EP1088179A2 - Boite de transfert de puissance hydrostatique-mecanique a variation continue - Google Patents

Boite de transfert de puissance hydrostatique-mecanique a variation continue

Info

Publication number
EP1088179A2
EP1088179A2 EP00910496A EP00910496A EP1088179A2 EP 1088179 A2 EP1088179 A2 EP 1088179A2 EP 00910496 A EP00910496 A EP 00910496A EP 00910496 A EP00910496 A EP 00910496A EP 1088179 A2 EP1088179 A2 EP 1088179A2
Authority
EP
European Patent Office
Prior art keywords
transmission
shaft
hydrostatic
gear
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Withdrawn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
EP00910496A
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 EP1088179A2 publication Critical patent/EP1088179A2/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Withdrawn legal-status Critical Current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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F16H61/46—Automatic regulation in accordance with output requirements
    • F16H61/462—Automatic regulation in accordance with output requirements for achieving a target speed ratio
    • 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
    • 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
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds

Definitions

  • the invention relates to a hydrostatic-mechanical power split transmission, in particular for use in tractors or work machines according to the preamble of claim 1 and further independent claims.
  • the object of the invention is to provide a hydrostatic-mechanical power split transmission, in particular for tractors and working machines of the lower and middle performance class, which is simple in construction and inexpensive to manufacture. Furthermore, a modular structure and, according to a modular system, the combination of the mechanical transmission part with different hydrostatic sizes should be possible in a simple manner to adapt to different performance sizes.
  • Figure 1 shows the control plan of the transmission.
  • Fig. 13 View of the continuously variable power split transmission according to the inline design, which can be installed and removed as a complete unit in any vehicle frame or a carrier housing;
  • the invention as shown in Fig. 3 to 13, relates to a hydrostatic-mechanical power split transmission, which is designed as part of the engine of a tractor or a work machine with two hydrostatic-mechanical shift ranges.
  • the first shift range, range 1 includes the reverse range and the first forward range.
  • hydrostatic-mechanical power split transmission which is preferably intended for use in a car and also has two shift ranges, in which the reverse range is also integrated in the first shift range. Secondary control is also included through the possibility of adjusting the second hydrostatic unit B.
  • this transmission has the disadvantage that the transmission elements are designed in such a way that the reversing speed can only be relatively low in relation to the forward driving speed, and thus the reversing requirements of a tractor cannot be met.
  • Another disadvantage for the tractor application is that although the hydrostatic transmission does not form its own unit, the planetary shift drum (PSW), which consists of the summation planetary gear and the clutches.
  • PSW planetary shift drum
  • the object of the invention is to provide a hydrostatic-mechanical power split transmission that meets the requirements of the tractor and the work machine in such a way that a sufficiently large reverse drive range is possible with a single-range transmission without clutches or a two-range transmission with only two clutches and a good degree of efficiency in the main operating range between 5 and 10 km h is achieved.
  • a group manual transmission for separate working “A” and road group “S” should be saved for the two-range transmission. No clutch change should be necessary for switching or shuttle operation.
  • Vehicle frame of the tractor or the work machine can be installed and removed.
  • the task is to change the planetary shift drum PSW in a simple way with different sizes
  • the invention provides that by comparing the speed of at least two rotating transmission members, preferably the speed of the drive shaft 1 and the speed of a gear member connected to the second hydrostatic unit B, for example Gear link E2 or another gear link, e.g. of the second output shaft A2 of the summation planetary gear, by means of the corresponding speed signals b and h synchronous operation of the clutch elements to be closed of the clutch K1 or the respective clutch elements being at a standstill.
  • the vehicle standstill is also established or regulated with the clutch Kl closed using the speed comparison mentioned.
  • the invention further provides as an alternative solution, the adjusting device of the hydrostatic transmission via a mechanical device, e.g. using spring centering to fix the adjustment amount qA at the relevant point P2.
  • the 3 to 8 has a hydrostatic transmission 4 with a first hydrostatic unit A adjustable volume and a second hydrostatic unit B, also adjustable volume, a four-shaft summation planetary gear 301 to 305 and two clutches Kl and K2, which alternately connect one of the two output shafts AI and A2 of the summation planetary gear with the output shaft 336.
  • the output shaft 336 can be connected directly to the differential gear 309 or via intermediate links or one Gear stage 308, as shown in FIG. 5, can be connected to the differential gear 309, preferably without an intermediate group gear for work and road groups.
  • the four-shaft summation planetary gear 301; 301a to 305 has two input shafts, the first input shaft El being connected to the drive shaft 1 and the first hydrostatic unit A and the second input shaft E2 being connected to the second hydrostatic unit B.
  • the four-shaft summation planetary gear 306 and 307 consists of three input shafts E1, EK1 and EK2 and an output shaft AI.
  • the first input shaft El is permanently connected to the drive shaft 1 and the first hydrostatic unit A and a link of the summation planetary gear
  • the other two input shafts EK1 and EK2 are alternately via the clutches K1 and K2 with the second hydrostatic unit B connectable.
  • the output shaft AI is connected or connectable to the differential gear 309 directly or via intermediate links.
  • area 2 in particular the transport operation up to a maximum final speed of 48 km h, which can be carried out up to 60 km / h and greater, is specified.
  • the hydrostatics are equipped with a secondary control or a second hydrostat unit B of adjustable volume.
  • the gear ratio is set so that the Negative speed of the second hydrostatic unit B is equal to or less than 50% (in the design example 33%) of the positive speed of the first hydrostatic unit A in favor of a sufficiently large R range.
  • the secondary control provided doubles the reversing speed (RS) achievable with a secondary jerk control to approx. 60%.
