DE102020203391A1 - Power-split continuously variable transmission - Google Patents

Abstract

The present invention relates to a power-split continuously variable transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000) with a variator (16). A first planetary gear set has a first sun gear (30), a first planet carrier (32), respective first planet gears (36) and a first ring gear (34). A second planetary gear set has a second sun gear (40), a second planet carrier (42), second and third planet gears (46, 48) and a second ring gear (44). The first and second planetary carriers (32, 42) are connected to one another in a rotationally fixed manner. The second planet gears (46) mesh with the second sun gear (40) and the second ring gear (44). The second and third planet gears (46, 48) mesh with one another in pairs. The first and third planet gears (36, 48) are each paired with one another in a rotationally fixed manner. The variator (16) is mechanically operatively connected to the drive (12) and the first sun gear (30). The drive (12) can be mechanically operatively connected to the first ring gear (34).

Description

Technical area

The present invention relates to a split-power continuously variable transmission. The present invention also relates to a drive unit with such a power-split continuously variable transmission.

State of the art

Power-split continuously variable transmissions, for example hydrostatic-mechanical power-split transmissions, are often used in the field of work machines. An example of a work machine is a tractor. Such hydromechanical transmissions allow the transmission ratio to be continuously adjusted with relatively high degrees of efficiency, but have a relatively low gear ratio spread. The spread of a gear is understood as the ratio between the largest and smallest translation. To increase the gear ratio spread, it is known to provide several driving ranges in a continuously variable transmission, which have different transmission ranges. Such transmissions are for example from the DE 197 41 510 A1 known.

Presentation of the invention

A first aspect of the invention relates to a power-split continuously variable transmission. The transmission can be designed for use in a work machine. With a continuously variable transmission, the translation is continuously adjustable. The power split can be, for example, a hydrostatic-mechanical power split. As an alternative or in addition, an electrical-mechanical power split is possible, for example. The gear enables a high gear ratio spread with high efficiency. The gearbox includes a drive on which the variable to be translated is fed into the gearbox. The transmission can have a drive shaft which can form the drive at one end. The drive shaft can extend through the gearbox and, at an end facing away from the drive, enable a tapping power to be drawn, for example to drive a working device of the working machine. The gearbox also includes an output at which the variable translated by the gearbox is output. At the output, for example, a torque for a travel drive can be provided, in particular for rotating the respective wheels of a work machine. The drive and the output can be provided axially parallel to one another. However, another configuration is also conceivable, such as a coaxial arrangement.

The transmission has a variator. The variator can be set up to continuously vary a gear ratio of the transmission, for example within a driving range. A driving range of the transmission can be understood to mean a state in which there is a fixed mechanical transmission ratio between the input and output of the transmission, the transmission of the transmission being continuously variable within the driving range by the variator. The variator can have two energy converters, which are designed, for example, as a hydrostat. The energy converters of the variator can, however, also be designed as electrical machines. The energy converters can be designed coaxially to drive the transmission. It is also conceivable that they are formed axially parallel to the drive. For example, the first energy converter can be a hydraulic machine with a fixed absorption volume and the second energy converter can be a hydraulic machine with an adjustable absorption volume.

The transmission has a planetary assembly. The planetary assembly has a first and a second planetary gear set, each of which has a sun gear, a planet carrier with respective planet gears rotatably mounted thereon, and a ring gear. For example, the first and second planetary gear set are designed as a minus planetary gear set. A minus planetary gear set has a negative stationary gear ratio.

If two elements are mechanically operatively connected, they are directly or indirectly coupled to one another in such a way that a movement of one element causes a reaction of the other element. For example, a mechanical operative connection can be provided by a form-fitting or frictional connection. For example, the mechanical operative connection can correspond to a meshing of corresponding toothings of the two elements. In the case of two intermeshing elements, their teeth are in engagement, for example. These two elements can roll against each other. Further elements, for example one or more spur gear stages, can be provided between the elements. A permanently non-rotatable connection of two elements, on the other hand, is understood to mean a connection in which the two elements are rigidly coupled to one another for all intended states of the transmission. The elements can be present as non-rotatably interconnected individual components or in one piece.

If a clutch is provided between two elements of the transmission, these rotary elements are not permanently connected to one another in a rotationally fixed manner, but can be connected to one another in a rotationally fixed manner via the clutch. A clutch can be some kind of Be switching element. A non-rotatable connection is only brought about by actuating the coupling located in between. An actuation of the coupling means that it is brought into a closed state, so that the rotational movements of the components directly coupled to the coupling are matched to one another. The respective switching elements can be switched, for example, at least between an open and a closed state. If the shifting element concerned is designed as a form-fitting shifting element, the components that are directly connected to one another in a rotationally fixed manner will run at the same speed. In the case of a frictional shifting element, there may be speed differences between the components even after it has been actuated. This desired or unwanted state is nevertheless referred to in the context of the invention as a non-rotatable connection of the respective components. In the case of a frictional connection, for example, due to a slip, there may be a certain speed difference between the two interconnected elements. The speeds of the two components are usually approximately identical despite the slip. Correspondingly, such a connection is also regarded here as being non-rotatable despite the slippage.

The respective planetary gear sets described here can be free of elements other than those described here, such as further ring gears, planet carriers, planets and sun gears. For example, the planetary assembly and also the transmission do not have any other planetary gear sets apart from the planetary gear sets described here. The respective ring gears can be designed as housing elements of the transmission or the planetary assembly. In the case of the transmission, it can be provided that its planetary assembly or all planetary gear sets are designed together as a planetary roller. A planetary roller can be compact and robust. The design as a planetary roller can mean that the planetary assembly has only coaxial elements. In addition, the design as a planetary roller can mean that the planetary assembly is free of spur gears. The planetary assembly can, for example, be arranged coaxially with the output.

The first planetary gear set is formed by a first sun gear, a first planet carrier on which a set of first planet gears are rotatably mounted, and a first ring gear.
The second planetary gear set is formed by a second sun gear, a second planet carrier on which a set of second planet gears and a set of third planet gears are rotatably mounted, and a second ring gear. The second planet gears which mesh with the second sun gear and the second ring gear and the third planet gears have a larger pitch circle diameter and a shorter axial length than the third planet gears. The pitch circle diameter of a gear is a diameter of the toothing defined in the literature. This diameter describes the mean diameter of the toothing. The planet gears of a set of planet gears can, for example, have respective axes of rotation arranged on the same circumference, alternatively or additionally have respective similar operative connections and alternatively or additionally be designed as identical parts. The respective planet gears of a set are, for example, evenly spaced from one another over the circumference of the transmission.

The first and the second planet carrier are permanently connected to one another in a rotationally fixed manner. The two planetary carriers can, for example, be designed in one piece or as a common component. The first planet gears mesh with the first sun gear and the first ring gear. The second planet gears mesh with the second sun gear and the second ring gear. The second planet gears and the third planet gears mesh with one another in pairs. The first planet gears and the third planet gears are permanently connected to one another in pairs in a rotationally fixed manner. When the respective third planet gears roll on the respective second planet gears, a corresponding rotation of the first planet gears can take place.

The variator is mechanically operatively connected to the drive and the first sun gear. The drive can be effectively connected mechanically to the first ring gear. This connection of the planetary assembly results in a particularly high gear ratio spread. For example, the gear ratio spread can be greater than in a design in which the drive can be mechanically operatively connected to an element of the second planetary gear set, which has the two sets of planetary gears. The transmission is designed to transmit a torque from the second planetary gear set to the output. This transmission can take place mechanically, for example, via respective hollow shafts, spur gear stages, switching elements and other planetary gear sets.

All clutches of the transmission of the present invention can be designed as frictional clutches, for example as multi-plate clutches. Likewise, some or all of the clutches can also be designed as positive-locking clutches, such as, for example, claw clutches or synchronizers. A synchronization is understood to mean a positive coupling between two shafts, in which the shafts in front Establishing the positive connection brought into synchronism, that is, synchronized.

The power-split transmission makes it possible to provide many driving ranges with just a few shift elements, and accordingly has a large gear ratio spread. A transition between the driving areas can take place synchronously. This can mean that when a lower or upper limit of a speed of a respective driving range is reached, the next driving range can be inserted without having to make a setting on the variator. For example, the variator does not have to change its speed or position in order to change the driving range. In addition, the variator can also be in a respective maximum position at one or both limits of the respective driving ranges. In the respective driving areas, a small number of clutches can be in their respective open position, whereby drag losses can be reduced and thus the transmission efficiency can be increased.

