DE102017219138A1 - Motor vehicle transmission, in particular for an agricultural or municipal commercial vehicle, and motor vehicle drive train - Google Patents

Abstract

The invention relates to a motor vehicle transmission (G), in particular for an agricultural or municipal utility vehicle, comprising a drive shaft (GW1), an output shaft (GW2), a first variator (V1), a second variator (V2), a first (P1), a second (P2) and a third planetary gear (P3) and a first switching element (A) and a second switching element (B), wherein by selectively operating the two switching elements (A, B) different driving ranges are continuously represented, and drive train for a motor vehicle with such a transmission (G).

Description

The invention relates to a motor vehicle transmission, in particular for an agricultural or municipal utility vehicle, comprising a drive shaft, an output shaft, a first variator, a second variator, and a first, a second and a third planetary gear set, wherein the planetary gear sets are each composed of a plurality of elements, and wherein a first switching element and a second switching element are provided by the selective actuation different power flow guides between the drive shaft and the output shaft can be displayed, and wherein the drive shaft is rotatably connected to the second element of the first planetary gear set. Furthermore, the invention relates to a motor vehicle drive train for an agricultural or municipal utility vehicle, which comprises an aforementioned motor vehicle transmission.

In agricultural and municipal utility vehicles are due to the wide range of tasks represent different driving ranges, which makes a large spread between a slowest and a fastest translation necessary for a transmission of such a commercial vehicle. In addition to gearboxes designed in modular design, continuously variable transmissions are also frequently used in which, within the scope of a power split, usually a mechanical power transmission and a hydrostatic power transmission are combined with one another. In this case, the operation of a mechanical transmission part is superimposed within the transmission with that of a hydrostatic transmission part, so that an operation of the commercial vehicle from standstill to the final speed can be realized stepless and traction interruption free.

From the DE 10 2008 001 612 A1 goes out a motor vehicle transmission for an agricultural or municipal utility vehicle, this motor vehicle transmission is composed of a mechanical transmission part and a hydrostatic transmission part. Here, three planetary gear sets are arranged between a drive shaft and an output shaft, which each consist of several elements. Together, the three planetary gear sets form the mechanical transmission part, wherein this can be combined via the selective actuation of several switching elements in different ways with the hydrostatic transmission part, which is composed of two designed as Hydrostaten variators.

Starting from the above-described prior art, it is now the object of the present invention to provide a continuously variable motor vehicle transmission, which is characterized by a compact design and low production costs.

This object is achieved on the basis of the preamble of claim 1 in conjunction with its characterizing features. The following dependent claims give each advantageous embodiments of the invention. A motor vehicle drive train, in which a motor vehicle transmission according to the invention is used, is the subject matter of claim 14.

According to the invention, a motor vehicle transmission comprises a drive shaft, an output shaft, a first variator, a second variator and a first, a second and a third planetary gear set. The planetary gear sets each consist of several elements. In addition, a first switching element and a second switching element are provided, can be represented by the selective actuation different power flow guides between the drive shaft and the output shaft. The drive shaft is rotatably connected to the second element of the first planetary gear set.

According to the invention in addition to the total of three planetary gear sets, which are assigned to a mechanical transmission part of the transmission, also two variators provided to design the transmission according to the invention as a power split transmission, in which a power transmission of the mechanical transmission part with a power transmission via the variators on the expert in principle known manner can be superimposed. As a result, a continuously variable transmission concept is realized.

For the purposes of the invention, a "shaft" is understood to mean a rotatable component of the transmission via which associated components of the transmission are non-rotatably connected to one another or via which such a connection is produced upon actuation of a corresponding switching element. The respective shaft can connect the components axially or radially or else both axially and radially. Thus, the respective shaft can also be present as an intermediate piece, via which a respective component is connected radially, for example.

By "axial" in the context of the invention, an orientation in the direction of a longitudinal center axis of the transmission is meant, along which the components of the transmission are arranged. By "radial" is then to be understood an orientation in the diameter direction of a respective shaft.

The drive shaft and the output shaft are preferably arranged coaxially to each other lying within the meaning of the invention, wherein the drive shaft and the output shaft can be provided opposite each other frontally. Alternatively, but also the input or the output shaft may be at least partially designed as a hollow shaft, which then completely or partially covered axially with the Ab- or the drive shaft by the Ab- or the drive shaft is axially guided into this hollow shaft or even passed.

Preferably, the output shaft of the transmission has a toothing, via which the output shaft is then operatively connected in the motor vehicle drive train with an axially parallel to the output shaft arranged differential gear. Here, the toothing is preferably provided at a connection point of the output shaft, said connection point of the output shaft is preferably axially in the region of one end of the transmission, which is provided opposite to an axial end of the transmission, on which a connection to an upstream drive machine producing connection point of Drive shaft is placed. This type of arrangement is particularly suitable for use in a motor vehicle with an aligned in the direction of travel of the motor vehicle drive train.

In the context of the invention may be provided between a transmission input to which the motor vehicle transmission with the upstream drive machine or connectable, and the drive shaft one or more further translation stages, which may each be a spur gear or a planetary stage. Likewise, one or more additional, such translation stages can also be placed between the output shaft and a transmission output at which the motor vehicle transmission is in communication with the following components in the drive train.

