WO2021185643A1

WO2021185643A1 - Power-split continuously variable transmission

Info

Publication number: WO2021185643A1
Application number: PCT/EP2021/055987
Authority: WO
Inventors: Philipp Rechenbach; Raphael Himmelsbach; Michael Wechs; Johannes Kaltenbach; Stefan Beck; Max Bachmann; Elisabeth Endl; Samuel WILLEMS
Original assignee: Zf Friedrichshafen Ag
Priority date: 2020-03-17
Filing date: 2021-03-10
Publication date: 2021-09-23
Also published as: DE102020203391A1; CN114630977A

Abstract

The present invention relates to a power-split continuously variable transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000) comprising a variator (16). A first planetary gear set has a first sun gear (30), a first planetary carrier (32), corresponding first planetary gears (36) and a first ring gear (34). A second planetary gear set has a second sun gear (40), a second planetary carrier (42), second and third planetary gears (46, 48) and a second ring gear (44). The first and the second planetary carriers (32, 42) are interconnected for conjoint rotation. The second planetary gears (46) mesh with the second sun gear (40) and the second ring gear (44). The second and third planetary gears (46, 48) mesh in pairs. The first and third planetary gears (36, 48) are interconnected in pairs for conjoint rotation. The variator (16) is mechanically operatively connected to the drive (12) and to the first sun gear (30). The drive (12) is mechanically operatively connectable to the first ring gear (34).

Description

Power-split continuously variable transmission

Technical area

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

State of the art

Power-split continuously variable transmissions, for example hydrostatic-mechanical power-split transmissions, are often used in the field of work machines. An example of a work machine is a tractor. Such hydromechanical transmissions allow the transmission ratio to be continuously adjusted with relatively high efficiencies, but have a relatively low gear ratio spread. The spread of a gear is understood as the ratio between the largest and smallest translation. To increase the gear spread, it is known to provide several driving ranges in a continuously variable transmission, which have different translation ranges. Such transmissions are known, for example, from DE 19741 510 A1.

Presentation of the invention

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

The transmission has a variator. The variator can be set up to continuously vary a gear ratio of the transmission, for example within a driving range. A driving range of the transmission can be understood to mean a state in which there is a fixed mechanical transmission ratio between the input and output of the transmission, the transmission of the transmission being continuously variable within the driving range by the variator. The variator can have two energy converters, which are designed, for example, as a hydrostat. The energy converter of the variator can also be designed as electrical machines.

The energy converters can be designed coaxially to drive the transmission.

It is also conceivable that they are formed axially parallel to the drive. For example, the first energy converter can be a hydraulic machine with a fixed absorption volume and the second energy converter can be a hydraulic machine with an adjustable absorption volume.

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

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

If a clutch is provided between two elements of the transmission, these rotary elements are not permanently connected to one another in a rotationally fixed manner, but can be connected to one another in a rotationally fixed manner via the hitch. A clutch can be a type of switching element. A non-rotatable connection is only brought about by actuating the coupling located in between. An actuation of the clutch means that it is brought into a closed state so that the rotational movements of the components directly coupled to the clutch are matched to one another in their rotary movements. The respective switching elements can be switched, for example, at least between an open and a closed state. If the switching element in question is designed as a form-fitting switching element, the components that are directly connected to one another in a rotationally fixed manner will run at the same speed. In the case of a frictional shifting element, there may be speed differences between the components even after it has been actuated. This desired or unwanted state is nevertheless referred to as a non-rotatable connec tion of the respective components within the scope of the invention. In the case of a frictional connection, for example, due to a slip, there may be a certain speed difference between the two interconnected elements. The speeds of the two components are usually approximately identical despite the slip. Correspondingly, such a connection is also regarded here as being non-rotatable despite the slippage. The respective planetary gear sets described here can be free of elements other than those described here, such as further ring gears, planetary carriers, planets and sun gears. For example, the planetary assembly and also the transmission do not have any other planetary gear sets apart from the planetary gear sets described here. The respective ring gears can be designed as housing elements of the transmission or the planetary assembly group. In the case of the transmission, it can be provided that its planet assembly or all planetary gear sets are designed together as a planetary roller. A planetary roller can be compact and robust. The formation as a planetary roller can mean that the planetary assembly has only coaxial elements. In addition, the training as a planetary roller can mean that the planetary assembly is free of spur gears. The planetary assembly can, for example, be arranged coaxially with the output.

The first planetary gear set is formed by a first sun gear, a first Planetenträ ger on which a set of first planetary gears are rotatably mounted, and a first ring gear.

