WO2021170474A1

WO2021170474A1 - Transmission having an auxiliary output, and vehicle having a transmission of this type

Info

Publication number: WO2021170474A1
Application number: PCT/EP2021/053959
Authority: WO
Inventors: Maximilian Pirhalla; Martin ÖUN
Original assignee: Man Truck & Bus Se
Priority date: 2020-02-25
Filing date: 2021-02-18
Publication date: 2021-09-02
Also published as: DE102020001233A1; EP4110637A1

Abstract

The invention relates to a transmission (10), preferably an automatic transmission, for a vehicle (20). The transmission (10) comprises a drive (1), an output (3), a reduction gear (4) for transmitting a drive movement between the drive (1) and the output (3), and an auxiliary output (5), which can be connected to at least one auxiliary unit of the vehicle (20). In order to allow the auxiliary unit to be attached to the auxiliary output (5) as flexibly as possible, the auxiliary output (5) should comprise an extension shaft (5a) which is preferably axially parallel to the drive (1) and/or output (3) and is connected to the drive (1) via a first parallel offset (5b1) at a first shaft end (5a1) and has a second parallel offset (5b2) at a second shaft end (5a2). The invention further relates to a vehicle (20) having a transmission (10) of this type.

Description

Transmission with power take-off and vehicle with such a transmission Description

The invention relates to a transmission, preferably an automatic transmission, with a Nebenab and a vehicle with such a transmission.

In the commercial vehicle sector in particular, it is often necessary to increase the power of the drive machine of a vehicle (e.g. an internal combustion engine) not only for the ferry operation, but also to drive additional ancillary units, such as. B. three-phase generators, hydraulic pumps, winches and / or building material pumps to use. In order to divert the power flow either completely to an auxiliary unit or to split it into a branch for the vehicle drive and a branch for the auxiliary unit, who in practice mostly uses generic transmissions with a power take-off. This he possible in a proven way a branching of power from the actual drive train out to these then possible ancillaries z. B. by means of a corresponding Ne benabtriebswelle available.

Depending on where the power is split in the drive train, a distinction is made between clutch-dependent and engine-dependent power take-offs. In the case of clutch-dependent power take-offs, the branch point is behind the starting clutch, i. In other words, a corresponding flow of power only takes place when the starting clutch is closed. The coupling of the power take-off usually takes place on the countershaft of the main gear or transmission, which has the disadvantage that the transmission and in particular the synchronizers are additionally stressed due to this connection. In the case of engine-dependent power take-offs, the distribution point for the power flow is on the engine side of the clutch. The power take-off is therefore independent of the frictional connection of the starting clutch. Since in these cases the power flow is not routed via the main or transmission gearbox, engine-dependent power take-offs can generally achieve higher power flows than clutch-dependent power take-offs.

The disadvantage of the aforementioned types of power take-off, however, is that the previous solutions in this context mostly hardly allow any variability in the attachment of the auxiliary unit to the auxiliary operation. Especially with regard to the general Limited installation space in the vehicle for attaching or mounting corresponding auxiliary units to the power take-off, there is therefore a need for a solution that enables simple adaptability of the power take-off and thus ultimately the mounting position of the connected auxiliary unit on different vehicle configurations.

Accordingly, it is therefore the object of the invention to provide an improved transmission with a Ne benabtrieb, with the disadvantages of conventional transmissions with power take-off ver can be avoided. In particular, it is an object of the invention to provide a transmission with a power take-off, with which the most flexible possible attachment of a Nebenag gregats is made possible.

These objects can be achieved with the features of the independent claims. Before partial embodiments and applications of the invention are the subject of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

The central idea of the invention is to enable a variability of the attachment of the auxiliary unit along the longitudinal direction of the transmission via a corresponding extension shaft of the power take-off on the one hand and, on the other hand, via a parallel offset arranged at the end of the power take-off - usually not available - an additional possibility of Provide variation of the attachment of the auxiliary unit perpendicular to the longitudinal direction of the transmission.

For this purpose, according to a first independent solution concept, a transmission, preferably an automatic transmission, is provided for a vehicle. The transmission comprises - in a manner known per se - a drive that can be connected to a drive machine (e.g. an internal combustion engine) of the vehicle, an output that can be connected to a drive axle (e.g. a rear axle) of the vehicle is, and a, preferably adjustable, transmission transmission for transmitting a drive movement between the drive and output. The transmission gear should here - according to the usual understanding - be designed for a speed and torque conversion between input and output, for which forms known in the prior art (including, for example, toothed gears, chain gears and / or hydraulic cal gears) can be used.

Furthermore, the transmission should include a power take-off that can be connected to at least one auxiliary unit of the vehicle. According to the common understanding, under a "Power take-off" is understood to mean an interface via which power can be diverted from the actual drive train of the vehicle. The power take-off is preferably an engine-dependent power take-off. In other words, the power branching point for the power take-off can be arranged on the engine side or on the drive side and have no direct connection to parts of the reduction gear.

