MULTI-WHEEL DRIVE HYBRID VEHICLE WITH MULTI-MODE FUNCTIONALITY

Methods and systems implementing hybrid vehicle with multi-mode functionality are provided. The vehicle includes a steerable front axle coupled with a first motive power source having an integrated axle including an electric motor and a transmission. A rear axle is coupled with a second motive power source and separately operable from the steerable front axle. A sensor measures an additional load applied on the vehicle. A controller coupled with the sensor, the first motive power source, and the second motive power source. The controller receives measurement data from the sensor; selects, based on the measurement data, (a) a first operation mode of activating only the first motive power source or (b) a second operation mode of activating only the second motive power source, to operate the vehicle; and activates, based on the first operation mode or the second operation mode that is selected, the first motive power source or the second motive power source to operate the vehicle.

FIELD OF THE DISCLOSURE

The present disclosure relates generally to hybrid vehicles, especially to drivetrains of hybrid vehicles having multiple modes of operation.

BACKGROUND OF THE DISCLOSURE

Some vehicles include a mechanical power source in the form of an engine combined with a motor generator, known as a hybrid vehicle. In some situations, driving the vehicle using both the engine and the motor generator is desirable, whereas in other situations, the engine or the motor generator may be deactivated such that the vehicle runs on only one instead of both of the mechanical power sources. The combination of the engine and automatic transmission with the motor generator, and the provision of a center differential gear, makes it possible to realize four-wheel drive (4WD).

FIG.1shows an example of a prior-art hybrid vehicle that uses a hybrid system100. The hybrid system100is a parallel hybrid system, which incorporates within its frame118a battery or energy storage110that is electrically coupled to an electric motor106via a converter (not shown). The system100also includes a fuel reservoir108such as a gas tank fluidly coupled to an engine104. In all figures shown herein, solid lines indicate mechanical connections, while broken lines indicate electrical connections (e.g., electrical communication lines). Both the electric motor106and the engine104provide mechanical power to a transmission114, which is coupled to both and can be connected or disconnected via clutches112A and112B, and the mechanical power causes the differential gears116to move the wheels120, thus driving the vehicle. The system100also includes two differential gears116A and116B, which are mechanically coupled with axles102such as a front axle102A and a rear axle102B, respectively. Each axle is attached to a pair of wheels (front axle102A with the front wheels120A and rear axle102B with the rear wheels120B) as shown. A drive shaft122mechanically couples the transmission114with the differential gears116.

SUMMARY

Various embodiments of the present disclosure relate to methods and systems for a hybrid powertrain. According to some embodiments, a vehicle includes a steerable front axle mechanically coupled with a first motive power source comprising an integrated axle including an electric motor and a transmission operatively coupled with the steerable front axle; at least one rear axle mechanically coupled with a second motive power source and separately operable from the steerable front axle; a sensor configured to measure an additional load applied on the vehicle; and a controller operatively coupled with the sensor, the first motive power source, and the second motive power source. The controller includes a processing unit and a non-transitory memory storage medium having stored thereon instructions that, when executed by the processing unit, cause the processing unit to: receive measurement data from the sensor; select, based on the measurement data, (a) a first operation mode of activating only the first motive power source or (b) a second operation mode of activating only the second motive power source, to operate the vehicle; and activate, based on the first operation mode or the second operation mode that is selected, the first motive power source or the second motive power source to operate the vehicle.

In some examples, the instructions, when executed by the processing unit, further cause the processing unit to: in response to determining, based on the measurement data, that the additional load applied on the vehicle is equal to or greater than a threshold value, select (b) the second operation mode. In some examples, the instructions, when executed by the processing unit, further cause the processing unit to: receive information indicative of whether the second motive power source is approaching or reaching a performance limit in response to operating in the second operation mode; select, based on the information that is received, (c) a third operation mode of activating both the first and second motive power sources; and activate both the first and second motive power sources to operate the vehicle. In some examples, the instructions, when executed by the processing unit, further cause the processing unit to: receive a user input requesting additional power to operate the vehicle; select, based on the user input that is received, (c) a third operation mode of activating both the first and second motive power sources; and activate both the first and second motive power sources to operate the vehicle.

