• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a drive train (1) for a motor vehicle with a transmission arrangement (2) for a motor vehicle with a primary drive machine (3) - in particular an internal combustion engine - with a transmission input shaft (5) that can be connected or connected to the primary drive machine (3) at least one transmission output shaft (7), with a - preferably three-shaft - first summing planetary gear (11) with two first transmission drive elements (12, 13) and a first transmission output element (14) and a - preferably three-shaft - second summing planetary transmission (31) two second gear drive elements (32, 33) and a second gear output element (34), a primary first gear drive element (12) of the first summing planetary gear (11) and a primary second gear drive element (32) of the second summing planetary gear (31) being mechanically included the primary transmission input shaft (5) are connected, and wherein and a secondary s first gear drive element (32) of the first summing planetary gear (11) and a secondary second gear element (33) of the second summing planetary gear (31) are connected or connectable to at least one secondary drive machine (4). A high speed and torque spread can be achieved if the first transmission output element (14) via at least a first clutch (K1) with the transmission output shaft (7) and / or the second transmission output element (34) via at least a second clutch (K2) with the Transmission output shaft (7) is connectable.
    公开号:AT521773A4
    申请号:T50988/2018
    申请日:2018-11-13
    公开日:2020-05-15
    发明作者:Dieter Stöckl Ing；Häglsperger Josef
    申请人:Avl Commercial Driveline & Tractor Eng Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a drive train for a motor vehicle with a transmission arrangement with a primary drive machine - in particular an internal combustion engine - with a transmission input shaft that can be connected or connected to the primary drive machine and at least one transmission output shaft, with a - preferably three-shaft - first summing planetary transmission with two first transmission drive elements and one first transmission output element, and a - preferably three-shaft - second summation planetary gear with two second transmission drive elements and a second transmission output element, wherein a primary first transmission drive element of the first summation planetary transmission and a primary second transmission drive element of the second summing planetary transmission are mechanically connected to the primary transmission input cell, and wherein a secondary first gear drive element of the first summing planetary gear and a secondary second gear element of the second summing planetary gear connected to at least one secondary drive machine
    or are connectable.
    DE 10 2012 213 224 A1 describes a transmission with a power-split continuously variable sub-transmission with a mechanical power branch with a continuously variable speed. A planetary gear set can be connected to the mechanical power branch and / or the power branch with infinitely variable speed, the planetary gear set being followed by a partial transmission operatively connected to it. The power branch with infinitely variable speed can be connected to and decoupled from an input element of the planetary gear set via a switching element, an input element of the planetary gear set being connected to the mechanical power branch in a state in which the planetary gear set is decoupled from the power branch and the planetary gear set is blocked.
    DE 10 2011 077 089 A1 discloses a transmission device with a transmission input shaft which can be coupled to a drive machine of a vehicle drive train and a transmission output shaft which can be connected to an output of a vehicle drive train. A PTO shaft can be coupled to the transmission output shaft via a switchable connecting device
    will. The transmission device has a continuously power split
    Gear range on. The transmission output shaft can be coupled to an output of a vehicle drive train via a connecting device. The connection device is the power split continuously
    Gearbox range connected.
    DE 10 2014 205 039 A1 discloses a drive train of the type mentioned at the outset with a continuously variable transmission with synchronous clutch actuation. The continuously variable transmission has two summing planetary gears, a variator and several clutches. The drive train has a purely hydrostatic driving area and two power-split areas. The clutches are arranged on the input side of the summing planetary gear, that is to say in a region of the power path in which the torque to be transmitted is exaggerated by the drive machine due to the reactive power from the hydrostatic power branch. Return operation is limited to the hydrostatic range, since there is no reversal of the direction of rotation of the mechanical branch and therefore there is no identical speed and direction of rotation on the coupling. At least three couplings are required to implement two power-split areas. The power-split areas are fundamentally achieved by increasing the speed in the summing planetary gear, since the output shafts from the summing planetary gear are directly coupled to the gearbox output and the speed is constantly increasing. Due to this direct coupling of these two output shafts and the achieved same directions of rotation of the output shafts of the variator, two different summation planetary gears are necessary to increase the output speed. The number of possible further stages is limited by the speeds within the summation planetary gear. Similar drive train arrangements are from RU 2 191 303 C2 or DE 199 54 894 A1
    known.
    The object of the invention is a high speed and torque spread, as well as a flexible with the least possible effort and small size
    Achieve gear structure.
    Starting from a drive train of the type mentioned at the outset, this object is achieved according to the invention in that the first transmission output element is connected to the transmission output shaft and / or via at least one first clutch
    second transmission output element via at least one second clutch with the
    Transmission output shaft is connectable.
    The at least one first and / or second clutch enables a mechanical
    Tensioning the drive train can be avoided.
    In terms of drive, the two clutches are arranged after the summing planetary gear, that is to say between the summing planetary gear and the transmission output shaft; no torque increases occur in this area
    Operation in the reactive power range more.
    By engaging the first clutch there is a first power-split area and by engaging the second clutch a second power-split area
    Realizable area.