The planetary gear sets each comprise a plurality of elements, wherein these elements are preferably each in the form of one sun gear, one planet pin and one ring gear each. Following the connection point of the drive shaft, the planetary gear sets are preferably arranged axially in the order of the third planetary gear set, the first planetary gear set and the second planetary gear set, although within the scope of the invention, a deviating axial arrangement can be taken. In the present case, the three planetary gear sets, optionally with further gear ratios, preferably then form the mechanical gear part of the motor vehicle transmission.

For the purposes of the invention, a "variator" is to be understood as meaning a component of the motor vehicle transmission which can be operated by appropriate control as a component delivering power in the mechanical transmission part and / or as a component removing power from the mechanical transmission part. In this case, a power output or power consumption in one of the variators can be adjusted but preferably continuously in both variators. Particularly preferably, the two variators can each be operated in both operating modes, namely on the one hand in the first operating mode, in which a power is delivered by the respective variator, and on the other hand in the second operating mode, in which power is absorbed by the respective variator. In particular, the two variators are additionally coupled directly or indirectly with one another in order to be able to feed all or part of the power taken from the other variator via the one variator back into the mechanical transmission part. Depending on the specific design of the variators, these may also be present as converters in which, depending on the operating mode, mechanical energy is converted into another energy (for example hydraulic, electrical) or vice versa.

The two switching elements are designed in the context of the invention, in particular as non-positive switching elements and are particularly preferred as a lamellae switching elements. Alternatively, it is also conceivable in principle within the scope of the invention to realize the two or one of the two switching elements as a form-locking switching element, for example as a claw switching element or as a blocking synchronization.

The invention now includes the technical teaching that the first element of the first planetary gear set is coupled to the first variator. Further, the third element of the first planetary gear set is coupled to the second variator and can be rotatably connected via the first switching element to the output shaft, which is non-rotatably in communication with the second element of the second planetary gear set. In addition, in the second planetary gear set and the third planetary gear set, a first coupling of the first element of the second planetary gear set with a rotationally fixed component, a second coupling of the third element of the second planetary gear set with the second element of the third planetary gear, a third coupling of the first element of the third planetary gear set with the first element of the first planetary gear set and a fourth coupling of the third element of the third planetary gear set with the rotationally fixed component. There are of these couplings three couplings as permanent non-rotatable connections, while still in the remaining coupling a rotationally fixed connection can be made by means of the second switching element.

In other words, therefore, the drive shaft is permanently non-rotatably connected to the second element of the first planetary gear in conjunction, while the output shaft is permanently connected rotationally fixed to the second element of the second planetary gear set. In addition, the first variator is permanently coupled to the first element of the first planetary gear set, whereas the second variator is constantly coupled to the third element of the first planetary gear set. By actuating the first switching element, the third element of the first planetary gear set is further rotatably connected to the output shaft.

With regard to the second planetary gear set and the third planetary gear set there are in the transmission according to the invention a total of four couplings of the elements of the second and third planetary gear set. Thus, a first coupling in the form of the first element of the second planetary gear set with a rotationally fixed component is present, while in the case of the third element of the second planetary gear set, a second coupling with the second element of the third planetary gear set. Furthermore, there is still a third coupling in the form of the first element of the third planetary gear set with the first element of the first planetary gear set and a fourth coupling of the third element of the third planetary gear set with the rotationally fixed component. Three of the four aforementioned couplings are realized as permanent non-rotatable connections, while the remaining coupling is present as a connection, which is made non-rotatably only by closing the second switching element.

In the sense of the invention, a "coupling" in the second and in the third planetary gear set is therefore to be understood as meaning a connection which either exists as a permanent connection or is produced only by actuating the second switching element.

The first switching element is in the present case designed as a coupling which, when actuated, optionally adjusts the components of the gearbox which are directly connected thereto in their rotational movements and subsequently connects them to one another in a torque-proof manner. In contrast, the second switching element, depending on the coupling to be produced, be designed either as a clutch or as a brake that sets the actuated hereby component of the transmission and prevents it from rotating in the sequence.

A respective rotationally fixed connection of the rotatable components of the transmission is realized according to the invention preferably via one or more intermediate waves, which may also be present as a short intermediate pieces in spatially dense position of the components. In concrete terms, the components which are permanently connected to one another in a rotationally fixed manner can each be present either as individual components which are connected to one another in a torque-proof manner or also in one piece. In the second-mentioned case, the respective components and the possibly existing shaft are then formed by a common component, wherein this is especially realized just when the respective components are spatially close to each other in the transmission.

In the case of components of the transmission which are only connected to one another by actuation of a respective switching element, a connection is likewise preferably realized via one or more intermediate shafts.

A setting is carried out in particular by non-rotatable connection with a non-rotatable component of the transmission, which is preferably a permanently stationary component, preferably a housing of the transmission, a part of such a housing or a rotatably connected thereto component.

Such an embodiment of a motor vehicle transmission has the advantage that can be realized with only three planetary gear sets, two switching elements and two variators a continuously variable transmission with low manufacturing costs, which is also characterized by a compact design. Due to the integration of the variators and the connection of the mechanical components of the transmission with each other, a power split can be represented in a suitable manner and with a low load on the variators.

