CH700104A1 - Infinitely variable driving and Anfahrgetriebe. - Google Patents

Abstract

A variable starting and driving gear for a motor vehicle driven by a motor (M) as a primary power source comprising at least the following components: a split-torque shaft (6), a variator shaft (8), a planetary gear (10), two meshing third and fourth gears (12, 13), which in their interaction constitute at least a first step transmission, a drive control (9), at least two clutches (4, 14), an output shaft (51), a continuously variable transmission, characterized in that this transmission further comprising means for allowing the motor vehicle driven by it to move forwards and backwards at full output torque and to steplessly cover the entire driving and power range of this motor vehicle.

Description

       

  The present invention relates to a continuously variable drive with integrated starting converter, in particular for motor vehicles with an internal combustion engine as a primary power source, an electric motor and an electric battery according to the preamble of claim 1.
Such drives are several known, such as US 2006/0247 086 A1 (D1), which also represents the closest prior art.
In general, such a drive from an internal combustion engine, a continuously variable mechanical transmission (variator, continuously variable transmission CVT) or

   an electric converter with two electric machines, a planetary gear for branching and merging of power currents, at least one electric machine, such as generator, starter, electric motor, hereafter generally called E-machine, a battery, at least one stage transmission and one or more clutches.

  

In the drive according to D1 takes an electric motor alone the start or as support, as long as a deep engine torque is present and / or until the minimum variator ratio can be engaged as a first gear. The started engine can deliver power via a generator and / or it is connected by means of clutches with the variator input shaft and with the planetary gear electric drive. At the same time, the electric motor changes from the single drive or from the support of the engine in the mode support the variator in parallel mode, the so-called enhancement to reduce variator performance. The required electrical power comes either from the battery or from the generator on the engine, which degrades the efficiency of the overall transmission compared to the purely mechanical translation.

   The electric or electrically assisted starting allows a higher torque than just the converted engine torque, which can reach the variator when starting in the shortest underdrive position alone. Despite high torque requirements, the engine usually does not yet develop its maximum torque during start-up and therefore still has to be electrically supported. In the starting range, therefore, an additional torque is added to the starting torque of the combination motor / mechanical variator of the combination battery E machine. The torque of the engine is increased by the underdrive operation of a common variator about the value of the engine torque times the variator reduction factor (here about 1: 2.5).

   It turns out clearly that the variator with its two effective radii can in principle only vary speeds, which follow the torques and not vice versa. This means that the variator can convert from any input speed a given minimum speed, but not from each input torque a given maximum torque.

  

The use of this transmission with very powerful engines and in very fast vehicles, such as sports cars, trucks, and heavy machinery is severely limited or not possible because an underdrive range of common variators of about 2.5, the is roughly the root of 6, 4, not enough to accelerate such vehicles from standstill to maximum speed at full power. The overdrive range of the variator can not be used with the maximum engine speed, because the high speeds of the traction means of the variator occurring here lead to the so-called polygon effect. As a polygon effect unauthorized vibrations in the traction means (link chain, thrust belt) are called at high traction speeds.

  

Common variators are limited in their conversion power and do not allow use with higher engine power. Solutions with an upstream hydraulic converter for starting have not proven particularly because of the higher fuel consumption by the necessary high starting speeds in the engine.

  

The final drive determined by the speed reduction in the axle differential directly the size of the starting torque and thus at the same time the size of the shortest and the longest translation, the underdrive and the overdrive. The length of the overdrive also determines to what extent the engine speed can be lowered and fuel saved. The reduction gear in Dl is relatively large or the overdrive relatively short. This means that it is not possible to drive very often in the lowest power range / engine speed range in order to significantly save fuel.

  

When purely electric driving the variator chain turns empty and reduces the efficiency. Although measures are taken (so-called CVT enhancement), the variator size with a common size of the conversion range of about 1: 6.4 and the required dimensions of the electric machines determine the maximum power, the conversion range, the size and the weight limiting.
The increase in performance in the commercial vehicle / sports car sector with a simultaneous increase in the conversion range is not achieved with the present concept.

  

The variator enhancement has a limited effect and reduces the effective radius of the traction device and thus the volume of the variator too little.
Another problem is that this transmission with the mechanical variator achieves the worst efficiency in its main application area, with the part-load operation in the longest variator overdrive. The drive pulleys are always loaded equally, which can lead to groove formation and unilateral wear in the variator.
The relatively strong weighting of the electric range leads to an additional weight and additional costs due to the relatively large electric machines and the required battery capacity. The absence of a wider, battery-independent, mechanical performance or

   Torque conversion of the engine, from start to very long overdrive, makes intensive use of electric machines essential, further reducing overall efficiency.

  

A second obvious prior art is the Two-Mode Hybrid of the GM DaimlerChrysler BMW Consortium Global Hybrid Cooperation (27th International Vienna Motor Symposium, 2006, advertising brochure (D2)). With the combination of a conventional automatic transmission, consisting of three planetary gearboxes, four clutches or brakes, a hydraulic converter and two E-machines with a traction battery, the electric power range is to be reduced. Although the problem of losses with the high electrical power flows and the high additional mass and costs with the two electric machines is addressed, but not satisfactorily resolved. For dynamic starting, relatively large electrical machines and a relatively large electric accumulator are also used here, although this reduces the overall efficiency.

   In addition, in practice, four fixed mechanical gears are often not sufficient for effective engine speed reduction and keep a drive, which is particularly intended for heavy or heavy vehicles, relatively inflexible. Although the integrated hydraulic converter is suitable for increasing the torque, it is less space-saving and energy-efficient.

  

The object of the present invention is
to overcome the mentioned disadvantages,
in particular to free the transmission power from the limiting dimensions of the variator and the electric machines,
in internal combustion engines, the power to convert from standstill forward and backward even at low speeds and torques to high drive torques,
to achieve very long translations with infinitely variable ranges of over R-square (with R = ratio range of the variator),
to build a total gearbox with stepless conversion even for very high speeds and very high drive powers in the range of a multiple of the common variator outputs in a relatively small space,
additionally with graded gears without variator power,
as so-called

   Hybrid drive with the power of a battery and the electric drive individually independently and also in synergy with the internal combustion engine to start, drive and recuperate when braking,
with an automatic start stop feature with an accelerator pedal pressure to set the vehicle and the engine in motion and start with engine power.

  

The solution of the problem is reflected in the characterizing part of claim 1 in terms of their essential features in the following claims with respect to further advantageous embodiments.

  

With a suitable distribution of the drive power to fixed mechanical, variable mechanical and / or electrical power strands all driving situations for a vehicle between standstill, engine idle, starting, driving with very long translations and reversing can be covered continuously. Thanks to selective networking of the split drivetrains with the two controllable variator outputs and with three-component planetary gearboxes, it is possible to start up mechanically with an increased torque without special engagement and to accelerate continuously over the entire conversion range of the transmission. Despite the integrated start-stop system with the engine switched off, the electric power and the dimensioning of two electric start-up machines can be kept small, because the started engine can also drive steplessly immediately.

  

Because the proportion of the variator power is withdrawn in favor of the direct mechanical gear train, the overall gear except for starting and accelerating can also work efficiently in addition to the long translations with partial load. The transmission according to the invention benefits from the fact that the maximum variator power can be increased with a specifically reduced variator conversion range.
The overall change range of the transmission is extended by a multiple use of a common mechanical variator also with a reduced Variator conversion range.

  

Thanks to the power sharing with a mechanically-fixed power train and a multi-used mechanical variator strand, the transmittable engine power can be greatly increased compared to the pure variator performance. If required, the variator power is supported by two electric machines. The end points of the individual variator ranges can in principle be used as mechanical gears, because there overlap two areas with activated clutches of each coming together stepless variator areas. In addition, freely dimensioned direct gears, lying between the fixed gears, can be switched on. These multiple-speed direct gears are each used with a freely dimensionable, shiftable gearbox as variator bridging.

   As a result, the converter efficiency can optionally be optimized with a corresponding motor management. The higher losses due to the variator or due to the electrical-mechanical conversion with the two electric motors can be avoided and bridged with these purely mechanical gear stages which are permanently installed in the overall conversion range.

  

With the existing electric machines can be driven purely electrically with a corresponding on-board power / drive battery. Engine performance and battery performance can be freely combined in hybrid operation.
In the hybrid version, all areas with electric drive are analogously possible during braking also with electrical recuperation.
In the inventive transmission, the starter or

   Starter for a start-stop operation and the generator for generating the on-board power integrated.
The power of the overall transmission is largely independent of the choice of electrical component and is not significantly affected by the size of an electrical storage.
Although an internal combustion engine is certainly the most common primary drive source, especially in motor vehicles, the use of the transmission according to the invention is by no means limited to such a primary drive source. Especially with stationary systems, other sources of power are certainly given. It may therefore be, for example, gas turbines, steam turbines, hydraulic turbines or other line sources. All of these sources of power should be understood by the term engine.

  

Reference to the accompanying drawings, the invention is explained in detail.

  

[0016] FIG.
 <Tb> FIG. 1 <sep> a first embodiment of a transmission according to the invention-1,


   <Tb> FIG. 2 <sep> is a first wave diagram corresponding to gear-1 of FIG. 1,


   <Tb> FIG. 3 <sep> a second embodiment of a transmission according to the invention-2,


   <Tb> FIG. 4 <sep> is a second wave diagram corresponding to gear-2 of FIG. 3,


   <Tb> FIG. 5 <sep> a third embodiment of a transmission according to the invention-3,


   <Tb> FIG. 6 <sep> a third wave diagram corresponding to the transmission-3 of Fig. 5,


   <Tb> FIG. 7 <sep> is a circuit diagram of gearbox 3,


   <Tb> FIG. 8th <sep> a second gear-2 in coaxial design,


   <Tb> FIG. 9 <sep> a third gear-3 in coaxial design,


   <Tb> FIG. 10 <sep> a fourth embodiment of a novel transmission-10 in parallel design,


   <Tb> FIG. 11 <sep> is a wave diagram for Fig. 10,


   <Tb> FIG. 12 <sep> a fourth gear-10 in coaxial design,


   <Tb> FIG. 13 <sep> einschaltdiagramm of gear-2 in coaxial design,


   <Tb> FIG. 14 <sep> a fifth embodiment of an inventive transmission-10. 0 in coaxial design. 

  

In the first embodiment according to FIG.  1with a first transmission configuration the following components are linked:
A motor M drives a split-torque shaft 6.  Alternatively, the motor M drives an intermediate shaft 5, for example with a faster drive. 
A first gear 3, which is fixedly mounted on the split-torque shaft 6, meshes with a second gear 2, which is fixedly mounted on intermediate shaft 5.  Connected to the intermediate shaft 5 is a variator 7 with traction means or an otherwise suitable CVT (mechanical continuously variable transmission, possibly a hydraulic gear or a toroidal variator), which has a second shaft running in the same direction and functioning as a variator shaft 8. 

   On the split-torque shaft 6 further sits a first electric motor 15, which can be mounted in the primary drive train and on the intermediate shaft 5.  On a driven shaft 51, in the secondary drive train, a second electric machine 16 sits.  The output shaft 51 is connected to a member of a split-torque planetary gear 10 and opens behind the electric motor 16 in an axle differential (not shown).  Next sits on the split-torque shaft 6, a third gear 12, which meshes with a fourth gear 13, which is connected to the summing member of the split-torque transmission 10.  This gear 12 can be operatively connected to a first clutch 4, optionally a toothed clutch, synchronous and load-free with the split-torque shaft 6 or a friction clutch.  Alternatively, a gear transmission 12/13 and a first clutch 4 may also be designed as a manual transmission. 

   The transmission 10 with three members whose summation member is connected to the fourth gear 13 and  with a sixth gear 27, which meshes with a fifth gear 26 on the split-torque shaft 6, whose first summand member is connected to the variator 8, the difference or  second summand member is connected to the output shaft 51, via the action of a third split-torque clutch 14, the z. B.  is mounted between the two addend members, partially activated, d. H.  frictionally controlled, and also completely blocked.  This third clutch 14 is henceforth called controlled clutch 14.  On the split-torque shaft 6 also sits a second clutch 25th  This clutch 25 may optionally be a toothed clutch, which is preferably connected at the same speed to the split-torque shaft 6 and the fifth gear 26 or a friction clutch. 

   Alternatively, the gear transmission 26/27 and the clutch 25 may also be designed as a manual transmission. 

  

The already in Fig.  1 integrated battery 50 can be amplified, beyond the use for on-board power and the start of the engine M addition, either for use with an automatic start-stop and / or for use in an electric driving in a hybrid version.  The battery 50 can then also be referred to as a traction battery, which can be designed as a supercapacitor, as an electrostatic accumulator or as a combination thereof and emits electrical power to the corresponding signals of the drive control 9 or  stores. 

  

Sensors are not listed in the figures to keep them readable.  Sensors are located everywhere where operating parameters in the drive control 9 are to be processed to switch gear ranges and to effect more favorable adjustments.  Such sensors are installed and measure, for example, the rotational speeds and torques of the motor M on the split-torque shaft 6, the converter on the variator shaft 8, the output proportional to the vehicle speed on the output shaft 51, the states and mode of action of the clutches and the vehicle brakes, the electrical power in the electric motors 15, 16, the charging and discharging, and the state of charge of the battery 50, the operating temperatures of the engine M, the transmission, the electric motors 15, 16 with regard to their targeted overload. 