  • the design and design of the transmission according to the invention for a negative partial adjustment which is less than 50% of the maximum negative P ⁇ mar adjustment size, has the advantage that a relatively large backward range is already provided by the primary Control and by the subsequent secondary control a doubling can be achieved, whereby the relatively large backward demand on the tractor and on working machines can be met
  • the invention provides for hydrostatic units A and B, in particular unit B, with positive locking of the piston shoes or hydrostatic units, in particular unit B, in a slanting axis design to be used with appropriate special equipment
  • the hydrostatic transmission A is set or regulated to a negative variable qA, the second hydrostatic unit B having a corresponding negative speed, at which due to the Gear ratios in the summation planetary gear, the links of the first range clutch Kl, depending on the design of the gear, stand still, as is the case with the embodiment of FIGS. 3 to 5, or rotate in synchronous operation in accordance with the embodiment of FIGS. 9 and 10 after the clutch Kl has been broken and the selected direction of travel V for forward travel the hydrostatic transmission is reset to "zero" and furthermore up to its positive adjustment size, corresponding to the end of the first switching range.
  • the hydrostatic adjustment is carried out by comparing the speed by means of speed sensors of at least two rotating transmission elements
  • the speed of the drive shaft and the speed of the second hydrostatic unit B or of a transmission element connected to the second hydrostatic unit B can preferably be used for this purpose.
  • This speed comparison can also be used to ensure zero point control or standstill control in any operating position of the vehicle are used, load-dependent leakage losses being compensated for by appropriate readjustment, in particular by the first hydrostatic unit A (FIG. 1).
  • the assigned control and regulating device (FIG. 1) provides that the motor and the transmission are controlled via the accelerator pedal F.
  • the transmission control is preferably designed so that the most economical engine speed is assigned to each output size via the accelerator pedal F, in particular for transport operations or all work without PTO operation.
  • the invention provides a central multifunctional control element "joystick” 300, which contains, among other functions, also the control device for forward / reverse travel.
  • the control element for forward / reverse preselection is expediently as a toggle switch 347 or in the form of a corresponding one
  • the central control element (joystick 300) is preferably ergonomically attached to the armrest in a known manner, as shown in Fig. 1.
  • the control element (joystick 300) is actuated, for example for controlling the cruise control.
  • the transmission is equipped with various embodiments of the summation planetary transmission 301; 301a to 307, as described in the claims, releasable.
  • the summation planetary gearbox is designed with four shafts and each has two input shafts E1 and E2 and two output shafts AI and A2, the first input shaft El is connected to the drive shaft and the first hydrostatic unit A and the second input shaft E2 to the second hydrostatic unit B and the two output shafts AI and A2 alternately in the switching range 1 via a clutch K1 and in the switching range 2 via the clutch K2 with the output shaft 336 is connectable.
  • the invention provides, as shown in FIGS. 9 to 10, the summation planetary gear 306 and 307 is also four-shaft, but with the difference that it has three input shafts and one output shaft, the first input shaft with the drive shaft 1 and the is connected to the first hydrostatic unit A and the second and third input shafts can be connected alternately in the first and in the second switching range via clutches K1 and K2.
  • the respective embodiments are described in more detail in the claims.
  • the invention provides, as shown in FIG. 13, to arrange all main components - hydrostatic transmission 4 and the planetary shift drum PSW, which contains the summation planetary transmission and the clutch clutches, one behind the other.
  • This has the advantage that, taking advantage of the relatively long installation space available on the tractor between the axle and the drive motor, is advantageously used in favor of costs and installation space and that, in addition, otherwise necessary gear stages can be omitted, thereby reducing costs and reducing the Installation space is also an improvement in efficiency by eliminating unnecessary meshing.
  • the hydrostatic transmission 4 is designed according to the invention in such a way that the drive shaft 1 passes through the second hydrostatic unit B and is connected to a link of the planetary shift drum consisting of the summation planetary transmission and the clutch clutches K1 and K2. According to the invention, the drive shaft 1 is also guided through the entire transmission, e.g. shown in Fig. 5 to enable a connection for a PTO or a PTO.
  • the invention provides for the setting function to be implemented via a progressive course of the setting data, as in FIG. 13
  • This has the advantage that on a separate pre-selection device, which eliminates the pre-selection of separate operating situations, work mode or road operation, the invention further provides that during the work mode when working at the last end of the switching range 1 or the relevant switching range, switching into the next area is prevented by blocking the control signal for the switchover process from the information that there is a work situation, for example in the way that some work process, for example front loader operation, PTO operation, operation of the working hydraulic system, etc.
  • the invention provides for a progressive course (389) of the setting variables to be programmed in, as shown in FIG. 14. that no separate preselection and preselection device must be provided for work mode and road operation.
  • the invention provides for an automatic detection of the operating mode, such that the detection signal ] results from the setting for PTO or front loader operation or the automatic detection from constant driving or a little changing, continuously running speed. This detection signal causes an automatic shift prevention.
  • an automatic detection that the A Working mode is ended results from the fact that the PTO mode or front loader mode is switched off, or that a detection signal is triggered from the driving control, for example from the accelerator pedal movement, which signals that it is a transport or transport-like operation acts.
  • the invention further provides that in the lower speed range when the transmission is designed with only two shift ranges, with the reverse range being integrated in the first driving range, as shown in FIGS. 3 to 10, the Get ⁇ ebe output shaft (336) is permanently connected to the axle differential Getnebe 309
  • this gearbox can be used in conjunction with a work and road group, the lower one for the work range Speed range "A" and the road group "S” is selected according to the known type for transport or transport-related operation.