In the motor vehicle transmission according to the invention two different driving ranges can be realized, wherein in both driving ranges a power split over the mechanical transmission part and the two variators is realized. This results in a first driving range by actuating the second switching element and a second driving range by closing the first switching element. In this case, the first driving range is the driving range in which starting of the motor vehicle can be realized from a standstill without a separate starting element, with forward or reverse travel of the motor vehicle being represented as branched in power. In the second driving range then a forward drive of the motor vehicle can also be realized branched power.

According to one embodiment of the invention, the two variators are designed as Hydrostaten, wherein the variators are hydraulically connected to each other and are each operable on the one hand as a hydraulic pump and the other as a hydraulic motor. In this case, the two variators thus form a hydrostatic transmission part of the motor vehicle transmission, in which the two variators are hydraulically connected to each other. The hydrostatics are in each case designed in particular as infinitely variable swashplate or oblique-axis machines, in which the respective delivery or displacement volume can be varied steplessly by appropriate adjustment. In this case, the individual hydrostat can be operated on the one hand as a hydraulic pump and on the other hand as a hydraulic motor. A hydraulic connection of the hydrostat is preferably carried out in a hydraulic circuit, in which then additionally hydraulic valves and / or one or more pressure accumulator can be provided. In principle, however, the delivery or absorption volume could also be variable only in one of the hydrostats.

According to an alternative embodiment of the invention, the two variators are designed as electric machines, wherein the variators can be operated in each case on the one hand as a generator and the other as an electric motor. In this case, the motor vehicle transmission so two electric machines are assigned, which can work in detail by appropriate control on the one hand as a generator and on the other hand as an electric motor. In this case, too, a power split can be realized by tapping power from one variator operating as a generator and feeding power through the other variator acting as the electric motor. In this case, the two variators are preferably connected to one another electronically by being preferably integrated into a common network, which may then also include electrical energy stores and other components.

As an alternative to the aforementioned variants, the variators could together but also form a mechanical, continuously variable transmission part, such as a belt transmission. The single variator would then be designed, for example, as a pair of conical disks between which a belt or chain connecting the variators runs.

It is an embodiment of the invention that the third element of the second planetary gear set is rotatably connected to the second element of the third planetary gear set, whereas the first element of the second planetary gear set can be fixed by means of the second switching element. Further, the first member of the third planetary gear set is non-rotatably in communication with the first member of the first planetary gear set, whereas the third element of the third planetary gear set is fixed. In this case, the third element of the second planetary gear set and the second element of the third planetary gear set are permanently non-rotatably connected to each other, while the first element of the third planetary gear constantly rotatably connected to the first element of the first planetary gear set and permanently fixed the third element of the third planetary gear set is. By closing the second switching element and the first element of the second planetary gear set is fixed. In this respect, the second switching element in the present case is a brake which, when actuated, stops the first element of the second planetary gear set and prevents it from rotating.

According to an alternative embodiment of this invention, the first element of the second planetary gear set and the third element of the third planetary gear set are each fixed, while the first element of the third planetary gear set is rotatably connected to the first element of the first planetary gear set. Furthermore, the third element of the second planetary gearset can be connected in a rotationally fixed manner to the second element of the third planetary gearset via the second switching element. In this variant, both the first element of the second planetary gearset, and the third element of the third planetary gear set are constantly fixed and thus permanently prevented from rotating, whereas the first element of the third planetary gear set and the first element of the first planetary gear set permanently non-rotatably in connection stand. The second switching element connects in the actuated state, the third element of the second planetary gear set with the second element of the third planetary gear, wherein the second switching element is designed in this case accordingly as a clutch.

Further alternatively to the two aforementioned variants, the third element of the second planetary gear set is non-rotatably connected to the second element of the third planetary gear set, while the first element of the third planetary gear set and the first element of the first planetary gear set are non-rotatably in communication. In addition, the first element of the second planetary gear set is fixed, whereas the third element of the third planetary gear set can be fixed via the second switching element. In this case, therefore, the third element of the second planetary gear set and the second element of the third planetary gear set are permanently connected to each other in a rotationally fixed manner. Likewise, the first element of the third planetary gear set is constantly non-rotatably in connection with the first element of the first planetary gear set. While that first element of the second planetary gear set constantly fixed and thus permanently prevented from rotating, the third element of the third planetary gear set is fixed only by pressing the second switching element. The latter is therefore designed in this case as a brake.

According to a likewise alternative embodiment of the invention, the first element of the second planetary gear set and the third element of the third planetary gear set are each fixed, while the third element of the second planetary gear set is rotatably connected to the second element of the third planetary gear set. The first element of the third planetary gear set can also be connected in a rotationally fixed manner to the first element of the first planetary gear set by means of the second switching element. In this variant, both the first element of the second planetary, as well as the third element of the third planetary gear set are constantly fixed and thus permanently prevented from rotating, whereas the third element of the second planetary gear set and the second element of the third planetary gear constantly rotatably connected to each other stand. In contrast, the first element of the third planetary gear can be connected in rotation with the first element of the first planetary gear by closing the second switching element, wherein the second switching element is designed accordingly as a clutch.

