EP0939866A1 - Transmission a reglage continu a branchement de puissance - Google Patents

Transmission a reglage continu a branchement de puissance

Info

Publication number
EP0939866A1
EP0939866A1 EP98954203A EP98954203A EP0939866A1 EP 0939866 A1 EP0939866 A1 EP 0939866A1 EP 98954203 A EP98954203 A EP 98954203A EP 98954203 A EP98954203 A EP 98954203A EP 0939866 A1 EP0939866 A1 EP 0939866A1
Authority
EP
European Patent Office
Prior art keywords
shaft
gear
transmission
output shaft
planetary gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP98954203A
Other languages
German (de)
English (en)
Inventor
Michael Meyerle
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MEYERLE, HANNELORE
MEYERLE, JUERGEN
MEYERLE, MARTIN PETER
Original Assignee
Meyerle Michael
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Meyerle Michael filed Critical Meyerle Michael
Publication of EP0939866A1 publication Critical patent/EP0939866A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges

Definitions

  • the invention relates to a continuously variable transmission, preferably with a power split, with a hydrostatic or mechanical continuously variable converter according to the preamble of claim 1 and further independent claims.
  • the object of the invention is. to provide a power split transmission that is simple and time-saving in a main house or in a vehicle frame, e.g. B. a tractor, can be installed without disassembling the main vehicle body or frame.
  • a vehicle frame e.g. B. a tractor
  • the object is achieved by the disclosef in the main-claims above hardships features. Further details emerge from the subclaims and the description. 1 and 2, FIGS.
  • the invention can be implemented in various ways and is characterized in particular by it.
  • the power split transmission ( HVG IMVG) forms a complete unit, which can be used in any type of housing of an overall transmission or engine or frame of a vehicle according to the type of modular construction.
  • the transmission is a hydrostatic-mechanical power split transmission (HVG) or mechanical power split transmission (MVG) with different numbers of drive ranges f o r ä RTS preheating and reverse ausbertbar. It can be used as a standard gearbox for various types of vehicles, such as tractors, work machines, commercial vehicles, distribution vehicles or buses, among others.
  • a special feature then harbors that a transmission family f o r a wider power range, for example, fr is provided tractors, wherein, for example, f r ü a power range of 70 to 300PS the same hydrostatic Getnebe or the same size converter 4c, can be used 4d.
  • the delimitation of the individual power ranges is implemented by corresponding number of switching sections and / or associated groups gear and / or adjustment-gear on the transmission input, wherein z B f o r the lowest power range only a Vorwarts Scheme and for ooersten power range four or more Forward driving areas are used The number of driving areas and the division of the area sizes determine the gearbox corner power required for the respective tractive force.
  • the gearbox (HVGi or ( MVG ) is preferably constructed according to the type of inlme construction. This means that the hydrostatic transmission 4c and the coupling gearbox 5c are which includes the summation and, optionally, the range clutch, arranged coaxially to each other, the drive shaft can lc depending on vehicle design advantageously be arranged coaxially to T ⁇ ebwelle the drive motor.
  • this transmission the maximum drive speed of 2,300 rPM at the input shaft lca to the permissible input speed of 3500 rpm of the hydrostatic Getnebes on the input shaft lc erm ö glois be the high driver Getnebe (HT) (not shown) as known transmission gear with spur gear or as shown in Figure 31 shown, be formed more advantageously as three-wave planetary gear, the sun gear S fixed to the housing, the web St with the input shaft lca and the ring gear H forms the output shaft.
  • HT planetary gear high drive transmission
  • a further ö possibility for adaptation of the necessary tractive force is provided by the use of a group transmission (GR) (Fig. 32) where, for example, in a known manner a Field and a road group is provided with the switch positions A and S as shown in Fig. 32.
  • the field group is designed for a maximum speed of 30 km, the road group for a maximum speed of 50 km
  • the transmission configuration like FIG. 30, includes the power-split basic HVG with two forward driving areas without its own reverse area.
  • this HVG transmission is assigned a step transmission VG / GR, which has a reversing group WG for speed reversal with a corresponding shift R
  • This step transmission VG is additionally equipped with a stepped manual transmission illustrating a known manner a staged circuit f o r slow operation L or a and quick operation S or H allowed z B arable or street operation of a tractor, such as in output rPM diagram Fig 34 near the field level is here for example for ax 30km / h the road group is designed for 50km / h.
  • the continuously variable branching gear HVG or MVG can be created from the basic units of the ⁇ entire beverage program
  • the gearbox program provides that depending on different vehicle requirements, particularly with regard to the tractive force requirements, the leweihge gear design - single-range, two-range, three-range, four-range gearbox - each optionally with the high-speed gearbox HT arranged on the input side (Fig. 31 ) or and can be combined with a downstream group transmission GR (Fig. 32, 33 ) .
  • the respective group - field group A or road group S - can be preselected when the vehicle is at a standstill
  • the invention provides a control and regulating device which makes it possible to switch from one group to another even while driving.
  • the control system has a special group switching program for this purpose, which provides that, as shown in FIG. 34, at the end of the speed or gear ratio the working group or at the translation / Speed point PA1, the group shift to neutral position and the gear ratio is reduced within a time phase dependent on an adjustment speed until synchronous operation of the coupling members of the road group is achieved, after which the road group automatically switches on by means of a preferably electronic speed comparison of suitable gear motors by means of speed sensors or others known devices, the synchronization point of the coupling members concerned is sought.
  • the group shift S - A is therefore automated accordingly, the clutch itself being able to be designed as a friction clutch or form-fit clutch.
  • a hydraulically actuated form-fit clutch is advantageous here, preferably with deflection teeth as described in more detail in European Patent 0276 255.
  • a known multi-plate clutch or cone clutch can be used as a friction clutch. as shown in DE19 14 724 in Fig. 42 43 44 Find use When using friction clutches, it makes sense to provide a clutch overlap within the switching phase or within the necessary ratio change
