DE102017004681A1 - Change a translation in a transmission of a vehicle - Google Patents

Abstract

The invention relates to a method for changing a transmission in a transmission (2) of a vehicle (1), wherein the transmission (2) is arranged to torque in a drive train (3) between a power source (4) and at least one drive wheel (8 ) of the vehicle (1), the transmission (2) is controllable to engage at least two gears having different ratios, the method comprising the steps of: - applying a first force (FA1) to an engaging member (FA1) 43) disposed between the transmission (2) and the at least one drive wheel (8); - reducing a torque generated by the power source (4) (TPS); Separating the transmission (2) from the at least one drive wheel (8) by means of the first force (FA1) acting on the engaging element 43 when the first force (FA1) overcomes a reaction force (FR) acting on the engaging element (FA1) 43), wherein the reaction force (FR) is a result of a torque (TS) transmitted from the engaging element (43); - Changing the ratio of the transmission (2) when the transmission (2) from the at least one drive wheel (8) is separated; and - connecting the transmission (2) to the at least one drive wheel (8) when the ratio of the transmission (2) has been changed. The invention also relates to a computer program comprising program code, a system for changing a transmission in a transmission (2) of a vehicle (1) and a vehicle (1).

Description

BACKGROUND AND PRIOR ART

The invention relates to a method for changing a transmission in a transmission of a vehicle, a system for changing a transmission in a transmission of a vehicle, a computer program, a computer program product and a vehicle according to the appended claims.

Vehicles and in particular vehicles for heavy transport, z. As trucks, are usually equipped with a transmission which is connected to a power source such as an internal combustion engine, an electric motor or a combination thereof. The transmission can be automatic, manual or a combination thereof. In an automated manual transmission, a so-called AMT transmission, the transmission is controlled by an electronic control device. Such a transmission may be equipped with a main transmission device provided with a main shaft. A countershaft is arranged parallel to the main shaft. The main shaft may be connected to a drive shaft via the countershaft and to an output shaft in the transmission via a multi-step transmission device, if such a multi-step transmission device is integrated in the transmission. The step gear device may form a separate device instead of being integrated in the transmission. The transmission may also be equipped with a split gear device which is arranged between the drive shaft and the countershaft.

A brake mechanism may be arranged to slow the countershaft in conjunction with a gearshift in the transmission to achieve synchronous speeds between the countershaft and the mainshaft so that the new gear can be engaged without a difference in rotational speed between these gearbox parts in the engine Transmission exists, which are engaged in each other at the moment in which the new gear is engaged. The brake mechanism is therefore used to decelerate the countershaft with respect to the mainshaft in a phase during a shift operation in which the main transmission is in the neutral position while the countershaft is separated from the mainshaft. A similar brake mechanism may also be arranged to slow the mainshaft in conjunction with a gearshift in the transmission.

In transmissions of this type, the synchronizers, which include conical timing rings and coupling rings, can be replaced by coupling sleeves provided with splines axially offset to engage gear wheels placed on the main shaft. Each gear wheel, which is placed on the main shaft, is engaged in corresponding gear elements, which are fixedly mounted on the countershaft. When shifting the clutch sleeve is axially offset to engage in clutch teeth which are arranged on a selectable gear to connect the gear to the main shaft and secured by rotation of this. The synchronization device in the split gear device and in the multi-step transmission device can also be replaced by coupling sleeves.

The synchronization between gears and shafts in the transmission is provided for certain gear shifts from the power source. The energy source accelerates the gear wheel or shaft to be connected together. When synchronization is achieved, the gear and shaft are connected by the coupling sleeve.

The stepped gear device is usually provided between the main transmission device and a propeller shaft which is coupled to the drive wheels of the vehicle. The stepping gear device is housed in a transmission case and includes a drive shaft coupled to the main transmission device, an output shaft, and a planetary gear of the stepped transmission device disposed between the drive shaft and the output shaft. The planetary gear usually comprises three components, which are rotatably arranged relative to each other, namely a central gear, a planet carrier with planetary gears and an outer gear. With knowledge of the number of teeth of the central gear and the outer gear, the relative rotational speed of the three components during operation can be determined. In a stepped gear device, the central gear may be rotatably connected to the drive shaft, a number of planetary gears engaging the central gear, the planetary gears being rotatably mounted to the planetary carrier fixedly connected to the output shaft, and an axially displaceable outer gear, which surrounds the planetary gears and engages them. The teeth of the central gear, the planet gears and the outer gear may be helical, that is, they are at an angle to a common axis of rotation of the central gear, the planetary carrier and the outer gear.

There are stepped transmissions in which the synchronization devices are replaced by splined coupling sleeves. By controlling the transmission to a synchronous speed between the two components to be coupled, an axial displacement of the Coupling sleeve allows to connect the components. When the components are disengaged, the transmission is controlled so that a torque balance between the components occurs, so that the coupling sleeve transmits no torque. It then becomes possible to move the coupling sleeve axially to disengage the components from each other.

The document US6196944 shows a planetary gear, which includes a central gear, a planet carrier with planetary gears and an outer gear. The central gear may be connected in a low gear position by means of a coupling sleeve with the drive shaft and be disengaged in a high position gear position of the drive shaft. In the gear position in the high range, the drive shaft is connected by means of the same coupling sleeve with the planet carrier. The outer gear is fixed to a transmission housing. The known planetary gear is arranged in an additional gear, which has only two gear positions.

The document US6196944 shows a transmission for motor vehicles, comprising a planetary gear comprising a first and a second sleeve, which act on the planet carrier, the outer gear, the gear housing and the output shaft. The first and second sleeves are controlled as a connected unit.

The powertrain may be provided with one or more power take-offs to which additional equipment may be connected. This additional equipment may be, for example, a tiltable body, a crane or a concrete mixer that receives torque from the power take-off. Therefore, torque is transmitted from an energy source in the drive train via the power take-off to the additional equipment. The power take-off may be located at the power source, at an output shaft of the power source or at the transmission, or at a combination thereof in the powertrain. However, if the power take-off is connected downstream of the portion of the clutch that is fixed to the power source, it may be difficult or even impossible to shift gears in the transmission because no torque can be transmitted to the power take-off when the clutch is disengaged. For this reason, a vehicle may not be ready to drive if a power take-off connected downstream of the clutch is activated. If the power take-off is located upstream of the clutch, there may be a limit to the amount of torque transferred to the power take-off when gear shifting is allowed.

In addition, it is difficult to estimate the torque that is transmitted to the additional equipment associated with the power take-off. To avoid driveline oscillations, it is important that no torque is transmitted to the drive wheels when shifting gears in the transmission. Such oscillations make it difficult to synchronize the transmission when shifting to the next gear. In addition, the driver and the passengers in the vehicle due to the oscillations feel some discomfort.

In some circumstances, when the additional equipment is not connected to a power take-off or when the powertrain is not provided with a power take-off, driveline oscillations may occur when the clutch is disengaged or when a gear is disengaged during a gear change. Such a situation may occur, for example, when a powertrain controller receives information that the power source is not providing torque but the power source is actually providing torque. Therefore, if the clutch is subsequently disconnected from the controller based on incorrect information, such oscillations will occur in the driveline.

PRESENTATION OF THE INVENTION

Despite the known solutions, there is a need to further develop a transmission in a drive train, wherein in the transmission, a shift of gears can occur when a power take-off transmits torque on the transmission. There is also the need to further develop a transmission in which oscillations are avoided when changing gears.

The object of the invention is therefore to provide a transmission in which a shift of gears can occur when a power take-off transmits torque on the transmission.

Another object of the invention is to provide a transmission in which oscillations in the gear change are avoided.

The object mentioned herein and other objects are achieved by a method for changing a transmission in a transmission of a vehicle, a system for changing a transmission in a transmission of a vehicle, a computer program, a computer program product and a vehicle according to the independent claims.

• – Anwenden einer ersten Kraft, die auf ein einkuppelndes Element einwirkt, das zwischen dem Getriebe und dem mindestens einen Antriebsrad angeordnet ist;
• – Verringern eines von der Energiequelle erzeugten Drehmoments;
• – Trennen des Getriebes vom mindestens einen Antriebsrad mittels der ersten Kraft, die auf das einkuppelnde Element einwirkt, wenn die erste Kraft eine Reaktionskraft überwindet, die auf das einkuppelnde Element einwirkt, wobei die Reaktionskraft ein Ergebnis eines vom einkuppelnden Element übertragenen Drehmoments ist;
• – Ändern der Übersetzung des Getriebes, wenn das Getriebe vom mindestens einen Antriebsrad getrennt ist; und
• – Verbinden des Getriebes mit dem mindestens einen Antriebsrad, wenn die Übersetzung des Getriebes geändert wurde.