  • the possibility of the working level given by means of the group gearbox 250 means that the corresponding translation in the working area with the working group "A" switched and the corresponding one Work translation achieved sufficient traction
  • the cruise control device is like the invention designed such that the driving speed is not or not only controlled or regulated by a speed quantity proportional to the speed or a speed signal, but by two or more speed signals, with at least two speed signals for the transmission -Translation are determining, for example drive speed signal b and speed signal h of the second hydrostatic unit B or better from the speed signal of another rotating Get ⁇ ebegels, z link of the summing planetary gear, which always has positive operating speed by the speed comparison of the two speed signals b and h and the respective switched range, the required gear ratio is determined and adapted and the output speed or the driving speed is calculated from the respectively given driving speed.
  • This design of the cruise control device has the advantage that even low speeds The known speed control devices do not, because the output speed signals used in the lowest speed range or output speed range provide very inaccurate values
  • a hydrostatic transmission which consists of a first hydrostatic unit A adjustable volume and a second hydrostatic unit B constant or adjustable volume, to which a three-shaft summation planetary gear 194 is assigned, whereby a shaft W1 of the summing planetary gear 195 with an input shaft 1c and the first hydrostatic unit A, a second shaft W2 of the summing planetary gear with the second hydrostatic unit B and a third shaft W3 with an output shaft 198 are in drive connection.
  • the summing planetary gear 194 is preferably so formed that the sun gear 195, the first shaft Wl, which forms the first hydrostatic unit A and the input shaft lc, the ring gear 197, the second shaft W2, which forms the web shaft 196 with the second hydrostatic unit B and the third shaft W3 is connected to the output shaft 198
  • the summation planetary gear e 194 is designed such that, as shown in diagram Fig. 16, a first large forward driving range V and a smaller backward driving range R within the entire negative and positive adjustment range of the hydrostatic transmission is made possible.
  • the first hydrostatic unit A When the engine is started and the vehicle speed is “zero”, the first hydrostatic unit A is set to a certain negative adjustment quantity qA, for example 33% of the maximum size, the first shaft W1 of the summation planetary gear and the second shaft W2 connected to the second hydrostatic unit B. have the third shaft W3, web 196. A separating clutch between the motor and transmission is not necessary. A vibration damper between motor M and transmission 200 is useful for decoupling the motor vibrations.
  • the hydrostatic power split transmission, hydrostatic 4c and summation planetary transmission 194 is According to the invention, a group of manual transmissions GR; 250 is assigned, which enables at least two shift stages.
  • a work stage "A" for low speed and a road group “S” for the higher speed range are provided.
  • the group transmission 250 acc. 15 is designed in such a way that there is no loss of rolling power when the work group "A” is predominantly shifted.
  • the output shaft 249 of the group shift transmission 250 is directly connected to the output shaft 198 and the land shaft 196 of the continuously variable transmission HVG; 200 connected without interposed gearwheels or tooth engagements.
  • the maximum speed with shifted working group "A” is normally designed between 20 and 30 km / h.
  • spur gear ratios 247 and 248 are provided for speed adjustment, which enable a correspondingly higher output speed, which is normally designed for road operation for a top speed between 40 and 50 km / h when used in the tractor or working machines, this type of group transmission 250 is very advantageous for fuel consumption, since the operating component, which is more efficient in terms of time, is more than 80% when the working mode is switched on.
  • This feature of the invention takes advantage of the fact that after the final gear ratio has been reached, the speed of the output shaft 198 is equal to the speed of the input shaft lc and possibly also the speed of the motor M of, for example, 2300 rpm, which is generally also a favorable speed for represents the differential input shaft 249 or the bevel pinion or drive wheel 215 of the differential gear.
  • the group manual transmission is designed the other way round, namely that in the less significant road operation the transmission output shaft is coupled to the axle differential input shaft and in the significant working operation the power flows through the transmission adaptation stages with loss of rolling power and is less efficient .
  • the favorable speed ratios of the transmission output shaft 198 and the differential input shaft 249 of the drive axle almost the same or constant axle ratios from existing Traktorgetnebe programs can be used as a further advantage.
  • a speed adjustment stage 254 FIG. 15 or a high-speed transmission HT FIG. 22 is used on the transmission input side, which increases the speed of the first input shaft 252; lca to the next input shaft lc, which serves as an input shaft for the hydrostatic power split transmission.
  • the operational sequence of the transmission acc. 15 and 22, as shown in the diagram in FIG. 16, are such that, after the engine has started and the travel direction has been selected, the adjustment volume of the first hydrostatic adjustment unit A, as mentioned, is set to a predetermined negative adjustment quantity qA, in which the the second hydrostatic unit B link, ring gear 197 of the summing planetary gearbox have opposite direction of rotation with respect to the sun gear 195 connected to the first hydrostatic unit A in a rotational speed ratio which is coordinated such that the link connected to the output shaft 198, web 196 of the summing planetary gearbox the speed is "zero".
  • the backward travel range "R" is, after a corresponding travel direction preselection, by increasing the negative adjustment volume of the first hydrostatic unit A from the aforementioned negative setting qA at driving speed "zero" up to its maximum negative final setting -qmax, which is the corresponds to the maximum final speed or final gear ratio, drive through. If an adjustable hydrostatic unit B is used as an alternative, the return speed can also be increased further by the speed control RS (see Fig. 17)
  • the transmission is designed according to the invention so that in the main operating range of the tractor, which is between 5 and 10 km / h, the hydrostatic speed nB is very low and thus the efficiency-determining hydraulic power component is relatively low At a main operating speed of 8 km / h, the hydraulic motor speed nHy or nB is only 20% of the maximum hydrostatic speed with simultaneously favorable hydrostatic pressures ⁇ p. Furthermore, the invention provides that the control and regulating device in the main operating range ensures the consumption-optimized motor Speed, which lies between 60 and 80% of the nominal speed, is automatically adjusted.