In order to enable the most flexible possible attachment of an auxiliary unit to the auxiliary output in an advantageous manner, the auxiliary output should in the present case comprise an extension shaft, preferably axially parallel to the drive and / or output. The extension shaft can be connected to the drive at a first shaft end via a first parallel offset and have a second parallel offset at a second shaft end. According to the usual understanding, a “parallel offset” is intended to denote a displacement or a distance between two, preferably parallel, axes of rotation in a plane perpendicular to the two axes of rotation. The first and / or the second parallel offset, for. B. be designed as several intermeshing gears, in addition or alternatively other displacement techniques known in the prior art such. B. chain and / or belt connections can be used.

In an advantageous manner, the aforementioned transmission thus has a total of several "degrees of freedom" for possible - z. B. dependent on the available space in the vehicle - variations or adjustments of an auxiliary unit connection position on the power take-off. So z. B. by means of the first parallel offset a "first", z. B. lateral, shifting perpendicular to the drive or to the drive shaft. Furthermore, a “second” shift along the longitudinal direction of the gearbox and a “third”, e.g. B. vertical, shifting perpendicular to the axis of rotation of the extension shaft. By appropriate design or by appropriate selection of the dimensions of the aforementioned components, a large number of auxiliary output configurations and thus possible auxiliary unit connection positions can be implemented in an advantageous manner.

According to a first aspect of the invention, the first shaft end and / or the first parallel offset can be arranged on the gear drive side in front of the transmission gear. In other words, the first shaft end and / or the first parallel offset can have a smaller distance from the drive and / or from a drive machine usually connected to the drive than the transmission gear. In addition or as an alternative, the second Shaft end and / or the second parallel offset can also be arranged on the transmission output side behind the reduction gear. In other words, the second shaft end and / or the second parallel offset can be arranged downstream of the transmission gear with respect to a gearbox longitudinal direction L (see FIGS. 1A and 1B) fixed by the axis of rotation of the drive and / or output. In an advantageous manner, the area of the transmission can be dealt with with the power take-off and the connection point for at least one auxiliary unit on the power take-off can be relocated to the area on the transmission output side, in which more space is usually available to accommodate the auxiliary unit.

According to a further aspect of the invention, the extension shaft of the power take-off can have a greater length extension than the transmission gear. Expressed differently, the extension shaft - preferably in the transmission longitudinal direction L - be formed longer than the transmission gear. In addition or as an alternative, the extension shaft can also extend beyond the transmission gear on the transmission output side. These features also advantageously relocate the connection point for at least one auxiliary unit on the auxiliary output into the area on the transmission output side.

According to a further aspect of the invention, the second parallel offset, preferably comprising several intermeshing gears, can have a translation that is different from the first parallel offset. Merely by way of example, the first parallel offset can have a greater translation than the second parallel offset. As a translation - also referred to as a transmission ratio - is supposed to be the quotient or the ratio of the incoming and outgoing value of a physical variable, z. B. the speed and / or the torque can be understood on the corresponding component. In an advantageous manner - depending on the available installation space and application - a flexible design of the two parallel offsets is made possible.

In addition or as an alternative, the second parallel offset can connect the extension shaft to a connection for at least one auxiliary unit, which connection is preferably arranged axially parallel to the extension shaft. In other words, the auxiliary drive can comprise a connection, the auxiliary output being connectable to at least one auxiliary unit of the vehicle via the connection. This connection, also referred to as an auxiliary unit connection, can be used here, for. B. be designed as an output flange and / or as an interface for connecting a hydraulic pump and also or alternatively have a connection shaft. The extension shaft is preferably connected to the connection and / or the connection shaft at the second shaft end via the second parallel offset.

In addition or as an alternative, the second parallel offset cannot be directly connected to the drive, the output and / or the transmission gear. In other words, the connection of the second parallel offset can only take place indirectly via the extension shaft or the first parallel offset. Due to the lack of a direct connec tion of the second parallel offset to the transmission, in particular to a countershaft of the transmission, the transmission and in particular the synchronizers are advantageously not additionally stressed.

According to a further aspect of the invention, the second parallel offset can have a different offset direction and / or different offset length than the first parallel offset. In this context, the direction of displacement of the respective axes of rotation should be understood as the offset direction. For example, the first parallel offset can cause a substantially horizontal shift of the axis of rotation or a shift of the axis of rotation in the transverse direction of the transmission, while the second parallel offset causes the axis of rotation and thus the torque transmission path to be shifted in the vertical direction or the transmission height direction (cf. B. also arrows I and II in Figure 2). The term offset length is also intended to characterize the distance or the distance between the shifting of the axis of rotation. Only as an example, the first parallel offset can cause a shift by 30 cm, whereas the second parallel offset can only cause a shift of the axes of rotation and thus the torque transmission path by 15 cm. In this context, reference should be made again to the fact that the expression “parallel offset” denotes a displacement of two axes of rotation, preferably exclusively, in a plane perpendicular to the two axes of rotation. If the parallel misalignment should also occur in combination with an angular misalignment (gap), the “parallel misalignment” should be understood to mean the shifting of the axes of rotation at their connection or coupling point. Overall, the aforementioned features also advantageously enable the two parallel offsets to be implemented as flexibly as possible and thus to vary the auxiliary unit connection point as flexibly as possible.