  • the invention alternatively provides an automatically effective control program for the automatic switching process from work group A to street group S and vice versa from S to A.
  • This program can be dependent on one or more operating parameters and / or dependent on predetermined time parameters and / or dependent on economically determining factors How transmission efficiency and / or engine efficiency automatically function
  • switching from one group to another can take place when the control device detects that an operating state in the other switching group is operating with lower fuel consumption and / or with more favorable noise behavior
  • the control device will recognize that this operating state in road group S can be operated with lower fuel consumption.
  • the control program provides for this to trigger an automatic switchover from group A to group S in the manner described above.
  • the trigger signal can also be triggered manually using the appropriate actuation device (button; lever).
  • actuation device button; lever.
  • the first range can be fully extended, for example up to 30 km / h as shown in Fig. 34, after which an automatic switchover to S takes place to further increase the speed.
  • the signal for switching over from group S to group A in Worst case at a speed point PS2 to PA2 only take place under the condition that there is a minimum gear ratio difference ⁇ i which changes that the required output speed does not exceed the final speed point PA1.
  • Switching to the other group can also take place at lower speeds or in the lower gear ratio range, z B h at 15km / if the recognizes that Fahrregelungseinnchtung speed visiting this point in the j each case other switching group can be driven mannsgunstiger in the electronic control means 5 are for this purpose the corresponding transmission characteristics and motor characteristics programmed Wora us es, for in response to the respective transmission ratio and the j esharing load state B, from which also the respective hydrostatic power component is hydrostatic pressure ratio recognizable and optionally other Radio t en the switching signal is formed
  • the continuously variable transmission withêteer group circuit is both Work machines as well as road vehicles of various types can be used
  • Switching to the other area is preferably carried out after a defined dwell time within a defined translation range in order to avoid switching back and forth from one switching area to the other too often.
  • the suitable values can be determined experimentally.
  • the switch to street group S is only triggered after a dwell time of approx. 30 seconds. After triggering a switchover process, the next switchover process should be carried out after a longer dwell time , e.g. to bring the hydrostatic pressure to correspondingly lower values
  • the invention further provides that an optical and / or acoustic display is provided, which indicates in the respective switched group whether this operating state should be operated in this group or better in the other group.
  • the driver can decide whether the group changeover should take place automatically or manually by means of a corresponding preselection via corresponding ⁇ 7 selection options
  • the invention provides a gear row before that to Erf Settin g various vehicle demands insbesonder in terms of different performance Great, a transmission line with two or more shift ranges before.
  • Fig. 35, 39, 40 is a transmission system with a Umschlingungsgetnebe 4d and an associated power split transmission, which consists of a
  • Summation planetary gear 301. 101 201. 401 is formed with assigned range clutches K1 and K2. A fully variable travel speed from zero to final speed is achieved via two power-shifting shift ranges. This means that in the starting state the translation is "infinite" and thus a starting or separating clutch between the engine and transmission can be omitted.
  • the transmission can MVG with different mechanical continuously variable variator or transducers also frictional transmission of any kind with a primary and secondary part ä r- be provided.
  • a Umschlingungsgetnebe 4d consisting of a primary unit and a secondary 4DA Unit 4dB.
  • the assigned summation planetary gear 301; 101; 201; 401 is designed with four shafts and has two input shafts El and E2 and two output shafts AI and A2.
  • the first input shaft El is with the drive shaft lc and the primary unit 4dA and the second input shaft E2 with the 4dB secondary unit in parallel.
  • the variable speed or the variable power is thus supplied via the second input shaft E2.
  • both power branches of the shafts El and E2 are added up and forwarded alternately to the output via the two output shafts AI and A2.
  • the first output shaft AI of the summation planet and the second output shaft A2 are thus alternately connected to the output shaft 106 m
  • the summation planetary gear can also be designed in various ways for mechanical power split gearboxes MVG (s 301 Fig. 35; 101 Fig. 38; 201 Fig. 42; 401 Fig. 39). All embodiments have in common that the gear ratio is "infinite" in the starting condition at zero driving speed, whereby a starting clutch can be saved and that the stepless converter is set to large, preferably maximum self-translation, the first driving range passing through when the clutch K1 is closed Ar, by increasing the speed of the second input shaft E2 from low speed to the same speed of the first input shaft El, all links of the summation planet gear 101 201, 301 401 and the links of the second range clutch K2 have reached synchronous operation, after which by closing the second range clutch K2 and opening the first range clutch Kl the second shift range can connect seamlessly without interrupting the load
  • the floor versions in accordance with Figs. 35, 38, 39, 40 each have two power-split forward driving areas. As shown in FIG. 38, these gears are designed with a device for a reverse driving range.
  • a planetary gear stage PR is provided in which, for example, the ring gear of the planetary gear PR is connected to the first output shaft AI, the sun gear is connected to the output shaft 106, and the web is coupled via a coupling KR can be connected to the Getnebegehause
  • different reversing devices such as 15, 16, 17 or also 18 are used.
  • the drive shaft 1c is guided through the gearbox in the case of the casing versions FIGS.
  • shaft 114; 2e can also be used as a drive shaft, so that according to certain vehicle requirements, e.g. when used in a car with front-wheel drive, the transmission driven gear 138 can be arranged on the input side of the vehicle
  • the summation planetary gear 301 Fig. 35 has two planetary gear stages P1 and P2.
  • the web shaft 126 of the first planetary gear stage forms the first input shaft El and is in drive connection with the primary unit 4dA of the converter 4d and the drive shaft 1c and the ring gear 127 of the second planetary gear stage P2.
  • the ring gear 125 of the first Planetary gear stage is in drive connection with the second input shaft E2 and the primary unit 4dB of the continuously variable converter 4d.