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

The first and the second planet carrier are permanently connected to one another in a rotationally fixed manner. The two planet carriers can, for example, be formed in one piece or as a common component. The first planet gears mesh with the first sun gear and the first ring gear. The second planetary gears mesh with the second sun wheel and the second ring gear. The second planet gears and the third planet gears mesh with one another in pairs. The first planetary gears and the third planetary gears are permanently connected to one another in pairs so that they cannot rotate. When the respective third planet gears roll on the respective second planet gears, a corresponding rotation of the first planet gears can take place.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

In one embodiment of the transmission, it can be provided that the second ring gear can be mechanically operatively connected to the output via the first clutch by means of the travel direction change assembly. The second sun gear can be mechanically operatively connected to the output via the second clutch by means of the travel direction change assembly. The second planet carrier can be connected to the output in a rotationally fixed manner by means of the third clutch. The second sun gear can be connected to the output in a rotationally fixed manner by means of the fourth clutch. In such a nested arrangement, for example, only respective driving ranges that can be provided by the closed first and second clutch can be provided both as reverse and forward driving ranges. For example, only two reverse driving areas can be set in this way. The direction change assembly can be arranged axially on the output side, but still only be loaded with a low torque, for example in comparison to another output-side arrangement. In one embodiment of the transmission it can be provided that the second ring gear can be connected to an intermediate shaft in a rotationally fixed manner by means of the first clutch. The second sun gear can be connected non-rotatably to the intermediate shaft by means of a second clutch. The intermediate shaft can be mechanically operatively connected to the output by means of the fourth clutch. Such a design allows a coaxial arrangement of the first to fourth clutch with the planetary assembly. The first to fourth clutch can thus be designed as a planetary roller together with the planetary assembly.

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

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

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

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

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

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

Brief description of the figures

Fig. 1 shows a schematic view of a transmission according to a first Ausfüh approximately form.

FIG. 2 shows a shift matrix of the transmission from FIG. 1.

Fig. 3 shows a schematic perspective view of a long planet gear.

Fig. 4 shows an end section through a second planetary gear set of the transmission. Fig. 5 shows an end section through a first planetary gear set of the transmission.

Fig. 6 shows a schematic view of a transmission according to a second Ausfüh approximate form.

Fig. 7 shows a schematic view of a transmission according to a third Ausfüh approximately.

Fig. 8 shows a schematic view of a transmission according to a fourth Ausfüh approximate form.

Fig. 9 shows a schematic view of a transmission according to a fifth Ausfüh approximately.

Fig. 10 shows a schematic view of a transmission according to a sixth Ausfüh approximately.

Fig. 11 shows a schematic view of a transmission according to a seventh Ausfüh approximately.

Fig. 12 shows a schematic view of a transmission according to an eighth Ausfüh approximately.

FIG. 13 shows a shift matrix of the transmission from FIG. 12.

Fig. 14 shows a schematic view of a transmission according to a ninth Ausfüh approximately.

15 shows a schematic view of a transmission according to a tenth embodiment.

Fig. 16 shows a schematic view of a transmission according to an eleventh Ausfüh approximately. Fig. 17 shows a schematic view of a transmission according to a twelfth Ausfüh approximately.

Fig. 18 shows a schematic view of a transmission according to a thirteenth embodiment.

Detailed description of designs

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

A first planetary gear set is formed by a first sun gear 30, a first Planetenträ 32 and a first ring gear 34. A set of first planet gears 36 is rotatably mounted on the first planet carrier 32. A second planetary gear set of the plane assembly 18 is formed by a second sun gear 40, a second planet carrier 42 and a second ring gear 44. On the second planet carrier 42 is a set of second planet gears 46 and a set of third planet gears 48 is rotatably mounted GE. The second planet gears 46 which mesh with the second sun gear 40 and the second ring gear 44 and the third planet gears 48 have a larger pitch diameter and a shorter axial length than the third planet gears 48. The pitch diameter of a gear is defined in the literature Toothing diameter. This diameter describes the mean diameter of the toothing. The first planet carrier 32 and the second planet carrier 42 are permanently connected to one another in a rotationally fixed manner. The first planetary gears 36 mesh with the first sun gear 30 and the first ring gear 34. This is also illustrated in the end section of the first planetary gear set according to FIG. 5 also shows that the set of first planetary gears 36 has only two first planetary gears 36.

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

The first planet gears 36 and the third planet gears 48 are permanently connected to one another in pairs in a rotationally fixed manner. In the case of the transmission 100, the first and third planet gears 48 are designed in pairs for this purpose as a common long planet gear, which is shown in FIG. 3. In the embodiment shown, the long planet gear is formed in one piece, with the respective toothings being formed identically at its two end regions. The toothings at the respective end regions can, for example, be produced together on one clamping device. A central area without teeth can be manufactured prior to the production of the teeth. The toothing of the long planetary gear at one end area meshes with the first sun gear 30 and the first ring gear 34. The toothing of the long planetary gear at an opposite end area meshes with one of the second planetary gears 46. So drove a total of only four planetary gear components, namely two long planetary gears and the two second planetary gears 46. The long planetary gear, which is shown in Fig. 3, can be designed as a straight-toothed planetary gear, but it is also possible that the long planetary gear is designed as a helical planetary gear.

At least for transmission 100, the end sections according to FIGS. 4 and 5 are at least true to scale with regard to the respective toothing parameters. In particular, in Fig.