In one embodiment of the transmission it can be provided that the respective first planet gears and the respective third planet gears are each designed in pairs as long planet gears. A long planet gear can, for example, have a mechanical operative engagement with two axially spaced apart elements. A long planetary gear can, for example, have elements for an operative connection with other elements in at least two axial areas on the outer circumference. For example, the long planet gear can have a toothing for a mechanical operative engagement at two opposite ends. The long planetary gear can, however, also have a continuous toothing which is in mechanical operative engagement in different axial areas with a first and a second other element. The long planet gear can, for example, be manufactured in one piece at low cost. To save weight, a middle part can be milled down to a corrugated web. The long planetary gear can also be formed, for example, by two gearwheels which are non-rotatably connected to a hollow shaft of the long planetary gear. By means of this hollow shaft, the two gears are then rotatably mounted on the associated planetary carrier. The long planet gear can, for example, have the same effective diameter or even an identical toothing in both areas for the mechanical operative connection. Due to the long planet gear, a strong nesting can be provided, whereby the transmission can be particularly compact. In addition, the long planet gear can be inexpensive to manufacture. Alternatively, the respective first planetary gears and the respective third planetary gears can each be designed in pairs as a stepped planet.

In one embodiment of the transmission it can be provided that the transmission has only two first planetary gears. As an alternative or in addition, the transmission can have only two second planet gears. As an alternative or in addition, the transmission can have two third planetary gears. By providing only two planet gears, the transmission can be compact. The second set of planetary gears and the third set of planetary gears can thus easily be arranged in the radial direction between the second sun gear and the second ring gear. The second planet gears and third planet gears can thus be arranged with radial overlap, that is to say for example at least partially arranged on the same circumference. The transmission can, for example, have only two long planet gears which form the two first and the two third planet gears.

In one embodiment of the transmission, it can be provided that the second ring gear can be mechanically operatively connected to the output by means of a first clutch. As a result, the second ring gear can form an output shaft of the planetary assembly, which can be used in a switchable manner to provide the translated variable at the output. The first clutch can, for example, be arranged coaxially with the drive or output. The first clutch can, for example, be arranged axially on the output side of the planetary assembly. the The first clutch can be mechanically operatively connected to the second ring gear, for example by means of a first spur gear stage. The first spur gear stage can, for example, be designed as a single stage. The first clutch can be mechanically operatively connected to the output, for example only by means of a third spur gear stage or alternatively selectively by means of a third or fourth spur gear stage, for example via an intermediate shaft. The active connection can be selected by means of further couplings. The third spur gear stage can be designed in one or two stages, for example. The fourth spur gear stage can be designed in one or two stages, for example. The mechanical operative connection via the third spur gear stage can cause the output to rotate in the opposite direction than in the case of an operative connection via the fourth spur gear stage.

In one embodiment of the transmission, it can be provided that the second sun gear can be mechanically operatively connected to the output by means of a second clutch. As a result, the second sun gear can form an output shaft of the planetary assembly, which can be used in a switchable manner to provide the translated variable at the output. The second clutch can, for example, be arranged coaxially with the drive or output. The second clutch can, for example, be arranged axially on the output side of the planetary assembly and as an alternative or in addition to the first clutch. The first clutch can be mechanically operatively connected to the second sun gear, for example by means of a second spur gear stage. The second spur gear stage can, for example, be designed as a single stage. The second clutch can be mechanically operatively connected to the output, for example only by means of a third spur gear stage or alternatively selectively by means of a third or fourth spur gear stage, for example via an intermediate shaft. This can be the third and fourth spur gear stage and intermediate shaft, by means of which the third clutch is also mechanically operatively connected to the output. But it can also be additional spur gear stages and an additional intermediate shaft. The active connection can be selected by means of further couplings. The third spur gear stage can be designed in one or two stages, for example. The fourth spur gear stage can be designed in one or two stages, for example. The mechanical operative connection via the third spur gear stage can cause the output to rotate in the opposite direction to an operative connection via the fourth spur gear stage. The first and second spur gear stages can have the same gear ratio. The second spur gear stage can be arranged axially on the output side of the first spur gear stage and the second clutch. The third spur gear stage can be arranged axially on the output side of the second spur gear stage. The fourth spur gear stage can be arranged axially on the output side of the third spur gear stage.

The first clutch and the second clutch can be designed as a common double shift element. The double switching element can be compact and structurally simple. A double switching element can be operated easily, for example by means of a common single actuator. A double shift element can, for example, alternatively provide an operative connection as switching states according to one of the two switching elements forming this double shift element, that is to say, for example, an operative connection according to the closed first or second clutch. In one embodiment, a double shift element can have a neutral position. The neutral position can correspond, for example, to an open first and second clutch. The first clutch and the second clutch can be axially or radially nested. The first and second clutches can be mechanically operatively connected jointly to the output via one or alternatively via a selectively selectable spur gear stage and alternatively or additionally an intermediate shaft.

In one embodiment of the transmission it can be provided that the second planet carrier can be mechanically operatively connected to the output by means of a third clutch. As a result, the second planet carrier can form an output shaft of the planetary assembly, which can be used in a switchable manner to provide the translated variable at the output. The third clutch can be arranged, for example, coaxially with the drive or output. The third clutch can, for example, be arranged axially on the output side of the planetary assembly and, if necessary, also on the first and second clutches. The third clutch can be connected to the second planet carrier in a rotationally fixed manner, for example. The third clutch can be connected to the output in a rotationally fixed manner, for example. Correspondingly, the second planet carrier can be connected to the output in a rotationally fixed manner by means of the third clutch.

In one embodiment of the transmission it can be provided that the second sun gear can be mechanically operatively connected to the output by means of a fourth clutch. As a result, the second sun gear can form an output shaft of the planetary assembly, which can be used in a switchable manner to provide the translated variable at the output. For example, the mechanical operative connection of the second sun gear can alternatively be provided by means of the second and fourth clutch. The mechanical operative connection via the second and fourth clutch can, for example, have a different gear ratio in order to be able to provide additional driving ranges. For example, one or more spur gear stages can be provided in the operative connection by means of the second clutch. For example, the operative connection can connect the second sun gear to the output in a rotationally fixed manner by means of the fourth clutch. The fourth clutch can, for example, be arranged coaxially with the drive or output. The fourth clutch can, for example, be arranged axially on the output side of the planetary assembly and optionally also to the first and second and third clutches. The fourth clutch can, for example, be connected to the second planet carrier in a rotationally fixed manner. The fourth clutch can be connected to the output in a rotationally fixed manner, for example.

The third clutch and the fourth clutch can be designed as a common double shift element. The third clutch and the fourth clutch can be nested axially or radially. The third and fourth clutches can be mechanically operatively connected jointly to the output via one or alternatively via a selectively selectable spur gear stage and alternatively or additionally an intermediate shaft.

In one embodiment of the transmission, it can be provided that the transmission has a direction change assembly which is designed to change a direction of rotation of the output relative to a direction of rotation of the drive in at least one driving range of the transmission. This allows for a direction of travel, for example can be set. For this purpose, the travel direction change assembly can for example have at least one switching element and a spur gear stage or a planetary gear set. The travel direction change assembly can be arranged on the drive side, for example. In the case of an arrangement on the drive side, the drive can be mechanically operable to be connected to the first ring gear, for example by means of the travel direction change assembly. In the case of the drive-side arrangement, a torque acting on the travel direction change assembly and in particular its shifting elements can be low. In the case of an arrangement on the output side, the planetary assembly can, for example, be mechanically operable to be connected to the output by means of the assembly for changing the direction of travel. In the case of the arrangement on the output side, the travel direction change assembly can, if necessary, be more easily integrated in the transmission. In the case of the output-side or drive-side arrangement of the travel direction change assembly, it can be designed to provide all forward travel ranges also as reverse travel ranges. In the case of the arrangement on the output side, the first, second, third and fourth clutches can be mechanically operatively connected to the output via the travel direction change assembly. In the case of a nested connection, on the other hand, loading advantages of the travel direction change assembly can result, although not all forward travel ranges can possibly also be provided as reverse travel ranges.