According to one aspect of the present invention, a method for changing a gear ratio in a transmission of a vehicle is provided. The transmission is designed to transmit torque between a power source and at least one drive wheel of the vehicle. The transmission is controllable to at least two gears engage with different translations. The method comprises the following steps:

• - applying a first force acting on an engaging element disposed between the transmission and the at least one drive wheel;
• Reducing a torque generated by the power source;
• - disconnecting the transmission from the at least one drive wheel by means of the first force acting on the engaging element when the first force overcomes a reaction force acting on the engaging element, the reaction force being a result of a torque transmitted from the engaging element;
• - Changing the ratio of the transmission, when the transmission is separated from at least one drive wheel; and
• - Connecting the transmission with the at least one drive wheel when the gear ratio has been changed.

The step of applying a first force acting on an engaging element disposed between the transmission and the at least one drive wheel comprises applying a first force to the engaging element such that oscillations are avoided when shifting gears. The step of reducing the torque generated by the power source will reduce the torque transmitted to the drive wheels. The step of separating the transmission from the at least one drive wheel by means of the first force acting on the engaging element when the first force overcomes a reaction force acting on the engaging element, the reaction force being a result of a torque transmitted from the engaging element, will avoid driveline oscillations when the transmission is disconnected from the at least one drive wheel. Due to the configuration of the engaging element, the torque transmitted by the engaging element will result in a reaction force. When the reaction force reaches a certain level, the first force overcomes the reaction force and the first force separates the transmission from the at least one drive wheel. The step of changing the ratio of the transmission when the transmission is separate from the at least one drive wheel is performed without oscillations in the driveline and without transmission of torque from the transmission to the at least one drive wheel. The step of connecting the transmission to the at least one drive wheel when the ratio of the transmission has been changed comprises connecting the transmission to the at least one drive wheel by means of the engaging element. The above method provides a transmission in which driveline oscillations are avoided when shifting gears.

The method steps may be performed and / or controlled by means of a control unit connected to the power source and the transmission.

• – Anpassen der Größe der ersten Kraft, sodass Oszillationen im Antriebsstrang vermieden werden, wenn die erste Kraft die Reaktionskraft überwindet und wenn das Getriebe vom mindestens einen Antriebsrad getrennt ist.

According to one aspect of the invention, the step of separating the transmission from the at least one drive wheel by means of the first force acting on the engaging element when the first force overcomes a reaction force acting on the engaging element, the reaction force being a result of one of torque transmitted by the coupling element is a step to:

• - Adjusting the magnitude of the first force so that driveline oscillations are avoided when the first force overcomes the reaction force and when the transmission is disconnected from the at least one drive wheel.

The step of adjusting the magnitude of the first force so as to avoid driveline oscillations when the first force overcomes the reaction force and when the transmission is disconnected from the at least one drive wheel includes applying a first force that is as low as possible the transmission is disconnected from the at least one drive wheel when the torque transmitted by the engaging element is at a level such that the driveline downstream of the transmission is not rotated up by torsional forces. Therefore, no oscillations occur in the drive train. When applying the first force to the engaging element before or when the torque generated by the power source decreases, the engaging element disconnects the transmission from the at least one drive wheel as the reaction force decreases below the level of the reaction force. The reaction force decreases as a result of the torque transmitted by the engaging element decreasing.

• – Trennen des Getriebes vom mindestens einen Antriebsrad mittels der ersten Kraft, wenn das Drehmoment von der Energiequelle im Wesentlichen einem Drehmoment entspricht, das auf den mindestens einen Nebenabtrieb einwirkt.

According to one aspect of the invention, the at least one power take-off is arranged in the drive train and is driven by the energy source and the step of separating the transmission from the at least one drive wheel by means of the first force acting on the engaging element when the first force is a reaction force overcomes acting on the engaging element, wherein the reaction force is a result of a torque transmitted from the engaging element, a step to:

• - Disconnecting the transmission from at least one drive wheel by means of the first Force, when the torque from the power source substantially corresponds to a torque acting on the at least one power take-off.

The step of separating the transmission from the at least one drive wheel by means of the first force when the torque from the power source substantially corresponds to a torque applied to the at least one power take-off results in little or no torque being transmitted from the power source to the engaging element which minimizes the reaction force due to a decreasing torque transmitted by the engaging element. The torque transmitted by the engaging element may be substantially zero and, therefore, the reaction force may also be substantially zero when substantially all of the torque is transferred from the power source to the at least one power take-off.

According to one aspect of the invention, the at least one power take-off is arranged upstream of the engaging element in the drive train. When the transmission is disengaged from the at least one drive wheel by means of the engaging element, torque is therefore still transmitted from the energy source to the power take-off.

• – Steuern des Drehmoments von der Energiequelle, sodass es im Wesentlichen dem Drehmoment entspricht, das auf den mindestens einen Nebenabtrieb einwirkt. Um zusätzlicher Ausrüstung, die mit dem Nebenabtrieb verbunden ist, Drehmoment bereitzustellen, wird die Energiequelle gesteuert, um das Drehmoment zu liefern, das für den Antrieb der mit dem Nebenabtrieb verbundenen Ausrüstung benötigt wird.

According to one aspect of the invention, the step of reducing torque generated by the power source comprises a step of:

• - Controlling the torque from the power source, so that it substantially corresponds to the torque acting on the at least one power take-off. To provide torque to additional equipment associated with the power take-off, the power source is controlled to provide the torque needed to power the equipment associated with the power take-off.

• – Trennen des Getriebes von der Gelenkwelle mittels des einkuppelnden Elements; und wobei der Schritt zum Verbinden des Getriebes mit dem mindestens einen Antriebsrad, wenn die Übersetzung des Getriebes geändert wurde, einen Schritt umfasst zum:
• – Verbinden des Getriebes mit der Gelenkwelle mittels des einkuppelnden Elements.

According to one aspect of the invention, the at least one drive wheel is connected to a propeller shaft, and wherein the step of separating the transmission from the at least one drive wheel by means of the first force acting on the engaging element, when the first force overcomes a reaction force on the engaging element, wherein the reaction force is a result of a torque transmitted from the engaging element, a step of:

• - Disconnecting the transmission from the propeller shaft by means of the coupling element; and wherein the step of connecting the transmission to the at least one drive wheel when the ratio of the transmission has been changed comprises a step of:
• - Connecting the gearbox with the propeller shaft by means of the coupling element.

When separating the transmission from the propeller shaft by means of the coupling element, no torque is transmitted to the propeller shaft and to the at least one drive wheel.

When connecting the transmission to the propeller shaft by means of the coupling element, a torque may possibly be transmitted to the propeller shaft and to the at least one drive wheel.

• – Synchronisieren der Drehzahl zwischen dem Getriebe und der Gelenkwelle mittels eines synchronisierenden Elements vor dem Verbinden des Getriebes mit dem mindestens einen Antriebsrad.

According to one aspect of the invention, the coupling element comprises an axially displaceable coupling sleeve which is arranged in a first position to separate the transmission from the at least one drive wheel of the vehicle, and is arranged in a second position to the transmission with the at least one drive wheel of the vehicle, and wherein the step of connecting the transmission to the at least one drive wheel when the gear ratio has been changed comprises a step of:

• - Synchronizing the speed between the transmission and the propeller shaft by means of a synchronizing element before connecting the transmission to the at least one drive wheel.

The step of synchronizing the speed between the transmission and the propeller shaft by means of a synchronizing element prior to connecting the transmission to the at least one drive wheel may include accelerating a rotating element of the transmission to reduce the speed between the rotating element of the transmission and the propeller shaft to synchronize.

• – axialen Versetzen der Kupplungsmuffe an die erste Position mittels der ersten Kraft; und wobei der Schritt zum Verbinden des Getriebes mit dem mindestens einen Antriebsrad, wenn die Übersetzung des Getriebes geändert wurde, einen Schritt umfasst zum:
• – axialen Versetzen der Kupplungsmuffe an die zweite Position mittels einer zweiten Kraft, wobei die zweite Kraft größer als die erste Kraft ist.