  • the sun gears 137 and 124 of both planetary gear stages are connected to the second output shaft A2.
  • Interlocking planet gears 122 and 123 are arranged on the web shaft 128 of the second planetary gear stage P2, one 122 engaging the ring gear 127 and the other 123 engaging the sun gear 124.
  • the land shaft 128 of the second planetary gear stage P2 forms the first output shaft AI, which can be connected to the clutch Kl.
  • the summation planetary gear 401 acc. 39 has a web 133 which is connected to the first input shaft El. Intermeshing first planet gears 132, second planet gears 130 and third planet gears 131 are arranged on this web 133, the third planet gears 131 meshing with a ring gear 134 connected to the second input shaft E2.
  • a second ring gear 135 connected to the first output shaft AI engages in first planetary gear 132 and a sun gear 136 connected to the second output shaft A2 also engages in first planetary gear 132.
  • the summation planetary gear 101 according to. Fig. 40 is designed such that the second input shaft E2 is connected to a web 103 on which intermeshing first planetary gears 107 and second planetary gears 108 are arranged, a ring gear 102 connected to the first input shaft El engaging in first planetary gears 107
  • the first output shaft AI connected ring gear 104 meshes with second planet gears 108 and a sun gear 105 connected to the second output shaft A2 also with second planet gears 108.
  • FIG. 42 Another embodiment of the summation planetary gear 201 according to. Fig. 42 provides that the second input shaft E2 forms the planet carrier 144, on which intermeshing first planet gears 139 and second planet gears 140 are arranged, with a ring gear 141 connected to the first input shaft E1 in first planet gears 139, a second with the first output shaft AI connected ring gear 142 in second planet gear 140 and a sun gear 143 connected to the second output shaft A2 also engages in second planet gear 140.
  • the first input shaft E1 is arranged above the second input shaft E2, the drive connection between the summation planetary gear and the drive shaft lc taking place via a first spur gear stage dA and a second spur gear stage dAl.
  • the gearbox versions acc. F ⁇ g.41 to 44 have to create more than two switching areas j in each case an auxiliary transmission 112; 112a; 113.
  • the additional gears 112 and 112a are designed as countershaft gears, the output shaft 106 being arranged axially offset from the drive shaft lc. Via a matching stage 152, the output shaft 106a also coaxial with the drive shaft lc m ö possible.
  • the associated gear 113 is designed in planetary gear construction.
  • the power accumulated in the summation planetary gear is transferred to the output in this version of the construction in the first and in the second shift range with alternately engaged clutch Kl and K2 via a planetary gear stage P4 with the clutch / brake KV closed.
  • the power transmission takes place directly from the variator 4d via the second input shaft E2 to the output shaft 106 by closing the clutch K3.
  • the power after clutch K4 is closed is passed on to the output shaft without an intermediate transmission stage.
  • a zus ä USEFUL planetary stage P3 is provided which, when switched clutch or brake KR ü about two switching stages switched in alternately coupling Kl and K2, the power to
  • the additional gear 113 consists of two planetary gear stages P3 and P4. the sun gears 115 and 116 being connected to an intermediate shaft 109, which transmit the power when the clutch K1 or K2 is closed.
  • the ring gear 118 of the planetary gear stage P3 is in fixed connection with the output shaft 106 and with the web 117a.
  • the web 118a of the planetary gear stage P3 is connected with R ü ä CHC rtsfahrt ü via a clutch or brake KR with the housing. 1
  • the intermediate shaft 109 is used for power transmission in the first, second and optionally fourth switching range.
  • the second input shaft E2 and thus all elements of the summation planetary gear 301: 101: 201: 401 and the elements of the clutch K2 have reached synchronous operation.
  • the shift into the second shift range takes place by closing the clutch K2 and subsequently opening the clutch Kl.
  • the variator 4d can now be regulated back down to its translation maximum, which corresponds to the final translation point or the end of the second shift range.
  • the power accumulated in the summation planetary gear is transmitted in the second shift range via the second output shaft A2.
  • a third switching range can be connected at the end of the second switching range, so that a direct drive connection is established with the secondary unit 4dB of the variator with the output shaft, for example by closing a clutch K3 (see Fig. 44; 41 ; 42).
  • the power is transmitted with an additional gear ratio in these gearbox versions, for example in the case of the Fig.44 version with the planetary gearbox level P4 with the clutch KV closed.
  • clutch KV is opened and variator 4d is again adjusted in the opposite direction until, at the end of the third shift range, clutch elements K4 synchronize according to the speed of the second output shaft A2 and the intermediate shaft still connected to it via clutch K2 109 is reached.
  • the mechanical converter or variator 4d can be arranged in various ways depending on the given spatial conditions. For example, it is provided that the two units 4dA and 4dB on one axle with the drive shaft lc, as shown in FIG. 37 or as shown in FIG. 36, next to or above the Arrange drive shaft lc, which makes a very compact design possible
  • the Ge like t rubbed Figures 1, 2 4 has two forward and a Ruckwartsbereicn the summation planetary gear train PS1, PST is parewelhg and has two input and two output shafts on a planet carrier AI 'are intermeshing planet wheels PH' and arranged P12 ', wherein, in first planetary Rader PH 'engages with the second Hvdrostateinneit B ring gear HE2 and in second planetary gear P12' engages the ring gear HEI with the drive shaft lc, lc 'and where the bridge shaft AI' is the first output shaft AI 'with a first clutch Kl and the second output shaft A2 'forms a sun gear SA, which engages in the first planetary gear PH' and can be connected to a second clutch K2.
  • the two output shafts, web AI and sun gear SA can be connected to the output shaft 2c via the two clutches Kl and K2 , preferably a three-planet planetary unit PR1 'is used for the backward area ,
  • the sun gear SR to the output shaft 2c and whose web shaft PT2 'ber ü ring H3' with the web AI 'a clutch or brake KR with the transmission housing connectable is.
  • This gearbox version has two hydrostatic-mechanical forward and one hydrostatic-mechanical backward range.
  • the first output shaft - web AI '- is connected to the sun gear SR' and the sun gear SA to the ring gear H3 '.
  • This version is advantageous for vehicles with a lower return speed.
  • the backward driving direction can be designed in various ways, as shown in FIGS. 15 to 18
