A first clutch, a first planetary gear mechanism, a second planetary gear mechanism, a third planetary gear mechanism, a fourth planetary gear mechanism, and a third clutch are arranged along an input shaft in that order from a driving source. The input shaft includes first and second input shafts that are coaxially connected together through a first spline engagement portion and capable of being separated from each other in an axial direction. The first spline engagement portion is disposed between the first clutch and a first element of the third planetary gear mechanism on the input shaft. The first clutch is connected to the first input shaft. The first element of the third planetary gear mechanism and the third clutch are connected to the second input shaft. The first element of the third planetary gear mechanism is removably connected to the second input shaft through a second spline engagement portion.

A gearwheel arrangement for a transmission is disclosed. The gearwheel arrangement includes a first gearwheel and a second gearwheel coaxially arranged and selectively rotationally connectable to one another, a first pair of cylindrical roller bearings configured to support radial load, the first pair of cylindrical roller bearings being arranged to support the first gearwheel in a radial direction, a second pair of cylindrical roller bearings configured to support radial load, the second pair of cylindrical roller bearings being arranged to support the second gearwheel in the radial direction, and a common rolling element bearing configured to support axial load, the common rolling element bearing being arranged to support both of the first and second gearwheels in an axial direction.

An arrangement includes a drive-side transmission with an output shaft of the transmission, which extends along an axis. A work machine with a drive shaft is connected in a rotationally fixed manner to the output shaft. To improve stability and to save space, the transmission on the work machine, by the connection between the output shaft and the drive shaft and a torque arm, is supported to the extent of at least 90% of the forces arising during operation. The connection of the output shaft and the drive shaft is configured to be flexurally stiff to support transverse forces. The axial end of the drive shaft is embodied as a hollow shaft. The axial end of the output shaft has a stub which is disposed at least partially in the hollow shaft of the drive shaft.

A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

A power transmission structure of a vehicle, which is provided with a first rotor, a second rotor, and a metallic cylinder. In this power transmission structure, the reduction shaft and the second rotor shaft receive reaction force from the cylindrical metallic member in radially opposite directions. The cylindrical metallic member is deformable elastically in a radial direction and press-fitted in a part where the reduction shaft and the second rotor shaft of a second electric motor overlap each other in the radial direction adjacent to a spline fitting part of the reduction shaft and the second rotor shaft. Therefore, misalignment between the axis of the reduction shaft and the axis of the second rotor shaft is restrained, and generation of tooth hitting sound is thus restrained. Since the cylindrical metallic member has high rigidity and is restrained from being deformed in a rotation direction, responsiveness of torque transmission is improved.

A transmission includes a main shaft having two or more main shaft clutches that couple gears to at least one countershaft, and an automated manual transmission coupled to the main shaft via the at least one countershaft. The automated manual transmission includes a front input shaft coupled directly to a main clutch and having a first clutch coupleable to the at least one countershaft, and a rear input shaft coupled to the front input shaft and having a second clutch coupleable to the at least one countershaft. The automated manual transmission is operable to selectively engage the first clutch and the second clutch.

An axial end of an output shaft facing toward an input shaft has a first hole that is concentric with the output shaft and that axially extends to a predetermined depth. An axial end of the input shaft facing toward the output shaft has a second hole that is concentric with the input shaft and that axially extends to a predetermined depth. A connection pin is inserted in the first hole and the second hole to connect the first hole and the second hole. When the output shaft and the input shaft axially approach each other, the connection pin interposed between the output shaft and the input shaft allows the output shaft and the input shaft to avoid coming into contact with each other.

A gear wheel assembly, in particular a final stage gear wheel assembly for a transmission system for a dual drive vehicle drive train includes first and second gear wheel arranged coaxially with respect to a first axis. The first gear wheel is adjacent to the second gear wheel and is coupled to the second gear wheel through an intermediate bearing that allows for relative rotation of the first gear wheel with respect to the second gear wheel around the first axis. The intermediate bearing arrangement comprises a first intermediate bearing. The first gear wheel is radially supported through the first intermediate bearing by the second gear wheel and the second gear wheel is radially supported through the first intermediate bearing by the first gear wheel.

A driving motor system and a driving system of an electric mobility are provided. The driving motor system may comprise: an inverter configured to receive DC power and convert the DC power into AC power; a motor configured to provide driving force; and a reducer configured to increase the driving force provided by the motor and transmit the driving force to a wheel of the electric mobility, wherein the motor and the reducer are installed inside a motor housing.

An arrangement, including a gearbox, a generator, an intermediate shaft configured as a hollow shaft which is mounted at least partially in a housing of the gearbox, wherein a rotor of the generator is non-rotatably connected to the intermediate shaft and is supported by the intermediate shaft, and an intermediate piece arranged at least partially in the intermediate shaft. An output shaft of the gearbox is non-rotatably and detachably connected to the intermediate piece. The intermediate piece is non-rotatably and detachably connected to the intermediate shaft.