  • the economical engine speed can reach around 80% of the nominal speed, at which tractor engines almost reach the maximum power is used up to a working speed of 17.5 km / h
  • the engine speed is increased up to its nominal speed up to the end of the speed range VX to meet the tractor-specific speed
  • the maximum forward speed with this division is about twice as high as the reversing speed, which is a very favorable ratio for the use of the tractor when the working group "A" is switched on.
  • the hydrostatic transmission 4c has a speed adjustment stage in the form of a planetary gear as a high-speed driver or in a gear stage 254 according to.
  • Arrangement of the differential gear and the power distribution gear to the drive shaft 252 is a translation adaptation, in particular for adapting the favorable hydrostatic speed for the hydrostatic unit (A) via a corresponding speed adjustment stage 254, as shown alternatively in FIG.
  • the continuously variable power split transmission HVG like FIG. 33 is expediently designed as an inline transmission, the hydrostatic transmission 4c and the summation planetary transmission 194 being arranged coaxially to one another Common unit, this gearbox can be used in a main housing via fastening devices F4.
  • the group gearbox GR is advantageously combined with the axle gear and differential DIF, also as a common unit.
  • the differential gear DIF can be axially offset, as shown in FIG. 22
  • the arrangement of the individual transmission components can, depending on the vehicle requirement, as shown in FIG. 13, be carried out very advantageously in a modular design
  • the transmission like execution Fig. 3 to 11 consists of the hydrostatic transmission 4c and the summation planetary gear without a separate reversing gear.
  • the summation planetary gear is designed according to the invention so that the reverse range is included in the first forward range, as shown in the speed plan Fig. 24 in the first shift range Bl
  • the VI which is between the maximum negative adjustment size and the adjustment size "zero" corresponds to the driving speed "zero".
  • a very small reverse range can be achieved be such that the second hydrostatic unit B has a smaller absorption volume than the first hydrostatic unit A, so that the speed can never be nB greater than -1, which corresponds to a certain reversing speed, even when the hydrostatic unit is designed as an adjusting unit is this effect erzi uncomfortable
  • the invention provides, similarly to the solutions described above, to design the transmission as a single-range transmission, as shown in FIGS 15 to 22, in order to be able to dispense with shift clutches or range clutches.
  • the second hydrostatic unit B is designed as an adjusting unit and the associated one Group gearboxes GR, 250 to be designed so that the gearbox output shaft 198 is directly connected to the pinion shaft 249, 2c, 251 of the differential gear without loss of rolling power when the working group is switched on.
  • the second hydrostatic unit B can be designed with a simplified adjusting device in this transmission version, since only a limited adjustment path or adjustment angle has to be used as a secondary adjustment.
  • an adjustability of the second hydrostatic unit B is of An angle of 18 degrees to 12 degrees is sufficient.
  • the hydrostatic transmission 4c is designed to further improve efficiency with a form-fitting hold-down of the sliding shoes.
  • Another device for reducing the power loss provides that the internal stabilizing forces of the hydrostatic transmission are modulated as a function of speed and load, as more closely described in European Patent EP 89 901264 In the speed range between 1,500 and 1,800 rpm, which determines the economy, the hydrostatic efficiency is also good
  • 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, which provides that, as shown in FIG End of translation of 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 or speed adjustment of suitable gearboxes by means of speed sensors or other known devices, the synchronous point of the coupling members in question is sought.
  • the group shift "S" - "A" is accordingly automated, the clutch itself being R Eib coupling or positive coupling can be formed
  • the invention proposes to use the hydraulically actuated form-fitting coupling, preferably with deflection teeth, for the range couplings.
  • This coupling design is described in European Patent Specifications 0 276 255 and 0 343 197 described in more detail
  • the advantage of this clutch is that there are no drag losses, as is common with multi-plate clutches, and a very short construction is also achieved.
  • the clutch K1 and K2 as shown in the gearbox versions, and others Clutches are arranged essentially one above the other, in particular two clutches or even three clutches have a common clutch element (regarding the clutch K3, K4 and K5).
  • a known multi-plate clutch or con Us clutch as shown in DE1914724 in Fig. 42, 43, 44, are used. When using friction clutches, it makes sense to use a Clutch overlap must be provided within the shift phase or within the necessary gear 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” (see FIG. 23).
  • This program can function automatically as a function of one or more operating parameters and / or as a function of predefined time parameters or / and as a function of economic factors, such as transmission efficiency and / or motor efficiency.
  • a switchover from one group to another can take place when the control device recognizes that an operating state in the other switching group can be operated with lower fuel consumption and / or with more favorable noise behavior. For example, at a driving speed of 25 km / h (see FIG.
  • 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 that an automatic switchover takes place from group “A” to group “S” in the manner described above.
  • the trigger signal can also be triggered manually by means of an appropriate actuating device (button; lever).
  • the switchover process can only be triggered after a predetermined dwell time at the corresponding transmission point or within a limited transmission range and / or a constant speed and / or constant load values or operating values, in order to largely prevent a load interruption or the interruption period
  • the first range can be fully extended, for example up to 30 km / h, as shown in FIG. 23, after which an automatic switchover to S takes place to further increase the speed.
  • the signal to switch from group S to group A will only occur in the worst case at a speed point PS2 to PA2, provided that there is a minimum transmission difference ⁇ i, which prevents the required output speed from not exceeding the final speed point PA1.