  • the Ant ⁇ eoswelle lc ' is guided through the transmission, which can be used on the output side of the transmission as a PTO connection or as a PTO drive or as a drive shaft.
  • the transmission is driven via a spur gear stage 2d on the secondary side. which establishes the drive connection between an axle differential DIF and the output shaft 2c '.
  • the axle differential DIF is arranged coaxially offset from the drive shaft lc '.
  • the spur gear can be dispensed 2d, as shown in Figure 3 wherein the output shaft 2c 'the Kegelntzeslwelle f o r represents the bevel gear of the differential gear DIF
  • the bevel gear KE is in this case For example, designed as a Hvboidtneb with an axis offset AX so that the PTO shaft or PTO shaft can be arranged on one of the two drive shafts TW with a sufficient distance.
  • the summation planetary gear PS1 and PS1 'acc. 1 and 2 are functionally the same and differ only in that, depending on the arrangement of the Hydrostatgetnebes 4c and 4c ', the position of the two ring gears HEI and HE2 are interchanged in the axial direction.
  • gearbox design acc. 4 is the hydrostatic transmission offset 4c parallel to the drive shaft lc ", wherein the drive of the first hydrostatic unit A coaxially on the output transmission over ü a spur gear 10b 'is performed and the drive connection of the second hydrostatic unit B via an input side arranged spur gear 228 'takes place.
  • the switch roller 5c containing the summation planetary gear and the clutch is also here arranged on the drive shaft lc ", wherein in extension of the connecting shaft F O R 2e, the PTO or PTO very advantageous for a tractor is realized.
  • the gearbox design acc. Fig. 6 is similar to the execution acc. Fig.4 and has the difference that the hydrostatic transmission 4c 'arranged parallel to the drive shaft is designed such that the second hydrostatic unit B is arranged on the drive shaft 6c', so that both Hvdrostat units A and B on the other side can be driven, the first hydrostatic unit A being able to be established via a first spur gear stage 10b 'and the drive connection between the second hydrostatic unit B and the shift drum 5c arranged on the drive shaft 1c can be established via an adjacent second spur gear stage 228'.
  • a further functionally identical summation planetary gear PS1 "according to FIG. 5 can be used according to the invention, which consists of two planetary gear sets, the first planetary gear set being connected to the first input shaft El' via a web shaft Stl".
  • the second input shaft E2 ' is connected to the ring gear H2 "of the second planetary gear stage.
  • the first output shaft AI ' is in fixed connection with the ring gear Hl" of the first planetary gear stage and the carrier shaft St2 "of the second planetary gear stage and the second output shaft A2 'is connected to the Sun gear Sl 'of the first and connected to the sun gear S2' of the second planetary gear stage.
  • the gearbox execution acc. 6 has a hydrostatic transmission 4c 'which is offset parallel to the drive shaft and is designed in this way. that the drive connections to the first hydrostatic unit A and the second hydrostatic unit B are possible on the input side.
  • the drive shaft 1c is connected to the first hydrostatic unit A via a first spur gear stage 10b '.
  • An adjacent spur gear stage 228 ' connects the second hydrostatic unit B to the summing planetary gear arranged in the shift drum 5c.
  • the shift drum 5c with the summation planetary gear and the shift clutches is also arranged here on the drive shaft lc and, in extension (shaft 2e ), can establish the connection to the PTO shaft on a tractor or a PTO in the same position as the drive shaft lc.
  • the differential DIF is driven by a spur gear stage 2d.
  • the axle differential DIF and the second output shaft 2c "can be offset from the drive shaft, as shown in FIG. 6, or in an axially identical configuration, as shown in
  • connections Fl F2 and F3 are preferably mechanical connections which are screwed flange ⁇ Getting Connected ode r / and driving connection with tooth profile z. B. as a socket connection, among other things, of a known type.
  • an elastic torque support 4e is expediently provided to support the reaction torque, as is advantageous, for example, in the not yet published DE 197 27 360 2 in FIG and lbc is shown and described.
  • the elastic support is advantageously implemented by means of rubber elements 4f or 4g, which are inserted into recesses or driving openings of the housing and the hydrostatic device and which have a spherical or conical shape.
  • the driving openings 4h 'mentioned can be implemented directly incorporated as shown or housed in a separate, non-shown, non-rotatably connected element, for example a sheet metal body, as shown in the aforementioned DE in Fig lba part 9e
  • Plug connections for example with plug connection 3a Fig. Ll (not shown in detail) according to the known type between a control unit le; le 'and the carrier element lb of the transmission module HVG produce the necessary oil connection.
  • the plug connections mentioned are pipe connections with elastic sealing elements. For example, O-rings at the respective connection points also provide noise isolation and also allow compensatory movements. that can occur, for example, between the hydrostatic transmission 4c and the housing due to the elastic torque deposit 4e.
  • the HVG gearbox can be designed in various ways and can be designed as a one- or two-range gearbox, as shown in FIGS. 1, 2, 7, 8 to 14 and 26, or as a three-, four- and multi-range gearbox , for example the internal gearbox structure or the gearbox concept as shown in Fig. 21. Find application.
  • the gearbox design acc. 7, 9 to 14 and 1 to 3 can preferably be used for tractors of the lower power class, the first shift range preferably being between 0 and 16 and the second shift range between 16 and 50 km / h. With this division, the best efficiency is at which the hydrostatic power is zero. at the main speed point of 8 km h.
  • the second hydrostatic unit B is preferably set to a negative variable, preferably a maximum negative manipulated variable.
  • the summation planetary gear is designed so that the first output shaft AI has a speed of" zero ", so that the first range clutch Kl with the output shaft A can be coupled.
  • the first driving range is now traversed in a positive direction of rotation by means of hydrostatic adjustment, preferably up to its end setting point, until synchronous operation of the second output shaft A2 with clutch K2 is achieved.
  • gearbox designs with more than two shift ranges.
  • These gearbox designs have a summation planetary gearbox P2 with two input shafts El and E2 and three output shafts AI A2 and A3.
  • These gearbox designs are or in the known printing steps DE39 29 209 EP 0,386,214 or DE 40 27 724 near
  • a reduction gear P3 is interposed, which is used for power transmission when the clutch or brake KV and a further clutch K5 are engaged.
  • the third output shaft A3 of the summation planet gear is connected to the output by closing a clutch K3 at the end of the second shift range the third Output shaft A3 as well as all elements of clutch K3 synchronism are reached, so that clutch K3 can be closed and clutch KV can be opened.