According to one aspect of the invention, the step of separating the transmission from the at least one drive wheel by means of the first force acting on the engaging element when the first force overcomes a reaction force acting on the engaging element, the reaction force being a result of one of torque transmitted by the coupling element is a step to:

• - axially displacing the coupling sleeve to the first position by means of the first force; and wherein the step of connecting the transmission to the at least one drive wheel when the ratio of the transmission has been changed comprises a step of:
• - axially displacing the coupling sleeve to the second position by means of a second force, wherein the second force is greater than the first force.

The step of axially displacing the coupling sleeve to the first position by means of the first force comprises disconnecting the transmission from the at least one drive wheel and therefore prevents oscillations in the drive train from occurring.

The step of axially displacing the coupling sleeve to the second position by means of a second force, the second force being greater than the first force, comprises connecting the transmission to the at least one drive wheel rapid and reliable way as a result of the second force, which is greater than the first force.

• – Trennen des Planetengetriebes des Stufengetriebes vom mindestens einen Antriebsrad mittels des einkuppelnden Elements; und wobei der Schritt zum Verbinden des Getriebes mit dem mindestens einen Antriebsrad, wenn die Übersetzung des Getriebes geändert wurde, umfasst:
• – Verbinden des Planetengetriebes des Stufengetriebes vom mindestens einen Antriebsrad mittels des einkuppelnden Elements.

According to one aspect of the present invention, the step transmission is provided with a planetary gear arranged to provide a gear in a high range and a gear in a low range, wherein the step of separating the gear from at least one drive wheel by means of the first force, the acting upon the engaging element when the first force overcomes a reaction force acting on the engaging element, the reaction force being a result of a torque transmitted from the engaging element, comprising a step of:

• - Disconnecting the planetary gear of the stepped transmission from at least one drive wheel by means of the coupling element; and wherein the step of connecting the transmission to the at least one drive wheel when the transmission ratio has been changed comprises:
• - Connecting the planetary gear of the stepped transmission from at least one drive wheel by means of the coupling element.

The step of separating the planetary gear of the step transmission from the at least one drive wheel by means of the engaging element comprises separating rotatable parts of the planetary gear from the at least one drive wheel so that no torque or no rotation can be transmitted from the at least one drive wheel to the planetary gear.

When connecting the planetary gear of the stepped transmission with the at least one drive wheel by means of the coupling element torque can be transmitted to the at least one drive wheel.

When separating the planetary gear of the stepped transmission from at least one drive wheel of the drive train is controlled so that a torque balance between the planetary gear of the stepped transmission from at least one drive wheel occurs, so that the einkuppelnde element does not transmit torque. By controlling the driveline to a synchronous speed between the epicyclic gear planetary gear and the at least one drive wheel, axial displacement of the engaging element is enabled to connect the epicyclic gear planetary gear and the at least one drive wheel.

• – Trennen des Planetengetriebes des Stufengetriebes von der Abtriebswelle mittels des einkuppelnden Elements; und wobei der Schritt zum Verbinden des Getriebes mit dem mindestens einen Antriebsrad, wenn die Übersetzung des Getriebes geändert wurde, einen Schritt umfasst zum:
• – Verbinden des Planetengetriebes des Stufengetriebes mit der Abtriebswelle mittels des einkuppelnden Elements.

According to one aspect of the invention, the propeller shaft is connected to an output shaft of the stepped transmission, and the step of separating the transmission from the at least one driving wheel by means of the first force acting on the engaging element when the first force overcomes a reaction force acting on the engaging Element, wherein the reaction force is a result of a torque transmitted by the engaging element, comprises a step of:

• - Disconnecting the planetary gear of the stepped gear from the output shaft by means of the coupling element; and wherein the step of connecting the transmission to the at least one drive wheel when the ratio of the transmission has been changed comprises a step of:
• - Connecting the planetary gear of the stepped transmission with the output shaft by means of the coupling element.

The step of separating the planetary gear of the stepped gear from the output shaft by means of the engaging element comprises separating rotatable parts of the planetary gear from the output shaft so that no torque or rotation can be transmitted from the at least one drive wheel from the output shaft to the planetary gear.

Due to the step of connecting the planetary gear of the stepped gear to the output shaft by means of the coupling element, a torque may possibly be transmitted to the output shaft and to the at least one drive wheel.

A control unit is connected to the drive train, such as the power source, a clutch and the transmission, to achieve the above gearshift. The control unit may be the engine control unit or may comprise a plurality of different control units. A computer may be connected to the control unit.

• – Mittel zum Anwenden einer ersten Kraft, die auf ein einkuppelndes Element zwischen dem Getriebe und dem mindestens einen Antriebsrad einwirkt;
• – Mittel zum Verringern eines von der Energiequelle erzeugten Drehmoments;
• – Mittel zum Trennen des Getriebes vom mindestens einen Antriebsrad mittels der ersten Kraft, die auf das einkuppelnde Element einwirkt, wenn die erste Kraft eine Reaktionskraft überwindet, die auf das einkuppelnde Element einwirkt, wobei die Reaktionskraft ein Ergebnis eines vom einkuppelnden Element übertragenen Drehmoments ist;
• – Mittel zum Ändern der Übersetzung des Getriebes, wenn das Getriebe vom mindestens einen Antriebsrad getrennt ist; und wobei
• – das Mittel zum Anwenden einer ersten Kraft auch zum Verbinden des Getriebes mit dem mindestens einen Antriebsrad angelegt ist, wenn die Übersetzung des Getriebes geändert wurde.

According to one aspect of the invention, a system for changing a gear ratio in a transmission of a vehicle is provided. The transmission is arranged to transmit torque in a driveline between an energy source and at least one drive wheel of the vehicle, the transmission being controllable to engage at least two gears with different ratios, the system comprising:

• - means for applying a first force acting on an engaging element between the transmission and the at least one drive wheel;
• - means for reducing a torque generated by the power source;
• - means for separating the gear from the at least one drive wheel by means of the first force acting on the engaging element when the first force overcomes a reaction force acting on the engaging element, wherein the Reaction force is a result of a torque transmitted from the engaging element;
• - means for changing the transmission ratio when the transmission is separate from the at least one drive wheel; and where
• - The means for applying a first force is also applied for connecting the transmission to the at least one drive wheel when the gear ratio has been changed.

The means for applying a first force acting on a coupling element between the transmission and the at least one drive wheel comprises a pneumatic, hydraulic or electric actuator.

The means for reducing the torque generated by the power source may include a control unit connected to the power source.

The means for separating the transmission from the at least one drive wheel by means of the first force acting on the engaging element when the first force overcomes a reaction force acting on the engaging element, the reaction force being a result of a torque transmitted from the engaging element, includes a pneumatic, hydraulic or electrical actuator.

The means for changing the ratio of the transmission when the transmission is separate from the at least one drive wheel comprises a pneumatic, hydraulic or electric actuator.

The means for applying a first force is also applied to connect the transmission to the at least one drive wheel when the gear ratio has been changed. The use of the same means for separating and connecting the transmission to and from the at least one drive wheel improves cost effectiveness and reduces the overall weight of the vehicle.

• – dass das Mittel zum Anwenden einer ersten Kraft angelegt ist, um eine zweite Kraft zu erzeugen, die größer als die erste Kraft ist, wenn das Getriebe mit dem mindestens einen Antriebsrad verbunden wird.

According to one aspect of the invention, the system further comprises:

• - That the means for applying a first force is applied to generate a second force which is greater than the first force when the transmission is connected to the at least one drive wheel.

The first and second forces can be generated by the same means.

Further advantages of the invention will become apparent from the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

Below is a description, by way of example, of preferred embodiments of the invention with reference to the accompanying drawings, in which:

1 schematically illustrates a vehicle according to an embodiment of the invention,

2 schematically illustrates a drive train according to an embodiment of the invention,

3 schematically illustrates a power train in a low range gear position according to an embodiment of the invention,

4 schematically illustrates a power train in a low range gear position according to an embodiment of the invention,

5 schematically illustrates a power train in a high position gear position according to an embodiment of the invention,

6a and 6b Schematically illustrate diagrams for a method for changing a gear ratio in a transmission of a vehicle according to an embodiment of the invention and

7 schematically illustrates a flowchart for the method for changing a gear ratio in a transmission of a vehicle according to an embodiment of the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION

1 illustrates a vehicle 1 according to an embodiment of the invention schematically. The vehicle 1 contains a powertrain 3 who is an energy source 4 like an internal combustion engine, a transmission 2 and a propeller shaft 10 includes. The internal combustion engine 4 is to the gearbox 2 coupled. The gear 2 is also on the propeller shaft 10 with the drive wheels 8th of the vehicle 1 connected. The gear 2 The present invention includes a step transmission and is intended to double the number of gear options. This will put you in different positions in the powertrain 3 / of the powertrain 3 Referenced. In this context, the term upstream refers to a position to the source of energy 4 and the term downstream refers to a position to the drive wheels 8th out.