4 and 5, the module and the number of teeth of the elements of the two planetary gear sets are shown true to scale and correct with regard to their number.

The variator 16 has a first energy converter 80 and a second energy converter 82 which are coupled to one another. Both energy converters 80, 82 are designed as hydraulic machines, the first energy converter 80 having a fixed absorption volume and the second energy converter 82 having a variable absorption volume. The first energy converter 80 is mechanically operatively connected to the first sun gear 30 in order to transmit a torque between the first sun gear 30 and the energy converter 80 and thus the variator 16. In the embodiment shown, this connection is indirect, namely by means of a single-stage spur gear step 84. For this purpose, one of the spur gears is connected to a shaft of the first energy converter 80 in a rotationally fixed manner. For this purpose, another spur gear is connected to the first sun gear 30 in a rotationally fixed manner. The spur gear step 84 is arranged in the axial direction on the drive side of the plane assembly 18. The second energy converter 82 is mechanically operatively connected to the drive 12 in order to transmit a torque between the drive 12 and the second energy converter 82 and thus the variator 16. In the embodiment shown, this connection is indirect, namely by means of a single-stage spur gear stage 86. The spur gear stage 86 is arranged axially on the output side, at the level of the power take-off shaft 20 and thus on the output side with the planetary assembly group 18. The spur gear stage 86 is formed by two intermeshing spur gears, one of which is designed as a fixed gear and with a shaft of the second energy converter 82 is rotatably connected. The other spur gear is designed as a mating gear and is permanently connected to the drive 12 in a rotationally fixed manner. The drive 12 is mechanically operatively connected to the first ring gear 34 via a travel direction change group 50. The travel direction change assembly 50 has a first clutch KV and a second clutch KR. Both clutches KV, KR are arranged coaxially with the drive 12 and are directly connected to it. The drive 12 is mechanically operatively connected to the first ring gear 34 by means of the clutch KV via a single-stage spur gear stage 52. A wheel of this spur gear stage 52 is permanently non-rotatably connected to the first ring gear 34 and another wheel of this spur gear stage 52 is non-rotatably connectable to the drive 12. The spur gear stage 50 is arranged axially between tween the spur gear stage 84 and the first planetary gear set. The drive 12 is mechanically operatively connected to the first ring gear 34 by means of the clutch KR via a two-stage spur gear stage 54. A fixed gear of the spur gear stage 54 is permanently connected in a rotationally fixed manner to the first ring gear 34 and another gear can be mechanically operatively connected to the drive 12 by means of the clutch KR. A further wheel of the spur gear stage 54, which meshes with the two wheels, is arranged radially between these two wheels.

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

The transmission 100 is designed to transmit a torque from the second planetary gear set to the output 14. For this purpose, the second sun gear 40 forms an output shaft from the planetary assembly 18 and is connected to a frictional fourth clutch K4. The second sun gear 40 can be connected to the output 14 in a rotationally fixed manner by means of the fourth clutch K4. The second planet carrier 42 forms a further output shaft of the planetary assembly 18 and is connected to a frictional third clutch K3. The second planetary carrier 42 can be connected to the output 14 in a rotationally fixed manner by means of the third clutch K3. The third and fourth clutches K3, K4 are axially nested and arranged coaxially with the drive 14. The third and fourth Clutches K3, K4 form a double shift element. The third clutch K3 is arranged axially on the drive side of the spur gear stage 86, which connects the variator 16 to the drive 12. The fourth clutch K4 is arranged axially on the output side of the third clutch K3.

The second ring gear 44 forms a further output shaft of the planetary assembly 18. The second ring gear 44 is mechanically operatively connected to a frictionally engaged first clutch K1 via a stepped first spur gear stage 60. For this purpose, one wheel of the first spur gear stage 60 is permanently connected in a rotationally fixed manner to the second ring gear 44 and another wheel of the first spur gear stage 60 is connected to the first clutch K1. The first spur gear stage 60 can be operatively connected to an intermediate shaft 70 by means of the first clutch K1. The intermediate shaft 70 is mechanically operatively connected to the output 14 by means of a third spur gear stage 64. The intermediate shaft 70 is coaxial with the drive 12 net angeord. One wheel of the third spur gear stage 64 is permanently connected to the intermediate shaft 70 and another wheel of the third spur gear stage 64 is connected to the output 14. Accordingly, the second ring gear 44 is via the first spur gear stage 60 and the third spur gear stage 64 with the output 14 by means the first clutch K1 mechanically operatively connected.

The second sun gear 40 as the output shaft of the planetary assembly 18 can also be mechanically linked to the output 14 by means of a frictional second clutch K2. One wheel of a single-stage second spur gear stage 62 is permanently non-rotatably connected to the second sun wheel 40 and another wheel of the second spur gear stage 62 is permanently non-rotatably connected to the second clutch K2. The second spur gear stage 62 can be connected to the intermediate shaft 70 by means of the second clutch K2. Accordingly, the second sun gear 40 is operatively connected to the output 14 via the second spur gear stage 62, the intermediate shaft 70 and the third spur gear stage 70 by means of the second coupling K2.

