Abstract: An electropneumatic control arrangement for an automatic vehicle level control system, particularly of a commercial vehicle, includes at least; a solenoid valve unit having at least two electropneumatic solenoid valves, a compressed air inlet for infeeding compressed air, at least one compressed air connection for at least one air bellows and electrical control inputs, and an electronic control unit for actuating the solenoid valve unit. The electronic control unit comprises control outputs for electrically connecting to the control inputs of the solenoid valve unit. A plug connector is configured on the housing of the solenoid valve unit, in which the electrical control inputs are disposed, and a plug connector is provided on the housing of the electronic control unit, in which the control outputs are disposed. The plug connectors are mechanically plugged into each other.

Abstract: A hybrid vehicle has an internal combustion engine 2 and a flywheel 9. Storage and release of energy by the flywheel 9 is enabled by a continuously variable transmission 10 and clutch 11 under the control of an electronic module 14. The amount of energy transferred from the vehicle one to the flywheel 9 during a deceleration manoeuvre is maximized by increasing the engine speed. As a result, the engine does more work against the braking force of the accelerating flywheel and causes the flywheel to spin up to a higher rotational speed.

Abstract: A movement stabilizing control ECU 25 includes a differential unit 25a, a cycle calculation unit 25b, a time constant/gain setting portion 25c, a first-order lag processing unit 25d, a pendulum movement detection unit 25e, a control amount calculation portion 25f and a control amount output unit 25g. The time constant/gain setting portion 25c sets a time constant ? and a gain K used at the time of subjecting a yaw acceleration ?? which is a time-differential value of a yaw rate ? to the first-order lag processing at the first-order lag processing unit 25d, with reference to a function or data of a look-up table, for example, depending on the cycle or the frequency of the yaw acceleration ?? due to the pendulum movement.

Abstract: A method of managing slip in a transmission that is driven by a prime mover includes determining whether a slip condition of the transmission is present based on a slip value and reducing a torque output of the prime mover based on a torque reduction value when the slip condition is present. The method further includes storing the torque reduction value in an array if the slip condition is resolved as a result of the step of reducing and identifying a faulty component within the transmission based on the array.

Abstract: A method controls a powertrain that directs power from an engine and a transmission to all four wheels or to just front wheels or to just rear wheels. The method includes monitoring information transmitted over a communications network. The method determines whether one or more components of the powertrain are in an active condition or in an inactive condition. The one or more components of the powertrain are in the inactive condition when not connected to the transmission and not connected to the front wheels or the rear wheels. The one or more components of the powertrain are in the active condition when connected to the transmission and connected to the front wheels and the rear wheels. The method switches the one or more components of the powertrain between the inactive condition and the active condition based only on the information from the communications network and without intervention from a user.

Abstract: A method for controlling a vehicle driveline includes using current conditions to estimate wheel slip probability and vehicle dynamics handling support requirements, producing two-wheel drive operation, if said slip probability and handling support requirement is low and a condition for forced driveline connection is absent, and producing four-wheel drive operation, if said slip probability and/or handling support requirement is high and a condition for forced driveline disconnection is absent.

Abstract: A vehicle speed control system for a vehicle including a failure detector configured to determine whether or not a failure occurs in the vehicle, a vehicle speed restriction controller configured to control a driving power source to decrease a vehicle speed of the vehicle when the failure detector detects the failure, and a driving state detector configured to detect a driving state of the vehicle. The vehicle speed restriction controller is configured to determine a deceleration pattern according to the driving state detected by the driving state detector at detection of the failure.

Abstract: [Problem] A two-wheel?four-wheel drive switching for a traction-transmitting part time four-wheel drive vehicle in which a gear clutch for separating one of auxiliary driving wheels from a drive train is equipped can be carried out under a shock reduction. [Means for solving problem] In a case where a two-wheel?four-wheel drive switching request occurs during a traveling of the vehicle (step S11 and step S12), an operation of switching a traction-transmitting transfer from a non-transmitting state to a transmitting state is preceded (step S18 and step S22) and, thereafter, the gear clutch is engaged (step S21 and step S22) when a revolution speed difference ?Vw between main and auxiliary driving wheels is 0<?Vw<? along with an advance of the state switching of the transfer so that large shock and abnormal sound are not generated even if the gear clutch is switched from a released state to an engagement state.