  • the clutch K2 remains closed.
  • the third switching range can now be passed through by means of appropriate back-regulation of the hydrostatic to the other final adjustment size Range of all links of clutch K4 have reached synchronous operation in order to be able to close it and then open clutch K3.
  • the continuously variable transmission HVG, MVG which preferably forms a common structural unit, can be inserted into the Getnebe housing on one side through a housing opening la 'right, left, up or down and through one fastening device, as shown in Figures 8 and 9, fixed F5 and F6 on Getnebegehause 1, wherein the fastening device is F5 and F6 designed so that distortions of the housing like housing 1, as for example in tractors with self-supporting housing, in particular at unilateral impact loads or by unevennesses of the roadway occur k ö can no p o-damaging deformation effect and / or vibrations to the gear HVG, MVG can be effectively to this end, the continuously variable transmission at a location, eg at the input or output side via two or more fastenings F5 point II F5 point III un ⁇ on the other side only
  • the type of fastening corresponds to a three-point bearing in relation to the respective corner points of the fastening F6 points I and F5 point II and point III (see Figure 9 illustrates the top view of the Flanschflache ⁇ on Figure 8 represent) to a secure Abstutzung the reaction torque to weight ä hrangn, can on the torque-receiving side F5 any vie le fastening points, e.g. inform of a screw connection made with several screws, can be used.
  • a further embodiment of the invention provides, as shown in Figure 12 that the continuously variable transmission or continuously variable power split transmission HVG, MVG input as a compact gear in full or in part complete execution and the output side ü over j in each case a Zentrierlagerung F7 and is mounted F8, wherein one or a plurality of, preferably noise-reducing, elastic torque connectors 4e ', the reaction torque of the transmission HVG, MVG is supported on the housing 1 or on one of the fixed housing elements, for example the transmission cover la.
  • the central gearbox mounting F7 or F8 can additionally be designed with interposed noise-reducing and vibration-reducing bearing elements F9 'for optimizing the noise behavior.
  • the torque arm can be designed in various ways. For example, similar to that shown in Fig.
  • any number of elastic elements 4f or 4g for example in spherical 4f or cone shape 4g, can be provided.
  • the torque arm can also be designed for the axial fixation of the gearbox.
  • a support element F7 'and F8' preferably, provided in flange with centering, which, for example via a screw connection ü F4 'the connection of the transmission MVG; HVG with the main housing 1 in a simple and easy to install way.
  • Fig.12 is the continuously variable transmission MVG; HVG, as in the previously described embodiments, can be inserted and installed laterally through a housing opening 1 a, in order to take advantage of the ease of installation and servicing, as already described. But it is also in the usual way in a tea house. For example, can be installed without a side cover.
  • the complete or almost complete continuously variable power split transmission (hydrostatic branching gear HVGi forms a gear unit which is different, that is to say in different embodiments of the power split, in particular, as already mentioned, with a different number) Shift ranges, for example as a single-range gear (not shown ) or as a 2-range gear 7 or 4-range gear, for example FIGS. 21, 26, and can be adapted to various vehicle requirements.
  • the power split transmission HVG is in this case as a compact gear with or formed without a control device, which can be inserted in a very simple manner into the housing opening la 'of a main housing 1, for example in a tractor, and only on one side, in particular the output side, via a connecting device, in particular a screw connection F4, to the main housing 1 verbi ndbar
  • the housing-opening la can in this case be relatively small since ä hernd in a cylindrical shape ausvigbar by the particular transmission form of the HVG, in particular by Inhne construction, the ann in the indicated execution, and as shown in Fig. ll, little installation or assembly space la "claimed.
  • the control unit le and le is in this case expediently on Get ⁇ ebe-housing 1, for example, with plug-in connections as already described, f o r the control pressure.
  • the drive-side connection to the vehicle engine can be carried out in the usual known manner, for example by means of a socket or flange connection (not shown ) or also by a direct connection to the flywheel of the drive motor by means of an intermediate vibration damper, as is known per se.
  • the drive motor is preferably arranged coaxially with the drive shaft lc of the gearbox, the axle differential DIF being axially offset from the drive shaft.
  • the drive shaft lc is routed centrally through the gearbox and the PTO shaft connection can be realized via a shaft connection F3, for example, a plug-in connection with a driving profile.
  • the gearbox output takes place at the same height as the axle differential DIF. With this design it is not necessary that To drive the drive shaft lc through the gearbox to the output.
  • the drive shaft lc ' is shown offset to the drive shaft of the HVG gearbox ellt wherein ü via a spur gear 26c 'lc the drive connection to the drive shaft and the transmission HVG is prepared
  • the PTO connection takes place at this transmission execution by a UE over or next to the gear HVG parallel staggered wave like 2e
  • Fig 14 is expedient to attach the housing opening on one of the gear sides (not shown)
  • the transmission HVG can also act as independent variable transmission having fully completed go ä use be carried out as shown in Figure 26 which for example a vehicle axle ü about a corresponding compound 'screw F4) can be mounted as shown in FIG 11, like the invention, the Hydrostat-Getnebe 4c as a separate unit or as an extra encapsulated unit with the hydrostatic units A and B also forms the summation planetary gear in various embodiments, as already described or below, and the clutches or range clutches and / or brakes for switching the corresponding shift ranges are in accordance with the invention advantageously, 5c to form a unit inform a transmission roller 5c together quantitative almost hydrostatic transmission 4c and the transmission roller ü via a housing or carrier element G connected to each other the hydrostatic Getnebe 4c, such as m-like shape described above, according to the invention, its relations to the housing ⁇ us e and support element G stored noise and vibration reducing by a corresponding, preferably elastic damping device 4e, 4h.
  • the invention elastic, in particular made of rubber elements 4f and 4g in corresponding recesses 4e ', which are incorporated in the hydrostatic housing 4c and the support element G, embedded.
