DE102013224383A1 - Power-split final drive for working machines - Google Patents

Power-split final drive for working machines

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Publication number
DE102013224383A1
DE102013224383A1 DE102013224383.9A DE102013224383A DE102013224383A1 DE 102013224383 A1 DE102013224383 A1 DE 102013224383A1 DE 102013224383 A DE102013224383 A DE 102013224383A DE 102013224383 A1 DE102013224383 A1 DE 102013224383A1
Authority
DE
Germany
Prior art keywords
drive element
power
vehicle axle
split
transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102013224383.9A
Other languages
German (de)
Inventor
Raphael Himmelsbach
Benedikt Reick
Manuel Goetz
Eberhard Wilks
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to DE102013224383.9A priority Critical patent/DE102013224383A1/en
Publication of DE102013224383A1 publication Critical patent/DE102013224383A1/en
Pending legal-status Critical Current

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/34Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/34Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52Driving a plurality of drive axles, e.g. four-wheel drive

Abstract

Power split axle drive (1), comprising at least a main drive element (2), a first auxiliary drive element (3), a second auxiliary drive element (4), a first vehicle axle (5), a second vehicle axle (6) and a main gear (7), wherein a through the main drive element (2) producible rotational movement or a producible torque via a first shaft (W1) in the main gear (7) and / or the first auxiliary drive element (3) is introduced and by the rotational movement or the torque of the main drive element (2) at least the the first vehicle axle (5) can be driven via the main transmission (7), characterized in that the power-split final drive (1) has a power split transmission (8) which is connected via a second shaft (W2) to the first vehicle axle (5) and the main transmission ( 7) is connected via a third shaft (W3) to the second auxiliary drive element (4) and via a fourth shaft (W4) is connected to the second vehicle axle (6) and the second auxiliary drive element (4) acts on the power split transmission (8), whereby a flow of the second vehicle axle (6) is controllable.