In all the aforementioned embodiments, in each case a suitable transmission can be realized, in which a stepless operation can be represented within the scope of a power branching.

According to a further embodiment of the invention, the first variator is non-rotatably connected to the first element of the first planetary gear or coupled via at least one translation stage with the first element of the first planetary gear set. In the first variant, the first variator and the first element of the first planetary gear set run at the same rotational speed, while in the case of the second variant, rotational speeds of the first variator and of the first element of the first planetary gear set are dependent on one another. In the latter case, the coupling is made via at least one intermediate translation stage, which may be a spur gear or planetary stage. This is advantageous if, for reasons of space, an arrangement of the first variator in the region of the first element of the first planetary gear set is impossible or if the intermediate ratio allows a more favorable design of the first variator. Particularly preferably, a coupling takes place via a spur gear, which is composed of a first and a second spur gear, which mesh with each other, wherein the one spur gear rotatably with the first element of the first planetary gear set and the other spur gear rotatably with the first variator connected is.

According to an alternative or supplementary embodiment of the invention, the second variator is rotatably connected to the third element of the first planetary gear or coupled via at least one gear ratio with the third element of the first planetary gear set. It can also be realized in the range of the second variator, analogous to that described above for the first variator, a rigid connection to the third element of the first planetary gear set or an intermediate ratio over at least one translation stage, wherein the at least one translation stage also as a spur or Planet stage can be executed. Again, this may be advantageous for structural reasons, if the second variator can not be connected directly to the third element of the first planetary gear set for reasons of space. Furthermore, this may optionally result in a more favorable design of the second variator. Again, a coupling preferably takes place via a spur gear, which is composed of two meshing spur gears, wherein one spur gear rotatably connected to the third element of the first planetary gear set and the other spur gear rotatably connected to the second variator.

In a further development of the invention, a power take-off is connected to the drive shaft. In this case, so also directly via the drive shaft, a power take-off ( PTO ), wherein the drive shaft for this purpose is particularly preferably passed axially through the output shaft designed as a hollow shaft.

The planetary gear sets, if it allows a connection of the elements, in the context of the invention in each case as a minus planetary gear set be present, wherein it is the first element of the respective planetary gear set to a sun gear, in the second element of the respective planetary gear set to a planetary land and the third element of the respective planetary gear is a ring gear. A minus planetary set is composed in a manner known in principle to the person skilled in the art from the elements sun gear, planet carrier and ring gear, wherein the planet carrier at least one, but preferably several planetary gears rotatably mounted, in each case with both the sun gear, and the combing the surrounding ring gear.

Alternatively, but one or both planetary gear sets, if it allows the connection of the respective elements, as a plus-planetary gear, wherein it is the first element of the respective planetary gear then a sun gear, in the second element of the respective planetary gear around a ring gear and the third element of the respective planetary gear set is a planetary land. In a plus-planetary gear set the elements sun gear, ring gear and planetary gear are also present, the latter at least one pair of planetary leads, in which one planetary gear with the inner sun gear and the other planet gear meshing with the surrounding ring gear, and the planet gears mesh with each other.

Where there is a connection of the individual elements, a minus planetary gear set can be converted into a plus-planetary gear set, in which case compared to the design as a minus planetary gear set the Hohlrad- and the Planetensteganbindung to swap with each other, and a Getriebestandübersetzung is to increase by one. Conversely, a plus planetary gear set could be replaced by a minus planetary gear set, if the connection of the elements of the transmission makes this possible. In this case, compared to the plus planetary gear set, the ring gear and the planet web connection would then also have to be exchanged with each other, as well as a transmission gear ratio reduced by one. Preferably, however, all three planetary gear sets are available as minus planetary gear sets.

In the context of the invention, the motor vehicle transmission may be preceded by a starting element, for example a hydrodynamic torque converter or a friction clutch. This starting element can then also be part of the transmission and serves to design a start-up process by enabling a slip speed between the drive machine, in particular designed as an internal combustion engine, and the drive shaft of the transmission. Particularly preferably, however, eliminates a separate starting element. Instead, a start in the first driving range of the motor vehicle transmission is realized. In addition, a freewheel to the transmission housing or to another shaft can in principle be arranged on each shaft of the transmission.

The transmission according to the invention is in particular part of a motor vehicle drive train for an agricultural or municipal utility vehicle, which may preferably be an agricultural tractor, a system vehicle, for example in the form of a device carrier, a self-propelled harvesting machine or a construction machine. The motor vehicle transmission is then arranged, in particular, between a drive machine of the motor vehicle designed as an internal combustion engine and further components of the drive train following in the direction of force flow to drive wheels of the motor vehicle. Here, the drive shaft of the transmission is preferably permanently coupled to the drive machine, wherein between the internal combustion engine and the transmission also a torsional vibration damper can be provided. On the output side, the transmission within the motor vehicle drive train is then preferably coupled to a differential gear of a drive axle of the motor vehicle, although here also a connection to a longitudinal differential may be present, via which a distribution takes place on a plurality of driven axles of the motor vehicle. The differential gear or the longitudinal differential can be arranged with the transmission in a common housing. Likewise, an optionally existing torsional vibration damper can also be integrated into this housing.