  

The driver operates while driving an accelerator pedal, a service brake, usually a brake pedal, the direction, ie forward or reverse, a parking brake.  The vehicle may be further equipped with a selector switch which allows the type of operation to be selected; ie "normal" with mechanical operation without battery support and "H" if applicable with start-stop operation with the engine and battery support, as well as "EV" for purely electric driving without rotating engine M. 

  

The output signals of all these controls are transmitted to the drive controller 9 and the corresponding software with the inclusion of specific parameters such as efficiency maps of the drive source motor M, the electric motors 15,16, and the strategy for battery charging or  -Discharge processed.  Another level of control includes strategies and algorithms to optimize the overall efficiency in the transmission, optionally taking into account additional sensor values from ESP stability programs, ABS braking aids, cruise control, possibly satellite-based fuel economy optimization at, for example, B.  Commuter travel with the help of GPS / navigation system, which are integrated by the drive control 9 in compliance with the specified transmission work areas. 

  

With a suitable control in the drive control 9 braking operations can be performed primarily with the electric motors 15, 16 for recuperation of the kinetic energy of the vehicle and the vehicle brakes are used only at increased demand. 

  

In the following operating methods are explained by way of example, which in the embodiments of FIG.  1, Fig.  3, Fig.  5, Fig.  10, FIG.  14 described gear family act the same and are therefore named the same.  The names of these operating procedures, if already known, are taken from the literature.  New methods are also given new names here, which maintain the same meaning throughout.  The ending numbers in the designations agree with the cardinal number of the described transmission variant. 

  

The described transmission-1 according to FIG.  1 based on the well-known Split-Torque Geared-Neutral (STGN) method.  Here, this method is explained with the inventive integration of two electric machines and a battery, as shown in FIG.  1 shown. 

Start Split 1

  

Description of the inventive improvements in the transmission-1 of FIG.  1 according to FIG.  2:
In the Start-Split-1 area, the motor M rotates and supplies its power to the split-torque shaft 6.  The clutch 4 is closed and thus connects the split-torque shaft 6 with the summing member of the split-torque planetary gear 10th  At the same time, the split-torque shaft 6 is connected via the gear transmission 3/2, the intermediate shaft 5, the variator 7, via the variator shaft 8 with a second input, the first summand member of the split-torque transmission 10.  According to the dimensions of the variator 7, with the variator-R range, the design of the split-torque planetary gear 10 with its differential factor K and the translation of the two gear transmissions 2/3, 12/13, and the position or 

   Conversion of the variator 7, the output shaft 51 performs a resulting, continuous rotation of forward - about the standstill - to the rear with a corresponding torque.  The included Active Standstill (Geared-Neutral) fulfills the quasi-keeping of a vehicle on an inclined plane with engaged, rotating engine. 
Parallel to the torque conversion with the variator 7 can be according to the invention between the first electric motor 15 on the split-torque shaft 6 and second electric motor 16 to the output shaft 51 additional motor power transmitted via an electrical conversion.  This is referred to below as e-conversion. 

Improvements when starting (overcoming the so-called.  Starting weakness)

  

In the literature is in connection with the split-torque-geared-neutral method (STGN) always read from a "torque weakness at startup".  This statement overlooks the fact that in the prior art alone the use of the mechanical components is responsible for the weak starting and not the principal method in the STGN transmission.  The STGN process with its large torque multiplication, which can massively increase engine torque, has been experimentally verified decades ago (GM study and US Pat. No. 4,644,820), but so far the kinematics of variator transmission have remained close to Geared-neutral point described inaccurately. 
Nevertheless, the idea of weakness in academic circles continues to circulate, hindering possible developments. 

  

For the understanding of the present inventive performance understanding of the operation of a traction means variator with variable radii of action in the pulley sets is a mandatory requirement. 
In the underdrive of a mechanical traction mechanism variator, the effective radius of the driving disks is small.  The traction means rotates due to the greater distance between the Anpressscheiben closer to the disc axis, which is why the contact pressure on the discs to compensate for the smaller radius and the greater tensile force must be greater.  In torque law, this corresponds to the constant torque as the product of disk effective radius x tensile force. 
In the variator overdrive, the opposite is true: If the effective radius in the driving disk pair is large, the corresponding pressure can be reduced. 

   The traction means, ie link chain or push belt, runs here at the same engine speed at a higher speed and therefore with a smaller tractive force than in the variator underdrive area, where the traction means runs slower, but with higher traction. 
Technically, and crucial to the further understanding of the invention, the variator overdrive mechanical variator system can transmit greater power than the transducer power needed to transmit the maximum engine power. 

   Speed and effective radius in the drive pulleys are both large in the overdrive at the maximum engine power, the disc pressure is far from the maximum because of the lower chain tension in the variator overdrive: contact pressure and variator performance can thus be increased. 
This is not relevant to a conventional drive when a variator is simply connected between a motor drive and an axle output. 
In the areas with split-torque torque distribution, ie the reverse 1 / start split 1 and the overdrive split 1, the variator effect or  the transmission power is mirrored by a combination of the variator and a split-torque gearbox.  This means that the overdrive area of the variator comes here, ie when moving forward from standstill, in front of the underdrive area of the variator. 

   In practice, this means that just when starting, when the transferred variator power is very large with the high Zugmittelgeschwindigkeit, the torque only minimal or  is just as big as the product of variator-minimum moment times the split torque-gearbox differential factor K-1.  A large part of the variator power is only recirculated, so it runs in a circle with little external effect.  This Variatorleistung is subject to all friction factors and other resistances.  The relative power loss (= power loss / output power) is at the geared neutral point, the active standstill, the highest, because no power goes to the output, because the speed of the output shaft 51 is equal to zero. 

  

In the split-torque-geared-neutral method (STGN), only the variator 7 can convert the engine input power to the product torque times speed at the output shaft, called torque multiplication.  Only the variator 7 can specify the basically necessary control performance as a product of control speed times control torque, which is combined in the split-torque transmission 10 with the power from the direct drive of the split-torque shaft 6.  Any excess engine power not converted by the variator 7 therefore remains unused in principle.  This means that the drive motor its full power, z. B.  when starting, can not bring or  must bring if the variator can not handle it. 

   It follows that the maximum starting torque converted by the variator 7 at the geared neutral point is quite independent of the engine power and depends primarily on the variator power. 
With the increasing STGN transmission ratio or  with the increasing vehicle speed and the torque capacity increases in the variator 7, z. B.  starting in the variator overdrive, and reaches its maximum at sync point B, d.  H.  in the shortest variator underdrive. 

   This variator torque maximum in the Start-Split-1 range is often above the engine power and then remains unused. 
When starting in the STGN range, the engine speed is too high to compensate for the smaller engine torque or  of too low output torque ultimately counterproductive, as this requires a shorter total translation; However, this shorter overall ratio prevents a more dynamic acceleration with the higher torque capacity in the variator and leads to so-called start-up weakness. 
A consequence of this described here, not so obvious relationship is thus according to the invention in the targeted dosed revving the engine so that exactly the required power is generated. 

   This precise operation of the engine, in turn, brings the highest efficiency to the start and reduces fuel consumption and immissions to a minimum. 

  

The following explanations describe how, in the area of starting, the power applied by the motor M can be used in addition to variator conversion.  Analogously, the various options z. B.  used in the order of their efficiency. 

1.  Electro-enhancement with e-conversion

  

By a power-split operation in STGN startup, with a breakdown of the applied engine power, additional, ie excess, engine power that can not cope with the variator, parallel to the variator conversion z. B.  be electrically, hydraulically or mechanically converted.  The two electric motors 15, 16 can convert a part of the engine drive power as a bypass, bypassing the Variatorwandlung and regardless of the battery and thus give an additional torque z. B.  directly to the output shaft 51 from.  This process is referred to herein as e-conversion. 

   The two electric motors 15, 16 have their highest torque just when starting at low engine speed and can therefore be in the range start-split-1 in FIG.  2ideal compensate for the described inverse torque characteristic of the variator 7: The greatest e-machine torque is present at start-up and then decreases.  The summed output torque of the variator 7 and second electric machine 16 can thereby follow the traction power hyperbola, the speed vs.  Torque diagram of a given engine power.  Thanks to the easier controllability of the electric motors 15, 16 can also be achieved with the help of the drive control 9, a starting characteristic that exceeds even the high standard of hydraulic hoppers, since this transmission-1, in contrast to the usual hydraulic hoppers requires no minimum speed. 

Second  Start Enhancement with Controlled Clutch

  

During the first time when starting can be controlled by the drive control 9 regulated activating or  Engage the controlled clutch 14 in the split-torque planetary gear 10 another part of the engine power can be used for the drive.  With the clutch 14, for example, the first summand member of the split-torque planetary gear 10 with the second summand member rubbing or  only partially connected, analogous to a slipping, partial Einkuppelvorgang in a multi-step transmission.  Thus, the split-torque transmission 10 is partially blocked and thus initiates an additional part of the engine power directly from the split-torque shaft 6 in the output shaft 51 a.  This process is referred to here as Controlled Coupling. 

  

When starting the engine power or  -speed are kept small, because the power requirement is small, according to the power as a product of starting speed on the wheel x maximum torque of Variatorwandlung and Elektandandlung.  The controlled coupling with the controlled clutch 14 on the one hand when starting the smallest efficiency, but on the other hand helps the overall transmission by blocking the split-torque planetary gear 10 to a fixed mechanical stage with the highest efficiency.  In this case, the motor M is connected via the split-torque shaft 6 and the gear transmission 12/13 directly to the output shaft 51, which is referred to here as a fixed gear 1. 

  

The so-called.  Torque multiplication and the variator's reverse conversion range are directly related to the combination of the varia- tor conversion range R and the differential factor K of the split-torque planetary gear 10: K = n1 / n3, at n2 = 0; n1, n2, n3 are the rotational speeds of the individual members of the split-torque planetary gear 10. 
With R> K, the split torque change range is extended from the geared neutral point (active standstill) by one reverse range, while the torque multiplication is removed from the maximum. 

   With R = K results in the highest possible torque multiplication, but only a split torque range with approaching forward from a standstill, the geared-neutral allowed. 
The e-machines 15, 16 can always be operated with additional power from the battery 50 and so support the drive of the motor M, except 'during a maximum power conversion in the start-split-1, where an additional power requirement is hardly given.  Conversely, electrical power can always be diverted from the transmission or  be recuperated and stored. 

  

The second electric motor 16 may, as a variant, not shown, in the transmission-1 optionally also on a non-driven axle or  act on non-mechanically driven wheels, optionally with wheel hub motors, and thus enables a mechanical-electric four-wheel drive.  With a larger electric storage 50, a purely electric driving operation and a brake recuperation operation is possible.  In this case, there is a free choice of the electric component: Micro, mild, full hybrid versions are possible according to the dimension of the battery 50, the electric motors 15, 16 and the variator 7. 

   For the generation of the on-board current or  to start the engine, no further electric machines are required in addition to the two electric motors 15, 16. 
With a hybrid version d. H.  with a larger drive battery 50 can be approached in addition to the motor starting, also purely electrically with the second electric motor 16. 
In a stationary vehicle, the motor M preferably also stands still.  When pressure is applied to the control element corresponding to the accelerator pedal, the vehicle immediately starts to move electrically in accordance with the invention.  When exclusively electric starting, z. B.  after the preselection of an "EV" switch for purely electric driving, the clutches 4, 14, 25 are open and allow the gear transmissions 12/13 and 26/27 unhindered turning on the summing member of the split-torque planetary gear 10th 

   When the motor M is not rotating, the shafts 5, 6, 8 and the variator 7 stand still.  For additional power requirements, eg. B.  beyond the battery power, the first electric machine 15 acts via the split-torque shaft 6 as a starter on the motor M.  The motor is started parallel to the electric drive, turns up and acts immediately self-propelled.  The first electric machine 15 optionally switches from the electric motor mode to the electric generator mode and then immediately converts the resulting power from the internal combustion engine M. 

  

The speed of the motor M is in this constellation only smaller than the rotational speed of the output shaft 51st  The merger with the transmission is therefore in a medium translation, z. B.  in the area Full-Drive-1 instead.  The drive control 9 continuously regulates the gear ratio of the variator 7 in favor of a mechanical connection between the split-torque shaft 6 and output shaft 51 and finally blocks z. B.  the split-torque planetary gear 10 with the clutch 14 smoothly and without dome losses.  Immediately the full engine power flows mechanically through the variator 7.  The gear ratio can then be further changed.  The electric machines 15, 16 can now run empty or  be operated with power from the battery 50. 

  

Another way to start consists of a start with two electric motors 15, 16: The second electric machine 16 drives the output shaft 51, while at the same time the first electric motor 15 with closed clutches 4, 14 d. h with blocked split-torque transmission 10, the engine M starts.  The variator 7 rotates with ease, d. H.  without drive or  Control performance.  After a short time, the engine itself gives off power and supports even at very low speeds the drive train, consisting of the firmly connected shafts 6, 51, the so-called.  Fix gear 1 start.  If the two shafts 6, 51 are mechanically coupled, this is referred to here as a fixed gear 1.  This fixed gear 1 can be in a conventional step transmission about a 2.  Gear correspond. 

   As soon as the engine M runs around and z. B.  the oil pressure for the Scheibenanpressung is constructed in the variator 7, leave the fixed gear 1, changed in the area Start-Split-1 and z. B.  be driven with selectable increasing engine power.  Starting directly from the fixed gear 1, the synchronizing point B, a reduced pulley pressure level of, for example, 50% is sufficient, since only a reduced variator torque is achieved with maximum performance and thanks to the torque multiplication of the variator 7 with the split-torque transmission 10. Input torque must be converted. 
Or it can be changed into the area Full-Drive-1 and driven with a constant or sinking engine power. 

