DE102018213888A1 - Motor vehicle transmission, in particular for an agricultural or municipal utility 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 an input shaft (GW1), an output shaft (GW2), a first variator (V1), a second variator (V2), a first planetary gear set (P1) , a second planetary gear set (P2), a third planetary gear set (P3) and at least a first shift element (A), a second shift element (B), a third shift element (C), a fourth shift element (D) and a fifth shift element (E) , With selective actuation of the switching elements (A, B, C, D, E) different driving ranges can be continuously displayed, 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 an input shaft, an output shaft, a first variator, a second variator, and a first planetary gear set, a second planetary gear set and a third planetary gear set, the planetary gear sets each consisting of several elements Put together, wherein a first switching element, a second switching element, a third switching element, a fourth switching element and a fifth switching element are provided, by their selective actuation different power flow paths between the drive shaft and the output shaft can be represented, and wherein the second variator is coupled to a shaft , Furthermore, the invention relates to a motor vehicle drive train for an agricultural or municipal utility vehicle, which comprises an aforementioned motor vehicle transmission.

Due to the wide range of tasks, different driving areas are to be represented in agricultural and also municipal utility vehicles, which in the case of a transmission of such a utility vehicle requires a large spread between a slowest and a fastest translation. In addition to gearboxes designed in a group construction, continuously variable gearboxes are often used, in which a mechanical power transmission and a hydrostatic power transmission are usually combined with one another in the context of a power split. The operation of a mechanical transmission part is superimposed on that of a hydrostatic transmission part within the transmission, so that operation of the commercial vehicle from standstill to the top speed can be implemented continuously and without interruption in tractive force.

From the DE 10 2008 001 612 A1 shows a motor vehicle transmission for an agricultural or municipal utility vehicle, this motor vehicle transmission being composed of a mechanical transmission part and a hydrostatic transmission part. In this case, three planetary gear sets are arranged between an input shaft and an output shaft, which together with a subsequent turning unit form the mechanical transmission part of the transmission, which can be combined in various ways with the hydrostatic transmission part via selective actuation of switching elements two variators designed as hydrostats.

Starting from the prior art described above, it is 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 subsequent dependent claims each represent advantageous developments of the invention. A motor vehicle drive train in which a motor vehicle transmission according to the invention is used is also the subject of claim 14.

According to the invention, a motor vehicle transmission comprises an input shaft, an output shaft, a first variator, a second variator and a first planetary gear set, a second planetary gear set and a third planetary gear set. The planetary gear sets are each composed of several elements, each planetary gear set preferably having a first element, a second element and a third element. In addition, a first switching element, a second switching element, a third switching element, a fourth switching element and a fifth switching element are provided, through the selective actuation of which different flow of force flow between the input shaft and the output shaft can be represented. Furthermore, the second variator is coupled to a shaft.

According to the invention, in addition to three planetary gear sets which are jointly assigned to a mechanical transmission part of the transmission, two variators are also provided in order 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 in a manner known in principle to the person skilled in the art and way can be overlaid. This enables a continuously variable transmission concept to be implemented.

For the purposes of the invention, a “shaft” is to be understood as a rotatable component of the transmission via which the associated components of the transmission are connected to one another in a rotationally fixed manner or via which such a connection is established when an appropriate switching element is actuated. The respective shaft can connect the components axially or radially or else both axially and radially. The respective shaft can also be present as an intermediate piece, via which a respective component is connected radially, for example.

In the sense of the invention, “axial” means an orientation in the direction of a longitudinal central axis of the transmission, along which the planetary gear sets of the transmission are in particular coaxial are arranged lying to each other. "Radial" is then to be understood as an orientation in the diameter direction of a shaft lying on the longitudinal central axis.

For the purposes of the invention, the drive shaft and the output shaft are preferably arranged coaxially to one another, the drive shaft and the output shaft being able to be provided opposite one another on the end face. As an alternative to this, however, the input or output shaft can also be at least partially designed as a hollow shaft, which then completely or partially overlaps axially with the output or drive shaft, in that the output or drive shaft leads axially into this hollow shaft or is even guided through it.

The output shaft of the transmission preferably has a toothing, via which the output shaft is then in operative connection in the motor vehicle drive train with a component arranged axially parallel to the output shaft and following in the motor vehicle drive train. Here, the toothing is preferably provided at a connection point of the output shaft, this connection point of the output shaft preferably lying axially in the region of one end of the gearbox, which is provided opposite to an axial end of the gearbox, at which a connection point of the upstream connecting machine provides the connection Drive shaft is placed. This type of arrangement is particularly suitable for use in a motor vehicle with a drive train oriented in the direction of travel of the motor vehicle.

Within the scope of the invention, one or more further gear groups can be provided between a gear input, at which the motor vehicle gear is connected or connectable to the upstream drive machine, and the drive shaft, each of which can be composed of several gear ratios and in which different gear ratios can be switched could be. Likewise, one or more such transmission groups can also be placed between the output shaft and a transmission output at which the motor vehicle transmission is connected to subsequent components in the drive train. The motor vehicle transmission can additionally have a creeper group, a turning group or the like.

The planetary gear sets each comprise a plurality of elements, these elements preferably being in the form of a sun gear, a planet carrier and a ring gear. The three planetary gear sets then preferably form the mechanical transmission part of the motor vehicle transmission.