Description

  • The present invention relates to a power split axle drive, in particular for use in working machines. Furthermore, the present invention relates to a method for operating a power split axle drive.
  • Machinery is to be understood as meaning, in particular, machines which are designed and suitable for their construction and their special equipment permanently connected to the vehicle for carrying out work, but not for the transport of persons or goods. For example, agricultural or forestry machines or construction machines are to be understood here. Exemplary here are agricultural tractors or tractors to call.
  • Power-split is understood to mean that an input power is divided into several power branches. The respective power branches can be represented in each case mechanically, hydraulically, electrically or in a combination of the mentioned embodiments.
  • The DE 10 2007 021 732 A1 discloses a drive system for vehicles with at least two drivable vehicle axles, in particular for commercial vehicles and agricultural tractors. The drive system has a continuously variable transmission without interaxle differential with at least a first and a second motor. The first motor is connected to a first vehicle axle and the second motor is connected to a second vehicle axle. Furthermore, the drive system has a clutch. By the coupling a connection between the first and the second vehicle axle can be produced. The torque transmitting capability of the clutch is adjustable depending on a driving condition of the vehicle.
  • The DE 10 2005 044 181 A1 discloses a drive system for an agricultural or industrial utility vehicle, preferably for a tractor. The drive system comprises at least one electric generator and a first and a second electric machine. With a torque generated by an engine of the vehicle, the at least one electric generator is drivable. With the electrical energy generated by the electrical generator, at least one of the two electrical machines can be driven. The mechanical torque generated by the first and / or the second electric machine can be transmitted to at least one drive axle of the vehicle for its movement. In a preferred embodiment, a drive axle can only be driven by one electric machine and another drive axle can only be driven by the other electric machine. As a result, the wheels of the front axle can be operated at a different wheel circumferential speed than the wheels of the rear axle. By increasing the lead of the wheels of the front axle thus the turning circle of the tractor can be reduced.
  • The present invention is based on the object to propose a power-split final drive of the type mentioned, in which can be controlled without the use of a longitudinal differential with a longitudinal differential lock by a variable speed ratio between the axes of the vehicle, the flow of one of the vehicle axles. Thus, in particular, tensions in the vehicle or increased wear of the vehicle, especially when cornering, should be reduced.
  • The object is achieved with a transmission according to the patent claim 1. Further advantages and advantageous embodiments will become apparent from the dependent claims.
  • The power-split final drive preferably comprises at least one main drive element, a first auxiliary drive element, a second auxiliary drive element, a first vehicle axle, a second vehicle axle and a main transmission. Preferably, a rotational movement that can be generated by the main drive element or a torque that can be generated by the main drive element can be introduced via a first shaft into the main transmission and / or the first additional drive element. As a result of the rotational movement or the torque of the main drive element, at least the first vehicle axle can be driven via the main transmission.
  • The main drive element is preferably an internal combustion engine, for example an engine operated with gas, gasoline or diesel fuel. Alternatively, however, the main drive element can also be realized in the form of an electric machine.
  • The first additional drive element and the second additional drive element are preferably electrical machines. In addition, an embodiment in the form of a hydraulic drive, such as a hydrostatic drive element, conceivable.
  • The first vehicle axle and the second vehicle axle are vehicle axles which may be drivable. In addition, both the first vehicle axle and / or the second vehicle axle can be made steerable.
  • The main transmission is preferably characterized in that a translation of the rotational speed or the torque takes place from a transmission input to a transmission output. In this case, the transmission input is arranged on one side of the main transmission, which preferably faces the main drive element. The transmission output is preferably located on a side opposite the transmission input side of the main transmission. The main gearbox can be designed as a stepped automatic transmission, as a continuously variable transmission (CVT), as a manual transmission or as a dual-clutch transmission.
  • A shaft is not to be understood below as meaning, for example, a cylindrical, rotatably mounted machine element for transmitting torques, but rather are also to be understood as meaning general connecting elements which connect individual components or elements to one another.
  • More preferably, the power-split final drive on a power split transmission, which is preferably connected via a second shaft with the first vehicle axle and the main transmission. The power split transmission is preferably connected to the second additional drive element via a third shaft and is preferably connected to the second vehicle axle via a fourth shaft. Preferably, the second auxiliary drive element acts on the power split transmission, whereby preferably a flow of the second vehicle axle is adjustable.
  • The power split transmission is preferably a planetary gear or epicyclic gearbox. Such a planetary gear has at least three shafts. In a two-shaft operation, one of the shafts is fixed, which inevitably results in the rotation of the undriven shaft. In a three-shaft operation, the planetary gear works as a summing gear or as a transfer case. In the summation gear, two shafts are driving and a shaft is driven. In contrast, in a transfer case, a shaft is driving and two shafts are driven.
  • In a vehicle with a steerable front axle, the wheels of the front axle travel a greater distance than the wheels of the rear axle of the vehicle. In vehicles with a rigid four-wheel drive, that is without a longitudinal differential, a constant speed ratio between the front and rear axle of the vehicle is set. However, especially when cornering, this leads to a disadvantageous steerability of the tractor. To prevent or compensate for this, a constructive flow is provided in the vehicle. This means that, for example, the wheels of the steerable front axle have a higher wheel peripheral speed than the wheels of the non-steered rear axle.