   Conversely, when braking the vehicle, for example, only the engine M with the help of the first electric motor 15 can be stopped completely, while the second electric machine 16 with open clutches 4, 14, 25, the vehicle slows, for example, slower. 
This variant allows, for. B.  at a minimum dimensioned electric range, dynamically start with a relatively small electric battery 50 and both electric machines at the same time without first keeping the engine M idling ready. 
Alternatively, it can be approached analogously with switched Fix gear 2. 

Full-Drive 1

  

At the synchronization point B, at the upper end of the range Start-Split-1, the split-torque planetary gear 10 with the clutch 14 z. B.  blocked dynamically, that is, the effect of the clutch 14 may begin even before reaching the synchronous speed of the shafts 8 and 51.  When blocking the variator 7 is effectively overhauled and thus running without load.  The drive control 9 can adjust the engine speed to optimize the power transmission in the transmission and so z. B.  optionally extended with the fixed gear 1 drive. 
In the synchronization point B, resp.  after driving with the fixed gear 1, the direction of power flow in the variator 7 changes. 

Third  Electro-enhancement in the area of Full-Drive-1:

  

In the area Full-Drive-1, the variator 7 basically makes the whole transmission of engine power.  The higher variator load without the split-torque mode preferably occurs in smaller time shares.  Alternatively, the extreme load in the variator underdrive can be alleviated by the electro-enhancement described below. 
In the shortest underdrive range of the Full-Drive-1, the variator requires the highest traction force of the traction device, which requires very high to maximum contact pressure in the variator discs.  This goes back quickly with the growing translation.  In the transmission, the two electric motors 15, 16 are present, which can easily reduce the maximum load occurring on the drive pulleys, by once again, after starting in the starting split-1, driving power in the bypass on the variator 7 over. 

   In contrast to the mechanically clearly limited maximum variator performance, the two electric machines 15, 16 can benefit from the possibility of a short-term overload.  Optionally, in comparison to the mechanical Variatorwandlung worse electrical efficiency can be compensated by electrical power from the battery. 
Driving in the variator underdrive range of the Full-Drive-1 range can be shortened by lowering the engine speed and at the same time shifting the transmission ratio more quickly towards overdrive.  This makes sense with regard to the shortest possible time with the electro-enhancement of the variator. 7 

Overdrive split 1

  

In the area of the Full Drive 1, the clutches 4, 25 are opened and the third clutch 14 is closed, so that the entire engine power flows through the variator 7, possibly without the power of an electric enhancer.  With a complete adjustment of the variator 7, the transmission passes through the full-drive-1 range and then reaches the second synchronous point Cl.  Once the split-torque shaft 6 is synchronized with the gear 26, which meshes with the gear 27, which in turn is driven by the split-torque transmission 10, the second clutch 25, optionally rubbing or load-free, be closed.  Thus, the second fixed gear stage, here called Fix gear 2, reached. 

   Now the split-torque clutch 14 can be opened again and the second split-torque range, the overdrive split-1, used for the further transmission ratio. 
With the decreasing power recirculated here in the variator, the mechanical efficiency increases to the maximum in all three stepless ratio ranges Reverse-Split-l / Start-Split-1, Full-Drive-1, Overdrive-Split-1. 
The smaller the factor K in the split-torque transmission 9, the larger the overdrive-split-1 range becomes, analogous to the formation of a region Reverse-Split-1 as a backward extension of the range Start-Split-1. 

4th  High-speed enhancement to increase the maximum variator performance when transitioning from Full-Drive-1 to Overdrive-Split-1. 

  

If a variator with the highest technically feasible performance drives through the entire full-drive range, in its overdrive part at the upper end of the Full-Drive-1 and at the beginning of the Overdrive-Split-1 unacceptable vibrations in the traction device occur , the so-called  Polygon effect.  Since these vibrations depend directly on the Zugmittelgeschwindigkeit, both engine speed and the transmission ratio or  the effective radius of the drive pulley are reduced to the intermediate shaft 5 in order to remain within the allowable range with the Zugmittelgeschwindigkeit. 
To achieve an increasing speed, either the engine speed or the variator ratio can be increased or both together.  However, to stay within the polygon effect limits, the engine speed can be lowered while increasing the gear ratio. 

   The lowering of the engine speed is more effective compared to the opposite increase in the variator ratio squared, so that the Zugmittelgeschwindigkeit, which is subject to the polygon effect, must not increase in their absolute value.  Changes in the highest engine speeds usually have only relatively small effects on the maximum engine power, so that the consequences of the speed reduction can be accepted. 

  

Also during a so-called.  High-speed enhancement, the increase in vehicle speed is regulated by the drive control 9.  The engine speed is lowered from the maximum speed with the maximum power and at the same time in opposite directions with increasing variator ratio changed over to the overdrive maximum so that barely any polygon effect with the maximum Zugmittelgeschwindigkeit occurs.  While the engine speed drops only slightly, z. B.  At 85% of the maximum speed, the transmission ratio is increased faster, until in the synchronization point Cl of the overdrive-split range of the transmission is reached. 

   Thereafter, at the same time for further speed increase in addition to increasing the transmission ratio ratio and the engine speed can be raised again, because with the conversion in the direction of the variator underdrive Wirkradiusradius in the variator drive pulleys decreases again.  The difference to the maximum power during the speed enhancement, the z. B.  is less than 10% of the motor power, can be compensated with power from the battery. 
With the changeover to the Overdrive-Split-1-range, the overall efficiency of the gearbox in continuously variable operation increases to its maximum. 
In Fix gear 2, there is a second maximum efficiency with fixed transmission ratio, thanks to another variator override. 

  

The high-speed enhancement can be used specifically to increase the maximum variator performance, because in a transmission-1 according to FIG.  1The translation maximum does not coincide with the variator change maximum, as in a simple variator application.  With the proper choice of variator range R, split torque transmission factor K, and electrical conversion between the first E machine 15 and the second E machine 16, a wider range of translations within the polygon effect limits can be chosen than with a simple variator transmission is possible. 
Analogously to the high-speed enhancement, the optimum reduction of the engine speed when starting in the Start-Split-1 to the just required minimum is called low-speed enhancement. 

  

The goal of a very long overdrive split-1 ratio may be the maximum reduction in engine speed.  The engine power can z. B.  be used directly from idle speed relatively efficient for the vehicle drive.  Such a speed reduction succeeds with gear total change ranges, which are greater than z. B.  10th  As a consequence, base loads such as the driving resistances at urban speeds, the electric on-board consumption etc.  even with a small engine power, d. H.  be covered with minimum engine speed and without load point increase.  The load point increase, ie the artificial overloading of the engine, is usually achieved with a production of electricity, which is cached in a battery. 

   Only with this intermediate storage does the electrical efficiency decrease even further and thus brings little improvement. 
Minimal power can be provided with common types of transmission only by a full e-conversion or the electric drive in a hybrid vehicle with extensive batteries. 

  

In the transmission-1 according to FIG.  In a hybrid design, ie with an amplified battery 50, the motor M can drive mechanically efficiently even at low speeds.  Only short-term changes in the driving resistance, z. B.  due to changes in the topography or small accelerations are caused by the additional power z. B.  covered with the second electric machine 16, from the battery 50, so that motor M and variator 7 do not have to constantly commute through their operating ranges.  Even small outputs of motor M and battery 50 can be added and combined as needed. 

   As a side effect of a long gear ratio, which also covers small engine power from the starting range to the longest overdrive, the dimension of the electric motors 15, 16 can be small and the capacity of the battery 50 can be kept to a minimum, without negative consequences for driving.  Thus, the battery 50 only has to deliver the peak power, while the basic power of the engine M is produced more efficiently directly. 

5th  Variator Enhancement

  

A main starting point for increasing the performance in continuously variable transmissions lies in the improvement of the specific variator performance, in this case so-called variator enhancement.  The reduction of the variator conversion range R plays a central role. 
In this case, with a reduction in the conversion range R, an increase in variator power with the square root factor from standard R / R is achieved. 
Alternatively, with the reduction of the conversion range without performance increase, a variator volume reduction in the ratio of e.g. B. 

   R / R standard size, with R μ 6.4, in the 1.5th power. 
Several, smaller variator ranges can be combined to form an overall larger total gear shift range, e.g. B.  also achieves greater flexibility and higher efficiency than is possible with a single variator conversion in the prior art.  In addition, with a small conversion range R, variators can be equipped with double chains / traction devices, so that their transformer capacity is almost doubled. 

  

Transmission-1 according to FIG.  1 let z. B.  with massively increased performance, with smaller speed differences, reduced extreme loads and bypassing the polygon effect build.  The two split-torque sections with the 2 fix gears increase the original Variator 7 Full-Drive-1 range to a wider total range of change while integrating forward and reverse startup from standstill. 

6th  Hybrid flexibility enhancement:

  

Alone with a reinforced battery 50, without further extra components in the form of hardware, the transmission is a highly effective hybrid drive without restrictions. 
Thanks to the two electric motors 15, 16, the highest efficiency can always be utilized between the drive sources motor M and battery 50.  Basically, the power from the motor M with a power flow through the mechanical transmission parts brings the highest efficiency.  The electric drive, however, is always ready to use, and can recuperate additional kinetic and potential energies or  to save. 

   This results in the motor M as the main task of the mechanical drive and the electric field, the task of using the recuperated and cached electrical energy as effectively as possible. 
Often, the power capabilities of the e-machines and the battery are not sufficient for a complete start-up and acceleration, moreover, the mechanical transformation proposed here is usually more efficient.  The most effective use for the electrical energy thus remains primarily the indispensable feeding of the electrical consumers and only recently the support of the rolling motion at a low power level and / or with a short service life. 

  

For the area reverse split-1, reversing, z. B.  also an exclusive electric drive (E-conversion without mechanical variator support) can be selected.  As a consequence of an increase in torque multiplication in the areas of Start-Split-1 and Overdrive-Split-1, the mechanical range Reverse-Split-1 is either kept small or is not available at all.  The area Reverse-Split-1 can be electrically covered with the second electric machine 16.  In this case, the electric motor 15 with rotating motor M generate the electrical power.  So electric driving is possible without battery power problem. 

7th  M enhancement to optimize the engine-mechanics range in the overall transmission:

  

The stepless conversion brings a great deal of flexibility, which usually has to be bought with a loss of efficiency.  The active in a continuous conversion in the mechanical, electrical, hydraulic converters components are sometimes considerably burdened, which can sometimes lead to major warming.  In contrast, direct gear transmission can only ever convert a defined ratio with better efficiency. 

   Through the combination of continuously variable ratios and fixed gears in practice-oriented distribution can be controlled with the help of a corresponding drive control 9 optimal operating ranges in a field with all engine-drive-gearbox combinations and thus achieve optimum efficiencies for a total transmission system with variable flexibility. 
With one or more optional, freely selectable direct transmissions, consisting of a seventh gear 42 which is fixedly connected to the split-torque shaft 6 and an eighth gear 43 which can be coupled to the variator shaft 8 with the aid of a fourth clutch 44, the variator 7 can be bridged at a fixed ratio. 

   Analogous to the process when reaching a synchronous point, the so-called direct gear 42/43 is coupled without load when reaching its fixed ratio with the clutch 44.  Thanks to the sequence of several variator ranges in the overall transmission, a direct gear described here can also be used several times.  Optionally, the fourth clutch 44 may be designed as a toothed clutch, as a manual transmission or as a controlled clutch. 

  

In FIG.  FIG. 3 shows a second exemplary embodiment as transmission 2 according to the invention.  This embodiment is particularly suitable for the conversion of high mechanical performance.  The from Fig.  1 adopted E-machines 15, 16, however, are preferably designed for smaller electrical power. 

  

If in the selection for a transmission-1 according to FIG.  1
the engine power is above the power range of the variator,
the mechanical reverse region is too weak or absent because of R> = K,
a small electrical power range does not suffice for the starting operation,
to be approached with high power very dose (such. B.  with a hydraulic converter),
a high starting converter or  Transmission efficiency is to be achieved, meets the transmission-2 according to FIG.  3diese requirements, without the in the embodiment gear-1 of FIG.  1 described ways to do without. 

  

By extension with a so-called.  Power multiplication planetary gear 20 and an inversion brake 35, the transmission power can be significantly increased, an extended mechanical reverse area with high torque and the proportion of electrical power can be reduced.  The option of a freely selectable electro-hybrid range with a stronger traction battery 50 remains as fully preserved as the choice of, for example, four direct drives with a direct transmission 42/43. 

  

The power-multiplication gear 20 is a summing planetary gear that combines the powers of the split-torque shaft 6 and a planetary shaft 11 and introduces into the output shaft 51.  The prerequisite for being able to start from the active standstill with the output shaft 51 is the possibility of a rotational movement on one of the summand elements of the power-multiplication transmission 20 also in the negative direction; only a negative rotating derivative of the engine power can compensate for the always positive rotating motor drive of the other Summandengliedes, so that an output zero results. 

   This is in the embodiment of FIG.  3 achieved with the installation of a so-called core gear-1 of FIG.  1, which brings a continuous transition from the reverse to the forward conversion region. 
In the core gear-1 of FIG.  For reaching the geared neutral point, a variator 7-conversion range R must be greater than the split-torque planetary gear factor K, d. H.  R> K can be chosen.  Otherwise, in the middle of the starting range according to FIG.  3 variator switching, here called variator inversion, executed, which would lead to an interruption in the drive. 
With a so-called.  Inversion brake 35 z.  B.  on the gear 26/27 or on the summation element, the summation member can be stopped and held in the split-torque transmission 10. 

