DE102010029865B4 - Infinitely variable power-split transmission - Google Patents

Abstract

Continuously variable power-split transmission (2) with a variator (3) with a first shaft (8) of the variator (3) and with a second shaft (11) of the variator (3), the variator (3) having a hydraulic pump designed as a Adjusting unit (28A) and a hydraulic constant unit (28B) designed as a motor, the pump and the motor being directly connected to one another and thus working together in a space-saving and functionally favorable manner, the first shaft (8) of the variator (3) being connected to a transmission input shaft (6th ) is operatively connected via a gear unit (7) designed with spur gear teeth and the second shaft (11) of the variator (3) is connected to a sun gear of a summing planetary gear device (10) and to a gear output shaft (27) of a manual gear device (18) on which fixed gears (25, 26, 30) are arranged and connected to the summing planetary gear device (10) and designed as a countershaft gear Manual transmission device (18), in the area of which at least three transmission ratio ranges can be represented via switching elements (22, 23, 24), with loose wheels (19, 20, 21) having at least one shaft (16, 31 ; 27) of the gearbox device (18) can be connected in a torque-proof manner, which are operatively connected to fixed wheels (25, 26, 30) of a further shaft (16, 27) of the gearbox device (18), characterized in that one of the loose wheels (19) has a first frictional shifting element (22) can be coupled to the shaft (16) of the shifting transmission device (18) acting as the input shaft of the shifting transmission device (18), while further idler gears (20, 21) can be connected via a positive-locking shifting element (24) with a Shifting element half of a second frictional shifting element (23) can be alternately connected and non-rotatably coupled via the second frictional shifting element (23) to the shaft (16, 27, 31) of the manual transmission device (18).

Description

The invention relates to a continuously variable power-split transmission of the type defined in more detail in the preamble of patent claim 1.

From EP 1 541 898 A2 known. The summing planetary gear device is coupled to a transmission input and the variator as well as the manual transmission device, in the area of which, in connection with the variator, several gear ratio ranges can be represented. Within the translation ranges, the translation of the transmission device can be continuously changed via the variator. In addition, a double clutch system is provided in the area of the manual transmission device, by means of which power paths of the manual transmission can be switched on and off.

the DE 38 15 780 A1 and the DE20 2005 021 249 U1 disclose power-split transmissions with a variator.

The known stepless power-split transmission is disadvantageously characterized both in the radial direction and in the axial direction by requiring a large amount of space and having a complex design, which, however, is undesirable.

The present invention is therefore based on the object of providing a cost-effective and space-saving continuously variable power-split transmission.

According to the invention, this object is achieved with a continuously variable power-split transmission having the features of patent claim 1 .

In the stepless power-split transmission according to the invention with a variator, with a summing planetary gear device and with a manual transmission device connected to the summing planetary gear device and designed as a countershaft transmission, at least three transmission ratio ranges can be represented in the area of the manual transmission device. The shifting elements can be used to non-rotatably connect idler gears to at least one shaft of the manual transmission device, which idler gears are operatively connected to fixed gears of a further shaft of the manual transmission device.

According to the invention, one of the idler gears can be coupled to the shaft of the manual transmission device via a first frictional shifting element, while other idler wheels can be connected alternately via a positive-locking shifting element to a shifting element half of a second frictional-locking shifting element and can be connected non-rotatably to the shaft of the manual transmission device via the second frictional-locking shifting element can be coupled.

Due to the fact that both the shifting elements and the idler gears are arranged on at least one shaft of the manual transmission device and two of the idler gears can be alternately connected to the shifting element half of the second frictional shifting element via the positive-locking shifting element, changing between the transmission ratio ranges of the continuously variable power-split transmission is space-saving and requires little structural work Effort can be carried out without an interruption in traction and the transmission ratio ranges that can be represented via the positive-locking shifting element can be preselected via the positive-locking shifting element before switching on in the no-load operating state, with changes between the transmission ratio ranges being able to be implemented with short shifting times and without an interruption in traction with simultaneous low loads in the area of the shifting elements, as required.