According to a further aspect of the invention, the first parallel offset can cause a lateral, preferably horizontal, displacement of the torque transmission path in the normal installation position of the transmission in the vehicle. In other words, the first parallel offset can essentially be - based on the normal installation position of the transmission in the vehicle have lateral offset direction. In this context, lateral or horizontal can be understood to mean a direction perpendicular to the direction of gravity and / or the longitudinal direction of the transmission, which can also be referred to below as the transverse direction of the transmission. In addition or as an alternative, the second parallel offset in the normal installation position of the transmission in the vehicle can cause a, preferably vertical, shift of the torque transmission path in the transmission height direction. In other words, the second parallel offset can have an offset direction - based on the normal installation position of the transmission in the vehicle - which essentially takes place in the transmission height direction, whereby the transmission height direction can be understood as a direction parallel to the direction of gravity. In addition or as an alternative, the second parallel offset in the normal installation position of the transmission in the vehicle can also cause both a shift in the transmission height direction and a lateral shift of the torque transmission path. In other words, the second parallel offset can also be designed for an “oblique” displacement of the torque transmission path. All of these variants also advantageously enable the auxiliary output position to be varied flexibly.

According to a further aspect of the invention, the transmission can be a transmission housing enclosing the transmission gear at least in sections, d. H. a housing for receiving and storage of the transmission gear, include. The extension shaft can extend beyond the transmission housing on the transmission output side. In other words, the second shaft end of the extension shaft can be arranged behind the transmission gear in the longitudinal direction of the transmission. In addition or as an alternative, the extension shaft cannot be supported in the transmission housing. For example, the extension shaft can be enclosed by a power take-off housing attached to the transmission housing, preferably separate from the transmission housing. The power take-off housing should be understood to mean a housing that at least partially surrounds the extension shaft and that is preferably not an integral part of the transmission housing. In an advantageous manner, a protection of the corresponding parts from dirt or other ver wear-promoting impurities is achieved.

In addition or as an alternative, the extension shaft and the second parallel offset can be arranged outside of the transmission housing. For example, the extension shaft can extend outside the transmission housing essentially parallel to the transmission, ie in the longitudinal direction of the transmission. In addition or as an alternative, the extension shaft cannot be stored in the transmission housing. In other words, it is conceivable that bearing points of the extension shaft are then arranged outside of the transmission housing. Merely by way of example, these bearing points can be arranged directly on the transmission housing or on another component of the transmission or on a component adjacent to the transmission.

In addition or as an alternative, the power take-off can be attached to the outside of the transmission housing in the area of the first shaft end and / or in the area of the first parallel offset. For example, the power take-off can then be held and / or fastened on an outer surface of the transmission housing, specifically at the level of the first shaft end and / or at the level of the first parallel offset, viewed in the direction on the transmission output side.

In addition or as an alternative, the power take-off can be attached to the outside of the transmission housing in the area of the second shaft end and / or in the area of the second parallel offset. For example, the power take-off can then be held and / or fastened to an outer surface of the transmission housing, namely at the level of the second shaft end and / or at the level of the second parallel offset, viewed in the direction of the transmission output side.

In addition or as an alternative, the power take-off can only be attached to the transmission. In other words, the power take-off then only has at least one attachment to the transmission and no attachment to other components.

According to a further aspect, the power take-off housing can be attached to the outside of the transmission housing. In other words, the power take-off housing can be designed in such a way that it can be attached to an outer surface of the transmission housing.

According to a further aspect, the power take-off housing can be fastened to a first fastening point in the area of the first parallel offset and to at least one other fastening point on the transmission housing on the outside of the transmission housing. The distance between the first fastening point and the at least one further fastening point can expediently, for. B. can be selected depending on the static and dynamic load occurring in the extension shaft to support the loads occurring on the gear housing. The first fastening point and the at least one further fastening point can, only by way of example, each be designed as a fastening device, fastening flange or fastening surface and each have one or more bores for suitable fastening means, such as screws, bolts or rivets, by means of which the power take-off housing on the transmission housing, preferably releasably, be fastened. The at least one further fastening point can be arranged offset from the first fastening point in the direction on the transmission output side (in the longitudinal direction of the transmission). In other words, the first fastening point and at least one further fastening point are then not arranged directly adjacent to one another. Preferably, the first fastening point is arranged on the gear drive side in front of the transmission gear. In addition, or alternatively, the at least one further fastening point is preferably arranged on the transmission output side behind the transmission gear or on the side of the transmission gear.

