DE102020122827A1 - Transmission unit, gear assembly and agricultural towing vehicle - Google Patents

Abstract

The invention relates to a transmission unit for a drive train (20) of an agricultural towing vehicle, in particular for a tractor. The transmission unit (80) comprises a first clutch (82) and a second clutch (84), the input side of which can be driven, and a first input shaft (86) and a second input shaft (88) and an output shaft (90). The first clutch (82) is non-rotatably connected to the first input shaft (86) and the second clutch (84) is non-rotatably connected to the second input shaft (88). The transmission unit (80) has a plurality of wheel sets (120, 122, 124, 126, 320, 420), each with a ratchet wheel (100, 102, 104, 106, 310, 410) and a fixed wheel (110, 112, 114, 116, 330, 430) for setting up gears (B, C, D, E) and a switching element (134) for coupling two switching wheels (102, 104). The ratchet wheel (102) of the second wheel set (122) and the ratchet wheel (104) of the third wheel set (124) can be coupled to the shifting element (134) in such a way that at least one winding gear step (A , F) can be formed. The invention also relates to a transmission arrangement (30) and an agricultural towing vehicle (10), comprising such a transmission unit (80) or such a transmission arrangement (30).

Description

The invention relates to a transmission unit according to the preamble of independent claim 1, a transmission arrangement according to the preamble of claim 12 and an agricultural towing vehicle according to the preamble of independent claim 16.

For a long time, transmission arrangements have been used in agricultural towing vehicles in order to be able to change the propulsion of the towing vehicle without interruption, even under high towing loads, for example caused by an implement attached to it such as a tillage implement (e.g. plow) or the like, beyond a mere change in the drive engine speed. The transmission arrangement can in particular be a transmission arrangement that can be shifted under load. A known measure is to increase the number of gears of a transmission arrangement by comprising a combination of transmissions, for example by combining a transmission device with a transmission unit. the DE 10 2013 110 709 A1 discloses such a gear arrangement. The gear units used in turn can from the WO 2009/050078 A2 be known as a dual clutch transmission. From the DE 10 2013 110 709 A1 It is also known that if the transmission unit can be shifted, for example, into two different gears or ratios, in particular group gears or ratios in the group range, the available ratios can be doubled with the gear arrangement compared to a single transmission device, in particular a multi-speed transmission. This is achieved by first shifting the originally available gears of the transmission device, in particular the powershift stages of the multi-speed transmission, 1 to n in the low (first) group gear stage in sequence and then again the gear stages or powershift stages 1 to in the high (second) group gear stage n are switched in sequence. A disadvantage of the known transmission arrangements is that they have too high starting speeds and too many wheel sets and/or gears. In addition, the switching times of the known transmission arrangements are high, the installation space required is too large and the service life is too short.

Proceeding from this prior art, it is therefore an object of the present invention to propose a transmission unit, a transmission arrangement and an agricultural towing vehicle which largely avoid the disadvantages known from the prior art, in particular to propose a transmission unit, a transmission arrangement and an agricultural towing vehicle which are designed structurally simpler and / or require less installation space and / or to realize additional translations in the group area, in particular at the same time with a reduced installation space, and / or maintenance-free or less maintenance-intensive.

This object is achieved by a transmission unit having the features of claim 1, a transmission arrangement having the features of claim 12 and an agricultural towing vehicle having the features of claim 16. The dependent claims relate to particularly advantageous embodiments of the invention.

According to the invention, a transmission unit for a drive train of an agricultural vehicle is proposed, preferably a towing vehicle, particularly preferably a tractor or tractor or a construction machine. The transmission unit comprises a first clutch and a second clutch, the input side, in particular a common input side, of the first and second clutch being drivable. The transmission unit further comprises a first input shaft and a second input shaft and an output shaft, in particular just one output shaft. The first clutch is non-rotatably connected to the first input shaft and the second clutch is non-rotatably connected to the second input shaft. The transmission unit has a plurality of wheel sets, each with a ratchet wheel, for example a gear wheel, and a fixed wheel, for example a gear wheel, for setting up gear stages. The transmission unit can in particular have at least two, exactly four or more wheel sets for setting up gears, in particular group gears. In addition, at least one second wheel set, in particular only exactly one second wheel set, has the fixed wheel on the first input shaft and the ratchet wheel on the output shaft. In addition, at least one third wheel set, in particular only exactly one third wheel set, has the fixed wheel on the second input shaft and the ratchet wheel on the output shaft. In addition, the transmission unit includes a shifting element for coupling two ratchet wheels, with the shifting element in particular being rotatably mounted on the output shaft. The ratchet wheel of the second gear set and the ratchet wheel of the third gear set can be coupled to the shifting element in such a way, preferably selectively coupled in such a way, that at least one winding gear step can be formed via the second and third gear sets. The ratchet wheel of the second wheel set and the ratchet wheel of the third wheel set can be coupled in particular in connection with the first or fourth wheel set. This can be realized in particular if the first or fourth wheel set by a coupling element, such as a first, second, third or fourth coupling element, are determined on the first and / or second input shaft and / or the output shaft.

In other words, the ratchet wheel of the second wheel set and the ratchet wheel of the third wheel set and the shifting element can be arranged on the output shaft in such a way, and in particular by means of the shifting element the ratchet wheel of the second wheel set and the ratchet wheel of the third wheel set can be connected and released in such a way that at least a winding gear stage can be switched via the switching element. The power flow of the winding gear can wind over at least three wheel sets with meshing fixed gears and ratchet gears. The transmission unit can preferably have exactly four wheel sets for setting up gear stages.

The first and/or second clutch can be in the form of power-shiftable clutches, preferably multi-plate clutches or dry single-disk clutches, particularly preferably friction clutches. However, the first and/or second clutch can also be in the form of clutches which cannot be shifted under load. The first and/or second clutch and the first and/or second transmission input shafts can be arranged axially parallel and/or coaxial to one another.

The output shaft can be assigned to the transmission unit on the output side. The transmission unit can comprise a clutch drive shaft on the input side, that is to say as the input side, preferably as the common input side. However, the input side may also include first and second clutch input shafts. The clutch drive shaft can be designed as a hollow shaft. The first clutch is movable and/or switchable between an open condition in which the clutch input shaft is drivingly disengaged from the first input shaft and a closed condition in which the clutch input shaft is drivingly connected to the first input shaft. The second clutch may also be moveable and/or switchable between an open condition in which the clutch input shaft is drivingly disengaged from the second input shaft and a closed condition in which the clutch input shaft is drivingly connected to the second input shaft.

The first and/or second input shaft can be drivingly connected to the output shaft. The first and/or second input shaft can be designed as a hollow shaft. In addition, the first and/or second input shaft can be arranged coaxially with one another and/or within one another, in particular freely rotatably within one another. The transmission unit may include one or more air pressure seals that may be integral with the output shaft and/or the first and/or second input shaft.

The transmission unit also includes the shifting element, in particular precisely one shifting element, in particular for coupling the shifting wheels of the second and third wheel sets. For this purpose, the switching element can be arranged on the output shaft between the second and third wheel sets, and in particular can be rotatably mounted on the output shaft. The two ratchet wheels can be non-rotatably and releasably connectable to the shift element, with the two coupled ratchet wheels being able to be arranged rotatably and/or loosely, in particular on the output shaft. The two rotatably mounted ratchet wheels of the second and third wheel sets can be coupled via the shifting element in such a way that, depending on a shifting state of the shifting element, a non-rotatable connection can be established between the two ratchet wheels, so that the two ratchet wheels can be rotated at the same speed. In other words, the two switching gears can be connected to the switching element in such a way that the first and second input shafts are brought into dependence. In particular, the ratchet wheel of the second wheel set and the ratchet wheel of the third wheel set are coupled to one another in a winding gear stage in order to thereby realize a common power and power flow through the first and second input shaft.

In particular, the transmission unit can include exactly two input shafts, the first and second input shaft, exactly one output shaft and exactly two clutches. In addition, the transmission unit can include exactly four wheel sets.

If a winding gear stage is shifted, the second and third ratchet wheels can be connected to one another in a rotationally fixed manner by the shifting element and the first or fourth wheel set can be activated at the same time. In particular, if the second and third ratchet wheel are connected to one another in a rotationally fixed manner by the shift element, the first ratchet wheel can be connected to the output shaft by the first coupling element at the same time, or the first ratchet wheel can be connected to the first input shaft by the third coupling element, or the fourth ratchet wheel can be connected are connected to the output shaft by the second coupling element or the fourth ratchet wheel is connected to the second input shaft by the fourth coupling element.