In one embodiment of the transmission, it can be provided that the travel direction change assembly has a single-stage first spur gear stage, a two-stage second spur gear stage, a first clutch and a second clutch. The drive can be mechanically connected to the output in at least one driving range via the single-stage first spur gear stage by means of the first clutch of the travel direction change assembly and in at least one other drive range via the two-stage second spur gear stage by means of the second coupling of the travel direction change assembly. The respective clutches and spur gear stages of the travel direction change assembly can be other clutches than the first to fourth clutch and spur gear stages already described for connecting the respective output shafts of the planetary assembly to the output.

For example, an operative connection via the first spur gear stage for providing respective forward driving ranges can be established by means of the first clutch of the travel direction change assembly. For example, by means of the second clutch of the travel direction change assembly, an operative connection can be established via the second spur gear stage for providing respective reverse travel ranges. The respective clutches of the travel direction change assembly can be arranged coaxially with the drive or the output. If the arrangement is coaxial with the drive, it can be easier to supply pressurized oil. For example, it is possible to dispense with a pressure oil feed-through from a housing via the first sun gear to a hollow shaft on the first ring gear, as would be necessary, for example, in the case of a coaxial arrangement with the planetary assembly.

The first and second clutch of the travel direction change assembly can be designed as a common double shift element. The first and second clutches of the direction change assembly can be nested axially or radially. The first and second clutches of the travel direction change assembly can be mechanically operatively connected to the output jointly via one or alternatively via a selectively selectable spur gear stage and alternatively or additionally an intermediate shaft.

The respective clutches of the travel direction change assembly can be arranged coaxially with the planetary assembly. As a result, for the clutches, for example, the same parts from the first and second clutches, which connect the output shafts of the planetary assembly to the output, can be used. For example, the first and the second clutch and the first and the second clutch of the travel direction change assembly can be designed as identical parts.

The first and second clutch of the travel direction change assembly can be arranged axially between respective associated spur gear stages. The first clutch of the travel direction change assembly can be arranged, for example, axially on the drive side or on the output side of the second clutch of the travel direction change assembly. The respective assigned spur gear stage of the two clutches of the travel direction change assembly can each be arranged axially opposite to the other clutch of the travel direction change assembly with its associated clutch. For example, the first spur gear stage of the travel direction change assembly can be arranged axially on the drive side of the first clutch of the travel direction change assembly, the first clutch of the travel direction change assembly axially on the drive side of the second clutch of the travel direction change assembly and the second spur gear stage of the travel direction change assembly axially on the output side of the second coupling of the travel direction change assembly. The axial arrangement can also be reversed, for example.

In one embodiment of the transmission it can be provided that the second ring gear via the first clutch by means of the Direction change assembly is mechanically operatively connected to the output. The second sun gear can be mechanically operatively connected to the output via the second clutch by means of the travel direction change assembly. The second planet carrier can be connected to the output in a rotationally fixed manner by means of the third clutch. The second sun gear can be connected to the output in a rotationally fixed manner by means of the fourth clutch. In such a nested arrangement, for example, only respective driving ranges that can be provided by the closed first and second clutches can be provided both as reverse and forward driving ranges. For example, only two reverse driving ranges can be set in this way. The travel direction change assembly can thus be arranged axially on the output side, but nevertheless only be loaded with a low torque, for example in comparison to another arrangement on the output side.

In one embodiment of the transmission it can be provided that the second ring gear can be connected to an intermediate shaft in a rotationally fixed manner by means of the first clutch. The second sun gear can be connected non-rotatably to the intermediate shaft by means of a second clutch. The intermediate shaft can be mechanically operatively connected to the output by means of the fourth clutch. Such a design allows a coaxial arrangement of the first to fourth clutch with the planetary assembly. The first to fourth clutch can thus be designed as a planetary roller together with the planetary assembly.

In one embodiment of the transmission, it can be provided that the transmission has a third sun gear, a third planet carrier and a third ring gear, which form a third planetary gear set. Associated planet gears can be rotatably mounted on the third planet carrier. The transmission can have a brake. The intermediate shaft can be connected non-rotatably to the third planet carrier by means of the fourth clutch. The second planet carrier can be connected non-rotatably to the third planet carrier by means of the third clutch. The intermediate shaft can be permanently connected to the third sun gear in a rotationally fixed manner. The third ring gear can be fixed to a stationary component by means of the brake. The third planet carrier can be permanently connected to the output in a rotationally fixed manner. The third planetary gear set and the brake can thus provide additional driving ranges. In addition, the third planetary gear set can also be designed as part of the planetary roller. The third planetary gear set can be designed as a minus planetary gear set. The brake can be designed as a form-fitting or friction-fit switching element. A component can be locked in place using a brake so that it can no longer rotate. The stationary component can, for example, be a component that does not move relative to the rotating elements of the respective planetary gear sets. For example, the stationary component can be designed as a housing.

In addition, there is a synergetic effect when using an electrical machine as part of the variator, which is mechanically operatively connected to the drive. This electrical machine can, for example, replace a hydraulic machine with a variable displacement. The output can then be driven purely electrically. For this purpose, for example, the first and second clutches of the travel direction change assembly have to be closed, for example in the case of an arrangement of the travel direction change assembly on the drive side. These block the first ring gear, whereby the first sun gear forms an input shaft of the planetary assembly. In addition, by engaging at least one further shift element, such as the first or second clutch and additionally the brake, a driving range can be provided in order to be able to transmit torque to the output. Furthermore, an external energy supply for the electrical machine, such as a battery, may be necessary. An electrically driven pump can be provided to ensure lubrication and cooling oil supply. This can take over the lubrication and cooling oil supply when the engine, which is connected to the drive, is stopped.

In one embodiment of the transmission it can be provided that the planetary assembly has a central shaft for supplying lubricating oil. The central shaft can be designed, for example, as a solid shaft which has respective lubricating oil channels. For example, the central shaft can be permanently connected to the first sun gear in a rotationally fixed manner or it can be formed by the first sun gear. Such a central shaft is particularly easy to store. For example, the central shaft can be permanently connected to the second planet carrier in a rotationally fixed manner or it can be formed by the second planet carrier. The second planet carrier can always rotate in all driving ranges when the engine is running, which can facilitate the supply of lubricating oil.

In one embodiment of the transmission, it can be provided that a stationary gear ratio of the first planetary gear set is -2.7 to -3. In addition, a stationary gear ratio of the second planetary gear set can be -3.5 to -3.8. The design of a planetary assembly with the first and second planetary gear sets requires complex coordination. The above-mentioned stationary ratios enable an excellent gear ratio spread with a high degree of effectiveness. For example, a static gear ratio of the first planetary gear set of -2.83 and a static gear ratio of the second planetary gear set -3.6 are very suitable. Especially with an apprenticeship the planetary assembly with only two first planetary gears, two second planetary gears and three third planetary gears results in a favorable coordination. A suitable number of teeth and, alternatively or additionally, the module of the respective gears of the planetary assembly is disclosed in the end sections of the first planetary gear set and the second planetary gear set.

For engaging the driving ranges and controlling the various clutches and the brake, the transmission can have a control device designed for this purpose. The control device can be designed and set up to control a respective state of the clutches and the brake. For this purpose, the control device can have respective actuators and, alternatively or additionally, position sensors and alternatively or additionally speed sensors.

A second aspect relates to a drive unit which has a power-split continuously variable transmission according to the first aspect. The drive unit has a motor which is mechanically operatively connected to the drive to drive the drive. The engine can be an internal combustion engine, for example. The drive unit can be designed to operate the motor at a substantially constant speed. A respective driving speed and optionally driving direction can be controlled, for example, by means of the selected driving range and the variator. Another aspect relates to a work machine with a power-split continuously variable transmission according to the first aspect or a drive unit according to the second aspect.

