A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A transmission for an agricultural or heavy load vehicle is provided, and includes a central drive shaft, at least one planetary gearset comprising a planet carrier, at least one output drive element, and one brake device. The drive shaft is connected to the output drive element via the planetary gearset. The brake device is located between the planet carrier and the output drive element in the form of a ring gear, such that the output drive element can be coupled to the planet carrier via the brake device.

Disclosed are a common control apparatus for parking and a clutch, an operating method thereof, and a vehicle. The common control apparatus for parking and a clutch comprises a parking mechanism, a clutch mechanism, and a motor; the parking mechanism comprises a positioning plate, a rotating drum connected to the positioning plate, a cam groove formed on the rotating drum, an elastic positioner, and positioning grooves; the positioning plate rotates under the driving of the motor; the elastic positioner interacts with the positioning grooves; the rotating drum can rotate to positions corresponding to parking lock, parking disengagement, clutch engagement, and clutch disengagement; the clutch mechanism comprises a clutch shifting fork assembly and a shifting fork driving cam; the cam groove comprises a straight groove and an engagement rotation groove; and when the shifting fork driving cam is located in the engagement rotation groove, the engagement rotation groove is engaged with the shifting fork driving cam to drive the clutch shifting fork assembly to move axially. The present invention simultaneously controls the disengagement and engagement of the parking mechanism and the clutch by means of one motor, and the apparatus has the advantages of simple structure, easy manufacturing, low cost, and high efficiency.

A diff-lock operation shaft 50 is supported by a case 11 in such a manner as to be rotatable around an axis P1 of the diff-lock operation shaft 50 and operates a diff-lock section 48 to a lock position A2 by being rotated, and a first coil spring 51 is wound around the outer surface of the diff-lock operation shaft 50 concentrically with the diff-lock operation shaft 50, and is linked at one end portion 51b to the diff-lock operation shaft 50 and at another end portion 51a to linking members 55 and 56. The first coil spring 51 is twisted around the axis P1 via the linking members 55 and 56 by the manual operation tool 58 being operated, and the diff-lock operation shaft 50 is rotated via the first coil spring 51.

A transmission assembly includes a common ring gear assembly, a first sun gear, a first planet carrier, a second sun gear and a second planet carrier. A set of planet gears of each one of the first and second planet carriers meshing with the common ring gear assembly. The set of planet gears of the first planet carrier meshing with the first sun gear and the set of planet gears of the second planet carrier meshing with the second sun gear. The transmission assembly further includes a transmission housing.

The second sun gear is adapted to be connected to a transmission input shaft;

the common ring gear assembly is adapted to be connected to a transmission output shaft, and

the second planet carrier and the first sun gear are operatively connected to each other.

A diff-lock operation shaft 50 is supported by a case 11 in such a manner as to be rotatable around an axis P1 of the diff-lock operation shaft 50 and operates a diff-lock section 48 to a lock position A2 by being rotated, and a first coil spring 51 is wound around the outer surface of the diff-lock operation shaft 50 concentrically with the diff-lock operation shaft 50, and is linked at one end portion 51b to the diff-lock operation shaft 50 and at another end portion 51a to linking members 55 and 56. The first coil spring 51 is twisted around the axis P1 via the linking members 55 and 56 by the manual operation tool 58 being operated, and the diff-lock operation shaft 50 is rotated via the first coil spring 51.

A work vehicle includes a main body frame and left and right axle drive devices that drive left and right rear wheels. The axle drive devices include left and right electric motors that are housed and fixed in a motor housing that is fixed to the main body frame and left and right gear mechanisms that are housed in gear housings that are fixed to left and right ends of the motor housing and are connected to the respective electric motors to transmit power. A motor shaft of each of the electric motors rotates the corresponding wheel via the corresponding axle-integrated rotating member including the axle. The motor shaft is also arranged to overlap, along the axial direction, with an inner portion of a circumscribing circle of a maximum outer diameter portion of the corresponding axle-integrated rotating member.

An axle drive for a vehicle comprising at least one drivable vehicle axle oriented transversely to a longitudinal direction of the vehicle comprises: a drive shaft that extends in parallel with the longitudinal direction and that is configured to receive drive power from an electric motor at an input section and to output said drive power at an output section; a driven shaft that extends in parallel with the drive shaft and that is configured to receive drive power from the output section of the drive shaft at an input section and to output said drive power to the vehicle axle via a bevel gear arranged at a first end of the driven shaft; and a brake, in particular a parking brake, having a brake disk that is arranged at a second end of the driven shaft and that is arranged between the input section of the drive shaft and the input section of the driven shaft with respect to the longitudinal direction.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A transmission unit for a motor vehicle transmission includes a drive gear (6) which is arranged rotatably on an intermediate shaft (5) and which can be fixed to the intermediate shaft (5) for the transmission of drive power via clutch means. On one side flank (9) of the drive gear, a first gear portion (10) is provided which can be connected to a corresponding shaft-side second gear portion (11) via an internally toothed sliding sleeve (12). On the opposite side flank (13) of the drive gear, a parking lock gear portion (14) is provided for engaging a pawl (15) to block the transmission unit when the vehicle is at a standstill.