2 shows a part of the drive train 3 schematically, the internal combustion engine 4 and a clutch 11 includes. The figure further discloses the transmission 2 , the three gear units 15A . 15B . 15C includes. A first gear unit 15A consists of a conventional main gear that can be set to three different forward ratios. The figure further discloses a second transmission unit 15B , which consists of a multi-step transmission, that of the main transmission unit 15A is arranged downstream. The step transmission unit 15B is from a gearbox 12 surrounded and will continue in relation to the 3 to 5 discussed. A third gear unit 15C is located in the main gearbox 15A in the direction of the torque from the internal combustion engine 4 to the drive wheels 8th upstream. The third gear unit 15C consists of a split gearbox that provides two gear steps with different ratios for each gear of the main gearbox, for more gearbox ratios 2 provide.

Instead of a disengageable clutch 11 For example, an arrangement with first and second electrical machines (not disclosed) may be arranged to rotate and decelerate a planetary gear (not disclosed) in the drive train 3 is arranged and the gearbox 2 upstream. In such an arrangement, the first electric machine should be disposed on a central gear (not disclosed) of the planetary gear, and the second electric machine should be disposed on the first outer gear (not disclosed) of the planetary gear. The first and second electric machines may be the power source or form part of the power source.

In terms of the main gearbox 15A includes a countershaft 202 gears 203A . 204A . 205A , which rotates on the countershaft 202 are fixed. The gear wheel 203A represents, for example, the first gear, the gear wheel 204A the second gear and the gear wheel 205A the third gear. A main wave 206 includes appropriate gears 203B . 204B . 205B that are free with respect to the main shaft 206 turn, but selectively for rotation on the main shaft 206 can be secured to engage a gear. The first gear of the main gear can be engaged, for example, by a first main sleeve 207 which is arranged to deal with the main shaft 206 to be maneuvered to a position at which the gear wheel 203B is engaged, ie, left in the figure, causing the gear 203B is brought to the main shaft 206 to turn and thereby also the countershaft 202 at the main shaft 206 over the gear wheel 203A engage. Each pair of gears on the countershaft 202 and the main shaft 206 represents a translation.

The second gear of the main gear can be engaged by the first main sleeve 207 from the gear wheel 203B is disengaged and instead a second main sleeve 208 is moved to a position on the right in the figure, where instead the gear wheel 204B is engaged, causing the gear 204B is brought to the main shaft 206 to turn. The third gear of the main transmission can be engaged accordingly by the second main sleeve 208 is maneuvered to a position on the left in the figure, where instead the gear wheel 205B is engaged, which sets the main transmission in the third gear. The first to third gears are each for a variety of the total number of transmissions 2 total gears provided. The first gear of the main gearbox 15A becomes for example for the first and the second course of the transmission 2 used, low and high splitter group, low range, and also for the seventh and eighth gear, low and high splitter group, high range, in a manner well known to those skilled in the art.

Furthermore, the countershaft includes 202 in terms of the split gearbox 15C an additional gear wheel 209A similar to the top of the countershaft 202 is rotatably mounted. A drive shaft 201 includes a corresponding gear 209B that is free with respect to the drive shaft 201 rotates, but selectively for rotation with the drive shaft 201 through a split sleeve 210 can be secured, which can be provided with a split synchronization unit. The split sleeve 210 may also be used to drive the transmission input shaft 201 directly with the gear wheel 205B connect to. The gear pair 209A -B and the coupling unit 210 can thereby provide two different split gear ratios for each gear of the main transmission in two parts.

If z. B. the first gear is engaged, the split sleeve 210 arranged to the gear wheel 205B engage. This has the result that the drive shaft 201 directly with the gear wheel 205B connected via the gear 205A a first translation between the drive shaft 201 and the countershaft 202 manufactures. The gear wheel 205B but not with the main shaft 206 connected, but the countershaft 202 is through the gear pair 203A -B with the main shaft 206 connected.

When the second gear is engaged, that is, the high splitter group of the first main transmission, the vehicle becomes 1 instead with the engaged gear pair 209A -B driven, resulting in a second translation between the drive shaft 201 and the countershaft 202 results. The gear wheel 203B stays through the first main sleeve 207 after the above, thereby increasing the area of each passage.

This subdivision can be for any gear of the main gearbox 15A be performed, when the coupling unit 210 the gear wheel 205B coupled and the second main sleeve 208 also the gear wheel 205B coupled, a gear ratio of 1: 1 through the gear units 15C . 15A is achieved.

In addition, the main shaft 206 with a first brake element 212 be provided as a mainshaft brake used to the main shaft 206 and also a planetary gear 14 ( 3 ) in the stepped transmission 156 when changing gears in the multi-step transmission 15B to decelerate to a stationary state. The countershaft 202 can with a second brake element 211 be equipped as a countershaft brake, the speed of the countershaft 202 during the upshift in the transmission 2 to reduce.

So far, the gear units 15A . 15C described. It should be clear that 2 only one example of a construction of such gear units disclosed and that the present invention for various different constructions of such gear units can be used. The split gearbox 15C can be omitted, for example. As explained below, the invention may be for any transmission 2 can be used, which includes a plurality of gear units, from both the energy source 4 as well as the drive wheels 8th of the vehicle 1 can be separated. The invention can be used in a system in which a step transmission 15B , the Z. B. a planetary gear 14 includes, is used and by the drive wheels 8th of the vehicle 1 can be separated.

The powertrain 3 can with a first, second and / or third power take-off 220 . 222 . 224 be provided with additional equipment 226 can be connected. This additional equipment 226 may for example be a tiltable body, a crane or a concrete mixer (not shown). Torque from the internal combustion engine 4 is generated, is about the relevant power take-off 220 . 222 . 224 to the additional equipment 226 transfer. The first power take-off 220 is on the gearbox 2 arranged, the second power take-off 222 is at the clutch 11 arranged and the third power take-off 224 is at the engine 4 arranged. The second power take-off 222 is on the part of the clutch 11 arranged on an output shaft of the engine 4 is fixed.

The first power take-off 220 is the part of the clutch 11 arranged downstream of the engine 4 is fixed, and therefore the clutch must 11 be engaged to torque from the engine 4 to the first power take-off 220 transferred to.

3 illustrates a powertrain 3 in a gear position in a low range according to an embodiment of the invention schematically. The gear 2 includes a planetary gear 14 , which has a low and a high gear, so that the switching ability of the main gear 15A can be divided into a gear position in a low range and a gear position in a high range. In a first gear position, which corresponds to the gear position in the low range, a lower ratio than 1: 1 in the planetary gear 14 provided. In the gear position in the high range is the translation in the planetary gear 14 1: 1. 3 shows the gearbox 2 in the first gear position, which corresponds to the gear position in the low range. The step transmission 15B is used to double the number of translations made by the main gearbox 15A is available, and also, as in this case, the number of gears provided by the combination of gear units 15A . 15C is available. The gear unit 15B is from the combustion engine 4 considered the main gearbox 15A arranged downstream, as shown in the figures.

The gear 2 is in the gearbox 12 housed and includes a drive shaft 16 which is a main wave 26 of the main gearbox 15A can be. The planetary gear 14 comprises three main components rotatably arranged relative to each other, namely a central gear 18 , a planet carrier 20 and an outer gear 22 , A number of planet wheels 24 is rotatable with bearings on the planet carrier 20 arranged. With the knowledge of the number of teeth 32 of the central gear 18 and the outer gear 22 the relative translation of the three components can be determined. The central gear 18 is rotatable with the drive shaft 16 connected and the planetary gears 24 grab into the central gear 18 one. The outer gear 22 surrounds the planet wheels 24 and intervene in this. The teeth 32 of the central gear 18 , the planet wheels 24 and the outer gear 22 may be bevelled so that they are at an angle relative to a common axis of rotation 30 of the central gear 18 , the planet carrier 20 and the outer gear 22 exhibit. The drive shaft 16 can with the central gear 18 by means of a splined connection 34 be connected.