  • Switching to the other group can also take place at lower speeds or in the lower gear ratio range, for example at 15 km / h, if the driving control device detects that this speed point is in the other Switching group can be driven more economically
  • the corresponding transmission characteristic values and engine characteristic values are programmed for this purpose, from which it depends on the respective transmission ratio and the respective load condition, e.g. hydrostatic pressure, translation, and so on the respective hydrostatic power component is recognizable, and if necessary the operating signal is formed for other operating values.
  • the continuously variable transmission with the above-described group shifting can be used both for work machines and for road vehicles of various types
  • Switching to the other range 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 range to the other too often.
  • the suitable values can be determined experimentally.For example, during a transport operation at 25km / h the Switching to road group S should only be 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.
  • a load-dependent switchover from area S to A should take place as spontaneously as possible in order to B Hydrostatic pressure, to bring them down accordingly
  • 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.
  • 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.
  • Via a corresponding light signal or / and monitor or / and acoustic display e.g. voice request or information, the driver was given appropriate information as to whether a group change makes sense.
  • the clutches - whether force-locking or positive-locking clutch - can be used for automatic group changes, as with powershift transmissions or known for automatically switchable gearboxes
  • the driver can decide whether the group changeover should take place automatically or manually by means of a corresponding pre-selection via corresponding pre-selection devices
  • the gearbox versions acc. 25 to 29 are with an input-side planetary differential gear 256, 263; 268 executed
  • the input power is divided into a mechanical and a hydrostatic power branch in these gearbox designs at the gearbox input in the aforementioned planetary differential and summed up in front of the gearbox output on the output shaft 168.
  • the hydrostatic gearbox 4c consists of a first hydrostatic Unit A adjustable volume and a second hydrostatic unit B also adjustable volume.
  • the planetary differential is designed as a three-shaft planetary gear, the first shaft being connected to the drive shaft 1c, the second shaft to the first hydrostatic unit A and the third shaft to the output shaft 168 and the second hydrostatic unit B.
  • the gearbox version acc. Fig. 25 with the aforementioned planetary differential gear 256 arranged on the input side is designed such that the drive shaft 1c is connected to the land shaft 257, the first hydrostatic unit A with the ring gear 258 and the sun gear 259 with the output shaft 168 and the second hydrostatic unit B is.
  • the ring gear 258 is brought into a drive connection with the first hydrostatic unit A via a first gear stage 260 and the second hydrostatic unit B with the output shaft 168 via a second gear stage 261.
  • the input shaft or drive shaft 1c, the planetary differential and the output shaft 168 are arranged coaxially to one another and the hydrostatic transmission 4c with the two adjusting units A and B placed parallel to the input shaft lc.
  • the drive shaft 1c is connected to the sun gear 264, the ring gear 265 to the first hydrostatic unit A and the web shaft 266 to the second hydrostatic unit B and the output shaft 168.
  • the hydrostatic transmission 4c is also arranged axially offset from the drive shaft, a first spur gear stage 260 connecting the first hydrostatic unit A to the ring gear and a second transmission stage 261 drivingly connecting the output shaft 168 and the land shaft 266 to the second hydrostatic unit B.
  • the gearbox version acc. 27 differs in the other type of planetary differential 268 arranged on the input side.
  • the drive shaft 1c is connected to the ring gear 269.
  • the web shaft 271 establishes the drive connection with the output shaft 168 and the second hydrostatic unit B.
  • the first hydrostatic unit A is in drive connection with the sun gear 260.
  • Interlocking planet gears 272 and 273 are arranged on the web shaft 271, which mesh with the ring gear 269 on the one hand and with the sun gear 270 on the other hand.
  • the drive shaft 1c is coaxial to the output or pinion shaft 249 during operation switched work stage A "> as well as for execution of Figure 25, a transmission ratio adjustment by respective gear stages (247, 248) or a transmission stage 248, as shown, provided in road operation at connected road group" S "can be a direct connection of the output shaft 168 to the pinion shaft 249 of the differential gear
  • the second hydrostatic unit B is set to the maximum demand volume, the first hydrostatic unit A being to the demand volume “0”.
  • the power is transmitted purely hydrostatically Adjustment of the first hydrostatic unit A in the positive adjustment direction for forward travel
  • the speed is increased further by resetting the hydrostatic adjustment of the second hydrostatic unit B when the demand volume "0" of the second is reached Hydrostat unit B, the flow rate within the hydrostatic transmission A and B is set to "zero", as a result of which the transmission stage 260 and the planetary gear member connected to it also stand.
  • the power is transmitted purely mechanically.
  • further increase in speed can be achieved by t-unit B, as a result of which hydraulic reactive power is generated in the transmission system
  • the output speed level of the output shaft 168 is relatively high, which means that in work mode with a switched work group, A ", a translation adaptation by means of corresponding translation stages 247, 248 or a translation stage 248, 250a to the output shaft or pinion shaft 249 If the road group "S" is switched, a direct drive connection of the transmission output shaft 168 to the pinion shaft 249 of the axle differential gear can be established
  • the output speed of the output shaft 168 is relatively low due to the design of the planetary differential 263, so that a direct connection of the gear output shaft 168 with the pinion shaft 249 is established in working mode with the work group “A” switched can and thus eliminates rolling power losses within the group transmission 250 in the more economically important working mode
  • the task was based on getting by with a minimum number of gearwheels or gearwheel stages with the simplest possible construction.
  • the individual components should be distributed over as few axes as possible and enable a compact construction to 29 according to the invention for the group shift transmission 250a; 250b only one gear stage 248 is required in addition to the switching device.