In particular, switching gears can only be rotatably mounted on the output shaft and only fixed gears on the first and second input shaft be rotatably arranged, which can be in particular at least partially or all engaged with the ratchet wheels. Particularly preferably, at least one first wheel set, in particular only exactly one first wheel set, and at least the second wheel set, in particular only exactly one second wheel set, can each have the fixed wheel on the first input shaft and the ratchet wheel on the output shaft. In addition, at least a third wheel set, in particular only exactly one third wheel set, and at least a fourth wheel set, in particular only exactly one fourth wheel set, can each have the fixed wheel on the second input shaft and the ratchet wheel on the output shaft. Specifically, the first gear set may include a first fixed gear on the first input shaft that meshes with a first ratchet gear on the output shaft. The second wheel set can include a second fixed wheel of the first input shaft, which can be in engagement with a second ratchet wheel, the output shaft. The third wheel set can include a third fixed wheel of the second input shaft, which can mesh with a third ratchet wheel of the output shaft. The fourth wheel set can include a fourth fixed wheel of the second input shaft, which can be in engagement with the ratchet wheel, in particular a fourth ratchet wheel, of the output shaft. If a winding gear stage is then switched, the second and third ratchet wheel can be connected to one another in a torque-proof manner by the switching element and at the same time the first ratchet wheel can be connected to the output shaft by a first coupling element or the fourth ratchet wheel by a second coupling element.

The transmission unit can therefore include, in particular, six gears or group gears, which in particular can be shifted under load. The transmission unit can therefore have four gears that can only be shifted via one of the four wheel sets and two gears that can be shifted as winding gears. For this purpose, the second and third ratchet wheel can be coupled in such a way that, in particular if the first or fourth wheel set is also fixed by a coupling element on the first or second input shaft or the output shaft, two further gear stages can be realized as winding gear stages. Preferably, the first and the sixth gear can be a winding gear, ie can be realized as a winding gear. The increments between the individual gears A to F can be constant and/or in a range from 1.2 to 2.4, preferably in a range from 1.46 to 2.14, particularly preferably 1.77.

What is essential for the invention is that winding gear steps are advantageously realized with the transmission unit according to the invention and component savings are possible in the structural design of the transmission unit due to the multiple uses of individual wheel sets. Since the transmission unit is in particular a dual-clutch transmission with two winding gears, which can be shifted into different ratios, preferably six gears, a maximum number of gears with a minimum number of shafts and gears can be advantageously implemented in the transmission unit. As a result, a minimal installation space or installation space in the agricultural towing vehicle and an optimally structurally simple construction of the transmission unit can be achieved. Advantageously, the transmission unit also enables shifting under load. In addition, compared to transmission units with a comparable number of shafts and gear wheels, additional transmission ratios can be implemented, so that with the transmission unit according to the invention an improved transmission spread and more gear stages can be achieved. In addition, higher driving speeds and lower starting speeds are made possible, which means that work can be carried out at low speeds with the towing vehicle. The structurally simple way in which the transmission unit is designed makes it possible to save additional gearwheel stages, which in turn saves weight and thus fuel costs. In addition, the smaller installation space makes it possible for the towing vehicle to be more manoeuvrable and compact due to the shorter wheelbase and/or the installation space saved can be used for other functions/assemblies. A final key advantage is the shorter wheelsets, which allow shorter shafts to be used. Shorter shafts, in turn, result in less shaft deflection and therefore longer bearing and gear life.

In an embodiment of the invention, the switching element can be moved between a first switching position, in which the ratchet wheel of the second wheel set and the ratchet wheel of the third wheel set are coupled, and a second switching position, in which the ratchet wheel of the second wheel set and the ratchet wheel of the third wheel set are disengaged from one another . This achieves the advantages mentioned above.

In an embodiment of the invention, switching gears are rotatably mounted on the first and second input shaft and on the output shaft and/or fixed gears are arranged in a rotationally fixed manner. In addition, at least one first wheel set has the ratchet wheel, in particular the first ratchet wheel, on the first input shaft and the fixed wheel, in particular the first fixed wheel, on the output shaft and/or a fourth wheel set has the ratchet wheel, in particular the fourth ratchet wheel, on the second input shaft and the fixed wheel, in particular the fourth fixed wheel on which output shaft up. This arrangement can be provided in combination or individually. In addition, a second wheel set can have the fixed wheel on the first input shaft and the ratchet wheel on the output shaft, and a third wheel set can have the fixed wheel on the second input shaft and the ratchet wheel on the output shaft. Thus, the following four embodiments can be formed. Either four ratchet wheels can be arranged on the output shaft or three ratchet wheels, i.e. preferably the second, third and fourth ratchet wheel or the first, second and third ratchet wheel can be arranged on the output shaft, or only two ratchet wheels can be arranged on the output shaft, i.e. preferably the second, third ratchet be arranged. The first wheel set can therefore include a first fixed wheel on the first input shaft, which meshes with a first ratchet wheel on the output shaft. Likewise, the first wheel set can include a first ratchet wheel on the first input shaft, which meshes with a first fixed wheel on the output shaft. The second gear set may include a second fixed gear of the first input shaft, which may mesh with a second ratchet gear on the output shaft. The third wheel set can include a third fixed wheel of the second input shaft, which can mesh with a third ratchet wheel of the output shaft. The fourth gear set may include a fourth fixed gear of the second input shaft, which may mesh with a fourth ratchet gear on the output shaft. However, the fourth wheel set can also include a fourth ratchet wheel on the second input shaft, which can mesh with the fourth fixed wheel on the output shaft.

The four different exemplary embodiments result from the arrangement of no ratchet wheel on the first and second input shaft or a ratchet wheel on the first or second input shaft, either the first or the fourth ratchet wheel, or one ratchet wheel each on the first and second input shaft, i.e. the first and fourth ratchet wheel. The fixed gears and ratchet gears of a wheel set are in mesh with each other. All four exemplary embodiments have the advantages of the transmission unit mentioned above.

In a structurally advantageous embodiment, the transmission unit comprises one or more coupling elements, in particular precisely two, three or four coupling elements, with the ratchet being rotatably and detachably connectable to one of the coupling elements with the first and/or second input shaft and/or with the output shaft, in particular in each case one of the ratchet wheels can be connected in a rotationally fixed and detachable manner to one of the coupling elements with the first and/or second input shaft and/or the output shaft.

The coupling element or elements can be mounted on the first and/or second input shaft and/or the output shaft in a rotationally fixed and axially displaceable manner and/or be movable, in particular axially movable, by means of an actuating element. The coupling elements can be arranged between two ratchet wheels or be assigned to only one ratchet wheel. The coupling elements can be designed in a form known per se as claw clutches or as adjusting devices, in particular sliding sleeves, and shift packets or synchronizers comprising synchronizing rings. In any case, the coupling elements are coupling means which are arranged in a rotationally fixed and axially displaceable manner on the first and/or second input shaft and/or the output shaft and with which the ratchet wheels are rotationally fixed to the first and/or second input shaft and/or the output shaft can be connected. The axial displacement of the coupling elements can take place via the actuating element. For this purpose, the transmission unit can include a corresponding control element or, in particular, each coupling element can each include a control element. The shift packages or synchronizations can be axially displaceable on the first and/or second input shaft and/or the output shaft, but non-rotatably connected to the first and/or second input shaft and/or the output shaft, adjusting devices or sliding sleeves and axially directly adjacent ones, i.e. on the right and / or to the left of the adjusting device or sliding sleeve, include synchronizer rings arranged. The coupling elements can be one-sided coupling elements or switching packets, that is to say they can comprise synchronizing rings arranged directly adjacent axially only in one direction. However, the coupling elements can also be two-sided coupling elements or switching packages, that is to say they can comprise synchronizing rings arranged axially in two directions directly adjacent to one another. The actuating device, sliding sleeve or the actuating element can be actuated manually or with the assistance of a power assistant in order to actuate the coupling elements. For this purpose, the transmission unit can include an actuator, for example, in particular a piston-cylinder arrangement, so that the actuating device or actuating element can be actuated with the assistance of an auxiliary power supply. The actuator, in particular the piston-cylinder arrangements, can be operated by a hydraulic or pneumatic pressure medium. In the embodiment variant described above, the specified direction in which the coupling elements are displaced in order to connect a desired ratchet wheel to the first and/or second input shaft and/or the output shaft can be changed by modifying the coupling elements, for example, with appropriate deflection elements. The transmission unit includes at least a first and a second coupling element. If all the ratchet wheels are arranged on the output shaft, the transmission unit comprises in particular precisely only a first and a second coupling element. The first coupling element can be arranged between the first and second wheel sets and the second coupling element can be arranged between the third and fourth wheel sets on the output shaft. The transmission unit can also include a third and/or fourth coupling element. If the first ratchet wheel is arranged on the first input shaft, the third coupling element can be arranged between the first and second wheel sets on the first input shaft. The first ratchet wheel can be non-rotatably and releasably connectable with the third coupling element to the first input shaft.

