A work vehicle includes a power transmission unit having a differential device for transmitting power to left and right axles and a power transmission mechanism for transmitting power to the differential device, and a transmission shaft for transmitting power to the power transmission unit. The power transmission mechanism includes a first gear mechanism to which power from the transmission shaft is transmitted and a second gear mechanism for transmitting power from the first gear mechanism to the differential device.

Some embodiments of the present invention provide a control system configured to control a driveline of a motor vehicle to operate in a selected one of a plurality of configurations, the system being configured to receive a signal indicative of a location of the vehicle, the system being configured to cause the driveline to operate in a configuration selected in dependence at least in part on the signal indicative of the location of the vehicle.

Some embodiments of the present invention provide a control system configured to control a driveline of a motor vehicle to operate in a selected one of a plurality of configurations, the system comprising at least one sensor for sensing an environment ahead of the vehicle and generating a sensor signal in dependence on the environment, the system being configured to cause the driveline to operate in a configuration selected in dependence at least in part on the sensor signal.

A control device for a power transmission mechanism is provided, performing control so that a driving wheel reliably obtains torque when a vehicle is started. In a vehicle having a power transmission mechanism that includes a power transmission path transmitting power from a power source to a first driving wheel and a second driving wheel, and a power transmission element arranged in the power transmission path between the power source and the second driving wheel, a control device for a power transmission mechanism includes a control section controlling a fastening force of the power transmission element so as to control power transmission capacity of the power transmission mechanism from the power source to the second driving wheel, wherein when the control section acquires that the vehicle transitions from a traveling state to a stop state, the acquisition triggers the control section to increase the power transmission capacity.

A four-wheel drive electric vehicle control device is provided for a four-wheel drive electric vehicle that has a motor/generator as a drive source, and an electronically controlled coupling provided on the drive power transmission path leading from the drive source to the front and rear wheels. The four-wheel drive hybrid vehicle has a 4WD control unit that outputs to the electronically controlled coupling a transmission torque command value to bring about the four-wheel drive state, in accordance with the vehicle state. The 4WD control unit has a regenerative control intervention-coordinating controller that, when regenerative control by the motor/generator has intervened during the four-wheel drive state, brings the transmission torque of the electronically controlled coupling to zero before initiating regenerative control.

A four-wheel drive electric vehicle control device is provided for a four-wheel drive electric vehicle that has a motor/generator as a drive source, and an electronically controlled coupling provided on the drive power transmission path leading from the drive source to the front and rear wheels. The four-wheel drive hybrid vehicle has a 4WD control unit that outputs to the electronically controlled coupling a transmission torque command value to bring about the four-wheel drive state, in accordance with the vehicle state. The 4WD control unit has a regenerative control intervention-coordinating controller that, when regenerative control by the motor/generator has intervened during the four-wheel drive state, brings the transmission torque of the electronically controlled coupling to zero before initiating regenerative control.

An AWD drivetrain is configured to primarily direct drive torque from a transversely-aligned powertrain assembly through an auxiliary power transfer unit to a rear driveline and selectively transmit drive torque to a front driveline via actuation of at least one power-operated clutch. The auxiliary power transfer unit includes an input component drivingly connected to the powertrain assembly, and an output component connected to the input component by a hypoid gearset The output component is operatively connected to the rear driveline and is configured to normally transfer the drive torque to the rear driveline.

An AWD drivetrain is configured to primarily direct drive torque from a transversely-aligned powertrain assembly through an auxiliary power transfer unit to a rear driveline and selectively transmit drive torque to a front driveline via actuation of at least one power-operated clutch. The auxiliary power transfer unit includes an input component drivingly connected to the powertrain assembly, and an output component connected to the input component by a hypoid gearset The output component is operatively connected to the rear driveline and is configured to normally transfer the drive torque to the rear driveline.

A fluid distribution apparatus for an axle assembly, the fluid distribution apparatus including a cylindrical portion rotatably disposed about a bearing race. A conical portion is coupled with the cylindrical portion, and a retaining portion is coupled with the conical portion. A plurality of circumferentially spaced tubes are coupled with the retaining portion, wherein the tubes are at least partially disposed through a rotating component of a clutch.

A transfer case includes a primary output shaft, and a secondary output selectively coupleable to the primary output shaft with a secondary torque transfer mechanism. The secondary torque transfer mechanism comprises a plate clutch and a locking sleeve. The plate clutch includes a housing coupled to the secondary output shaft, a plurality of interleaved plates alternatingly coupled to the primary output shaft and the housing, and an apply plate coupled to the primary output shaft and being configured to compress the interleaved plates to selectively form a friction coupling between the primary output shaft and the secondary output shaft. The locking sleeve is non-selectively coupled to one of the housing or the apply plate to rotate therewith, and is selectively coupleable to the other of the housing or the apply plate to form a positive coupling between the primary output shaft and the secondary output shaft.