    Advantageously, the first transmission output element and / or the second transmission output element can be connected to the transmission output shaft via at least one further reverse drive clutch. This enables easy switching between forward and reverse travel. Through the reverse drive clutch
    a third power-split area can be realized.
    The number of components and the installation space required can be kept small if the first transmission output element and / or the second transmission output element can be connected to the transmission output shaft via at least one coupling unit designed as a double clutch. In particular, at least one first or second clutch for forward travel can be combined with a first or second reverse drive clutch to form a clutch unit
    will.
    In an embodiment variant of the invention it is provided that the primary transmission input shaft is connected or can be connected to a work machine, the work machine and the secondary drive machine preferably being designed as a structural unit. As an alternative to this, it is also possible to arrange the secondary drive machine and the work machine at a spacing from one another and to drive the work machine via a gearwheel stage or via a traction means through the primary transmission input shaft. The
    Working machine and the secondary drive machine can be parallel to each other
    or be arranged axially.
    The working machine and the secondary drive machine form a variator for changing the speeds on the transmission output shafts of the summation planetary gears. A variator is a continuously variable transmission in which the transmission ratio is continuously adjustable. The variator can be of a hydraulic, electrical or mechanical type.
    One embodiment variant of the invention provides that the working machine is a first hydraulic machine - for example a pump - and the secondary drive machine is a second hydraulic machine - for example a hydraulic motor - of a hydrostatic transmission. The speed on the transmission output shaft of the transmission arrangement can be precisely regulated via the hydrostatic transmission. As an alternative to the first hydraulic machine and the second hydraulic machine, the working machine and the secondary one
    Drive machine can also be formed by electrical machines.
    An embodiment variant of the invention provides that the working machine is designed with the same axis as the transmission input shaft. This enables
    Saving installation space and components.
    It is particularly advantageous if the first drive shaft and the second drive shaft are drive-connected to one another, preferably mechanically. The first and second drive shafts can thus be driven via the control shaft of a single secondary drive machine. The connection between the two drive shafts can take place, for example, via gear wheels or a traction means. Alternatively, it is also possible to drive the first drive shaft by a secondary first drive machine and the second drive shaft by a secondary second drive machine. In this case, a mechanical
    Connection between the drive shafts can be dispensed with.
    A summing planetary gear is a planetary gear in which two powers, in particular a primary and a secondary drive machine, are combined into one. On the input side, the summing planetary gear has a primary gear drive element for the primary drive machine and a secondary gear drive element for the secondary
    Drive machine, and on the output side gear output element. The summing planetary gear can be formed by a simple three-shaft planetary gear with a sun gear, a planet carrier with a planetary gear set and a ring gear. The sun gear, planet carrier and ring gear form gear drive elements and the gear output element.
    If the direction of rotation of the sun gears is different, two identical ones can be used
    Summing planetary gear can be used.
    Due to the two summing planetary gears arranged in parallel, for example, the power is optionally conducted over one of the two power branches or over both power branches. A particularly smooth and jerk-free transition is possible when switching between the power paths, the switching preferably taking place in synchronous operation.
    Advantageously, the first summing planetary gear has a first sun gear, a first planet carrier and a first ring gear, and the second summing planetary gear has a second sun gear, a second planet carrier and a second ring gear, preferably the secondary first gear drive element through the first sun gear and / or the secondary second transmission drive element is formed by the second sun gear. The first and / or second sun gear thus forms the input of the power path
    secondary prime mover.
    Alternatively, it is also possible for the secondary first gear drive element to be through the first ring gear or the first planet carrier and for the secondary second gear drive element to be through the second ring gear
    or the second planet carrier is formed.
    In an embodiment variant of the invention it is provided that the primary first transmission drive element is formed by the first planet carrier and the first transmission output element is formed by the first ring gear. Alternatively, the primary first transmission drive member may be through the first ring gear and the first
    Transmission output element can be formed by the first planet carrier.
    In an embodiment variant according to the invention it is provided that the primary
    second transmission drive element through the second planet carrier and the second
    Transmission output element is formed by the second ring gear. As an alternative to this, it can also be provided that the primary second gear drive element through the second ring gear and the second gear drive element through the
    second planet carrier is formed.
    In this way, a power summation of the
    enables two drive machines in the two summing planetary gears.
    Furthermore, the switching functionality can be increased if at least one switchable output gear stage and / or at least one switchable range stage is located between at least one transmission output element and the transmission output shaft
    is arranged.
    A short and compact design results when the primary transmission input shaft and the secondary transmission input shaft are in parallel!
    are arranged to each other and spaced apart.
    In an embodiment variant of the invention it is provided that the axis of rotation of the secondary first transmission drive element and the axis of rotation of the secondary
    second transmission drive elements are arranged parallel to one another and spaced apart, preferably the first summing planetary gear and the
    second summing planetary gears are arranged parallel to each other.
    An alternative embodiment provides that the secondary first gear drive element and the secondary second gear drive element are arranged in the same axis, preferably the first sun gear and the
    second sun gear are formed the same wave.