  • More preferably, the first auxiliary drive element and the second additional drive element are each operable both as a generator and as a motor. In regenerative operation, the auxiliary drive element or both auxiliary drive elements has a braking effect, that is, a mechanical energy is converted from a rotational movement into, for example, an electrical energy. In contrast, in the engine operation of the auxiliary drive elements energy, in particular electrical energy, fed into the auxiliary drive elements, whereby a rotational movement or a torque is generated, whereby the auxiliary drive elements act impulsive. The two additional drive elements can both be operated simultaneously as a generator, both operated by a motor or a generator or a motor operated.
  • Particularly preferably, the first auxiliary drive element is operated as a generator, that is, it generates electrical energy, and provides this to the second auxiliary drive element, wherein the second auxiliary drive element is preferably operated by a motor.
  • Furthermore, the power-split axle drive preferably has a storage element. The storage element is characterized in particular by the fact that it can absorb energy, store energy and give off energy. The storage element is preferably a battery, an accumulator or a capacitor for storing electrical energy. In other embodiments, however, pressure accumulator for storing compressed gases or fluids or kinetic energy storage are conceivable. In a kinetic energy storage kinetic energy is stored for example in rotating masses.
  • More preferably, a brake is arranged between the second auxiliary drive element and the power split transmission.
  • Under a brake is to be understood preferably a frictional switching element, which is connected on one side with a fixed element, such as a housing or a vehicle frame, and on another side with a rotatable element, such as a shaft. In this case, a force is usually introduced via an actuator to the connection point, whereby a frictional force is created by which, for example, a rotational movement of the rotatable member supported against the fixed component and Thus, the rotation is inhibited or prevented. Hereinafter, a non-actuated brake is understood to mean an opened brake. This means that the rotatable component is in free-running, that is to say that the brake preferably has no influence on the rotational speed of the rotatable component. When the brake is actuated or closed, the rotational speed of the rotatable component is reduced. Depending on the application, the speed of the rotatable component can be reduced down to standstill. This then means that a firm connection between the rotatable component and the fixed component can be produced. Alternatively, embodiments are conceivable in which the brake is opened in the actuated state and closed in the non-actuated state.
  • In other alternative embodiments, a positive brake is conceivable. In interlocking connections takes place, for example, rotationally fixed connection of two components due to the engagement of the contours of the components to be connected. Positive connections have the particular advantage that they can transmit high forces and moments with comparatively small dimensions and weight. In addition, the energy to be applied for the connection is much lower than in frictional connections, whereby, for example, the actuator can be made smaller.
  • The actuator for actuating the brake can be designed to be hydraulically, electromechanically, electromagnetically or pneumatically actuated, for example.
  • Preferably, a first clutch is arranged between the main drive element and the first auxiliary drive element or the main transmission.
  • Clutches describe switching elements which, depending on the operating state, allow a relative movement between two components or provide a fixed connection for transmitting a torque or a rotational movement. Under a relative movement, for example, to understand a rotation of second components, wherein the rotational speed of the first component and the rotational speed of the second component differ from each other. In addition, the rotation of only one of the two components is conceivable while the other component is stationary or rotating in an opposite direction. Preferably, the clutches are frictional elements, preferably via an actuator, a force is introduced to the junction of the two components, whereby a frictional force arises, by which a rotational movement or torque between the two rotatable components is transferable.
  • Hereinafter, a non-actuated clutch is understood to mean an opened clutch. This means that a relative movement between the two components is possible. When the clutch is actuated or closed, the two components accordingly rotate at the same speed in the same direction.
  • In an alternative embodiment, the couplings are designed as positive-locking elements.
  • The actuator for actuating the clutch can be designed as the actuator for actuating the brake.
  • In the arrangement just described, a selective separation or connection of the main drive element to the power-split final drive can thus be produced. When the first clutch is open, neither a rotational movement in the power-split axle drive can be initiated by the main drive element nor, conversely, a rotational movement from the power-split axle drive into the main drive element. The main drive element is thus rotationally separated from the power-split final drive when the first clutch is open.
  • More preferably, a second clutch is arranged between the main transmission and the main drive element or the first auxiliary drive element.
  • With the second clutch open, the main transmission is thus rotationally separated from both the main drive element and the first auxiliary drive element.
  • In an alternative embodiment, instead of between the main transmission and the main drive element or the main transmission and the first additional drive element, the second clutch may also be arranged on one side of the transmission output of the main transmission. When the second clutch is open in this case, not the transmission input but the transmission output of the main transmission is rotationally separated from the main drive element or the first auxiliary drive element, which is functionally equivalent to the previously described arrangement identical.