The fact that two components of the transmission are "connected" or "coupled" or "communicate with one another" means in the context of the invention a permanent coupling of these components, so that they can not rotate independently of one another. In this respect, no switching element is provided between these components, in which it may be elements of the planetary gear sets and / or shafts and / or a rotationally fixed component of the transmission, but between the corresponding components prevails permanently a constant speed dependence.

If, by contrast, a switching element is provided between two components, then these components are not permanently coupled to one another, but a coupling is only made by actuating the intermediate switching element. In this case, an actuation of the switching element in the sense of the invention means that the relevant switching element is transferred into a closed state and, as a result, the components directly coupled to it in their rotational movements equal to one another. In the case of an embodiment of the relevant switching element as a form-locking switching element on this directly rotatably interconnected components are running at the same speed, while in the case of a non-positive switching element can also exist after pressing desselbigen speed differences between the components. This intentional or unwanted state is still referred to in the context of the invention as a rotationally fixed connection of the respective components via the switching element.

The invention is not limited to the specified combination of the features of the main claim or the claims dependent thereon. There are also possibilities, individual features, even as far as they are from the claims, the following description of preferred embodiments of the invention or directly to emerge from the drawings, to combine with each other. The reference of the claims to the drawings by use of reference numerals is not intended to limit the scope of the claims.

• 1 eine schematische Ansicht eines Kraftfahrzeugantriebsstranges, in welchem ein erfindungsgemäßes Kraftfahrzeuggetriebe zur Anwendung kommt;
• 2 eine schematische Ansicht eines Kraftfahrzeuggetriebes entsprechend einer ersten Ausführungsform der Erfindung;
• 3 eine schematische Darstellung eines Kraftfahrzeuggetriebes gemäß einer zweiten Ausgestaltungsmöglichkeit der Erfindung;
• 4 eine schematische Ansicht eines Kraftfahrzeuggetriebes entsprechend einer dritten Ausführungsform der Erfindung;
• 5 eine schematische Darstellung eines Kraftfahrzeuggetriebes gemäß einer vierten Ausgestaltungsmöglichkeit der Erfindung;
• 6 ein beispielhaftes Schaltschema der Getriebe aus den 2 bis 5; und
• 7 eine schematische Darstellung einer Abwandlungsmöglichkeit der Getriebe aus den 2 bis 5.

Advantageous embodiments of the invention, which are explained below, are shown in the drawings. It shows:

• 1 a schematic view of a motor vehicle drive train, in which a motor vehicle transmission according to the invention is used;
• 2 a schematic view of a motor vehicle transmission according to a first embodiment of the invention;
• 3 a schematic representation of a motor vehicle transmission according to a second embodiment of the invention;
• 4 a schematic view of a motor vehicle transmission according to a third embodiment of the invention;
• 5 a schematic representation of a motor vehicle transmission according to a fourth embodiment of the invention;
• 6 an exemplary circuit diagram of the transmission of the 2 to 5 ; and
• 7 a schematic representation of a modification possibility of the transmission from the 2 to 5 ,

1 shows a schematic view of a motor vehicle drive train of an agricultural or municipal utility vehicle, which may be an agricultural tractor, a system vehicle, for example in the form of a device carrier, a self-propelled harvester or a construction machine. In this case, in the motor vehicle drive train is an internal combustion engine VKM via an intermediate torsional vibration damper TS with a motor vehicle transmission G connected. The motor vehicle transmission G on the output side is a differential gear AG downstream, via which a drive power is distributed to drive wheels DW a drive axle of the motor vehicle.

The gear G and the torsional vibration damper TS are doing in a common housing of the transmission G arranged, in which then the differential gear AG can be integrated. As well as in 1 it can be seen, are the internal combustion engine VKM , the torsional vibration damper TS , the motor vehicle transmission G and also the differential gear AG aligned in the direction of travel of the commercial vehicle.

In 2 is a schematic view of the motor vehicle transmission G illustrated according to a first embodiment of the invention. As can be seen, the motor vehicle transmission G a drive shaft LV1 and an output shaft GW2 on, which are coaxial with each other. Specifically, the output shaft GW2 thereby designed as a hollow shaft through which the drive shaft LV1 passed axially. In addition, the drive shaft forms LV1 at one axial end a connection point Level 1-A out, on which the drive shaft LV1 over the intermediate torsional vibration damper TS in 1 with the internal combustion engine VKM connected is. The output shaft GW2 also has a connection point GW2-A on, with this connection point GW2-A by a toothing of a spur gear SR is formed, at which the connection to the following axle drive AG in the motor vehicle drive train in 1 is made.

At one opposite to the junction Level 1-A lying, axial end is also a power take-off PTO on the drive shaft LV1 Tied, being over the power take-off PTO in a designed as a tractor commercial vehicle then in particular a connection to a PTO of the tractor can be produced. Further preferred is then still a PTO gear interposed.