Figure list

• 1 shows a schematic view of a transmission according to a first embodiment.
• 2 shows a shift matrix of the transmission 1 .
• 3 shows a long planetary gear in a schematic perspective view.
• 4th shows an end section through a second planetary gear set of the transmission.
• 5 shows an end section through a first planetary gear set of the transmission.
• 6th shows a schematic view of a transmission according to a second embodiment.
• 7th shows a schematic view of a transmission according to a third embodiment.
• 8th shows a schematic view of a transmission according to a fourth embodiment.
• 9 shows a schematic view of a transmission according to a fifth embodiment.
• 10 shows a schematic view of a transmission according to a sixth embodiment.
• 11 shows a schematic view of a transmission according to a seventh embodiment.
• 12th shows a schematic view of a transmission according to an eighth embodiment.
• 13th shows a shift matrix of the transmission 12th .
• 14th shows a schematic view of a transmission according to a ninth embodiment.
• 15th shows a schematic view of a transmission according to a tenth embodiment.
• 16 shows a schematic view of a transmission according to an eleventh embodiment.
• 17th shows a schematic view of a transmission according to a twelfth embodiment.
• 18th shows a schematic view of a transmission according to a thirteenth embodiment.

Detailed description of embodiments

1 illustrates in a schematic view a first embodiment of a power-split continuously variable transmission 100 with one drive 12th , an output 14th , a variator 16 and a planetary assembly 18th . The planetary assembly 18th has two planetary gear sets and is designed to provide different driving ranges. The drive 12th is operatively connected to a motor. The gear 100 has a drive shaft which extends through the transmission 100 extends therethrough. At one end on the output side, the drive shaft forms a power take-off shaft 20th the end. The output shaft 14th is axially parallel to the drive shaft 12th provided and can be operatively connected, for example, to a differential. The planetary assembly 18th is in the present case designed as a planetary roller.

A first planetary gear set is through a first sun gear 30th , a first planet carrier 32 and a first ring gear 34 educated. At the first planet carrier 32 is a set of first planet gears 36 rotatably mounted. A second planetary gear set of the planetary assembly 18th is by a second sun gear 40 , a second planet carrier 42 and a second ring gear 44 educated. On the second planet carrier 42 is a set of second Planetary gears 46 and a set of third planetary gears 48 is rotatably mounted. The second planetary gears 46 which with the second sun gear 40 and the second ring gear 44 and the third planetary gears 48 combs have a larger pitch diameter and a shorter axial length than the third planetary gears 48 . The pitch circle diameter of a gear is a diameter of the toothing defined in the literature. This diameter describes the mean diameter of the toothing.

The first planet carrier 32 and the second planet carrier 42 are permanently connected to one another in a rotationally fixed manner. The first planetary gears 36 mesh with the first sun gear 30th and the first ring gear 34 . This is also shown in the end section of the first planetary gear set 5 illustrated. the 5 also shows that the set of first planetary gears 36 only two first planetary gears 36 having.

The second planetary gears 46 mesh with the second sun gear 40 and the second ring gear 44 . The second planetary gears 46 and the third planetary gears 48 comb each other in pairs. This is shown in the end section of the second planetary gear set 4th illustrated. It can be seen that the set of second planetary gears 46 and the set of third planetary gears 48 each has only two wheels. The second planetary gears 46 have a larger effective diameter than the third planetary gears 48 . The first planetary gears 36 and the third planetary gears 48 have the same effective diameter. The second and third planetary gears 46 , 48 are each arranged next to one another in the circumferential direction. An axis of rotation of the second planetary gears 46 is arranged on the same circumference as an axis of rotation of the third planetary gears 48 . However, these can also be arranged on different circumferences and thus at a radial distance from a central axis.

The first planetary gears 36 and the third planetary gears 48 are permanently non-rotatably connected to each other in pairs. With the transmission 100 are the first and third planetary gears 48 for this purpose each designed in pairs as a common long planet gear, which in 3 is shown. In the embodiment shown, the long planet gear is formed in one piece, with the respective toothings being formed identically at its two end regions. The toothing at the respective end areas can, for example, be manufactured together on one clamping. A central area without a toothing can be manufactured before the toothing is produced. The toothing of the long planet gear at one end meshes with the first sun gear 30th and the first ring gear 34 . The toothing of the long planetary gear at an opposite end area meshes with one of the second planetary gears 46 . Because of the long planet gears, the transmission has only four planet gears in total, namely two long planet gears and the two second planet gears 46 . The long planet gear, which is in 3 is shown, can be designed as a straight-toothed planetary gear, but there is also the possibility that the long planetary gear is designed as a helical-toothed planetary gear.

At least for gearboxes 100 are the front cuts according to 4th and 5 at least true to scale with regard to the respective gear parameters. In particular, in 4th and 5 the module and the number of teeth of the elements of both planetary gear sets are shown to scale and correct with regard to their number.

The variator 16 has a first energy converter 80 and a second energy converter 82 which are coupled to each other. Both energy converters 80 , 82 are designed as hydraulic machines, the first energy converter 80 a fixed displacement and the second energy converter 82 has a variable swallowing volume. The first energy converter 80 is with the first sun gear 30th mechanically operatively connected to a torque between the first sun gear 30th and the energy converter 80 and thus the variator 16 transferred to. In the exemplary embodiment shown, this connection is indirect, namely by means of a single-stage spur gear stage 84 . For this purpose, one of the spur gears is connected to a shaft of the first energy converter 80 non-rotatably connected. Another spur gear is rotationally fixed to the first sun gear 30th tied together. The spur gear stage 84 is on the drive side to the planetary assembly in the axial direction 18th arranged. The second energy converter 82 is with the drive 12th mechanically operatively connected to a torque between the drive 12th and the second energy converter 82 and thus the variator 16 transferred to. In the exemplary embodiment shown, this connection is indirect, namely by means of a single-stage spur gear stage 86 educated. The spur gear stage 86 is arranged axially on the output side, at the level of the power take-off shaft 20th and thus on the output side to the planetary assembly 18th . The spur gear stage 86 is formed by two intermeshing spur gears, one of which is designed as a fixed gear and with a shaft of the second energy converter 82 is rotatably connected. The other spur gear is designed as a mating gear and with the drive 12th permanently non-rotatably connected.

The drive 12th is with the first ring gear 34 via a travel direction change module 50 mechanically connected. The direction change assembly 50 has a first clutch KV and a second clutch KR on. Both clutches KV , KR are coaxial with the drive 12th arranged and directly connected to this. The drive 12th is by means of the clutch KV via a single-stage spur gear stage 52 with the first ring gear 34 mechanically connected. A wheel of this spur gear stage 52 is with the first ring gear 34 permanently connected in a rotationally fixed manner and another wheel of this spur gear stage 52 is with the drive 12th non-rotatably connectable. The spur gear stage 50 is axially between the spur gear stage 84 and arranged the first planetary gear set. The drive 12th is by means of the clutch KR via a two-stage spur gear stage 54 with the first ring gear 34 mechanically connected. A fixed gear of the spur gear stage 54 is permanently rotatable with the first ring gear 34 connected and another wheel is with the drive 12th by means of the coupling KR mechanically connectable. Another wheel of the spur gear stage is located radially between these two wheels 54 arranged, which meshes with the two wheels.

The spur gear stage 54 the direction change assembly 50 is axially on the output side to the spur gear stage 84 arranged which the variator 16 mechanically operatively connected to the first sun gear. The coupling KR is axially on the output side to the spur gear stage 54 arranged. The coupling KV is axially on the output side of the coupling KR arranged. The coupling KV and the clutch KR are axially nested and form a double switching element. Axial output side to the coupling KV is the spur gear stage 52 arranged, which is arranged axially on the drive side of the first planetary gear set.

The gear 100 is designed to apply a torque from the second planetary gear set to the output 14th transferred to. This forms the second sun gear 40 an output shaft of the planetary assembly 18th and is with a frictional fourth clutch K4 tied together. By means of the fourth clutch K4 is the second sun gear 40 with the downforce 14th non-rotatably connectable. The second planet carrier 42 forms another output shaft of the planetary assembly 18th and is with a frictional third clutch K3 tied together. By means of the third clutch K3 is the second planet carrier 42 with the downforce 14th non-rotatably connectable. The third and fourth clutch K3 , K4 are axially nested and coaxial with the drive 14th arranged. The third and fourth clutch K3 , K4 form a double switching element. The third clutch K3 is axially on the drive side to the spur gear stage 86 arranged which the variator 16 with the drive 12th connects. The fourth clutch K4 is axially on the output side of the third clutch K3 arranged.

