In a hydraulic clutch actuation system for controlling in particular a clutch-controlled compensation unit of a drivetrain of a motor vehicle, in which hydraulic clutch actuation system a hydraulic pump is used for generating hydraulic pressure in a hydraulic fluid for the purposes of clutch actuation by means of a hydraulic clutch actuation device, provision is made whereby the hydraulic fluid is supplied as clutch oil to the friction members of the friction clutch which are to be oiled with clutch oil (cooling and/or lubricating oil). In this way, improved and more reliable oiling of the clutch can be made possible even at low vehicle speeds and under heavy clutch load, wherein, despite this, very rapid dry-running of the cutches, and low power losses generated by the clutch oiling, are ensured.

In a hydraulic clutch actuation system for controlling in particular a clutch-controlled compensation unit of a drivetrain of a motor vehicle, in which hydraulic clutch actuation system a hydraulic pump is used for generating hydraulic pressure in a hydraulic fluid for the purposes of clutch actuation by means of a hydraulic clutch actuation device, provision is made whereby the hydraulic fluid is supplied as clutch oil to the friction members of the friction clutch which are to be oiled with clutch oil (cooling and/or lubricating oil). In this way, improved and more reliable oiling of the clutch can be made possible even at low vehicle speeds and under heavy clutch load, wherein, despite this, very rapid dry-running of the cutches, and low power losses generated by the clutch oiling, are ensured.

A work vehicle transmission includes a first transmission mechanism that changes input motive power to any one of multiple speeds, and a second transmission mechanism that changes the motive power changed by the first transmission mechanism to any one of multiple speeds, the number of speeds of the second transmission mechanism being smaller than that of the first transmission mechanism. Multiple speed change multi-disc clutches of the first transmission mechanism are arranged parallel with multiple deceleration multi-disc clutches of the second transmission mechanism so as to be adjacent in the diameter direction thereof.

A work vehicle transmission includes a first transmission mechanism that changes input motive power to any one of multiple speeds, and a second transmission mechanism that changes the motive power changed by the first transmission mechanism to any one of multiple speeds, the number of speeds of the second transmission mechanism being smaller than that of the first transmission mechanism. Multiple speed change multi-disc clutches of the first transmission mechanism are arranged parallel with multiple deceleration multi-disc clutches of the second transmission mechanism so as to be adjacent in the diameter direction thereof.

A drive device includes a first clutch mechanism that couples or decouples power transmission systems for front and rear wheels, a first electric motor disposed on a front or rear wheel side and coupled to the first clutch mechanism, a second electric motor disposed on the other of the front and rear wheel sides and coupled to the first clutch mechanism, a second clutch mechanism that couples or decouples the first electric motor and front drive shafts, a planetary gear mechanism that distributes output of the first electric motor to the first and second clutch mechanisms, and a third clutch mechanism that limits, in the planetary gear mechanism, a difference between a first rotational element that transmits the output of the first electric motor to the first clutch mechanism and a second rotational element that transmits the output of the first electric motor to the second clutch mechanism.

A drive device includes a first clutch mechanism that couples or decouples power transmission systems for front and rear wheels, a first electric motor disposed on a front or rear wheel side and coupled to the first clutch mechanism, a second electric motor disposed on the other of the front and rear wheel sides and coupled to the first clutch mechanism, a second clutch mechanism that couples or decouples the first electric motor and front drive shafts, a planetary gear mechanism that distributes output of the first electric motor to the first and second clutch mechanisms, and a third clutch mechanism that limits, in the planetary gear mechanism, a difference between a first rotational element that transmits the output of the first electric motor to the first clutch mechanism and a second rotational element that transmits the output of the first electric motor to the second clutch mechanism.

A drive module having a housing, an input pinion, a ring gear driven by the input pinion, a ring gear bearing supporting the ring gear for rotation relative to the housing, a pair of output shafts and a clutch that selectively transmits rotary power between the ring gear and the output shafts. The clutch includes a clutch input, which is rotatably coupled to the ring gear, a clutch pack separator that is rotatably coupled to the clutch input, a pair of clutch outputs, which are each coupled to a respective one of the output shafts, a pair of clutch packs, which transmit rotary power between the clutch input and a respective one of the clutch outputs, and a pair of apply pistons. The apply pistons are housed in the clutch pack separator.

A driving force distribution apparatus includes an orthogonal gear pair constituted by a pinion gear shaft and a ring gear member, a casing that houses the orthogonal gear pair, an intermediate rotational member coaxially rotatable relative to the ring gear member, a clutch member configured to couple the ring gear member and the intermediate rotational member to each other, and first and second driving force adjustment mechanisms configured to adjust a driving force to be transmitted from the intermediate rotational member to first and second output rotational members. The ring gear member has a ring gear portion and a tubular portion. At two positions between which the ring gear portion is interposed in an axial direction, the tubular portion) is rotatably supported by a pair of bearings.

A driving force distribution apparatus includes an orthogonal gear pair constituted by a pinion gear shaft and a ring gear member, a casing that houses the orthogonal gear pair, an intermediate rotational member coaxially rotatable relative to the ring gear member, a clutch member configured to couple the ring gear member and the intermediate rotational member to each other, and first and second driving force adjustment mechanisms configured to adjust a driving force to be transmitted from the intermediate rotational member to first and second output rotational members. The ring gear member has a ring gear portion and a tubular portion. At two positions between which the ring gear portion is interposed in an axial direction, the tubular portion) is rotatably supported by a pair of bearings.

A torque limiting clutch that includes an input member and at least two output members is provided. The input member is configured to receive torque. Each output member is in operational communication with the input member to transfer torque between the input member and each output member. Each output member is configured to slip the operational communication with the input member when a torque above a set torque limit is encountered. Further wherein the slip of the operational communication between the input member and one output member of the at least two output members is independent of the operational communication between the input member and any other output member of the at least two output members.