If the fourth ratchet wheel is rotatably mounted on the second input shaft, the fourth coupling element can be arranged between the third and fourth wheel sets on the second input shaft. The fourth ratchet wheel can be non-rotatably and releasably connectable with the fourth coupling element to the second input shaft. If the first ratchet wheel is arranged on the first input shaft and the fourth ratchet wheel is arranged on the second input shaft, the third coupling element can be arranged between the first and second wheel sets on the first input shaft and the fourth coupling element can be arranged between the third and fourth wheel sets on the second input shaft be. Depending on the shifting state of the first and second clutch and the shifting state of the first, second, third (if present) and fourth (if present) coupling element and the shifting element, the transmission unit 80 can be shifted with each of the clutches in two gears, i.e. a total of four gears and each an additional gears as a winding gear, so a total of two winding gears and thus switched in a total of six gears or group gears. The transmission unit can be shifted under load. The first and the sixth gear are in turn implemented as a winding gear, ie as a winding gear.

In an advantageous development of the transmission unit, the shifting element is arranged between two coupling elements, in particular the first and second coupling element, on the output shaft. The shifting element can be designed as a claw clutch or as an actuating device, in particular a sliding sleeve, and a shifting package or synchronization comprising a synchronizing ring. The switching element can be mounted on the output shaft in an axially displaceable manner and/or can be moved by means of an actuating element, in particular can be moved axially. The switching element can be designed as a synchronization, in particular as a unidirectional synchronization. Likewise, the switching element can be designed as a freely rotating sliding sleeve that can be displaced axially on the output shaft, in particular as a freely rotating sliding sleeve that can be displaced axially in one direction. The switching element can also include one or more synchronizing rings, which can be assigned in particular to the sliding sleeve. The synchronizing rings can be arranged axially on one or both sides, in particular only on one side of the sliding sleeve, that is to say in particular on the right or left of the sliding sleeve. The advantages of the transmission unit mentioned above can thus be realized.

In an embodiment of the invention, the highest gear and the lowest gear are realized as winding gears and/or the highest gear uses, among other things, the wheel set of the previous gear and/or the lowest gear uses, among other things, the wheel set of the next higher gear. However, other assignments of the gear stages in relation to the first and second clutches are also possible in this embodiment variant. In particular, z. B. by mirroring a reverse assignment can be realized in the simplest way. Advantageously, with the winding gear ratio in the lowest gear ratio, the ratio is a product of three ratio steps, whereby a greater ratio can be achieved than can be achieved by a gear set alone. This allows a bottom gear at slower speeds than without a winding gear ratio. Another advantage is that, in addition to the winding gear in the highest gear, the translation is also a product of three translation stages and higher speeds can be achieved in the highest gear than without a winding gear. This allows top gear at higher speeds than without a winding gear ratio.

In a particularly advantageous embodiment, a rear axle bevel drive is connected to the output shaft, in particular connected in a torque-proof manner. Advantageously, due to the direct connection of the output shaft to the rear axle bevel drive, expensive connecting elements that require maintenance, such as a cardan shaft, can be saved. In addition, the output shaft is connected to a toothing of a front axle drive. For this purpose, a front-axle drive wheel can be connected to the output shaft, in particular connected in a rotationally fixed manner to the output shaft, or optionally be connectable and detachable in a rotationally fixed manner. However, the front axle drive wheel can also be arranged independently of the output shaft, ie it can be designed, for example, as part of the front axle drive. The front axle drive wheel can be connected to a gear wheel on the output shaft, i.e. ins especially a front axle wheel, are engaged. The front axle wheel can be connected to the output shaft, in particular connected in a rotationally fixed manner, or can optionally be connected or detached in a rotationally fixed manner. The front axle drive can thus advantageously be connected to the rear axle bevel drive by means of the output shaft. In addition, the output shaft advantageously also takes on the function of connecting a front and rear vehicle axle, as a result of which a further connecting element can be saved. Likewise, the output shaft can be connected to a parking lock wheel. The parking lock wheel can be connected to the output shaft, in particular connected in a rotationally fixed manner to the output shaft, or can optionally be connected and released in a rotationally fixed manner. However, the parking lock wheel can also be arranged independently of the output shaft, ie it can be designed as part of a parking lock, for example. The parking lock wheel can be in engagement with a gear wheel on the output shaft, ie in particular a parking gear wheel. In this case, the parking gear wheel can be connected to the output shaft, in particular connected in a rotationally fixed manner, or can optionally be connected or detached in a rotationally fixed manner. The parking lock gear and the front axle drive gear can be two separate gears. Likewise, the parking gear and the front axle wheel can be two separate gears. As a result, a longer durability and/or service life of the structure can advantageously be guaranteed. However, the parking lock wheel and the front axle drive wheel can also be integrated into one and the same gear wheel, that is to say they can be designed as a single gear wheel. Likewise, the parking gear wheel and the front axle wheel can be integrated into one and the same gear wheel, that is to say they can be designed as a single gear wheel. This reduces the installation space and the weight as well as the cost of materials.

In an embodiment of the invention, the pinion of the rear axle bevel drive is designed as part of the output shaft, in particular integrated into the output shaft.

Advantageously, a very compact design can be achieved in this way, which saves installation space and transmission length.

An advantageous further development of the transmission unit, but in particular also of the transmission arrangement, provides that a power take-off drive shaft (PTO drive shaft) is arranged in the first and second input shaft. The PTO drive shaft can be designed as a solid shaft. The transmission unit, but in particular also the transmission arrangement, can therefore have a shaft bushing for a power take-off drive of the agricultural vehicle. For this purpose, the first and second input shaft of the transmission unit and/or the clutch drive shaft can be designed as a hollow shaft and accommodate the power take-off drive shaft for driving a power take-off gear. The first and second clutches can also expediently have a central passage for the power take-off drive shaft. In this way, a direct and therefore particularly energy-efficient transmission of drive power from the drive engine to a power take-off of the tractor is possible.

In an embodiment of the invention, the transmission unit comprises six gears, preferably exactly only six gears, particularly preferably exactly only six power-shiftable gears, and/or the first and sixth gear, i.e. the lowest and highest gear, are implemented as winding gears. As a result, an optimal gear ratio is advantageously achieved, which is ideal for the entire range of work areas of agricultural towing vehicles.