  • the output shaft 168 is coupled in a group shift stage “A” or “S” directly to the transmission output shaft or pinion shaft 249 and, if appropriate, to the bevel gear pinion 261 of the axle differential gear.
  • the drive shaft 1c, the transmission output shaft 168 and the output shaft or pinion shaft 249 are likewise arranged coaxially to one another, but the connection to the gear stage 248 of the group transmission 250a via an intermediate shaft 285 to the output shaft of the second hydrostat - Unit B is connected.
  • the gearbox output shaft or pinion shaft 249 is arranged axially offset from the input shaft 1c and the output shaft 168.
  • the transmission output shaft 168 is also inexpensively connected to a gearwheel of the gear stage 248 of the group shift transmission 250b, one of the shifted operating states work group “A” or road group “S” using the shifting device to drive the output shaft 285 of the second hydrostatic unit B. is directly connectable to the transmission output shaft or pinion shaft 249.
  • the invention provides for the continuously variable power split transmission according to Fig. 15; 18; 19; 25 and 26 as a common gear unit 277; 278; 287, which, as mentioned at the beginning, in the basic gear or the basic housing, e.g. of a tractor can be installed and removed in a simple and time-saving manner.
  • the invention further provides for the group manual transmission 250; 250a; 250b with the continuously variable transmission part 277; 278; 287 to combine or integrate as in Fig. 27; 28; 29 shown.
  • the electronic, hydrostatic-mechanical control and regulation elements are gem. the invention in the aforementioned gear units with integrated depending on the customer requirement.
  • the two hydrostatic units A and B are arranged offset from one another.
  • the hydrostatic units A and B can be used in swashplate or inclined axis versions. According to the invention, it makes sense to design the first hydrostatic unit A as a slant-writing unit and the second hydrostatic unit B as a claw-axis design. In all embodiments, it is gem. advantageous of the invention, both hydrostatic units A and B regardless of the type of their arrangement, whether one behind the other or offset next to each other, in a common housing.
  • the gearbox version acc. 20 provides for the group manual transmission 250c to be designed in a planetary design, the transmission output shaft 168 being able to be coupled to the output shaft or pinion shaft 249 via a clutch KA.
  • a link e.g. Sun gear 282 of the planetary gear connected to the housing via a clutch or brake KS.
  • the group transmission 250c can be used according to the invention in a planetary design.
  • Another gearbox version acc. Fig. 21 stands out according to. the invention characterized in that the hydrostatic transmission 4c is assigned a summation planetary gear 291, which is designed such that the full positive and negative adjustment range of the first hydrostatic unit A can be used only for the forward direction.
  • the particular advantage is that the power split almost doubles the basic transmission power of this transmission, which is designed as a single-range transmission.
  • a separate reversing gear 300 is provided for the reverse area, which can have the same or different forward and reverse driving speeds and tractive forces depending on the required conditions.
  • the summation planetary gear 291 is formed here with two sun gears 292 and 293, a land shaft 294 on which intermeshing planet gears 296 and 295 are arranged.
  • the first sun gear 292 is connected to the drive shaft 1c and the first hydrostatic unit A, the second sun gear 293 to the second hydrostatic unit B and the carrier shaft 294 to the output shaft 168.
  • the intermeshing planet gears 295 and 296 arranged on the web shaft engage on the one hand in the first sun gear 292 and on the other hand in the second sun gear 293.
  • ring gears (not shown) can also be used, which accordingly engage the two planet gears 296 and 295 from the outside.
  • the hydrostatic transmission 4c consists of a first hydrostatic unit A, adjustable volume, and a second hydrostatic unit B, constant or adjustable volume.
  • the operational sequence of the transmission 21 is such that the hydrostatic unit A is set to a negative, preferably almost maximum, negative adjustment volume in the start-up state.
  • the first sun gear 292 has the same speed as the drive shaft lc, the second hydrostatic unit B and the second sun gear 293 connected to it simultaneously rotating in opposite directions at almost the same speed as the drive shaft lc when stationary Web shaft and output shaft 294, 168.
  • the entire transmission range can now be traversed by taking back the hydrostatic adjustment of the hydrostatic unit A to "0" and beyond to its positive adjustment end, at which the two sun gears 292 and 293 have almost the same speed in All links of the summation planetary gear 291 have synchronous operation at this operating point.
  • Reverse operation or reversing operation is made possible by means of an associated reversing gear 300 of known type.
  • This gear design is suitable for different vehicle designs, in particular for working machines.
  • the assigned gear 300 is can also be carried out as a group manual transmission, for example with a work and road group or fast and slow group or / and the reverse gear mentioned for forward / reverse travel.
  • This gearbox execution according to 21, like all of the above-mentioned transmission designs, can be designed according to the invention in the manner of the modular construction as a common structural unit with or without the downstream group transmission 300 or 250c and can be combined in the form of an independent transmission with any axis or in a basic housing or one Vehicle frame of a vehicle can be installed.
  • the invention further provides a transmission system according to 31 to 36, with at least two forward and two backward areas in front, in which the first forward and first backward areas operate purely hydrostatically and the second forward and second backward areas divide.
  • This transmission system is characterized in accordance with the invention in that approximately the same forward-backward relationships can be achieved in terms of tractive force and driving speed, which corresponds in particular to the requirements for work machines.
  • tractive force and driving speed which corresponds in particular to the requirements for work machines.
  • shuttle operation since the switch from forward to reverse and vice versa can be done via the hydrostatic transmission without changing the clutch.
  • a transmission with a first hydrostatic forward and backward range and a subsequent second hydrostatic-mechanical forward range is already known from DE-35 33 193 and DE-35 36 335.