If at least two gear ratio ranges for forward travel and at least one gear ratio range for reverse travel can be represented via the shifting elements, and one of the idler gears, which is to be connected in a torque-proof manner to the shaft of the manual transmission device in order to produce one of the gear ratio ranges for forward travel, can be connected to the shaft of the manual transmission device via the first frictional shifting element can be coupled, while further idler gears can be connected alternately via the positive shifting element to the shifting element half of the second frictional shifting element and can be coupled in a torque-proof manner to the shaft of the manual transmission device via the second frictional shifting element to provide the further transmission ratio for forward travel or to represent the transmission ratio for reverse travel continuously variable power-split transmission according to the invention a change between a forward drive mode and a reverse drive mode without a range change during e can be carried out when the vehicle is stationary and reverse operation can be displayed in a simple manner.

In addition, a gear ratio step provided for reversing can be decoupled from the frictional shifting element in the area of the positive-locking shifting element when driving forwards of the second frictional shifting element and thus undesired drag losses in the area of the second frictional shifting element, which impair the efficiency of the power-split transmission, are avoided.

If the positive-locking switching element is designed to be switchable between defined switching positions via a preferably electromechanical actuator device, leakage losses occurring in the area of the sealing points are reduced, for example, compared to an electrohydraulic actuating mechanism of the switching elements.

A structurally simple and cost-effective design of the continuously variable power-split transmission according to the invention is designed with a drive converter device in the area of the actuator device, in the area of which a rotary drive of a drive device of the actuator device can be converted into a translational drive movement for the positive-locking shifting element in a manner that is economical in terms of installation space.

In addition, drive energy for the actuation of the positive-locking shifting element is only to be made available during a shifting process of the positive-locking shifting element with low losses, for example by an energy source of a vehicle designed with the continuously variable power-split transmission, such as a hydraulic, pneumatic or electrical energy source, since the Holding the form-fitting switching element in a predefined switching position applied holding force in the area of the form-fitting switching element, preferably by self-locking in the area of claws or in the area of the actuator device itself, can be realized without expenditure of energy.

If in each case one shift element half of the friction-locking shift elements is connected to a first shaft of the manual transmission device, with which one of the idler gears is to be coupled in a torque-proof manner to produce one of the gear ratio ranges for forward travel or reverse travel, and if the first shaft is operatively connected to a shaft of the summing planetary gear device, are in the area the frictional shifting elements and the idler gears occurring during operation low speeds and reduces loads in the area of these components of the continuously variable power split transmission according to the invention.

In a further advantageous embodiment of the continuously variable power-split transmission, a second shaft of the manual transmission device, with which the other idler gears are to be coupled in a rotationally fixed manner to produce one of the transmission ranges for forward travel or for reverse travel, and which is arranged coaxially with the first shaft and next to the first shaft, is connected in a rotationally fixed manner a further shifting element half of one of the frictional shifting elements and a shifting element half of the positive shifting element. This means that an operative connection between the summing planetary gear device and the second shaft of the manual transmission device can be produced in a simple manner via the frictional shifting element assigned to the positive-locking shifting element without having to design one of the two shafts of the manual transmission device as a hollow shaft in a structurally simple and cost-effective manner.

A further embodiment of the continuously variable power-split transmission according to the invention that can be operated with high efficiency comprises a transmission input shaft that can be coupled to a prime mover and is operatively connected to a first shaft of the variator, while a second shaft of the variator is connected to a first shaft, designed as a sun gear, of the summing planetary gear device. In addition, the transmission input shaft is connected to a second shaft, designed as a planetary carrier, of the summing planetary gear device, while the manual transmission device is coupled to a third shaft, designed as a ring gear, of the summing planetary gear device. Power losses occurring in the area of the gear wheel pairs of the continuously variable power-split transmission are reduced, particularly in the area of the summing planetary gear device, at least over a wide operating range of the continuously variable power-split transmission and thus a large adjustment range of the variator, and the efficiency of the continuously variable power-split transmission is improved in a structurally simple and cost-effective manner.