A first axially displaceable coupling sleeve 42 is disposed in a first gear position to the transmission housing 12 with the outer gear 22 to connect, and arranged in a second gear position to the gearbox 12 from the outer gear 22 to separate. The first axially movable coupling sleeve 42 is arranged in the first gear position to the drive shaft 16 from the planet carrier 20 to separate.

An engaging element in the form of a second axially displaceable coupling sleeve 43 is arranged in a first position to the planet carrier 20 from an output shaft 28 of the transmission 2 to disconnect, with the output shaft 28 to the propeller shaft 10 of the vehicle 1 is coupled. In a second position, the second axially displaceable coupling sleeve 43 arranged to the gear 2 with the at least one drive wheel 8th of the vehicle 1 connect to. In this in 3 revealed position transmits the second axially displaceable coupling sleeve 43 Torque from the planet carrier 20 to the propeller shaft 10 and also to the drive wheels of the vehicle 1 , The second axially displaceable coupling sleeve 43 therefore forms an engaging element between the transmission 2 and the drive wheels 8th ,

The second axially displaceable coupling sleeve 43 can in a third gear position, the outer gear 22 to the output shaft 28 of the transmission 2 couple and so reach a reverse gear. In the third gear position, which corresponds to the reverse gear, is the first axially displaceable coupling sleeve 42 arranged to the drive shaft 16 from the planet carrier 20 to separate, and instead is arranged to the planet carrier 20 with the gearbox 12 connect to.

The first coupling sleeve 42 is with a first spline 50 on an inner circumference of the sleeve 42 and a second spline 51 on an outer circumference of the sleeve 42 Mistake. The first spline 50 on the inner circumference of the sleeve 42 is arranged interacts with a corresponding cooperating spline 50 ' on the drive shaft 16 is arranged. The corresponding first cooperating spline 50 ' on the drive shaft 16 is arranged on the circumference of a first pinion 46 made on the drive shaft 16 is mounted. The first spline 50 on the inner circumference of the sleeve 42 is also arranged to interact with a corresponding spline 50 '' interact on the planet carrier 20 is arranged. The corresponding first cooperating spline 50 '' on the planet carrier 20 is arranged on the circumference of a second pinion 44 made on the planet carrier 20 is mounted. The second spline 51 placed on an outer circumference of the sleeve 42 is arranged interacts with a corresponding cooperating spline 51 ' that on the ledge 52 is arranged, which is fixed to the transmission housing 12 connected is.

The second axially displaceable coupling sleeve 43 is on an inner surface with a third spline 59 which is arranged to engage with corresponding cooperating splines 59 ' . 59 '' . 59 ''' to interact on the outer gear 22 , the planet carrier 20 or the output shaft 28 are arranged. The corresponding second cooperating spline 59 '' on the planet carrier 20 is arranged on the circumference of a third pinion 49 formed on the planet carrier 20 is mounted. The corresponding second cooperating spline 59 ''' on the output shaft 28 is provided is on the circumference of a fourth pinion 53 formed on the output shaft 28 is mounted.

An axial stop 54 standing on the planet carrier 20 is arranged to be attached to the outer gear 22 to push, with the axial stop 54 prevents the outer gear 22 is moved axially. The axial stop 54 may include a disk-shaped plate by means of a first registration bearing 56 at the planet carrier 20 is mounted. The axial stop 54 is relative to the planet carrier 20 and the drive shaft 16 rotatable and follows the rotation of the outer gear 22 , The axial stop 54 fixes the outer gear 22 axially and causes a thrust bearing of the drive shaft 16 a lower mechanical stress is subjected when the gears 18 . 22 . 24 equipped with helical teeth. Instead of the axial stop 54 or in combination with it, however, may be a pair of passports 56 be arranged on both axial surfaces, with the outer gear 22 are connected. That's why the passport bearings 56 between the outer gear and the planet carrier 20 arranged. A second pass camp 57 can be between the shaft 38 of the central gear 18 and the planet carrier 20 be arranged to absorb axial forces from the central gear 18 be generated.

The low gear in the transmission 2 is obtained by the second coupling sleeve 42 is offset so that the outer gear 22 with the gearbox 12 connected is. The axial displacement of the first and the second coupling sleeve 42 . 43 comes with a first and a second shift fork 60 . 61 provided, each in an outer circumferential notch 62 in the respective coupling sleeve 42 . 43 are arranged. The first shift fork 60 is by a first actuator 66 influenced and the second shift fork 61 is by a second actuator 67 affected. The first and the second actuator 66 . 67 can be a pneumatic or hydraulic cylinder. The shift forks 60 . 61 and actuators 66 . 67 are in 3 shown schematically.

4 illustrates a powertrain 3 in a gear position in a low range with the second coupling sleeve 43 in the first position according to an embodiment of the invention schematically. In this position is the output shaft 28 from the planetary gear 14 disconnected and therefore no torque from the gearbox 2 on the output shaft 28 , the PTO shaft 10 and the drive wheels 8th be transmitted. The second coupling sleeve 43 is in this position only with the output shaft 28 and not with the outer gear 22 or the planet carrier 20 connected. When the output shaft 28 from the planetary gear 14 is disconnected and the clutch 11 is disengaged, so no torque from the engine 4 to the gearbox 2 can be transmitted gears in the transmission 2 be switched.

5 illustrates a powertrain 3 in a gear position in a high range according to an embodiment of the invention schematically. When the output shaft 28 from the planetary gear 14 was disconnected and the clutch 11 was disengaged, was the first coupling sleeve 42 axially offset to the second gear position to the transmission housing 12 from the outer gear 22 to separate and instead the inner gear 18 with the planet carrier 20 connect to. After that, the second coupling sleeve was 43 axially offset to its first position, so that the second coupling sleeve 43 Torque from the planet carrier 20 to the output shaft 28 transfers. The transmission of torque from the drive shaft 16 to the output shaft 28 takes place in the gear position in the high range over the drive shaft 16 and the planet carrier 20 and further to the output shaft 28 over the second coupling sleeve 43 so that the translation through the planetary gear 14 Becomes 1: 1. The second axially movable coupling sleeve 43 may be arranged in another gear position to the outer gear 22 in the output shaft 28 engage. Therefore, in this position, another translation is achieved via the planetary gear.

As is the planet carrier 20 However, during the gear change is in a stationary position and the output shaft 28 due to the rotation of the drive wheels 8th turns, the speed must be between the planet carrier 20 and the output shaft 28 be synchronized before the second coupling sleeve 43 axially displaced to the planet carrier 20 with the output shaft 28 connect to. That's why it's a synchronizing element 74 between the planet carrier 20 and the output shaft 28 arranged. The synchronizing element 74 includes a first and a second friction surface 76 . 78 using a trigger arrangement 80 can be engaged and disengaged. The triggering arrangement 80 includes an electrically, pneumatically or hydraulically controlled cylinder 82 where a piston 84 in the cylinder 82 axially displaceable around the first and second friction surfaces 76 . 78 engage and disengage. The first friction surface 76 can on the planet carrier 20 be arranged and the second friction surface 78 can through the piston 84 be arranged axially displaceable. According to the embodiment in 5 and also in 3 and 4 the first and second friction surfaces 76 . 78 , According to another embodiment, the cylinder 82 and the piston 84 be circular and substantially concentric with the common axis of rotation 30 be arranged. The second friction surface 78 is on a round sleeve 86 arranged. The triggering arrangement 80 can on the gearbox 12 be mounted. Because of this, the triggering arrangement is 80 not rotatable, causing the connection of wires and liquid pipes with the trigger assembly 80 simplified. A radial bearing 90 is between the round sleeve 86 and the piston 84 arranged so that the axial displacement of the round sleeve 86 and the second friction surface 78 without turning the cylinder 82 and the piston 84 can be done. The first and the second friction surface 76 . 78 can be conical to the frictional force between the friction surfaces 76 . 78 to increase and therefore when synchronizing the speed between the output shaft 28 and the planet carrier 20 also enough torque to accelerate the planet carrier 20 transferred to.

An electronic control unit 70 is to the gearbox 2 , the internal combustion engine 4 and the clutch 11 coupled to achieve the above gearshift. Speed sensors in the transmission 2 , in the main gearbox 6 and in the internal combustion engine 4 can with the control unit 70 be connected. Another computer 72 can also with the control unit 70 be connected. The control unit 70 may be a computer with software appropriate for this purpose. The control unit 70 and / or the computer 72 include a computer program P, which may include routines to the transmission 2 to control the invention. The program P may be stored in executable or compressed form in a random access memory M and / or in a random access memory. A computer program product is provided comprising program code stored on a computer readable medium to perform the above gear shift when the program is on the control unit 70 or another with the control unit 70 connected computer 72 is performed. The code may be non-volatile and stored in the computer-readable medium.