  • Alternatively, an arrangement without a second clutch or a first clutch is conceivable, but this must be the main transmission in a neutral position to functionally achieve the same effect as an opened second clutch. Under a neutral position of the main transmission is to be understood that there is no adhesion between the transmission input and transmission output of the main transmission. A rotational movement of the transmission input is thus not transmitted to the transmission output.
  • According to another aspect of the present invention, a method for operating a power-split final drive is proposed. In this case, the power-split final drive on at least a first vehicle axle, a second vehicle axle, a power split transmission and a second auxiliary drive element. Preferably, the method comprises a step of the action of the second auxiliary drive element on the power split transmission, wherein the second auxiliary drive element, a torque or a rotational movement is introduced into the power split transmission, whereby a rotational movement introduced by the first vehicle axle or a main gear or a torque introduced in such a way is superimposed, whereby a flow of the second vehicle axle is changed. The change in the flow can cause an increase in the wheel peripheral speed or a reduction in the wheel peripheral speed of the second vehicle axle. The power split transmission may be configured such that the change of the advance of the second vehicle axle is achieved solely by a change in the rotational speed of the rotational movement introduced by the second auxiliary drive element, the direction of rotation of the rotational movement and of the second auxiliary drive element itself remaining the same. In a further embodiment, the power split transmission can be designed so that a change in direction of the direction of rotation of the rotational movement or of the second additional drive element takes place for a change in the flow. Driving conditions are also conceivable in which a combination of an adaptation of the rotational speed of the rotational movement introduced by the second additional drive element and a reversal of direction of the rotational movement introduced by the second additional drive element causes the change of the forward flow. In addition, driving conditions may occur in which no rotational movement is introduced by the second auxiliary drive element in the power split transmission. This also causes a change in the flow of the second vehicle axle.
  • Superimposed means in this context that, as described above, the power split transmission is operated in three-shaft operation as a summation. By increasing the lead of the second vehicle axle, it is to be understood that the rotational speed or the wheel peripheral speed of the second vehicle axle is further increased in comparison to the first vehicle axle. Analogously, a reduction of the advance of the second vehicle axle is to be understood as meaning that the rotational speed or wheel peripheral speed of the second vehicle axle is reduced in comparison to the first vehicle axle.
  • Preferably, a rotational movement of the second auxiliary drive element takes place in the second direction opposite to a rotational movement of the second additional drive element in the first direction. The reduction of the advance of the second vehicle axle is to be understood as meaning that the rotational speed of the second vehicle axle is reduced.
  • More preferably, a method for operating a power-split final drive is proposed, wherein the power-split final drive has at least a first vehicle axle, a second vehicle axle, a power split transmission and a second auxiliary drive element. More preferably, the method comprises a step of locking a third shaft, wherein the locking of the third shaft is preferably done either by closing a brake or by providing an equivalent torque through the second auxiliary drive element. As a result, the power split transmission is preferably locked in such a way that the power split transmission constitutes a rigid connection between the first vehicle axle and the second vehicle axle.
  • Under the lock of the third wave is to be understood that this is rotationally fixed, that is, that this can not exert rotational movement. In the present case, closing a brake or a closed brake means that the brake makes a connection to the third shaft in such a way that rotation of the third shaft is prevented.
  • By an equivalent torque is meant that a torque is provided by the second auxiliary drive element, which is set so that the third shaft does not move, thus by the equivalent torque of the second auxiliary drive element, the same effect is generated, as with a closed Brake.
  • Under a rigid connection is to be understood that the rotational movements are introduced from the first vehicle axle at a fixed gear ratio in the second axis and vice versa. This is, for example, with the function of a locked longitudinal differential between the first vehicle axle and the second vehicle axle or a rigid four-wheel drive to set the same.
  • More preferably, a method for operating a power-split final drive is proposed, wherein the power-split final drive has at least a first vehicle axle, a second vehicle axle, a power split transmission and a second additional drive element. The method preferably comprises a step of regulating the advance of the second vehicle axle as a function of a steering angle of one of the vehicle axles or both vehicle axles relative to one another.
  • Under a steering angle is an angle of the wheels of a steerable axle to the wheels of a non-steerable axle or to understand a longitudinal axis of a vehicle.
  • Under the rules of the flow of the second vehicle axle in dependence on a steering angle of the vehicle axles or both vehicle axes to each other is to be understood that with a change in steering angle and a change in the flow of the second vehicle axle is accompanied. In this case, the flow as needed, as described above, be increased or decreased.
  • However, the change of the flow can also be dependent on other parameters, such as the nature of the ground or the weather conditions. A change of the flow can be done automatically by an adequate control and regulation or manually made by the operator by means of an input device.
  • Arrangements are conceivable in which only one of the two vehicle axles is steerable or in which both vehicle axles, for example in the form of a four-wheel steering, are steerable.
  • According to another aspect of the present invention, a work machine comprising a power-split final drive of the type mentioned is proposed.
  • The invention will be explained in more detail by way of example with reference to the accompanying figures. Show it:
  • 1 a schematic representation of a first embodiment of a power split axle drive according to the invention;