   Thus, when the clutch 14 is open, the direction of rotation of the movement from the variator 7 for the planetary shaft 11 is reversed or  inverted and the transmission range with a strong mechanical range Reverse Split 2 extended.  Directly at the geared neutral point A2 according to FIG.  4 is now the underdrive range of the variator 7 for stepless reversing. 
With a power-multiplication transmission 20, the total transmission power can be increased while the power of the variator 7 remains constant.  The overall conversion range of transmission 1 is reduced in transmission 2 with said transmission 20 and at the same time expanded again with a new range reverse split 2. 

  

The associated operating method of this transmission-2 of FIG.  3 is shown in FIG.  4 and described below:
The motor drive power is analogously in this gear in the primary power train on the split-torque shaft 6 or on the intermediate shaft 5 and is divided from there.  This means that here too, the motor M drives the split-torque shaft 6.  In addition to the transmission 1 according to FIG.  Here, a power-multiplication planetary gear 20 with a summand element is fixedly connected to the split-torque shaft 6.  A second summand of the power-multiplication planetary gear 20 is fixedly connected via a planetary shaft 11 with the differential element (output) of the split-torque planetary gear 10. 

   Thereby, all output movements of the planetary shaft 11, which are known from the first embodiment gear-1 ago, in this transmission-2 together with a direct drive from the split-torque wave 6 coming in the power-multiplication planetary gear 20 recombined, what is called power multiplication.  The from Fig.  1 known areas reverse-split-l / start-split-1, full-drive-1, overdrive-split-1 are characterized by the combination of gear-1 according to FIG.  1 with the power multiplication planetary gear 20 in the embodiment of FIG.  3 new to the areas Start-Split-2, Full-Drive-2, Overdrive-Split-2, in which case the 2 always for the cardinal number of the embodiment gear-2 according to FIG.  3steht. 

   A newly created area Reverse-Split-2 comes in addition to it. 
With reference to FIG.  3, the inventive function of the transmission-2 will be described below.  The wave diagram according to FIG.  4 represents the relative speeds vs.  Transmission conversion. 

  

In the active standstill with the engine M is z. B.  the area Start-Split-2 turned on, that is, the variator 7 rotates in its maximum overdrive position, the split-torque shaft 6 is connected via the clutch 4 to the split-torque transmission 10, the clutches 14, 25th are open.  As soon as the variator 7 moves in the direction of its underdrive, i. H.  in the sense of forward acceleration, is adjusted, the vehicle moves forward.  The vehicle can be additionally accelerated with an E-conversion between the E-machines 15 and 16 in order to compensate for the fundamental overdrive weakness when starting in the conversion of variator 7.  In addition, the vehicle is accelerated even more forward when the split-torque clutch 14 is activated in its function as a controlled clutch. 

  

If the vehicle to start backwards, only the clutch 4 is opened, then the variator 7 of maximum overdrive to minimal underdrive adjusted, which is referred to here as variator inversion.  Finally, z.  B.  the gear transmission 12/13, the gear transmission 26/27 or the sum of the transmission member 10 with an inversion brake 35 is completely stopped and held.  The vehicle is preferably still (or  can be braked with the help of vehicle brakes).  Thereafter, the variator 7 again in the direction of its overdrive, d. H.  in the sense of a reverse acceleration, be adjusted.  The Variatorwelle 8 is accelerated, this movement is reversed by the stopped sum element in the split-torque transmission 10 and the vehicle is exactly dosed backwards in motion. 

   In addition, an e-conversion can also be done backwards. 
Even if in the split-torque planetary gear 10, the gear transmission 12/13 or  the gear 26/27 is stationary, the power from the variator shaft 8 is converted to the planetary shaft 11, that is, multiplied by a factor related to the split-torque planetary gear 10, as so-called.  Torque Multiplication.  In addition, the direction of rotation in the split-torque planetary gear 10 is turned in the opposite direction, that is, inverted; The planetary shaft 11 is thereby driven backwards, whereby the energy conservation in the planetary gear 10 is maintained. 

   The reverse split 2 area works analogously to the other split areas in FIG.  1 and FIG.  3 and differs only in the speed of the sum member of the split-torque transmission 10, which is zero here; Zero is thus also the power supplied via the summation element.  A particular advantage of the reverse-split-2 is that the high-torque variator underdrive rests precisely at the geared neutral point, allowing the highest mechanical starting torque to be converted steplessly backwards from active standstill. 

  

With the optional sitting in the primary drive train on the split-torque shaft 6 or on the intermediate shaft 5 first electric motor 15 and the second drive train now sitting on the planetary shaft 11 second electric motor 16 may additionally an e-conversion be performed, which also reinforced by the power multiplication in the planetary gear 20 and  is multiplied. 

   The amount of mechanical power flow directly through the split-torque shaft 6 is also increased when power is supplied from the battery 50 to the electric machine 16, so that the torque balance in the power-multiplication transmission 20 is always maintained. 
For mechanical reasons, even in summing power-multiplication planetary gear 20, both summand members are always driven by torques corresponding to planetary gear factors K, [K-1], 1 to be in equilibrium with the torque on output train 51 by K factor stand.  This is achieved in that the variator 7 in the required amount on the gear transmission 2/3 on the split-torque shaft 6, a partial torque or  diverts or feeds a partial power. 

   The variator 7 converts this partial power as needed, thus controlling the power flow between the split-torque shaft 6 and the planetary shaft 11. 
Primarily, both summand terms of the power multiplication planetary gear 20 are driven by the same split-torque shaft 6.  Part of the torques or  The engine power is over two branches, firstly the variator 7 and secondly via the gear transmission 12/13 or  the gear transmission 26/27 branched off (split torque).  When bridging the variator 7 with direct gears, part of the power from the split-torque shaft 6 also flows into the variator shaft 8 via the coupled transmission 42/43.  A third branch leads from the split-torque wave 6 directly into a summand element of the power-multiplication transmission 20. 

   Only the first of these power branches is converted in the variator 7 and in the split-torque transmission 10 from the fixed second branch of the transmission 12/13 or  26/27 reinforced.  After this conversion with variator 7 / split torque transmission 10, the now combined partial power or  the after the variator 7 amplified control power using the power-multiplication gear 20 again with the third branch, the split-torque shaft 6, merged and thereby converted to the desired rotational speed / torque combination as power to the output shaft 51 ,  The rotational speed of the planetary shaft 11 and the rotational speed of the split-torque shaft 6 with the associated torques together comprise a total rotational speed range generated by the power-multiplication gear 20.  is reduced as the torque is increased. 

   Between the Summandengliedern the power-multiplication transmission 20 is always a dynamic torque equilibrium, which is generated exclusively by the control of the variator torque, with additional e-conversion by the regulation of the torque of the electric motor 16 on the planetary shaft 11, held or  is changed. 
The power-multiplication transmission 20 functions as a power-cumulative mechanical element that reduces the proportion of variator 7 power relative to the overall transmission power.  optimized.  The term power multiplication transmission thus refers in particular to the increase of the specific variator 7 power, which often occurs as a limiting factor in continuously variable transmissions.  At the same time, the power-multiplication gear 20 acts as a speed-reduction stage, even before z. B.  an axle differential. 

  

With a parallel-serial combination of core-gear-1 (thus according to the first embodiment) and power-multiplication gear 20 can at the lower end of the start-split-1 of FIG.  2, at the end of the area Reverse-Split-1 in the first embodiment or  at the end of the variator range, use a new Geared Neutral point, labeled A2.  The transmission 22/23, the variator region R, the split-torque transmission 10 and the power-multiplication transmission 20 are dimensioned accordingly.  A2 is in speed vs.  Gear ratio diagram according to FIG.  4 left of A1, the geared neutral point of gear-1 in FIG.  Second 
With an additional area Reverse-Split-2, the entire conversion area increases. 

   Because the new synchronous point A2, in which the output shaft 51 stands still, is to the left of Al, a speed vs. speed also changes.  Torque diagram showing the Zugkrafthyperbel in the gear-2, as shown in FIG.  Third  The traction power of the first embodiment, which can be represented for the core gear 1, is raised in the embodiment gear-2 thanks to the interaction with the power-multiplication gear 20, because a second branch next to the variator 7 branch an additional partial Power to the output shaft 51 leads.  With the integration of the area Reverse-1 also shifted the geared neutral zero Al with the transmission-1, to A2 with the transmission-2. 

   As a result, the tractive force hyperbola is raised with a transmission 2 on the one hand, as described above, on the other hand, its ordinate zero point from Al to A2, or  shifted in a representation to the left (not shown), so that the traction power in a transmission-2 is wider and flatter.  In other words, with the integration of the Reverse-1 section, the overall shift range in Gear-2 becomes wider and thus the relative changes become smaller or smaller.  flatter.  As a result, the Variator 7 torques in the Start-Split-2 range will increase less than the required Overdrive-Split-2 Variator 7 torques compared to the Start-Split-1, even though the Traction Force-2 is higher generally raised, or  that the total power at a power multiplication with a so-called. 

   Power multiplication factor is increased. 
This means technically that the variator 7 in FIG.  4, in the area of Full-Drive-2, it is necessary to convert an underdrive torque that is not as strong as in Overdrive torque, as in Full-Drive-1.  This also means that the same variator 7 in the transmission 2 overall can convert a higher engine power, thanks to a so-called.  Torque enhancement in the variator 7.  Torque enhancement uses all the technical variator potential instead of just converting one power as a constant product (speed through torque) over the entire range. 

   The power of the overall transmission can be compared with the power multiplication gear 20 in relation to the zero offset (B-A2 / B-A1) and in relation to the torque enhancement factor, i. H.  the increase in variator maximum torque in the range of full-drive-2 (variator 7) -1: 1 ratio, can be increased.  The reduction of the output speed of the shaft 51 is determined by the choice of the power multiplication factor, which depends among other things on the transmission 22/23 and the power-multiplication gear 20.  The converter power of the variator 7 is lowered at engine maximum power in the range of the now-called split-2 and mentioned in the underdrive of the now full-drive-2 range or  equal in power requirement and only in the range of the variator 7-Overdrive in the area Full-Drive-2 resp.  increased in the Overdrive Split 2 area. 

   This simply makes better use of the potential of a common mechanical variator without further technical effort.  The total power in the transmission-2 can thus be raised without individual transmission components must be strengthened.  In addition, the relative power components of the two electric machines 15, 16 can be reduced without degrading their effect in comparison with transmission 1. 

Electric starting in hybrid mode:

  

With appropriate dimensioning of the electric motors 15, 16 and the battery 50 can be approached with the engine M also purely electrically.  When the split-torque shaft 6 is stopped with the motor M and all the clutches 4, 14, 25 and the inversion brake 35 are opened, the electric motor 16 can drive the power-multiplication gear 20 alone.  The power-multiplication gear 20 acts at standstill split-torque shaft 6 as a stationary transmission with a multiplication factor, which can increase together with the gear transmission 22/23, the starting torque of the electric motor 16. 

   In addition to the resistance of the stationary motor M, either the direct clutch 44 can be engaged or the electric motor 15 can act as a brake with a corresponding torque or as dynamic control of the standstill of the split-torque shaft 6. 
Regardless, or  simultaneously with the start of the vehicle, and the engine M can be started with the first electric motor 15.  The drive control 9 takes over the control of the balance in the power multiplication gear 20 and controls with the clutch 4 or 14 or 25, or a combination of them, the position of the variator 7 and the rotational speeds of the two electric machines 15, 16 and of the engine M to the smooth, smooth transmission combination.  The variator 7 rotates with no power transfer, driven only by the intermediate shaft 5 and the variator shaft 8. 

   The controlled merger point can move continuously with open clutches 4, 14, 25 and an activated adjustment of the variator 7, z. B.  in the translation area Full Drive 2.  As early as possible, ev.  even before the merger, the split-torque clutch 14 can be closed dynamically; As a result, the total transmission is operated immediately mechanically via the variator 7 or  controlled.  The two electric machines 15, 16 can then be returned as needed from the drive-starting power or continue to operate for support. 

  

Combined starting of the engine M and starting with both electric machines 15, 16, for example in the "Hybrid" mode:
To start the engine and to start with the vehicle using the two electric motors 15, 16 can be started with the blocked split-torque transmission 10, in the switched fixed gear 1 in principle without support by the variator 7 immediately.  Once the engine itself delivers power and z. B.  the oil pressure in the variator 7 is constructed, can, regulated by the drive control 9, leave the fixed gear 1 and steplessly driven.  The two electric motors 15, 16 can deliver their highest torque when starting and thus compensate for the longer gear ratio in the fixed gear 1 compared to shorter gear ratios with the stepless mechanical conversion. 