  • these transmissions have the disadvantage that only a small reverse range is possible in purely hydrostatic operation.
  • This gearbox is therefore not suitable for the requirements of work machines such as tractors and construction machinery due to the low return speed.
  • Object of the invention acc. 31 to 36 is to create a continuously variable transmission, in particular for work machines, which is particularly suitable for shuttle operation and above also has approximately the same forward-backward conditions with regard to driving speed and tractive effort.
  • This task is solved by the gear system, as shown in Figures 31 to 36 and as described in the corresponding main tan sayings and the associated subclaims. It consists of a hydrostatic transmission 4c with a first hydrostatic unit A of adjustable volume and a second hydrostatic unit B, preferably of constant volume, and a summation planetary gear 201; 202; 203; 204; 214, a first shaft Wl; 226 of the summation planetary gear is connected to the second hydrostatic unit B, a second shaft W2; 228; 224; 233 with two counter-rotating gear links 218 u.
  • a hydrostatic transmission 4c with a first hydrostatic unit A of adjustable volume and a second hydrostatic unit B, preferably of constant volume, and a summation planetary gear 201; 202; 203; 204; 214, a first shaft Wl; 226 of the summation planetary gear is connected to the second hydrostatic unit B, a second shaft W2; 228; 224; 233
  • the functional sequence is identical to the forward driving range, but after reaching the corresponding negative end position with almost maximum actuating size of the hydrostatic transmission, the links of the K2R clutch have reached synchronous operation and after the clutch K2R has been closed and the clutch K1 opened, the second reverse driving range subsequent hydrostatic reset to "zero" up to its positive end point and can be driven through.
  • the two transmission elements or input shafts 218 and 219 have opposite directions of rotation, the first input shaft 218 for the second forward travel range and the second input shaft 219 serve for the second reverse driving range for power transmission of the mechanical power branch.
  • the functional sequence is such that after the engine has been started and the direction of travel selected for forward travel with hydrostatic adjustment volume "zero" and the first shaft Wl; 226 of the summation planetary gear set, the clutch K1 is closed.
  • the output shaft of the second hydrostatic unit B with drive output shaft 211 of the transmission in drive connection The first driving range is now purely hydrostatic up to its range limit by appropriate hydrostatic adjustment, which is almost the maximum adjustment size of the Hydrostat corresponds, drive through until the second shaft 224 of the summation planetary gear has reached synchronous operation with the first input member or input shaft 218.
  • the shift from the first to the second driving range takes place by closing the clutch K2V and disengaging the clutch Kl.
  • the second driving range is followed by a corresponding hydrostatic reset to "zero" and beyond that to the end of the second switching range at maximum negative
  • the functional sequence in the backward range is identical to the forward range described above, whereby with the vehicle speed "zero” and the selected direction “reverse” the hydrostatic in the first shift range is adjusted in the negative direction up to its corresponding adjustment end point at which the second shaft W2; 223; 228; 233 of the summation planetary gearbox has reached synchronous operation with the second input shaft 219.
  • the second backward travel range can now be connected by appropriate hydrostatic reset in the positive direction of adjustment, whereby at the End of the maximum positive hydrostatic manipulated variable the de-translation point of the second reverse driving range is reached.
  • the summation planetary gear 201 to 204 and 214 is gem.
  • the invention can be carried out in various ways in order to meet various vehicle-specific requirements with regard to tractive force and efficiency. Depending on the embodiment, different ratios of the area sizes of area 1c and 2 can be realized.
  • the second shaft W2 is designed as a land shaft 224 on which intermeshing planet wheels 221 and 220 are arranged.
  • the first wave Wl; 226 is connected to a sun gear 222 which engages in first planetary gear 220.
  • the third wave W3; 211 is in drive connection with a sun gear 223 which engages in second planetary gear 221.
  • the summation planetary gear 202 according to Fig. 33 u. 31 consists of two planetary gear stages P1 and P2, the first shaft Wl; 226 with a ring gear 229 of the first planetary stage, the second shaft W2; 228 is coupled to the carrier shaft of the first planetary stage P1 and the ring gear 229 of the second planetary gear stage and the third shaft W3; 211 is connected to the web shaft 227 of the second planetary stage P2.
  • the sun gear 232 and the sun gear 231 of the first and second planetary gear stages P1 and P2 are coupled to one another.
  • the summation planetary gear 203 acc. 35 provides that the second shaft W2 is designed as a web shaft 238, on which intermeshing planet wheels 239 and 240 are arranged, and the first shaft W1; 226 with a ring gear 242 engaging in planetary gear 239 is connected and the third shaft W3, 211 represents a ring gear 241 which meshes with the other planetary gears 240
  • the summation planetary gear 204 is designed as a normal planetary gear stage, in which the first shaft is a sun gear 234a, the second shaft is the web 233 and the third shaft is the ring gear 235a
  • the summation planetary gear 214 FIG. 36 is also a simple planetary unit, in which the first shaft W1, 236 is connected to the ring gear 235, the web 233 is connected to the second shaft W2 and the sun wheel 234 is coupled to the third shaft W3, 211
  • the summation planetary gearbox 201, 202 and 203 is particularly suitable for vehicles in which the hydraulic reactive power is not or only insignificantly greater than the Getnebe input power.
  • this gearbox in which a working mode with low driving speed and a road mode with higher driving speed can be preselected or shifted, the main working mode, e.g. when used on a tractor, can be placed in the efficiency-efficient shifting range with power split 36, on the other hand, has a very large second switching range with hydrostatic power split with the disadvantage that in the initial range of the second switching range a relatively high hydraulic reactive power occurs
  • the clutches K2V and K2R can be arranged next to one another or in a space-saving design one above the other, as shown in FIGS. 34 and 36.