In addition, the connection according to the invention of the transmission input shaft, the variator and the manual transmission device to the summation planetary gear device offers the possibility in a simple manner of reducing the rolling power component in the area of the summation planetary gear device, particularly in a main working range of a tractor or the like, which preferably has a vehicle speed range of between 5 and 10 km/h. h is at the rated speed of a drive machine to reduce to a minimum.

With an appropriate design of the continuously variable power-split transmission is again in a narrower speed range of the main working range, preferably at vehicle speeds of 7 - 8 km / h and at the rated speed of the engine, in the range of Summation planetary gear device a block rotation can be represented, during which all shafts of the summation planetary gear device rotate at the same speed and in which the drive power can be transmitted via the summation planetary gear device without rolling losses, such as via a completely closed switching element, for example a friction or positive clutch.

Due to the inventive coupling of the transmission input shaft, the variator and the manual transmission device to the summing planetary gear device, all rotating transmission components are operated at a low speed level over the entire operating range, which also improves the efficiency of the continuously variable power-split transmission.

Furthermore, due to the direct coupling of the variator to the sun gear of the summing planetary gear device, the continuously variable power-split transmission according to the invention requires little installation space and can therefore be integrated in a structurally simple manner into a tunnel-like transmission installation space of a conventional tractor and is therefore particularly suitable for use in existing vehicle tractor concepts.

In an advantageous development of the continuously variable power-split transmission according to the invention, the first shaft of the variator and the second shaft of the stepped planetary gear device are each operatively connected to the transmission input shaft via a transmission unit, preferably designed as spur gear teeth, which means that, in particular, a drive speed of the variator, even when there is a limited speed range, is one with the transmission input shaft coupled prime mover can be maintained over a large operating range of a vehicle drive train designed with the continuously variable power-split transmission in a speed range required for high efficiency of the variator. This means that both the speed of the prime mover and the drive speed of the variator can be optimally matched to one another via the transmission unit arranged between the transmission input shaft and the shaft of the variator, and both the prime mover and the variator can be operated in an optimal working range.

In a structurally simple and cost-effective embodiment of the stepless power-split transmission according to the invention, the summing planetary gear device is designed as a simple planetary gear.

The stepless power-split transmission can be designed in a space-saving manner and is also characterized by a high power density if the variator is designed as a hydrostatic device in a bent-axis design with a hydraulic adjustment unit and a hydraulic constant unit in a so-called back-to-back design.

If the transmission ratios in the area of the transmission units and a stationary transmission ratio of the summation planetary gear device are matched to one another in such a way that a rotational speed of the third shaft of the summation planetary gear device can be continuously changed by adjusting the variator between zero and a maximum, a vehicle standstill of a vehicle equipped with the continuously variable power-split transmission according to the invention is itself with limited functionality of the power-split transmission. In addition, in an embodiment of the power-split transmission with several transmission ranges, within which a transmission ratio of the power-split transmission can be continuously changed via the variator, the vehicle can be started from the vehicle standstill without changing the transmission range currently engaged.

In a further advantageous embodiment of the continuously variable power-split transmission according to the invention, at least two transmission ratio ranges can be represented in the area of the manual transmission device, with a lower speed range for traction work being provided over a first transmission range and an upper speed range for transport operation of a vehicle equipped with the power-split transmission being provided over a second transmission range . A drive machine of a vehicle can thus be operated in accordance with requirements in an optimum operating range with an adapted range of tractive power and, at the same time, low drive energy consumption.

A cost-effective and structurally simple embodiment of the continuously variable power-split transmission is characterized in that each of the transmission ratio ranges can be switched on by coupling a loose wheel to a shaft of the manual transmission device via a switching element, which each mesh with a fixed wheel of another shaft of the manual transmission device that is operatively connected to the transmission output shaft , whereby the shaft with the fixed gears can also be the transmission output shaft itself.

Are the transmission input shaft and a transmission output shaft coaxial with each other assigns, the continuously variable power-split transmission is characterized by a small space requirement, especially in the radial direction, and can be integrated into existing vehicle concepts or vehicle tractor concepts without complex design measures.