In some examples, the second motive power source comprises an engine and a second transmission coupled with the at least one rear axle. In some examples, the second motive power source comprises a second integrated axle including a second electric motor and a second transmission operatively coupled with the at least one rear axle. In some examples, the at least one rear axle includes at least a first rear axle and a second rear axle. In some examples, the first rear axle is mechanically coupled with the second motive power source and the second rear axle is mechanically coupled with a third motive power source. In some examples, the second motive power source comprises an engine and a second transmission coupled with the first rear axle, and the third motive power source comprises a second integrated axle including a second electric motor and a third transmission operatively coupled with the second rear axle.

In some examples, the second motive power source comprises a second integrated axle including a second electric motor and a second transmission operatively coupled with the first rear axle, and the third motive power source comprises a third integrated axle including a third electric motor and a third transmission operatively coupled with the second rear axle. In some examples, the second motive power source comprises an engine and a second transmission coupled with the first rear axle, and the first rear axle is mechanically coupled with the second rear axle via a drive shaft.

According to some embodiments, a method of operating a vehicle includes: receiving, by a controller of the vehicle, measurement data from a sensor configured to measure an additional load applied on the vehicle; selecting, by the controller based on the measurement data, (a) a first operation mode of activating only a first motive power source or (b) a second operation mode of activating only a second motive power source, to operate the vehicle. The first motive power source is mechanically coupled with a steerable front axle of the vehicle and comprises an integrated axle including an electric motor and a transmission operatively coupled with the steerable front axle, and the second motive power source is mechanically coupled with at least one rear axle of the vehicle and is separately operable from the steerable front axle. The method also includes activating, by the controller based on the first operation mode or the second operation mode that is selected, the first motive power source or the second motive power source to operate the vehicle.

In some examples, the method also includes: in response to determining, based on the measurement data, that the additional load applied on the vehicle is greater than a threshold value, selecting, by the controller, (b) the second operation mode. In some examples, the method also includes: receiving, by the controller, information indicative of whether the second motive power source is approaching or reaching a performance limit in response to operating in the second operation mode; selecting, by the controller based on the information that is received, (c) a third operation mode of activating both the first and second motive power sources; and activating, by the controller, both the first and second motive power sources to operate the vehicle. In some examples, the method also includes: receiving, by the controller, a user input requesting additional power to operate the vehicle; selecting, by the controller based on the user input that is received, (c) a third operation mode of activating both the first and second motive power sources; and activating, by the controller, both the first and second motive power sources to operate the vehicle.

According to some embodiments, a non-transitory memory storage medium may have stored thereon instructions that, when executed by a processing unit, cause the processing unit to perform any one of the aforementioned method examples. The processing unit is implemented in the controller.

According to some embodiments, a controller may be implemented to include a processing unit and a non-transitory memory storage medium having stored thereon instructions that, when executed by the processing unit, cause the processing unit to: receive measurement data from a sensor configured to measure an additional load applied on a vehicle; select, based on the measurement data, (a) a first operation mode of activating only a first motive power source that is mechanically coupled with a steerable front axle of the vehicle and comprises an integrated axle including an electric motor and a transmission operatively coupled with the steerable front axle, or (b) a second operation mode of activating only a second motive power source mechanically coupled with at least one rear axle that is separately operable from the steerable front axle, to operate the vehicle; and activate, based on the first operation mode or the second operation mode that is selected, the first motive power source or the second motive power source to operate the vehicle.

