A transaxle includes a transaxle casing, a bi-directional overrunning clutch in the transaxle casing, a friction mechanism, and a clutch-off biasing mechanism. The bi-directional overrunning clutch includes coaxial input and output members journalled by the transaxle casing, and includes a cage disposed between the input member and the output member. Rollers carried by the cage are rotatable to follow rotation of the output member. The cage is rotatable relative to the input member according to the rotation of the rollers following the output member until the rollers contact the input member to engage the bi-directional overrunning clutch. The friction mechanism applies a friction resistance to the cage to rotate the cage relative to the input member. The clutch-off biasing mechanism biases the cage to the initial position. The friction mechanism and the clutch-off biasing mechanism are distributed in the transaxle casing at first and second end portions of the cage.

A work vehicle including: a transmission unit that is provided with, on a shaft that is provided in a power transmission path leading from an input shaft to a power transmission shaft but is not a speed change shaft, a gear member that has an engagement recess, and a claw member having an engaging claw that engages with the engagement recess and to which rotational power is transmitted. There are gaps in a rotational direction between the engaging claw and both ends, in the rotational direction, of the engagement recess.

A transfer case comprises a primary output shaft, a secondary output shaft, a clutch, and a plurality of valves. The primary output shaft includes a hub rotationally coupled thereto. The clutch selectively couples the primary output shaft to the secondary output shaft to transfer torque therebetween. The clutch includes a housing, interleaved plates, and an apply plate. The housing is rotationally coupled to the secondary output shaft. The interleaved plates alternate between a first subset of the interleaved plates rotationally coupled to the hub and a second subset of the interleaved plates rotationally coupled to the housing. The apply plate compresses the interleaved plates for transferring torque between the hub and the housing. The valves selectively release oil supplied through the primary output shaft into the housing. Each valve includes a bore formed in the hub and a valve rod movable by the apply plate to open the valve.

A control device controls a driving force transmission device that presses a main clutch using an actuator that generates a pressing force according to a supply current. The control device includes a current command value setting unit that sets a current command value based on I-T characteristic information indicating the relationship between a current supplied to the actuator and a driving force transmitted, a correction duration setting unit that sets a correction duration based on a responsiveness related value related to the responsiveness of the main clutch when an increase in the driving force to be transmitted by the main clutch becomes greater than or equal to a threshold, a correction unit that increases and corrects the current command value for the set correction duration, and the current control unit that performs current feedback control such that a current corresponding to the current command value is supplied to the actuator.

A vehicle includes a first axle, second axle, driveshaft, engine, clutch, and controller. The first and second axles are coupled by the driveshaft. The engine is configured to generate torque in the first axle. The clutch is configured to disconnect an output of the second axle. The controller is programmed to, responsive to a clutch release request that would result in an increasing commanded torque to the first axle being greater than a threshold, decrease an engine torque such that a first axle torque is less than the threshold.

A basic clutch capacity calculating unit calculates a clutch capacity of the DCT applying an engine speed, a degree of throttle opening, and a front wheel vehicle speed to a map. The basic clutch capacity calculating unit further calculates the DCT basic clutch capacity by amending the basic clutch capacity based on an oil temperature and a water temperature. An NE converted value calculating unit calculates an NE converted value obtained by converting a vehicle speed into an engine speed with the front wheel vehicle speed and a DCT speed change stage as input parameters. A hunting detecting unit detects hunting by comparing the engine speed with the NE converted value when a throttle operation is detected. A DCT clutch capacity correcting unit makes decreasing correction of a DCT clutch capacity when hunting is detected for suppressing the hunting.

An electro-magnetic coil assembly mounted to a clutch assembly, the electromagnetic coil assembly including a coil mounted within an annular coil housing and a flexible armature plate. The coil assembly adapted to generate an electromagnetic field between the coil and the armature plate for attracting the armature plate to the coil assembly. The flexible armature plate includes an annular plate with an outer edge and an inner edge, the outer edge defining an outer periphery, the inner edge defining an inner periphery. Tangs spaced about the inner periphery extending radially inward from the inner edge. Inner notches spaced about the inner periphery of the annular plate and extending radially outward to a point at least halfway in the radial direction between the inner edge and the outer edge. Outer notches spaced about the outer periphery between and extending radially inward.

A vehicle transfer structure includes a main-drive-wheel output shaft that receives torque from a drive source and outputs it to main drive wheels, a part-time-drive-wheel output shaft provided parallel to the main-drive-wheel output shaft, a coupling provided on the main-drive-wheel output shaft and which partially extracts the torque to the part-time-drive-wheel output shaft via a transmission mechanism, and a damper disposed on the main-drive-wheel output shaft. The coupling is provided with an input-side coupling part coupled to an inner circumferential part of the damper. The input-side coupling part is coupled, via a spline-fitted section, to an output-side coupling part of a drive force transmission member which is coupled to an outer circumferential part of the damper and transmits a drive force to a driving-side transmission member of the transmission mechanism. The spline-fitted section allows a relative rotation between the input- and output-side coupling parts within a given angle.

Since a gap is formed between a cylindrical member of a second clutch and a differential case so that the differential case is movable relative to the cylindrical member in a rotation-axis-C direction, even if a position of the second clutch relative to a differential carrier is moved by a position adjusting shim, the differential case does not move in the rotation-axis-C direction due to the gap in conjunction with the movement of the position of the second clutch, that is, in conjunction with a movement of a position of the cylindrical member. Accordingly, it possible to largely reduce the number of managing components prepared to eliminate backlash of the rotational member such as the differential case, as compared to the related art.

A vehicle includes a first axle, second axle, driveshaft, engine, clutch, and controller. The first and second axles are coupled by the driveshaft. The engine is configured to generate torque in the first axle. The clutch is configured to disconnect an output of the second axle. The controller is programmed to, in response to release of the clutch resulting in an increasing commanded torque to the first axle being greater than a threshold, decrease an engine torque such that a first axle torque is less than the threshold.