Abstract: The rotation of a first rotating element is shifted in speed by a speed shift device, and is transmitted to a second rotating element or a third rotating element of a differential device via a first clutch or a second clutch. In this manner, the torque of right and left driving wheels can be controlled. Furthermore, in conjunction with limitation of the differential motion, the amount of torque transmitted to a fourth rotating element is eliminated by allowing the speed shift device to freely rotate, and the accumulated amount of sliding of friction engagement elements at the time of differential motion limitation can be reduced by completely engaging the first clutch and the second clutch without allowing them to slide. Thus, the differential motion limitation control can be realized without a need to increase the size of the first clutch and the second clutch.

Abstract: A drive force control apparatus for a vehicle, having at least one engaging element and configured to implement drive force control to control transmitting of a drive force generated by a drive power source, to left and right drive wheels by controlling an engaged state of the at least one engaging element in accordance with a demand for control of the drive force, includes control demand determining means determining possibility that the demand for control of the drive force is made on the basis of a predetermined standard, and engagement control means implementing preliminary control to control the engaged state of the at least one engaging element to a stage prior to implementing of the drive force control if the control demand determining means determines that it is possible that the demand for control would be made.

Abstract: The rotation of a first rotating element is shifted in speed by a speed shift device, and is transmitted to a second rotating element or a third rotating element of a differential device via a first clutch or a second clutch. In this manner, the torque of right and left driving wheels can be controlled. Furthermore, in conjunction with limitation of the differential motion, the amount of torque transmitted to a fourth rotating element is eliminated by allowing the speed shift device to freely rotate, and the accumulated amount of sliding of friction engagement elements at the time of differential motion limitation can be reduced by completely engaging the first clutch and the second clutch without allowing them to slide. Thus, the differential motion limitation control can be realized without a need to increase the size of the first clutch and the second clutch.

Abstract: A hypoid gear device and a final reduction gear for a vehicle. The drive pinion (12) of the final reduction gear (10) having a hypoid gear is formed of a gear having a cylindrical outline. A drive pinion shaft (16) is projected from both sides of the drive pinion (12), and the drive pinion is supported on bearings (18) and (20) at these both projected portions. Since the outline of the drive pinion is formed in a cylindrical shape, the drive pinion can adopt a both side supporting structure. Thus, the deflection of the shaft can be suppressed and a bearing load can be lowered.