The second ring gear 44 forms another output shaft of the planetary assembly 18th . The second ring gear 44 is with a frictional first clutch K1 via a single-stage first spur gear stage 60 mechanically connected. For this purpose there is a wheel of the first spur gear stage 60 permanently non-rotatably with the second ring gear 44 connected and another wheel of the first spur gear stage 60 with the first clutch K1 . Using the first clutch K1 is the first spur gear stage 60 with an intermediate shaft 70 effectively connectable. The intermediate shaft 70 is by means of a third spur gear stage 64 with the downforce 14th mechanically connected. The intermediate shaft 70 is coaxial with the drive 12th arranged. A third spur gear stage 64 is permanently non-rotatably with the intermediate shaft 70 connected and another wheel of the third spur gear stage 64 with the downforce 14th . The second ring gear is corresponding 44 via the first spur gear stage 60 and the third spur gear stage 64 with the downforce 14th by means of the first clutch K1 mechanically connectable.

The second sun gear 40 as the output shaft of the planetary assembly 18th is also by means of a frictional second clutch K2 with the downforce 14th mechanically connectable. A gear of a single-stage second spur gear stage 62 is with the second sun gear 40 permanently connected in a rotationally fixed manner and another gear of the second spur gear stage 62 is with the second clutch K2 permanently non-rotatably connected. The second spur gear stage 62 is by means of the second clutch K2 with the intermediate shaft 70 connectable. The second sun gear is corresponding 40 with the downforce 14th via the second spur gear stage 62 , the intermediate shaft 70 and the third spur gear stage 70 by means of the second clutch K2 effectively connectable.

The first spur gear stage 60 is axially on the output side to the second planetary gear set and axially on the drive side to the first clutch K1 arranged. The first clutch K1 is axially on the drive side of the second clutch K2 arranged. The first and second clutch K1 , K2 are coaxial with the drive 12th arranged and axially nested. The first and second clutch K1 , K2 form a double switching element. The second spur gear stage 62 is axially on the output side of the second clutch K2 arranged and axially on the drive side to the fourth clutch K4 . The third spur gear stage 64 is axially on the output side of the third clutch K3 and axially on the drive side to the spur gear stage 86 arranged which the variator 16 with the drive 12th mechanically active connection.

The frictional clutches K1 , K2 , K3 , K4 , KV and KR are designed as multi-plate clutches. The respective double switching elements allow an operative connection to be selectively provided by means of one of the two clutches forming them. In one embodiment of a double shift element, this also allows a neutral position to be provided.

2 illustrates a shift matrix of the transmission 100 according to 1 . The respective columns show a switching state of the respective switchable elements. The gear 100 has four forward travel ranges, which are designated with FB1, FB2, FB3 and FB4. The travel areas are numbered in the order of their maximum speed. That is to say, travel range FB2 enables a higher speed than travel range FB1 and travel range FB3 enables a higher speed than FB1 and FB2. FB4 is the fastest forward travel range. The gear 100 also has four reverse travel ranges FB1R, FB2R, FB3R and FB4R. The travel range FB4R is the fastest reverse travel range and the sequence according to the speed is analogous to the forward travel ranges. The speed ranges are shown right next to the column for identifying the driving areas. The travel range FB1 and FB1R begins at 0 km / h. You can switch between travel range FB1 and travel range FB2 at limit speed A. The same applies to the following driving areas and their maximum or minimum speed. The driving speeds in the reverse driving ranges are identical to those in the forward driving ranges, but with the downforce 14th in the opposite direction with the drive rotating in the same direction 12th rotates ..

The forward driving ranges are basically due to the closed clutch KV the direction change assembly 50 provided. The reverse driving ranges are basically due to the closed clutch KR the direction change assembly 50 provided. The travel range FB1 is created by the additionally closed first clutch K1 provided. The travel range FB2 is created by the additionally closed second clutch K1 provided. The travel range FB3 is created by the additionally closed third clutch K3 provided. The travel range FB4 is created by the fourth clutch that is also closed K4 provided. The reverse drive ranges are provided by the same closed clutches as the forward drive ranges with the same number, with the clutch KR instead of the clutch KV the direction change assembly 50 closed is. The gear 100 four forward travel ranges and four reverse travel ranges can be provided with little mechanical effort. The successive driving ranges can be changed by an engaging and a disengaging clutch.

With the transmission 100 a stationary gear ratio of the first planetary gear set is - 2.9 and a stationary gear ratio of the second planetary gear set is -3.7.

The other figures illustrate further embodiments of a power-split continuously variable transmission. Only the respective relevant differences from respective other embodiments will be discussed. Accordingly, components with the same function and possibly the same design are provided with the same reference numerals and are otherwise not described further. The switching matrix also applies to the other embodiments, unless otherwise described. The respective differences can also be combined with one another in further embodiments. For example, the additional planetary gear set and the additional brake of the transmission according to FIG 12th also with the arrangement of the direction change assembly of the transmission according to 6th and 7th be combined.

6th shows a second embodiment of a transmission 200 . This embodiment differs from the transmission 100 due to an axially reversed position of the clutch KV and KR and the spur gear stages 52 and 54 the direction change assembly 50 . The coupling KV is now axially on the drive side of the coupling KR arranged. The two-stage spur gear stage 54 is now axially on the output side of the clutch KR arranged. The single-stage spur gear stage 52 is now axially on the drive side of the coupling KV arranged.

7th shows a third embodiment of a transmission 300 . This embodiment differs from the transmission 100 mainly by the position of the couplings KV , KR the direction change assembly 50 . With the transmission 300 are the two clutches KV , KR coaxial with the output 14th and thus the planetary assembly 18th arranged. The clutch is accordingly KR with the two-stage spur gear stage 54 with the drive 12th tied together. A fixed gear of the spur gear stage 54 is therefore permanently non-rotatably with the drive 12th tied together. The clutch is accordingly KV with the single-stage spur gear stage 52 with the drive 12th tied together. A fixed gear of the spur gear stage 52 is therefore permanently non-rotatably with the drive 12th tied together. The axial arrangement of the parts of the direction change assembly 50 corresponds to that of gearbox 100 .

Through the arrangement of the direction change assembly 50 at the gearbox 300 show their respective couplings KV , KR more identical parts to the double shift element, which is through the first and second clutch K1 , K2 is formed. In addition, the respective couplings KV , KR the direction change assembly 50 loaded with a lower torque and are designed to be smaller than the corresponding couplings KV , KR at the gearbox 100 . With the transmission 300 is compared to the gearbox 100 an additional pressure oil supply to the clutches KV , KR the direction change assembly 50 intended. This runs in the case of the transmission 300 through a housing, a central shaft of the first sun gear 30th and a hollow shaft of the first ring gear 34 .

the 8th shows a fourth embodiment of a transmission 400 . This embodiment differs from the transmission 300 by the axial positions of the coupling KV and KR and the spur gear stages 52 and 54 the direction change assembly 50 . These are identical to those for the gearbox 200 , which is why the explanations given there apply equally to the transmission 400 are valid.

the 9 shows a fifth embodiment of a transmission 500 . This embodiment shows the drive-side connection of the travel-direction change assembly group a drive-side connection.

With the transmission 500 is the drive 12th by means of a spur gear stage 502 with the first ring gear 34 mechanically connected. A wheel of this spur gear stage 502 is permanently rotatable with the drive 12th and another wheel of this spur gear stage 502 with the first ring gear 34 tied together. The spur gear stage 502 is axially on the output side to the spur gear stage 84 arranged which the variator 16 with the first sun gear 30th mechanically active connection. The spur gear stage 502 is arranged axially on the drive side of the first planetary gear set.

The clutches KV , KR the direction change assembly are coaxial with the output 14th and the planetary assembly 18th arranged. The second planet carrier 42 is at the gearbox 500 by means of the third clutch K3 non-rotatably with another intermediate shaft 504 connectable. The second sun gear 40 is at the gearbox 500 by means of the fourth clutch K4 non-rotatably with the further intermediate shaft 504 connectable. The intermediate shaft 504 is by means of the clutch KV the travel direction change assembly with the output 14th non-rotatably connectable. The second planet carrier 42 so is about the third clutch K3 and the clutch KV with the downforce 14th non-rotatably connectable.