Abstract: A vehicle running control apparatus for executing a turn assist control which controls longitudinal forces of wheels so that longitudinal force of a turning inner wheel is lower than longitudinal force of a turning outer wheel by lowering the longitudinal force of the turning inner wheel. The lowering of the longitudinal force of the turning inner wheel is made more difficult to be started and a lowering amount of the longitudinal force of the turning inner wheel is set smaller when difficulty in driving vehicle by wheel drive forces is high as compared with the case where the difficulty in driving vehicle is low. The difficulty in driving vehicle includes at least one of resistance against vehicle movement by wheel drive forces and difficulty in transmitting driving forces from wheels to road surface.

Abstract: An electric power generation control apparatus mounted to a motor vehicle predicts an operational point of an internal combustion engine in the future based on driving path information supplied from a navigation system mounted to the motor vehicle. The apparatus further predicts an increased amount of fuel consumption which is caused by electric power generation of an alternator based on the predicted operational point of the internal combustion engine. The apparatus sets a reference value of an electric power economy index which is an amount of fuel consumption per electric power generation. On driving the motor vehicle on a path, the apparatus sequentially predicts the operational point of the internal combustion engine, and controls the alternator so that the actual electric power economy index becomes equal to the reference value based on the operational point of the internal combustion engine predicted.

Abstract: A driving force control device includes an individual-wheel friction-circle limit-value calculating portion that calculates friction-circle limit-values of individual wheels, an individual-wheel requested-resultant-tire-force calculating portion that calculates requested resultant tire forces of the individual wheels, an individual-wheel resultant-tire-force calculating portion that calculates resultant tire forces of the individual wheels, an individual-wheel requested-excessive-tire-force calculating portion that calculates requested excessive tire forces of the individual wheels, an individual-wheel excessive-tire-force calculating portion that calculates excessive tire forces of the individual wheels, an excessive-tire-force calculating portion that calculates an excessive tire force, an over-torque calculating portion that calculates an over-torque, and a control-amount calculating portion that calculates a control amount that is output to an engine control unit.

Abstract: A torque converter having a first damper stage, a second damper stage, a floating flange torsionally connecting the first and second damper stages, an inertia element, and a tuned torsion damper. The torsion damper connects the inertia element and the flange. In a preferred embodiment, the inertia element is a turbine. In one embodiment, the first damper stage is a radially outer damper stage and the second damper stage is a radially inner damper stage. In another embodiment, the torsion damper generates a friction torque when rotated.

Abstract: A method and system for generating a torque map operating a vehicle's all-wheel drive (“AWD”) system are disclosed. A model describing how an all-wheel drive (“AWD”) electronic control unit (“ECU”) included in the vehicle processes data received from one or more sensors or vehicle subsystems is generated and executed on a computing device so that the computing device emulates operation of the AWD ECU. The computing device captures data from a controller area network (“CAN”) included in the vehicle and data from the vehicle describing wheel torque while emulating operation of the AWD ECU. A raw torque value is generated by the computing device from the data from the CAN and wheel torque. The raw torque value is used to generate a torque value associated with an engine speed and with an intake air pressure obtained from the data captured from the CAN.

Abstract: A method of controlling a torque vectoring mechanism and an associated torque vectoring system are disclosed. The method can distribute torque between a left non-driven wheel and a right non-driven wheel of a vehicle based on a torque control value. The torque control value can be based on a change in yaw moment about a center of gravity of the vehicle. The change in yaw moment can be determined based on a reduction of lateral force on a driven axle due to both longitudinal and lateral slip on the driven wheels.

Abstract: In a method for generating a differential torque in a vehicle, in the case in which the vehicle is in a load change state and simultaneously in an extreme driving situation, in which wheel torques of different magnitudes are present at the vehicle wheels, the torque distribution between the vehicle wheels is changed.

Abstract: A method is described for operating a vehicle, in particular a hybrid vehicle, in which each of the two axles of the vehicle, which are not mechanically coupled, is driven by at least one drive unit, thus transmitting a torque to the wheels of the respective axle. To make optimal use of the different coefficients of friction of the wheels which occur with different roadway conditions, the rotational speeds of the wheels of both drive axles are ascertained and averaged, a difference being formed from the averaged rotational speeds of the two axles, respectively, and the torque on at least one axle being influenced based on this difference so that differences in the averaged rotational speeds of the wheels are counteracted. Instead of the rotational speed difference, the deviation of this rotational speed difference from a setpoint rotational speed difference may be used, for example, within the scope of ESP.