In the context of the invention, a “variator” is to be understood as a component of the motor vehicle transmission, which can be operated by appropriate regulation as a component that outputs power in the mechanical transmission part and / or as a component that derives power from the mechanical transmission part. Power output or power consumption in one of the variators can preferably be infinitely adjusted 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 power is output by the respective variator and on the other hand in the second operating mode in which power is consumed by the respective variator. The two variators are in particular also directly or indirectly coupled to one another in order to be able to feed all or part of the power drawn from the mechanical transmission part by the other variator back into the mechanical transmission part. Depending on the specific design of the variators, they can also be available as converters, which, depending on the operating mode, convert mechanical energy into other energy (e.g. hydraulic, electrical) or vice versa.

The invention now includes the technical teaching that the drive shaft is non-rotatably connected to the second element of the first planetary gear set and the second element of the second planetary gear set, while the output shaft is non-rotatably connected to the second element of the third planetary gear set stands. Furthermore, the first element of the first planetary gear set is coupled to the first variator, whereas the third element of the third planetary gear set can be fixed via the first switching element. The third element of the first planetary gear set, the first element of the second planetary gear set and the first element of the third planetary gear set are rotatably connected to one another and can be rotatably connected to the shaft together by means of the second switching element. In addition, the shaft can be connected non-rotatably to the output shaft via the third switching element and can be connected non-rotatably to the third element of the second planetary gear set by means of the fourth switching element. Finally, two of the elements of the third planetary gear set can be connected to one another in a rotationally fixed manner via the fifth switching element.

In other words, in the transmission according to the invention, the drive shaft is permanently connected to the second element of the first planetary gear set and the second element of the second planetary gear set, whereas the output shaft is permanently connected to the second element of the third planetary gear set. Furthermore, the first element of the first planetary gear set is continuously coupled to the first variator, while the second variator is coupled to the shaft. In addition, the third element of the first planetary gear set, the first element of the second planetary gear set and the first element of the third planetary gear set are connected to one another in a rotationally fixed manner.

By actuating the first switching element, the third element of the third planetary gear set is fixed and subsequently prevented from rotating, whereas closing the second switching element ensures a rotationally fixed connection of the shaft to the third element of the first planetary gear set, the first element of the second planetary gear set and the first Element of the third planetary gear set entails. In the closed state, the third switching element connects the shaft and the output shaft in a rotationally fixed manner, while actuation of the fourth switching element results in a rotationally fixed connection of the third element of the second planetary gear set with the shaft. Finally, the fifth switching element in the actuated state brings about the rotationally fixed connection of two of the elements of the third planetary gear set, which results in blocking of the third planetary gear set.

In the present case, the first switching element is thus designed as a brake which, when actuated, fixes the component of the gearbox connected to it and subsequently prevents it from rotating. In contrast, the second switching element, the third switching element, the fourth switching element and also the fifth switching element are present as clutches which, when actuated, if necessary, adjust the rotational movements of the components of the transmission which are directly connected thereto and then connect them in a rotationally fixed manner.

A respective rotationally fixed connection of the rotatable components of the transmission is preferably realized according to the invention via one or more intermediate shafts, which can also be present as short intermediate pieces when the components are spatially close. Specifically, the components that are permanently connected to one another in a rotationally fixed manner can either be present as individual components connected in a rotationally fixed manner or also in one piece. In the second-mentioned case, the respective components and the shaft that may be present are then formed by a common component, this being realized in particular when the respective components are spatially close to one another 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 implemented via one or more intermediate shafts.

Fixing takes place in particular by rotationally fixed connection to a rotationally fixed 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 component connected in a rotationally fixed manner.

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

In the motor vehicle transmission according to the invention, four different driving ranges can be implemented, with a power split across the mechanical transmission range and the two variators being implemented in all driving ranges. A first driving range is obtained by actuating the first and second switching elements, while a second driving range is shown by closing the first and fourth switching elements. Furthermore, there is a third driving range by actuating the third and fourth switching elements and a fourth driving range by closing the fourth and fifth switching elements. It is particularly preferred that a trip can be implemented in all four driving areas through power split. In the first and in the third driving range, the variators are coupled on the output side of the mechanical transmission range (output coupled), while in the second and in the fourth driving range the variators are coupled between components of the mechanical transmission range (compound coupled).

According to one embodiment of the invention, the two variators are designed as electric machines, the variators each being able to be operated as a generator and also as an electric motor. In this case, two electric machines are assigned to the motor vehicle transmission, which can work individually as a generator and on the other hand as an electric motor by appropriate control. In this way, a power split can be realized by tapping power via the one variator working as a generator and via the other variator functioning as an electric motor Power is fed. The two variators are preferably electrically connected to one another in that they are preferably integrated in a common network, to which one or more electrical energy stores and further components can then also belong.

In a further development of the aforementioned embodiment, a first gear is obtained between the second variator and the output shaft by actuating the first and the second switching element. Furthermore, a second gear can be realized between the second variator and the output shaft by closing the second and the fifth switching element or by actuating the third switching element and a further switching element. As a result, electric driving can be represented by the second variator when it is operating as an electric motor, with the first variator always having to ensure that the drive shaft comes to a standstill by speed compensation.