  • the elastic insulation elements can be designed in spherical shape 4f or conical shape 4g or in other shapes, not shown.
  • the corresponding recesses 4e 'on the hydrostatic transmission 4c and the support element G preferably represent conical bores, so that when a reaction torque occurs on the hydrostatic transmission, in addition to the torque support, an axial force corresponding to the torque is generated, which is generated on a corresponding dam element 4h, which is preferably designed as a friction ring, is trimmed. This has the advantage of a very effective friction damping.
  • the aforementioned conical bores 4e ' are very inexpensive, each of which can be produced in a single operation.
  • the 01 and control pressure connections from the control unit li to the hydrostatic branching gear HVG are expediently made via plug connections, which can also be implemented inexpensively via known connections 3a with an O-ring seal.
  • the transmission design according to the invention has the further advantage that the center distance a 'is very small and can therefore be adapted to a wide variety of vehicle requirements.
  • Summation planetary gear PS3 the clutches Kl, K2 are arranged.
  • the summation planetary gear PS3, acc. Fig.19, is designed four-welhg and has three input and one output shaft.
  • the first input shaft E1 is permanently connected to the first hydrostatic unit A and the first shaft a2 'of the summation planet gear.
  • Summation planetary gear can alternately be connected to the second hydrostatic unit B via clutch K1 or K2.
  • the output shaft AI 'of the summation planet is permanently connected to the output shaft A of the transmission or, as shown, can be connected via a clutch KV.
  • the summation planetary gear PS3 has a land shaft connected to the output shaft AI ', on which intermeshing planet wheels P1 are arranged.
  • the first planetary gear engages with the first range clutch Kl connectable ring gear Hl 'and a sun gear Sl' connectable to the second clutch K2.
  • the summation planetary PS3 can be implemented in various ways, for example also with two planetary gears as shown in EP 0 242 372 Fig. 1.
  • the gearbox version acc. Figure 19 has two Vorw ä RTS and two return waiting areas, preferably for the Backward operating a planetary gear PR4 is provided which causes a travel direction or rotation direction reversal in switched clutch or brake LR.
  • the output shaft AI ' may in this case be provided with a sun gear and the output shaft O with a ring gear, wherein the web of the planet wheels via a clutch or brake with the KR Getnebegehause f o r R ü ä CHC rtsfahrt is connectable.
  • the output shaft AI is' ü via a clutch KV with the transmission output shaft A, as already EXPLANATORY explained in greater detail, connected
  • the maximum jerk running speed can be adjusted as desired by appropriate selection of the planetary gear of the planetary gear set PR4, PR5, PR6 and other , as for example in the drawings. Fig. 15, 16 and 17 shown and described earlier.
  • the summation planetary gear 187 consists of two planetary gear stages P1 and P2. the input shaft E2 'being connected to the ring gear 182 of the first planetary gear stage and both sun gears 185 and 186 of the first and second planetary gear stages being connected to the input shaft E2'.
  • the land 188 of the second planetary gear stage P2 is coupled to the first input shaft E1 and the land shaft 183 of the first planetary gear stage P1 and the ring gear 184 are coupled to the output shaft AI '.
  • the invention provides different embodiments of the reversing device as shown in FIGS. 15, 16, 17, 18.
  • the aforementioned reversing devices can preferably be used for the gearbox designs according to FIGS. 7 to 14 , the main difference being that an output member of the gearbox can be connected to various planetary gearbox designs - PR4, PR5, PR6 - with PR4 said gearbox - Output link with a sun gear S4 and the transmission output shaft A '.
  • a "is connected to a ring gear and the carrier shaft H4 St4 with the housing ä ü use via a clutch or brake KR is connectable. In embodiments having gem.
  • the reversing device is a planetary gear PR5, with intermeshing planet gears PH and P12 being arranged on a web shaft, a ring gear H3 'connected to a gear output member engaging in the first planet gear PH and the gear output shaft A'; A "is connected to a further ring gear H3" which engages in second planetary gear P12.
  • the reversing device acc. Fig. 17 has a planetary gear PR6 with intermeshing planetary gears PH and P12. which are mounted on a web shaft St6. An output member of the transmission engages a sun gear S6 which meshes with first planet gears PH. The output shaft A '.
  • the web shafts St4: St5: St6 can each be connected to the housing via a brake or clutch KR for the reversing range.
  • the version is suitable for lower reversing speeds, as shown in Fig. 15 and for high reversing speeds, the version as already shown in the complete gearboxes Fig. 10 to 14.
  • the reversing devices with the planetary gearboxes PR5 or PR6 are suitable as in Fig. 16 or 17 shown.
  • a complete reversing gear according to. Fig.18 with the drive shaft A '; A ".
  • a planetary gear PR6 is used with a web shaft which can be coupled to the housing 1.G and on which intermeshing planet gears PH and P12 are arranged, with a sun gear S6 attached to the output shaft A 'in the first planetary gear PH and, connected to the output shaft a2 sun gear S6 in second planet gears P12 '.
  • engage all embodiments, as shown in Figure 15 to 17 are daf r ü usable under the condition that the corresponding first planetary member S4; H3'; S6 at the Output shaft A '.
  • the function of the transmission according to Fig. 19 corresponds in terms of shifting or shifting sequence and the hydrostatic speed behavior of the transmission embodiment according to Fig. 7, wherein in the starting state at driving speed "zero" and the clutch Kl, the hydrostatic circuit is preferably from one to other transmission end point is fully regulated, all links of the summation planet gear PS3 and the links of the second range clutch K2 having synchronous running at the end of the first switching range.
  • the clutch K2 can be closed and then the clutch Kl can be opened and then the following Hydrostatic transmission can be adjusted in the opposite direction up to its Adjustment end point. at which the final transmission of the transmission or the maximum speed of the transmission can be reached.
  • the transmission thus has two hydrostatic-mechanical shift ranges similar to the aforementioned embodiment according to.
  • a transmission embodiment of the invention with a mechanical converter 4d, in particular a belt and a downstream transmission 5d, which is preferably designed as a power split transmission is shown.
  • this transmission is also preferred for the invention as a compact transmission or mechanical branching gearbox MVG, which can be installed through a gearbox opening la 'in a crop housing, e.g. a tractor, or can be attached to a gearbox, e.g. a drive axle 1A, via an identical or similar connecting device F4.