In some examples, the instructions, when executed by the processing unit, further cause the processing unit to: in response to determining, based on the measurement data, that the additional load applied on the vehicle is equal to or greater than a threshold value, select (b) the second operation mode. In some examples, the instructions, when executed by the processing unit, further cause the processing unit to: receive information indicative of whether the second motive power source is approaching or reaching a performance limit in response to operating in the second operation mode; select, based on the information that is received, (c) a third operation mode of activating both the first and second motive power sources; and activate both the first and second motive power sources to operate the vehicle. In some examples, the instructions, when executed by the processing unit, further cause the processing unit to: receive a user input requesting additional power to operate the vehicle; select, based on the user input that is received, (c) a third operation mode of activating both the first and second motive power sources; and activate both the first and second motive power sources to operate the vehicle.

Corresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrate exemplary embodiments of the disclosure and such exemplifications are not to be construed as limiting the scope of the disclosure in any manner. While the present disclosure is amenable to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and are described in detail below. The intention, however, is not to limit the present disclosure to the particular embodiments described. On the contrary, the present disclosure is intended to cover all modifications, equivalents, and alternatives falling within the scope of the present disclosure as defined by the appended claims.

DETAILED DESCRIPTION OF THE DISCLOSURE

In the following detailed description, reference is made to the accompanying drawings which form a part hereof, and in which is shown by way of illustration specific embodiments in which the present disclosure is practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the present disclosure, and it is to be understood that other embodiments can be utilized and that structural changes can be made without departing from the scope of the present disclosure. Therefore, the following detailed description is not to be taken in a limiting sense, and the scope of the present disclosure is defined by the appended claims and their equivalents.

Reference throughout this specification to “one embodiment,” “an embodiment,” or similar language means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present disclosure. Appearances of the phrases “in one embodiment,” “in an embodiment,” and similar language throughout this specification may, but do not necessarily, all refer to the same embodiment. Similarly, the use of the term “implementation” means an implementation having a particular feature, structure, or characteristic described in connection with one or more embodiments of the present disclosure, however, absent an express correlation to indicate otherwise, an implementation may be associated with one or more embodiments. Furthermore, the described features, structures, or characteristics of the subject matter described herein may be combined in any suitable manner in one or more embodiments.

For the purposes of promoting an understanding of the principles of the present disclosure, reference is now made to the embodiments illustrated in the drawings, which are described below. The exemplary embodiments disclosed herein are not intended to be exhaustive or to limit the disclosure to the precise form disclosed in the following detailed description. Rather, these exemplary embodiments were chosen and described so that others skilled in the art may utilize their teachings.

The terms “couples,” “coupled,” and variations thereof are used to include both arrangements wherein two or more components are in direct physical contact and arrangements wherein the two or more components are not in direct contact with each other (e.g., the components are “coupled” via at least a third component), but yet still cooperate or interact with each other. Furthermore, the terms “couples,” “coupled,” and variations thereof refer to any connection for machine parts known in the art, including, but not limited to, connections with bolts, screws, threads, magnets, electro-magnets, adhesives, friction grips, welds, snaps, clips, etc.

As utilized herein, terms “controller,” “system,” “interface,” and the like are intended to refer to a computer-related entity, either hardware, software (e.g., algorithm, in execution), and/or firmware. For example, a controller can be a process running on a processor, the processor itself, a program, and/or a computer. By way of illustration, both an application running on a server and the server can be a controller. One or more controllers can reside within a processor and a controller can be localized on one computer and/or distributed between two or more computers.

Throughout the present disclosure and in the claims, numeric terminology, such as first and second, is used in reference to various components or features. Such use is not intended to denote an ordering of the components or features. Rather, numeric terminology is used to assist the reader in identifying the component or features being referenced and should not be narrowly interpreted as providing a specific order of components or features.

FIG.2shows an example of a multi-mode hybrid vehicle system200as disclosed herein. The system200includes a plurality of motive power sources. For example, an integrated axle202is mechanically coupled with a steerable front axle102A such that the integrated axle202is used as a motive power source to provide the motive force to drive the front wheels120A using electrical energy provided form the energy storage110. In some examples, the energy storage110may be or include one or more batteries. In some examples, the energy storage110may be or include one or more fuel cells. The rear axle102B is mechanically coupled with the differential gears116, which is mechanically coupled with the transmission114, which is mechanically coupled with or decoupled from the engine104via the clutch112. The rear axle102B, therefore, is controlled using the motive force provided by the engine104, another power motive source. For simplicity, the inverter(s) for the integrated axle202and the fuel reservoir108coupled with the engine104are not shown.