  • 2 a schematic representation of a second embodiment of a power split axle drive according to the invention;
  • 3 a schematic representation of a third embodiment of a power split axle drive according to the invention;
  • 4 : A schematic representation of a fourth embodiment of a power split axle drive according to the invention.
  • 1 shows a schematic representation of a first embodiment of the power-split final drive 1 , In this case, a main drive element 2 via a first shaft W1 with a first auxiliary drive element 3 and a main gearbox 7 connected. Through the main drive element 2 is a rotational movement or a torque generated, which via the first shaft 1 in the first auxiliary drive element 3 and the main gearbox 7 can be introduced. The main gearbox 7 is further on a second wave W2 with a first vehicle axle 5 and a power split transmission 8th connected. The power split transmission 8th is via a third wave W3 with a second auxiliary drive element 4 and via a fourth shaft W4 with a second vehicle axle 6 connected.
  • The shafts W1, W2, W3, W4 mechanically interconnect the respective components. This means that preferably rotational movements or torques can be transmitted by the shafts W1, W2, W3, W4. The first auxiliary drive element 3 is via a connecting line V with a power take-off 13 a memory element 9 and the second auxiliary drive element 4 electronically connected. Under a power electronic connection is to be understood that generated electrical energy or stored electrical energy to the memory element 9 supplied or removed or the consumers, for example, the first auxiliary drive element 3 , the power take-off 13 or the second additional element 4 can be supplied through the connecting line V. The power take-off 13 and the memory element 9 are optional provided. This means that not necessarily a power take-off 13 must be provided. In addition, however, are also versions with more than one power take-off 13 conceivable. The storage element 9 is also an optional component. It is used to store energy, such as electrical energy, which is generated in the current operating state, but does not find use. In operating states with a high energy requirement then the stored energy can be provided. However, there are also versions of power-split final drives 1 conceivable in which only energy is removed or generated, if this, for example, for the direct operation of the first additional drive element 3 , of PTO 13 and / or the second auxiliary drive element 4 is needed.
  • Not shown in the 1 a control unit which signal transmitting at least with the first auxiliary drive element 3 , the power take-off 13 , the memory element 9 and the second auxiliary drive element 4 connected is. Under a signal-transmitting connection is to be understood that an exchange of signals between the signal transmitting connected components takes place, wherein the signals are processed in the controller, not shown, and thus serve to control or regulation and control of signal-transmitting interconnected components. In particular, such a regulation of the flow of the second vehicle axle 6 , For example, taking into account a currently applied steering angle during cornering.
  • When driving, the main drive element generates 2 a rotational movement or a torque, which by the first shaft W1 in the first auxiliary drive element 3 and the main gearbox 7 is initiated. The first auxiliary drive element 3 is operated in this case as a generator, that is, the introduced by the first wave W1 energy is converted in the form of rotational movement into electrical energy. This electrical energy can be used to operate the (electric) power take-off 13 Excess electrical energy can be used in the optional memory element 9 be stored or, as far as the driving condition requires, the second auxiliary drive element 4 powered by the lead of the second vehicle axle 6 to increase. The in the main gear 7 introduced rotary motion or in the main transmission 7 introduced torque undergoes in the main transmission 7 a translation, as far as a gear or a gear is engaged. The place where a rotational movement or torque in the main transmission 7 is initiated, is drawn as a transmission input, wherein the location at which, taking into account the ratio, a resulting rotational movement or a resultant torque applied is referred to as transmission output. In the in 1 shown example are transmission input and transmission output of the main transmission 7 arranged opposite each other.
  • The engaged with gear ratio or speed rotary motion or the present torque at the transmission output of the main transmission 7 is via the second wave W2 in the first vehicle axle 5 initiated. In addition, this rotational movement or torque via the second shaft W2 continues in the power split transmission 8th initiated.
  • The power split transmission 8th is executed in the present case as a planetary gear. Advantageously, a ring gear of the power split transmission 8th connected to the second shaft W2, a planet carrier or a web of the power split transmission 8th with the second vehicle axle 6 connected and a sun gear of the power split transmission 8th with the second auxiliary drive element 4 connected.
  • As far as the main gear 7 is in a neutral position, no rotational movement of the main drive element 2 transmitted to the second wave W2. Rather, the rotational movement is then exclusively via the first shaft W1 in the first auxiliary drive element 3 initiated. As far as this is operated as a generator, electrical energy is generated. This can then again to operate the power take-off 13 used or in the memory element 9 get saved. The power split transmission is advantageous 8th designed so that the speed of the second auxiliary drive element 4 In most operating points is close to zero and thus the lowest possible power component must be transmitted electrically. Further, this advantageously has the consequence that thereby both directions of rotation (first direction, second direction) of the second auxiliary drive element 4 can be used, thus a larger control range of the flow of the second vehicle axle 6 to achieve.
  • To load the storage element 9 For example, the first auxiliary drive element can also be used 3 and the second auxiliary drive element 4 be operated regeneratively in overrun mode. This is done by the vehicle axles 5 . 6 a rotational movement or a torque in the power split transmission 8th and the main gearbox 7 initiated, and via the first wave W1 is a rotational movement in the first auxiliary drive element 3 initiated and via the third wave W3 is a rotational movement in the second auxiliary drive element 4 initiated. The storage element 9 and the power take-off 13 are optional in this arrangement, only the just described recuperation of the pushing operation of the vehicle by the generator operation in the auxiliary drive elements 3 . 4 eliminated.