  • the mechanical converter gearbox which consists of a Pnmar unit ( conical disk 4dA) and a secondary unit (conical disk 4dB), is constructed in such a way that the first P ⁇ mar unit 4dA via a gear stage dA with the drive shaft lc and the secondary Unit 4dB over a further gear stage dB with a gear lever ed of the summing planet or summing 5d connected Das
  • Summ istsgetnebe 5d can be designed as a planetary gear with one or more switching ranges, similar to the above-described hydrostatic-mechanical gear designs.
  • the output shaft of the gear can run coaxially to the input shaft lc through the gear and coaxially to a gear, for example Axle gear LA, are connected
  • the differential gear DIF or the input shaft 2 '"of the drive axle 1A or the corresponding subsequent gear is axially offset from the input shaft lc and via a corresponding spur gear stage 2d with the gearbox output shaft A * in drive connection
  • it is possible, as with the transmission version according to Fig. 10 to guide the transmission input shaft lc centrally through the transmission in order to implement, for example, a coaxial drive for a shaft 2e 'or PTO or PTO.
  • the second Hydrostat unit B which is usually designed as a constant unit, to be designed for a smaller delivery volume than the adjustment unit A, in order to be able to compensate for the leakage-related speed slip for the range shifting. This can be done in a simple manner by a correspondingly smaller angle of the swash plate or at adjustable hydrostatic unit B can be compensated by appropriate secondary adjustment.
  • the speed slip can be compensated for by adjusting the gear ratio in the connecting spur gear stages
  • the gearbox execution acc. 22 is identical to the Getnebe version 21, but with the difference that the third output shaft A3 overlaps the clutches K1 and K2 and can be coupled to the web shaft PST3 via the clutch K3 and therefore the output shaft A 'directly above the continuous drive shaft lc can be arranged
  • Summation planetary gear 157 provides that the summation planetary gear three planetary gear stages PV1; PV2 and PR are assigned.
  • the sun gear 169 and 167 of the two planetary gear stages PR and PV1 are with the first output shaft AI and the sun gear 168 of the planetary gear stage PV2 is with the second output shaft A2 Summ istsplanetengetnebes connected
  • the carrier shaft 181 of the planetary gear stage PR is f o r the jerk Wart group via verbmdbar above the clutch KR with the housing, the ring gears 171 and 170 are in the first or second shift range via couplings Kl or K2 with the housing ä use verbindbar.
  • Die planet gears of the planetary stages PV1 and PV2 have a common land shaft 172, which is connected to the ring gear of the planetary stage PR and the output shaft 2c.
  • the summed up power is flowing via the first output shaft AI when the clutch or brake Kl via the planetary gear stage PVL, in the second shift range via the second output shaft A2 ü when the clutch or brake K2, the third shift range via above the third output shaft A3 closed clutch K3 and the fourth shift range above about the second output shaft A2 with the clutch K4 to the output 2c F r ü jerk Wart area is a shift range is provided, which in switched clutch brake KR or the carrier shaft of the planetary gear unit PR retaining the housing in which the power ü about the first output shaft AI flows via this planetary gear stage PR to the output.
  • This Getnebe version like FIG. 27 has four forward and one reverse range.
  • the functional sequence is such that with the travel direction selected, the second input shaft E2 connected to the second hydrostatic unit B has opposite rotation Direction with the first input shaft El, the first output shaft is AI, so that the clutch Kl can be switched while the ring gear of the planetary gear stage PVl is stationary.
  • the Hvdrostat is now regulated within the first switching range up to its other adjustment end point, after which the second output shaft A2 and both Sun gears 168 and 167 of the planetary gear stages PV2 and PV1 have reached synchronism, as a result of which the ring gear 170 of the planetary stage PV2 stands still, in order to be able to close the second range clutch K2 and to be able to open the first range clutch Kl.
  • the second range is now traversed to the starting point by back regulation of the hydrostat, whereby the third output shaft A3 of the summation planet has reached synchronism with the output shaft 2c at the end of the second switching range.
  • the third area now follows by repetitively adjusting the hydrostatic to its other end point, after which the second output shaft A2 and thus the clutch elements of clutch K4 have synchronous operation
  • Coupling K3 can now connect the fourth area by repeated jerk control of the hydrostatic unit
  • the summation planetary gear 157 has intermeshing first planet wheels
  • a second planet gear 173 mesh with a ring gear 178 connected to the first output shaft AI and a sun gear 176 connected to the second output shaft A2
  • the invention provides that the second hydrostatic unit B is held in a hydrostatically inoperative operating state, which corresponds, for example, to the main operating range of the tractor at approx. 8 km / h, for example, by closing a clutch DZW brake BR.
  • a cheaper brake band is preferably used here BR uses which preferably closes automatically at the corresponding translation point.
  • the control and regulating device is programmed for this purpose so that, for example, after a certain dwell time at this preferred translation point or close to its translation point, an automatic translation correction or adaptation of the hydrostatic device closes, depending on the circumstances - Adjustment to the most exact possible setting to delivery volume, zero "and / or a bypass function of a known type can take effect so that the hydrostatic pressure or differential pressure can be reduced to" zero "by the hydrostatic V largely switch off losses
  • This fixed gear ratio corresponding to the recorded Hrostrost unit B can be maintained within a pre-programmed speed range, whereby the two end points - upper or lower end point of the specified engine speed in the corresponding gear ratio range of the gearbox determine the switching on and off of the holding device.
  • This engine speed range can be a fixed one or variable, in particular dependent on the efficiency values of the transmission and the engine operating sizes which are preferably to be determined experimentally.
  • the hydrostat 4c can also be used as a brake retarder, with a corresponding control device, as described in more
  • the continuously variable transmission HVG or MVG also includes the complete control and regulating device 5, le (see FIGS. 10, 26).
  • the electronic construction elements are also included, so that at in the event of a possible damage, the entire gearbox can be replaced very quickly and the assembly effort, downtime and assembly errors can be reduced to a minimum.

