing drive to an electric axle and a wheel assembly of a vehicle. The drive unit includes a pair of bearings and a reduction gear assembly (12) with a first drive gear mounted to and coaxial with the main shaft of the motor, and a first driven gear rotatably coupled to the first drive gear and mounted to and coaxial with an intermediate shaft to form an intermediate shaft assembly. The reduction gear assembly includes a second drive gear mounted to and coaxial with the intermediate shaft, and a second driven gear rotatably coupled with the second drive gear. A first bearing of said pair of bearings is mounted to a bulkhead and to said intermediate shaft assembly between the first driven gear and second drive gear to reduce the distance between the first and second bearings.

Abstract: An in-wheel motor unit may include: a rim member having a tire installed along an outer circumference thereof; a spoke connected to the rim member and rotated with the rim member; a motor part located in a mounting space formed by the rim member and the spoke, and configured to generate rotational power through power supply, and rotate the spoke; a knuckle part connected to the motor part and configured to support a suspension part; and a hub part having one side fixed to the spoke and the other side connected to the knuckle part, and configured to rotatably support the spoke.

Abstract: The method includes configuring a nuclear reactor to at least partially mitigate liquid metal coolant backflow in the nuclear reactor in response to an at least partial failure of a primary electromagnetic pump (EMP) within a reactor pressure vessel of the nuclear reactor, the nuclear reactor being liquid metal-cooled, the primary EMP configured to circulate liquid metal coolant through at least a reactor core of the nuclear reactor, the configuring including, installing a backflow EMP within the reactor pressure vessel, such that when selectively activated, the backflow EMP at least partially mitigates liquid metal coolant backflow through the primary EMP.

Abstract: To provide a vehicle drive device capable of efficiently driving a vehicle by using a motor without falling into the vicious cycle between enhancement of driving via the motor and an increase in vehicle weight. The present invention is a vehicle drive device (10) having a motor for driving the wheels of a vehicle and includes a front wheel motor (20) for driving front wheels (2b) of a vehicle (1) and a battery (18) and a capacitor (22) that supply electric power for driving the front wheel motor (20), in which the voltage of the battery (18) and the capacitor (22) connected in series is applied to the front wheel motor (20) and the capacitor (22) is disposed between the left and right front wheels (2b) of the vehicle (1).

Abstract: In ore aspect, a method is provided or braking a work vehicle including an engine and a hydrostatic drive system including a hydraulic pump configured to be rotationally driven by the engine and a hydraulic motor fluidly coupled with the hydraulic pump through a closed hydraulic loop of the hydrostatic drive system. The hydraulic pump may be configured to fluidly drive the hydraulic motor. The method may include receiving an operator request to reduce a ground speed of the work vehicle. The method may include monitoring a fluid temperature of a hydraulic fluid associated with the closed hydraulic loop and automatically controlling at least one of a pump displacement of the hydraulic pump or a motor displacement of the hydraulic motor based on the operator request and the monitored fluid temperature to adjust hydrostatic braking of the work vehicle and thereby reduce the ground speed of the work vehicle.

Abstract: A method of controlling driving of a vehicle using an in-wheel system includes: calculating a time to collision (TTC) by dividing a distance between the vehicle and an obstacle located in front of the vehicle by relative velocity; determining whether the vehicle enters a braking avoidance section, based on the calculated TTC; and generating, by a motor mounted in each wheel, braking force of a brake by an amount of shortage of braking force of the brake compared with a demanded braking force if the vehicle enters the braking avoidance section.

Abstract: Described herein are methods and systems for controlling differential wheel speeds of multi-independent-wheel vehicles, such as four-wheel-drive electric tractors (4WD-ETs). Specifically, a method comprises determining a target speed for each wheel of the vehicle based on at least the steering input. The linear travel speeds (corresponding to these target speeds) of any two wheels are different when the vehicle turns (steering input deviates from a no-steering baseline) or the same when the vehicle travels in a straight line (steering input is at the no-steering baseline). Each target wheel speed is then used to control the rotational speed of the corresponding electric motor, which independently drives one of the vehicle's wheels. This process of determining the target wheel speeds and independently controlling all electric motors is frequently repeated such that the vehicle can be propelled through the turn at the desired speed with minimal wheel slip.