The invention further relates to a gear arrangement for a drive train of an agricultural towing vehicle, in particular for a tractor or hauler or a construction machine, in order to connect a drive motor to a drive train of the towing vehicle. The transmission arrangement comprises a transmission unit, in particular according to one of claims 1 to 11, and a transmission device. The transmission device can comprise a drive shaft and the drive shaft can be drivingly connected to the input side of the first and second clutches of the transmission unit. The drive motor may include a motor output shaft. The transmission arrangement, in particular the transmission device, can be connected on the input side to the engine output shaft, preferably to an input-side shaft of the transmission arrangement, particularly preferably to an input-side shaft of the transmission device or the transmission unit, so that the transmission arrangement can be in drive connection with the engine output shaft and can be driven with the engine output shaft is. The transmission arrangement can thus have the transmission device and downstream the transmission unit in the flow of force and torque, starting from a drive motor which is upstream of the transmission arrangement in the flow of force and torque. In particular, the transmission device can therefore be arranged in front of the transmission unit. Likewise, however, the transmission unit can also be arranged in front of the transmission device. The gear arrangement according to the invention has the advantages of the gear unit according to the invention described above. Since the transmission arrangement can be a transmission device, preferably a multi-speed transmission, with a downstream transmission unit according to the invention, in particular a dual-clutch transmission with two winding gear stages, a maximum Number of gears can be realized with a minimum number of waves and gears in the gear assembly. As a result, a minimal installation space and an optimally structurally simple construction of the transmission arrangement can be achieved. In addition, due to the six usable gears (group gears) with different transmission ratios of the transmission unit in combination with the gears of the transmission device, in particular a transmission device with four powershift stages of the multi-speed transmission, the transmission arrangement achieves an optimal transmission spread. Advantageously, both the transmission unit and the transmission device allow shifting under load, so that the transmission arrangement as a whole is capable of shifting under load. In addition, the combination of the transmission unit with the upstream transmission device achieves an optimal transmission ratio for agricultural towing vehicles, which is ideal for the entire range of working areas of agricultural towing vehicles. Optimally, a maximum speed of 50 km/h and a minimum speed in the range of approx. 2 km/h is ideal for an agricultural towing vehicle in this performance segment. Especially in the field of agricultural machinery, where geometric gear gradations are required, this is a structurally simple gear arrangement and/or an optimal arrangement, in particular with regard to installation space and shiftability. In contrast to this, progressive gear gradations are desired in automobiles, which is why a combination of two downstream transmission units is rather disadvantageous there, because this forces a geometric gradation, so to speak.

In an embodiment of the invention, the transmission device comprises a multi-speed transmission, in particular a single-speed transmission or a multi-speed transmission, or a continuously variable transmission. Preferably, the multi-speed transmission can be shifted into a plurality of power-shift stages, in particular fully power-shiftable, and/or the multi-speed transmission comprises a planetary gear set with one or more planetary stages, preferably a planetary gear set with three integrated planetary stages, and a clutch arrangement assigned to the planetary stages. The clutch arrangement can in particular include an additional direct gear. In addition, the clutch arrangement can comprise one or more clutch units, which can be embodied as clutches, preferably as brakes. In this case, the brake can be understood to mean a clutch whose input or output side is stationary, that is to say it is connected to a housing, for example. The planetary gear set can have a ring gear driven by the motor output shaft, in particular can have a shaft which can be connected to the motor output shaft and can be drivingly connected to the motor output shaft and can be driven by it. The planetary gear set can also include a planetary gear carrier, which includes one or more planetary gears for each planetary stage, in particular two, three or four planetary gears per planetary stage, which can be connected to the planetary gear carrier in a rotationally fixed manner. Each planetary stage can also include a sun gear that is connected to a shaft, in particular a hollow shaft, in particular is connected in a torque-proof manner. The respective shaft can be connected to a respective clutch unit. The planet gears assigned to a planetary stage can roll on the respectively assigned sun gear.

In addition, the clutch arrangement can include an additional direct gear; in particular, two clutch units can be coupled by means of a direct clutch. In particular, the multi-speed gearbox includes the planetary gear set with three integrated planetary stages. The first planetary stage can include a first sun gear that is connected to a first planetary shaft, in particular can be non-rotatably connected. The first planetary shaft in turn can be connected to the first clutch unit. The second planetary stage can include a second sun gear that can be connected to a second planetary shaft, in particular can be non-rotatably connected. The second planetary shaft, in turn, can be connected to the second clutch unit. The third planetary stage can include a third sun gear that is connected to a third planetary shaft, in particular can be non-rotatably connected. The third planetary shaft in turn can be connected to the third clutch unit. The first, second and third clutch unit can preferably be designed as brakes. The respective input side of the respective clutch unit is connected to the respective sun gear and the respective planetary shaft, and the output side of the respective clutch unit is connected to a housing, in particular the transmission housing. In addition, the second and third clutch units can be coupled. The first, second and third clutch unit can be designed as a multi-plate clutch, in particular as a friction clutch. Specifically, the multi-speed gearbox has four gears. By selectively actuating the clutch arrangement, the multi-speed transmission can be shifted in at least two power-shift stages, preferably in exactly only four power-shift stages. The transmission arrangement can generally comprise the transmission unit, which can be shifted into a number of gears, in particular six group gears, and the transmission device, which can be shifted into further gears, preferably four powershift stages, so that between an output and an input gear of the transmission arrangement depending on a selected power shift stage and a selected group shift stage, a number of translations can be adjusted, in particular 4 times 6 translations, in particular gears, are adjustable. The transmission arrangement, in particular the multi-speed transmission, advantageously has the advantages of the transmission arrangement mentioned above. The gear arrangement is characterized in that such translations can be produced with the gear arrangement that at most two of the clutches and/or clutch units have to be actuated to set a next lower or a next higher translation of the gear arrangement. In addition, the gears of the transmission unit can be coordinated in relation to the powershift stages of the transmission device in such a way that during a group change, i.e. a shifting process, in which, in order to achieve a next lower (or next higher) translation of the transmission arrangement, a gear stage of the transmission unit and a powershift stage have to be changed at the same time is, a change between at least two extreme (highest and lowest) power shift stages of the transmission device is avoided, since a change between the extreme power shift stages requires a particularly high switching effort. This can advantageously be realized because the gear arrangement is a combination of a gear unit according to the invention with a multi-stage gear, in particular a multi-stage gear.

The transmission arrangement can have a shaft bushing for a power take-off drive of the agricultural vehicle. For this purpose, the shafts of the transmission device and the first and second input shaft of the transmission unit and/or the drive shaft of the transmission device and/or the clutch drive shaft can be designed as a hollow shaft and accommodate the power take-off drive shaft for driving a power take-off gear. Expediently, the planetary gear sets of the transmission device and/or the first and second clutch can also have a central passage for the power take-off drive shaft. When designing the transmission arrangement, adaptability to a given installation environment also plays a role. Accordingly, the gear arrangement can advantageously also have a gear housing which accommodates at least the gear unit and in which the power take-off drive shaft for driving the power take-off gear can be arranged. The power take-off drive shaft can in particular be arranged coaxially to the first and second input shaft of the transmission unit.

The transmission arrangement, in particular the transmission device, advantageously comprises a power shift reversing unit, in particular a power reverser (reversing device), for reversing the direction of travel, in particular a power shift reversing unit that can be power shifted or not, and/or the power shift reversing unit is located upstream of the transmission unit, in particular a multi-speed transmission, in particular a multi-speed transmission , the transmission device upstream or downstream. The powershift reversing unit can be a powershift reversing unit that can be actuated by a clutch arrangement. A direction of rotation of the output of the transmission arrangement, in particular of the output shaft, can be reversed with the powershift reversing unit. The powershift reversing unit can be downstream of a stepped transmission of the transmission device, so that the clutch drive shaft is connected to an output shaft, in particular a hollow shaft, of the powershift reversing unit, in particular is non-rotatably connected and/or can be driven with the powershift reversing unit. On the input side, the load-shift reversing unit can then be drive-connected and/or drivable to a shaft, in particular a hollow shaft, of the planet carrier. However, the powershift reversing unit can also be upstream of the stepped transmission, so that in this embodiment the powershift reversing unit can be connected to the engine output shaft, in particular the hollow shaft, and can in particular be in drive connection and/or can be driven with the engine output shaft. The powershift reversing unit can then comprise a shaft, in particular a hollow shaft, which is connected to the transmission arrangement, preferably the input side of the transmission device, in particular to the ring gear, so that it can be driven. In particular, the power shift reversing unit can be designed in a planetary design, in particular as a planetary stage with a brake. In addition, the powershift reversing unit can be coaxial with an input shaft of the transmission arrangement. In particular, the powershift reversing unit can be arranged on the output side of the multi-speed transmission. The planetary construction achieves a particularly short axial length, which also has an advantageous overall effect on the length of the manual transmission arrangement.

The invention further relates to an agricultural towing vehicle, preferably a tractor, tractor or construction machine, with a transmission unit according to one of claims 1 to 11 or a transmission arrangement according to one of claims 12 to 15. The agricultural towing vehicle can also include a drive motor. The gear arrangement can be driven by the drive motor and can be drive-connected to at least one vehicle axle of the towing vehicle and/or can be drive-connected to a further axle of the towing vehicle. The towing vehicle according to the invention has the advantages described above sen gear unit and / or gear assembly.