According to a further development of the last-mentioned aspect, the power take-off housing can be fastened to the at least one further fastening point on the transmission housing with a support. The support can, for example, be a sheet metal attached to the at least one other fastening point and to the gearbox housing, which supports the static and dynamic loads occurring in the power take-off on the gearbox housing. Additionally or alternatively, the power take-off housing can be attached to the at least one further fastening point on the transmission housing with an axial length compensation to compensate for heat-related expansions in the transmission's longitudinal direction of the transmission housing and / or the power take-off housing. The axial length compensation can, by way of example, be designed as a linear guide. However, it is also conceivable that the axial length compensation is an integral part of the support itself.

In order to enable simple assembly or disassembly of the transmission in an advantageous manner, the power take-off can be attached exclusively to the transmission according to a further aspect of the invention. In other words, there should be no further support and / or support structures of the power take-off to other components.

According to a further aspect of the invention, the transmission can comprise a, preferably hydrodynamic, torque converter. This can, for. B. be arranged between the drive and the transmission gear. The torque converter is preferably designed here for a speed and / or torque conversion between the drive and the reduction gear by means of hydrodynamic power transmission. For example, the torque converter can be a Föttinger or Trilok converter and / or have at least one pump, turbine and stator that are installed in a common oil-tight housing. In an advantageous manner, particularly when starting the vehicle, the most infinitely variable transmission of torque and speed from the drive to the output can be achieved. In this context, the first parallel offset can be arranged at least partially between the torque converter and the transmission gear. In other words, at least parts of the first parallel offset, z. B. a gear belonging to the first parallel offset, be found between the torque converter and the transmission gear. In addition or as an alternative, the torque converter cannot be arranged in the torque transmission path between the drive and the power take-off. In other words, torque or power can be transmitted to the power take-off, bypassing the torque converter. Accordingly, the power take-off can be an engine-dependent power take-off whose power flow is independent of the power transmission in the torque converter. In an advantageous manner, this generally enables higher power flows to be achieved than in the case of a clutch-dependent power take-off.

According to a further aspect of the invention, the first parallel offset for connection to the drive can comprise a hollow body connecting element which at least partially surrounds the torque converter. This hollow body connecting element can, for. B. be designed at least in sections as a hollow shaft and / or have a rotationally fixed connection to the drive in a first end region and have a toothing in a second end region, preferably opposite the first end region. The toothing (e.g. in the form of teeth, teeth and / or wedges) can preferably be arranged at least partially between the torque converter and the transmission gear and / or be designed as part of the first parallel offset. In an advantageous manner, on the one hand, the torque converter can be bypassed, while at the same time a space-saving branch point is provided for the power take-off.

In order to also control the power flow to the power take-off in an advantageous manner, according to a further aspect of the invention, the power take-off can comprise a clutch, which is preferably power-shiftable. For example, this can be designed as a frictional (e.g. in the form of a multi-plate or disc clutch) and / or as a positive (e.g. in the form of a claw clutch) clutch.

Furthermore, according to a further aspect of the invention, the extension shaft can be designed in two parts, wherein the extension shaft can comprise a first extension shaft piece having the first shaft end and a second extension shaft piece having the second shaft end, the first extension shaft piece having a ok

Coupling can be connected to the second extension shaft piece. In this context, however, it should be noted that this attachment variant of the coupling is only intended to illustrate a possible embodiment by way of example and accordingly other alternative coupling positions or attachment options are immediately apparent to the skilled man without departing from the scope of the invention.

In order to provide appropriate transmission or power take-off configurations in an advantageous manner as simply as possible for different vehicles, the power take-off can be of modular design according to a further aspect of the invention. For this purpose, the power take-off can comprise a base module which comprises the coupling, the first extension shaft piece and the first parallel offset. Furthermore, the power take-off can include an extension module that can be coupled to the base module and that includes the second extension shaft piece, as well as an offset module that can be coupled to the extension module and that includes the second parallel offset and / or the connection for at least one auxiliary unit. Preferably, the aforementioned modules are each prefabricated, stand-alone and / or separately replaceable units that, for. B. in different versions (ver different translations, offset lengths, etc.) are available in order to enable a simple and quick retooling in an advantageous manner.

In a further development, the extension module and the offset module can also be made in one piece. In other words, the modular power take-off can thus only comprise two modules: a base module, comprising the coupling, the first extension shaft piece and the first parallel offset, as well as a modified extension module that can be coupled to the base module, which comprises the second extension shaft piece and the second parallel offset .