  

The vehicle is selectively braked in the hybrid version with the two electric motors, for recuperation of the electrical power in the battery 50, in switched fixed gear 1 and / or fixed gear 2, for example with overrun fuel cut in the engine M. , 

  

For hard braking of the vehicle both in the mechanical variator mode "Normal" and in the hybrid mode "Hybrid" the clutches 4, 14 are engaged with the position of the variator 7 for the translation of the Active Standstill in "Normal" or  to the translation of the fix gear 1 in "hybrid". 
To secure the optional frictional coupling 14 and  To totally block the engine and transmission, the clutch 25 can be engaged as a toothed clutch or possibly the gearbox 26/27 are turned on as a manual transmission. 
If at engine standstill and vehicle standstill the driving mode "Normal" to "hybrid" to be changed, then the variator 7 in selectively braked vehicle with open clutches 4, 14, 25 and released brake 35 in the shortest time when starting with both electric motors 15 , 16 -his translation is load-free or 

   without disc pressure change so that the two clutches 4, 14 can be closed to the fixed gear 1. 
If at engine standstill and vehicle standstill the driving mode "hybrid" to "normal" to be changed, so the variator, with braked vehicle, open clutches 4, 14, 25 and released brake 35, in a very short time when starting the engine M with the first E -Machine 15 change its translation so that the clutch 4 is switched to Active Standstill and thus is ready to start. 
The mode "EV" for electric drive can always be switched via the drive control 9 by all clutches 4, 14, 25 are released and the brake 35 remains open, with the possibly still rotating motor M braked with the first electric motor 15 and is stopped, or  is blocked by the clutch 44. 
In the high power range, z. B. 

   in trucks, work machines, locomotives, etc.  costly gear must be used to start and to convert the very high engine power.  Most of these transmissions consist of hydraulic transducers, diesel-electric transformation, gear stage ratios, etc. , which often bring the engine power into individual power lines to the drive axle.  In this high performance class, fuel efficiency as well as safe and convenient application have a very high priority.  With the help of the usual step-gearbox starting with heavy loads but neither efficient nor really comfortable, it is still by the Gang-  Range changes interrupted again and again.  The many switching operations take time, although they are usually automated. 

   In this case, the basically existing engine power can not be fully utilized by the speed reduction necessary during shifting.  The unmissable start-up clutch and the many pairs of gears increase the transmission weight and thus reduce the payload. 

  

The transmission described here combines the advantages and safety of a transmission with stepped gears with the dynamic potential of a continuously variable transmission with the optionally continuous full power without interruption.  Although hydrodynamic transducers are not used for starting as well as other specific traction aids, the overall performance of embodiment 3 in all driving ranges, including starting, exceeds the converter quality of other transmission concepts even in this high performance class. 
In addition to a wide, infinitely variable conversion range, you can either drive in real, high-efficiency fixed aisles. 

   For the gearshift in gearbox 3, five shift elements (clutches, brake), four gear step gears, three planetary gears, two electric machines and one common mechanical variator are sufficient for seven mechanically fixed gears with a special active standstill mode between the six stepless ranges ,  The gearbox 3 thus covers larger stepless power and conversion ranges than most standard multi-step gearboxes.  In addition, the highest torques occur usually split in parallel on multiple gear pairings and are brought together again in the circulation gearbox of a power-multiplication planetary gear 20.  The seven fixed steps distributed in the conversion area can be used as efficient variator overrides like the gears in conventional multi-step gearboxes. 

   Optionally, additional direct gears for bridging the variator power can be represented with additional gear transmissions. 

  

A singular application of the transmission-3 provides an active-standstill mode, the so-called fixed gear X.  A mechanically directly acting geared neutral gear holds a vehicle, regardless of the engine speed and independent of the variator, absolutely immovable in the active standstill, so stopped externally with rotating engine.  Even if a vehicle is parked with the fixed gear X, the motor M can stand still regardless or  be started with the existing electric machines 15, 16 and turn empty.  For specific use this means that z. 

   B.  in work machines also other power branches such as generator, hydraulic motor etc.  can always be supplied with the exact engine power even with changing engine speed as needed, completely independent of the actual driving operation including vehicle standstill. 
For complete blockage of the engine, transmission and variator, in addition to the fixed gear X, either the inverter gear 30 or the direct gear 42/43 can be engaged in the split-torque shaft 6. 

   For this purpose, the clutch 36 or the clutch 44 is switched at standstill, possibly with the assistance of an electric motor. 
For safety in the transmission-3 is always at least one clutch unlockable without delay to the freewheel. 
Thus, with the transmission-3 between the motor M and the output shaft 51 all practical combinations of rotations forward, backward, as well as standstill and freewheel allowed. 
With a third planetary gear according to FIG.  5, here called inverter gear 30, the embodiments transmission-1 or  Transmission-2 to the embodiment gear-3 extended and strengthened. 

   Since in the transmission 2 to display a reverse area, the choice of the variator R and  of the split-torque planetary gearbox factor K is limited - the condition is yes R> K -, in the first region Start-Split-2 according to FIG.  4the torque of the combination variator x split torque planetary gearbox can not be increased to the maximum value at R = K without interrupting the motor drive in the start split 2 range.  With an inverter gearbox 30, the geared neutral point of the core gearbox-1 (here with R = K) can be used as an additional pivot point for the variator 7 in the area of start-split-3.  When an end point of the variator 7 adjustment is placed here, with the inverter gear 30, both the rotation direction and the factor of torque multiplication from the planet shaft 11 to an inverter shaft 31 can be changed. 

   As a result, z. B.  The torque in the Start-Split-3 area can be further strengthened without interrupting the drive.  As will be explained, thanks to the inverter gear 30, the overdrive-split-2 range according to FIG.  4 additionally expanded again where the maximum efficiency of all continuously variable transmission ranges. 
In the embodiment gear-3 is now at the geared-neutral point A2, in the fixed gear X, optionally also the absolute highest mechanical torque as output. 

  

According to the invention, the problem of reducing speed differences between two shafts or  the problem of the mechanical coupling of two independently rotating shafts with a speed / torque transformation in the so-called  Active standstill overcome.  The gear-3 converts very high power continuously flowing and without interruption in its geared-neutral point between the two directions of movement forward and backward, with the so-called.  Fixed gear X as a mechanically paradox gearbox: through its zero movement without power requirement - at the same time with the highest mechanical torque potential ready to start.  A variator 7 optimization, with the so-called.  Variator enhancement is achieved by choosing the smallest possible variator range R (e.g. B.  R <= 3).

   The contradictory dynamics that the variator power decreases with the increasing variator conversion width or vice versa, is thereby fulfilled. In this case, a Doppelzugmittel further increase the Variatorleistung.

  

In gearbox 3, the same variator changeover range according to FIG. 6 is used six times in succession.
With an alternating, stepless sequence of so-called full-variator ranges with variator adjustments from underdrive to overdrive and so-called split-torque ranges with variator adjustments from overdrive to underdrive, a massive, incremental range extension can be achieved. With the help of a combination of planetary gearboxes for speed reduction / torque increase or for overdrive enlargement as well as for so-called variator 7-power multiplication can be achieved that the Zugkrafthyperbel, i. the speed vs. Torque diagram of the driving motor, completely covered by the stepless range of action of the entire transmission-3.

   For this purpose, the variator 7, the stepped gear 12/13, 22/23, 32/33 and the planetary gear 10, 20, 30 are mechanically interconnected by means of couplings with each other to form a combination of a so-called. Split-Torque-Geared-Neutral method and a so-called power multiplication method. The two E-machines 15, 16 can be used to compensate for individual small power deficits in areas of the variator 7.
With the integration of the reverse region of embodiment gear-1, analogous to gear-2, the overall changeover ranges and torque ranges in the variator branch are also enlarged in gear-3.
With a rotation change in the split-torque operation in the inverter gear 30, i.

   if the planetary gear 30 is not blocked as a whole, in comparison to the gear-2 additionally the highest possible factor for torque multiplication so with R = K applicable. The shift jump in the geared neutral point with variator inversion from gearbox 2 falls away in gearbox 3. In addition, in the now divided area Start-Split-3, in a so-called. Start-Split-Low-3 range according to FIG. 6, the K-factor of the inverter transmission 30 can be selected for an even stronger torque multiplication.

  

With mechanical fixed gears and stepped direct gears or a pure E-operation, either the system limits of a mechanical variator conversion can be completely overcome.

  

In gearbox 3, a total of six complete variator adjustments follow in the overall changeover range according to FIG. 6: reverse split 3, start split low 3, start split high 3, full drive 3, Overdrive-Split-Low-3, Overdrive-Split-High-3. In between are 5 synchronization points, namely A2, A1, B, C1, C2 with the fixed gear X and the so-called. Fix gears 1, 2, 3, 4. A sixth gear, the special gear Max-3 as a maximum gear at C3 with variator freewheel and a seventh gear at C1, the special gear Speed-3 as maximum speed gear without variator involvement or without polygon effect limitation, complement the gear-3.
A fixed gear-transmission / planetary gear combination can provide the standstill gear, the so-called Fix gear X.

   Thus, the output speed of shaft 51 is kept dynamically zero, ie in the active standstill, and the output is independent of the engine (input) speed in the transmission-3 quiet. This fixed gear X can be used both as a mechanical stage for "dynamic brake for stopping on the mountain" with the motor M running, as well as for "park brake". Depending on which of the two shift elements, clutch 4 or clutch 14, is opened, the vehicle, following the variator adjustment, moves forwards with the highest mechanical torque or with high mechanical torque in reverse.

  

All fix gears are turned on by three activated clutches. By the selective opening of one of these clutches of the variator 7 is released and can make its stepless conversion in the direction of the next fixed gear. In the short fixed gears with large switching and alternating dynamics friction clutches 14, 34 are preferably used so that they can perform the switching operations quickly and with a variator 7 override. To secure the gearbox, either the split-torque clutch 14 or the inverter clutch 34 is activated in each fixed fixed gear. If required, both clutches can solve their optional frictional blocking immediately and without delay. At least one of the two clutches 14 and 34 also acts in four of six areas with stepless conversion.

   When starting in the range Start-Split-Low-3 acts the inversion brake 35, which can also be preferably carried out as a frictional element.
In the longest range Overdrive-Split-High-3 optionally acts the variator 7 with its Anpress-discs as frictional safety element in addition to the optional positive toothed couplings 4 and 36th
Also for the optional direct drives, e.g. with the gear 42/43, the clutches 14, 34 and the brake 35 act as security elements analogous to continuous operation with that in variator 7, because the direct gears bridge, as already described, the variator performance.

  

Compared to the embodiment gear-2 only the inverter gear 30 is installed between the split-torque shaft 6 and the planetary shaft 11, with the three switching elements inverter clutch 34, inversion brake 35, gear coupling 36th This transmission 30th replaced from the embodiment gear-2, the gear 26/27 with the clutch 25 and placed the inversion brake 35 from the gear 26/27 or the split-torque transmission 10 in gear-2 new in the gear-3 to the gearbox 32/33 or the inverter gear 30. The function of the inversion brake 35 is here also the stopping of the summation member in the planetary gear 30, which leads to the inversion or inversion of the rotational speed of the planetary shaft 11 to the inverter shaft 31 in gear-3.

   To increase the torque, a torque multiplication factor K in the inverter gear 30 can be selected.

  

FIG. 7 Switching sequence Active standstill, starting, forward acceleration up to the maximum overdrive:
When starting the engine in the transmission 3, the clutch 4, the split-torque clutch 14 and the inversion brake 35 may be closed, so that the so-called. Fixed gear X is inserted. The output of the shaft 51 is thus zero in principle. When the engine M is rotating, as soon as the split-torque clutch 14 is released and the variator 7 is moved by Underdrive in the direction of overdrive, the vehicle drives forward in the range Start-Split-Low-3. In the fixed gear 1 at the end of the variator 7 overdrive, in the point Al in FIG. 6, or optionally before as a controlled clutch, the inverter clutch 34 is activated, so that the inverter shaft 31 when passing through the zero point, for example, short stands still.

   The inverter clutch 34 connects or blocks the summand member on the planetary shaft 11 with the summing member of the inverter gear 30 and can be designed as a friction clutch, which is dynamically controlled switchable. At the zero crossing, d. H. at standstill of planetary shaft 11 and the inverter shaft 31 or dynamically earlier, the inversion brake 35 can be solved and then the range start-split-high-3 are traversed with the reverse adjustment of the variator 7, to the preferably dynamically controlled Engagement of the split-torque clutch 14 of the fixed gear 2 at point B in the shaft diagram according to FIG. 6 is reached. Here, the clutch 4 can be released and the variator adjustment can be reversed again. Thus, the area Full-Drive-3 can be traversed until the fixed gear 3 is reached with the engagement of the clutch 36 at point Cl.

   With the release of the inverter clutch 34 and the reversal of the variator adjustment, the overdrive split low 3 can be traversed until the fixed gear 4 with the engagement of the clutch 4 is reached. With the release of the split-torque clutch 14 and the reversal of the variator adjustment, the range Overdrive-Split-High-3 can be traversed up to the maximum transmission ratio with minimal variator torque. A second active standstill, this time only with the planetary shaft 11, can here with the help of the variator 7 keep the speed to zero, so that at maximum translation, the whole engine power, less the variator 7 losses, on the mechanical branches and by the power -Multiplication transmission 20 flows into the output shaft 51.
Optionally, here with a switching jump, i. with traction interruption or a so-called.

   E-machine override, the inverter gear 30 are released from the mechanically given sequence and switched to a special gear. For this purpose, the clutches 4, 36 are released and then the inverter clutch 34 engaged and blocked, and the inversion brake 35 braked. This circuit can be used as a special gear Max-3 at point C3.

  

An additional gear, to drive beyond the polygon effect limitation addition, can be switched between the areas Full-Drive-3 and Overdrive-Split-Low-3. This so-called special gear speed 3 is achieved by the split-torque transmission clutch 14 is released in the fixed gear 3, instead of the inverter clutch 34. Thus, the variator 7 can be released and retracted in the direction of the one-to-one translation with a smaller traction means speed to get out of the polygon effect area. This special mechanical speed-3 may e.g. be used for the absolute maximum speed or at maximum engine power. Thanks to the variator 7-freewheel gear-3 can rotate unimpeded, possibly with additional electrical support via the electric motors 15, 16.