The first spur gear stage 60 is arranged axially on the output side to the second planetary gear set and axially on the drive side to the first clutch K1. The first clutch K1 is arranged axially on the drive side of the second clutch K2. The first and second coupling K1, K2 are arranged coaxially to the drive 12 and axially nested. the first and second clutches K1, K2 form a double shift element. The second spur gear stage 62 is arranged axially on the output side of the second clutch K2 and axially on the drive side of the fourth clutch K4. The third spur gear stage 64 is arranged axially on the output side to the third clutch K3 and axially on the drive side to the spur gear stage 86, which mechanically operatively connects the variator 16 to the drive 12.

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

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

The forward travel ranges are basically provided by the closed clutch KV of the travel direction change assembly 50. The reverse driving ranges are which is basically provided by the closed clutch KR of the direction change assembly group 50. The driving range FB1 is provided by the additionally closed first clutch K1. The driving range FB2 is provided by the additionally closed second clutch K1. The driving range FB3 is provided by the additionally closed third clutch K3. The driving range FB4 is provided by the additionally closed fourth clutch K4. The reverse driving areas are provided by the same closed clutches in each case as the forward driving areas with the same number, the clutch KR instead of the clutch KV of the travel direction change module 50 being closed for this purpose. The transmission 100 can be provided with four forward drive ranges and four reverse drive ranges with little mechanical effort. The successive driving ranges can be changed by an engaging and a disengaging clutch.

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

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

Fig. 6 shows a second embodiment of a transmission 200. This embodiment differs from the transmission 100 by an axially interchanged position of the clutch KV and KR and the spur gear stages 52 and 54 of the direction change assembly group 50. The clutch KV is now axially on the drive side to the Coupling KR arranged net. The two-stage spur gear stage 54 is now arranged on the axial output side of the clutch KR. The single-stage spur gear stage 52 is now arranged axially on the drive side of the clutch KV.

Fig. 7 shows a third embodiment of a transmission 300. This embodiment differs from the transmission 100 mainly in the position of the clutches KV, KR of the direction change assembly 50. In the transmission 300, the two clutches KV, KR are coaxial with the output 14 and so that the planetary assembly group 18 is arranged. Correspondingly, the clutch KR with the two-stage spur gear stage 54 is connected to the drive 12. A fixed wheel of the spur gear stage 54 is thus permanently connected to the drive 12 in a rotationally fixed manner. The clutch KV with the single-stage spur gear stage 52 is correspondingly connected to the drive 12. A fixed wheel of the spur gear stage 52 is thus permanently connected to the drive 12 in a rotationally fixed manner. The axial arrangement of the parts of the direction change assembly 50 corresponds to that of the transmission 100.

Due to the arrangement of the direction change assembly 50 in the transmission 300, its respective clutches KV, KR have more identical parts to the Doppelschaltele element, which is formed by the first and second clutch K1, K2. In addition, the respective clutches KV, KR of the direction change assembly 50 are loaded with a lower torque and are designed to be smaller than the corresponding clutches KV, KR in the transmission 100. In the transmission 300, compared to the transmission 100, there is an additional pressure oil supply to the clutches KV , KR of the direction change assembly 50 is provided. In the case of the transmission 300, this runs through a housing, a central shaft of the first sun gear 30 and a hollow shaft of the first ring gear 34.

8 shows a fourth embodiment of a transmission 400. This embodiment differs from the transmission 300 in the axial positions of the coupling KV and KR and the spur gear stages 52 and 54 of the direction change assembly 50. These are identical to those in the transmission 200 , which is why the explanations made there apply equally to the transmission 400. 9 shows a fifth embodiment of a transmission 500. This embodiment shows the drive-side connection of the travel-direction change assembly group and an output-side connection.

In the case of the transmission 500, the drive 12 is mechanically operatively connected to the first ring gear 34 by means of a spur gear stage 502. One wheel of this spur gear stage 502 is permanently non-rotatably connected to the drive 12 and another wheel of this spur gear stage 502 is connected to the first ring gear 34. The spur gear stage 502 is arranged axially on the output side of the spur gear stage 84, which mechanically operatively connects the variator 16 to the first sun gear 30. The spur gear stage 502 is arranged axially on the drive side of the first planetary gear set.

The clutches KV, KR of the direction change assembly are coaxial with the drive 14 from and the planetary assembly 18 is arranged. In the case of the transmission 500, the second planetary carrier 42 can be connected non-rotatably to a further inter mediate shaft 504 by means of the third clutch K3. In the case of the transmission 500, the second sun gear 40 can be connected in a rotationally fixed manner to the further intermediate shaft 504 by means of the fourth clutch K4. The intermediate shaft 504 can be connected non-rotatably to the output 14 by means of the coupling KV of the travel direction change assembly. The second planet carrier 42 can therefore be connected to the output 14 in a rotationally fixed manner via the third clutch K3 and the clutch KV.