The transmission unit according to the invention, the transmission arrangement according to the invention and the towing vehicle according to the invention advantageously have a significantly slimmer design compared to conventional power shift transmissions (PST) as used in large towing vehicles and require less installation space, weight and rotating mass inertia. The design is therefore cheaper and more fuel-efficient due to the better efficiency. Compared to various partial powershift transmissions (PPST, partial powershift), as they are used in various medium and small towing vehicles, the functionality is improved towards fully powershiftable transmissions. A particular advantage is that when switching from one group to the next there is no longer any interruption in traction and work can be continued at full load, both in the field and during transport. This is done with reduced additional weight and installation space requirements, especially compared to conventional fully power shiftable transmissions and despite achieving the same level of performance.

• 1 eine schematische Darstellung eines erfindungsgemässen landwirtschaftlichen Zugfahrzeugs, und
• 2 eine schematische Darstellung eines ersten Ausführungsbeispiels der erfindungsgemässen Getriebeeinheit, und
• 3 eine schematische Darstellung eines Schaltschemas des ersten Ausführungsbeispiels der erfindungsgemässen Getriebeeinheit, und
• 4a-f zeigen jeweils eine schematische Darstellung des ersten Ausführungsbeispiels der erfindungsgemässen Getriebeeinheit sowie die Leistungsflüsse der Gangstufen A bis F der Getriebeeinheit, und
• 5 zeigt eine schematische Darstellung eines ersten Ausführungsbeispiels der erfindungsgemässen Getriebeanordnung, und
• 6 zeigt eine schematische Tabelle einer Geschwindigkeitsverteilung in Abhängigkeit von den Gangstufen des ersten Ausführungsbeispiels der erfindungsgemässen Getriebeanordnung, und
• 7 eine schematische Darstellung eines zweiten Ausführungsbeispiels der erfindungsgemässen Getriebeeinheit, und
• 8 eine schematische Darstellung eines dritten Ausführungsbeispiels der erfindungsgemässen Getriebeeinheit, und
• 9 eine schematische Darstellung eines vierten Ausführungsbeispiels der erfindungsgemässen Getriebeeinheit.

In the following, the invention and further advantages and advantageous developments and refinements of the invention are explained in more detail both in terms of apparatus and in terms of process technology using exemplary embodiments and with reference to the drawing. Components that match or are comparable in terms of their function are identified with the same reference symbols. In the schematic drawings show:

• 1 a schematic representation of an inventive agricultural tractor, and
• 2 a schematic representation of a first exemplary embodiment of the transmission unit according to the invention, and
• 3 a schematic representation of a shift pattern of the first exemplary embodiment of the transmission unit according to the invention, and
• 4a-f each show a schematic representation of the first embodiment of the transmission unit according to the invention and the power flows of the gear stages A to F of the transmission unit, and
• 5 shows a schematic representation of a first embodiment of the transmission arrangement according to the invention, and
• 6 shows a schematic table of a speed distribution as a function of the gear steps of the first exemplary embodiment of the transmission arrangement according to the invention, and
• 7 a schematic representation of a second exemplary embodiment of the transmission unit according to the invention, and
• 8th a schematic representation of a third exemplary embodiment of the transmission unit according to the invention, and
• 9 a schematic representation of a fourth exemplary embodiment of the transmission unit according to the invention.

1 shows a schematic representation of an inventive agricultural towing vehicle 10, in particular in the form of a tractor, with a drive train 20 in a possible embodiment. The basic structure of an agricultural towing vehicle 10 is assumed to be known to those skilled in the art. The towing vehicle 10 also includes a cab 12, a front vehicle axle 14 and a rear vehicle axle 26. The front vehicle axle 14 and the rear vehicle axle 26 are part of the drive train 20, with the rear vehicle axle 26 usually being permanent and the front vehicle axle 14 being in the Rule can be switched switched driven as needed.

The drive train 20 also includes a drive motor 22, which can be designed as an internal combustion engine, and a transmission structure, which, as described below, can be composed of various individual transmission components. The transmission structure described here can have a transmission arrangement 30 according to the invention, a travel drive 24 and a rear axle transmission 32 in the flow of force and torque, starting from the drive motor 22 . The gear arrangement 30 comprises a gear device 40 and a gear unit 80 according to the invention. The transmission device 40 is drive-connected to the drive motor 22 and/or can be drivable with the drive motor 22 . The transmission unit 80 is located downstream of the transmission device 40 . The transmission unit 80 is drive-connected to the transmission device 40 and/or can be driven by the transmission device 40 . With the gear arrangement 30 shown, drive power of the drive motor 22 can be transmitted to the output shaft of the gear unit with different gear ratios. The rear vehicle axle 26 drivingly connected to the output shaft which permits rotation of the front and/or rear vehicle axle (via ground engaging means connected thereto) in a forward thrust of the tractor is therefore driven at different speeds depending on the gear selected in the transmission arrangement. Consequently, a tractor equipped with the transmission arrangement can be moved in different speed ranges depending on the gear ratio selected in the transmission arrangement.

The towing vehicle 10 can have one or more ground-engaging means in the form of wheels 28, which are in engagement with a subsurface for the transmission of driving forces and/or by means of which the towing vehicle 10 is supported on the subsurface. The towing vehicle 10 can also have a chassis, in which case the chassis can be carried in particular by the wheels suspended on the front and rear vehicle axles 14 , 26 .

2 shows a schematic representation, in particular a line diagram, of a first exemplary embodiment of the transmission unit 80 according to the invention 2 Transmission unit 80 shown is a detailed schematic representation of the in 1 Gear unit 80 shown. In the following, therefore, only reference is made to in 1 details not shown included. The agricultural towing vehicle 10 can have the transmission unit 80, as in 1 shown include.

The transmission unit 80 includes a first clutch 82 and a second clutch 84, whose input side, in particular the common input side, can be driven. The input side can be connected to a drive shaft (reference number 200, 5 ) be connected to the transmission device 40, and in particular be connected or driven in a drivable manner. The transmission unit 80 further comprises a first input shaft 86 and a second input shaft 88 and an output shaft 90, in particular just one output shaft 90. The output side of the first clutch 82 is connected to the first input shaft 86, in particular the first clutch 82 is connected to the first input shaft 86 rotatably connected. The output side of the second clutch 84 is connected to the second input shaft 88, in particular the second clutch 84 is non-rotatably connected to the second input shaft 88. The transmission unit 80 includes a clutch input shaft 92 on the input side. The first and second clutches 82, 84 are movable between an open state, in which the clutch input shaft 92 is drivingly disengaged from the first and/or second input shaft 86, 88, and a closed state or switchable, in which the clutch drive shaft 92 is drivingly connected to the first and/or second input shaft 86, 88. In addition, a rear axle bevel gear 94 is connected to the output shaft 90 . The pinion of the rear axle bevel drive 94 can be designed as part of the output shaft 90 , in particular it can be integrated into the output shaft 90 . The output shaft 90 is also connected to a front axle drive spline by means of a front axle drive gear 96 . The front axle drive gear 96 is also identical to a parking lock gear 96.

In addition, the first and/or second input shaft 86, 88 is designed as a hollow shaft and the first input shaft 86 is arranged in the second input shaft 88. Additionally, the first and/or second input shafts 86, 88 receive therein a PTO drive shaft 98 for driving a PTO transmission.

On the output shaft 90 four ratchet wheels 100, 102, 104, 106 are rotatably mounted. A total of four fixed wheels 110, 112, 114, 116 are arranged on the first and second input shafts 86, 88 in a rotationally fixed manner, in particular are connected to the first and second input shafts 86, 88 in a rotationally fixed manner. The first and second input shafts 86, 88 are each assigned two fixed gears. These each mesh with one of the switching gears 100, 102, 104, 106 assigned to the output shaft 90. The transmission unit 80 has a plurality of gear sets, in particular four gear sets 120, 122, 124, 126, for setting gear stages B, C, D, E. For this purpose, at least a first wheel set 120 and a second wheel set 122 each have the fixed wheel 110, 112 on the first input shaft 86 and each the ratchet wheel 100, 102 on the output shaft 90. In addition, at least a third wheel set 124 and a fourth wheel set 126 each have the fixed wheel 114, 116 on the second input shaft 88 and each the ratchet wheel 104, 106 on the output shaft 90. Specifically, the first gear set 120 includes a first fixed gear 110 meshing with a first ratchet gear 100 on the output shaft 90 . The second wheel set 122 includes a second fixed wheel 112 which is in engagement with a second ratchet wheel 102 . The third wheel set 124 includes a third fixed wheel 114 which meshes with a third ratchet wheel 104 . The fourth wheel set 126 includes a fourth fixed wheel 116 which is in engagement with a fourth ratchet wheel 106 .

