A control system that controls a driveline of a motor vehicle to operate in a selected one of a plurality of configurations is configured to receive a brake signal responsive to the application of a braking system. The control system causes the driveline to operate in a second configuration and not a first configuration in dependence at least in part on the brake signal. In the first configuration a first group of one or more wheels and in addition a second group of one or more wheels are arranged to be driven by the driveline, and in the second configuration the first group of one or more wheels and not the second group are arranged to be driven by the driveline.

A PTO transmission includes a PTO control system, an input shaft, a first output shaft, a parallel intermediate shaft, a second output shaft coaxially disposed with respect to the first output shaft, four gear pairs disposed so that the input shaft comprises two gears, the first output shaft comprises three gears, the intermediate shaft comprises two gears, and the second output shaft comprises one gear. Two gear pairs are in engagement between the input shaft and the first output shaft, one gear pair is in engagement between the first output shaft and the intermediate shaft, and one gear pair is in engagement between the input shaft and the second output shaft. At least one gear of each gear pair is shiftable.

Provided is a clutch that is able to not only transmit torque smoothly even when an input shaft and an output shaft significantly differ in relative speed and phase, but also reduce an energy loss during torque transmission. The clutch (10) includes a dog clutch (40) for transmitting forward or reverse torque from the input shaft (11) to the output shaft (12), and a friction clutch (20) for transmitting torque from the input shaft (11) to the output shaft (12) and disposed in parallel with the dog clutch (40), and selectively transmits or interrupts torque between the input shaft (11) and the output shaft (12).

Fluid control apparatus for use with vehicle clutches are disclosed. A disclosed clutch coupling assembly for a vehicle includes a housing defining a cavity. The clutch coupling assembly also includes a fluid reservoir fluidly coupled to the cavity. The clutch coupling assembly also includes a clutch positioned in the cavity. Rotation of the clutch is to convey a fluid from the cavity to the fluid reservoir. The clutch coupling assembly also includes a pump operatively coupled to the housing to control the fluid. Operation of the pump is to convey the fluid from the fluid reservoir to the cavity when the clutch is in an engaged state.

A hybrid vehicle drive apparatus, including a prime-mover-output-shaft, a transmission-input-shaft and a motor-rotor provided therebetween, each rotatable around an axis-line, a first-clutch connecting/disconnecting the output-shaft and the motor, a second-clutch connecting/disconnecting the motor and the input-shaft, a case-member having a radially extending non-rotating-sidewall-member and a non-rotating-shaft-member extending around the axis-line, and a rotor-support-member having a rotating-shaft-member rotatably fitted on the non-rotating-shaft-member and a rotating-sidewall-member facing the non-rotating-sidewall-member and extending radially outward from the rotating-shaft-member, and cantilevering the rotor, wherein the first/second-clutch has first/second-plates alternately and rotatably arranged in the axial-direction, a clutch-hub supporting the first-plates movably in the axial-direction, and a clutch-drum supporting the second-plates movably in the axial-direction, the clutch-hub of the first-clutch is integrally rotatable with the output-shaft, the clutch-hub of the second-clutch is integrally rotatable with the input-shaft, and the clutch-drums of the first/second-clutches are a single-shared-clutch-drum and integrally rotatable with the rotor-support-member.

A power transfer assembly for a motor vehicle includes a clutch protection system to prevent damage to an actively-controlled multi-plate mode clutch of the power transfer assembly. The clutch protection system includes a transfer case control module (TCCM) and an engine control module (ECM) configured to regulate the distribution of torque applied from an engine to front and rear output shafts of the power transfer assembly. The TCCM is in operable communication with the engine control module ECM, wherein TCCM is configured to detect slip in the actively-controlled multi-plate friction clutch and to communicate with the ECM to selectively reduce the output torque of the engine in response to detected slip.

A transfer structure for a vehicle which retains a stable amount of lubricant in a coupling chamber and maintains a cooling effect for a coupling by agitation of the lubricant irrespective of an inclination of a vehicle in a front-rear direction. The transfer structure includes a gear chamber housing first and second gears meshing with each other; a coupling chamber housing a coupling provided coaxially with the first gear; an introduction path which introduces a lubricant in the gear chamber into the coupling chamber; and a return path through which the lubricant in the coupling chamber is returned to the gear chamber. The return path is inclined downward toward the gear chamber from an opening that opens in a lower part of an intermediate part of the coupling chamber in a vehicle front-rear direction to an oil discharge hole that opens in the gear chamber.

A transfer for a four-wheel drive vehicle, the four-wheel drive vehicle configured to disconnect a propeller shaft from a power transmission path between an auxiliary drive wheels and a driving power source when the four-wheel drive vehicle travels by two-wheel drive, includes a second output rotating member and an oil pump. The second output rotating member is configured to output a driving power to the propeller shaft. The oil pump is configured to rotationally drive in conjunction with rotation of the second output rotating member via a first one-way clutch. The first one-way clutch is configured such that the oil pump supplies a lubrication oil to a wet clutch when the four-wheel drive vehicle travels forward by the four-wheel drive. The oil pump is configured to stop supplying the lubrication oil to the wet clutch when the four-wheel drive vehicle travels forward by the two-wheel drive.

A method and a device for operating a drive train of a motor vehicle are provided. The drive train includes at least a first and a second shaft, a first clutch having at least one first friction surface pairing, and an electric drive, the first and the second shaft being coupleable to one another via the at least one first friction surface pairing, wherein for cooling the first clutch, a fluid is used via which a drag torque of the first clutch is influenced after the first clutch is disengaged, the method including: a) Rotating the first shaft and the second shaft when the first clutch is at least partially engaged; b) Disengaging the first clutch; c) Accelerating the first shaft by means of the electric drive and discharging the fluid from an area of the at least one first friction surface pairing;
wherein the drag torque of the first clutch is reduced by the accelerated discharge of the fluid.

A four-wheel drive vehicle comprises: a dog clutch; an electronically controlled coupling; and a control device switching a drive state to the four-wheel drive state when the control device determines that a running road surface is a low friction road and switching the drive state to the two-wheel drive state when the control device determines that the running road surface is a high friction road. In the case of switching the drive state from the four-wheel drive state to the two-wheel drive state, the control device temporarily releases the electronically controlled coupling to redetermine whether the running road surface is the low friction road or the high friction road before releasing the dog clutch and prohibits switching from the four-wheel drive state to the two-wheel drive state when it is redetermined that the running road surface is the low friction road.