The single-stage spur gear stage 52 forms a mechanical active connection between the intermediate shaft 70 and the further intermediate shaft 504 in the transmission 500. One wheel of the single-stage spur gear stage 52 is permanently connected to the intermediate shaft 70 and another wheel is connected to the further intermediate shaft 504. The second ring gear 44 is accordingly via the first spur gear stage 60, the first clutch K1, the inter mediate shaft 70, the single-stage spur gear stage 52, the further intermediate shaft 504 and the clutch KV with the output mechanically operatively connectable. The second sun gear 40 is accordingly via the second spur gear stage 60, the second clutch K2, the inter mediate shaft 70, the spur gear stage 52, the further intermediate shaft 504 and the clutch KV mechanically operatively connected to the output. One wheel of the two-stage spur gear stage 54 is permanently connected to the intermediate shaft 70 in a rotationally fixed manner. Another wheel of two-stage spur gear stage 54 is connected to the clutch K3 of the direction change assembly group.

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

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

A so-called power reversing of a work machine can be improved by the design of the transmission 500. The work machine can drive forward and, when changing from forward to reverse drive, use the clutches KV or KR in order to reverse a drive power of the motor connected to the drive 12. A direction of rotation opposite to the current direction of travel can then be effected on the output drive 14. The clutches KV and KR of the direction change assembly 50 are set out in the transmission 500 higher torques than in the transmission 100 and are therefore made larger.

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

The coupling KV of the travel direction change assembly 50 is connected to the intermediate shaft 70. Clutch KV is connected to output 14 via the assigned single-stage spur gear stage 52. Correspondingly, one wheel of the single-stage spur gear stage 52 is permanently non-rotatably connected to the output 14 and another wheel of the single-stage spur gear stage 52 can be connected to the intermediate shaft 70 by means of the clutch KV. The clutch KR of the travel direction change assembly 50 is connected to the intermediate shaft 70. The clutch KR is connected to the output 14 via the assigned two-stage spur gear stage 54. Correspondingly, one wheel of the two-stage spur gear stage 54 is permanently non-rotatably connected to the output 14 and another wheel of the two-stage spur gear stage 54 can be connected to the intermediate shaft 70 by means of the clutch KR.

The first and second clutches K1, K2 can thus be mechanically operatively connected to the output 14 by means of the clutch KV of the travel direction change assembly 50 in order to make the variable to be translated available as a forward driving range. By means of the clutch KR of the travel direction change assembly 50, the first and second clutches K1, K2 can be mechanically operatively connected to the output 14 in order to provide the variable to be translated as reverse driving ranges. The transmission 600 can accordingly provide the reverse drive ranges FB1R and FB2R.

The third and fourth clutches K3, K4, on the other hand, are directly connected to the output 14. In addition, the drive 12 is mechanically operatively connected to the first ring gear 34 by means of a spur gear stage 602. The direction of rotation of the respective driving ranges provided by the third and fourth clutch K3, K4 cannot be reversed at the output 14, that is, in the case of the transmission 600. Correspondingly, the forward driving ranges FB3 and FB4 can be provided in the transmission 600, but not the corresponding reverse driving ranges FB3R and FB4R.

The travel direction change assembly 50 is therefore located on the output side, but is only connected to the first and second clutches K1, K2. As a result, the direction change selbaugruppe 50 is loaded with less torque than, for example, the transmission 500, which is why the clutches KV and KR are made smaller. However, there are only two reverse driving ranges available.

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

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

In the case of the transmission 700, the two-stage spur gear stage 54 is arranged on the axial output side of the third clutch K3 and axially on the drive side of the clutch KR of the change of direction assembly 50. The clutch KR is arranged axially on the drive side of the clutch KV of the travel direction change assembly 50. The single-stage spur gear stage 52 is axially on the output side to the clutch KV and axially on the drive side to the spur gear stage 86, which mechanically connects the variator 16 to the drive 12.

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

The second ring gear 44 can be connected in a rotationally fixed manner to an intermediate shaft 70 by means of the first clutch K1, the intermediate shaft 70 in the gearbox 800 being arranged coaxially with the output 14. The second sun gear 40 can be connected non-rotatably to the intermediate shaft 70 by means of the second clutch K2. The first clutch K1 and the second clutch K2 are again designed as double shifting elements, but in the case of the transmission 800 they are radially nested and designed coaxially with the output 14 and the planetary assembly 18. The first clutch K1 is arranged radially on the outside of the second clutch K2. The intermediate shaft 70 can be mechanically operatively connected to the drive 14 by means of the fourth clutch K4.

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

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

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

The third and fourth clutches K3, K4 are again designed as double shifting elements, these being radially nested in the transmission 800. The third and fourth clutch K3, K4 are arranged axially on the drive side of the third planetary gear set. The third clutch K3 is arranged radially on the outside of the fourth clutch K3. The brake B is arranged axially on the output side to the third ring gear 854 and axially on the drive side to the spur gear stage 86, which mechanically connects the variator 16 to the drive 12.