If a loose wheel can be connected in a torque-proof manner to the shaft of the manual transmission device via the second frictional shifting element, which idler wheel is in mesh with a fixed wheel of a shaft that is operatively connected to the transmission output shaft of the manual transmission device via an intermediate wheel, then a vehicle designed with the continuously variable power-split transmission with a correspondingly high tractive power supply is low in design Effort can also be operated in reverse direction.

Both the features specified in the patent claims and the features specified in the following exemplary embodiments of the continuously variable power-split transmission according to the invention are each suitable, alone or in any combination with one another, to develop the subject according to the invention. The respective combinations of features do not represent any limitation with regard to the further development of the subject matter according to the invention, but essentially only have an exemplary character.

Further advantages and advantageous embodiments of the continuously variable power-split transmission according to the invention result from the patent claims and the exemplary embodiments described in principle below with reference to the drawing, the same reference numerals being used in the description of the various exemplary embodiments for the sake of clarity for structurally and functionally identical components.

• 1 eine stark schematisierte Darstellung eines mit einer ersten Ausführungsform des erfindungsgemäßen stufenlosen Leistungsverzweigungsgetriebes ausgebildeten Fahrzeugantriebsstranges;
• 2 eine Teildarstellung eines zweiten Ausführungsbeispieles des erfindungsgemäßen stufenlosen Leistungsverzweigungsgetriebes, die eine Schaltgetriebeeinrichtung umfasst; und
• 3 eine 2 entsprechende Darstellung eines dritten Ausführungsbeispieles des erfindungsgemäßen stufenlosen Leistungsverzweigungsgetriebes.

It shows:

• 1 a highly schematic representation of a trained with a first embodiment of the continuously variable power-split transmission according to the invention vehicle drive train;
• 2 a partial representation of a second embodiment of the continuously variable power-split transmission according to the invention, which includes a manual transmission device; and
• 3 one 2 corresponding representation of a third embodiment of the continuously variable power-split transmission according to the invention.

1 shows a vehicle drive train 1, preferably a drive train of a tractor, with a continuously variable power-split transmission 2 with primary coupling of a variator 3 to a prime mover 4, which is designed here as an internal combustion engine.

An engine output shaft 5 of the drive engine 4 drives a transmission input shaft 6 in traction mode, which is operatively connected to a first shaft 8 of the variator 3 via a transmission unit 7 designed here as a spur gear toothing. In addition, the transmission input shaft 6 is operatively connected via a second transmission unit 9, also designed as a spur gear, to a summation planetary transmission device 10, which is designed as a simple planetary transmission.

A second shaft 11 of the variator 3 is non-rotatably connected to a first shaft 12 of the summing planetary gear device 10, which is the sun gear of the summing planetary gear device 10 in the present case. The transmission input shaft 6 is operatively connected via the second transmission unit 9 to a second shaft 13 of the summation planetary transmission device 10, which represents the planetary carrier on which the planetary gears 14 are rotatably arranged. In the present case, the planet gears 14 mesh both with the sun gear and with a third shaft 15, designed as a ring gear, of the summing planetary gear device 10, which is connected to a shaft 16 of a manual transmission device 18 arranged between the summing planetary gear device 10 and an output 17 of the vehicle drive train 1.

A loose wheel 19 is rotatably arranged on the shaft 16 of the manual transmission device 18 and can be connected to the shaft 16 in a rotationally fixed manner via a first frictionally engaged shifting element 22 . The loose wheel 19 meshes with a fixed wheel 25 of a transmission output shaft 27 of the manual transmission device 18 which is arranged coaxially with the transmission input shaft 6 in the present case. The vehicle drive train 1 thus represents a so-called in-line drive train, in which an input shaft and an output shaft of a transmission lie on the same axis and can be mounted in a transmission housing on a common axis.