6a and 6b Figures 12 diagrammatically illustrate diagrams for a method of changing a transmission in a transmission of a vehicle according to the invention. 6a illustrates a first force F _A1 , a second force F _A2 and a reaction force F _R acting on the second axially displaceable coupling sleeve 43 act and vary when changing the translation. 6b illustrates one of the second axially removable coupling sleeve 43 transmitted torque T _S and one from the power source 4 during gear shifting when changing the ratio generated torque T _PS . The on the second axially displaceable coupling sleeve 43 acting reaction force F _R is a result of the torque T _S , that of the second axially displaceable coupling sleeve 43 is transmitted. The torque T _S is from the energy source 4 generated generated torque T _PS . At time t1, that is from the power source 4 generated torque T _PS decreases, which causes the torque T _S also decreases, that of the second axially displaceable coupling sleeve 43 is transmitted. Before or at time t1, a first force F _{A1 is} applied to the second axially displaceable coupling sleeve 43 acts from the second actuator 67 generated. Because of the second axially displaceable coupling sleeve 43 reduces transmitted torque T _S , the reaction force F _R , which decreases to the second axially displaceable coupling sleeve 43 acts.

At time t2, the first force F _A1 overcomes the reaction force F _R and the second coupling sleeve 43 is axially offset, which results in the transmission 2 from the drive wheels 8th is disconnected. If the transmission 2 from the drive wheels 8th is disconnected, no torque T _S from the second coupling sleeve 43 transfer. At or after the time t2 is the translation of the transmission 2 changed.

At time t3 is the transmission ratio 2 been changed and the gearbox 2 is with the drive wheels 8th by axially displacing the second coupling sleeve 43 connected by a second force F _A2 , wherein the second force F _{A2 is} greater than the first force F _A1 . By using a second force F _A2 , which is greater than the first force F _A1 , is a rapid and reliable connection between the transmission 2 and the drive wheels 8th reached. The second force F _A2 is through the second actuator 67 generated. Therefore, the second actuator 67 create different forces directed in different directions.

At time t4 are the transmission 2 and the drive wheels 8th by means of the second coupling sleeve 43 connected. At t4, the clutch is engaged and the power source 4 generates a torque T _PS to the transmission 2 , which causes torque T _S by the coupling element 43 to the drive wheels 8th is transmitted. At time t5, the torque T _{S has reached} a new level, which corresponds to the new gear, in which the transmission 2 was switched.

• – Anwenden s101 einer ersten Kraft F_A1, die auf ein einkuppelndes Element 43 einwirkt, das zwischen dem Getriebe 2 und dem mindestens einen Antriebsrad 8 angeordnet ist;
• – Verringern s102 eines von der Energiequelle 4 erzeugten Drehmoments T_PS;
• – Trennen s103 des Getriebes 2 vom mindestens einen Antriebsrad 8 mittels der ersten Kraft, die auf das einkuppelnde Element 43 einwirkt, wenn die erste Kraft F_A1 eine Reaktionskraft F_R überwindet, die auf das einkuppelnde Element 43 einwirkt, wobei die Reaktionskraft F_R ein Ergebnis eines vom einkuppelnden Element 43 übertragenen Drehmoments T_S ist;
• – Ändern s104 der Übersetzung des Getriebes 2, wenn das Getriebe 2 vom mindestens einen Antriebsrad 8 getrennt ist; und
• – Verbinden s105 des Getriebes 2 mit dem mindestens einen Antriebsrad 8, wenn die Übersetzung des Getriebes 2 geändert wurde.

7 shows a flowchart for a method for changing the ratio in a transmission 2 of a vehicle 1 , The gear 2 is according to the embodiment as in the 2 to 5 configured. The method comprises the following steps:

• Apply s101 of a first force F _A1 to an engaging element 43 acting between the gearbox 2 and the at least one drive wheel 8th is arranged;
• - Reduce s102 one of the power source 4 generated torque T _PS ;
• - Disconnect s103 of the transmission 2 from at least one drive wheel 8th by means of the first force acting on the engaging element 43 acts when the first force F _A1 overcomes a reaction force F _R that is incident on the engaging element 43 acting, wherein the reaction force F _{R is} a result of an engaging from the element 43 transmitted torque T _S is;
• - Change s104 the transmission ratio 2 when the transmission 2 from at least one drive wheel 8th is separated; and
• - Connect s105 of the gearbox 2 with the at least one drive wheel 8th when the translation of the gearbox 2 was changed.

The coupling element 43 may be a second coupling sleeve, as in connection with the 2 - 5 discussed. The coupling element 43 can be part of the transmission 2 form. Accordingly, the phrase "between the transmission 2 and the at least one drive wheel 8th arranged "with itself, that the coupling element 43 all gears of the transmission 2 is arranged downstream.

The step of applying s101 of a first force F1 may be initiated before or concurrent with the step of decreasing s102 of the torque T _PS . A further alternative may be to initiate the step of applying s101 a first force F _A1 after initiating the step of decreasing s102 the torque T _PS .

• – Anpassen s106 der Größe der ersten Kraft F_A1, sodass Oszillationen im Antriebsstrang vermieden werden, wenn die erste Kraft F_A1 die Reaktionskraft F_R überwindet und wenn das Getriebe 2 vom mindestens einen Antriebsrad 8 getrennt wird. Deshalb beeinflussen Antriebsstrangoszillationen einen Gangwechsel im Getriebe 2 nicht. Eine Größe der ersten Kraft F_A1, sodass Oszillationen im Antriebsstrang 3 vermieden werden, hängt unter anderem von der relevanten Energiequelle 4 und dem Getriebe 2 und der Art des Fahrzeugs 1 ab. Die Größe der erste Kraft F_A1, sodass Oszillationen im Antriebsstrang 3 vermieden werden, kann jedoch auch in Versuchen ermittelt werden.

The step to disconnect s103 of the transmission 2 from at least one drive wheel 8th by means of the first force acting on the engaging element 43 acts when the first force F _A1 overcomes a reaction force F _R that is incident on the engaging element 43 acting, wherein the reaction force F _{R is} a result of an engaging from the element 43 transmitted torque T _S , includes a step to:

• - adjusting s106 the magnitude of the first force F _A1 , so that oscillations in the drive train are avoided when the first force F _{A1 A1} overcomes the reaction force F _R and when the transmission 2 from at least one drive wheel 8th is disconnected. Therefore, drivetrain oscillations affect a gear change in the transmission 2 Not. A size of the first force F _A1 , causing oscillations in the drive train 3 depends, inter alia, on the relevant source of energy 4 and the transmission 2 and the type of vehicle 1 from. The size of the first force F _A1 , causing oscillations in the drive train 3 can be avoided, but can also be determined in experiments.

• – Trennen s107 des Getriebes 2 vom mindestens einen Antriebsrad 8 mittels der ersten Kraft F_A1, wenn das Drehmoment T_PS von der Energiequelle 4 im Wesentlichen einem Drehmoment T_PTO entspricht, das auf den mindestens einen Nebenabtrieb 220, 222, 224 einwirkt.

At least one power take-off 220 . 222 . 224 is located in the drive train and is powered by the power source 4 driven, wherein the step for separating the transmission 2 from at least one drive wheel 8th by means of the first force acting on the engaging element 43 acts when the first force F _A1 overcomes a reaction force F _R that is incident on the engaging element 43 acting, wherein the reaction force F _{R is} a result of an engaging from the element 43 transmitted torque T _S is a step includes:

• - Disconnect s107 of the transmission 2 from at least one drive wheel 8th by the first force F _A1 when the torque T _PS from the power source 4 essentially corresponds to a torque T _PTO that on the at least one _PTO 220 . 222 . 224 acts.

In this way, oscillations in the drive train 3 When changing gears are avoided if additional equipment 226 with the at least one power take-off 220 . 222 . 224 connected is.

The at least one power take-off 220 . 222 . 224 is the engaging element 43 in the drive train 3 arranged upstream.

In this way, the reaction force F _R may be substantially equal to zero when the force from the energy source 4 essentially corresponds to a torque on the at least one power take-off 220 . 222 . 224 acts.

• – Steuern s108 des Drehmoments T_PS von der Energiequelle 4, sodass es im Wesentlichen dem Drehmoment T_PTO entspricht, das auf den mindestens einen Nebenabtrieb 220, 222, 224 einwirkt.