Shifting sequence:

  

Active standstill, starting, reverse acceleration:
When starting the engine in the embodiment gear-3, the clutch 4, the split-torque clutch 14 and the inversion brake 35 may be closed, so that the so-called. Fix gear X is turned on. The output of the shaft 51 is thus zero in principle. With the release of the clutch 4 and the variator adjustment in the direction of variator overdrive, the vehicle moves backwards through the area reverse-split-3.
As in all other areas, the mechanical torque may be increased with E conversion from the first electric machine 15 on the split-torque shaft 6 to the second electric machine 16 on the planet shaft 11 and inverter shaft 31, respectively.
Only in the area Start-Split-Low-3, the E-conversion is reversed, because here the inverter shaft 31 rotates in the opposite direction.

   In the forward acceleration, therefore, the inverter shaft 31 can be braked with the second electric machine 16 as a generator; The first electric machine 15 then drives the split-torque shaft 6 as an engine. To minimize losses, the second electric machine 16 can be placed as close as possible to the power-multiplication transmission 20, i. alternatively also to the inverter shaft 31.

  

In a corresponding dimensioning of the variator range R, the factor K in the split-torque transmission 10 and the torque multiplication factor in the inverter gear 30 can in the embodiment gear-3 of the whole electric range with the electric motors 15 and 16 are omitted, without loss of power in the forward range of the transmission or without that occur in the conversion of the engine power gaps in the Zugkrafthyperbel. Only when reversing the torque transmission is in principle reduced.

Variant gearbox 3.0 without reverse range:

  

In a further variant of the exemplary embodiment transmission 3, the basically existing reverse area is integrated into the forward driving range. With the second integration of a reverse region, the reverse region of transmission 3, in addition to the first integration of transmission 1 according to FIG. 1, the total transmission power in transmission 3.0 can be maximally increased.

  

Strong diesel engines can be used in machines and locomotives only with the help of complex (hydraulic, diesel-electric, etc.) start-up conversions. Thanks to the infinitely variable mechanical approach with the gearbox 3.0, these areas of application can now be opened up with very high outputs. In operation, e.g. in locomotives, there is often no clear forward or backward direction given more or both driving areas must be covered symmetrically. Thus, it can no longer be assumed that there is a wide forward range and a short reverse range, as was the case with the transmission 3, e.g. for truck drives.
In transmission 3.0, very small variator ranges (e.g., R <2.5) to enhance variator enhancement.

   At the same time, a large factor K in the power multiplication planetary gear can be selected.
The choice of the dimensions of variator (R) and planetary gear 10, 20, 30 allows the resulting fixed gears, e.g. distribute it as regularly as possible in the overall trading area and thus support the overall effect or supplement it with the fixed gear stages.

  

For additional subdivision of the areas between the fixed gears can be created with one or more transmissions 42/43 and the direct clutch 44 six so-called. Direct gears. In particular, when starting up with the gearbox 3.0, in the area of reverse split 3 from gearbox 3, the considerable load of the two electric machines 15, 16 can be minimized with a direct gear as 1st gear.

  

In the version transmission 3.0, the overall performance with the integration of the reverse area can be further increased. For this purpose, the entire forward and reverse range of a gearbox 3 is needed for the maximum converter power. Even at the highest power level, with this variant of the transmission 3.0 without traction interruptions, all forward driving ranges, including the approach from the active standstill, are mechanically converted over a total range of six variator 7 adjustment ranges with all fixed gears in between. The variator is supported by two relatively small electric machines. If the reverse gearbox-3 section is integrated in the gearbox 3.0, an integrated backward range is completely eliminated, or at choice partially.

  

The variant gear-3.0 is based on the core gear-1 and the transmission-3 and thus works the same way. For the same parts, as they are installed in the gear-3, the dimensioning of the variator range R, the factor K in the split-torque transmission 10, as well as the multiplication factor in the power-multiplication transmission for the variant transmission-3.0 20 and in the inverter gear 30 are selected so that the geared neutral point is reached at point A3. As already explained for the embodiment gear-2, the factor of the power multiplication is directly related to the ratio A3-B / A1-B in the wave diagram according to FIG. Thanks to an even further shift of the geared neutral standstill, or the speed of the output shaft 51 results in a further increase in power.

   The traction hyperbola shifts even further with gearbox 3.0 to the left to the new geared neutral point A3. The renewed widening or flattening of the traction power hyperbola further reduces the torques in the variator 7 when passing through the full-drive-3 range in the variator underdrive compared to the variator overdrive. As a result, the torque enhancement in the variator 7 can also increase even further. In addition, the factor of power enhancement increases strongly, so that with this variant of transmission 3, the absolutely highest transmission power can be continuously changed.
With a double traction means or a double variator 7, an absolute maximum power can be achieved.

  

The power transmission / power control to the inverter shaft 31 can largely take over the variator 7. Only in the shortest starting range from standstill there is basically a mechanical Anfahrschwäche because this area, called Start 3.0, only by the inverter gear 30 alone or without the split-torque transmission 10 can be amplified. With the assistance of the two E-machines 15, 16, e.g. even at low engine speeds, the first direct gear 1 or the resulting from the fixed gear X first fixed gear 3.0 can be achieved. Subsequently, it can be accelerated mechanically in the fixed gear 3.0 with the increasing engine power.

   Driving at low engine speeds coincides with the objective of energy efficiency even for large engines, and also strengthens the previously discussed low-speed enhancement with its larger variator output and higher torque capacity of the electric motors at lower engine speeds. Since this is a short-term application, the electric machines can be overloaded accordingly. In addition, it is possible to engage with the inverter clutch 34 in a controlled manner so that the first fixed stage with the fixed gear 3.0 is reached faster. In the fixed gear 3.0, the same switching elements are used as in the fixed gear X in the gear-3rd
Alternatively, the gear coupling 44 on the gear 42/44, designed as a friction clutch, can be used as a starting clutch for engaging the first direct gear to support.

   The transmission-3.0 leads the transmission series gear-1, gear-2, gear-3 logically further that when synchronous (same speed of shafts) and at zero crossings (standstill of a shaft) planetary gear are used so that they for the variator Change direction and in the transmission allow a torque gain. The basically continuously increasing or decreasing input speeds before the summing gear are folded together with the help of these planetary gear in the variator branch with up and down movements as in a harmonica. Theoretically, many variants can be represented as a transmission with this transmission system.

  

A further variant of Fig. 3 shows the transmission 10 according to FIG. 10 represents. This transmission variant runs without mechanical variator, only with an E-conversion between the electric motors 15 and 16. This gear-10 is characterized z , B. for smaller hybrid vehicles. It uses the high torque capacity of the electric motors 15, 16, especially when starting up, and combines the reduced use of electrical energy for stepless conversion in the area of Overdrive-Split-10 and, in parallel, the strengths of fixed gears. In addition, due to the large speed range of the electric motor 16 can be dispensed with a specific reverse area, whereby the inversion brake 35 is omitted.

   For backward movement, the electric motor 16 can be accelerated at the geared neutral point instead of being braked as for forward driving, resulting in a negative rotational movement in the split-torque transmission 10.

  

When starting up with rotating motor M flows in the transmission 10, the power via the split-torque wave 6 in the power-multiplication gear 20. Since the power is divided at standstill by the power-multiplication transmission 20 or over the gear 22/23 and the planetary shaft 11 to the split-torque transmission 10 where it is converted a second time or divided.

  

The split-torque transmission 10 is connected to the transmission 12/13 and the clutch 4 or optionally to the transmission 26/27 and the clutch 25 to the split-torque shaft 6, which causes the torque the electric motor 16 is amplified on the variator shaft 8.
Thanks to this torque amplification can even with low engine speed and a low engine torque with the combined effect of torque multiplication - corresponding to the factor K of the split-torque transmission 10, high torque of the electric motor 16, optionally in addition to overload the electric motor 16 - be approached very dynamically in the split-torque method. The torque potential of the electric motor 16 is the greatest at low engine speed and it can additionally be overloaded for a short time.

  

As soon as the fixed gear 1 is reached in the synchronization point B, the split-torque transmission 10 is selectively locked dynamically with the aid of a controlled split-torque clutch 14 and the brake 4 is released. As a result, the full-drive-10 range is reached, in which the converter power flows between the electric motor 15 and the electric motor 16. Between fixed gear 1 and fixed gear 2 can optionally be engaged via the clutch 44, a direct gear, which completely relieves the electric motors with a bypass. In addition, with the drive control 9, the engine speed can be lowered and thereby the transmission conversion direction overdrive to be accelerated, so that the fixed gear 2 is reached faster. The fixed gear 2 is turned on with the clutch 25.

   Once the clutch 14 is released, can be traversed with the E-conversion of the overdrive split-10 range, optionally interrupted with a further direct gear with the clutch 44. In the longest overdrive, there is an efficiency maximum with the e-conversion, as here the electric power, which is already reduced thanks to the power-multiplication gearbox 20, supplemented with the split-torque method, tends to zero.

  

A transmission 10 with two direct transmissions allows five fixed forward gears with five shift elements. In all areas and fixed gears, the electric motors 15, 16 feed electrical power or branch off.

Drive backwards:

  

If, at the geared neutral point, the electric power instead of E-machine 16 to E-machine 15 flows in the reverse direction, the speed of the variator 8 is additionally increased, which in the power-multiplication gear 20 has a reverse rotation result and the area Reverse-Split-10 opens.

Electric starting:

  

When stationary motor M can be started directly with the electric motor 16. The electric motor 16 drives the power multiplication gearbox 20 when the clutch 14 is closed, which acts as a stationary gearbox when the engine is at a standstill. This approach is practically in the area of Full-Drive-10. The electric motor 15 can, if necessary, turn on the motor M, which can immediately support the drive with its power via the power-multiplication gear 20. In addition, the gear ratio, that is, the speeds of the two electric motors can be changed, for. B. in the direction of underdrive to with the split-torque method in the start split-10, so with closed clutch 4 and 14 open clutch to be able to drive.
By analogy, it is also possible to accelerate in the reverse direction in the reverse direction.

Special procedures for coaxial gear forms:

  

All gearbox variants gear-1, gear-2, gear-3, gear-3.0, gear-10, can be both on two main shafts, as so-called parallel versions, as well as on a main shaft, as so-called coaxial versions represent. In the previous versions gearbox variants have been described as parallel versions. The special features of the coaxial versions are expressly highlighted below.

  

In all coaxial embodiments, the split-torque shaft 6 to the main axis on which all planetary gear are, the gear 10, 20, 30, preferably also a combination-stage gear 40, formed from the step gears 12/13 , 26/27 and the corresponding switching elements 4, 25, 35, and optionally also the motor drive M. Planetary gearboxes are the first choice especially for high power with low speeds and very high torques.
In the coaxial embodiments, the split-torque shaft 6 may pass as a drive shaft from the motor M to the power-multiplication gear 20, and all other planetary gears may rotate about this axis.

   The intermediate shaft 5 can optionally serve to reduce the dimensions of the variator 7 and / or the electric motor 15 at a higher speed level, the variator shaft 8 is connected to the repositioned gear 22/23 with the split-torque transmission 10. In the coaxial mechanical transmissions with the motor drive on the split-torque shaft 6, the variator 7 can be freely mounted on two shaft ends.

  

The coaxial rotation of the split-torque shaft 6 and the first summand member of the split-torque transmission 10 allows a direct coupling of these two waves by means of an additional direct clutch 45. Because the gear ratios of the transmission 2/3 and 42 / 43 usually have similar values, the direct gearbox 42/43 can optionally be omitted entirely. Alternatively, the transmission 42/43 with the clutch 44 can also be operated with the additional clutch 45, so that twice the number of direct gears in the transmission is available.

  

At a standstill, with two closed direct couplings 44, 45 and stationary engine M, but otherwise continuously open clutches and brakes can be approached with the electric motor 16, without the electric motor 15 must stabilize the intermediate shaft, because the Block both direct shifts the intermediate shaft 5 and the split-torque shaft 6.
When using a combination-stage transmission 40, the brake 35 can be placed by the summing member of the split-torque transmission 10 as a brake in the planetary gear 40, which allows all functions of the separate step transmission, but changes the functions of the switching elements.

  

The coaxial embodiment of transmission-2 of Fig. 8:
In this transmission-2, the three planetary gear power multiplication gear 20, split-torque gear 10 and multi-stage gear 40 are in this order on the split-torque shaft 6. That is, the planetary shaft 11 as a connection of split-torque transmission 10 and power-multiplication transmission 20 represents the ring element of these two transmissions, on which the electric motor 16 rotates. At the summing member of the split-torque transmission 10, three speed stages can act with the combination-stage transmission 40, namely a standstill, which is activated by the joint action of brake 35 with clutch 25, a first stage, through the activated clutch 4th and the brake 35 is switched, a second stage, which is switched by the clutches 4 and 25.

   Although the same switching elements as in the parallel version are present, their operation in the coaxial design is different.
Optionally, a clutch 45 switches four direct gears, with an additional gear 42/43 and a clutch 44 are another 4 direct gears to it.