The single-stage spur gear stage 52 forms in the transmission 500 a mechanical operative connection between the intermediate shaft 70 and the further intermediate shaft 504 . A single-stage spur gear 52 is permanently non-rotatably with the intermediate shaft 70 and another wheel with the further intermediate shaft 504 tied together. The second ring gear 44 is accordingly over the first spur gear stage 60 , the first clutch K1 , the intermediate shaft 70 , the single-stage spur gear stage 52 , the further intermediate shaft 504 and the clutch KV can be mechanically connected to the output. The second sun gear 40 is accordingly on the second spur gear stage 60 , the second clutch K2 , the intermediate shaft 70 , the spur gear stage 52 , the further intermediate shaft 504 and the clutch KV can be mechanically connected to the output. A wheel of the two-stage spur gear stage 54 is with the intermediate shaft 70 permanently non-rotatably connected. Another wheel of the two-stage spur gear stage 54 is with the clutch K3 the direction change assembly connected.

The single-stage spur gear stage 52 and the two-stage spur gear stage 54 replace at the gearbox 500 the third spur gear stage 64 , the drive 12th additionally through the spur gear stage 502 connected is. The operative connection is selectively adjustable in order to provide respective forward and reverse driving ranges.

The single-stage spur gear stage 52 is on the output side to the third clutch K3 arranged. The coupling KV is on the output side of the single-stage spur gear stage 52 arranged. Between the single-stage spur gear stage 52 and the clutch KV is the further intermediate shaft 504 coaxial with the output 14th arranged. The coupling KR is on the output side of the coupling KV arranged. The two-stage spur gear stage 54 is on the output side of the coupling KR arranged.

Due to the design of the gearbox 500 a so-called power reversing of a work machine can be improved. The machine can move forward and the clutches when changing from forward to reverse KV or KR use a drive power of the with the drive 12th connected motor to reverse. The output can then rotate in a direction opposite to the current direction of travel 14th be effected. The clutches KV and KR the direction change assembly 50 are at the gearbox 500 higher torques than with the gearbox 100 exposed and therefore made larger.

the 10 shows a sixth embodiment of a transmission 600 . In this embodiment, only two reverse drive ranges are provided. The direction change assembly 500 is executed here in an intermediate arrangement.

The coupling KV the direction change assembly 50 is with the intermediate shaft 70 tied together. Via the assigned single-stage spur gear stage 52 is the clutch KV with the downforce 14th tied together. Correspondingly, a wheel is of the single-stage spur gear stage 52 permanently non-rotatably with the output 14th connected and another wheel of the single-stage spur gear stage 52 with the intermediate shaft 70 by means of the coupling KV connectable.

The coupling KR the direction change assembly 50 is with the intermediate shaft 70 tied together. Via the assigned two-stage spur gear stage 54 is the clutch KR with the downforce 14th tied together. Correspondingly, a wheel is of the two-stage spur gear stage 54 permanently non-rotatably with the output 14th connected and another wheel of the two-stage Spur gear stage 54 with the intermediate shaft 70 by means of the coupling KR connectable.

By means of the clutch KV the direction change assembly 50 are thus the first and second coupling K1 , K2 with the downforce 14th mechanically operable to make the variable to be translated available as a forward travel range. By means of the clutch KR the direction change assembly 50 are thus the first and second coupling K1 , K2 with the downforce 14th mechanically operable to make the variable to be translated available as reverse travel ranges. The transmission can accordingly 600 provide the reverse travel ranges FB1R and FB2R.

The third and fourth clutch K3 , K4 on the other hand is directly related to the downforce 14th tied together. In addition, the drive is 12th by means of a spur gear stage 602 with the first ring gear 34 mechanically connected. The direction of rotation is determined by the third and fourth clutch K3 , K4 The provided driving areas can be at the output 14th so not with the gearbox 600 be reversed. Correspondingly, in the case of the transmission 600 Although the forward travel ranges FB3 and FB4 are provided, the corresponding reverse travel ranges FB3R and FB4R are not.

The direction change assembly 50 So sits on the output side, but is only with the first and second clutch K1 , K2 tied together. This will change the direction of travel assembly 50 loaded with less torque than, for example, the transmission 500 why the clutches KV and KR are made smaller. However, there are only two reverse driving ranges available.

The spur gear stage 602 is axially between the spur gear stage 84 , which the variator 16 with the first sun gear 30th mechanically operatively connected, and arranged the first planetary gear set. A spur gear wheel 602 is permanently rotatable with the drive 12th connected and another wheel of the spur gear stage 602 with the first ring gear 34 . The clutches KV and KR the direction change assembly 50 are coaxial with the drive 12th arranged. The single-stage spur gear stage 52 is axially on the output side of the third clutch K3 and axially on the drive side to the coupling KV arranged. The coupling KR is axially on the output side of the coupling KV arranged. The two-stage spur gear stage 54 is axially on the output side of the coupling KR and axially on the drive side to the spur gear stage 86 , which the variator 16 with the drive 12th connects, arranged. The spur gear stages 52 , 54 the direction change assembly 50 replace at the gearbox 600 the effective transmission by means of the third spur gear stage 64 according to gear 100 .

the 11 shows a seventh embodiment of a transmission 700 . This embodiment is based on the transmission 600 , but the KV / KR spur gear chain has been swapped. The differences in the gearbox 700 to gear 600 are therefore identical to the differences between gearboxes 200 to gear 100 , indicating the axial positions of the coupling KV and KR as well as the spur gear stages 52 , 54 the direction change assembly 50 are swapped.

With gear 700 is the two-stage spur gear stage 54 axially on the output side to the third clutch K3 and axially on the drive side to the coupling KR the direction change assembly 50 arranged. The coupling KR is axially on the drive side of the coupling KV the direction change assembly 50 arranged. The single-stage spur gear stage 52 is axially on the output side of the coupling KV and axially on the drive side to the spur gear stage 86 , which the variator 16 with the drive 12th mechanically operatively connected, arranged.

the 12th shows an eighth embodiment of a transmission 800 . This embodiment differs from the first embodiment in the structure and arrangement of the respective clutches K1 , K2 , K3 , K4 , which is therefore described again in full despite the respective similarities. In addition, the transmission 800 an additional third planetary gear set, which is connected to the planetary assembly 18th forms a planetary roller, and a brake B. on. The connection of the variator 16 and the direction change assembly 50 is identical to that of the gearbox 100 which is why it is not described further here. The stationary ratio of the first planetary gear set is in the gearbox 800 -2.78, that of the second planetary gear set -3.60 and that of the third planetary gear set -3.60. The stationary transmission of the second and third planetary gear set is identical.

The second ring gear 44 is by means of the first clutch K1 with an intermediate shaft 70 rotatably connectable, the intermediate shaft 70 at the gearbox 800 coaxial with the output 14th is arranged. The second sun gear 40 is by means of the second clutch K2 with the intermediate shaft 70 non-rotatably connectable. The first clutch K1 and the second clutch K2 are again designed as a double shift element in the transmission 800 but radially nested and coaxial with the output 14th and the planetary assembly 18th are trained. The first clutch K1 is radially outward to the second clutch K2 arranged. The intermediate shaft 70 is by means of the fourth clutch K4 with the downforce 14th mechanically connectable.

The fourth clutch K4 is axially on the output side to the first and second clutch K1 , K2 arranged. The first and second clutch K1 , K2 are axially on the output side of the planetary assembly 18th arranged. The intermediate shaft 70 extends from the first and second couplings K1 , K2 axial to the fourth clutch K4 .

The gear 800 has a central shaft for the lubricating oil supply, which in the gearbox 800 by the first sun gear 30th is formed. Other parts of the planetary roller are mounted on the central shaft. By using the first sun gear 30th As a central shaft, it is easy to store.

The gear 800 has a third sun gear 850 , a third planet carrier 852 and a third ring gear 854 on, which form a third planetary gear set. On the third planet carrier 852 are respective planet gears 856 rotatably mounted. The third ring gear 854 is by means of the brake B. can be fixed to a stationary component. The intermediate shaft 70 is with the third planet carrier 852 by means of the fourth clutch K4 non-rotatably connectable. The second planet carrier 42 is by means of the third clutch K3 with the third planet carrier 852 non-rotatably via a hollow shaft 858 connectable. The hollow shaft 858 is radially outward to the intermediate shaft 70 arranged. The intermediate shaft 70 is with the third sun gear 850 permanently non-rotatably connected. The third planet carrier 852 is permanently non-rotatably connected to the output.

The third planetary gear set is designed as a minus planetary gear set. The respective planet gears 856 of the third planetary gear set mesh with the third sun gear 850 and the third ring gear 854 .