In an alternative development, the offset module and the extension module can be designed as a structural unit. Alternatively, the base module and the extension module can be designed as one structural unit. Alternatively, the offset module, the extension module and the extension module can be designed as one structural unit. In other words, the various modules of the modular power take-off can each be combined to form structural units in any combination and the power take-off can thus only be partially modular. Furthermore, the invention also relates to a vehicle having a transmission, as described in this document. The vehicle is preferably a utility vehicle. In other words, the vehicle can be a vehicle which, due to its design and device, is designed to transport people, transport goods or pull trailers. For example, the vehicle can be a truck, an omnibus and / or an articulated truck.

The aspects and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawings. Show it:

Figure 1 A: a schematic representation of a transmission for a vehicle in plan view GE according to a first embodiment of the invention;

FIG. 1 B: a schematic representation of a transmission for a vehicle in side view according to a second embodiment of the invention;

FIG. 2: schematic representations of transmissions in the transmission longitudinal direction L according to various embodiments of the invention; and

Figure 3: a schematic representation of a vehicle in side view according to one embodiment of the invention.

Identical or functionally equivalent elements are denoted by the same reference symbols in all figures and in some cases are not described separately.

Figure 1A shows a schematic representation of a transmission 10 for a vehicle 20 in plan view according to a first embodiment of the invention. The transmission 10 comprises - in a manner known per se - a drive 1, which can be connected to a drive machine 2 (e.g. an internal combustion engine) of the vehicle 20, an output 3, which is connected to a drive axis (e.g. a Rear axle) of the vehicle 20 can be connected, and a, preferably adjustable, transmission gear 4 for transmitting a drive movement between drive 1 and output 3. Furthermore, the transmission gear 4 can be designed to convert the speed and torque between the drive 1 and the output 3, for which forms known in the prior art (e.g. gear drives, chain drives and / or hydraulic transmissions) can be used. The transmission 10 also includes a power take-off 5, which can be connected to at least one auxiliary unit (e.g. a three-phase generator) of the vehicle 20. Preferably, the power take-off 5 is an engine-dependent power take-off 5, that is, the power branching point for the power take-off 5 should be arranged on the engine side or on the drive side and not have a direct connection to parts of the transmission 4. Here, the power take-off 5 includes an extension shaft 5a, which is connected to the drive 1 at a first shaft end 5ai via a first parallel offset 5bi and has a second parallel offset 5b ₂ _{at a second shaft end 5a 2} , which here is an example of the extension shaft 5a with a connection 5c connects for at least one secondary unit. In the present case, this connection 5c is designed in the form of a connection flange surrounding a connection shaft 5e.

About the first parallel offset 5bi, the z. B. can be designed in the form of several meshing gears, a "first" shift of the power flow from the drive 1 to this, preferably axially parallel, extension shaft 5a can take place, where compared to the, preferably gear output side behind the transmission gear 4 on ordered, second parallel offset 5b ₂ , the z. B. can also be designed in the form of several intermeshing gears, an additional “second” shift of the power flow from the extension shaft 5a to the connection 5c can take place. Expressed differently in the present embodiment, the power take-off 5 is extended overall to the rear and also shifted laterally. By appropriate selection or design of the translation, offset direction and / or offset length of the first and second parallel offset 5bi and 5b ₂ , a large number of power take-offs can thus be advantageously - as will be made clear below in connection with FIGS. Realize configurations and thus possible auxiliary unit connection positions, whereby the installation space available in the vehicle 20 can be used as optimally as possible.

Optionally, the transmission 10 or the power take-off 5 can also comprise a, preferably power-shiftable, clutch 5d (e.g. in the form of a disk clutch) in order to thereby advantageously control or interrupt the power flow to the power take-off 5 or to enable connection 5c. The coupling 5d can be arranged between the first parallel offset 5bi and the second parallel offset 5b ₂ - merely by way of example. _{For this purpose, the extension shaft 5a is designed in two} parts, having a first extension shaft piece 5.1a that encompasses the first shaft end 5ai and one, the second shaft end 5a 2 comprehensive, second extension shaft piece 5.2a, wherein the first extension shaft piece 5.1a is connected to the second extension shaft piece 5.2a via the coupling 5d.

In addition or as an alternative, the transmission 10 can, if necessary, comprise a, preferably hydrodynamic rule, torque converter 6 (z. B. a Trilok converter), which z. B. can be arranged between the drive 1 and the transmission gear 3. In this case, the first parallel offset 5bi for connection to the drive 1 can comprise a hollow body connecting element 7 surrounding the torque converter 6 at least in sections. The ses, preferably stepped, hollow body connecting element 7 can have a rotationally fixed connection to the drive 1 in a first end region 7a and in a second end region 7b, preferably opposite the first end region 7a, have a toothing, which is also part of the first parallel offset 5bi is formed. In this way, on the one hand, the torque converter 6 can be bypassed, while at the same time a space-saving junction point for the power take-off 5 is provided.