  • As far as the second auxiliary drive element 4 no torque is supported, that is, no torque is generated, set the axle speeds of the first vehicle axle 5 and the second vehicle axle 6 as in an all-wheel drive system with open longitudinal differential or with open all-wheel drive or a purely on an axis (here the first vehicle axle 5 ) powered Vehicle. The second auxiliary drive element 4 is in this state then in a freewheel.
  • By a torque control of the second additional drive element 4 may be a longitudinal differential function with variable torque distribution between the first vehicle axle 5 and the second vehicle axle 6 being represented. Input data for this purpose, for example, the torques on the main drive element 2 and the first auxiliary drive element 3 and / or the speeds of the vehicle axles 5 . 6 be. As a result, the traction of the vehicle can be improved depending on the situation. At a constant torque ratio between the vehicle axles 5 . 6 a longitudinal differential function with a constant distribution of moments can be represented. By controlling the distribution of torque, the driving characteristics of the vehicle can be controlled specifically and adapted to the respective environmental conditions.
  • By the corresponding control of the second additional drive element 4 can thus also in braking operation, a distribution of braking power between the vehicle axles 5 . 6 will be realized.
  • The first auxiliary drive element 3 in addition to that through the main drive element 2 initiated rotational movement or the torque introduced also initiate a rotational movement or torque, as far as the first auxiliary drive element 3 is powered by a motor. Thus, for example, an increase in the drive power can take place for a short time, as far as this is required by the respective driving state.
  • 2 shows a second embodiment of the power split axle drive 1 in a schematic representation. This is different from the one in 1 shown embodiment in that between the second auxiliary drive element 4 and the power split transmission 8th a brake 10 is arranged. The brake 10 is connected on one side with the third wave W3 and connected on another side with a housing G. As a result, the third shaft W3 can be inhibited with respect to a rotational movement or fixed against the housing G. This is for example advantageous if, as already described above, a driving condition is desired, in which a rigid connection between the two vehicle axles 5 . 6 is required. In this case, the second auxiliary drive element 4 do not permanently build a counter-torque and thus consume electrical energy. In the other features corresponds to in 2 illustrated embodiment of in 1 described embodiment.
  • 3 shows a further embodiment of the power split axle drive 1 in a schematic representation. The illustration shown here largely corresponds to that in 1 described embodiment. It differs only in that the embodiment shown here additionally has a first clutch 11 and a second clutch 12 features.
  • The first clutch 11 is near the main drive element 2 arranged on the first wave W1. This has the consequence that when the first clutch is open 11 the main drive element 2 is decoupled from the power-split final drive, that is, that of the main drive element 2 neither a rotational movement in the first auxiliary drive element 3 , still in the main gearbox 7 or vice versa can be initiated. In this case, therefore, would be purely a purely electric driving condition by the motorized operation of the first additional drive element 3 and / or the second auxiliary drive element 4 realizable. In overrun mode, the auxiliary drive elements could be used during regenerative operation 3 . 4 Brake energy is converted into electrical energy and in the storage element 9 get saved.
  • The second clutch 12 is near the main gearbox 7 arranged along the first wave W1. When the second clutch is open 12 is the main gearbox 7 from one through the main drive element 2 and / or the first auxiliary drive element 3 generated rotational motion decoupled. This means that a mechanically initiated propulsion via the main gearbox 7 can not be displayed. In addition, when the main drive element is switched off 2 and opened second clutch 12 and closed first clutch 11 the main drive element 2 by motor operation of the first auxiliary drive element 3 to be started.
  • 4 shows a schematic representation of another embodiment of the power split axle drive 1 , This is different in the 4 shown embodiment of the in 1 shown embodiment in that the power-split axle drive shown here further a third auxiliary drive element 14 , a second power split transmission 15 and a third vehicle axle 16 having.
  • Here is the second power split transmission 15 via the second shaft W2 with the power split transmission 8th , the first vehicle axle 5 and the transmission output of the main gearbox 7 connected. Next is the second power split transmission 15 over a fifth Shaft W5 with the third auxiliary drive element 14 connected. Via a sixth shaft W6 is the second power split transmission 15 with the third vehicle axle 16 connected. The third auxiliary drive element 14 is further via the connecting line V power electronics with the memory element 9 , the second auxiliary drive element 4 , the power take-off 13 and the first auxiliary drive element 3 connected. In addition, the third auxiliary drive element 14 also signal-transmitting connected to the control unit, not shown.
  • With the in 4 shown extension (third auxiliary drive element 14 , fifth shaft W5, second power split transmission 15 , sixth wave W6 and third vehicle axle 16 ) the same functions can be displayed as with the in 1 described and similarly arranged elements (second drive element 4 , Power split transmission 8th , third wave W3, fourth wave W4 and second vehicle axle 6 ).
  • LIST OF REFERENCE NUMBERS
  • 1
    Power-split final drive
    2
    Main driving element
    3
    First auxiliary drive element
    4
    Second auxiliary drive element
    5
    First vehicle axle
    6
    Second vehicle axle
    7
    main gearbox
    8th
    Power split transmission
    9
    storage element
    10
    brake
    11
    First clutch
    12
    Second clutch
    13
    PTO
    14
    Third auxiliary drive element
    15
    Second power split transmission
    16
    Third vehicle axle
    G
    casing
    V
    connecting line
    W1
    First wave
    W2
    Second wave
    W3
    Third wave
    W4
    Fourth wave
    W5
    Fifth wave
    W6
    Sixth wave
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 102007021732 A1 [0004]
    • DE 102005044181 A1 [0005]