The transmission unit 80 further comprises exactly two coupling elements 130, 132, i.e. a first coupling element 130 and a second coupling element 132. The first coupling element 130 is between the first and second wheel sets 120, 122 and the second coupling element 132 is between the third and fourth wheel sets 124 , 126 disposed on the output shaft 90. The ratchet wheels 100, 102, 104, 106 can be connected to the output shaft 90 with the first or second coupling element 130, 132 in a rotationally fixed and detachable manner. In particular, the first ratchet wheel 100 or the second ratchet wheel 102 with the first coupling element 130 are connected to the output shaft 90 rotatably and detachably connectable. In addition, the third ratchet wheel 104 or the fourth ratchet wheel 106 can be connected to the output shaft 90 in a rotationally fixed and detachable manner using the second coupling element 132 . Thus, in each case a coupling element 130, 132 is arranged between two ratchet wheels 100, 102, 104, 106, which are arranged on the same input shaft 86, 88, ie the first or second input shaft 86, 88. The first and second coupling element 130, 132 are mounted on the output shaft 90 in a rotationally fixed and axially displaceable manner. The first and second coupling element 130, 132 are designed as switching packages, which include adjusting devices, in particular sliding sleeves, and synchronizer rings. As a result, the rotatably mounted ratchet wheels 100, 102, 104, 106 can be shifted via the coupling elements 130, 132, so that depending on a shifting state of the coupling elements 130, 132 between the output shaft 90 and the respective first and/or second input shaft 86, 88 fixed speed ratio can be produced.

The transmission unit 80 also includes a shifting element 134 for coupling two shifting wheels 102 , 104 . In particular, the second and third shifting wheel 102 , 104 can be coupled to the shifting element 134 . The second and third ratchet wheels 102, 104 can be connected to the switching element 134 in a rotationally fixed and detachable manner. The second and third ratchet wheel 102, 104 can be coupled to the shifting element 134 in such a way, in particular can be selectively coupled in such a way that at least one winding gear step A, F can be formed via the second and third wheel sets 122, 124, i. H. In particular, therefore, the first and second input shafts 86, 88 can be coupled to one another. In other words, the switching element 134 can be movable in particular between a first switching position, in which the second ratchet wheel 104 and the third ratchet wheel 102 are coupled, and a second switching position, in which the second ratchet wheel 104 and the third ratchet wheel 102 are disengaged from one another. The switching element 134 is designed as a unidirectional synchronization. The switching element 134 is arranged between the first and second coupling element 130, 132 along the output shaft 90.

Depending on the shifting state of the first and second clutches 82, 84 and the shifting state of the first and second coupling element 130, 132 and the shifting element 134, the transmission unit 80 can be shifted with each of the clutches 82, 84 in two gears, i.e. a total of four gears B, C, D, E, and each one additional gears as winding gears A, F, so a total of two winding gears A, F, and thus in a total of six gears or group gears are switched. The transmission unit 80 can be shifted under load by closing the other clutch, for example the second clutch 84, while the one clutch, for example the first clutch 82, is being opened, so that a clutch can be engaged between the first or second input shaft 86, 88 and the drive connection existing on the clutch drive shaft 92 can be replaced by a drive connection to be established via the respective other input shaft 86, 88 without interrupting a drive connection between the first or second input shaft 86, 88 and output shaft 90. To preselect a desired gear, the ratchet wheel in question, i.e. in particular the first to fourth ratchet wheels 100, 102, 104, 106, is connected in a rotationally fixed manner to the output shaft 90 by the respectively assigned first or second coupling element 130, 132, so that the gears B, C, D, E can be realized. If a gear stage A, F is shifted as a winding gear stage, the second and third ratchet wheel 102, 104 are non-rotatably connected to one another by the shifting element 134 and at the same time the gear stages E or B are activated, i.e. the first ratchet wheel 100 is simultaneously activated by the first coupling element 130 (gear stage E ) or the fourth ratchet wheel 106 is connected to the output shaft 90 (gear stage B) by the second coupling element 132 . Thus, each winding gear step runs over three wheel sets. The transmission unit 80 thus includes six gears, which are power-shiftable in particular. In particular, the first and sixth gears A, F are a winding gear, ie realized as a winding gear.

3 shows a schematic representation of a shift pattern of the first exemplary embodiment of the transmission unit 80 according to the invention 3 The shifting scheme of the transmission unit shown includes all the features of those shown in FIGS 1 and 2 Gear unit 80 shown, so that only details and/or differences will be discussed below. According to the shift pattern given in the table, the first gear A is shifted as a winding gear via the first clutch 82 and via the second coupling element 132 shifted in direction B and via the activated shifting element 134, i.e. the shifting element 134 shifted in direction W. The second gear stage B is realized via the second clutch 84 and via the second coupling element 132 shifted in the B direction. The third gear stage C is shifted via the first clutch 82 and via the first coupling element 130 shifted in the C direction. The fourth gear stage D is shifted again via the second clutch 84 and via the second coupling element 132 shifted in the D direction. The fifth gear is realized via the first clutch 82 and via the first coupling element 130 shifted in direction E. The sixth gear stage F is shifted as a winding gear F via the second clutch and via the first coupling element 130 shifted in the E direction and via the shifting element 134 shifted in the W direction. The Miscellaneous Movement of the coupling elements 130, 132 and/or the shifting element 134 is equivalent to an axial displacement of the first or second coupling element 130, 132 and/or the shifting element 134 and the non-rotatable connection of the associated ratchet wheel 100, 102, 104, 106 by the first or second coupling element 130, 132 with the output shaft 90 and/or the non-rotatable connection of the second and third ratchet wheel 102, 104 with a simultaneous rotatable arrangement on the output shaft 90.

the 4a until 4f show a schematic representation, in particular a line diagram, of the first exemplary embodiment of the transmission unit 80 according to the invention and the power flows of the gear stages A to F of the transmission unit 80 4a until 4f Gear unit 80 shown essentially corresponds to that in FIGS 1 until 3 Gear unit 80 shown, so that only details and/or differences will be discussed below.

4a shows the first gear A, which is implemented as a winding gear via the second, third and fourth wheel sets 122, 124, 126. 4b 12 shows the second gear ratio B, which uses the fourth gear set 126. FIG. 4c shows how the second wheel set 122 is used to realize the third gear C. 4d shows the fourth gear D, in which the third wheel set 124 is used. 4e 12 shows the fifth gear ratio E using the first gear set 120. FIG. 4f shows the sixth gear F, which is implemented as a winding gear and uses the first to third wheel sets 120, 122, 124. As in the 4a and 4f shown are the highest grade, ie the sixth grade F and the lowest grade, ie the first grade A, realized as winding grades.

5 shows a schematic representation, in particular a line diagram, of a first exemplary embodiment of the transmission arrangement 30 according to the invention 5 Gear assembly 30 shown includes the gear unit 80, wherein the gear unit 80 is substantially in the 1 until 4f shown gear unit 80 corresponds, so that only details and / or differences are discussed below. The transmission arrangement 30 is provided for a drive train 20 of an agricultural towing vehicle 10 in order to connect a drive motor 22 to a traction drive 24 of the vehicle 10 . The transmission arrangement 30 comprises the transmission unit 80 described and a transmission device 40 . The transmission device 40 is located upstream of the transmission unit 80 . The transmission device 40 includes a drive shaft 200 which is drivingly connected to the input side, in particular the clutch drive shaft 92, of the first and second clutches 82, 84 of the transmission unit 80.

The transmission arrangement 30 essentially comprises two functional groups which are each drive-connected to one another via shafts. The transmission device 40 is arranged on the input side of the transmission arrangement 30 . The transmission device 40 can be in drive connection with the drive motor 22 and can be driven by the drive motor 22 . The transmission device 40 is in drive connection with the transmission unit 80 via a drive shaft 200, which is designed as a hollow shaft. The transmission unit 80 has the output shaft 90 on the output side, which is also the output shaft of the transmission arrangement 30 .