In addition or as an alternative, the transmission 10 can also comprise a transmission housing 8 which at least partially encloses the transmission gear 4, the extension shaft 5a of the power take-off 5 preferably extending over the transmission output side over the transmission housing 8, i.e. H. a housing for receiving and mounting the transmission gear 4, can also extend. Here, the extension shaft 5a can also be enclosed by a separate power take-off housing 9 attached to the transmission housing 8, the latter preferably not being an integral part of the transmission housing 8 itself.

As can be seen in FIGS. 1A and 2 a), b) and c), the extension _{shaft 5a and the second parallel offset 5b 2 are arranged} outside the gear housing 8. The United extension shaft 5a is not in the transmission housing 8, but in the power take-off housing 9 superimposed ge. The power take-off 5 is attached exclusively to the transmission 10. Specifically, the secondary output 5 is attached to the outside of the transmission housing 8 in the area of the first shaft end 5ai and the first parallel offset 5bi. For this purpose, the power take-off housing has a first fastening point 12. The first fastening point 12 is designed as a fastening flange and has bores (not shown) so that the first fastening point 12 can be fastened to the outside of the gear housing 8 by screws (also if not shown). The power take-off 5 is in the area of the second shaft end 5a ₂ and in the area of the second parallel drive Set 5b ₂ is attached to the outside of the gear housing 8. For this purpose, a further fastening point 13 is arranged offset to the first fastening point 12 in the transmission output-side Rich device. The power take-off housing 9 is fastened to the further fastening point 13 on the transmission housing 8 with a support 11. In addition, FIG. 1A shows the exemplary support 11 of the power take-off housing 9 on the transmission housing 8, which, due to the length of the “extended” power take-off housing 9, additionally supports it in an advantageous manner. The support 11 also has an axial length compensation in the L-direction, since the Ge housing 8, 9 can expand differently when heated.

Figure 1B shows a schematic representation of a transmission 10 for a vehicle 20 in side view according to a second embodiment of the invention. This embodiment essentially corresponds to the shape shown in FIG. 1A, which is why, for reasons of clarity, the "internal" components (drive 1, transmission gear 4, first parallel offset 5bi etc.) have not been shown again. A major difference between the embodiment shown in FIG. 1B and the embodiment shown in FIG. 1A is the alignment of the second parallel offset 5b ₂ . While in the top view according to FIG. 1A the second parallel offset 5b _{2 has} a "lateral" offset direction - based on the usual installation position of the transmission 10 in the vehicle 20 - that is, it causes a shift of the torque transmission path in the transverse direction Q of the transmission, it produces the second parallel offset 5b ₂ in the side view according to FIG. 1B a "vertical" shift of the torque transmission path - based on the usual installation position of the transmission 10 in the vehicle 20. In other words, the second parallel _{offset 5b 2 has} an offset direction in the gear height direction H, the latter generally being oriented parallel to the direction of gravity. Overall, as a result, in the case shown in FIG. 1B, the power take-off 5 is lengthened to the rear and shifted upwards.

Another difference from the embodiment shown in FIG. 1A is that the power take-off 5 in FIG. 1B has a modular design. Here, the power take-off 5 comprises a base module MB, comprising the first parallel offset 5ai and the aforementioned first extension shaft section 5.1a and the coupling 5d, an extension module ML, comprising the aforementioned second extension shaft section 5.2a, and an offset module Mv, comprising the second parallel offset 5b ₂ and the connection 5c for at least one auxiliary unit. The individual modules (MB, ML and Mv) are preferably separate exchangeable units, e.g. B. are available in different versions (different translations, offset lengths, etc.) in order to enable a simple and quick conversion of the transmission 10 for different types of vehicles in an advantageous manner.

FIG. 2 shows schematic representations of transmissions 10 in the transmission longitudinal direction L according to various embodiments of the invention. Primarily, the implementation of different power take-off configurations and thus possible accessory connection positions through the interaction of the first and second parallel offsets 5bi and 5b _{2 should be} illustrated, which is why the components located within the transmission housing 8 and the power take-off housing 9 are shown explicitly was waived.

The embodiment designated with a) in FIG. 2 corresponds to the representation of the embodiment in the longitudinal direction of the transmission L, shown in a side view in FIG. 1B, as shown in FIG. based on the normal installation position of the transmission 10 in the driving tool 20 - a horizontal shift (arrow I) of the torque transmission path, ie a shift in the transverse direction of the transmission Q., while the second parallel offset 5b _{2 is} a vertical shift (arrow II) of the torque transmission path "Upwards", ie a shift in gear height direction H, causes. As is also illustrated by the different lengths of arrows I and II, the two parallel offsets 5bi and 5bi also have different offset lengths. By way of example, the first parallel offset 5bi is intended to bring about a greater displacement and thus have a greater offset length than the second parallel offset 5b ₂ (length arrow I> length arrow II). The optionally provided support shown in FIG. 1A is in turn denoted by the reference numeral 11.