    Due to the two summing planetary gears arranged in parallel, two or more CVT transmission ranges (CVT continuous
    Variable transmission) with continuously variable translation.
    The arrangement of the clutches and shifting elements on the output side of the gear arrangement can in principle be used to arrange any number of stages with, for example, pre-selection, without any limitation in the area or within the summing planetary gear due to ever increasing
    Speeds occurs.
    7733
    The invention is not described below with the aid of those shown in the figures
    restricting exemplary embodiments explained in more detail. It shows schematically:
    Fig. 1 shows a transmission arrangement according to the invention in a first
    Variant,
    Fig. 2 shows a transmission arrangement according to the invention in a second
    Variant,
    Fig. 3 shows a transmission arrangement according to the invention in a third
    Variant,
    Fig. 4 shows a transmission arrangement according to the invention in a fourth
    Variant,
    Fig. 5 shows a transmission arrangement according to the invention in a fifth
    Variant,
    Fig. 6 shows a transmission arrangement according to the invention in a sixth
    Variant,
    Fig. 7 shows a transmission arrangement according to the invention in a seventh
    Variant,
    8 shows a gear arrangement according to the invention in an eighth
    Variant,
    Fig. 9 shows a transmission arrangement according to the invention in a ninth
    Variant,
    10 shows a gear arrangement according to the invention in a tenth
    Variant,
    11 shows a gear arrangement according to the invention in an eleventh
    Variant,
    12 shows a gear arrangement according to the invention in a twelfth
    Variant,
    FIG. 13 shows a gear arrangement according to the invention in a thirteenth embodiment variant - as a detailed variation of the gear arrangement shown in FIG. 12 -, and
    Fig. 14 shows a transmission arrangement according to the invention in a fourteenth
    Design variant.
    Parts with the same function are provided with the same reference symbols in the figures.
    FIGS. 1 to 14 each show a drive train 1 for a motor vehicle with a transmission arrangement 2 with two power paths A, B. The drive train 1 has a primary drive machine 3 and a secondary drive machine 4, for example formed by an internal combustion engine.
    The transmission arrangement 2 has a transmission input shaft 5 which is drive-connected to the primary drive machine 3, first 6a and second drive shafts 6b which are drive-connected to the secondary drive machine 4 and a transmission output shaft 7 which, for example via a differential 8 shown in FIG. 5, has drive wheels 9 of the motor vehicle connected is.
    The transmission arrangement 2 has a first continuously variable transmission region 10, which forms a first power path A, with a three-shaft first summing planetary transmission 11 with two first transmission drive elements 12, 13 and a first transmission output element 14. Furthermore, the transmission arrangement 2 has a second continuously variable transmission region 30, which forms a second power path B, with a three-shaft second summing planetary transmission 31 with two transmission drive elements 32, 33 and a second transmission output element 34. 13a is the axis of rotation of the secondary first transmission drive element 13 and 33a is the axis of rotation of the secondary
    designated second gear drive elements 33.
    The primary first transmission drive element 12 of the first summing planetary transmission 11 is mechanically connected to the transmission input shaft 5.
    The first drive shaft 6a connected to the secondary first transmission drive element 13 of the first summing planetary transmission 11 is mechanically connected to the
    secondary control shaft 6 connected.
    The primary second gear drive element 32 of the second summing planetary gear 31 is also mechanically connected to the primary gear input shaft 5. A second drive shaft 6b connected to the secondary second gear drive element 33 of the second summing planetary gear 31 is mechanically connected to the control shaft 6. The control shaft 6 is formed by the output shaft of the secondary drive machine 4.
    The first transmission output element 14 of the first summing planetary gear 11 can be drive-connected to the transmission output shaft 7 via at least one first clutch unit 15 and the second transmission output element 34 of the second summing planetary gear 31.
    The primary transmission input shaft 5 is drive-connected to a work machine 520. The work machine 520 and the secondary drive machine 4 form a variator 50 and can be designed as a structural unit and / or with the same axis or in parallel. As an alternative to a structural unit, there is also a separate one
    Formation of work machine 520 and secondary drive machine 4 possible.
    In the exemplary embodiments, the variator 50 is formed by a hydrostatic transmission 51. The work machine 520 is formed by a first hydraulic machine 52, for example a hydraulic pump - and the secondary drive machine 4 by a second hydraulic machine 53 - for example a hydraulic motor. The first hydraulic machine 52 and - possibly also the second hydraulic machine 53 - of the hydrostatic transmission 51 have a device for adjusting the delivery volume in a known manner. The two hydraulic machines 52, 53 are preferably designed to be reversible. In addition to the design of the variator 50 as a hydrostatic transmission 51, there is also the possibility of designing the variator 50 electrically, the working machine 520 and the secondary drive machine 4 being formed by electric machines.
    The first hydraulic machine 52 is drive-connected to the primary transmission input shaft 5, the second hydraulic machine 53 is mechanically connected to the
    Control shaft 6 of the gear arrangement 2 coupled. The first drive shaft 6a is mechanically connected to the second drive shaft 6b, whereby the second hydraulic machine 53 simultaneously via the control shaft 6 onto the secondary first gear drive element 13 and the secondary second gear drive element 33
    acts.