As in 2 can be seen, includes the motor vehicle transmission G three planetary gear sets P1 . P2 and P3 as well as two variators V1 and V2 , The planetary gear sets P1 . P2 and P3 each have a first element E11 or. E12 or. E13 , a second element each E21 or. E22 or. E23 as well as a third element each E31 or. E32 or. E33 on. Here is the respective first element E11 or. E12 or. E13 of the respective planetary gear set P1 or. P2 or. P3 formed by a respective sun gear, while the respective second element E21 or. E22 or. E23 of the respective planetary gear set P1 or. P2 or. P3 designed as a planetary bridge. The remaining third element E31 or. E32 or. E33 of the respective planetary gear set P1 or. P2 or. P3 is then present as a respective ring gear.

For all planetary gear sets P1 . P2 and P3 each planetary gear carries a plurality of planetary gears, which are in mesh with both the respective sun gear and the respective ring gear in detail. In this respect, the planetary gear sets P1 and P2 and P3 executed in each case as a minus planetary gear sets, but it is in principle within the scope of the invention also conceivable, one or more of the planetary gear sets P1 . P2 and P3 to design as plus planetary gear sets, if a connection of the elements makes this possible. However, in comparison to the design as a minus planetary gearset, the respective ring gear and the respective one would have to Planet web connection exchanged with each other, and the respective Getriebestandübersetzung be increased by one.

In the present case is the drive shaft LV1 rotatably with the second element E21 of the first planetary gear set P1 connected while the output shaft GW2 rotatably with the second element E22 of the second planetary gear set P2 is in communication and via a first switching element A non-rotatable with the third element E31 of the first planetary gear set P1 can be connected. The third element E31 of the first planetary gear set P1 is also rotatable with the second variator V2 connected. Furthermore, the first element stands E11 of the first planetary gear set P1 Constantly rotatable with the first element E13 of the third planetary gear set P3 and also the first variator V1 in connection.

As well as in 2 It can be seen that the third element is E32 of the second planetary gear set P2 and the second element E23 of the third planetary gear set P3 permanently rotatably connected to each other, whereas the third element E33 of the third planetary gear set P3 constantly on a non-rotatable component GG is fixed, which is preferably the transmission housing of the transmission G or part of the transmission housing. In that sense, the third element is E33 of the third planetary gear set P3 permanently prevented from rotating. Finally, there may be the first element E12 of the second planetary gear set P2 via a second switching element B on the non-rotatable component GG fixed and thus also prevented from rotating.

The planetary gear sets P1 . P2 and P3 are in the present case coaxial with each other and also coaxial with the drive shaft LV1 and the output shaft GW2 placed. Likewise, also the first variator V1 and the second variator V 2 coaxial with the planetary gearsets P1 . P2 and P3 and also the drive shaft LV1 and the output shaft GW2 arranged. Axial are the planetary gear sets P1 . P2 and P3 as well as the variators V1 and V2 on the connection point Level 1-A the drive shaft LV1 following in order of first variator V1 , third planetary gear set P3 , first planetary gear set P1 , second planetary gear set P2 and finally second variator V2 arranged.

The two variators V1 and V2 are designed in the present case either as Hydrostaten or as electric machines. For one version of the two variators V1 and V2 As Hydrostaten these hydrostatics are then in particular as steplessly adjustable swash plate or oblique axis machine, which can be operated in each case on the one hand as a hydraulic pump and on the other hand as a hydraulic motor. It can be varied continuously with the respective Hydrostaten a sip or delivery volume. In addition, the hydrostat are hydraulically connected to each other, so that an amount of hydraulic, which on the one, working as a hydraulic pump variator V1 or V2 is promoted according to the set intake volume, on the part of the other, working as a hydraulic motor variator V2 or V1 is converted into a drive movement according to the delivery volume set there.

Alternatively, the two variators V1 and V2 but also be designed as electric machines that can be operated in each case as a generator and on the other hand as an electric motor. In addition, with the two variators V1 and V2 while the power consumption or output are varied continuously, with the two variators V1 and V2 are integrated into a common network, so that a quantity of electricity, via the one operating as a generator variator V1 or V2 is produced, on the side of the other, working as an electric motor variator V2 or V1 can be used to generate a drive movement.

The two switching elements A and B are executed in the present case as non-positive switching elements, wherein the two switching elements A and B concretely present as lamellar switching elements. This is the first switching element A to a clutch which in the actuated state, the third element E31 of the first planetary gear set P1 and thus also the second variator V2 rotatably with the output shaft GW2 combines. In contrast, the second switching element lies B as a brake before, which in the closed state, the first element E12 of the second planetary gear set P2 shuts down.

While the first switching element A axially between the first planetary gear set P1 and the second planetary gear set P2 is provided, the second switching element B axially between the second planetary gear set P2 and the second variator V2 arranged.

Further shows 3 a schematic representation of a motor vehicle transmission G according to a second embodiment possibility of the invention, while largely of the variant 2 equivalent. It is different, however, that the first element E12 of the second planetary gear set P2 now constantly on the non-rotating component GG is fixed while the third element E32 of the second planetary gear set P2 and the second element E23 of the third planetary gear set P3 not permanently rotatably connected to each other, but only by closing a second switching element B rotatably connected to each other. Designed as a clutch, the second switching element B is axially between the third planetary gear P3 and the first planetary gear set P1 placed. Incidentally, the possibility of design according to 3 otherwise the variant 2 so that reference is made to what has been described.