According to an alternative embodiment of the invention to the aforementioned embodiment, the two variators are designed as hydrostats, the variators being hydraulically connected to one another and each being operable as a hydraulic pump and 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 one another. The hydrostats are each designed, in particular, as infinitely adjustable swash plate or inclined axis machines, in which the respective delivery or swallowing volume can be changed continuously by appropriate adjustment. 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 hydrostats is preferably carried out in a hydraulic circuit in which hydraulic valves and / or one or more pressure accumulators can then also be provided. In principle, however, the delivery or swallowing volume could also be variable only with one of the hydrostats.

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

It is a further embodiment of the invention that, when actuated, the fifth switching element rotatably connects the first element and the second element of the third planetary gear set or the first element and the third element of the third planetary gear set or the second element and the third element of the third planetary gear set. In all three of the aforementioned variants, blocking of the third planetary gear set in the closed state of the fifth shift element is brought about by connecting two of the elements of the third planetary gear set in a rotationally fixed manner.

In a further development of the invention, the drive shaft or the output shaft is connected to a turning unit. According to the invention, in this case, an additional turning unit is provided either on the drive side of the drive shaft or on the drive side of the output shaft, via which a forward or reverse drive of the associated motor vehicle can be deliberately represented in the driving areas of the motor vehicle transmission.

In principle, this turning unit can have a structure known to the person skilled in the art. Thus, a turning unit can be formed by a planetary stage and two switching elements, the one switching element for representing forward travel blocking the planetary stage and thus permitting a rigid through-drive, while an opposite rotary movement is realized by actuating the other switching element. A turning unit could, however, also be realized by two spur gear stages, each with an associated shift element, with one of the two spur gear stages realizing an opposite rotary movement via an idler gear in the course of the integration into the power flow via the assigned shift element.

According to one embodiment of the invention, the first variator is rotationally fixed to the first element of the first planetary gear set connected or coupled to the first element of the first planetary gear set via at least one transmission stage. In the first variant, the first variator and the first element of the first planetary gear set run at the same speed, while in the case of the second variant, speeds of the first variator and the first element of the first planetary gear set are permanently dependent on one another. In the latter case, the coupling is established via at least one intermediate transmission stage, which can be a spur gear or planetary stage. This is advantageous if, for reasons of space, it is impossible for the first variator to be arranged directly in the region of the first element of the first planetary gear set, or if the intermediate gear ratio permits a more favorable design of the first variator.

According to an alternative or supplementary embodiment of the invention, the second variator is connected to the shaft in a rotationally fixed manner or is coupled to the shaft via at least one transmission stage. In the area of the second variator, analogous to that described above for the first variator, a rigid connection to the shaft or an intermediate gear ratio can also be implemented via at least one gear ratio stage, wherein the at least one gear ratio stage can also be designed as a spur gear or planetary gear stage , Here, too, this can be advantageous for design reasons if the second variator cannot be directly connected to the shaft in a rotationally fixed manner for reasons of space. Furthermore, a more favorable design of the second variator can be achieved if necessary.

In a development of the invention, a power take-off is connected to the drive shaft. In this case, a power take-off ( PTO ) operated, the drive shaft being particularly preferably guided axially through the output shaft designed as a hollow shaft. The power take-off can be directly connected to the drive shaft in a rotationally fixed manner or else coupled to the drive shaft.

According to a further embodiment of the invention, one or more switching elements are each realized as a non-positive switching element. The respective switching element is preferably designed as a multi-plate switching element or as a band brake. Non-positive switching elements have the advantage over positive switching elements that they can be brought into a closed state even under load. However, it is also conceivable within the scope of the invention to design one or more switching elements as positive-locking switching elements. This is because positive switching elements have the advantage that they have a lower drag torque in an open state than non-positive switching elements. Here, a form-fitting switching element can be implemented specifically as a claw switching element or as a locking synchronization. The switching elements in the case of a possibly additionally provided turning unit can also be designed in each case either as non-positive or as positive switching elements.

The planetary gear sets, provided the elements can be connected, can each be present as a minus planetary set in the context of the invention, the first element of the respective planetary gear set being a sun gear, the second element of the respective planetary gear set being a planet carrier and the third element of the respective planetary gear set is a ring gear. A minus planetary gear set is composed in a manner known in principle to the person skilled in the art from the elements sun gear, planet gear and ring gear, wherein the planet gear rotatably supports at least one, but preferably a plurality of planet gears, each individually with both the sun gear and comb the surrounding ring gear.

Alternatively, however, one or more planetary gear sets, provided the connection of the respective elements permits, can be present as a plus planetary set, the first element of the respective planetary gear set then being a sun gear and the second element of the respective planetary gear set being a ring gear and the third element of the respective planetary gear set is a planetary web. In the case of a plus planetary gear set, the elements sun gear, ring gear and planet carrier are also present, the latter leading at least one pair of planet gears, in which one planet gear meshes with the internal sun gear and the other planet gear meshes with the surrounding ring gear, and the planet gears mesh with one another.

Where it is possible to connect the individual elements, a minus planetary gear set can be converted into a plus planetary gear set, in which case the ring gear and planetary planetary gear link connection must be exchanged compared to the version as a minus planetary gear set, and a gear ratio must be increased by one. Conversely, a plus planetary gear set could also be replaced by a minus planetary gear set, provided that the connection of the elements of the gearbox makes this possible. In this case, in comparison to the plus planetary gear set, the ring gear and planetary planetary linkage would also have to be exchanged, and a gear unit ratio reduced by one. However, all three planetary gear sets are preferably in the form of minus planetary sets.