    The first summing planetary gear 11 has a first sun gear 16, a first planet carrier 17 with a set of first planet gears 17a and a first ring gear 18. The second summing planetary gear 31 has a second sun gear 36, a second planet carrier 37 with one set of second ones
    Planet gears 37a and a second ring gear 38.
    In all exemplary embodiments, the secondary first gear drive element 13 is formed by the first sun gear 16 and the secondary second gear drive element 33 is formed by the second sun gear 36. However, it is also possible for the secondary first 13 or second transmission drive element 33 to be replaced by the first 18
    or second ring gear 38 is formed.
    The primary first transmission drive element 12 can be formed either by the first planet carrier 17 or by the first ring gear 18. Analogously, the primary second transmission drive element 32 can be formed either by the second planet carrier 37 or by the second ring gear 38. However, it is also possible for the primary first gear drive element 12 or the primary second gear element 32 to be formed by the first 16 or second sun gear 36
    becomes,
    1 shows a first embodiment variant with first 11 and second summing planetary gears 31 arranged parallel to one another. The primary first 12 and second gear drive elements 32 are formed by first 17 and second planet carriers 37. The first ring gear 18 forms the first transmission output element 14 and the second ring gear 38 forms the second transmission output element 34.
    The primary transmission input shaft 5 drives the first hydraulic machine 52 of the hydrostatic transmission 51 via a first spur gear stage 54, the first planet carrier 17 via a primary first drive transmission stage 25 and the second planet carrier 37 via a primary second drive transmission stage 45. The second hydraulic machine 52 drives the first drive shaft 6a via the control shaft 6
    and via the coupling gear 55 to the second drive shaft 6b, the
    Control shaft 6 is formed coaxially with the first drive shaft 6a.
    The first transmission output element 14 is connected to a first transmission output shaft 19 and the second transmission output element 34 is connected to a second transmission output shaft 39. The first transmission output shaft 19 can be connected via the first clutch unit 15 with the first clutch K1 for forward travel or the first reverse drive clutch KR1, the second transmission output shaft 39 via the second
    Coupling K2 with the transmission output shaft 7 are connected to the drive.
    Between the first transmission output shaft 19 and the transmission output shaft 7 there is a first forward gear ratio 20 for forward travel and a first reverse gear ratio 21 for reverse travel, the first forward gear ratio 20 via the first clutch K1 assigned to the forward drive of the first designed as a double clutch Coupling unit 15, and the first reverse gear stage 21 is activated via the first reverse drive clutch KR1 of the first clutch unit 15 which is assigned to the reverse drive.
    Furthermore, between the second transmission output shaft 39 and the transmission output shaft 7 there is a second forward transmission stage 40 for
    Arranged forward travel, which is activated by the second clutch K2.
    The second hydraulic machine 53 hydraulically connected to the first hydraulic machine 52 drives the first sun gear 16 of the first summing planetary gear 11 via the control shaft 6 and the first drive shaft 6a. The first drive shaft 6a is mechanically connected to the second drive shaft 6b via a coupling gear 55 designed, for example, as a traction mechanism gear or spur gear, so that the second hydraulic machine 53, via the coupling gear 55, synchronously synchronizes the second gear drive shaft 6b, for example with the same speed or via a selected transmission ratio with a different speed and / or direction of rotation - to the first sun gear 16 of the first summing planetary gear 11 also drives the second sun gear 36 of the second summing planetary gear 31. The two summing planetary gear 11, 31 can be identical
    be trained.
    The mechanical drive of the two summing planetary gears 11, 31 takes place through the planet carriers 17, 37 through gear stages with different ratios, the output takes place via the ring gears 18, 38 of the summing planetary gear 11, 31, again with different ratios to the gearbox output shaft 7.
    The second hydraulic machine 53 is connected to the summing planetary gears 11, 31 via two different gear ratios and the same or different directions of rotation so that the changeover between the two summing planetary gears 11, 31 when the clutch K1 and K2 are synchronized
    can be done.
    A driving speed of zero is achieved with power split; at zero travel speed, the return area can be engaged by switching the clutches from K1 to KR1, i.e. opening the first clutch K1 assigned to the forward drive and closing the first reverse drive clutch KR1 assigned to the reverse drive (at zero output speed). The translations for forward and backward travel can be chosen as desired.
    The full speed range can thus be covered with two CVT areas in one direction of travel.
    The second embodiment variant shown in FIG. 2 differs from the first embodiment variant in that a second spur gear stage 56 is arranged between the control shaft 6 and the first drive shaft 6a. As a result, the first drive shaft 6a and the second drive shaft 6b can be driven by the second hydraulic machine 53 with the same direction of rotation, possibly also with a different speed. If the sun gears 13, 33 are driven with the same direction of rotation, then the primary first 12 and second gear drive elements 32 driven by the primary transmission input shaft 5 must be different. In the exemplary embodiment shown in FIG. 2, the primary first gear drive element 12 is the first planet carrier 17 and the primary second gear drive element 32 is the second ring gear 38.