Abstract: A vehicle drivetrain can include various structures, such as a multi-ratio transmission, a two-speed final drive assembly connected in series with the multi-ratio transmission and including a low speed final drive ratio and a high speed final drive ratio, a pair of front driveshafts driven by the two-speed final drive assembly, a pair of rear driveshafts, a rear differential assembly connected to the two-speed final drive assembly, and a control assembly including. The control assembly can include a controller in electrical communication with portions of the rear differential assembly, such as a variable displacement pump and purge valve. An input array can be in electrical communication with the controller and can include a plurality of sensors, and at least one switch accessible to an operator of the vehicle. Various related methods can also be executed for control and operation of such a drivetrain.

Abstract: A method for controlling a speed difference between speed of wheels of a front axle and speed of wheels of a rear axle of a four-wheel drive vehicle. The method: determines an initial speed difference set point based on the speed of the vehicle; determines one or more intermediate speed difference set points based on one or more operational parameters of the vehicle; modulates the initial speed difference set point based on the intermediate speed difference set points to obtain a final speed difference set point; measures the speed difference and compares the measured speed difference with the final speed difference set point; and controls the measured speed difference, so that the measured speed difference reaches the final speed difference set point.

Abstract: There is described a method of controlling a continuously variable ratio transmission of the type comprising a continuously variable ratio unit (“variator”) which has rotary input and output members though which the variator is coupled between an engine and a driven component, the variator receiving a primary control signal and being constructed and arranged such as to exert upon its input and output members torques which, for a given variator drive ratio, correspond directly to the control signal, the method comprising: 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

Abstract: A driving force transmission device includes a transfer torque command value calculation section which calculates a transfer torque command value indicating a command value of the transfer torque between two members based on a running state of the vehicle, an energy calculation section which calculates an energy value obtained by multiplying the transfer torque between the two members by a differential rotation rate between the two members at every predetermined sampling time, an energy accumulated value calculation section which calculates an energy accumulated value of accumulating the energy value calculated at every the predetermined sampling time, a map storage section which stores previously a map defining a relationship between the energy accumulated value and a correction torque, and a correction section which acquires the correction torque by applying the energy accumulated value to the map and corrects the transfer torque command value based on the acquired correction torque.

Abstract: A method for reducing oscillations in a vehicle driveline includes transmitting torque to secondary wheels of the vehicle, determining a first rate of change in speed between the secondary wheels and primary wheels, if a second rate of change in speed between secondary wheels and primary wheels is greater than the first rate of change, reducing torque transmitted to the secondary wheels proportional to a ratio of the first rate of change and the second rate of change, and if the second rate of change is less than the first rate of change, using differential and proportional control to change said torque.

Abstract: Methods and systems are described to automatically lock and unlock a front axle disconnect mechanism in an all-wheel drive (AWD) system responsive to driving conditions to reduce parasitic losses and increase fuel efficiency. A control algorithm is described which automatically determines whether the front axle disconnect mechanism should lock or unlock responsive to various sensor readings throughout the vehicle. The sensor readings relate to the driving conditions. Advantageously, the present disclosure automatically decides the best mode for optimum fuel economy while safely responding to driving conditions, and therefore removes the requirement for a driver to select the operating mode.

Abstract: In the case of a control system for an at least temporarily four-wheel-driven motor vehicle having an electronic control unit, which determines at least the rotational speeds of all wheels and the vehicle speed, and by which the driving torque of a drive unit can be distributed in a variable manner by way of a controllable transfer clutch to primary driving wheels, which are permanently connected with the drive unit, and to secondary driving wheels which, can be connected with the drive unit as required, the control unit closes the transfer clutch when the slip of a rear wheel exceeds the slip of the front wheel of the same vehicle side by a value which is greater than a given first threshold and when, preferably, also the longitudinal deceleration of the vehicle exceeds a given second threshold or the lateral acceleration of the vehicle exceeds a given third threshold.

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 control apparatus for a power transmitting system of a four wheel-drive vehicle, which includes a first drive power source, a second drive power source, and a central differential mechanism disposed between the first and second drive power sources. The central differential mechanism has an input rotary element and a pair of output rotary elements and is constructed to distribute an output of the first drive power source received by the input rotary element, to the pair of output rotary elements to transmit the output of the first drive power source to front wheels and rear wheels of the vehicle. The second drive power source is disposed in a power transmitting path between one of the pair of output rotary elements and the front or rear wheels.