Abstract

Transmission mécanique ou hydrostatique à réglage continu à branchement de puissance, dans laquelle la puissance d'entrée est répartie en une branche de puissance (4C') à réglage continu et en une branche de puissance sans réglage continu, lesquelles sont totalisées dans une transmission à accumulation (PS'). La transmission à réglage continu (4C') et la transmission à accumulation (PS') sont disposées coaxialement l'une par rapport à l'autre, ou bien forment, en tant qu'unité de construction commune, une transmission à branchement de puissance pouvant être montée et démontée dans un carter principal ou pouvant être éventuellement combinée avec d'autres transmission montées en amont ou en aval.
EP98954203A 1997-09-20 1998-09-19 Transmission a reglage continu a branchement de puissance Withdrawn EP0939866A1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE19741600 1997-09-20
DE19741600 1997-09-20
DE19809782 1998-03-07
DE19809782 1998-03-07
DE19814022 1998-03-30
DE19814022 1998-03-30
PCT/DE1998/002788 WO1999015813A2 (fr) 1997-09-20 1998-09-19 Transmission a reglage continu a branchement de puissance

Publications (1)

Publication Number Publication Date
EP0939866A1 true EP0939866A1 (fr) 1999-09-08

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EP98954203A Withdrawn EP0939866A1 (fr) 1997-09-20 1998-09-19 Transmission a reglage continu a branchement de puissance

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EP (1) EP0939866A1 (fr)
DE (2) DE29816863U1 (fr)
WO (1) WO1999015813A2 (fr)

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US6440026B1 (en) * 2000-09-26 2002-08-27 Deere & Company Hydro-mechanical transmission
DE10122823B4 (de) * 2001-05-11 2011-03-03 Zf Friedrichshafen Ag Leistungsverzweigungsgetriebe
DE102004001929A1 (de) 2004-01-14 2005-08-04 Zf Friedrichshafen Ag Hydrostatisch-mechanisches Leistungsverzweigungsgetriebe
ITBO20040017A1 (it) * 2004-01-16 2004-04-16 Cnh Italia Spa Trasmissione cvt per autoveicoli, in particolare pre trattori agricoli.
DE102004004139A1 (de) * 2004-01-28 2005-08-25 Zf Friedrichshafen Ag Leistungsverzweigtes Getriebe
ITTO20050778A1 (it) * 2005-11-02 2007-05-03 Graziano Trasmissioni Spa Trasmissione a rapporto variabile in modo continuo
DE102006018772B4 (de) * 2006-04-20 2011-09-15 Dieter Glöckler Getriebebaueinheit, insbesondere Mehrbereichsgetriebe mit Direktgang
JP5190513B2 (ja) 2007-10-02 2013-04-24 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト 動力分割変速機
DE102007047194A1 (de) 2007-10-02 2009-04-09 Zf Friedrichshafen Ag Leistungsverzweigungsgetriebe
WO2009047031A1 (fr) 2007-10-02 2009-04-16 Zf Friedrichshafen Ag Dispositif de transmission à variation continue pour un véhicule
ATE533969T1 (de) 2007-10-02 2011-12-15 Zahnradfabrik Friedrichshafen Leistungsverzweigungsgetriebe
EP2193290B1 (fr) 2007-10-02 2011-10-12 ZF Friedrichshafen AG Dispositif de transmission pour un véhicule
DE102007047195A1 (de) 2007-10-02 2009-04-09 Zf Friedrichshafen Ag Verstellvorrichtung des Hubvolumens von hydraulischen Kolbenmaschinen
EP2207985B1 (fr) 2007-10-02 2011-11-16 ZF Friedrichshafen AG Dispositif de transmission avec un variateur
EP2193293B1 (fr) 2007-10-02 2011-11-23 ZF Friedrichshafen AG Transmission de répartition de puissance hydrostatique-mécanique
WO2009047039A1 (fr) 2007-10-02 2009-04-16 Zf Friedrichshafen Ag Dispositif de réglage de la cylindrée de moteurs à pistons hydrauliques
EP2193291B1 (fr) 2007-10-02 2011-11-23 ZF Friedrichshafen AG Transmission pour un véhicule, équipée d'un variateur
DE102008040450A1 (de) * 2008-07-16 2010-01-21 Zf Friedrichshafen Ag Stufenlose Getriebevorrichtung für ein Fahrzeug
DE102010003943A1 (de) * 2010-04-14 2011-12-15 Zf Friedrichshafen Ag Getriebevorrichtung mit wenigstens einem Variator zum stufenlosen Variieren einer Übersetzung
DE102010003944A1 (de) * 2010-04-14 2011-12-01 Zf Friedrichshafen Ag Getriebevorrichtung mit sekundärer Leistungsverzweigung
DE102013110463A1 (de) 2012-12-17 2014-06-18 Linde Hydraulics Gmbh & Co. Kg Leistungsverzweigungsgetriebe eines Fahrantrieb eines Fahrzeugs
DE102019219356A1 (de) * 2019-12-11 2021-06-17 Zf Friedrichshafen Ag Leistungsverzweigungsgetriebe und Antriebsstrang für eine Arbeitsmaschine

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DE1124369B (de) * 1959-08-29 1962-02-22 Ford Werke Ag Hydrostatisch-mechanisches Getriebe, insbesondere fuer Fahrzeuge
FR1584179A (fr) * 1968-08-29 1969-12-12
EP0702168A3 (fr) * 1994-08-25 1996-06-12 Michael Meyerle Transmission hydromécanique à division de puissance

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Also Published As

Publication number Publication date
WO1999015813A2 (fr) 1999-04-01
DE29816863U1 (de) 1999-04-01
DE19843069A1 (de) 1999-05-06
WO1999015813A3 (fr) 1999-10-07

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