Out 4 is a schematic view of a motor vehicle transmission G according to a third embodiment of the invention, which also essentially of the variant 2 equivalent. Unlike the embodiment according to 2 is also here, as already in the variant 3 , the first element E12 of the second planetary gear set P2 permanently on the non-rotatable component GG whereas the third element E33 of the third planetary gear set P3 no longer permanently on the non-rotatable component GG is set, but a setting only by closing a second switching element B can be brought about. In this case, the second switching element B , which is designed as a brake, axially substantially at the height of the third planetary gear set P3 and provided radially surrounding this. Otherwise, the embodiment corresponds to 4 according to the variant 2 so that reference is made to what has been described.

5 shows a schematic representation of a motor vehicle transmission G according to a fourth embodiment of the invention. This embodiment also essentially corresponds to the variant 2 , in contrast, now the first element E12 of the second planetary gear set P2 constantly on the non-rotatable component GG is fixed while the first element E13 of the third planetary gear set P3 not permanently rotatable with the first element E11 of the first planetary gear set P1 is in communication, but a non-rotatable connection only by closing a second switching element B will be produced. This designed as a clutch, second switching element B is axially between the first variator V1 and the third planetary gear set P3 arranged. Otherwise, the design option corresponds to 5 according to the variant 2 so that reference is made to what has been described.

6 now shows an exemplary circuit diagram of the motor vehicle transmission G from the 2 to 5 , As can be seen, at each of the motor vehicle transmissions G in each case two driving ranges FB1 and FB2 be realized, with a first driving range FB1 doing so by closing the second switching element B and a second driving range FB2 by actuating the first switching element A results. It can over the first driving range FB1 a startup of the commercial vehicle to be performed from a standstill, wherein in the first driving range while a forward and reverse drive of the commercial vehicle is power split possible. In the following, second driving range FB2 a forward drive of the commercial vehicle is also realized branched power.

Furthermore goes out 7 a modification possibility, as in the motor vehicle transmissions G the 2 to 5 can be used. So are the two variators V1 and V 2 in this case not coaxial with the - not shown in this case - remaining part of the respective motor vehicle transmission G arranged, but are off-axis to this. Here is the variator V1 over a first spur gear stage SRS1 Tailed, made up of a first spur gear SR1 and a second spur gear SR2 composed. The two spur gears SR1 and SR2 stand in mesh with each other, wherein the first spur gear SR1 non-rotatable with the first variator V1 is connected while the second spur gear SR2 on the part of the remaining motor vehicle transmission G rotatably connected to the first element of the first planetary gear set in communication.

The second variator V2 is via a second spur gear SRS2 Tailed, made up of meshing spur gears SR3 and SR4 composed. The first spur gear SR3 the second spur gear SRS2 is rotatably with the second variator V2 whereas the second spur gear is connected SR4 on the part of the remaining part of the motor vehicle transmission G rotatably connected to the third element of the first planetary gear set in communication.

In the 7 shown connections of the variators V1 and V2 can in the motor vehicle transmissions from the 2 to 5 also be realized independently.

By means of the embodiments according to the invention, a continuously variable motor vehicle transmission with low production costs and a compact design can be realized.

LIST OF REFERENCE NUMBERS

G

Motor vehicle transmission

GG

Non-rotating component

P1

First planetary gear set

E11

First element of the first planetary gear set

E21

Second element of the first planetary gear set

E31

Third element of the first planetary gear set

P2

Second planetary gear set

E12

First element of the second planetary gear set

E22

Second element of the second planetary gear set

E32

Third element of the second planetary gear set

P3

Third planetary gear set

E13

First element of the third planetary gear set

E23

Second element of the third planetary gear set

E33

Third element of the third planetary gear set

A

First switching element

B

Second switching element

FB1

first driving range

FB2

second driving range

LV1

drive shaft

GW2

output shaft

Level 1-A

junction

GW2-A

junction

V1

first variator

V2

second variator

PTO

PTO

SRS1

first spur gear

SRS2

second spur gear

SR

spur gear

SR1

first spur gear

SR2

second spur gear

SR3

first spur gear

SR4

second spur gear

VKM

Internal combustion engine

TS

torsional vibration damper

AG

differential gear

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 102008001612 A1 [0003]

Claims (14)