    The second embodiment variant shown in FIG. 3 differs from the first embodiment variant primarily in that the two summing
    Planetary gears 11, 31 are designed differently.
    As in FIGS. 1 and 2, the primary first transmission drive element 12 is formed by the first planet carrier 17, the first ring gear 18 of the first summing planetary transmission 11 forming the first transmission output element 14. In contrast to FIG. 1 and analogously to FIG. 2, however, the primary second transmission drive element 32 is formed by the second ring gear 38 and the second transmission output element 34 by the second planet carrier 37, which is fixedly connected to the second transmission output shaft 39. In contrast to FIG. 2 — and analogously to FIG. 1 — the gear arrangement 2 has an additional first on the output side of the first summing planetary gear 11
    Reverse drive clutch KR1 for reverse travel on.
    FIG. 4 shows a fourth embodiment variant similar to FIG. 1, wherein a second reverse gear stage 41 for reverse travel is additionally arranged between the second transmission output shaft 39 and the gear output shaft 7, the first reverse gear stage 21 for reverse travel via the first clutch KR1 of the first transmission output shaft 19 and the second reverse gear stage 41 for reverse travel via the second clutch KR2 with the
    second transmission output shaft 39 can be connected to the drive.
    In the fifth variant shown in FIG. 5, the primary transmission input shaft 5 is connected to a secondary transmission output shaft PTO (PTO shaft) via a clutch KP and a range switching device 57. The control shaft 6, on which the second hydraulic machine 53 acts, is arranged coaxially with the second gear drive shaft 6b and thus acts directly on the secondary second gear drive element 33. The first hydraulic machine 52 is also coaxial with the second here
    Hydraulic machine 53 arranged.
    6 to 10 show embodiment variants of the invention in which the two summing planetary gears 11, 31 are arranged in the same axis. The primary transmission input shaft 5 drives via a primary first spur gear stage 58 through the first planet carrier 17 of the first summing planetary gear 11
    formed primary first transmission drive element 12 and via a primary second
    Spur gear stage 59 on the primary second gear drive element 32 formed by the second planet carrier 37 of the second summing planetary gear 31. The first transmission output element 14 is formed by the first ring gear of the first summing planetary gear 11 and the second transmission output element 34 by the second planet carrier 37 of the second summing planetary gear 31.
    Between the first transmission output shaft 19 and the transmission output shaft 7, a first forward transmission stage 20 for forward travel is arranged, which is activated by the first clutch K1. Furthermore, a second forward transmission stage 40 for forward travel is arranged between the second transmission output shaft 39 and the transmission output shaft 7
    Clutch K2 is activated.
    The idler gears 20a, 40a of the forward transmission stages 20, 40 are arranged coaxially with the first and second transmission output shafts 19, 39. The fixed wheels 20b, 40b of the transmission stages 20, 40 are on the
    Transmission output shaft 7.
    The first hydraulic machine 52 is driven directly in FIGS. 6 to 10 by the primary transmission input shaft 5. The first hydraulic machine 52 and the second hydraulic machine 53 are designed as a structural unit.
    The design variants differ in the number and arrangement of
    Clutches and gear ratios.
    In the sixth embodiment shown in FIG. 6, only the first and second are
    Forward gear ratios 20, 40 are provided for forward travel.
    7 shows an embodiment in which a first reverse gear stage 21 for reverse travel is additionally arranged between the first transmission output shaft 19 and the transmission output shaft 7, which is activated via a first reverse drive clutch KR1 assigned to the reverse travel. The first clutches K1 and the first reverse drive clutch KR1 are integrated in a clutch unit 15, which is formed, for example, by a double clutch.
    FIG. 8 shows another embodiment variant with a second reverse gear stage 41 starting from the second transmission output shaft 39, by means of a turning group 60 having the clutches KV and KR
    can be switched between driving forwards and backwards.
    The ninth embodiment variant shown in FIG. 9 differs from FIG. 7 in that the idler gears 20a, 40a; 21a of the forward gear stages 20, 40 and the first reverse gear stage 21 are arranged on the transmission output shaft 7. The fixed gears 20b, 21b of the first forward gear ratio 20 and the reverse gear ratio 21, on the other hand, are connected to the first gear drive shaft 19 and the fixed gear 40b of the second forward gear ratio.
    Gear ratio 40 with the second transmission drive shaft 39 rotatably connected.
    Starting from the ninth embodiment variant, the one shown in FIG
    tenth embodiment variant, a range stage 61 is additionally provided between the second transmission output shaft 39 and the transmission output shaft 7, with which between a high-speed gearshift range HI and a creeper gearshift range LO
    can be switched.
    11 shows an eleventh embodiment variant of the invention with summing planetary gears 11, 31 arranged parallel to one another and parallel to the primary transmission input shaft 5. The first hydraulic machine 52 connected to the primary transmission input shaft 5 via a first spur gear stage 54 forms a structural unit with the second hydraulic machine 53. As an alternative to the common structural unit, the two hydraulic machines 52, 53 can also be arranged separately and / or spatially separated from one another and by hydraulic lines
    be connected.