The transmission 800 is expanded with respect to the transmission 100 by the third planetary gear set and the brake B. In the case of the transmission 800, a higher final speed can be achieved in the respective forward driving ranges. In the case of the transmission 800, the respective reverse driving ranges are not completely mirrored with regard to their speeds. In the embodiment shown, the reverse driving areas each have a lower top speed than the corresponding forward driving areas. As a result, a higher torque can be made available in the reverse driving ranges.

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

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

In the case of the transmission 800, each drive range is provided by three closed shift elements. The driving range FB1 is provided by the closed first clutch K1, the closed brake B and the closed clutch KV. The Fahrbe rich FB2 is provided by the closed second clutch K2, the closed brake B and the closed clutch KV. The driving range FB3 is provided by the closed second clutch K2, the closed third clutch K3 and the closed clutch KV. The driving range FB4 is provided by the closed second clutch K2, the fourth clutch and the closed clutch KV be. The reverse driving ranges FB1R to FB4R are provided with the closed clutch KR instead of the closed clutch KV and otherwise the same closed shifting elements. In the case of the transmission 800, too, only one shift element is engaged and one shift element is disengaged each time successive driving ranges are changed.

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

The transmission 900 differs from the transmission 800 in that it has a central shaft for supplying lubricating oil. In the case of the transmission 800, the central shaft is permanently connected to the second planet carrier 42 and thus also to the first planet carrier 32 in a rotationally fixed manner, here by the central shaft being formed by the second planet carrier 42. The second planet carrier 42 always rotates while the first sun 30 in the Has a speed of 0 in the middle of each driving range. A rotating shaft is preferable to a stationary shaft for the lubricating oil supply.

15 shows a tenth embodiment of a transmission 1000. This embodiment is based on the eighth embodiment according to FIG Gear 1000 alike.

In the case of the transmission 1000, the variator 16 has a first energy converter 1080, which replaces the energy converter 80. In addition, the variator 16 has a second energy converter 1082, which replaces the energy converter 82. The two energy converters 1080, 1082 are designed as electrical machines in the transmission 1000. The transmission 1000 is an electrically power-split transmission instead of a hydraulically power-split transmission. The efficiency of the gearbox 1000 is better than hydraulic power-split gearboxes. In addition, electrical power can be made available to additional consumers from an intermediate circuit. In return, the costs and the space required for hydraulically power-branched transmissions are cheaper.

The transmission 1000 also has the option of driving a machine purely electrically with the engine at the drive 12, since the change of direction selbaugruppe 50 with the clutches KV, KR is provided on the drive side. For this purpose, in one embodiment, a corresponding driving range is provided by the closed first clutch K1 and the brake B as well as a further closed shifting element. In a further embodiment, a corresponding driving range is alternatively or additionally provided for this by the closed second clutch K2 and the brake B as well as a further closed shifting element.

16 shows an eleventh embodiment of a transmission 1100. The drive 12 is connected to a power take-off shaft 20, the power take-off shaft 20 being connected to the variator 16 via a spur gear stage 86, which is further connected to the first sun gear 30 via a spur gear stage 84 . The drive 12 is one via a clutch KR Travel direction change assembly 50 and a spur gear stage 54 or can be connected to the first ring gear 34 via a coupling KV of the travel direction change assembly 50 and a spur gear stage 52. The direction change assembly 50 is arranged on the PTO shaft 20. The second ring gear 44 is connected to a first clutch K1 via a spur gear stage 60, the spur gear stage 60 being connectable to an intermediate shaft 70 and / or a second clutch K2 via the first clutch K1. The second clutch K2 can be connected to the second sun gear 40 and a fourth clutch K4 via a spur gear stage 62. The fourth clutch K4 is connected to a third clutch K3, the third and fourth clutches K3, K4 being further connected to the output 14. A planet carrier of the second planet gears 46 is connected to the third clutch K3. The intermediate shaft 70 is connected to the third clutch K3 and the output 14 via a spur gear stage 64.

Compared to the embodiment shown in FIG. 1, the embodiment of the transmission 1100 shown in FIG. 16 achieves a high level of use in relation to the first and second clutches K1, K2 or the clutches KV, KR of the driving range change assembly 50 of identical parts, since identical or very similar couplings can now be used. Furthermore, the arrangement shown here ensures that the pressurized oil supply for the actuation of the clutches K1, K2, KV, KR is less complex, whereby a higher efficiency of the transmission is achieved at the same time. The new arrangement also makes it possible to achieve a smaller installation space requirement, since the distance between the variator 16 and the drive 12 can be reduced. Measures to adjust a distance between output 14 and drive 12 are also less extensive, since fewer components have to be changed ver.