The step of reducing the energy source 4 generated torque T _PS includes a step to:

• Controlling s108 of the torque T _PS from the power source 4 so that it substantially corresponds to the torque T _PTO , the at least one power take-off 220 . 222 . 224 acts.

• – Trennen s109 des Getriebes 2 von der Gelenkwelle 10 mittels des einkuppelnden Elements 43; und wobei der Schritt zum Verbinden s105 des Getriebes 2 mit dem mindestens einen Antriebsrad 8, wenn die Übersetzung des Getriebes 2 geändert wurde, einen Schritt umfasst zum:
• – Verbinden s110 des Getriebes 2 mit der Gelenkwelle 10 mittels des einkuppelnden Elements 43.

The at least one drive wheel 8th is with a cardan shaft 10 connected and the step for separating s103 of the transmission 2 from at least one drive wheel 8th by means of the first force F _A1 acting on the engaging element 43 acts when the first force F _A1 overcomes a reaction force F _R that is incident on the engaging element 43 acting, wherein the reaction force F _{R is} a result of an engaging from the element 43 transmitted torque T _S , includes a step to:

• - Disconnect s109 of the transmission 2 from the propeller shaft 10 by means of the coupling element 43 ; and wherein the step of connecting s105 of the transmission 2 with the at least one drive wheel 8th when the translation of the gearbox 2 has been changed, includes a step to:
• - Connect s110 of the gearbox 2 with the propeller shaft 10 by means of the coupling element 43 ,

• – Synchronisieren s111 der Drehzahl zwischen dem Getriebe 2 und der Gelenkwelle 10 mittels eines synchronisierenden Elements 74 vor dem Verbinden des Getriebes 2 mit dem mindestens einen Antriebsrad 8.

The coupling element 43 includes an axially displaceable coupling sleeve 43 which is arranged in a first position to the transmission 2 from at least one drive wheel 8th of the vehicle 1 to separate, and arranged in a second position to the gearbox 2 with the at least one drive wheel 8th of the vehicle 1 to connect, and wherein the step of connecting s105 of the transmission 2 with the at least one drive wheel 8th when the translation of the gearbox 2 has been changed, includes a step to:

• - Synchronizing s111 the speed between the gearbox 2 and the propeller shaft 10 by means of a synchronizing element 74 before connecting the gearbox 2 with the at least one drive wheel 8th ,

The synchronizing element 74 can be the first and the second friction surface 76 . 78 include. However, the synchronizing element may also be an electric machine (not disclosed) associated with the transmission 2 or the internal combustion engine 4 connected, which is the speed between the transmission 2 and the propeller shaft 10 can synchronize. If the transmission 2 and the propeller shaft 10 To connect, the electric machine accelerates a shaft of the transmission 2 , so the shaft of the transmission 2 one with a speed of the PTO shaft 10 Synchronized speed reached before the transmission 2 and the propeller shaft 10 by means of the coupling element 43 get connected.

• – axialen Versetzen s112 der Kupplungsmuffe 43 an die erste Position mittels der ersten Kraft F_A1; und wobei der Schritt zum Verbinden s105 des Getriebes 2 mit dem mindestens einen Antriebsrad 8, wenn die Übersetzung des Getriebes 2 geändert wurde, einen Schritt umfasst zum:
• – axialen Versetzen s113 der Kupplungsmuffe 43 an die zweite Position mittels einer zweiten Kraft F_A2, wobei die zweite Kraft F_A2 größer als die erste Kraft F_A1 ist.

The step to disconnect s103 of the transmission 2 from at least one drive wheel 8th by means of the first force acting on the engaging element 43 acts when the first force F _A1 overcomes a reaction force F _R that is incident on the engaging element 43 acting, wherein the reaction force F _{R is} a result of an engaging from the element 43 transmitted torque T _S , includes a step to:

• - axial displacement s112 of the coupling sleeve 43 to the first position by means of the first force F _A1 ; and wherein the step of connecting s105 of the transmission 2 with the at least one drive wheel 8th when the translation of the gearbox 2 has been changed, includes a step to:
• - axial displacement s113 of the coupling sleeve 43 to the second position by means of a second force F _A2 , the second force F _{A2 being} greater than the first force F _A1 .

• – Trennen s114 des Planetengetriebes 14 des Stufengetriebes 15B vom mindestens einen Antriebsrad 8 mittels des einkuppelnden Elements 43; und wobei der Schritt zum Verbinden s105 des Getriebes 2 mit dem mindestens einen Antriebsrad 8, wenn die Übersetzung des Getriebes 2 geändert wurde, einen Schritt umfasst zum:
• – Verbinden s115 des Planetengetriebes des Stufengetriebes 15B mit dem mindestens einen Antriebsrad 8 mittels des einkuppelnden Elements 43.

The gear 2 includes a stepped transmission 15B that with a planetary gear 14 provided to provide a gear in a high range and a gear in a low range, wherein the step of separating s103 of the transmission 2 from at least one drive wheel 8th by means of the first force acting on the engaging element 43 acts when the first force F _A1 overcomes a reaction force F _R that is incident on the engaging element 43 acting, wherein the reaction force F _{R is} a result of an engaging from the element 43 transmitted torque T _S is a step includes:

• - Disconnect s114 of the planetary gear 14 of the stepped gearbox 15B from at least one drive wheel 8th by means of the coupling element 43 ; and wherein the step of connecting s105 of the transmission 2 with the at least one drive wheel 8th when the translation of the gearbox 2 has been changed, includes a step to:
• - Connecting s115 of the planetary gear of the stepped transmission 15B with the at least one drive wheel 8th by means of the coupling element 43 ,

• – Trennen s116 des Planetengetriebes 14 des Stufengetriebes 15B von der Abtriebswelle 28 mittels des einkuppelnden Elements 43; und wobei der Schritt zum Verbinden s105 des Getriebes 2 mit dem mindestens einen Antriebsrad 8, wenn die Übersetzung des Getriebes 2 geändert wurde, einen Schritt umfasst zum:
• – Verbinden s117 des Planetengetriebes 14 des Stufengetriebes 15B mit der Abtriebswelle 28 mittels des einkuppelnden Elements 43.

The PTO shaft 10 is with an output shaft of the stepped gearbox 15B connected, wherein the step of separating s103 of the transmission 2 from at least one drive wheel 8th by means of the first force acting on the engaging element 43 acts when the first force F _A1 overcomes a reaction force F _R that is incident on the engaging element 43 acting, wherein the reaction force F _{R is} a result of an engaging from the element 43 transmitted torque T _S is a step includes:

• - Disconnecting s116 of the planetary gear 14 of the stepped gearbox 15B from the output shaft 28 by means of the coupling element 43 ; and wherein the step of connecting s105 of the transmission 2 with the at least one drive wheel 8th when the translation of the gearbox 2 has been changed, includes a step to:
• - Connect s117 of the planetary gearbox 14 of the stepped gearbox 15B with the output shaft 28 by means of the coupling element 43 ,

The foregoing description of the preferred embodiments of the present invention is provided for illustrative and descriptive purposes. It should not be exhaustive or limit the invention to the variants described. Many modifications and variations will be apparent to those skilled in the art. The embodiments have been chosen and described to best explain the principles of the invention and its practical applications, and thus to enable those skilled in the art to understand the invention for various embodiments and with the various modifications suitable for the intended use. The above-mentioned components and features may be combined within the scope of the invention between the various described embodiments.