In the context of the invention, a starting element, for example a hydrodynamic torque converter or a friction clutch, can be connected upstream of the motor vehicle transmission. This starting element can then also be part of the transmission and serves to design a starting process by allowing a slip speed between the drive machine, which is designed in particular as an internal combustion engine, and the drive shaft of the transmission. However, a separate starting element is particularly preferably omitted. Instead, starting is realized in particular in the first driving range of the motor vehicle transmission. 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 is preferably a Agricultural tractors, a system vehicle, for example in the form of an implement 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 that follow in the direction of force flow to drive wheels of the motor vehicle. In this case, the drive shaft of the transmission is preferably permanently coupled to the drive machine, and a torsional vibration damper can also be provided between the internal combustion engine and the transmission. On the output side, the gearbox within the motor vehicle drive train is then preferably coupled to a differential gear of a drive axle of the motor vehicle, although here there may also be a connection to a longitudinal differential, via which a distribution to a plurality of driven axles of the motor vehicle takes place. The differential gear or the longitudinal differential can be arranged with the gear in a common housing. Likewise, an existing torsional vibration damper can also be integrated into this housing.

The fact that two components of the transmission are “connected” or “coupled” or “are connected to one another” means in the sense of the invention that these components are permanently coupled so that they cannot rotate independently of one another. In this respect, no switching element is provided between these components, which can be elements of the planetary gear sets and / or components of spur gear stages and / or also shafts and / or a non-rotatable component of the transmission, but instead there is a constant speed dependency between the corresponding components ,

If, on the other hand, a switching element is provided between two components, these components are not permanently coupled to one another, but a coupling is only carried out by actuating the intermediate switching element. In this context, actuation of the switching element in the sense of the invention means that the switching element in question is brought into a closed state and consequently the rotary movements of the components which are directly coupled thereto are aligned with one another. In the case of an embodiment of the switching element in question as a form-fitting switching element, the components which are directly connected to one another in a rotationally fixed manner will run at the same speed, while in the case of a non-positive switching element there may also be differences in speed between the components even after actuating the same speed. This wanted or unwanted state is nevertheless 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 to combine individual features, also insofar as they emerge from the claims, the following description of preferred embodiments of the invention or directly from the drawings. Reference of the claims to the drawings by the 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 ein beispielhaftes Schaltschema der Getriebe aus den 2 bis 4; und
• 6 bis 11 jeweils eine schematische Darstellung je einer Abwandlungsmöglichkeit der Getriebe aus den 2 bis 4.

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 an exemplary circuit diagram of the transmission from the 2 to 4 ; and
• 6 to 11 each a schematic representation of a possible modification of the transmission from the 2 to 4 ,

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

The gear G and the torsional vibration damper TS are in a common housing of the transmission G arranged in which then also the differential gear AG can be integrated. As also in 1 can be seen are the internal combustion engine VKM , the torsional vibration damper TS , the automotive 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 automotive transmission G shown according to a first embodiment of the invention. As can be seen, the motor vehicle transmission has G a drive shaft LV1 and an output shaft GW2 that are coaxial to each other. The output shaft is specific GW2 executed as a hollow shaft through which the drive shaft LV1 is passed axially. It also forms the drive shaft LV1 a connection point at one axial end Level 1-A from 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 junction GW2-A on, this junction GW2-A is formed by a toothing on which the connection to the subsequent axle gear AG in the motor vehicle powertrain 1 is made.

At an opposite of the junction Level 1-A lying axial end is also a power take-off PTO on the drive shaft LV1 connected, being via the power take-off PTO in the case of a utility vehicle designed as an agricultural tractor, a connection to a PTO shaft of the agricultural tractor can then be established in particular. A PTO gearbox - not shown in the present case - is then more preferably 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 respectively. E12 respectively. E13 , a second element each E21 respectively. E22 respectively. E23 as well as a third element E31 respectively. E32 respectively. E33 on. Here is the respective first element E11 respectively. E12 respectively. E13 of the respective planetary gear set P1 respectively. P2 respectively. P3 formed by a respective sun gear, while the respective second element E21 respectively. E22 respectively. E23 of the respective planetary gear set P1 respectively. P2 respectively. P3 is designed as a planetary bridge. The remaining third element E31 respectively. E32 respectively. E33 of the respective planetary gear set P1 respectively. P2 respectively. P3 is then available as a respective ring gear.

With the planetary gear sets P1 . P2 and P3 the respective planet carrier leads several planet gears, which are in mesh with both the respective sun gear and the respective ring gear. In this respect, the planetary gear sets P1 . P2 and P3 each designed as a minus planetary gear set, but in principle it is also conceivable within the scope of the invention to use one or more of the planetary gear sets P1 . P2 and P3 to be designed as plus planetary sets, provided that a connection of the elements makes this possible. However, in comparison to the design as a minus planetary set, the respective ring gear and the respective planetary planetary link would have to be exchanged, and the respective gear ratio increased by one.