FIG. 17 shows a twelfth embodiment of a transmission 1200. The drive 12 is connected to a power take-off shaft 20, the power take-off shaft 20 being connected to the variator 16 via a spur gear step 86. This is further connected to the first sun gear 30 via a spur gear stage 84. The drive 12 is connected to the first ring gear 34 via a spur gear stage 52. A first clutch K1, a second clutch K2, a third clutch K3, and two clutches KV, KR of a direction change selbaugruppe 50 are arranged on an intermediate shaft 70. About the third clutch K3 and a spur gear stage 64, the intermediate shaft 70 can be connected to a planet carrier of the third planet gear 46. Furthermore, the intermediate shaft 70 can be connected to the output 14 and a fourth clutch K4 via the clutch KR of the travel direction change assembly 50 and a spur gear stage 54. The intermediate shaft 70 can be connected to the drive 14 and to the fourth clutch K4 via the coupling KV of the direction change assembly 50 and a spur gear stage 56. The second ring gear 44 is connected to the first clutch K1 via a spur gear stage 60, the second ring gear 44 also being connectable to the intermediate shaft 70 and / or the second clutch K2 via the first clutch K1. The second clutch K2 is connected to the second sun gear 40 via a spur gear stage 62, the second clutch K2 being connected to the fourth clutch K4 via a spur gear stage 58 and thus ver connectable to the output 14. A reduced transmission length, that is to say an installation space between a transmission input and a transmission output, has proven to be particularly advantageous in the embodiment shown here.

18 shows a thirteenth embodiment of a transmission 1300. The drive 12 is connected to a power take-off shaft 20, the power take-off shaft 20 being connected to the variator 16 via a spur gear stage 86, which is further connected to the first sun gear 30 via a spur gear stage 84 is. The drive 12 can be connected to the first ring gear 34 via a clutch KR of a travel direction change module 50 and a spur gear stage 54 or via a clutch KV of the travel direction change module 50 and a spur gear stage 52. The travel direction change assembly 50 is arranged on the power take-off shaft 20. The second sun gear 40 is connected to a second clutch K2 via a spur gear stage 62 and via this can be connected to a first clutch K1 and / or the output 14. The second sun gear 40 is connected to a fourth clutch K4 via a spur gear stage 64 and can be connected via this to the output 14. The first, second, third and fourth clutches K1, K2, K3, K4 are arranged on the output 14. An intermediate shaft 70 connects a planet carrier of the third planetary gear 46 via a spur gear stage 60 with the third clutch K3, with the intermediate shaft 70 being connectable to the output 14. The second ring gear 44 is connected to the first clutch K1 via a spur gear stage 56, whereby the second ring gear 44 can be connected to the output 14. With the embodiment of the transmission 1300 shown here, in addition to further advantages, the advantageous effects are also achieved that the output 14, on which the first to fourth clutches K1, K2, K3, K4 are arranged, with a compared to the embodiment according to FIG Lower speed can be operated when a maximum speed through the transmission 1300 is reached. On the one hand, this increases the service life of the components used (for example the bearings), while at the same time drag losses due to the otherwise resulting differential speeds at the first and second clutches are reduced. In addition, greater flexibility is achieved in the use of the transmission in a vehicle, since the spur gear stages achieve a high number of variants, or a large number of center distances between drive 12 and output 14 can be implemented in a simple manner. In particular, such small distances between drive 12 and output 14 can be realized. The first to fourth clutches K1, K2, K3,

K4, as well as the clutches KR, KV of the driving range change group 50 are advantageously equipped with a high degree of identical parts. The spur gear stages 56,62 and the spur gear stages 60, 64 in the respective pairing can advantageously be equipped with equal parts.

The embodiments according to FIGS. 16 to 18 are operated in accordance with the switching matrix according to FIG. With regard to the design of the transmission 1200 according to FIG. 17, however, the restriction applies that the driving range FB4R cannot be implemented with this gear set due to the arrangement of the fourth clutch, so only four forward driving ranges FB1 to FB4 and three reverse driving ranges FB1R to FB3R can be represented are.

Reference symbol

100; 200; 300; 400; 500; 600; 700; 800; 900; 1000 gearbox 12 drive 14 output 16 variator 18 planetary assembly 20 PTO shaft

30, 40; 850 sun gear 32, 42; 852 planet carriers 34, 44; 854 ring gear 36, 46, 48; 856 planetary gear 50 travel direction change assembly