Abstract: A drive system including first and second power sources, first and second output shafts, a differential mechanism, and an electronic control unit, and a control method therefor are provided. The differential mechanism is configured such that the second power source is connected to a first rotating element, one output shaft of a vehicle is connected to a second rotating element, and the other output shaft of the vehicle is connected to a third rotating element so as to be able to be connected to or disconnected from the third rotating element by a connect-disconnect mechanism, and includes at least one of an engagement element that selectively engages any two of the three rotating elements and an engagement element that selectively engages the third rotating element to a fixing member. The electronic control unit is configured to, during turning, prohibit switching between a first drive mode and a second drive mode.

Abstract: A vehicle includes a main drive unit, a sub drive unit, and a control unit. The control unit includes a driving force distribution ratio setting unit and is configured to control the main drive unit and the sub drive unit. A drive mode of the main drive unit includes an electric power drive mode and an engine drive mode. The driving force distribution ratio setting unit is configured to set the driving force distribution ratio based on a vehicle speed, a required driving force, and the drive mode. When the drive mode is the engine drive mode, the driving force distribution ratio setting unit is configured to set the driving force distribution ratio so that a distribution ratio of the main driving force is 90% or more.

Abstract: A steering control system adapted for use on a paving machine having one or more wheels and an automatic pivot steer mode. The preferred steering control system comprises a speed sensor adapted to determine a paving machine speed, a steering cylinder adapted to move between a straight forward position and a fully turned position, a steering cylinder sensor adapted to determine a steering cylinder position, a flow sharing valve in fluid communication with one or more of the one or more wheels and adapted to be moved between an open position and a closed position, and a controller adapted to communicate with the speed sensor, the steering cylinder sensor, and the flow sharing valve. The preferred steering control system is adapted to automatically open and close the flow sharing valve. Automatically moving the flow sharing valve between the open position and the closed position.

Abstract: A movable structure driving unit is a movable structure driving unit used for a movable structure, including: an electric motor that is electrically connected to a power supply and that drives a front wheel; a rear-side motive power source that drives a rear wheel; a jump detector that detects a jump of the front wheel from ground; and a motor controller that controls driving of the electric motor. The motor controller stops supply of a driving current from the power supply to the electric motor when the jump of the front wheel from the ground is detected in a state in which driving of the front wheel and the rear wheel is instructed.

Abstract: Disclosed embodiments include steering circuits utilizing a controllable cross-feed loop between left and right drive motor sides of an articulated power machine to reduce skidding caused by a turning operation in which an articulation actuator changes an articulation joint angle between a front frame member and a rear frame member of the power machine.

Abstract: A power apparatus includes: an input shaft; an output shaft; a connecting mechanism; a first driving mechanism; a second driving mechanism of which an output end is fixedly connected with the input shaft; a first transmission component sleeved on the input shaft; a second transmission component sleeved on the output shaft; a third transmission component sleeved on the input shaft; a fourth transmission component sleeved on the output shaft; a changeover mechanism causing the first transmission component to rotate with rotation of the input shaft, the first transmission component rotating to drive the second transmission component to rotate, the output shaft rotating with the rotation of the second transmission component; or causing the third transmission component to rotate with rotation of the input shaft, the third transmission component rotating to drive the fourth transmission component to rotate, the output shaft rotating with the rotation of the fourth transmission component.

Abstract: A controller for a work machine includes a steering control circuit, a memory, and a speed control circuit. The steering control circuit is configured to control a steering of the work machine to change a steering angle based on a travel route. The memory is to store a threshold angle. The speed control circuit is configured to control a speed of the work machine if the steering angle is equal to or larger than the threshold angle and if the steering control circuit does not control the steering.