Again on a further shaft 31 of the manual transmission device 18 provided coaxially to the shaft 16 and provided next to the shaft 16, two further idler gears 20 and 21 are rotatably arranged, which via a positive-locking shifting element 24, which is designed here as a synchronization and depending on the respective application can be designed as a pure claw shifting element, can be coupled in a rotationally fixed manner to the further shaft 31 of the manual transmission device 18 . The other shaft 31 is rotatably connected to the shaft 16 via a second frictional switching element 23 Manual transmission device can be connected, the frictional shifting elements 22 and 23 presently having a common outer disk carrier 32 .

The variator 3 is designed as a hydrostatic unit in a swash plate design with a hydraulic adjusting unit 28A designed as a pump and a hydraulic constant unit 28B designed as a motor in a so-called back-to-back design, which work together in a space-saving and functionally favorable manner. Depending on the application at hand, however, there is also the possibility of providing another suitable structural design of a variator, for example a mechanical variator, such as a belt-type variator, or an electric motor or the like, in order to achieve a transmission ratio of the continuously variable power-split transmission 2 in the area of the variator 3 of a gear ratio range that can be displayed together with the manual transmission device 18 between a maximum and a minimum.

When the frictional shifting element 22 is closed and the frictional shifting element 23 is open at the same time, a first transmission range for forward travel is engaged in the power-split transmission 2, while when the frictional shifting element 22 is open and the second frictional shifting element 23 is closed at the same time, and depending on a shift position of the positive-locking shifting element 24, either a second transmission range for forward travel or a transmission range for reversing is switched on. The second transmission range for forward travel in the power-split transmission 2 is engaged when the loose wheel 20, which meshes with a fixed wheel 26 of the transmission output shaft 27, is connected to the shaft 31 in a rotationally fixed manner via the positive shifting element 24. The transmission range for reversing is represented by the non-rotatable coupling of the idler wheel 21 via the positive shifting element 24 to the further shaft 31 of the manual transmission device 18, since the idler wheel 21 is connected to the output 17 via an intermediate wheel 29 meshing with it and a fixed wheel 30, which in turn meshes with it, of the transmission output shaft 27 is in operative connection.

A speed in the area of the output 17 can be adjusted between zero and a maximum speed value in each of the gear ratio ranges by correspondingly changing the gear ratio of the power-split transmission 2 in the area of the variator 3, with the entire gear ratio range of the variator 3 being used for this purpose in order to provide the hydrostatic unit with a small delivery volume and thus to be able to carry out low basic losses. In addition, the output speed of the variator 3 can be set between a positive and a negative maximum speed.

In order to be able to change the rotational speed of the output 17 in all transmission ratio ranges for forward travel and reverse travel between zero and the maximum value, the transmission ratios of the transmission units 7 and 9 and the stationary transmission ratio of the summation planetary gear device 10 are matched to one another, with a vehicle or a tractor can be started from the vehicle standstill in each transmission ratio range engaged for forward travel and reverse travel by suitable activation of the variator 3 or can also be transferred to the vehicle standstill with the vehicle drive train 1 closed.

The first gear ratio range for forward travel is presently designed for traction work in a lower speed range of a vehicle running with the vehicle drive train 1 between 0 and approx. 20 km/h, while when the second gear ratio range for forward travel is engaged, transport operation at vehicle speeds of approx. 20 - 50 km/h is possible. h is representable. With a corresponding design of the power-split transmission 2, higher vehicle speeds can also be achieved.

Due to the fact that the shifting elements 22 and 23 are designed as frictional shifting elements and, when the frictional shifting element 23 is open, the idler wheel 20 or the idler wheel 21 can be alternately non-rotatably connected to the other shaft 31 of the manual transmission device 18 via the positive shifting element 24 in the load-free operating state, it is possible to switch between the translation ranges for forward travel and a change from the first translation range for forward travel and the translation range for reverse travel can be carried out without any interruption in traction. Furthermore, a frictional braking and acceleration of a vehicle running on the vehicle drive train 1 with a reversal of the direction of travel of the vehicle through the vehicle standstill can be represented without disruptive switching processes when the vehicle is stationary between forward drive mode and reverse drive mode or between reverse drive mode and forward drive mode.