70 intermediate shaft

504 further intermediate shaft

80, 82; 1080, 1082 energy converter

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

858 hollow shaft

K1 first clutch

K2 second clutch

K3 third clutch

K4 fourth clutch

KV coupling

KR coupling

B brake

Claims

1. Power-split continuously variable transmission (100; 200; 300; 400; 500; 600; 700;

800; 900; 1000, 1100, 1200, 1300) with a drive (12), an output (14), a variator (16), and a planetary assembly (18), the transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000, 1100, 1200, 1300) is designed to provide ver different driving ranges, the planetary assembly (18) a first sun gear (30), a first planet carrier (32) on which a set of first planet gears (36) are rotatably mounted, and a first ring gear (34), which form a first planetary gear set, and a second sun gear (40), a second planet carrier (42), on which a set of second and a set of third th planet gears (46, 48) are rotatably mounted, and a second ring gear (44), wel che form a second planetary gear set, wherein the first and the second planet carrier (32, 42) are permanently connected to each other for rotation, where the first planet gears (36) mesh with the first sun gear (30) and the first ring gear (34), di e second planetary gears (46) mesh with the second sun gear (40) and the second ring gear (44), the second planetary gears (46) and the third planetary gears (48) meshing with one another in pairs, the first planetary gears (36) and the third planet gears (48) are permanently connected to one another in a rotationally fixed manner in pairs, the variator (16) being mechanically operatively connected to the drive (12) and the first sun gear (30), where the drive (12) is connected to the first ring gear (34) can be mechanically operatively connected and wherein the transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000, 1100, 1200, 1300) is designed to transmit a torque from the second planetary gear set to the output (14).

2. Power-split continuously variable transmission (1100) according to claim 1, characterized in that

- The drive (12) is connected to a PTO shaft (20), the PTO shaft (20) being connected to the variator (16) via a spur gear stage (86), which is further connected to the first sun gear via a spur gear stage (84) ( 30) is connected; - The drive (12) via a clutch (KR) of a direction change assembly (50) and a spur gear stage (54) or via a clutch (KV) of the direction change assembly (50) and a spur gear stage (52) with the first ring gear (34) ver is bindable, wherein the direction change assembly (50) is arranged on the power take-off shaft (20);

- The second ring gear (44) is connected to a first clutch (K1) via a spur gear stage (60), the spur gear stage (60) via the first clutch (K1) to an intermediate shaft (70) and / or a second clutch (K2 ) can be connected, the second clutch (K2) being connectable to the second sun gear (40) and a fourth clutch (K4) via a spur gear stage (62);

- The fourth clutch (K4) is connected to a third clutch (K3), the third and fourth clutch (K3, K4) being further connected to the output (14);

- A planet carrier of the second planet gears (46) is connected to the third clutch (K3);

- The intermediate shaft (70) is connected to the third clutch (k3) and the output (14) via a spur gear stage (64).

3. Power-split continuously variable transmission (1200) according to claim 1, characterized in that

- The drive (12) is connected to a PTO shaft (20), the PTO shaft (20) being connected to the variator (16) via a spur gear stage (86), which is further connected to the first sun gear via a spur gear stage (84) ( 30) is connected;

- The drive (12) is connected to the first ring gear (34) via a spur gear stage (52);

- A first clutch (K1), a second clutch (K2), a third clutch (K3), as well as two clutches (KV, KR) of a direction change assembly (50) are arranged on an intermediate shaft (70), the third clutch (K3) and a spur gear stage (64), the intermediate shaft (70) can be connected to a planet carrier of the third planetary gear (46), while the intermediate shaft (70) is connected via the coupling (KR) of the travel direction change assembly (50) and a spur gear stage (54 ) Can be connected to the drive (14) and a fourth clutch (K4); - The intermediate shaft (70) via the coupling (KV) of the direction change assembly group (50) and a spur gear stage (56) with the output (14) and the fourth coupling (K4) can be connected;

- The second ring gear (44) is connected to the first clutch (K1) via a spur gear stage (60), the second ring gear (44) further via the first clutch (K1) to the intermediate shaft (70) and / or the second clutch (K2), the second clutch (K2) being connected to the second sun gear (40) via a spur gear stage (62), the second clutch (K2) being connected to the fourth clutch (K4) via a spur gear stage (58) and thus can be connected to the output (14).

4. Power split continuously variable transmission (1300) according to claim 1, characterized in that

- The drive (12) via a clutch (KR) of a direction change assembly (50) and a spur gear stage (54) or via a clutch (KV) of the direction change assembly (50) and a spur gear stage (52) with the first ring gear (34) ver is bindable, wherein the direction change assembly (50) is arranged on the power take-off shaft (20);

- The second sun gear (40) is connected to a second clutch (K2) via a spur gear stage (62) and can be connected to that of a first clutch (K1) and / or the drive (14), the second sun gear (40) is connected to a fourth clutch (K4) via a spur gear stage (64) and can be connected via this to the output (14);

- The first, second, third and fourth clutches (K1, K2, K3, K4) are arranged on the output (14);

- An intermediate shaft (70) connects a planet carrier of the third planetary gear (46) via a spur gear stage (60) to the third clutch (K3), the inter mediate shaft (70) being connectable to the output (14);

- The second ring gear (44) is connected to the first clutch (K1) via a spur gear stage (56), whereby the second ring gear (44) can be connected to the output (14).

5. Drive unit with a power-split continuously variable transmission (100; 200; 300; 400; 500; 600; 700; 800; 900; 1000, 1100, 1200, 1300) according to one of the preceding claims and with a motor which is used to drive the Drive (12) is mechanically operatively connected to the drive (12).