The two variators V1 and V2 are as electrical machines EM1 and EM2 designed, each of which can be operated as a generator and as an electric motor. The individual electric machine sits down EM1 respectively. EM2 from one rotor each R1 respectively. R2 and one stator each S1 respectively. S2 together, the respective stator S1 respectively. S2 permanently on a non-rotatable component GG is fixed, which is preferably a housing of the transmission G or part of such a housing. With both variators V1 and V2 the power consumption or output can be changed continuously, the two variators V1 and V2 are integrated into a common network, so that a quantity of electricity is transmitted via the one variator working as a generator V1 or V2 is generated on the part of the other variator, which works as an electric motor V2 or V1 can be used to generate a drive movement.

The drive shaft is present LV1 of the transmission G constantly rotatable with the second element E21 of the first planetary gear set P1 and the second element E22 of the second planetary gear set P2 connected while the output shaft GW2 permanently non-rotatable with the second element E23 of the third planetary gear set P3 communicates. The third element E33 of the third planetary gear set P3 can by closing a first switching element A on the non-rotatable component GG be fixed. Furthermore, the first element E11 of the first planetary gear set P1 constantly rotatable with the rotor R1 the electric machine EM1 connected, whereas in the case of the electric machine EM2 the rotor R2 constantly rotatable with a shaft W communicates. Furthermore, the third element E31 of the first planetary gear set P1 , the first element E12 of the second planetary gear set P2 and the first element E13 of the third planetary gear set P3 permanently connected to one another in a rotationally fixed manner, and they also work together by actuating a second switching element B rotatable with the shaft W can be associated.

As also in 2 can be seen, the wave W also via a third switching element C non-rotatable with the output shaft GW2 connected and by closing a fourth switching element D non-rotatable with the third element E32 of the second planetary gear set P2 be associated. Finally, the third element E31 of the first planetary gear set P1 , the first element E12 of the second planetary gear set P2 and the first element E13 of the third planetary gear set P3 together via a fifth switching element e non-rotatable with the output shaft GW2 get connected. Since the latter is a non-rotatable connection of the first element E13 of the third planetary gear set P3 and the second element E23 of the third planetary gear set P3 As a result, the third planetary gear set is blocked P3 ,

The planetary gear sets P1 . P2 and P3 and the variators V1 and V2 are coaxial to the drive shaft LV1 and the output shaft GW2 and also to each other. The planetary gear sets are axial P1 . P2 and P3 as well as the variators V1 and V2 to the junction Level 1-A the drive shaft LV1 following in the order of the first variator V1 , first planetary gear set P1 , second planetary gear set P2 , second variator V2 and finally third planetary gear set P3 arranged.

The switching elements A . B . C . D and e are designed in the present case as non-positive switching elements, where they are specifically in the form of multi-plate switching elements. While it is the second switching element B , the third switching element C , the fourth switching element D and also the fifth switching element e is a clutch, is the first switching element A designed as a brake.

Here is the first switching element A in the same plane as the third planetary gear set P3 by being axially substantially at the level of the third planetary gear set P3 and is arranged radially surrounding this. The second switching element B , the third switching element C and also the fifth switching element e are axially between the second planetary gear set P2 and the third planetary gear set P3 placed, the second switching element B axially adjacent to the second planetary gear set P2 lies. The third switching element C and the fifth switching element e are axially arranged substantially at the same axial height, with the fifth switching element e radially inside to the third switching element C is placed. The fourth switching element is also located D in one plane with the second planetary gear set P2 by being axially substantially at the level of the second planetary gear set P2 and is provided radially surrounding this.

Furthermore shows 3 a schematic representation of a motor vehicle transmission G According to a second embodiment of the invention, which largely consists of the variant 2 equivalent. The difference is that a fifth switching element e in this case the first element when actuated E13 of the third planetary gear set P3 and the third element E33 of the third planetary gear set P3 non-rotatably connected, which again blocked the third planetary gear set P3 has the consequence. The fifth switching element e is axially on one of the second planetary gear set P2 opposite side of the third planetary gear set P3 intended. There is also a junction GW2-A the output shaft GW2 in this case axially between the second planetary gear set P2 and the third planetary gear set P3 , specifically between the second variator V2 and the third planetary gear set P3 , Otherwise, the design options correspond to 3 otherwise the variant 2 , so that reference is made to what is described here.

Out 4 goes a schematic view of a motor vehicle transmission G according to a third embodiment of the invention, which also essentially consists of the variant 2 equivalent. In contrast to the embodiment according to 2 connects a fifth switching element e the second element when actuated E23 of the third planetary gear set P3 and the third element E33 of the third planetary gear set P3 rotatably with each other, which in turn blocks the third planetary gear set P3 has the consequence. Here again is the fifth switching element e between the second planetary gear set P2 and the third planetary gear set P3 and axially essentially at the level of the third switching element C arranged, but in this case the third switching element C radially inside to the fifth switching element e is provided. Otherwise, the embodiment corresponds to 4 according to the variant 2 , so that reference is made to what is described here.

5 now shows an exemplary circuit diagram of the motor vehicle transmission G from the 2 to 4 , As can be seen, each of the motor vehicle transmissions can G four driving areas each FB1 to FB4 be realized, with a first driving range FB1 by closing the first switching element A and the second switching element B results while a second driving range FB2 by closing the first switching element A and the fourth switching element D is pictured. Furthermore, a third driving area FB3 by operating the third switching element C and the fourth switching element D realized, whereas a fourth driving range FB4 by closing the fourth switching element D and the fifth switching element e results. In the driving areas FB1 to FB4 In this case, the motor vehicle can be steplessly driven by power split.