Furthermore, a maximum efficiency of the power-split transmission 2 can be optimally adjusted to a vehicle speed of approximately 10 km/h, especially for an application of the power-split transmission 2 in a tractor when the first transmission stage is engaged for forward travel at the rated speed of the prime mover 4 . At a laid second gear ratio for forward travel, there is a simple way to provide the maximum efficiency depending on the realized maximum vehicle speed in a speed range between 30 and 40 km / h.

The rolling power component in the area of the summation planetary gear in a main working range of a tractor at vehicle speeds between 5 and 10 km/h can be reduced to a minimum at a nominal speed of the drive engine 4, which is for example 2200 rpm, which means that the power split transmission 2 is in the main working range can be operated with high efficiency. In addition, the summing planetary gear device 10 can be operated in a block cycle in a narrower main working range of a tractor, which is around 7-8 km/h at the nominal speed of the prime mover 4, in which all shafts 12, 13 and 15 of the summing planetary gear device 10 have the same speed. In such an operating state of the power-split transmission 2 or the summing planetary gear device 10, the drive power is transmitted between the prime mover 4 and the output 17 in the region of the summing planetary gear device 10 without rolling losses, as via a fully engaged clutch.

In the other operating ranges of the vehicle drive train 1, all rotating transmission components of the power-split transmission 2 have a low speed level, so that the power-split transmission 2 is basically operated with low power loss and high efficiency.

Due to the direct coupling of the variator 3 or the second shaft 11 of the variator 3 to the sun gear of the summing planetary gear device 10, the power split transmission 2 is characterized by a low radial space requirement and can be easily integrated into a tunnel-like transmission space of a conventional tractor and is therefore particularly suitable for suitable for use in existing tractor vehicle concepts.

In the power-split transmission 2 according to 1 In a structurally simple manner, there is the possibility of enabling or supporting a change between the transmission ratio ranges for forward travel and also for reverse travel by adjusting the speed of the drive engine 4 and/or by changing the transmission ratio in the area of the variator accordingly.

If, for example, the first transmission range for forward travel is engaged in the power-split transmission 2 with the frictional shifting element 22 closed and the second frictional shifting element 23 open at the same time, and there is a corresponding request to engage the second transmission range for forward travel, the idler wheel 20 is connected to the other shaft via the positive-locking shifting element 24 31 rotatably connected. For this purpose, the positive-locking switching element 24 is designed to be adjustable between a plurality of switching positions by an actuator device 33 that can be actuated automatically via a control device 33C depending on the operating state and also as a function of a driver's specification. In the present case, actuator device 33 includes an electric motor 33A, the rotary drive of which is converted in the region of a drive converter device 33B into a translational drive movement of a shift fork 34 that engages in a shift sleeve 35 of positive-locking shift element 24 .

As an alternative to this, there is also the possibility that the positive-locking shifting element 24 is actuated as a function of a driver's specification, which can take place manually via a shift selector lever in a mechanical manner.

There is then, for example, the possibility of initially converting the first frictional shifting element 22 into a slipping mode, in which the torque conducted in the vehicle drive train 1 is first passed on via the first frictional shifting element 22 . Then again, the transmission capacity of the second frictional shifting element 23 is increased until the torque can be guided via this.

After the torque has been taken over by the frictional shifting element 23, the first frictional shifting element 22 is fully opened and the differential speed in the area of the second frictional shifting element 23 is compensated for by a corresponding change in transmission ratio in the area of the variator 3 within short operating times with a simultaneous low load on the shifting element 22, with the second frictional Switching element 22 is fully closed, for example, only in completely slip-free operation.

If there is a corresponding request for a range change starting from the first transmission range for forward travel into the transmission range for reverse travel, the idler wheel 21 is connected in a torque-proof manner to the further shaft 31 via the positive-locking shifting element 24 by appropriate actuation on the actuator side, and then the load transfer described above is carried out starting from the initially still closed shaft first th frictional shifting element 22 in the direction of the still open second frictional shifting element 23, preferably in the manner described above as when changing the gear ratio from the first gear ratio range for forward travel in the direction of the second gear ratio range for forward travel, with the vehicle initially being braked to zero at a vehicle speed in the forward travel direction and then accelerated in reverse direction.