    As in FIG. 1, the primary first 12 and second gear drive elements 32 are formed by first 17 and second planet carriers 37. Here, too, the first ring gear 18 forms the first transmission output element 14 and the second ring gear 38
    the second transmission output element 34.
    The primary transmission input shaft 5 drives the first hydraulic machine 52 of the hydrostatic transmission 51 via the first spur gear stage 54, the first planet carrier 17 via a primary first drive transmission stage 25, and via a primary second drive transmission stage 45, which has a different transmission ratio
    and / or direction of rotation to the primary first drive gear stage 25, the
    second planet carrier 37.
    The first transmission output element 14 is connected to a first transmission output shaft 19 and the second transmission output element 34 is connected to a second transmission output shaft 39. The first transmission output shaft 19 can be drivingly connected to the transmission output shaft 7 via the first clutch K1, the second transmission output shaft 39 via the second clutch K2, a turning group 60 being additionally arranged between the transmission output shafts 19, 39 and the transmission output shaft 7.
    12 and 13 show design variants with modified arrangements of the hydraulic machines 52 and 53 designed as a common assembly. In FIG. 12 the first hydraulic machine 52 is used directly and in FIG. 13 indirectly via a
    first spur gear stage 54 driven by the primary transmission input shaft 5.
    14 shows a further embodiment variant of a gear arrangement 2 similar to FIG. 1, wherein first output gear stages 22, 23 and second output gear stages 42, 43 for gears G1, G2, G3, G4 are arranged between the gear output shafts 19, 39 and the gear output shaft 7, which can be shifted via first 24 and second gear shift elements 44.
    The first clutch unit 15 is arranged between the first gear output element 14 formed by the first ring gear 18 of the first summing planetary gear 11 and the first gear output shaft 19. The second clutch unit 35 is between the second gear output element 34 formed by the second ring gear 38 of the second summing planetary gear 31 and the
    second transmission output shaft 39 is arranged.
    By the two parallel planetary gear 11, 31 is the
    Power optionally carried over the two power branches A, B.
    The mechanical drive of the two summing planetary gears 11, 31 takes place through the planet carriers 17, 37 via gear stages with different or identical ratios, the output takes place via the ring gears 18, 38 of the summing planetary gear 11, 31, again with different ratios
    Transmission output shaft 7. The input and output of the planet carriers 17, 37 and
    Ring gear 18, 38 of each summing planetary gear 11, 31 can also be interchanged
    will.
    The transmission output shaft 19, 39 of a summing planetary gear 11, 31 is accelerated in each case via different directions of rotation of the sun gears 16, 36, while the gear output shaft 39, 19 of the other summing planetary gear
    31, 11 slows down.
    On both transmission output shafts 19, 39 there are one or more switchable output transmission stages 22, 23; 42, 43 connected, which are comparable to the double clutch transmissions by the gear shift elements 24, 44
    Can be selected without frictional connection.
    It then results when the output gear stage 22, 23; 42, 43 at the end point of the spreading range of a power branch A on the second clutch K2 of the other power branch B, synchronous operation and the power flow can be switched from one power branch A to the other power branch B. Then you can preselect A in the first power branch A and switch over again with synchronous operation.
    In contrast to other systems, the first power branch A is accelerated and the second power branch B is simultaneously reduced in speed. The changeover then takes place and the second power branch B is accelerated while the first power branch A is again reduced in speed. In the respective point with the lowest speed, the new power branch becomes
    coupled and then accelerated again.
    The number of output gear stages 22, 23; 42, 43 can be chosen arbitrarily, depending on the speed requirements for the vehicle. The number of switching elements must be increased accordingly. Furthermore, individual stages with reversal of the direction of rotation can be implemented as a return area - for example four forward and two reverse travel areas. Alternatively, a downstream reversing group 60 can advantageously also be implemented for reversing the direction of rotation
    will.
    The hydraulic transmission 51 can be in one - not shown - common
    Housing of the gear arrangement 2 can be integrated, or externally to the housing
    So the two hydraulic machines 52, 53 are mounted outside the housing
    to be ordered.
    The hydraulic machines 52 and 53 can be axially one behind the other
    be arranged, or be arranged side by side parallel to each other.
    权利要求:
    Claims (1)
    [1]
    PATENT CLAIMS
    Drive train (1) for a motor vehicle with a transmission arrangement (2) for a motor vehicle with a primary drive machine (3) - in particular an internal combustion engine - with a transmission input shaft (5) that can be connected or connected to the primary drive machine (3) and at least one transmission output shaft ( 7), with a - preferably three-shaft first summing planetary gear (11) with two first gear drive elements (12, 13) and a first gear output element (14) and a - preferably three-shaft - second summing planetary gear (31) with two second gear drive elements (32 , 33) and a second transmission output element (34), a primary first transmission drive element (12) of the first summing planetary gear (11) and a primary second transmission drive element (32) of the second summing planetary gear (31) being mechanically connected to the transmission input shaft (5) are connected, and wherein and a secondary first gear drive element (32) de s first summing planetary gear (11) and a secondary second gear element (33) of the second summing planetary gear (31) are connected or connectable to at least one secondary drive machine (4), characterized in that the first gear output element (14) has at least one first clutch (K1) can be connected to the transmission output shaft (7) and / or the second transmission output element (34) via at least one second clutch (K2) to the transmission output shaft (7).