In the first driving area FB1 and the third driving range FB3 are the two variators V1 and V2 on the output side of through the planetary gear sets P1 . P2 and P3 formed mechanical transmission area coupled (output coupled), whereas in the second driving range FB2 and also in the fourth driving range FB4 a coupling of the variators V1 and V2 between components of the mechanical transmission area (compound coupled).

Furthermore, the gearbox G from the 2 to 4 two courses E1 and E2 for purely electric driving in electromotive operation of the second variator V2 forming electric machine EM2 are shown: this is the case for purely electric driving in first gear E1 the first switching element A and the second switching element B close, whereas the second gear E2 by actuating the second switching element B and the fifth switching element e is realized. As an alternative - but not shown here in the present case - second gear can be used E2 but also by closing the third switching element C and another of the switching elements A . B . D and e be switched. The first variator V1 electric machine EM1 However, the speed must be equalized to bring the drive shaft to a standstill LV1 sure.

Furthermore go from the 6 to 11 Modifications emerge, such as those in motor vehicle transmissions G the 2 to 4 can be used in each case. The possible modifications are based on the variant of the transmission G out 2 shown, in an analogous manner with the gearboxes from the 3 and 4 can be realized.

At the in 6 In contrast to the previous variants, the modification options shown are the two variators V1 and V2 each as a hydrostat H1 and H2 executed. These hydrostats lie there H1 and H2 then in particular as a continuously adjustable swash plate or inclined axis machine, each of which can be operated on the one hand as a hydraulic pump and on the other hand as a hydraulic motor. This can be done with the respective hydrostat H1 respectively. H2 a swallowing or delivery volume can be varied continuously. In addition, the hydrostats H1 and H2 hydraulically connected to each other, so that a hydraulic quantity, which works via the one, as a hydraulic pump hydrostat H1 or H2 according to the set volume, the other hydrostatic unit, which works as a hydraulic motor, is used H2 or H1 is converted into a drive movement in accordance with the swallowing volume set there.

Out 7 there is another possible variation in which the respective transmission G additionally with a downstream turning unit WE Is provided. The output shaft can GW2 at your junction GW2-A over one of two spur gear stages SRS1 and SRS2 with an axially parallel output shaft AW are connected, which is then connected to the axle transmission in the further course of the motor vehicle drive train. The first spur gear stage SRS1 consists of a first spur gear SR1 and a second spur gear hereby meshing with one another SR2 together, the second spur gear SR2 thereby rotatably on the output shaft AW is arranged. The first spur gear SR1 the first spur gear stage SRS1 can by closing a sixth switching element F non-rotatable with the output shaft GW2 be connected so that as a result a rotational movement of the output shaft GW2 over the first spur gear stage SRS1 on the output shaft AW is transmitted.

The second spur gear stage sets itself against this SRS2 from a first spur gear SR3 , a second spur gear SR4 and an idler gear ZR together, the latter both with the first spur gear SR3 , as well as the second spur gear SR4 is in mesh. The second spur gear SR4 the second spur gear stage SRS2 is in turn non-rotatable on the output shaft AW provided while the first spur gear SR3 by operating a seventh switching element H non-rotatable with the output shaft GW2 is connected. This is compared to a coupling via the first spur gear stage SRS1 an opposite rotational movement of the output shaft AW caused so that a reverse drive of the motor vehicle can be realized.

Also with the possibility of modification after 8th is with the respective gear G additionally a turning unit WE provided, in contrast to the previous variant 7 is now connected upstream on the drive side. This is the turning unit WE through a planetary stage P4 formed from a sun gear SO4 , a planet footbridge PT4 and a ring gear HO4 composed. The planet footbridge PT4 leads at least one planet gear PR4 , which both with the radially inner sun gear SO4 , as well as the surrounding ring gear HO4 is in mesh. In this respect, the planetary level P4 designed as a minus planetary set.

The sun gear SO4 is rotatably on an input shaft EW arranged out within the drive train 1 the connection to the upstream internal combustion engine VKM over the intermediate torsional vibration damper TS manufactures while the ring gear HO4 rotatably with the drive shaft LV1 communicates. In addition, the turning unit WE two switching elements F and H assigned, of which a sixth switching element F the sun gear when actuated SO4 and the ring gear HO4 rotatably connected and thereby blocking the planetary stage P4 causing a rigid through drive from the input shaft EW on the drive shaft LV1 takes place. This allows the motor vehicle to travel forward. In contrast, becomes a seventh switching element H actuated, the planetary land PT4 on the non-rotatable component GG fixed, causing rotation of the input shaft EW about the planetary stage P4 on the drive shaft LV1 is transmitted. Compared to a rigid through drive with a blocked planetary gear set P4 this will result in an opposite rotational movement of the drive shaft LV1 caused, whereby a reverse drive of the motor vehicle can be represented. There is also the power take-off PTO in this case rotatably with the input shaft EW connected.