In the case of the embodiment denoted by b), the first parallel offset 5bi - based on the normal installation position of the transmission 10 in the vehicle 20 - again causes a horizontal shift (arrow I) of the torque transmission path, ie a shift in the transmission comfort direction Q. In contrast to the embodiment shown in a), the second parallel offset 5b ₂ causes a vertical shift (arrow II) of the torque transmission path "downward", ie a shift against the gear height direction H. However, compared to the case shown in a) only the orientation of the second parallel offset 5b ₂ or its offset direction has been changed, the two parallel offset sets 5bi and 5bi continue to have different offset lengths. The embodiment labeled c) ultimately also illustrates the case that a parallel offset causes an “oblique” shift in the torque transmission path, ie both a shift in the gear height direction and a lateral shift in the gear direction Q more easily. As in the cases shown in a) and b), the first parallel offset 5bi again causes a horizontal shift (arrow I) of the torque transmission path, ie a shift in the transverse direction of the transmission Q. The second parallel offset 5b ₂ causes, however, both a lateral Shift in the transverse direction of the transmission Q as well as a shift in the vertical direction of the transmission H, resulting in the overall shift indicated by the arrow II “laterally obliquely upward”. Due to the “oblique” orientation of the second parallel offset 5b ₂ , the second parallel offset 5b ₂ here also has a longer offset length compared to cases a) and b). As illustrated by the examples mentioned above, the combined use of two parallel offsets thus advantageously enables flexible variation of the power take-off configuration and thus possible accessory connection positions depending on the application.

FIG. 3 shows a schematic illustration of a vehicle 20 in side view according to an embodiment of the invention. The motor vehicle 20, which in the present case is only an example of an articulated vehicle, d. H. a combination of a tractor unit and a semi-trailer, is here to include a transmission 10, as described in this document be.

Although the invention has been described with reference to particular exemplary embodiments, it will be apparent to a person skilled in the art that various changes can be made and equivalents used as replacements without departing from the scope of the invention. Accordingly, it is intended that the invention not be limited to the disclosed embodiments, but that it encompass all embodiments that fall within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and the features of the subclaims independently of the claims referred to. List of reference symbols

1 drive

2 prime mover

3 output

4 transmission gears

5 power take-off

5a extension shaft

5ai First shaft end

5a ₂ Second shaft end

5bi First parallel offset

5b ₂ Second parallel offset

5c connector

5d clutch

5e connecting shaft

5.1a First extension shaft piece

5.2a Second extension shaft piece

6 torque converter

7 hollow body connecting element

7a First end area

7b Second end area

8 gear housing

9 Power take-off housing

10 gearboxes

11 support

12 first attachment point

13 additional attachment point

20 vehicle

H gear height direction

L longitudinal direction of the gear

M _B basic module

M _L extension module

Mv offset module

Q Transverse gear direction

Claims

1. A transmission (10), preferably an automatic transmission, for a vehicle (20), comprising: a) a drive (1) which can be connected to a drive machine (2), preferably an internal combustion engine, of the vehicle (20); b) an output (3) which can be connected to a drive axle of the vehicle (20); c) a, preferably adjustable, transmission gear (4) for transmitting a drive movement between drive (1) and output (2); and d) a preferably engine-dependent power take-off (5) which can be connected to at least one auxiliary unit of the vehicle (20); characterized in that the power take-off (5) comprises an extension shaft (5a) which is connected to the drive (1) at a first shaft end (5ai) via a first parallel offset (5bi) and which is connected to a second shaft end (5a ₂ ) has a second parallel offset (5b ₂ ).

2. Transmission (10) according to claim 1, characterized in that

- That the first shaft end (5ai) and / or the first parallel offset (5bi) is arranged on the drive side in front of the transmission gear (4); and or

- That the second shaft end (5a ₂ ) and / or the second parallel offset (5b ₂ ) gear is arranged on the output side behind the transmission gear (4).

3. Gear (10) according to one of the preceding claims, characterized in that the extension shaft (5a) of the power take-off (5) has a greater length expansion than the transmission gear (4) and / or that the extension shaft (5a) on the transmission output side the transmission gear (4) also extends.

4. Transmission (10) according to one of the preceding claims, characterized in that the, preferably comprising several intermeshing gears, second parallel offset (5b ₂ )

- Has a translation that is different from the first parallel offset (5bi); and or

- The extension shaft (5a) connects to a connection (5c) arranged axially parallel to the extension shaft (5a) for at least one auxiliary unit; and or

- Not directly connected to the drive (1), the output (2) and / or the transmission gear (4).

5. Transmission (10) according to one of the preceding claims, characterized in that the second parallel _{offset (5b 2} ) has a different offset direction and / or different offset length to the first parallel offset (5bi).