    Drive train (1) according to claim 1, characterized in that the first transmission output element (14) and / or the second transmission output element (34) can be connected to the transmission output shaft (7) via at least one reverse drive clutch (KR1, KR2).
    Drive train (1) according to Claim 1 or 2, characterized in that the first transmission output element (14) and / or the second transmission output element (34) can be connected to the transmission output shaft (7) via at least one coupling unit (15, 35) in the form of a double clutch / is.
    20th
    Drive train (1) according to one of Claims 1 to 3, characterized in that the transmission input shaft (5) is or can be connected to a work machine (520), the work machine (520) and the secondary drive machine (4) preferably being constructed as a structural unit .
    Drive train (1) according to Claim 4, characterized in that the transmission unit (2) has a hydrostatic transmission (51) with a first hydraulic machine (52) and a second hydraulic machine (53), the working machine (520) being replaced by the first hydraulic machine ( 52) and the secondary drive machine (4) by the second hydraulic machine (53)
    of the hydrostatic transmission (51) are formed.
    Drive train (1) according to one of claims 1 to 5, characterized in that the first summing planetary gear (11) has a first sun gear (16), a first planet carrier (17) and a first ring gear (18), and the second summing Planetary gear (31) has a second sun gear (36), a second planet carrier (37) and a second ring gear (38).
    Drive train (1) according to claim 6, characterized in that the secondary first gear drive element (13) by the first sun gear (16) and / or the secondary second gear drive element (13) by the
    second sun gear (36) is formed.
    Drive train (1) according to claim 6 or 7, characterized in that the primary first transmission drive element (12) is formed by the first planet carrier (17) and the first transmission output element (14) by the first ring gear (18).
    Drive train (1) according to claim 6 or 7, characterized in that the primary first transmission drive element (12) by the first ring gear (18) and the first transmission output element (14) by the first planet carrier
    (17) is formed.
    Drive train (1) according to one of claims 6 to 9, characterized in that the primary second transmission drive element (32)
    21733
    12.
    13.
    14.
    15.
    16.
    21st
    is formed by the second planet carrier (37) and the second transmission output element (34) by the second ring gear (38).
    Drive train (1) according to one of claims 6 to 9, characterized in that the primary second transmission drive element (32) by the second ring gear (38) and the second transmission output element (34)
    is formed by the second planet carrier (37).
    Drive train (1) according to one of claims 1 to 11, characterized in that between at least one transmission output element (14, 34) and the transmission output shaft (7) at least one switchable output gear stage (22, 23; 42, 43) and / or at least one switchable
    Area level (61) is arranged.
    Drive train (1) according to one of claims 1 to 12, characterized in that the primary transmission input shaft (5) and at least one drive shaft (6, 6a) parallel to one another and spaced apart
    are arranged.
    Drive train (1) according to one of claims 1 to 13, characterized in that the axis of rotation (13a) of the secondary first gear drive element (13) and the axis of rotation (33a) of the secondary second gear drive element (33) are arranged parallel to one another and spaced apart, wherein preferably the first total planetary gear (11) and the second total planetary gear (31)
    are arranged parallel to each other.
    Drive train (1) according to one of claims 1 to 14, characterized in that the secondary first gear drive element (13) and the secondary second gear drive element (33) are arranged in the same axis, preferably the first sun gear (16) and the second sun gear (36) are of the same wave design.
    Drive train (1) according to one of Claims 1 to 15, characterized in that a first drive shaft (6a) connected to the secondary first transmission drive element (13) and one with
    the secondary second transmission drive element (33) connected second
    Drive shaft (6b) - preferably mechanically - connected to the drive
    are.