Abstract: A hydraulic drive system is disclosed. The hydraulic drive system includes a body housing, a rotor assembly, a motor assembly, and an engagement assembly. The first rotor assembly is attached to a first side of the body housing, while the first motor assembly is disposed inside the body housing and includes a first motor actuator. The engagement assembly positions the first motor actuator to engage and disengage with the first rotor assembly.

Abstract: A transfer case capable of multiple drive ratios (i.e. high and low) in all operating modes of a hybrid all-wheel or four-wheel drive vehicle. The transfer case comprises an input shaft, a primary output shaft, a secondary output shaft, an electric motor, and a planetary gear set. The secondary output shaft is selectively rotatably coupled to the primary output shaft. The planetary gear set has a ring gear rotatably fixed to the input shaft, a planet carrier rotatably fixed to the primary output shaft, and a sun gear rotatably fixed to an output of the electric motor.

Abstract: A drivetrain for an agricultural vehicle and method for controlling the same. The drivetrain includes first and second driven axles with a variable pivot angle hydraulic motor connectable to drive the first axle through engagement of a first clutch mechanism. A further motor is connected to drive the second axle. In operation, the pivot angle of the variable pivot angle hydraulic motor is reduced with variation in a vehicle parameter value, such as transmission ratio or ground speed, to a point at which the pivot angle reaches zero at a first parameter value. With the pivot angle at zero and parameter value continuing to vary due to the drive of the further motor, the first clutch mechanism is disengaged at a second parameter value, with the first and second parameter values separated by an interval determined at least partly by an operating characteristic of the first clutch mechanism.

Abstract: A method is provided for controlling a hydraulic hybrid vehicle, the hydraulic hybrid vehicle including: a first pair of wheels and a second pair of wheels; an internal combustion engine connected to the first pair of wheels for propelling the hydraulic hybrid vehicle; and a hydraulic propulsion system including a first hydraulic machine connected to the second pair of wheels, the method including the steps of; receiving a signal indicative of a driving condition, including vehicle speed, of the hydraulic hybrid vehicle; comparing the vehicle speed of the driving condition of the hydraulic hybrid vehicle with an upper predetermined threshold speed limit; determining if the vehicle speed of the driving condition is higher than the upper predetermined threshold speed limit; and when the vehicle speed is higher than the upper predetermined threshold speed determining, based on the driving condition, control parameters for operating the first hydraulic machine; and controlling the control parameters of the first

Abstract: A method is provided for controlling a hydraulic hybrid vehicle, the hydraulic hybrid vehicle including: a first pair of wheels and a second pair of wheels; an internal combustion engine connected to the first pair of wheels for propelling the hydraulic hybrid vehicle; and a hydraulic propulsion system including a first hydraulic machine connected to the second pair of wheels, the method including the steps of; receiving a signal indicative of a driving condition, including vehicle speed, of the hydraulic hybrid vehicle; comparing the vehicle speed of the driving condition of the hydraulic hybrid vehicle with an upper predetermined threshold speed limit; determining if the vehicle speed of the driving condition is higher than the upper predetermined threshold speed limit; and when the vehicle speed is higher than the upper predetermined threshold speed determining, based on the driving condition, control parameters for operating the first hydraulic machine; and controlling the control parameters of the first

Abstract: A connecting structure connecting: (A) an in-wheel motor unit housed in a wheel and including a wheel holding member holding the wheel, a motor for driving the wheel, and a speed reducer configured to transmit, to the wheel, rotation of the motor while reducing a speed of the rotation; and (B) a strut-type suspension apparatus including a shock absorber connected at an upper end portion thereof to a body of a vehicle and at a lower end portion thereof to the in-wheel motor unit, the strut-type suspension apparatus being configured to suspend the wheel and the in-wheel motor unit, wherein the shock absorber is disposed so as to intersect a rotation axis of the wheel.