As disclosed herein, a “motive power source” may be a component capable of generating or providing motive power for the vehicle and may include, but are not limited to, any one or more of a battery-powered motor, a fuel cell-powered motor, and/or a fuel-powered engine, for example, as known in the art. As disclosed herein, an “integrated axle” includes a type of electric axle drive that is affixed to the wheels to rotate them. In examples, the integrated axle combines the functionality of an electric motor-generator, power electronics such as an inverter, and in some examples a cooling circuit to reduce cost and increase efficiency in a single component. Integrated axles are neither directly nor indirectly coupled with any suitable engine, including but not limited to combustion engines such as an internal combustion engine (ICE), thereby using solely the motor-generator included therein to provide mechanical power to a drive axle coupled thereto.

In some examples, the motor-generator of the integrated axle may be mounted on the drive axle. In some embodiments, the integrated axle is configured to reduce interfaces and components that may induce efficiency loss. Examples of such components include wires and copper cables that link the components together, plugs, bearings for rotating components, and separate cooling circuits for the electric motor and power electronics. The integrated axles are also more compact than the electric motor, the power electronics, and the cooling circuits therefor being individually installed, thus saving installation space within the chassis frames of the vehicle and allowing more room therein. Each integrated axle is configured independently of other integrated axle(s) in the system. In some examples, the integrated axle may also include a two-speed or three-speed gearbox.

As shown in the embodiment ofFIG.2, the integrated axle202is mechanically coupled with a drive axle102, such as the front axle102A as shown inFIG.2. The drive axle102is mechanically coupled with a pair of wheels120, such as the pair of front wheels120A as shown inFIG.2. Although not shown, a controller is electrically coupled with the integrated axle202. Based on the inputs received, the controller turns on (activates or engages) or turns off (deactivates or disengages) one or more of these components to achieve the different modes shown herein.FIG.3shows some of the components of the integrated axle202. For example, the integrated axle202includes an electric motor-generator300, a drive axle302, and a transmission304. Other components such as the aforementioned inverter and/or cooling circuit may be included in the integrated axle202, as suitable. These components are separately or independently operable from the other components (e.g., the transmission304is separately operable from the transmission114). The components of the integrated axle202(e.g., the electric motor-generator and at least a portion of the drive axle, etc.) may be mechanically mated to, coupled to, affixed to, or implemented within a common housing204. The housing may be any suitable structure which supports the positioning of the components, as well as to provide protection of the components.

FIG.4shows an example of the system200which incorporates two integrated axles202A and202B, with one implemented for each of the front axle102A and the rear axle102B, respectively. The integrated axles202A and202B are operated using the controller (not shown) and the electrical energy for these axles are provided by a common energy storage110, such as a battery or a battery pack. The two integrated axles202A and202B may be separately and independently operated so as to be implementable as two separate and distinct motive power sources. Each integrated axle may include the same components, including for example an electric motor and a transmission as explained herein, that are separately operable from each other, although they may be operable together simultaneously as well, as suitably controlled by the controller.

FIGS.5through7show examples of the system200where more than two axles (and in effect, more than four wheels) are implemented, with different combinations of integrated electrical axles and engine-powered axles implemented therein. It is to be understood that these figures are provided for illustrative purposes only, such that any additional number of axles may be implemented according to the need of the vehicle and its operation.

FIG.5shows an example of the system200which incorporates three axles102A,102B, and102C, of which two of them, the front axle102A and the rear axle102C, have integrated axles202A and202B, respectively, coupled therewith. The other axle (rear axle)102B is coupled with the engine104via the clutch112, transmission114, and differential gears116as shown. The integrated axles202A and202B are electrically powered by the energy storage110.