    13.11.2018 FÜ
    类似技术:
    公开号 | 公开日 | 专利标题
    EP1626206B1|2010-10-27|Torque split transmission for motor vehicles
    DE2757300C2|1982-08-12|Power-split hydrostatic-mechanical compound transmission
    EP2207985B1|2011-11-16|Transmission device having a variator
    EP2258966B1|2012-03-14|Summing drive
    DE2757191C2|1983-01-13|Infinitely adjustable hydrostatic-mechanical compound transmission
    DE102008001612A1|2009-11-12|Mobile construction or agricultural machine has power take-off gearbox with hydrostatic drive and mechanical drives located above input shaft
    WO2008154897A2|2008-12-24|Vehicle transmission with continuously adjustable transmission ratio
    EP0748954A2|1996-12-18|Variable interconnecting transmission
    DE10021912A1|2001-11-08|Drive train for motor vehicle has second planet wheel with diameter such that for stepping up of variable speed gear contact point of second planet wheel with driven element corresponds to center of rotation of second planet wheel
    DE102004001929A1|2005-08-04|Hydrostatic-mechanical power split transmission
    WO2009047038A1|2009-04-16|Power split transmission
    DE102007028883B4|2011-08-25|Transmission unit, in particular multi-range transmission
    DE102005022012A1|2006-12-07|Transmission for a motor vehicle with stepless power-split driving ranges
    EP2483575A1|2012-08-08|Transmission device with power splitting
    AT521773B1|2020-05-15|Drive train for a motor vehicle
    EP0809044A2|1997-11-26|Continuously variable transmission
    EP0868618B1|2000-01-19|Method of controlling a power distribution hydromechanical branched transmission in uncertain gear positions
    WO1989009353A1|1989-10-05|Powershift gearbox with infinitely variable ratio
    DE10122823B4|2011-03-03|Power split transmission
    WO1990002893A1|1990-03-22|Hydromechanically infinitely variable transmission with power splitting, in particular for motor vehicles
    WO2013120655A1|2013-08-22|Multi-range cvt
    DE102004046074A1|2006-04-13|Motor vehicle transmission, has transmission component and variable-ratio gear unit, where transmission component power branches gear unit to counter shaft at one hand, and to main shaft on another hand
    DE10350917B3|2005-05-25|Transmission interruption-free manual transmission
    DE102014105291A1|2015-10-15|Hydro-mechanical power split transmission of a traction drive
    WO2019115147A1|2019-06-20|Continuously variable power-split transmission
    同族专利:
    公开号 | 公开日
    US20220010868A1|2022-01-13|
    KR20210089231A|2021-07-15|
    AT521773B1|2020-05-15|
    CN113272579A|2021-08-17|
    WO2020097650A1|2020-05-22|
    DE112019005643A5|2021-07-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE3903877C1|1989-02-10|1990-09-13|Friedrich Prof. Dr.-Ing. 4300 Essen De Jarchow|
    EP0513674A1|1991-05-14|1992-11-19|Deere & Company|Hydrostatic-mechanical power-split transmission|
    EP0521195A1|1991-07-04|1993-01-07|CLAAS Kommanditgesellschaft auf Aktien|Split-torque hydromechanical transmission|
    EP0818643A2|1996-07-13|1998-01-14|CLAAS KGaA|Split-torque hydromechanical transmission|
    US5868640A|1996-12-04|1999-02-09|Caterpillar Inc.|Hydromechanical transmission having four members and two planetaries|
    DE19954894A1|1999-05-25|2000-12-21|Liebherr Markus|Power split transmission|
    RU2191303C2|2000-11-13|2002-10-20|Открытое акционерное общество "Курганмашзавод"|Hydromechanical transmission|
    WO2012008884A1|2010-07-16|2012-01-19|Volvo Construction Equipment Ab|Continuously variable transmission and a working maching including a continuously variable transmission|
    DE102011077089A1|2011-06-07|2012-12-13|Zf Friedrichshafen Ag|Transmission device, particularly tractor gearbox, comprises transmission input shaft, which is coupled with drive unit of vehicle drive train, and transmission output shaft, which is connected with output unit of vehicle drive train|
    DE102012213224A1|2012-07-27|2014-01-30|Zf Friedrichshafen Ag|Gear box e.g. dual clutch transmission for working machine, has input element of planetary gear set that is decoupled with output branch with variable speed, such that mechanical power branch is interlocked with planetary gear set|
    DE102014205039A1|2014-03-19|2015-09-24|Robert Bosch Gmbh|Continuously variable transmission with non-synchronous clutch actuation|
    CN104595431A|2015-01-28|2015-05-06|南京农业大学|High-power tractor hydraulic machinery stepless speed changer|
    DE102017220666A1|2016-12-20|2018-06-21|Deere & Company|STAGE-FREE MULTIMODE TRANSMISSION|
    DE3147447C2|1981-12-01|1984-06-14|Jarchow, Friedrich, Prof. Dr.-Ing., 4300 Essen|Hydrostatic-mechanical actuating coupling gear with input-side power split|
    DE102015220635A1|2014-11-07|2016-05-12|Deere & Company|Drive train arrangement for a work vehicle with a motor|DE102019219356A1|2019-12-11|2021-06-17|Zf Friedrichshafen Ag|Power split transmission and drive train for a work machine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50988/2018A|AT521773B1|2018-11-13|2018-11-13|Drive train for a motor vehicle|ATA50988/2018A| AT521773B1|2018-11-13|2018-11-13|Drive train for a motor vehicle|
    US17/293,133| US20220010868A1|2018-11-13|2019-11-07|Drivetrain for a motor vehicle|
    CN201980088775.XA| CN113272579A|2018-11-13|2019-11-07|Drive train for a motor vehicle|
    PCT/AT2019/060378| WO2020097650A1|2018-11-13|2019-11-07|Drivetrain for a motor vehicle|
    DE112019005643.3T| DE112019005643A5|2018-11-13|2019-11-07|POWERTRAIN FOR A MOTOR VEHICLE|
    KR1020217017746A| KR20210089231A|2018-11-13|2019-11-07|automotive drivetrain|
    [返回顶部]