  • the clutch K1 can be separated from the clutches K2V and K2R or side by side in a manner not shown be placed, where, for example, Kl can also lie next to the clutches K2V and K2R, two links of the summation planetary gear being coupled to one another in order to realize block rotation. All three clutches can thus form a clutch pack
  • the invention according to the transmission designs Fig. 31 to 36 allows extensive adaptability to different vehicle-specific installation conditions and designs.
  • the transmission main groups - hydrostatic transmission 4c, summation planetary transmission 201 to 204 and 214 and the range clutches K1, K2V and K2R - inexpensive and space-saving arranged coaxially to each other or executable in this arrangement and, if necessary, can be installed and removed as a common structural unit as a complete hydrostatic branching gear HVG in the main housing of a vehicle, e.g. a tractor.
  • the gear drive can be driven via the coaxial drive shaft 210 or offset about a drive shaft 210a and a transmission stage 207 take place.
  • the drive shaft 210a can be coupled inexpensively at the same time with a PTO shaft 216 or a PTO. It is also possible, as shown in FIG. 32, the PTO shaft 216 or PTO to the drive shaft leading through the second hydrostatic unit B. the hydrostatic unit A.
  • the invention provides to equip or combine the transmission designs, as mentioned above, with a group transmission GR, 250, as shown in FIG. 15 and others, in order to be able to preselect a working “A” and a street operation “S” has the advantage that with preselected working mode, A "correspondingly high tractive forces and also in the main operating point, eg at 8 km / h, the second hydrostatic-mechanical driving mode with good transmission efficiency can be activated when the road group" S "is engaged the maximum speed of the tractor, for example 50 km / h, is possible. According to the invention already described, it is also possible to switch automatically from work to road operation and vice versa while driving, as shown in the speed map Fig. 23 and described in more detail earlier
  • the invention is particularly characterized in that, according to the type of the modular system, a transmission family, for example for a power range from 70 to 120 hp, can be realized, as shown in FIG. 13, and with a planetary shift drum PSW, which the summation planetary transmission and, if applicable, clutches contains for switching switching ranges, can be combined with at least two hydrostatic sizes 4, 4c, the hydrostatic transmission with the hydrostatic units A and B being provided with a continuous shaft which is connected to drive a link of the summation planetary gear and optionally one
  • the drive and supply pump 279 for supplying the hydrostatic transmission as well as the control / regulation and clutch control is integrated and preferably arranged on the input side of the hydrostatic transmission.
  • the hydrostatic transmission and the planetary shift drum are coaxial with one another on orderly and form with the feed pump and the control system a common gear unit that can be easily installed and removed in a cost-effective and time-saving manner in a carrier housing or a vehicle frame of a tractor or a work machine

Abstract

L'invention concerne une boîte de transmission de puissance hydrostatique-mécanique, destinée à être utilisée en particulier dans des tracteurs. Pour qu'il soit possible d'exploiter de façon économique l'espace de montage donné dans des tracteurs, il est prévu, selon l'invention que la boîte hydrostatique (4) et que le tambour de sélection planétaire (PSW) soient disposés dans le même axe et intégrés, sous la forme d'une unité commune, dans le carter porteur ou dans le châssis du véhicule. Ladite boîte de transfert de puissance contient en outre la pompe d'alimentation (279) ainsi que le dispositif de commande/de régulation, y compris le système électronique. Un arbre (PTO) traversant, relié à l'arbre d'entrée (1), sert au raccordement de l'arbre de prise de force. La transmission pour le roulement se fait par l'intermédiaire de l'arbre de sortie (336) qui peut être relié directement à l'arbre d'entrée à pignon de l'engrenage différentiel d'essieu ou bien à la sortie, avec un décalage axial, par l'intermédiaire d'un étage de pignons cylindriques. Le tambour de sélection planétaire (PSW) est, en particulier en fonction de la classe de puissance du véhicule, conçu sous la forme d'une transmission à une seule gamme de vitesses sans embrayage, ou bien d'une transmission à plusieurs gammes de vitesse avec au moins deux embrayages. Lorsque la transmission est une transmission à une seule gamme de vitesses, on peut également ajouter une boîte de vitesses à groupe-relais. Grâce à l'installation en ligne, l'espace de montage long restant en outre à disposition peut être utilisé et l'on peut obtenir une installation économique et simple. De plus, on peut réaliser, ce qui est très important pour les tracteurs, une construction étroite qui est déterminée par la grandeur maximale (X). La transmission selon l'invention peut être montée ou déposée en quelques minutes.
EP00910496A 1999-01-25 2000-01-25 Boite de transfert de puissance hydrostatique-mecanique a variation continue Withdrawn EP1088179A2 (fr)

Applications Claiming Priority (15)

Application Number Priority Date Filing Date Title
DE19902793 1999-01-25
DE19902793 1999-01-25
DE19904073 1999-02-02
DE19904073 1999-02-02
DE19916526 1999-04-13
DE19916526 1999-04-13
DE19917935 1999-04-21
DE19917935 1999-04-21
DE19944793 1999-09-19
DE19944793 1999-09-19
DE19957912 1999-12-02
DE19957912 1999-12-02
DE19959240 1999-12-09
DE19959240 1999-12-09
PCT/DE2000/000210 WO2000043695A2 (fr) 1999-01-25 2000-01-25 Boite de transfert de puissance hydrostatique-mecanique a variation continue

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EP1088179A2 true EP1088179A2 (fr) 2001-04-04

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WO (1) WO2000043695A2 (fr)

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DE10003174A1 (de) 2000-09-21
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