In order to avoid drag losses when the first transmission range for forward travel is engaged in the area of manual transmission device 18 or in the area of the second friction-locking shifting element 23, positive-locking shifting element 24 can be guided via actuator device 33 into an intermediate shifting position in which neither idler gear 20 nor idler gear 21 is rotationally fixed is connected to the further shaft 31. In the intermediate shifting position of the form-fit shifting element 24, in the area of the second friction-locking shifting element 23, high, opposing differential speeds and the associated drag losses and disk wobbling are avoided in a simple manner.

2 shows a partial representation of a second exemplary embodiment of the continuously variable power-split transmission, in which the positive shifting element 24 is arranged between the summing planetary gear device 10 and the two frictional shifting elements 22 and 23 and the output 17. The further shaft 31 of the manual transmission device 18 is presently designed as a hollow shaft, through which the shaft 16 extends, starting from the summing planetary gear device 10 in the direction of the first frictional shifting element 22 and the loose wheel 19 .

3 shows a third embodiment of the continuously variable power split transmission 2 in a 2 corresponding representation, in which the loose wheels 19, 20 and 21 and also the switching elements 22, 23 and 24 are arranged on the transmission output shaft 27, while the fixed wheels 25, 26 and 30 are non-rotatably connected to the shaft 16 of the manual transmission device 18.

reference list

1

vehicle powertrain

2

stepless power split transmission

3

variator

4

prime mover

5

engine output shaft

6

transmission input shaft

7

gear unit

8th

first shaft of the variator

9

second gear unit

10

summation planetary gear device

11

second shaft of the variator

12

Wave

13

second shaft of summing planetary gear device, planetary carrier

14

Planet gears of the summing planetary gear device

15

third shaft of the summing planetary gear device, ring gear

16

Wave

17

downforce

18

manual transmission device

19 to 21

loose wheel

22 to 24

switching element

25, 26

fixed wheel

27

transmission output shaft

28A

hydraulic adjustment unit

28B

hydraulic constant unit

29

intermediate wheel

30

fixed wheel

31

another shaft of the manual transmission device

32

common outer disk carrier of the friction-locking shifting elements

33

actuator device

33A

electric motor

33B

drive converter device

33C

control device

34

shift fork

35

shift sleeve

Claims (12)