Also with the possibility of modification 9 is a drive-side turning unit WE provided, although this differs from the previous variant 8th now a planetary stage designed as a plus planetary gear set P5 having. So leads a planetary footbridge PT5 this planetary level P5 at least one pair of planet gears with a first planet gear PR51 and a second planet gear PR52 , of which the first planet gear PR51 with a sun gear SO5 and the second planet gear PR52 with a ring gear HO5 the planetary level P5 combs as well as the planet gears PR51 and PR52 mesh with each other. The planet footbridge PT5 is non-rotatable with the drive shaft LV1 connected while the sun gear SO5 non-rotatable with an input shaft EW communicates. Via a sixth switching element F can block the planetary level P5 by non-rotatably connecting the sun gear SO5 and the planet footbridge PT5 be brought about, causing a rigid through-drive from the input shaft EW on the drive shaft LV1 has the consequence. In addition, by closing a seventh switching element H fixing the ring gear HO5 of the planetary stage P5 can be realized so that then over the planetary stage P5 a transmission of a rotational movement of the input shaft EW on the drive shaft LV1 takes place with the drive shaft LV1 compared to a blocked state of the planetary stage P5 performs an opposite rotational movement.

At the in 10 Modification shown is the respective gear G changed in that the variators V1 and V2 are now not directly connected in terms of rotation, but rather via an intermediate planetary stage P6 respectively. P7 are coupled. The planetary stage settles down P6 from a sun gear SO6 , a planet footbridge PT6 and a ring gear HO6 together, the planetary web PT6 at least one planet gear PR6 rotatably mounted, which leads both with the internal sun gear SO6 , as well as the ring gear HO6 combs. In this respect, the planetary level P6 executed as a minus planetary set. While the ring gear HO6 permanently rotatable with the rotor R1 the as an electric machine EM1 designed, first variators V1 is connected, the planet carrier PT6 rotatable with the first element E11 of the first planetary gear set P1 in connection. In addition, the sun gear SO6 always on the non-rotatable component GG set.

The planetary stage too P7 consists of a sun gear SO7 , a planet footbridge P T7 and a ring gear HO7 together, with at least one over the planetary web P T7 rotatable planet gear PR7 both with the sun gear SO7 , as well as the ring gear HO7 is in mesh. The planetary stage is corresponding P7 executed as a minus planetary set. In the case of the planetary stage P7 is the sun gear SO7 permanent with the rotor R2 the as an electric machine EM2 designed, second variators V2 connected, whereas the planet web P T7 rotatable with the shaft W communicates. Finally, the ring gear HO7 the planetary level P7 always on the non-rotatable component GG set.

About the two planetary levels P6 and P7 corresponding constant translations between the variators V1 and V2 and the rest of the gearbox G educated. As with the variant after 7 is also an additional turning unit WE provided, which is analogous to that 7 Described is designed. In contrast to the variant after 7 are the two variators V1 and V2 together with the planetary stages P6 and P7 axially on a the second planetary gear set P2 opposite side of the first planetary gear set P1 intended.

Finally shows 11 another possibility of modification of the transmission G from the 2 to 4 , in which case the two variators V1 and V2 , as in the previous variant 10 , are connected via intermediate translation levels. In this case, however, the gear ratios are above spur gear stages SRS3 . SRS4 and SRS5 formed, each consisting of spur gears meshing with each other SR5 and SR6 respectively. SR7 and SR8 respectively. SR9 and SR10 put together.

As in 11 you can see the spur gear SR5 the spur gear stage SRS3 rotatable with the shaft W connected while the meshing spur gear SR6 rotatably on an intermediate shaft ZW is arranged, on which also the spur gear SR7 the spur gear stage SRS4 is non-rotatably placed. The this in turn meshes with the spur gear SR8 is rotatably on a rotor shaft RW2 the electric machine EM2 provided the second variator V2 forms. Accordingly, the second variator V2 over the two spur gear stages SRS3 and SRS4 with the wave W coupled.

Regarding the first variator V1 is a connection via the spur gear stage SRS5 made, the spur gear SR9 the spur gear stage SRS5 thereby rotatably with the first element E11 of the first planetary gear set P1 is connected, while that with the spur gear SR9 meshing spur gear SR10 rotatably with a rotor shaft RW1 the electric machine EM1 communicates. The first element E11 of the first planetary gear set P1 and the first variator V1 electric machine EM1 are about the spur gear stage SRS5 coupled with each other.

As with the previous variant 10 is a turning unit again WE provided, which is analogous to the variant according to 7 is designed.

The in the 6 to 9 Modification options shown can be within the scope of the invention with one of the modification options 10 or 11 be combined. In addition, it would also be conceivable to use one of the two variators V1 respectively. V2 on the in 10 shown variant to bind while the other variator V2 respectively. V1 according to the possibility of modification 11 is coupled.

By means of the configurations according to the invention, a stepless motor vehicle transmission can be implemented with low manufacturing costs and a compact structure.