Abstract: A control assembly for controlling the mode of all-wheel-drive walk-behind mower is provided. The control assembly includes a casing and a pair of levers extending from opposing lateral sides of the casing, wherein both of the levers are rotatable between a first operative position and a second operative position relative to the casing. Rotating both of the levers to the second operative position switches the control assembly to an all-wheel-drive mode in which a front transmission and a rear transmission are both in an engaged state resulting in the front and rear wheels of the lawn mower to be rotated by the transmissions. When both levers are in the second operative position, the levers are releasably attached to each other and can be maintained in the second operative position by the user continually grasping only one of the levers.

Abstract: A vehicle driving force control apparatus is mounted in a vehicle provided with a plurality of drive sources, and a plurality of power transmission mechanisms configured to transmit power from the plurality of drive sources to a plurality of wheels or a plurality of sets of wheels. The vehicle driving force control apparatus includes: a ratio determination unit and a command unit. The ratio determination unit determines a target ratio at which a required driving force applied to the vehicle is to be distributed to the plurality of wheels or the plurality of sets of wheels. The command unit commands the plurality of drive sources to output power such that driving force distributed in accordance with the target ratio is generated in the plurality of wheels or the plurality of sets of wheels.

Abstract: According to the method, transmission apparatus of a vehicle, the apparatus comprising a drive engine (18), a mechanical transmission (16) connected to the drive engine, and a hydraulic transmission (20) having a pump (24) and n hydraulic motors (26A, 26B), where n is greater than or equal to 1, the pump being suitable for being driven by the drive engine for feeding fluid to the hydraulic motors. The method consists in performing a “low-speed” assistance stage, during which, when the vehicle is driven by the mechanical transmission, the method consists in establishing a setpoint pressure for the pressure difference between the feed and the discharge of each of the hydraulic motors, in feeding the hydraulic motors by the pump, in detecting the pressure difference between the feed and the discharge (28A, 28B) of each of the hydraulic motors (26A, 26B), and in adjusting the delivery rate of the pump so that said pressure difference is substantially equal to said setpoint pressure.

Abstract: A three-phase permanent magnet-type synchronous motor configured to significantly reduce cogging torque. The motor includes a rotator and stator each having either permanents magnets or teeth. The number of magnetic poles of the rotator or stator is P and a number of slots of the stator or rotator is N, and a fraction of 2N/3P has a value greater than zero and less than one. The tooth width of the teeth of the stator or rotator in a circumferential direction is ½ of the slot pitch of the stator or rotator.

Abstract: The present invention introduces a retrofit method of regenerative braking where no components of an automobile are to be replaced or removed and not of their functionality is modified. The recovering energy system is implemented as an additional, one piece, complete device, placed onto the existing automobile wheel's hub, and covered by the automobile's wheel. The system includes a housing, turbines, accumulators, and valves which act to both store and dispel energy as needed. This method of regenerative braking is therefore applicable to all the automobiles, independent or their power source, to newly built automobiles and those already on the road.

Abstract: A work machine includes a machine body, an engine, a rotary electrical device, and a battery. The engine is provided on the machine body to move the machine body. The rotary electrical device is provided on the machine body to move the machine body and to generate electric power. The battery is to be charged by the rotary electrical device and to discharge electric power to the rotary electrical device to move the machine body. The battery being is provided adjacent to the engine.

Abstract: The present invention relates to a motor wheel for a vehicle and a vehicle comprising the motor wheel. The motor wheel comprises a wheel, an electric motor, a reduction gear transmitting rotation from the electric motor to the wheel, and a dampening structure connecting the wheel to a vehicle bearing member. The electric motor comprises an electric motor case. The reduction gear comprises a reduction gear case coupled to the electric motor case and rotatably mounted within the wheel hub. The electric motor case is connected to the bearing member of the vehicle and is displaceable relative to the bearing member. The invention improves dynamic properties to the vehicle, reduces vibrations transmitted to the vehicle body, and provides a more comfortable drive.

Abstract: An axle hybrid drive for a hybrid vehicle (1), including an internal combustion engine (6) drivingly connected to a first vehicle axle (11), and an electric motor (10) drivingly connected to a second vehicle axle (12). The invention is characterized in that the internal combustion engine (6), or a transmission (7) associated with the internal combustion engine (6), is decoupled in terms of a driving force from an output shaft of the first vehicle axle (11).