The third and fourth clutch K3 , K4 are again designed as a double shift element, this being the case with the transmission 800 are nested radially. The third and fourth clutch K3 , K4 are arranged axially on the drive side of the third planetary gear set. The third clutch K3 is radially outward to the fourth clutch K3 arranged. The brake B. is axially on the output side of the third ring gear 854 arranged and axially on the drive side to the spur gear stage 86 , which the variator 16 with the drive 12th mechanically active connection.

The gear 800 is through the third planetary gear set and the brake B. compared to the gearbox 100 expanded. With the transmission 800 a higher top speed can be achieved in the respective forward travel ranges. The respective reverse driving ranges are with the transmission 800 not completely mirrored with regard to their speeds. In the embodiment shown, the reverse travel ranges each have a lower final speed than the corresponding forward travel ranges. As a result, a higher torque can be provided in the reverse driving ranges.

With the transmission 800 is the direction change assembly 50 as with the gearbox 100 arranged on the drive side. This makes the clutches KV and KR loaded with a low torque and can be very small. High torques only load the third planetary gear set, which is ideal for component optimization. Large shafts and wheels can be provided there for the high torque.

13th illustrates a shift matrix of the transmission 800 according to 12th . The basic structure of this switching matrix is identical to that of 2 , as well as the sorting and designation of the respective driving areas. The respective speeds marked with two lines are lower than the corresponding speeds marked with one line. The maximum speed A ″ of the reverse travel range FB1R is therefore slower than the maximum speed A 'of the forward travel range FB1 of the transmission 800 . The speeds marked with a dash are greater than the corresponding speeds marked without a dash in the switching matrix according to FIG 2 . The speeds marked with two lines are lower than the corresponding speeds marked without a line in the switching matrix according to FIG 2 . The speed A of FB1 and FB1R in the gearbox 100 is therefore slower than the speed A 'of FB1 of the gearbox 800 and faster than the speed A '' of FB1R of the gearbox 800 .

With the transmission 800 each driving range is provided by three closed switching elements. The travel range FB1 is established by the closed first clutch K1 , the closed brake B. and the closed clutch KV provided. The travel range FB2 is established by the closed second clutch K2 , the closed brake B. and the closed clutch KV provided. The travel range FB3 is established by the closed second clutch K2 , the closed third clutch K3 and the closed clutch KV provided. The travel range FB4 is established by the closed second clutch K2 , the fourth clutch and the closed clutch KV provided. The reverse travel ranges FB1R to FB4R are closed with the clutch KR instead of the closed clutch KV and otherwise provided the same closed switching elements. Even with the gearbox 800 only one switching element is switched on and one switching element is switched off with each change of successive driving ranges.

the 14th shows a ninth embodiment of a transmission 900 . This embodiment is based on the eighth embodiment according to FIG 12th . The switching matrix according to 13th applies to the gearbox 900 equally.

The gear 900 differs from the gearbox 800 through its central shaft for lubricating oil supply. With the transmission 800 the central shaft is permanently rotatable with the second planet carrier 42 and thus also the first planet carrier 32 connected here by the central shaft through the second planet carrier 42 is formed. The second planet carrier 42 always rotates while the first sun 30th has a speed of 0 in the middle of each driving range. A rotating shaft is preferable to a stationary shaft for the lubricating oil supply.

the 15th shows a tenth embodiment of a transmission 1000 . This embodiment is based on the eighth embodiment according to FIG 12th . The gear 1000 differs from the gearbox 800 through the energy converter its variator 16 . The switching matrix according to 13th applies to the gearbox 1000 equally.

With the transmission 1000 instructs the variator 16 a first energy converter 1080 on which the energy converter 80 replaced. In addition, the variator 16 a second energy converter 1082 on which the energy converter 82 replaced. The two energy converters 1080 , 1082 are at the gearbox 1000 designed as electrical machines. It is the gearbox 1000 an electrically power-split transmission instead of a hydraulic power-split transmission. The efficiency of the transmission 1000 is better than with hydraulic power-split transmissions. In addition, electrical power can be made available to additional consumers from an intermediate circuit. On the other hand, the costs and the installation space required for hydraulically power-split transmissions are cheaper.

The gear 1000 also has the option of using the drive when the engine is at a standstill 12th to drive a machine purely electrically, as the direction change module 50 with the clutches KV , KR is provided on the drive side. For this purpose, in one embodiment, a corresponding driving range is created by the closed first clutch K1 and the brake B. and another closed switching element provided. In a further embodiment, a corresponding driving range is alternatively or additionally created by the closed second clutch K2 and the brake B. and another closed switching element provided.

16 shows an eleventh embodiment of a transmission 1100. Here is the drive 12th with a PTO 20th is connected, with a spur gear stage 86 the PTO 20th with the variator 16 is connected, which continues via a spur gear stage 84 with the first sun gear 30th connected is. The drive 12th is about a clutch KR a direction change assembly 50 and a spur gear stage 54 or via a coupling KV the direction change assembly 50 and a spur gear stage 52 with the first ring gear 34 connectable. The direction change assembly 50 is on the PTO 20th arranged. The second ring gear 44 is via a spur gear stage 60 with a first clutch K1 connected, the spur gear stage 60 over the first clutch K1 with an intermediate shaft 70 and / or a second clutch K2 is connectable. The second clutch K2 is about a spur gear stage 62 with the second sun gear 40 and a fourth clutch K4 is connectable. The fourth clutch K4 is with a third clutch K3 connected, the third and fourth coupling K3 , K4 continue with the downforce 14th are connected. A planet carrier of the second planet gears 46 is with the third clutch K3 tied together. The intermediate shaft 70 is via a spur gear stage 64 with the third clutch K3 and the downforce 14th tied together.

Compared to the in 1 The embodiment shown in FIG 16 The illustrated embodiment of the transmission 1100 achieves that in relation to the first and second clutches K1 , K2 , or the couplings KV , KR the travel range change module 50 a high degree of the use of identical parts is achieved, since identical or very similar couplings can now be used. Furthermore, the arrangement shown here ensures that the pressure oil supply for the actuation of the clutches K1 , K2 , KV , KR is less complex to perform, whereby a higher efficiency of the transmission is achieved at the same time. The new arrangement also means that less installation space is required, since the distance between the variator 16 to the drive 12th can be reduced. There are also measures to adjust a distance between the output 14th and drive 12th less extensive, as fewer components have to be changed.

17th shows a twelfth embodiment of a transmission 1200. Here is the drive 12th with a PTO 20th connected, with a spur gear stage 86 the PTO 20th with the variator 16 connected is. This is what is further via a spur gear stage 84 with the first sun gear 30th tied together. The drive 12th is via a spur gear stage 52 with the first ring gear 34 tied together. A first clutch K1 , a second clutch K2 , a third clutch K3 , as well as two couplings KV , KR a direction change assembly 50 are on an intermediate shaft 70 arranged. About the third clutch K3 and a spur gear stage 64 is the intermediate shaft 70 with a planet carrier of the third planet gear 46 connectable. Furthermore, the intermediate shaft 70 about the clutch KR the Direction change assembly 50 and a spur gear stage 54 with the downforce 14th and a fourth clutch K4 connectable. The intermediate shaft 70 is about the clutch KV the direction change assembly 50 and a spur gear stage 56 with the downforce 14th and with the fourth clutch K4 connectable. The second ring gear 44 is via a spur gear stage 60 with the first clutch K1 connected, the second ring gear 44 continue over the first clutch K1 with the intermediate shaft 70 and / or the second clutch K2 is connectable. The second clutch K2 is via a spur gear stage 62 with the second sun gear 40 connected, the second clutch K2 via a spur gear stage 58 with the fourth clutch K4 connected and thus with the output 14th is connectable. A reduced transmission length, that is to say an installation space between a transmission input and a transmission output, has proven to be particularly advantageous in the embodiment shown here.