6. Transmission (10) according to one of the preceding claims, characterized in that

- That the first parallel offset (5bi) in the normal installation position of the transmission (10) in the vehicle (20) causes a lateral, preferably horizontal, displacement of the torque transmission path; and or

- That the second parallel offset (5bi) in the normal installation position of the transmission (10) in the vehicle (20) causes a, preferably vertical, shift of the torque transmission path in the transmission height direction (H); and or

- That the second parallel offset (5bi) in the normal installation position of the transmission (10) in the vehicle (20) causes both a shift in the transmission height direction (H) and a lateral shift of the torque transmission path.

7. Transmission (10) according to any one of the preceding claims, characterized by a transmission gear (4) at least partially enclosing Getriebege housing (8).

8. transmission (10) according to claim 7, characterized in that

- That the extension shaft (5a) on the transmission output side extends beyond the Getriebege housing (8); and or

- That the extension shaft (5a) and the second parallel offset (5b ₂ ) are arranged outside the gear housing (8); and or

- That the extension shaft (5a) is not mounted in the gear housing (8); and or

- That the power take-off (5) in the area of the first shaft end (5ai) and / or in the area of the first parallel offset (5bi) is attached to the outside of the transmission housing (8); and or

- That the power take-off (5) in the area of the second shaft end (5a ₂ ) and / or in the area of the second parallel offset (5b ₂ ) is attached to the outside of the transmission housing (8); and or

- That the power take-off (5) is only attached to the gearbox (10).

9. Transmission (10) according to claim 7 or 8, characterized in that the extension shaft (5a) is enclosed by a power take-off housing (9) fastened to the transmission housing (8).

10. Transmission (10) according to claim 9, characterized in that the Nebenabtriebsge housing (9) is attached to the outside of the transmission housing (8).

11. Transmission (10) according to claim 9 or 10, characterized in that the Nebenab drive housing (9) is fastened to a first fastening point (12) in the region of the first parallel offset (5bi) on the transmission housing (8) and to at least one other Fastening point (13), which is offset from the first fastening point (12) on the transmission output side, is fastened on the outside of the transmission housing (8), the first fastening point (12) preferably being arranged on the transmission drive side in front of the transmission gear (4) and / or the at least one further fastening point (13) is arranged on the transmission output side behind the transmission gear (4) or to the side of the transmission gear (4).

12. Transmission (10) according to claim 11, characterized in that the Nebenabtriebsge housing (9) at the at least one further fastening point (13) on the transmission housing (8) with a support (11) and / or with an axial length compensation to compensate for Heat-induced expansions in the transmission longitudinal direction (L) of the transmission housing (8) and / or the power take-off housing (9) is attached.

13. Transmission (10) according to one of the preceding claims, characterized by a, preferably hydrodynamic, torque converter (6) which is arranged between the drive (1) and the transmission gear (4) and preferably for speed and / or torque conversion between the drive (1) and transmission gear (4) is designed with means of hydrodynamic power transmission.

14. Transmission (10) according to claim 13, characterized in that

- That the first parallel offset (5bi) is arranged at least partially between the torque converter (6) and the transmission gear (4); and or

- That the torque converter (6) is not arranged in the torque transmission path between the drive (1) and the power take-off (5); and or

- That the first parallel offset (5bi) for connection to the drive (1) comprises a, the torque converter (6) at least partially surrounding, hollow body connec tion element (7).

15. Transmission (10) according to claim 14, characterized in that the hollow body connec tion element (7) in a first end region (7a) has a rotationally fixed connection with the Has drive (1) and in a, preferably the first end region (7a) opposite, second end region (7b) has a toothing, preferably the toothing is at least partially arranged between the torque converter (6) and the transmission gear (4).

16. Transmission (10) according to one of the preceding claims, characterized in that the extension shaft (5a) is designed in two parts, comprising:

- One, the first shaft end (5ai) having, first extension shaft piece (5.1a); and

- One, the second shaft end (5a ₂ ) having, second extension shaft piece (5.2a); wherein the first extension shaft piece (5.1a) is connected to the second extension shaft piece (5.2a) via a coupling (5d).

17. Transmission (10) according to claim 16, characterized in that the power take-off (5) is modular, comprising a) a base module (MB), the coupling (5d), the first extension shaft piece (5.1a) and the first Includes parallel offset (5bi); b) an extension module (ML) which can be coupled to the base module (MB) and which comprises the second extension shaft piece (5.2a); and c) an offset module (Mv) which can be coupled to the extension module (ML) and which _{comprises the second parallel offset (5b 2} ).

18. Transmission (10) according to claim 17, characterized in that a) the offset module (Mv) and the extension module (ML) are designed as a structural unit, or b) the base module (MB) and the extension module (ML) as one structural unit are formed, or c) the offset module (Mv), the extension module (ML) and the extension module (ML) are formed as a structural unit.

19. Vehicle (20), preferably a commercial vehicle, having a transmission (10) according to one of the preceding claims 1 to 18.