FIG.6shows an example of the system200with three axles102A,102B, and102C, but instead of two integrated axles, only the front axle102A is coupled with the integrated axle202, and the two remaining rear axles102B and102C are coupled with differential gears116A and116B, respectively. The differential gears116A and116B are coupled with each other via the drive shaft122which may operate both of the gears simultaneously, using the power provided by the engine104and transferred through the transmission114. As such, the rear axles102B and102C may be coupled with each other via the drift shaft122.

FIG.7shows an example of the system200with all three axles102A,102B, and102C being powered electrically using the energy storage110. That is, there are three integrated axles202A,202B, and202C for the three axles, each independently operable, as controlled by a controller (not shown). In all examples disclosed herein, the front axle102A is always implemented with an integrated axle, but the remaining axles may have integrated axles, engine-powered axles, or a combination of both.

FIG.8shows an example of a control system800for the multi-mode hybrid vehicle system200as disclosed herein. The control system800includes a controller (multi-axle system controller)802which receives inputs812and controls the outputs814. The controller802includes a processor804and a memory unit806. The processor may be a microprocessor, a microcontroller, or any other suitable types of processing device or controller as known in the art. The controller802controls the operation of the integrated axle(s)202and engines104over communication lines, for example. It should be understood, however, that communication between controller and the integrated axle(s) and engine(s) may alternatively, or in addition, be performed wirelessly.

It should be understood that, in some embodiments, the controller802may form a portion of a processing subsystem including one or more computing devices having non-transient computer readable storage media, processors or processing circuits, and communication hardware. The controller802may be a single device or a distributed device, and the functions of the controller may be performed by hardware and/or by processing instructions stored on non-transient machine-readable storage media. Example processors include an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), a digital signal processor (DSP), and a microprocessor including firmware. Example non-transient computer readable storage media includes random access memory (RAM), read only memory (ROM), flash memory, hard disk storage, electronically erasable and programmable ROM (EEPROM), electronically programmable ROM (EPROM), magnetic disk storage, and any other medium which can be used to carry or store processing instructions and data structures and which can be accessed by a general purpose or special purpose computer or other processing device.

Certain operations of the controller802described herein include operations to interpret and/or to determine one or more parameters. The parameters may be inputs812which may be information or data received from sensors808and/or user interface810, among other means of providing inputs. The sensors may be any suitable sensor that can measure any change or increase in the load of the vehicle or the load applied on the vehicle. The sensors may include, but are not limited to, weight sensors which detect the physical weight of the vehicle and/or its cargo, gyroscopes which detect the incline or decline in which the vehicle may be traveling, and altimeters which detect the altitude or change in altitude as the vehicle travels, among others.

Interpreting or determining, as utilized herein, includes receiving sensor values by any method known in the art, including at least receiving values over communication lines, from a datalink, network communication or input device, receiving an electronic signal (e.g. a voltage, frequency, current, or pulse-width-modulation signal) indicative of the value, such as the current and expected loads of a vehicle as well as user's preference or whether the rear axles are approaching or reaching their performance limit, for example, as further explained herein, receiving a computer generated parameter indicative of the value, reading the value from a memory location on a non-transient machine readable storage medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.

Further, it should be appreciated that a computing device may be embodied in any of a number of forms, such as a rack-mounted computer, a desktop computer, a laptop computer, or a tablet computer. Additionally, a computing device may be embedded in a device not generally regarded as a computing device but with suitable processing capabilities, including a Personal Digital Assistant (PDA), a smart phone or any other suitable portable or fixed electronic device.

Such computing devices may be interconnected by one or more networks in any suitable form, including as a local area network, a controller area network, or a wide area network, such as an enterprise network or the Internet. Such networks may be based on any suitable technology and may operate according to any suitable protocol and may include wireless networks, wired networks or fiber optic networks.