The transmission device 40 is designed as a multi-speed transmission that has a plurality of power-shift stages, here four power-shift stages. The transmission device can in particular be power shiftable, in particular fully power shiftable. The transmission device 40 is designed in a planetary design. In addition, the transmission device 40 can be arranged coaxially to the clutch input shaft 92 of the transmission unit 80 and/or an engine output shaft 42 . The transmission device 80, in particular the multi-speed transmission, includes a planetary gear set 210 with three integrated planetary stages 202. The transmission device 40 also has a clutch arrangement 204 assigned to the planetary stages 202. The planetary gear set 210 further comprises a ring gear 206 driven by the engine output shaft 42 and a planetary gear carrier 208, which comprises one or more planetary gears for each planetary stage 202, in particular two, three or four planetary gears per planetary stage, which are non-rotatably connected to the planetary gear carrier 208. Each planetary stage also includes a respective sun wheel 212 that is non-rotatably connected to a hollow shaft. The respective hollow shaft is connected to a respective clutch unit 214, with the clutch unit 214 preferably being able to be designed as a brake. The planet gears assigned to a planetary stage can roll on the respectively assigned sun gear 212 . In addition, the clutch arrangement 204 includes an additional direct gear between two clutch units, ie the clutch units can be coupled by means of a direct clutch 216 . In particular, the transmission device 40 designed as a multi-speed transmission includes the planetary gear set 210 with three integrated planetary stages 202. The first planetary stage can include a first sun gear that is connected to a first planetary shaft, in particular is non-rotatably connected. The first planetary shaft in turn is connected to the first clutch unit. The second planetary stage may include a second sun gear that ver with a second planetary shaft is tied, in particular is rotatably connected. The second planetary shaft in turn is connected to the second clutch unit. The third planetary stage can include a third sun gear that is connected to a third planetary shaft, in particular is connected in a torque-proof manner. The third planetary shaft in turn is connected to the third clutch unit. In addition, the second and third clutch units can be coupleable via the direct clutch 216 . In addition, the transmission arrangement 30, in particular the transmission device 40, can include a power shift reversing unit 220 for reversing the direction of travel. The powershift reversing unit 220 is then upstream of the transmission unit 80 and downstream of the multi-speed transmission. The planetary gear carrier 208 is connected to the power shift reversing unit 220 by means of a shaft, in particular non-rotatably connected, the shaft being drivable with the planetary gear carrier 208 and/or being in drive connection.

6 shows a table of a speed distribution depending on the gears of the first exemplary embodiment of the transmission arrangement 30 according to the invention. 6 refers to the in the 1 until 5 Gear unit 80 or gear arrangement 30 shown, so that only the differences will be discussed below. The table shows the individual gears of the transmission arrangement 30. The gears or group gears A, B, C, D, E, F of the transmission unit 80 are each expanded per group gear with the gears or power shift stages 1, 2, 3, 4 of the transmission device 40 , so that a total of 24 gears for the transmission assembly 30 result. The advantageous, optimal and wide distribution of the speed of the towing vehicle between approx. 2 km/h and approx. 65 km/h is shown.

7 shows a schematic representation, in particular a line diagram, of a second exemplary embodiment of the transmission unit 80 according to the invention 7 Gear unit 80 shown essentially corresponds to that in FIGS 1 until 6 Gear unit 80 shown, so that only details and/or differences will be discussed below. In contrast to the first exemplary embodiment, only three ratchet wheels, ie the second, third and fourth ratchet wheels 102, 104, 106, are rotatably mounted on the output shaft 90. Instead of the first ratchet wheel 100 according to the first exemplary embodiment of the transmission unit 80, a first fixed wheel 330 is arranged on the output shaft 90 in a rotationally fixed manner, in particular connected to the output shaft 90 in a rotationally fixed manner. In addition, instead of the first fixed wheel 110 on the first input shaft 86, a first ratchet wheel 310 is rotatably mounted on the first input shaft 86. The first ratchet wheel 310 and the first fixed wheel 330 mesh with each other. The transmission unit 80 has four wheel sets 320, 122, 124, 126 for setting up gears B, C, D, E, the main difference from the first exemplary embodiment being the arrangement of the first ratchet wheel 310 on the first input shaft 86 and the first fixed wheel 330 on the output shaft 90, ie in the first wheel set 320. The transmission unit 80 includes a third coupling element 300. The third coupling element 300 is arranged between the first and second wheel sets 320, 122 on the first input shaft 86. The first ratchet wheel 310 can be connected to the third coupling element 300 with the first input shaft 86 in a rotationally fixed and detachable manner. The first coupling element 130 is arranged between the first and second wheel sets 320, 122 and the second coupling element 132 is arranged between the third and fourth wheel sets 124, 126 on the output shaft 90. The third coupling element 300 is mounted on the first input shaft 86 in a rotationally fixed and axially displaceable manner. The third coupling element 300 is designed as a switching package that includes an actuating device, in particular a sliding sleeve, and one or more synchronizing rings. As a result, the rotatably mounted first ratchet wheel 310 can be shifted via the third coupling element 300 so that a fixed speed ratio can be established between the first input shaft 86 and the output shaft 90 depending on a shifting state of the third coupling element 300 . The first and third coupling elements 130, 300 are designed as one-way switch packs, the synchronizing rings being arranged on only one side, that is, on the right or left, in particular on the right or left in the axial direction, of the actuating device or sliding sleeve.

Depending on the shifting status of the first and second clutches 82, 84 and the shifting status of the first, second and third coupling elements 130, 132, 320 and the shifting element 134, the transmission unit 80 can be shifted with each of the clutches 82, 84 in two gears, i.e. a total of four gears B, C, D, E, and each one additional gears as winding gears A, F, so a total of two winding gears A, F, and thus switched to a total of six gears or group gears. The transmission unit 80 can be shifted under load. The first and the sixth gear stage A, F are in turn implemented as a winding gear, ie as a winding gear stage.

8th shows a schematic representation, in particular a line diagram, of a third exemplary embodiment of the transmission unit 80 according to the invention 8th Gear unit 80 shown essentially corresponds to that in FIGS 1 until 7 Gear unit 80 shown, so that only details and/or differences will be discussed below.

In contrast to the first exemplary embodiment, only three ratchet wheels, in particular the first, second and third ratchet wheels 100, 102, 104, are rotatably mounted on the output shaft 90. Instead of the fourth ratchet wheel 106, a fourth fixed wheel 430 is arranged on the output shaft 90 in a torque-proof manner, in particular connected to the output shaft 90 in a torque-proof manner. In addition, a fourth ratchet wheel 410 is rotatably mounted on the second input shaft 88 instead of the fourth fixed wheel. The fourth ratchet wheel 410 and the fourth fixed wheel 430 mesh with each other. The transmission unit 80 has four wheel sets 120, 122, 124, 420 for establishing gear stages B, C, D, E. In contrast to the first and second exemplary embodiment, a fourth wheel set 420 has the fourth ratchet wheel 410 on the second input shaft 88 and the fourth fixed wheel 430 on the output shaft 90 . The transmission unit 80 has a fourth coupling element 400 instead of a third coupling element 300 . The fourth coupling element 400 is arranged between the third and fourth wheel sets 124, 420 on the second input shaft 88. The fourth ratchet wheel 410 can be connected to the fourth coupling element 400 with the second input shaft 88 in a rotationally fixed and detachable manner.

The fourth coupling element 400 is mounted on the second input shaft 88 in a rotationally fixed and axially displaceable manner. The fourth coupling element 400 is embodied as a switching package that includes an actuating device, in particular a sliding sleeve, and one or more synchronizing rings. As a result, the rotatably mounted fourth ratchet wheel 410 can be shifted via the fourth coupling element 400 so that a fixed speed ratio can be established between the second input shaft 88 and the output shaft 90 depending on a shifting state of the fourth coupling element 400 . The second and fourth coupling elements 132, 400 are designed as one-sided shifting packets on the second input shaft 88 and the output shaft 90, with the synchronizing rings only being arranged on one side, i.e. on the right or left, i.e. in particular on the right or left in the axial direction, of the actuating device or sliding sleeve are.