18th shows a thirteenth embodiment of a transmission 1300. The drive is 12th with a PTO 20th connected, with a spur gear stage 86 the PTO 20th with the variator 16 is connected, which continues via a spur gear stage 84 with the first sun gear 30th connected is. The drive 12th is about a clutch KR a direction change assembly 50 and a spur gear stage 54 or via a coupling KV the direction change assembly 50 and a spur gear stage 52 with the first ring gear 34 connectable. The direction change assembly 50 is on the PTO 20th arranged. The second sun gear 40 is via a spur gear stage 62 with a second clutch K2 connected and above it with a first clutch K1 and / or the downforce 14th connectable. The second sun gear is here 40 via a spur gear stage 64 with a fourth clutch K4 connected and above it with the output 14th connectable. The first, second, third and fourth clutches K1 , K2 , K3 , K4 are on the downforce 14th arranged. An intermediate shaft 70 connects a planet carrier of the third planet gear 46 via a spur gear stage 60 with the third clutch K3 , thus the intermediate shaft 70 with the downforce 14th is connectable. The second ring gear 44 is via a spur gear stage 56 with the first clutch K1 connected, creating the second ring gear 44 with the downforce 14th is connectable.

With the embodiment of the transmission 1300 shown here, in addition to further advantages, the advantageous effects that the output 14th on which the first to fourth clutch K1 , K2 , K3 , K4 are arranged, with a compared to the embodiment according to 16 be operated at a lower speed when a maximum speed is reached by the transmission 1300. On the one hand, this increases the service life of the components used (for example the bearings), while at the same time drag losses due to the otherwise resulting differential speeds at the first and second clutches are reduced. In addition, greater flexibility is achieved in the use of the transmission in a vehicle, since the spur gear stages achieve a large number of variants, or a large number of center distances between the drive 12th and downforce 14th can be implemented in a simple manner. In particular, such small distances between the drive 12th and downforce 14th will be realized. The design shown here also enables the first to fourth clutches K1 , K2 , K3 , K4 , as well as the clutches KR , KV the driving range change group 50 can advantageously be equipped with a high degree of identical parts. The spur gear stages 56, 62 and the spur gear stages can be advantageous 60 , 64 can be fitted with identical parts in the respective pairing.

The embodiments according to 16 until 18th are according to the switching matrix 2 operated. Regarding the design of the gearbox 1200 according to 17th However, the restriction applies that the travel range FB4R cannot be implemented with this gear set due to the arrangement of the fourth clutch, so only four forward travel ranges FB1 to FB4 and three reverse travel ranges FB1R to FB3R can be displayed.

List of reference symbols

100; 200; 300; 400; 500; 600; 700; 800; 900; 1000

transmission

12th

drive

14th

Downforce

16

Variator

18th

Planetary assembly

20th

PTO

30, 40; 850

Sun gear

32, 42; 852

Planet carrier

34, 44; 854

Ring gear

36, 46, 48; 856

Planetary gear

50

Direction change assembly

70

Intermediate shaft

504

further intermediate shaft

80, 82; 1080, 1082

Energy converter

52, 54, 56, 58, 60, 62, 64, 84, 86; 502; 602

Spur gear stage

858

Hollow shaft

K1

first clutch

K2

second clutch

K3

third clutch

K4

fourth clutch

KV

coupling

KR

coupling

B.

brake

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed 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 19741510 A1 [0002]

Claims (5)

Power-split continuously variable transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000, 1100, 1200, 1300) with a drive (12), an output (14), a variator (16), and a planetary assembly (18), the transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000, 1100, 1200, 1300) being designed to provide different driving ranges, the planetary assembly (18) a first sun gear (30), a first planet carrier (32) on which a set of first planet gears (36) are rotatably mounted, and a first ring gear (34), which form a first planetary gear set, and a second sun gear (40), a second planet carrier (42) on which a set of second and a set of third planet gears (46, 48) are rotatably mounted, and a second ring gear (44) which form a second planetary gear set, the first and the second Planet carriers (32, 42) are permanently connected to one another in a rotationally fixed manner, the first planet gears (36) mesh with the first sun gear (30) and the first ring gear (34), the second planet gears (46) meshing with the second sun gear (40) and the second ring gear (44), the second planet gears (46) and the third planetary gears (48) mesh with one another in pairs, the first planetary gears (36) and the third planetary gears (48) being permanently connected to one another in pairs so that they cannot rotate, the variator (16) with the drive (12) and the first sun gear ( 30) is mechanically operatively connected, wherein the drive (12) can be mechanically operatively connected to the first ring gear (34) and wherein the transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000, 1100, 1200, 1300) is designed to transmit a torque from the second planetary gear set to the output (14). Power-split continuously variable transmission (1100) according to Claim 1 , characterized in that - the drive (12) is connected to a power take-off shaft (20), the power take-off shaft (20) being connected to the variator (16) via a spur gear stage (86), which is further connected to the variator (16) via a spur gear stage (84) the first sun gear (30) is connected; - The drive (12) can be connected to the first ring gear (34) via a coupling (KR) of a travel direction change assembly (50) and a spur gear stage (54) or via a coupling (KV) of the travel direction change assembly (50) and a spur gear stage (52) wherein the direction change assembly (50) is arranged on the power take-off shaft (20); - The second ring gear (44) is connected to a first clutch (K1) via a spur gear stage (60), the spur gear stage (60) via the first clutch (K1) to an intermediate shaft (70) and / or a second clutch (K2 ) is connectable, the second clutch (K2) being connectable to the second sun gear (40) and a fourth clutch (K4) via a spur gear stage (62); - The fourth clutch (K4) is connected to a third clutch (K3), the third and fourth clutch (K3, K4) being further connected to the output (14); - A planet carrier of the second planet gears (46) is connected to the third clutch (K3); - The intermediate shaft (70) is connected to the third clutch (k3) and the output (14) via a spur gear stage (64). Power split continuously variable transmission (1200) according to Claim 1 , characterized in that - the drive (12) is connected to a power take-off shaft (20), the power take-off shaft (20) being connected to the variator (16) via a spur gear stage (86), which is further connected to the variator (16) via a spur gear stage (84) the first sun gear (30) is connected; - the drive (12) over a spur gear stage (52) is connected to the first ring gear (34); - A first clutch (K1), a second clutch (K2), a third clutch (K3), as well as two clutches (KV, KR) of a travel direction change module (50) are arranged on an intermediate shaft (70), the third clutch ( K3) and a spur gear stage (64) the intermediate shaft (70) can be connected to a planet carrier of the third planetary gear (46), while the intermediate shaft (70) via the coupling (KR) of the travel direction change assembly (50) and a spur gear stage (54) with the The output (14) and a fourth clutch (K4) can be connected; - The intermediate shaft (70) can be connected to the output (14) and the fourth clutch (K4) via the clutch (KV) of the travel direction change assembly (50) and a spur gear stage (56); - The second ring gear (44) is connected to the first clutch (K1) via a spur gear stage (60), the second ring gear (44) further via the first clutch (K1) to the intermediate shaft (70) and / or the second clutch (K2), the second clutch (K2) being connected to the second sun gear (40) via a spur gear stage (62), the second clutch (K2) being connected to the fourth clutch (K4) via a spur gear stage (58) and thus can be connected to the output (14). Power split continuously variable transmission (1300) according to Claim 1 , characterized in that - the drive (12) is connected to a power take-off shaft (20), the power take-off shaft (20) being connected to the variator (16) via a spur gear stage (86), which is further connected to the variator (16) via a spur gear stage (84) the first sun gear (30) is connected; - The drive (12) can be connected to the first ring gear (34) via a coupling (KR) of a travel direction change assembly (50) and a spur gear stage (54) or via a coupling (KV) of the travel direction change assembly (50) and a spur gear stage (52) wherein the direction change assembly (50) is arranged on the power take-off shaft (20); - The second sun gear (40) is connected to a second clutch (K2) via a spur gear stage (62) and can be connected via this to a first clutch (K1) and / or the output (14), the second sun gear (40) via a spur gear stage (64) is connected to a fourth clutch (K4) and can be connected via this to the output (14); - The first, second, third and fourth clutches (K1, K2, K3, K4) are arranged on the output (14); - An intermediate shaft (70) connects a planet carrier of the third planetary gear (46) to the third clutch (K3) via a spur gear stage (60), whereby the intermediate shaft (70) can thus be connected to the output (14); - The second ring gear (44) is connected to the first clutch (K1) via a spur gear stage (56), whereby the second ring gear (44) can be connected to the output (14). Drive unit with a power-split continuously variable transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000, 1100, 1200, 1300) according to one of the preceding claims and with a motor which is used to drive the drive (12 ) is mechanically operatively connected to the drive (12).

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