Abstract: A main controller calculates permissible driving forces of individual wheels from a road-surface friction coefficient, ground loads of the individual wheels, and lateral forces of the individual wheels. The main controller then calculates a permissible engine torque on the basis of the calculated permissible driving forces so as to limit engine output. In addition, based on the calculated permissible driving forces, the main controller calculates a transfer-clutch torque for front-rear driving-force distribution control, a rear-wheel torque shift amount for left-right driving-force distribution control, and a steering-angle correction amount for steering-angle control.

Abstract: An electronic locking mechanism for a vehicle differential assembly includes a lock element movable in response to an actuation signal between an open position and a locked position. The lock element generally forces side gears of the differential assembly to turn generally at a same rate when the lock element is in the locked position. The electronic locking mechanism further includes a processor configured to determine a status of the differential assembly from a current profile that includes the actuation signal and an induced current. The determined differential assembly status is generally one of an “activated and locked” status, an “activated but unlocked” status, a “deactivated but locked” status, and a “deactivated and unlocked” status.

Abstract: A roll stiffness control apparatus of a vehicle, which includes a controller that estimates a remaining capacity of front wheels to generate a lateral force and a remaining capacity of rear wheels to generate a lateral force, and that sets a roll stiffness distribution ratio between the front wheels and the rear wheels so as to reduce a difference between the remaining capacity of the front wheels to generate a lateral force and the remaining capacity of the rear wheels to generate a lateral force.

Abstract: A drive state control apparatus is applied to a vehicle which has not only a transfer including a multi-disc clutch mechanism but also a changeover mechanism interposed in an axle and which can be switched between 2WD and 4WD. When a 2WD-to-4WD changeover condition is satisfied, the multi-disc clutch is immediately switched from a “decoupled state” to a “coupled state.” Meanwhile, a connecting operation of the changeover mechanism is started upon establishment of a state in which left and right rear wheels have no acceleration slippage, and a state in which rotational speeds of first and second axles on opposite sides of the changeover mechanism are approximately equal to each other. In addition, in the case where the left and right rear wheels have acceleration slippage after the 2WD-to-4WD changeover condition has been satisfied, an E/G output reduction control is executed. Thus, the connecting operation can be performed smoothly.

Abstract: An FB distribution rule 20 determines an actual vehicle actuator operation control input and a vehicle model operation control input such that a difference between a reference state amount determined by a vehicle model 16 and an actual state amount of an actual vehicle 1 (a state amount error) approximates to zero, and the control inputs are used to operate an actuator device 3 of the actual vehicle 1 and the vehicle model 16. In the FB distribution law 20, when an actual vehicle feedback required amount based on the state amount error exists in a dead zone, then an actual vehicle actuator operation control input is determined by using the required amount as a predetermined value. A vehicle model manipulated variable control input is determined such that a state amount error is brought close to zero, independently of whether an actual vehicle feedback required amount exists in a dead zone.

Abstract: A vehicle drive control device includes an initially determined request acceleration calculation means for calculating an initially determined request acceleration, an automatic drive control means for receiving the initially determined request acceleration and applying a predetermined torque to each wheel, a torque calculation means for calculating an allowable torque not causing a slip at each wheel when the allowable torque is applied thereto, on the basis of a vertical load applied to thereto and a friction coefficient of a road surface, a limit acceleration calculation means for calculating a limit acceleration acting on the vehicle in a case where the calculated allowable torque is applied to each wheel, and a request acceleration determination means for obtaining a request acceleration on the basis of the limit acceleration and the initially determined request acceleration, and for outputting the request acceleration, replacing the initially determined request acceleration, to the automatic drive contr

Abstract: A multivariate control method and system to control torque output from a powertrain system to a driveline is provided, to reduce driveline oscillations. The powertrain preferably comprises hybrid powertrain having a plurality of torque-generative devices connected to a transmission. Desired powertrain and driveline operating states are determined, as are a plurality of operating state errors. Each torque-generative device is controlled, based upon the operating state errors, and operating mode of the transmission. A damping torque command, additive to a commanded torque, is determined for one or more of the torque-generative devices based upon the determined transmission operating mode. Determined operating states include operator input, and powertrain/driveline including driveline torque; transmission input torque, rotational speed of the torque-generative devices; road load; and, accessory load.