Depending on the shifting status of the first and second clutches 82, 84 and the shifting status of the first, second and fourth coupling elements 130, 132, 420 and the shifting element 134, the transmission unit 80 can be shifted with each of the clutches 82, 84 in two gears, i.e. a total of four gears B, C, D, E, and each one additional gears as winding gears A, F, so a total of two winding gears A, F, and thus switched to a total of six gears or group gears. The transmission unit 80 can be shifted under load. The first and the sixth gear stage A, F are in turn implemented as a winding gear, ie as a winding gear stage.

9 shows a schematic representation, in particular a line diagram, of a fourth exemplary embodiment of the transmission unit 80 according to the invention 9 Gear unit 80 shown essentially corresponds to that in FIGS 1 until 8th shown transmission unit 80, which is why only details and / or differences are discussed below. The fourth embodiment is a combination of the second and third embodiments.

Only two ratchet wheels, the second and third fixed wheels 102, 104, are rotatably mounted on the output shaft 90. In addition, two fixed gears, the first and fourth fixed gear 330, 430 are arranged in a rotationally fixed manner on the output shaft 90, in particular connected to the output shaft 90 in a rotationally fixed manner. The second fixed wheel 112 is arranged in a rotationally fixed manner on the first input shaft 86 , in particular connected in a rotationally fixed manner to the first input shaft 86 . The third fixed wheel 114 is arranged in a rotationally fixed manner on the second input shaft 88 , in particular connected in a rotationally fixed manner to the second input shaft 88 . In addition, the first ratchet wheel 310 is rotatably mounted on the first input shaft 86 and the fourth ratchet wheel 410 is rotatably arranged on the second input shaft 88 . The transmission unit 80 has the third coupling element 300 and the fourth coupling element 400 . The third coupling element 300 is thus arranged on the first input shaft 86 and the first coupling element 130 is arranged on the output shaft 90 between the first and second wheel sets 320 , 122 . The fourth coupling element 400 is thus arranged between the third and fourth wheel sets 124 , 420 on the second input shaft 88 and the second coupling element 132 is arranged on the output shaft 90 .

Depending on the shifting state of the first and second clutches 82, 84 and the shifting state of the first, second, third and fourth coupling elements 130, 132, 320, 420 and the shifting element 134, the transmission unit 80 can be shifted with each of the clutches 82, 84 in two gears, So a total of four gears B, C, D, E, and one additional gears as winding gear A, F, so a total of two winding gears A, F, and thus in a total of six gears or group gears are switched. The transmission unit 80 can be shifted under load. The first and the sixth gear stage A, F are in turn implemented as a winding gear, ie as a winding gear stage.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• DE 102013110709 A1 [0002]
• WO 2009/050078 A2 [0002]

Claims (16)

Transmission unit for a drive train (20) of an agricultural towing vehicle, in particular for a tractor, with a first clutch (82) and a second clutch (84), the input side of which can be driven, with a first input shaft (86) and a second input shaft (88) and an output shaft (90), wherein the first clutch (82) is non-rotatably connected to the first input shaft (86) and the second clutch (84) is non-rotatably connected to the second input shaft (88), and the transmission unit (80) has a plurality of wheel sets (120, 122, 124, 126, 320, 420) each with a ratchet wheel (100, 102, 104, 106, 310, 410) and a fixed wheel (110, 112, 114, 116, 330, 430) for the installation of gears (B, C, D, E), wherein at least one second wheel set (102) has the fixed wheel (112) on the first input shaft (86) and the ratchet wheel (102) on the output shaft (90), and at least a third wheel set (104) the fixed wheel (114) on the second input we lle (88) and in each case the ratchet wheel (104) on the output shaft (90), and with a shifting element (134) for coupling two ratchet wheels (102, 104), characterized in that the ratchet wheel (102) of the second wheel set (122 ) and the ratchet wheel (104) of the third wheel set (124) can be coupled to the shift element (134) in such a way, in particular can be selectively coupled in such a way, that at least one winding gear stage (A, F) can be formed via the second and third (122, 124) wheel sets is. gear unit claim 1 , characterized in that the switching element (134) is movable between a first switching position, in which the ratchet wheel (102) of the second wheel set (122) and the ratchet wheel (104) of the third wheel set (124) are coupled, and a second switching position, in which the ratchet wheel (102) of the second wheel set (122) and the ratchet wheel (104) of the third wheel set (124) are detached from one another. gear unit claim 1 or 2 , characterized in that ratchet wheels (100, 102, 104, 106, 310, 410) are rotatably mounted on the first and second input shaft (86, 88) and on the output shaft (90) and/or fixed wheels (110, 112, 114 , 116, 330, 430) are arranged in a rotationally fixed manner and/or at least one first wheel set (320) has the ratchet wheel (310) on the first input shaft (86) and the fixed wheel (330) on the output shaft (90) and/or a fourth Wheel set (420) has the ratchet wheel (410) on the second input shaft (88) and the fixed wheel (430) on the output shaft (90). Transmission unit according to at least one of the preceding claims, characterized in that the transmission unit (80) comprises one or more coupling elements (130, 132, 300, 400), the ratchet wheel (100, 102, 104, 106, 310, 410) having a Coupling element (130, 132, 300, 400) with the first and / or second input shaft (86, 88) and / or the output shaft (90) non-rotatably and releasably connectable. Transmission unit according to at least one of the preceding claims, characterized in that the coupling element (130, 132, 300, 400) is mounted on the output shaft (90) in a rotationally fixed and axially displaceable manner and/or can be moved by means of an actuating element. Transmission unit according to at least one of the preceding claims, characterized in that the shifting element (134) is arranged between two coupling elements (130, 132) on the output shaft (90), and/or the shifting element (134) is designed as a unidirectional synchronization and /or a free-rotating sliding sleeve axially slidable on the output shaft (90) and a synchronizing ring, the synchronizing ring being arranged axially on one side of the sliding sleeve. Transmission unit according to at least one of the preceding claims, characterized in that the highest gear (F) and the lowest gear (A) are implemented as winding gears and/or the highest gear (F) uses, among other things, the wheel set of the previous gear (E) and /or the lowest gear (A) uses, among other things, the wheelset of the next higher gear (B). Transmission unit according to at least one of the preceding claims, characterized in that a rear axle bevel gear (94) is connected to the output shaft (90) and/or the output shaft is connected and/or connected to a toothing of a front axle drive, in particular by means of a front axle drive wheel (96). the output shaft (90) is connected to a parking lock gear (96). Transmission unit according to at least one of the preceding claims, characterized in that the pinion of the rear axle bevel gear (94) is designed as part of the output shaft (90), in particular is integrated into the output shaft (90). Transmission unit according to at least one of the preceding claims, characterized in that net that a PTO drive shaft is arranged in the first and second input shaft. Transmission unit according to at least one of the preceding claims, characterized in that the transmission unit (80) comprises six gears (A, B, C, D, E, F) and/or the first and sixth gears (A, F) are implemented as winding gears are. Transmission arrangement for a drive train of an agricultural towing vehicle (10) in order to connect a drive motor (22) to a traction drive (24) of the vehicle, comprising a transmission unit (80) according to one of Claims 1 until 11 , and a transmission device (40). Gear arrangement according to claim 12 , characterized in that the transmission device (40) comprises a multi-speed transmission, in particular a single-speed transmission or a multi-speed transmission, or a continuously variable transmission. Transmission arrangement according to at least one of Claims 12 or 13 , characterized in that the multi-stage transmission can be shifted into a plurality of powershift stages, in particular can be shifted under full power, and/or the multi-stage transmission has a planetary gear set (210) with one or more planetary stages (202), in particular a planetary gear set (210) with three integrated planetary stages (202 ), and a clutch arrangement (204) assigned to the planetary stages (202), the clutch arrangement (204) in particular comprising an additional direct gear and/or the multi-speed transmission comprising four gears. Transmission arrangement according to at least one of Claims 12 until 14 , characterized in that the transmission arrangement (30) comprises a powershift reversing unit (220) for reversing the direction of travel, in particular a powershiftable or non-powershiftable powershift reversing unit, and/or the powershift reversing unit (220) is upstream or downstream of the transmission device (40). Agricultural towing vehicle with a transmission unit (80) according to one of Claims 1 until 11 or a gear arrangement (40) according to one of Claims 12 until 15 .

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