Abstract: A method is provided for controlling a road finishing machine with a material bunker for receiving paving material, a screed for compressing the paving material, a drivable rear wheel and a drivable front wheel. A rotational speed of the rear wheel of the road finishing machine is measured. Moreover, a travel speed of the road finishing machine is measured. A target driving torque of the front wheel of the road finishing machine is calculated based on the measured rotational speed of the rear wheel and the measured travel speed of the road finishing machine. Then, an actual driving torque of the front wheel is adjusted to the calculated target driving torque. The disclosure also relates to a road finishing machine.

Abstract: A method and apparatus for controlling traction of a vehicle with independent drives or motors connected to the wheels or other ground engaging apparatuses. Nominal torque allocations can be determined for a set of motors, the motors connected to ground engaging elements and including a front set of motors and a rear set of motors. The nominal torque allocations can be modified based on a lateral differential correction and a fore-aft differential correction to produce modified torque commands and the modified torque commands can be applied to the set of motors.

Abstract: In a backhoe that is a construction machine in which a swash plate angle of a variable capacity hydraulic pump driven by an engine is controlled based on a difference between an actual engine speed of the engine and a target engine speed calculated from an accelerator position, the engine is controlled through isochronous control when the actual engine speed of the engine is equal to or higher than a maximum torque engine speed with which a maximum torque of the engine is able to be output, and the engine is controlled through droop control when the actual engine speed of the engine is lower than the maximum torque engine speed with which the maximum torque of the engine is able to be output.

Abstract: An epicyclic gearing for splitting output drive power from a power input to a first power output and a second power output, comprising a superposition gearing stage, including a first sun gear, a first planetary gear set, a first planetary carrier, and a first ring gear, and a reverse gearing stage, including a second sun gear, a second planetary gear set, a second planetary carrier, and a second ring gear, wherein, the superposition gearing stage and the reverse gearing stage are kinematically coupled, and the epicyclic gearing is operatively arranged to operate in a first switching state or a second switching state, wherein the first switching state and the second switching state have different gear ratios.

Abstract: A gear shaft of an output gear in a speed reducer of an in-wheel motor driving device is supported at a first end thereof and a second end thereof with respect to a housing. The gear shaft of the output gear is formed with a spline hole. The spline hole provides a spline-connection with an output shaft of a wheel hub.

Abstract: A drift control method for a machine that includes a controller, a cutting tool, a motor having a motor shaft for driving a machine function, a control valve, and an operator control for commanding a machine function. The drift control method includes sensing a neutral position of the operator control, and when in the neutral position, further storing a first position of the motor shaft or cutting tool in the controller, detecting a change in position of the motor shaft or cutting tool with a sensor, determining a direction as a function of the change in position, and hydraulically controlling the motor shaft or cutting tool to the first position.

Abstract: A mobile picking platform system includes a mobile picking platform having a mobile carriage with a superstructure supporting multiple adjustable picking stations. A storage box carrier on the mobile picking platform has a pick position with storage boxes held at optimum heights for access by pickers on the picking stations, an unload position in which full storage boxes are unloaded onto a ground surface, and a load position for receiving empty storage boxes. A storage unit carries empty storage boxes and facilitates transfer of storage boxes to the mobile picking platform. A shuttle trailer may also be included in the system to transfer empty storage boxes to the mobile picking platform and storage unit. The shuttle trailer has a down position in which full storage boxes may be picked up from a ground surface, and an up position for transferring storage boxes to the storage unit or mobile picking platform.

Abstract: A wheel loader includes: a mechanical drive unit; an HST pump that feeds a hydraulic oil for travelling; an accessory hydraulic pump that feeds a hydraulic oil for a bucket; first and second hydraulic motors driven by the hydraulic oil from the HST pump; and a power combining unit configured to combine powers of the first and second hydraulic motors with a power of the mechanical drive unit, in which the mechanical drive unit is provided between an engine shaft to an output shaft with a shaft center, the power combining unit is configured to combine the power of the mechanical drive unit with the powers of the first and second hydraulic motors at a position above the output shaft, and the first and second combining gears and a gear, to which combined powers are transmitted, are disposed between the first and second hydraulic motors and the output shaft.