Claims (10)

  1. Power-split final drive ( 1 ), at least comprising a main drive element ( 2 ), a first auxiliary drive element ( 3 ), a second auxiliary drive element ( 4 ), a first vehicle axle ( 5 ), a second vehicle axle ( 6 ) and a main transmission ( 7 ), one through the main drive element ( 2 ) producible rotational movement or a producible torque via a first shaft (W1) in the main transmission ( 7 ) and / or the first auxiliary drive element ( 3 ) is introduced and by the rotational movement or the torque of the main drive element ( 2 ) at least the first vehicle axle ( 5 ) via the main transmission ( 7 ), characterized in that the power-split final drive ( 1 ) a power split transmission ( 8th ), which via a second shaft (W2) with the first vehicle axle ( 5 ) and the main transmission ( 7 ) is connected via a third shaft (W3) to the second auxiliary drive element ( 4 ) and via a fourth shaft (W4) with the second vehicle axle ( 6 ) and the second auxiliary drive element ( 4 ) to the power split transmission ( 8th ), whereby a flow of the second vehicle axle ( 6 ) is controllable.
  2. Power-split final drive ( 1 ) according to claim 1, characterized in that the first auxiliary drive element ( 3 ) and the second auxiliary drive element ( 4 ) are both generator, as well as motor operated.
  3. Power-split final drive ( 1 ) according to one of the preceding claims, characterized in that the power-split final drive ( 1 ) a memory element ( 9 ) having.
  4. Power-split final drive ( 1 ) according to one of the preceding claims, characterized in that between the second auxiliary drive element ( 4 ) and the power split transmission ( 8th ) a brake ( 10 ) is arranged.
  5. Power-split final drive ( 1 ) according to one of the preceding claims, characterized in that between the main drive element ( 2 ) and the first auxiliary drive element ( 3 ) or the main transmission ( 7 ) a first clutch ( 11 ) is arranged.
  6. Power-split final drive ( 1 ) according to one of the preceding claims, characterized in that between the main transmission ( 7 ) and the main drive element ( 2 ) or the first auxiliary drive element ( 3 ) a second clutch ( 12 ) is arranged.
  7. Method for operating a power-split final drive ( 1 ), in particular according to one of claims 1 to 6, wherein the power-split final drive ( 1 ) at least a first vehicle axle ( 5 ), a second vehicle axle ( 6 ), a power split transmission ( 8th ) and a second auxiliary drive element ( 4 ), comprising a step of acting on the second auxiliary drive element ( 4 ) to the power split transmission ( 8th ), wherein of the second auxiliary drive element ( 4 ) a torque or a rotational movement in the power split transmission ( 8th ), whereby one through the first vehicle axle ( 5 ) or a main transmission ( 7 ) initiated rotary motion or an introduced torque is superimposed such that a flow of the second vehicle axle ( 6 ) is changed.
  8. Method for operating a power-split final drive ( 1 ), in particular according to one of claims 1 to 6, wherein the power-split final drive ( 1 ) at least a first vehicle axle ( 5 ), a second vehicle axle ( 6 ), a power split transmission ( 8th ) and a second auxiliary drive element ( 4 comprising a step of locking a third shaft (W3), wherein the locking of the third shaft (W3) either by the closing of a brake ( 10 ) or by providing an equivalent torque through the second auxiliary drive element (FIG. 4 ), whereby the power split transmission ( 8th ) is locked such that the power split transmission ( 8th ) a rigid connection between the first vehicle axle ( 5 ) and the second vehicle axle ( 6 ).
  9. Method for operating a power-split final drive ( 1 ), in particular according to one of claims 7 to 9, wherein the power-split final drive ( 1 ) at least a first vehicle axle ( 5 ), a second vehicle axle ( 6 ), a power split transmission ( 8th ) and a second auxiliary drive element ( 4 ), comprising a step of regulating the flow of the second vehicle axle ( 6 ) depending on a steering angle of one of the vehicle axles ( 5 . 6 ), or both vehicle axles ( 5 . 6 ) to each other.
  10. Work machine comprising a power-split final drive ( 1 ) according to one of claims 1 to 6.
DE102013224383.9A 2013-11-28 2013-11-28 Power-split final drive for working machines Pending DE102013224383A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102013224383.9A DE102013224383A1 (en) 2013-11-28 2013-11-28 Power-split final drive for working machines