Motor vehicle transmission (G), in particular for an agricultural or municipal commercial vehicle, comprising a drive shaft (GW1), an output shaft (GW2), a first variator (V1), a second variator (V2), and a first (P1), a second ( P2) and a third planetary gear set (P3), wherein the planetary gear sets (P1, P2, P3) each composed of a plurality of elements (E11, E21, E31, E12, E22, E32, E13, E23, E33), and wherein a first Switching element (A) and a second switching element (B) are provided, through the selective actuation different power flow guides between the drive shaft (GW1) and the output shaft (GW2) can be displayed, and wherein the drive shaft (GW1) rotationally fixed to the second element (E21) of the first planetary gear set (P1), characterized in that - the first element (E11) of the first planetary gear set (P1) is coupled to the first variator (V1), - that the third element (E31) of the first planetary gear set (P1) coupled to the second variator (V2) and via the first switching element (A) rotationally fixed to the output shaft (GW2) is connectable, which is non-rotatably connected to the second element (E22) of the second planetary gear set (P2), and in that in the second planetary gear set (P2) and the third planetary gear set (P3) a first coupling of the first element (E12) of the second planetary gear set (P2) with a non-rotatable component (GG), a second coupling of the third element (E32) of the second planetary gear set (P2) with the second element (E23) of the third planetary gear set (P3), a third coupling of the first element (E13) of the third planetary gear set (P3) with the first element (E11) of the first planetary gear set (P1) and a fourth coupling of the third element (E33) of the third planetary gear set (P3) with the non-rotatable component (GG) is present, of which these couplings three couplings as permanent non-rotatable connections, while remaining in the remaining Coupling a rotationally fixed connection by means of the second switching element (B) can be produced. Motor vehicle transmission (G) after Claim 1 , characterized in that a first driving range (FB1) results by actuating the second switching element (B) and a second driving range (FB2) by closing the first switching element (A). Motor vehicle transmission (G) after Claim 1 or 2 , characterized in that the two variators (V1, V2) are designed as hydrostatic and hydraulically connected to each other, wherein the variators (V1, V2) are each operable on the one hand as a hydraulic pump and on the other hand as a hydraulic motor. Motor vehicle transmission (G) after Claim 1 or 2 , characterized in that the two variators (V1, V2) are designed as electric machines, wherein the variators (V1, V2) are each operable on the one hand as a generator and on the other hand as an electric motor. Motor vehicle transmission (G) according to one of the preceding claims, characterized in that the third element (E32) of the second planetary gear set (P2) is non-rotatably connected to the second element (E23) of the third planetary gear set (P3), whereas the first element (E12) of the second planetary gear set (P2) by means of the second switching element (B) can be fixed, and that the first element (E13) of the third planetary gear set (P3) rotatably connected to the first element (E11) of the first planetary gear set (P1) and the third Element (E33) of the third planetary gear set (P3) is fixed. Motor vehicle transmission (G) according to one of Claims 1 to 4 characterized in that the first element (E12) of the second planetary gear set (P2) and the third element (E33) of the third planetary gear set (P3) are each set, while the first element (E13) of the third planetary gear set (P3) rotatably with the first element (E11) of the first planetary gear set (P1) is connected, and that the third element (E32) of the second planetary gear set (P2) via the second switching element (B) rotatably connected to the second element (E23) of the third planetary gear set (P3) connectable is. Motor vehicle transmission (G) according to one of Claims 1 to 4 characterized in that the third element (E32) of the second planetary gear set (P2) is non-rotatably connected to the second element (E23) of the third planetary gear set (P3) while the first element (E13) of the third planetary gear set (P3) and the first one Element (E11) of the first planetary gear set (P1) rotatably in communication with each other, and that the first element (E12) of the second planetary gear set (P2) is fixed, whereas the third element (E33) of the third planetary gear set (P3) via the second switching element (B) is determinable. Motor vehicle transmission (G) according to one of Claims 1 to 4 , characterized in that the first element (E12) of the second planetary gear set (P2) and the third element (E33) of the third planetary gear set (P3) are each set, while the third element (E32) of the second planetary gear set (P2) rotatably with the second element (E23) of the third planetary gear set (P3) is connected, and that the first element (E13) of the third planetary gear set (P3) by means of the second switching element (B) rotatably connected to the first element (E11) of the first planetary gear set (P1) connectable is. Motor vehicle transmission (G) according to one of the preceding claims, characterized in that the first variator (V1) rotatably connected to the first element (E11) of the first planetary gear set (P1) or via at least one translation stage with the first element (E11) of the first planetary gear set (P1) is coupled. Motor vehicle transmission (G) according to one of the preceding claims, characterized in that the second variator (V2) rotatably connected to the third element (E31) of the first planetary gear set (P1) or via at least one translation stage with the third element (E31) of the first planetary gear set (P1) is coupled. Motor vehicle transmission (G) according to one of the preceding claims, characterized in that a power take-off (PTO) is connected to the drive shaft (GW1). Motor vehicle transmission (G) according to one of the preceding claims, characterized in that the respective planetary gear set (P1, P2, P3) is present as a minus planetary gear set, wherein it is at the respective first element (E11, E12, E13) of the respective planetary gear set (P1 , P2, P3) about a respective sun gear, at the respective second element (E21, E22, E23) of the respective planetary gear set (P1, P2, P3) about a respective planet web and at the respective third element (E31, E32, E33) of respective planetary gear set (P1, P2, P3) is a respective ring gear. Motor vehicle transmission according to one of the preceding claims, characterized in that the respective planetary gear set is present as a plus-planetary gear, wherein it is at the respective first element of each planetary gear set to a respective sun gear at the respective second element of the respective planetary gear around a respective ring gear and at the respective third element of the respective planetary gear set is a respective planet web. Motor vehicle drive train for an agricultural or municipal utility vehicle, comprising a motor vehicle transmission (G) according to one or more of the Claims 1 to 13 ,

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