Abstract: Triple pinion gears each of which is comprised of integrally formed first to third pinion gears, and additional pinion gears rotatably supported by a rotatable carrier. The additional pinion gears mesh with a sun gear and associated ones of third pinion gears, and first and second pinion gears mesh with first and second ring gears, respectively. The rotational speeds of four rotary elements of the carrier, the sun gear, and the first and second ring gears satisfy a collinear relationship in which the rotational speeds thereof are aligned in a single straight line in a collinear chart. The sun gear and the carrier, positioned at opposite outer sides of the straight line in the collinear chart, respectively, are connected to first and second rotating electric machines, respectively, and the second and first ring gears, positioned adjacent to the two, respectively, are connected to left and right output shafts and, respectively.

Abstract: A payload monitoring system on a machine includes a payload sensor configured to generate a plurality of payload data corresponding to a payload amount in a bucket of a machine, the plurality including a first payload data and a second payload data and a controller. The controller is configured to receive the first payload data from the payload sensor and off-board payload data from an off-board system, compare the first payload data to the off-board payload data to generate a payload data offset, receive the second payload data from the payload sensor, and generate an adjusted payload data based on the second payload data and the payload data offset.

Abstract: A mechanical and electric drive train of a motor vehicle having an internal combustion engine and an electric motor, includes a conventional drive train which is driven by the internal combustion engine, an electric motor drive train which is driven by an electric motor, a shift gearbox arranged in the conventional drive train, and at least one axle drive unit for driving axle drive members which are connected or are connectable via a clutch to driving wheels of at least one axle of the motor vehicle. The electric motor drive train is connected between the shift gearbox and the axle drive members to the drive train via at least one first clutch device, wherein the connection can be produced and eliminated by actuation of the first clutch device.

Abstract: A driveline (12) of a motor vehicle having an internal combustion engine (10) for propelling the vehicle and method of assembly can include a self-contained drive axle assembly (35). The self-contained drive axle assembly (35) can include an electric motor (18) for propelling the motor vehicle mounted coaxial with and sheathing a first portion of the drive axle assembly (35) and a disconnect clutch (20) mounted coaxial with and sheathing a second portion of the drive axle assembly (35) for selectively connecting powered rotation between the electric motor (18) and a gear box (14). The drive axle assembly (35) can include the gear box (14) having at least one of a transmission (15) and a power take off unit (40) mounted coaxial with and sheathing a third portion of the drive axle assembly (35) for transferring powered rotation to a pair of wheels (16a, 16b) through the drive axle assembly (35).

Abstract: A heavy road vehicle provided with a hybrid propulsion system includes a mechanical propulsion system and a hydraulic propulsion system. The mechanical propulsion system is connected to at least one traction wheel which is powered by an internal combustion engine via a mechanical drive train and a gearbox. The hydraulic propulsion system is connected to at least one other traction wheel including a hydraulic motor powered by a hydraulic pump unit. The hybrid propulsion unit further includes a control unit for at least controlling the hybrid propulsion unit, optionally also controlling the mechanical propulsion system. The hydraulic propulsion system further includes a pressure accumulator which is connected to the hydraulic motor in order to maintain a pressure in the hydraulic motor even if the hydraulic pump unit is switched off.

Abstract: An electric drive module and a method for switching a drive module between a torque vectoring and at least one propulsion mode are provided. A controller can switch the drive module to the torque vectoring mode when a first set of conditions is met and can switch to one of the propulsion modes when either a second or a third set of conditions is met. The first set can include: torque requested by an operator is less than or equal to a first demand threshold; and a vehicle velocity is greater than or equal to a first velocity threshold. The second set can include: the vehicle velocity is less than a second velocity threshold; and a vehicle lateral instability is less than or equal to an instability threshold. The third set can include: the torque requested by the operator of the vehicle is greater than a second demand threshold.