  

[0093] The coaxial embodiment of gearbox 3 of FIG. 9:
In this transmission-3, the three planetary gear power-multiplication gear 20, inverter gear 30 and split-torque gear 10 are in this order on the split-torque shaft 6. That is, the inverter shaft 31 as a connection of Power multiplication gear 20 and inverter gearbox 30 represents the ring element of these two gears on which the electric motor 16 rotates. The brake 35 can optionally act directly on the summation element of the inverter transmission 30 or indirectly on the toothed wheel 32 of the transmission 32/33.
Optionally, a clutch 45 switches six direct gears, with an additional gear 42/43 and a clutch 44 are another six direct gears to it.

  

The coaxial embodiment of transmission 10 of FIG. 12:
In this transmission-2, the three planetary gear power-multiplication gear 20, split-torque gear 10, and multi-stage gear 40 lie on the split-torque shaft 6 in this order.

  

For electrically starting forward can be stopped by means of the brake 35 and the clutch 25, the intermediate shaft 5 and the vehicle with the electric motor 16 backwards rotating, the split-torque transmission 10 and the power-multiplication gear 20 torque -reinforced to be accelerated or, by analogy, in the opposite direction of travel.

  

Optionally, a clutch 45 switches three direct gears, with an additional gear 42/43 and a clutch 44 come again three direct gears to it.

  

A shifting sequence is shown in Fig. 13 for a transmission 2 in coaxial design. The switching elements are the clutches 4, 14, 25 and optionally 44 and / or 45, and the brake 35th
When starting the engine in the transmission 2, the brake 35 may be activated. In accordance with the driver's signal to drive forward, the variator 7 goes into the position variator overdrive, whereupon the clutch 4 and the brake 35 are closed for geared neutral standstill and the area Start-Split-2 is turned on. Depending on the number of direct transmission with the clutches 44, 45, the direct gears 3, 4 can be switched to variator bridging in this area. In the maximum underdrive position of the variator 7, the fixed gear 1 is reached and selectively blocked prematurely with the controlled clutch 14 dynamically.

   Once the brake 35 is released, optionally also the clutch 4, the variator 7 in the now switched range Full-Drive-2 can drive, optionally bridged by the direct gears 5, 6. The co-rotating multi-stage transmission 40 can either completely be released. In the area Full-Drive-2, the clutch 4 remain activated, whereby only with the dynamic activation of the clutch 25, the fixed gear 2 is switched at the end of the variator overdrive.

   Once the clutch 14 is released, the variator in the overdrive split 2 range can continue the conversion, optionally bridged by direct gears 7, 8.
At standstill, according to the signal of the driver to reverse start, the variator 7 is in the position variator-underdrive, whereupon the clutch 25 and the brake 35 are closed and thus block the multi-stage transmission 40 at a standstill, which in Geared Neutral -Still the area Reverse-Split-2 is turned on. With the variator adjustment in the direction of overdrive, the vehicle moves backwards, wherein the variator 7 can also be bridged in this area optionally by the direct gears 2, 1.

   If the clutches 44 and 45 are designed as positive toothed clutches or as a manual transmission, with the simultaneous switching of two direct gears, the transmission can be locked in park position with the engine stopped. For transmission safety frictional switching elements 14 and / or 25 and / or 35 are switched on while driving, which can be solved without delay if necessary.

  

As a minimal variant, the transmission 10 according to FIG. 10 can also be operated as a simple and at the same time high-performance starting converter with a reverse range, but without an overdrive range. This gear-10.0 can with a minimum of parts, optionally without battery 50, as a clutch with torque gain two waves, z. B. dynamically synchronized, optionally with two additional smaller fixed stages, accelerate and couple together, and then, with a predetermined limit torque in the split-torque clutch 14, at any time for safety keep separable. Optionally, all three clutches 4, 14, 45 can also be designed as toothed clutches or as a manual transmission.

   Two clutches each switch a gear stage, ie the clutches 4 and 45 a first stage, the clutches 4 and 14 a second stage, the clutches 14 and 45 a third stage, the synchronization of the split-torque shaft 6 and the output shaft 51st Das Split-torque transmission 10 can be dimensioned on the one hand according to the specific acceleration requirements, on the other hand, it can also be used as an electric generator in parallel with the use as a shaft coupling.

Drive control basics:

  

The proposed transmission consists of a fixed gear ratio, which is switched in a sequence. In the inventive embodiment, the intermediate areas are covered by a power conversion by a variator or two electric machines, resulting in a continuously variable transmission without interruption of traction. As a result, the transmission according to the invention can act as a variable connecting link between the drive region with a motor drive M and power from a battery 50 and the output region or vehicle drive. The driver has no direct influence on this transmission. The gas pedal is a pure functional pedal for accelerating. Such a transmission consists of different subregions, which are covered according to the invention by a respective variator area R.

   The tap changings at the end points of these variator regions can be designed in the simplest form with manual transmissions which are switched during synchronous operation of the corresponding shafts. In more complex versions friction clutches are used, which are switchable without synchronous operation, which has a decisive influence on the transmission conversion dynamics.

  

In hierarchical levels of increasing complexity, the drive control will be described below with the necessary hardware and programming needs.

  

At the most elementary, first level are speed sensors of split-torque shaft 6, variator shaft 8, output shaft 51 in the drive control 9 according to a synchronous speed diagram, ratios of the split-torque shaft 6 and the variator shaft 8 and the output shaft 51, and the switching sequence of the switching elements, clutches and brakes associated with the software. The switching operations are then executed by the drive control 9 in synchronous operation, in a time window without adjustment of the variator 7 to secure the transmission.

  

On the second level, the speed dynamics of the drive is additionally integrated and regulated with an algorithm in the software in the drive control 9, for example consisting of a power / speed increase of the motor M and an increase of the power from the battery 50. Thus, the drive dynamics as a product of the speed dynamics of the engine M times the adjustment dynamics of the variator 7 are controlled so that the speed increases, for example, without variator adjustment during a shift, because the engine speed is increased simultaneously.

  

On the third level 9 specific control parameters for the circuit of controlled clutches, such as adjustable tolerance widths at synchronous speeds, can be specified in the software of the drive control. For example, if a friction clutch to the circuit of the next range reaches or exceeds the efficiency of the variator, according to the numerical software specifications, it is, according to the control dynamics, electrically or hydraulically activated and completely closed to the tap changer.

   In parallel, the disengagement of that clutch, which is no longer active in the following area, prematurely, so before reaching the synchronous speed can be performed so that the variator does not have to be completely adjusted to the end of its range before he changes the adjustment again, because Traction variators principally require differences or slip to control the rotational speeds.

  

As further parameters, the gear ratios of the fixed gear stages in relation to the efficiency of the engine power can be represented as combined drive efficiencies three-dimensionally, for example as representations of the reduced engine-fuel consumption vs. stage-gear efficiencies. Vehicle speed maps superimposed. This depiction may be derived from another three-dimensional representation of the variator efficiency for a given drive power / fuel consumption efficiency. Vehicle speed can be cut as a surface perpendicular to the associated traction hyperbola.

   The task of the drive controller 9 with the appropriate software is to make changes to optimize the drive unit engine-transmission battery due to the current transmission constellation, for example, by achieving a nearby fixed gear stage with better overall efficiency. This happens without effects on the output 51.

  

On the fourth level, due to specifications in the software, for example, to turn up the motor M slowly, as far as possible to discharge the battery only to a certain degree, with the help of the control signals of the drive control 9, the power in the engine and in the E- Machines are increased.

  

At the fifth level, with a real-time process control in the drive controller 9 with the data from the speed sensors and with additional torque sensors on the split-torque shaft 6, on the variator shaft 8, on the output shaft 51, the drive power from engine M and battery 50 compared with the output power and determines the transmission efficiency. At the same time, the effect of changes, for example, in the increase of the engine speed with opposite reduction of the gear ratio, with specific software self-controlled and optimized, without causing an effect on the output.

  

At the sixth level, route consumption profiles can be recorded and stored with data from GPS / navigation system, which are integrated with appropriate software to a learning drive system. For example, the navigation system displays the recognized route via a dialog box, which can confirm the driver. This can have an effect on the use of the battery, especially if the vehicle is used as a hybrid in which the battery should be empty at the end of the journey.

  

The function of the engine brake is integrated independently of the switching levels in the continuously variable automatic transmission. This can be done by applying the brake when driving downhill, weak or strong, and then holding the current speed until the accelerator pedal disengages this function with electric braking with recuperation / engine brake. Conversely, after accelerating to a certain level, the speed can be automatically maintained until, with the tapping of the brake pedal, coasting is initiated without drive. This allows a cruise control function to be integrated directly.
 <Tb> M <Sep> Motor


   <Tb> 2 <Sep> Gear


   <Tb> 3 <Sep> Gear


   <Tb> 4 <Sep> Clutch


   <Tb> 5 <Sep> intermediate shaft


   <Tb> 6 <Sep> Split-torque shaft


   <Tb> 7 <Sep> variator


   <Tb> 8 <Sep> variator shaft


   <Tb> 9 <Sep> drive control


   <Tb> 10 <Sep> Split-torque gear


   <Tb> 11 <Sep> Planetary shaft


   <Tb> 12 <Sep> Gear


   <Tb> 13 <Sep> Gear


   <Tb> 14 <Sep> Split-torque clutch


   <T b> 15 <sep> E-machine 1


   <Tb> 16 <sep> E-machine 2


   <Tb of> 20 <Sep> Power Multiplication gear


   <Tb> 22 <Sep> Gear


   <Tb> 23 <Sep> Gear


   <Tb> 25 <Sep> Clutch


   <T b> 26 <Sep> Gear


   <Tb> 27 <Sep> Gear


   <Tb> 30 <Sep> Inverter gear


   <Tb> 31 <Sep> Inverter wave


   <Tb> 32 <Sep> Gear


   <Tb> 33 <Sep> Gear


   <Tb> 34 <Sep> Inverter coupling


   <Tb> 35 <Sep> Inversion brake


   <Tb> 36 <Sep> Clutch


   <Tb> 40 <Sep> Combi-speed gearbox


   <Tb> 42 <Sep> Gear


   <Tb> 43 <Sep> Gear


   <Tb> 44 <Sep> Direct coupling


   <Tb> 45 <Sep> Direct coupling


   <Tb> 50 <Sep> Battery


   <Tb> 51 <Sep> output shaft


    

Claims (28)