Continuously variable power-split transmission (2) with a variator (3) with a first shaft (8) of the variator (3) and with a second shaft (11) of the variator (3), the variator (3) having a hydraulic pump designed as a Adjustment unit (28A) and one designed as a motor hydraulic constant unit (28B), the pump and the motor being directly connected to one another and thus working together in a space-saving and functionally favorable manner, the first shaft (8) of the variator (3) being connected to a transmission input shaft (6) via a transmission unit (7 ) is operatively connected and the second shaft (11) of the variator (3) is connected to a sun wheel of a summation planetary gear device (10) and to a transmission output shaft (27) of a manual transmission device (18) on which fixed gears (25, 26, 30) are arranged and with the manual transmission device (18) connected to the summation planetary gear device (10) and designed as a countershaft transmission, in the area of which at least three gear ratio ranges can be represented via shifting elements (22, 23, 24), loose wheels ( 19, 20, 21) with at least one shaft (16, 31; 27) of the transmission device (18) rotatably verbindba r, which are in operative connection with fixed gears (25, 26, 30) of a further shaft (16, 27) of the manual transmission device (18), characterized in that one of the idler gears (19) via a first frictional shifting element (22) with the shaft (16) of the gearbox device (18) acting as the input shaft of the gearbox device (18) can be coupled, while further idler gears (20, 21) can be coupled to a shifting element half of a second frictionally engaged shifting element (23) via a positive-locking shifting element (24) to produce the further transmission ratio ranges. can be connected alternately and can be coupled in a torque-proof manner to the shaft (16, 27, 31) of the manual transmission device (18) via the second frictional shifting element (23). Continuously variable power-split transmission claim 1 , characterized in that the switching elements (22, 23, 24) can be used to represent at least two transmission ranges for forward travel and at least one transmission range for reverse travel, with one of the idler gears (19), which is used to represent one of the transmission ranges for forward travel with the input shaft of the The shaft (16) of the manual transmission device (18) acting on the manual transmission device (18) can be connected in a rotationally fixed manner via the first frictional shifting element (22) to the shaft (16) of the manual transmission device (18) acting as the input shaft of the manual transmission device (18), while further idler gears (20, 21) to represent the further transmission ratio for forward travel or to represent the transmission ratio for reverse travel via the positive shifting element (24) with the shifting element half of the second frictional shifting element (23) and can be connected alternately via the second frictional shifting element (23). the shaft (31) the scarf t transmission device (18) can be coupled in a torque-proof manner. Continuously variable power-split transmission claim 1 or 2 , characterized in that the form-fitting switching element (24) via an actuator device (33) is designed to be switchable between defined switching positions. Continuously variable power-split transmission claim 3 , characterized in that the actuator device (33) has a drive converter device (33B), in the area of which a rotary drive of a drive device of the actuator device (33) can be converted into a translational drive movement for the positive-locking switching element (24). Continuously variable power-split transmission according to one of Claims 1 until 4 , characterized in that one shifting element half of a frictional shifting element (22) is connected to a first shaft (16) of the manual transmission device (18), which acts as an input shaft of the manual transmission device (18), with which one of the loose wheels (19) is connected to represent one of the gear ratio ranges for Forward travel is to be coupled in a rotationally fixed manner, the first shaft (16) being operatively connected to a shaft (15) of the summing planetary gear device (10). Continuously variable power-split transmission claim 5 , characterized in that a second shaft (31) of the manual transmission device (18) with which the further idler gears (20, 21) are to be coupled in a rotationally fixed manner to produce one of the transmission ranges for forward travel or reverse travel and which is coaxial with the first shaft (16) and is arranged next to the first shaft (16), is non-rotatably connected to a shift element half of a frictional shift element (23) and a shift element half of the positive shift element (24). Continuously variable power-split transmission according to one of Claims 1 until 6 , characterized in that a transmission input shaft (6) of the power-split transmission (2) that can be coupled to a drive machine (4) is in operative connection with a first shaft (8) of the variator (3) and a second shaft (11) of the variator (3) with is connected to a first shaft (12) designed as a sun wheel of the summing planetary gear device (10) and the transmission input shaft (6) is additionally connected to a second shaft (13) designed as a planetary carrier of the summing planetary gear device (10), while the manual transmission device (18) is connected to a Ring gear executed third shaft (15) of the summing planetary gear device (10) is coupled. Continuously variable power-split transmission claim 7 , characterized in that the first shaft (8) of the variator (3) and the second shaft (13) of the summation planetary gear device (10) are each connected via a gear unit (7, 9), preferably designed with spur gear teeth, to the gear input shaft (6) of the power split gear ( 2) are in operative connection. Continuously variable power-split transmission according to one of Claims 1 until 8th , characterized in that the summing planetary gear device (10) is designed as a simple planetary gear. Continuously variable power-split transmission claim 8 or 9 , characterized in that translations in the area of the gear units (7, 9) and a stationary translation of the summing planetary gear device (10) are matched to one another in such a way that a speed of the third shaft (15) of the summing planetary gear device (10) via an adjustment of the variator (3) is infinitely variable between zero and a maximum. Continuously variable power-split transmission according to one of Claims 7 until 11 , characterized in that the transmission input shaft (6) of the power-split transmission (2) and a transmission output shaft (27) of the manual transmission device (10) are arranged coaxially to one another. Continuously variable power-split transmission according to one of Claims 1 until 11 , characterized in that a loose wheel (21) can be connected in a torque-proof manner via the second frictional shifting element (23) to the shaft (16) of the manual transmission device (18) acting as the input shaft of the manual transmission device (18), which via an intermediate wheel (29) is connected to a Fixed wheel (30) of a transmission output shaft (27) of the manual transmission device (18) is operatively connected to the shaft.

Images