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013224383.9A DE102013224383A1 (en) 2013-11-28 2013-11-28 Power-split final drive for working machines

Publications (1)

Publication Number Publication Date
DE102013224383A1 true DE102013224383A1 (en) 2015-05-28

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Application Number Title Priority Date Filing Date
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DE (1) DE102013224383A1 (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016206204A1 (en) 2016-04-13 2017-10-19 Zf Friedrichshafen Ag Power-split drive train for a work machine
DE102016206205A1 (en) 2016-04-13 2017-10-19 Zf Friedrichshafen Ag Power-split drive train for a work machine
DE102016221343A1 (en) 2016-10-28 2018-05-03 Zf Friedrichshafen Ag Power-split drive train for a work machine
DE102016222792A1 (en) 2016-11-18 2018-05-24 Zf Friedrichshafen Ag Power-split drive train for a work machine
DE102017211749A1 (en) 2017-07-10 2019-01-10 Zf Friedrichshafen Ag Power-split final drive for a work machine
DE102017213869A1 (en) 2017-08-09 2019-02-14 Zf Friedrichshafen Ag Power-split final drive and method for operating a power-split final drive
DE102018000148A1 (en) 2018-01-11 2019-07-11 Claas Selbstfahrende Erntemaschinen Gmbh Method for compacting crop and vehicle for carrying out the method
EP3513997A1 (en) 2018-01-22 2019-07-24 Deere & Company Vehicle with an arrangement for dynamically adjusting forward motion

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005044181A1 (en) 2005-09-15 2007-04-19 Deere & Company, Moline Drive system for a vehicle and an agricultural utility vehicle
DE102007021732A1 (en) 2007-05-09 2008-11-20 Agco Gmbh Drive system for vehicles with at least two drivable vehicle axles

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005044181A1 (en) 2005-09-15 2007-04-19 Deere & Company, Moline Drive system for a vehicle and an agricultural utility vehicle
DE102007021732A1 (en) 2007-05-09 2008-11-20 Agco Gmbh Drive system for vehicles with at least two drivable vehicle axles

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016206204A1 (en) 2016-04-13 2017-10-19 Zf Friedrichshafen Ag Power-split drive train for a work machine
DE102016206205A1 (en) 2016-04-13 2017-10-19 Zf Friedrichshafen Ag Power-split drive train for a work machine
US10184548B2 (en) 2016-04-13 2019-01-22 Zf Friedrichshafen Ag Power-split driveline for a work machine
US10288152B2 (en) 2016-04-13 2019-05-14 Zf Friedrichshafen Ag Power-split driveline for a work machine
DE102016221343A1 (en) 2016-10-28 2018-05-03 Zf Friedrichshafen Ag Power-split drive train for a work machine
DE102016222792A1 (en) 2016-11-18 2018-05-24 Zf Friedrichshafen Ag Power-split drive train for a work machine
DE102017211749A1 (en) 2017-07-10 2019-01-10 Zf Friedrichshafen Ag Power-split final drive for a work machine
DE102017213869A1 (en) 2017-08-09 2019-02-14 Zf Friedrichshafen Ag Power-split final drive and method for operating a power-split final drive
DE102018000148A1 (en) 2018-01-11 2019-07-11 Claas Selbstfahrende Erntemaschinen Gmbh Method for compacting crop and vehicle for carrying out the method
EP3513997A1 (en) 2018-01-22 2019-07-24 Deere & Company Vehicle with an arrangement for dynamically adjusting forward motion
DE102018200953A1 (en) 2018-01-22 2019-07-25 Deere & Company Vehicle with an arrangement for the dynamic adaptation of the flow

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