Abstract: A control input for operating an actual vehicle actuator and a control input for operating a vehicle model are determined by an FB distribution law based on a state amount error which is a difference between a reference state amount determined by a vehicle model and an actual state amount of an actual vehicle such that the state amount error is approximated to zero. An actuator device of the actual vehicle and the model vehicle, respectively, are then operated based on the control inputs. The FB distribution law estimates an external force acting on the actual vehicle due to a control input for operating an actual vehicle actuator, and determines a control input for operating the vehicle model on the basis of the estimated value and a basic value of a control input for operating the vehicle model for approximating the state amount error to zero.

Abstract: A system for and a method of controlling the stability of a vehicle includes an electronic control system controlling a vehicle stability control subsystem based at least in part on static tire data received by the electronic control unit.

Abstract: A vehicle behavior control system includes: a first drive power control unit that executes a turning control over right and left drive wheels of a vehicle to reduce the turning radius of the vehicle based on a drive power difference between the right and left drive wheels; a second drive power control unit that executes a traction control when any drive power difference between the right and left drive wheels exists, in order to reduce the existing drive power difference; and a traction control restriction unit that restricts the traction control from being executed when the turning control over the right and left drive wheels is executed.

Abstract: A method for activating and deactivating the four-wheel drive of a service or a working vehicle not having interaxle differential locks. According to the method, the activation and deactivation of the four-wheel drive is derived from at least one of the following parameters, namely, the driving and load conditions of the vehicle (1), the vehicle speed and the output torque of the gearbox.

Abstract: A drive force control portion firstly changes a front wheel command torque (Tfcm) and a rear wheel command torque (Trcm) so that each command torque reaches a torque in a predetermined range. The drive force control portion releases the restriction on the change of the rear wheel command torque (Trcm) after the front wheel command torque (Tfcm) and the rear wheel command torque (Trcm) have entered the predetermined range. Therefore, it becomes possible to improve the vehicle stability in a vehicle that includes a plurality of power sources that drives a plurality of wheels.

Abstract: When a reduction in a supply hydraulic pressure to a second shift portion is sensed, an engagement command of C0 clutch is generated so that a power split device (electrical differential portion) is brought into a locked state. In the locked state, a sun gear, a carrier rotated by an engine and a ring gear rotated by a second MG integrally rotate, whereby inertia is increased. Thus, high-speed rotation of a transmission member corresponding to an input shaft of the second shift portion can be prevented.

Abstract: A travel device includes an attitude detector that detects attitude information of a main body, a vehicle velocity detector that detects a vehicle velocity, a pseudo-attitude command generator that generates a pseudo-attitude information command of the main body based on the detected attitude information, the detected vehicle velocity, an input attitude information command and an input vehicle velocity command when accelerating or decelerating a vehicle, and an attitude controller that performs attitude control in such a way that the attitude information detected by the attitude detector follows the pseudo-attitude information command of the main body generated by the pseudo-attitude command generator.

Abstract: A method of reducing wheel slip and wheel locking in an electric traction vehicle includes receiving in a first controller a first signal value representative of a first amount of torque to be applied to at least one wheel of the electric traction vehicle by a motor coupled to the wheel and to the first controller, and a second signal value representative of a reference speed of the electric traction vehicle. The first and second signal values are generated by a second controller in communication with the first controller. The method also includes receiving in the first controller a third signal value representative of a speed of the at least one wheel, determining in the first controller a torque output signal using the first, second, and third signal values; and transmitting the torque output signal from the first controller to the motor.

Abstract: A method of controlling a brake system of an all-wheel driven motor vehicle, which includes an electro-regenerative brake and a number of friction brakes such that a total brake torque comprises brake torque components of the friction brakes and of the electro-regenerative brake; the brake torque of the electro-regenerative brake is subdivided between the front axle and rear axle in predetermined ratios. The brake torque generated by the electro-regenerative brake is limited to such an extent that the brake slip of one axle of the motor vehicle does not exceed a selectable maximum value.

Abstract: A torque distribution system for a vehicle permits the transfer of torque between vehicle wheels using a selectively engagable clutch that is hydraulically engaged using hydraulic pressure provided by a hydraulic transmission pump driven by the engine, allowing for enhanced system functionality and reduced part content in comparison with known torque distribution systems. The system may include an “active-on-demand” clutch that is selectively engagable to transfer torque between a front differential and a rear differential (thereby transferring torque from the front wheels to the rear wheels) as well as an electronically-limited slip differential clutch selectively engagable to transfer torque from one front wheel to the other front wheel through the front differential. Utilization of the transmission hydraulic pump allows pressure to be provided to engage the clutch even when the wheels are stationary, i.e., to launch the vehicle.