Referring now toFIG.9, a high level method or process900for controlling the multiple axles in a vehicle system, including the front axle that is implemented with an integrated axle, using the controller as disclosed herein. The vehicle may be a bus configured to carry passengers and/or luggage, a pickup truck configured to carry a large load such as another vehicle or vehicles (including but not limited to cars, boats, motorcycles, etc.), or a truck or tractor configured to carry one or more trailers or cargos, among others. In step902, the controller receives sensor input regarding the existence of additional load on the vehicle. The additional load may be defined as the load that is measured or detected in addition to the inherent load of the vehicle (such as the load of the vehicle itself and an initial load of the vehicle which may include, for example, a driver and a fuel tank that has been recently filled).

In step904, the controller determines whether the additional load surpasses or exceeds a predetermined load threshold (or whether the total load is equal to or greater than a load threshold). The load threshold may be determined based on the usage of the vehicle and may vary in value between a vehicle that is only used for carrying passengers and a vehicle that is used for carrying heavier loads such as another vehicle(s). In some examples, the load threshold may be defined by the number of passengers, the amount of additional power that is requested (e.g., when the vehicle is driving on an incline), the total weight of the object(s) to be carried or transported (such as a trailer, container, another vehicle, etc.), among others. The load threshold may be defined in weight as measured (kg), in percentage or percentage increase in the weight of the vehicle in its original or unloaded state, or in force as measured (Newtons), for example. The load threshold may be determined manually or may be preset according to manufacturer's specification. The load threshold may be determined or adjusted automatically in view of past usage information (usage history), route information (GPS or navigator), or any other suitable information or data that can be used to determine how much load the vehicle can handle before needing the additional power to accommodate the increase in the load.

Upon determining that the additional load that is detected is below the threshold, the controller enters or selects “Mode 1” (first operation mode) in step906, which is when only the front axle that is coupled with the integrated axle is activated, whereas the other axles are deactivated (not powered by either the electrical energy storage or the engine). Otherwise, in step908, the additional load is determined as exceeding the threshold, and the controller enters or selects “Mode 2” (second operation mode) in which only the rear axle or axles are activated, with the front axle that is coupled with the integrated axle, being deactivated. As used herein, a “rear axle” is defined as any axle that is located behind the front or frontmost axle. Therefore, the “rear axle” as used herein may refer to any intermediate axle that is located between the front/frontmost axle and the rearmost axle, as well as the rearmost axle itself

In step910, the controller receives (a) data or information indicative of whether the rear axle(s) is approaching or reaching its performance limit, and/or (b) user input or information indicative of user preference with regards to which axle(s) to activate. The data or information of (a) may include input data from sensor(s) operatively coupled with the rear axle(s) to detect certain conditions of each rear axle, such as degradation in the axle or the wheels, lack of air pressure in the wheels, inadequate response from the axle after control commands are provided to the axle, possible malfunctioning of the axles due to damages inflicted on the axle components or the wheels, or any other suitable indicators of the axle approaching or reaching its performance limit.

In step912, the controller determines if additional power request is received. The controller determines which mode to enter in view of both the existence of additional power request and the received data from step910. For example, if there is no additional power request being received, the controller proceeds to step914and maintains operating in “Mode 2” as determined in step908. In some examples, regardless of which information or data is received in step910, the controller maintains the current mode so long as there is no additional power being requested. In some examples, based on the information received that indicates that the rear axle(s) is approaching or reaching its performance limit, the controller may issue a notification or warning to notify the user of a potential problem in the vehicle's axle(s) to fix during the next maintenance, but the controller performs no mode change unless the user specifically instructs the controller to do so.