1. Stepless starting and driving gearbox for a motor vehicle driven by a motor (M) as a primary power source with at least the following components: a split-torque shaft (6), a variator shaft (8), a planetary gear (10), two intermeshing third and fourth gears (12, 13), which in their interaction represent at least a first step transmission, a drive control (9), at least two couplings (4, 14), an output shaft (51), - a continuously variable transmission, characterized in that said transmission further includes means for allowing the motor vehicle driven by it to move forwards and backwards at full output torque and to steplessly cover the entire driving and power range of that motor vehicle. 2. Stepless starting and driving gear according to claim 1, characterized in that the following components are additionally present and represent said means: - A mechanical variator (7), with an intermediate shaft (5), a first gear (3) on the split-torque shaft (6) and a second gear (2) on an intermediate shaft (5), which mesh Intermediate shaft (5) is at the same time the first variator shaft, a first electric machine (15) in the primary power train on the split-torque shaft (6) or on the intermediate shaft (5), a second electric machine (16) in the secondary power train, e.g. on the output shaft (51), - Wherein the closed first clutch (4) connects the split-torque shaft (6) with the summing member of the planetary gear (10) via the gears (12, 13), and further simultaneously the split-torque shaft (6) via the Pairing of the gears (3, 2), the intermediate shaft (5), the variator (7), the variator shaft (8), with a second input, the first summand member of the transmission (10) is connected, - wherein the variator (7) has a range R and the transmission (10) has a differential factor K, and - The output shaft (51), with a corresponding change (position) of the variator (7), a continuous rotation of forward about the standstill to reverse, and vice versa, can perform, and - All of these elements together represent the mechanical core transmission. 3. Stepless starting and driving gear according to claim 1, characterized in that the following components are additionally present and represent said means: a first electric machine (15) in the primary power train, on the split-torque shaft (6), a second electric machine (16) on the variable strand, on the variator shaft (8), - Wherein the closed first clutch (4) connects the split-torque shaft (6) with the summing member of the planetary gear (10) via the gears (12, 13), and all said elements together constitute the electrical core transmission. 4. Stepless starting and driving gear according to claim 1, characterized in that in addition a battery (50) is present, said battery (50) may be a traction battery and / or a super-capacitor memory and / or a different kind of electrical memory and in the memory size is freely selectable. 5. Stepless starting and driving gear according to claim 4, characterized in that when starting and driving the vehicle, both Engine power from the first electric machine (15) in the primary power train to the second electric machine (16) in the secondary power train, - Motor power from the second electric motor (16) in the secondary power train on the first electric motor (15), and - Transfer additional battery power from the electric motor 15 via the primary power train to the engine (M), as well - Electric power from the electric motors (15) and / or (16) stored in the battery (50) can be. 6. Stepless starting and driving gear according to claim 5, characterized in that - There is a plurality of sensors, which monitor the following operating parameters and transmit to the drive control (9): - At least the rotational speeds of the split-torque shaft (6), the variator shaft (8) and the output shaft (51), the torques in the split-torque shaft (6), the variator shaft (8), the output shaft (51), - the performances of the electric machines (15, 16), the charging and discharging currents of the battery (50), as well as the state of charge of the battery (50), the states of the switching elements (4, 14, 25, 34, 35, 36, 44, 45), the mode of action of controlled clutches, optionally (4, 14, 25, 34, 35, 36, 44, 45), - The mode of action of the vehicle brakes, the operating temperatures of the two electric motors (15, 16), and - The forces applied to the controls, such as accelerator pedal, foot brake and the positions of manually operated selector switches, such as direction selection, mode selection, ie driving mechanically or hybrid or purely electric. 7. Stepless starting and driving gear according to claim 6, characterized in that controllable clutches are present, optionally the clutches (4, 14, 25, 34, 35, 36, 44, 45), which friction clutches or electromagnetic clutches or hydraulic clutches , 8. Stepless drive and starting gear according to claim 7, characterized in that in addition to the existing elements, the following elements are present: a planetary gear (20), a meshing gear pair (22, 23), - a planetary shaft (11), where - The split-torque shaft (6) is placed on the one summand of the power-multiplication planetary gear (20), - The gear (22) is placed on the second buzzer, the power-multiplication gear (20), - The further gear (23) fixed to the planetary shaft (11) or the inverter shaft (31) is connected, which in turn with a Summandenglied, either - Of the split-torque transmission (10) or the inverter transmission (30) is connected, wherein - In the planetary gear (20) as a summation, the torques and speeds of the split-torque shaft (6), and the transmission (22, 23), the torques and speeds, either the planetary shaft (11) or the inverter shaft (31), be combined, and - The benefits of planetary shaft (11) or the inverter shaft (31), optionally off - Electrical conversion between the electric motors (15) and (16) and / or mechanical conversion in the variator (7) and / or by the controllable couplings (4) or (14) or (25) or (34) or (35 ) or (36) or (44) or (45), - Is multiplied in relation to the differential factor K of the transmission (20), that is, the torque on the split-torque shaft (6) amplified accordingly and in the summation (20) is added. 9. Stepless drive and starting gear according to claim 8, characterized in that the total number of stepless change ranges in the transmission results, - added - first, an area without split-torque conversion, - optional - the range R of the variator (7) or - A range of electrical conversion of electric motor (15) to electric motor (16) during acceleration and vice versa when decelerating, which - With the blocking of the split-torque transmission (14) is turned on, and - Second, the number of stages that act on the summation of the transmission (10), which - About the transmission (12, 13) with the clutch (4), and / or via the gear (26, 27) with the coupling (25), and / or, - with the brake (35) are switchable, with an optional additional inverter gear (30), Third, multiplied by the number of stages that act on the summing element of transmission (30) - Via the gear (32, 33) with the clutch (36), and / or - Between two links of the inverter gearbox (30) with the clutch (34), and / or - are switchable at the sum of the inverter transmission (30) with the brake (35), and that the total number of direct gears as a product of the number of stepless change ranges multiplied by the number of direct couplings, optionally the clutches (44) and (45). 10. Stepless starting and driving gear according to claim 9, characterized in that optionally in addition to the existing elements, the following elements are present: - A meshing gear pair (42, 43), wherein either the seventh gear (42) is fixedly connected to the split-torque shaft (6), or the eighth gear (43) is fixedly connected to the variator shaft (8), - A fourth clutch (44) is present, wherein - Either the eighth gear (43) with the variator shaft (8), or the seventh gear (42) with the split-torque shaft (6) by means of the fourth clutch (44) can be coupled, wherein the fourth clutch (44 ) may be designed as a toothed clutch or as a manual transmission or as a controlled clutch and is referred to as a direct transmission. 11. Stepless starting and driving gear according to claim 9 and 10, characterized in that optionally the existing elements are present in the following arrangement: a multi-stage epicyclic gearbox (40) optionally formed of the stepped gears (12, 13) and (26, 27) and the switching elements (4, 25) and optionally of the brake (35), - All included planetary gear or planetary gear (10, 20, 30), optionally also the additional gear (40), lying on the split-torque shaft (6), and that in this coaxial gearbox design, optional - By connecting the split-torque shaft (6) with the variator-side summand of the split-torque transmission (10) by means of - An additional clutch (45), an additional direct transmission can be switched, and optionally - The transmission (42, 43) and the coupling (44) can be omitted. 12. Stepless starting and driving gear according to claim 2 and 9, characterized in that, - with the mechanical core gear, with a range of the variator (7) R and a differential factor K of the transmission (10), - Of a whole range of the variator (7), without switching in the active standstill, with R> K a continuous forward and reverse driving range, - With R = K, a forward drive range or a reverse drive range is covered. 13. Stepless starting and driving gear according to claim 12, characterized in that, the following elements are additionally present, namely - Two meshing gears (26, 27), a clutch (25), an inversion brake (35), wherein - The inversion brake (35) on the summation element of the transmission (10) or optionally on the transmission (12, 13) or the transmission (26, 27) acts and can hold it, and - The gear (27) fixed to the summation member of the split-torque transmission (10), the gear (26) coupled via the coupling (25) to the split-torque shaft (6) or as a transmission (26, 27) is executed, - Which can be switched in the mechanical core transmission two additional variator areas with split-torque operation. 14. Stepless starting and driving gear according to claim 12, characterized in that the following elements are additionally present, namely an inverter transmission (30), two intermeshing gears (32, 33), an inverter shaft (31), an optionally controlled clutch (34), an inversion brake (35) and an optional controlled clutch (36) or optionally a manual transmission (32 , 33), where - The power-multiplication gear (20) via the gear (23) fixed to the inverter shaft (31) is connected, which - In turn, with a second summand of the inverter gear (30) is connected, wherein the transmission (30) with its first summand member with the planet shaft (11), with the summation member via the transmission (33, 32) with the split-torque wave ( 6), wherein - The gear (32) by means of the clutch (36) or as a gearbox fixed to the split-torque shaft (6) can be connected, and - The inversion brake (35) on the sum of the transmission element (30) or on the transmission (32, 33) act and hold it, which - In the mechanical core transmission four additional variator areas with split-torque operation are switchable, and optionally - The electrical conversion between the electric machines (15, 16) is unnecessary or the sizing of electric motor (16) and / or electric motor (16) can be greatly reduced. 15. Stepless starting and driving gear according to claim 3 and 9, characterized in that the following elements are additionally present, namely - A third, optionally fired clutch (25), two further meshing gears (26, 27), wherein the gear (27) integral with the summation member of the split-torque transmission (10), the gear (26) coupled via the coupling (25) is connected to the split-torque shaft (6), or the intermeshing gears (26, 27) are designed as a manual transmission, which - In the electric core gear another split torque range is switchable. 16. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 6, characterized in that in the drive control (9) sensor data come together, which - with the appropriate software, including specific parameters such as - Efficiency maps of engine (M), electric motors (15, 16), battery charging and battery discharge strategy, as well the values of the synchronous speeds of split-torque shaft (6), variator shaft (8), output shaft (51) and the switching sequence of the switching elements (4, 14, 25, 34, 35, 36, 44, 45) - with algorithms to optimize the mechanical transmission efficiencies, vehicle specific values for ESP, ABS, GPS, cruise control, as well as - the values of the permissible gearbox working ranges, in addition - with the signals of the driver, with the forward or reverse directional dial, with the position of the accelerator pedal or the brake pedal, for acceleration, speed hold, deceleration, processing, as well as control signals - to the engine (M), the electric motors (15, 16), the clutches and brakes, and optionally to the variator (7), are passed, with the commands to, optionally electrical and / or mechanical, optional acceleration and / or Speed and / or deceleration, - The split-torque shaft (6), the variator shaft (8), the output shaft (51), and / or - The planetary shaft (11), and / or the inverter shaft (31), as well - To the circuit of the corresponding switching elements (4, 14, 25, 34, 35, 36, 44, 45), resulting in a total transmission, with continuously variable transmission and / or with fixed gear ratios, and for speed control and torque control of the motor (M) and the output shaft (51) leads. 17. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 16, characterized in that if at least one friction coupling with controllable torque, such as a disc clutch, an electromagnetic clutch, a hydraulic clutch, is engaged in each continuously variable transmission area with variator (7), - under defined conditions, the overall transmission for securing by means of the drive control (9) - is released without delay, and optionally - The vehicle is stabilized via the vehicle brakes. 18. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 16, characterized in that by means of the drive control {9), optionally - When the efficiency of controlled clutches reaches or exceeds the efficiencies of mechanical conversion with the variator (7) and / or electrical conversion between the e-machines (15) and (16), and / or - At corresponding speed quotient, the ratios of speed of split-torque shaft (6) to speed of variator (8) and / or speed of the output shaft (51), of two adjacent stepless conversion areas, ie the switched conversion area and the nearest conversion area, optional - The frictional switching elements, optionally (4, 14, 25, 34, 35, 36), simultaneously, and smoothly, can be switched to a fixed gear, as well as - Optionally with the clutches (44 and / or 45), direct gears, optionally controlled and jerk-free, for bridging the power of the variator (7) and / or of the electric motors (15, 16), as well - In addition, a blockage of the intermediate shaft (5) and the split-torque shaft (6) at a standstill, with optional - The simultaneous engagement of the clutch (45) and the clutch (44) or with the engagement of a direct clutch (44) or (45) at the same time stationary variator (7) in a position other than the translation necessary for the direct gear , can be switched on. 19. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 9, characterized in that both with the power from the battery (50), - The stationary engine (M) via the electric motor 15 started, as well as, optionally - With a variator (7) with open switching elements (4, 14, 25, 34, 35, 36, 44, 45), - without variator (7) with closed clutch (14), optionally additionally with the power from the started engine (M), both with the electric motor (15) as a generator and the electric motor (16) as an electric motor, as well as vice versa, approached and driven forward, optionally additionally with the power from the started engine (M), with the electric motor (15) as a generator and the electric motor (16) as an electric motor, approached and driven backwards and / or, - That optionally additional power from the rotating motor (M) via the electric motor (15) and / or the electric motor (16) in the battery (50) can be stored. 20. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 19, characterized in that when the engine is rotating (M), optionally - in stationary or in moving vehicle, for driving or braking, optional with the electric motor (15) and / or with the electric motor (16), - In all stepless areas of the transmission and in all switched fixed gears and direct gears, electric power, both used to support the drive, as well as in the battery (50) stored (51) can be. 21. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 20, characterized in that - with the vehicle stationary and the engine stationary (M), with a switched fixed gear, simultaneously - With the two electric machines (15), (16) the engine (M) can be started and the vehicle can be accelerated, with - The started motor (M) with its own power to support the drive (51) immediately and / or can take over completely. 22. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 12 and 21, characterized in that the stationary motor (M) - in the gear ratio with switched split-torque-geared-neutral, optionally both - with switched start range forward, as well as backward, - Started with the electric motor 15 and the vehicle can be driven immediately with the engine started (M), optionally - With additional support from the battery (50), optionally via the electric motor (15) and / or the electric motor (16). 23. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 12 and 22, characterized in that when the engine is rotating (M) and when the geared-neutral split-torque method is switched, with the aid of the drive control (9), - when starting from the Active Standstill (Geared Neutral), optionally forward and backward, - on the signal of the driver with the gas pedal to, optionally maximum, acceleration, at the same time - with the variator (7) the technically permissible, highest torque to the output (51), in addition - With a meaningful electrical conversion between electric motor (15) and electric motor (16) with the technically permissible, highest torque, optional - with additional power from the engine (M), and / or - with support from the battery (50), as well as additional - With the metered engagement of a controlled clutch, optional - When approaching the clutch (14), - when reversing clutch (44) or (45), additional power from engine (M), with continuously changing power split, optional - According to the individual efficiencies and / or other parameters of variator (7), E-machines (15), (16), controlled clutches (14) or (44) or (45), to the output (51) is converted with the maximum output torque from standstill. 24. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 13, characterized in that - The active standstill with a split torque range for forward approach using the clutch (4) and the variator (7) in overdrive position, - The active standstill with a split torque range for reverse start by means of the brake (35) and the variator (7) in the underdrive position, is switched, and - on the driver's signal to change direction from forward to reverse, optional when the vehicle is at a standstill, by means of the drive control (9), optionally simultaneously, - The summing member of the transmission (10) with the brake (35) stopped, - the clutch (4) solved, - The variator (7) is moved from overdrive to underdrive, and - This procedure is carried out when reversing direction from reverse to forward driving in the opposite sense. 25. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 14, characterized in that special gears can be switched without effects in the transmission with changes in the variator (7), - With the two clutches (34) and (35) at the same time, as a maximum gear ratio, and - With the two clutches (34) and (36) at the same time, as the maximum speed gear, as well - With the brake (35) and the clutch (36) as a motor stall during engine standstill. 26. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 14, characterized in that at a stagnant engine (M) and stationary vehicle, with - The acting switching elements (4, 14, 35)), ie in the switched fixed gear of the active standstill, either immediately - With the switch to the Fix gear 2, so with the release of the brake (35) and the opposite engagement of the clutch (34), - With the electric motors (15) and (16) at the same time the engine (M) can be started and started. 27. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 15 and 21, characterized in that - with engaged clutch (4), both - forward, as well as backward, from a standstill, both with power from the motor (M) as well as with electrical power from the battery (50), - Can be approached with an electrical conversion between the electric motor (16) and the electric motor (15) as a geared electric neutral split-torque method, and that - With coupled clutch (25) in a further split-torque method, the translation can be converted. 28. A method for operating a continuously variable drive and Anfahrgetriebes according to claim 15 and 21, characterized in that - with the engine stopped (M) and, with optional - stationary vehicle, and with optional - closed clutch (4) or clutch (25) or brake (35), the vehicle with electric power from the battery (50), optional - with reverse rotating electric machine (16) accelerates forward, or - Accelerated backward with forward-rotating electric motor (16), and thereby - The torque of the gears (10) and (20) is amplified.