Abstract: The estimated drive torque calculation unit, is configured such that if the running condition determination unit determines that the transmission mechanism is in gear, and if the speed of rotation of the output shaft of the torque converter measured by the rotation speed measurement sensor is equal to or less than a predetermined speed of rotation, and if the rotation speed of the wheels measured by the wheel speed sensor is equal to or greater than a predetermined rotation speed, the torque combination unit calculates the first estimated drive torque as the engine estimated drive torque even if the slip ratio of the torque converter is equal to or less than a predetermined value, and even if the first estimated drive torque calculated by the first drive torque calculation unit is greater than the second estimated drive torque calculated by the second drive torque calculation unit.

Abstract: A driveline clunk control system for a vehicle having an engine that drives a driveline through a transmission includes a transmission output shaft speed (TOSS) sensor that generates a TOSS signal and a first module that receives the TOSS signal and that determines a secondary parameter (?TOSS) based on the TOSS signal. A second module detects onset of a clunk condition based on the ?TOSS and a third module regulates operation of the vehicle to inhibit the clunk condition when the onset of the clunk condition is detected.

Abstract: An automotive vehicle may include one or more controllers, a braking system and an electric machine. The one or more controllers may be configured to determine whether the vehicle is about to roll over. The braking system may be configured to apply a braking torque for a time period, under the command of the one or more controllers, to a front traction wheel to cause the front traction wheel to skid or slide relative to a road if the vehicle is about to roll over. The electric machine may be configured to generate a propulsion torque, under the command of the one or more controllers, during the time period.

Abstract: This invention relates to a hybrid vehicle controlling device and method of using the device, in which an engine torque proportion (which is transmitted from an engine to a driving shaft) of a total sum of torque transmitted to the driving shaft is calculated. An allowed surge torque value, which is an upper limit of a surge torque allowed to the engine, is set to a larger value as the engine torque proportion is reduced. Then a predetermined parameter of the engine is changed so that the engine is controlled in a range in which the surge torque of the engine does not go beyond the allowed surge torque value.

Abstract: The method includes: a step of calculating wheel rotation information; a judgment step of judging a decrease in a tire air pressure by comparing a predetermined reference value with a decreased pressure judgment value showing a wheel speed ratio of the front and rear axes; an initialization step of storing the wheel speed ratio between the front and rear axes at the regular internal pressure; and a step of determining whether the distribution of the front and rear driving torque is equidistribution or not.

Abstract: A cooperative traction control system that integrates throttle control and torque distribution. The system also uses dual slip controllers and methods that involve controlling the distribution of torque between wheels in the front and rear axles of a vehicle and a relatively small or no adjustment of the engine throttle (or, more generally, engine torque output) to reduce wheel slip. The control is cooperative in the sense that two controllers—a front axle torque controller and a rear axle torque controller—work together (or are controlled together) to reduce wheel slip and thereby achieve improved straight-line movement of a vehicle from a standstill.

Abstract: A transmitting apparatus includes a disengaging device that disengages a driving force from a front-wheel differential device to a first driving-force transmitting direction converting unit 20 and a multi-plate clutch mechanism provided between an output of a rear-wheel differential device and a right-rear wheel and capable of successively adjusting a fastening force. Drag torque when the fastening of the multi-plate clutch mechanism is released is set smaller than friction torque of a rear-wheel drive system between the first driving-force transmitting direction converting unit and a second driving-force transmitting direction converting unit. A controller unconnects the disengaging device and releases the fastening of multi-plate clutch mechanism when switching to a two-wheel drive mode, thereby stopping the rotation of the rear-wheel drive system.

Abstract: A method for reducing oscillations in a vehicle driveline includes transmitting torque to secondary wheels of the vehicle, determining a first rate of change in speed between the secondary wheels and primary wheels, if a second rate of change in speed between secondary wheels and primary wheels is greater than the first rate of change, reducing torque transmitted to the secondary wheels proportional to a ratio of the first rate of change and the second rate of change, and if the second rate of change is less than the first rate of change, using differential and proportional control to change said torque.