LIST OF REFERENCE NUMBERS

G

Motor vehicle transmission

GG

Non-rotatable 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

C

Third switching element

D

Fourth switching element

e

Fifth switching element

F

Sixth switching element

H

Seventh switching element

FB1

first driving range

FB2

second driving range

FB3

third driving range

FB4

fourth driving range

E1

first course

E2

second gear

LV1

drive shaft

GW2

output shaft

Level 1-A

junction

GW2-A

junction

AW

output shaft

EW

input shaft

ZW

intermediate shaft

W

wave

V1

first variator

V2

Second variator

EM1

electric machine

R1

rotor

S1

stator

RW1

rotor shaft

EM2

electric machine

R2

rotor

S2

stator

RW2

rotor shaft

H1

hydrostatic

H2

hydrostatic

PTO

PTO

SRS1

spur gear

SRS2

spur gear

SRS3

spur gear

SRS4

spur gear

SRS5

spur gear

SR1

spur gear

SR2

spur gear

SR3

spur gear

ZR

idler

SR4

spur gear

SR5

spur gear

SR6

spur gear

SR7

spur gear

SR8

spur gear

SR9

spur gear

SR10

spur gear

P4

planetary stage

SO4

sun

PT4

planet spider

HO4

ring gear

PR4

planet

P5

planetary stage

SO5

sun

PT5

planet spider

HOS

ring gear

PR51

planet

PR52

planet

P6

planetary stage

SO6

sun

PT6

planet spider

HO6

ring gear

PR6

planet

P7

planetary stage

SO7

sun

P T7

planet spider

HO7

ring gear

PR7

planet

VKM

Internal combustion engine

TS

torsional vibration damper

AG

differential gear

WE

turning unit

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• DE 102008001612 A1 [0003]

Claims (14)

Motor vehicle transmission (G), in particular for an agricultural or municipal utility vehicle, comprising an input shaft (GW1), an output shaft (GW2), a first variator (V1), a second variator (V2), and a first planetary gear set (P1), a second Planetary gear set (P2) and a third planetary gear set (P3), the planetary gear sets (P1, P2, P3) each consisting of several elements (E11, E21, E31, E12, E22, E32, E13, E23, E33), one First switching element (A), a second switching element (B), a third switching element (C), a fourth switching element (D) and a fifth switching element (E) are provided, by their selective actuation different power flow guides between the drive shaft (GW1) and Output shaft (GW2) can be represented, and wherein a shaft (W) is coupled to the second variator (V2), characterized in that - the drive shaft (GW1) rotatably with the second element (E21) of the first planetary gear set ( P1) and the second element (E22) of the second planetary gear set (P2), - that the output shaft (GW2) is connected in a rotationally fixed manner to the second element (E23) of the third planetary gear set (P3), - that the first element (E11 ) of the first planetary gear set (P1) is coupled to the first variator (V1), - that the third element (E33) of the third planetary gear set (P3) can be fixed via the first switching element (A), - that the third element (E31) of the first planetary gear set (P1), the first element (E12) of the second planetary gear set (P2) and the first element (E13) of the third planetary gear set (P3) rotatably connected to one another and together by means of the second switching element (B) rotatably fixed to the shaft (W) can be connected, - that the shaft (W) can also be connected non-rotatably to the output shaft (GW2) via the third switching element (C) and non-rotatably connected to the third element (E32) of the second planetary gear set (P2) by means of the fourth switching element (D) in Ve connection can be brought - and that two of the elements (E13, E23, E33) of the third planetary gear set (P3) can be connected to one another in a rotationally fixed manner via the fifth switching element (E). Motor vehicle transmission (G) after Claim 1 , characterized in that a first driving range (FB1) by actuating the first (A) and the second switching element (B), a second driving range (FB2) by closing the first (A) and the fourth switching element (D), a third Driving range (FB3) by operating the third (C) and fourth switching element (D) and a fourth driving range (FB4) by closing the fourth (D) and fifth switching element (E). Motor vehicle transmission (G) after Claim 1 or 2 , characterized in that the two variators (V1, V2) are designed as electric machines (EM1, EM2), the variators (V1, V2) each being operable on the one hand as a generator and on the other hand as an electric motor. Motor vehicle transmission (G) after Claim 3 , characterized in that between the second variator (V2) and the output shaft (GW2) there is a first gear (E1) by actuating the first (A) and the second switching element (B) and a second gear (E2) by closing the second (B) and the fifth switching element (E) or by actuating the third switching element (C) and a further switching element (A; B; D; E). Motor vehicle transmission (G) after Claim 1 or 2 , characterized in that the two variators (V1, V2) are designed as hydrostats (H1, H2) and are hydraulically connected to one another, the variators (V1, V2) each being operable on the one hand as a hydraulic pump and on the other hand as a hydraulic motor. Motor vehicle transmission (G) according to one of the preceding claims, characterized in that the fifth switching element (E) upon actuation of the first element (E13) and the second element (E23) of the third planetary gear set (P3) or the first element (E13) and that connects the third element (E33) of the third planetary gear set (P3) or the second element (E23) and the third element (E33) of the third planetary gear set (P3) in a rotationally fixed manner. Motor vehicle transmission (G) according to one of the preceding claims, characterized in that the drive shaft (GW1) or the output shaft (GW2) is connected to a turning unit (WE). Motor vehicle transmission (G) according to one of the preceding claims, characterized in that the first variator (V1) is connected in a rotationally fixed manner to the first element (E11) of the first planetary gear set (P1) or via at least one gear ratio to 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) is connected in a rotationally fixed manner to the shaft (W) or is coupled to the shaft (W) via at least one transmission stage. 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 one or more of the switching elements (A, B, C, D, E; A, B, C, D, E, F, H) are each realized as a non-positive switching element , 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, the respective first element (E11, E12, E13) of the respective planetary gear set (P1 , P2, P3) around a respective sun gear, with the respective second element (E21, E22, E23) of the respective planetary gear set (P1, P2, P3) around a respective planetary web and with the respective third element (E31, E32, E33) 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 set, the respective first element of the respective planetary gear set being a respective sun gear, the respective second element of the respective planetary gear set being a respective ring gear and the respective third element of the respective planetary gear set is a respective planetary 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 ,

Images