Otherwise, if there is additional power request as determined in step912, the controller selects or switches to operate in “Mode 3” (third operation mode) as shown in step916, which is when the front axle is activated in addition to the rear axle(s) which have been activated in step908. Therefore, the front axle that has the electrically powered integrated axle is capable of providing the additional power upon detecting that the rear axle(s) may be approaching or reaching its performance limit, and/or upon receiving the user input or user preference. User input may include instructions from the user (e.g., driver) to specifically use all available axles to provide as much torque as possible for the vehicle operation, for example by activating the accelerator of the vehicle. This may be due to the vehicle approaching an incline in the road or the weather making the road slippery, for example, so as to requires such additional torque and power. In some examples, such determination may be performed automatically by the controller instead of waiting for a user input, using any suitable means known in the art, based on suitable sensor inputs.

According to non-limiting examples of the embodiments, the vehicle may be classified as a Class 8 truck with a gross vehicle weight rating (GVWR) exceeding 33,000 lb (14,968 kg). Including but not limited to such cases, the load threshold may be defined as a range of weights such as from approximately 4000 kg to approximately 6000 kg (including but not limited to between approximately 4000 kg and 4500 kg, 4500 kg and 5000 kg, 5500 kg and 6000 kg, or any other suitable range or value therebetween) according to some examples. In some examples, the load threshold may be defined as a percentage of the initial (unloaded) vehicle weight (e.g., for a semi-tractor, weighing on average approximately 12,000 kg) without the added load, for example a range of percentages such as from approximately 30% to approximately 300% (including but not limited to between approximately 30% and 50%, 50% and 100%, 100% and 150%, 150% and 200%, 200% and 250%, 250% and 300%, or any other suitable range or value therebetween) of the initial vehicle weight. In some examples, the load threshold may be defined as the minimum force required to drive the loaded vehicle in a certain direction, such as uphill on an incline, which may be a range of force such as from approximately 15,000 Newtons to approximately 40,000 Newtons (including but not limited to between approximately 15,000 Newtons and 20,000 Newtons, 20,000 Newtons and 25,000 Newtons, 25,000 Newtons and 30,000 Newtons, 30,000 Newtons and 35,000 Newtons, 35,000 Newtons and 40,000 Newtons, or any other suitable range or value therebetween). It is to be understood that other types of vehicles (such as other types of trucks) and any other suitable range or value of weight, percentage, and/or force may be implemented in different embodiments as appropriate based on the aforementioned disclosure.

Advantages of implementing the systems and methods as disclosed herein include providing an improved means of control over the shared tractive effort by the front axle in certain types of vehicles when loaded, such as vehicles whose load (weight) may vary according to the operating condition or operating schedule of the vehicles. Examples of such vehicles, as previous explained, may include buses, trucks, and tractors, among others. In some examples, Class 8 tractors may implement such systems and methods such that traction control is better enabled or improved when a front traction axle of the tractor implements the aforementioned integrate axle. The front integrated axle would be the tractor's primary drive/traction system when not pulling a trailer. When loaded, the front axle would contribute to overall tractive effort, relieving the rear axle(s) somewhat, but the rear axles would still provide the primary/majority of tractive effort. This configuration may be applied in a 6×2 configuration (i.e., only one of the two rear axles receives power) or a 6×4 configuration (i.e., both of the tractor's rear axles are drive axles), for example. The ability to provide tractive effort through the front axle would also allow for an additional degree of freedom in vehicle traction control, possibly offering better control to avoid jack-knife situations and other articulated characteristics observed in such vehicles. Furthermore, the systems and methods disclosed herein may provide a better take-off, startability, or drivability for the vehicle, as there would be an additional axle to provide tractive effort. In some examples, the systems and methods disclosed herein may provide lower power requirements on all tractor axles such that a non-steer drive axle designed for Class 5 or 6 may be applied to a Class 8 vehicle (along with a front steer axle) to reduce lower production costs. In some examples, the systems and methods disclosed herein may provide all-wheel drive capability to a Class 8 tractor to improve vehicle dynamics and handling. At least some of these aspects may be applicable to Class 7 and Class 6 articulated vehicles as well. Additionally, “curb climb” capability of these vehicles may be enhanced, in which the vehicle climbs a curb, from standstill, with the wheel in contact with the curb.