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

• US 6196944 [0008, 0009]

Claims (15)

Method for changing a transmission in a transmission ( 2 ) of a vehicle ( 1 ), whereby the transmission ( 2 ) is arranged to torque in a drive train ( 3 ) between an energy source ( 4 ) and at least one drive wheel ( 8th ) of the vehicle ( 1 ), the transmission ( 2 ) is controllable to engage at least two gears having a different ratio, the method comprising the steps of: - applying (s101) a first force (F _A1 ) indicative of an engaging member ( 43 ) acting between the transmission ( 2 ) and the at least one drive wheel ( 8th ) is arranged; Reducing (s102) one of the energy source ( 4 ) generated torque (T _PS ); - Disconnecting (s103) of the transmission ( 2 ) of the at least one drive wheel ( 8th ) by means of the first force (F _A1 ) acting on the coupling element 43 acts when the first force (F _A1 ) overcomes a reaction force (F _R ) acting on the engaging element (F 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) transmitted torque (T _S ) is; Changing (s104) the transmission ratio ( 2 ), if the transmission ( 2 ) of the at least one drive wheel ( 8th ) is separated; and - connecting (s105) the transmission ( 2 ) with the at least one drive wheel ( 8th ), if the gear ratio ( 2 ) was changed. The method of claim 1, wherein the step of separating (s103) the transmission (s103) 2 ) of the at least one drive wheel ( 8th ) by means of the first force (F _A1 ) acting on the coupling element 43 acts when the first force (F _A1 ) overcomes a reaction force (F _R ) acting on the engaging element (F 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) The transmitted torque (T _S), comprises a step of: - adjusting (s106) the magnitude of the first force (F _A1), so that oscillations (in the drive train 3 ) are avoided when the first force (F _A1 ) overcomes the reaction force (F _R ) and when the transmission ( 2 ) of the at least one drive wheel ( 8th ) is disconnected. Method according to claim 1 or 2, wherein at least one power take-off ( 220 . 222 . 224 ) in the drive train ( 3 ) and from the energy source ( 4 ) and wherein the step of separating (s103) the transmission (s103) 2 ) of the at least one drive wheel ( 8th ) by means of the first force (F _A1 ) acting on the engaging element ( 43 ) when the first force (F _A1 ) overcomes a reaction force (F _R ) which is applied to the engaging element (F _A1 ). 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) transmitted torque (T _S ), a step comprises: - separating (s107) of the transmission ( 2 ) of the at least one drive wheel ( 8th ) by means of the first force (F _A1 ) when the torque (T _PS ) from the energy source ( 4 ) substantially corresponds to a torque (T _PTO ), which on the at least one power take-off ( 220 . 222 . 224 ) acts. Method according to claim 3, wherein the at least one power take-off ( 220 . 222 . 224 ) the coupling element ( 43 ) in the drive train ( 3 ) is arranged upstream. A method according to claim 3 or 4, wherein the step of reducing (s102) that of the energy source (s102) 4 ) torque (T _PS ) comprises a step of: - controlling (s108) the torque (T _PS ) from the power source ( 4 ), so that it substantially corresponds to the torque (T _PTO ), which on the at least one power take-off ( 220 . 222 . 224 ) acts. Method according to one of the preceding claims, wherein the at least one drive wheel ( 8th ) with a propeller shaft ( 10 ) and wherein the step of separating (s103) the transmission (s103) 2 ) of the at least one drive wheel ( 8th ) by means of the first force (F _A1 ) acting on the engaging element ( 43 ) when the first force (F _A1 ) overcomes a reaction force (F _R ) which is applied to the engaging element (F _A1 ). 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) transmitted torque (T _S ), a step comprises: - separating (s109) of the transmission ( 2 ) from the propeller shaft ( 10 ) by means of the coupling element ( 43 ); and wherein the step of connecting (s105) the transmission (s105) 2 ) with the at least one drive wheel ( 8th ), if the gear ratio ( 2 ), comprises a step of: - connecting (s110) the transmission ( 2 ) with the propeller shaft ( 10 ) by means of the coupling element ( 43 ). Method according to claim 6, wherein the coupling element ( 43 ) an axially displaceable coupling sleeve ( 43 ), which is arranged in a first position to the transmission ( 2 ) of the at least one drive wheel ( 8th ) of the vehicle ( 1 ), and is arranged in a second position to the transmission ( 2 ) with the at least one drive wheel ( 8th ) of the vehicle ( 1 ), and wherein the step of connecting the transmission ( 2 ) with the at least one drive wheel ( 8th ), when the transmission gearbox ( 2 ), comprises a step of: - synchronizing (s111) the rotational speed between the transmission ( 2 ) and the propeller shaft ( 10 ) by means of a synchronizing element ( 74 ) before connecting the gearbox ( 2 ) with the at least one drive wheel ( 8th ). The method of claim 7, wherein the step of separating (s103) the transmission (s103) 2 ) of the at least one drive wheel ( 8th ) by means of the first force acting on the engaging element 43 acts when the first force (F _A1 ) overcomes a reaction force (F _R ) acting on the engaging element (F 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) transmitted torque (T _S ), comprises a step for: - axial displacement (s112) of the coupling sleeve ( 43 ) to the first position by means of the first force (F _A1 ); and wherein the step of connecting (s105) the transmission (s105) 2 ) with the at least one drive wheel ( 8th ), when the transmission gearbox ( 2 ), comprises a step of: - axially displacing (s113) the coupling sleeve 43 to the second position by means of a second force (F _A2 ), wherein the second force (F _A2 ) is greater than the first force (F _A1 ). Method according to one of the preceding claims, wherein the transmission ( 2 ) a stepped transmission ( 15B ) equipped with a planetary gear ( 14 ) arranged to provide a gear in a high range and a gear in a low range, wherein the step of separating (s103) the transmission (s103) 2 ) of the at least one drive wheel ( 8th ) by means of the first force acting on the engaging element ( 43 ) when the first force (F _A1 ) overcomes a reaction force (F _R ) which is applied to the engaging element (F _A1 ). 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) transmitted torque (T _S ), a step comprises: - separating (s114) of the planetary gear ( 14 ) of the stepped transmission ( 15B ) of the at least one drive wheel ( 8th ) by means of the coupling element ( 43 ); and wherein the step of connecting (s105) the transmission (s105) 2 ) with the at least one drive wheel ( 8th ), if the gear ratio ( 2 ), a step comprises: - connecting (s115) the planetary gear ( 14 ) of the stepped transmission ( 15B ) with the at least one drive wheel ( 8th ) by means of the coupling element ( 43 ). Method according to claims 6 and 9, wherein the propeller shaft ( 10 ) with an output shaft ( 28 ) of the stepped transmission ( 15B ), wherein the step of separating (s103) the transmission (s103) 2 ) of the at least one drive wheel ( 8th ) by means of the first force acting on the engaging element ( 43 ) when the first force (F _A1 ) overcomes a reaction force (F _R ) which is applied to the engaging element (F _A1 ). 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) transmitted torque (T _S ), comprises a step for: - separating (s116) of the planetary gear ( 14 ) of the stepped transmission ( 15B ) from the output shaft ( 28 ) by means of the coupling element ( 43 ); and wherein the step of connecting (s105) the transmission (s105) 2 ) with the at least one drive wheel ( 8th ), if the gear ratio ( 2 ), a step comprises: - connecting (s117) the planetary gear ( 14 ) of the stepped transmission ( 15B ) with the output shaft by means of the coupling element ( 43 ). Computer program comprising program code which, when the program code is stored in a computer ( 72 ), causes the computer ( 72 ) carries out the method according to any one of claims 1-10. A computer program product comprising a computer readable medium and a computer program according to claim 11, wherein the computer program is contained in the computer readable medium. System for changing a transmission in a transmission ( 2 ) of a vehicle ( 1 ), whereby the transmission ( 2 ) is arranged to torque in a drive train ( 3 ) between an energy source ( 4 ) and at least one drive wheel ( 8th ) of the vehicle ( 1 ), the transmission ( 2 ) is controllable to engage at least two gears having different ratios, the system being characterized by: - means ( 80 . 67 ) for applying a first force (F _A1 ) to an engaging element (F _A1 ) 43 ) between the gearbox ( 2 ) and the at least one drive wheel ( 8th ) acts; - Medium ( 70 . 72 ) for reducing one of the energy source ( 4 ) generated torque (T _PS ); - Medium ( 67 ) for separating the transmission ( 2 ) of the at least one drive wheel ( 8th ) by means of the first force (F _A1 ) acting on the coupling element 43 acts when the first force (F _A1 ) overcomes a reaction force (F _R ) acting on the engaging element (F 43 ), wherein the reaction force (F _R ) is a result of a coupling-in element ( 43 ) transmitted torque (T _S ) is; - Medium ( 66 ) for changing the transmission ratio ( 2 ), if the transmission ( 2 ) of the at least one drive wheel ( 8th ) is separated; and where - the means ( 67 ) for applying a first force (F _A1 ) also for connecting the transmission ( 2 ) with the at least one drive wheel ( 8th ) is applied when the gear ratio ( 2 ) was changed. System according to claim 13, further characterized in that: - the means ( 67 ) is applied to apply a first force (F _A1 ) to generate a second force (F _A2 ) greater than the first force (F _A1 ) when the transmission ( 2 ) with the at least one drive wheel ( 8th ) is connected. Vehicle, characterized in that it comprises a system for changing the ratio in a transmission ( 2 ) according to one of claims 13 and 14.

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