DE4027724A1 - Infinitely variable hydrostatic transmission - with planetary gearing and selected drive connections for multiple gear ratios and with several reverse ratios - Google Patents

Abstract

The transmission has two hydrostatic units (A,B) a summation gearing and several gear stages to produce a number of forward ratios as well as two or more reverse ratios. The summation gearing has several shafts and comprises planetary gear units. The two hydrostatic units couple directly into different sections of the summation gearing. The system does not require a reversing stage and provides a direct selection of the different forward- and reverse ratios. The summation gearing has two input shafts and three output shafts, representing the different speed ranges, as well as at least one reverse ratio. USE/ADVNATAGE - Compact vehicle transmission, increased gear ratios.

Description

The invention relates to a continuously variable hydrostatic mechanical branch transmission, especially for motor vehicles witness according to the preamble of claims 1 and 14.

The object of the invention is that from DE 39 29 209 further develop known gear or improve Visibly different space, costs and optimal fulfillment their vehicle claims.

The task is characterized in that in the main claims 1 and 14 guided characteristics solved. Further advantageous embodiments gene of the invention go from the dependent claims and the following description.

The invention is illustrated in exemplary embodiments on the basis of Drawings explained. Show it:

Figure 1 shows a first embodiment with four forward driving ranges and one reverse range.

Figure 2 shows another embodiment with four forward driving ranges and one reverse range.

Fig. 3 shows an embodiment with five forward ranges and three reverse speed ranges;

Figure 3a shows an embodiment with four hydrostatic-mechanical forward and two hydrostatic-mechanical reverse areas.

Figure 4 shows an embodiment with five hydrostatic-mechanical Voräwrtsfahrbereichen.

5 shows an embodiment with five hydrostatic-mechanical forward ranges and three hydrostatic-me chanical backward driving ranges.

Fig. 6 shows a transmission version with four hydrostatic mechanical forward ranges;

FIG. 7 shows a transmission version with four hydrostatic mechanical forward ranges and three hydrostatic-mechanical reverse drive areas;

Fig. 8 shows an embodiment of the third planetary gear 206 ;

FIG. 8a embodiment of Nachschaltgetriebes and the third planetary gear unit 406;

FIGS. 9 and 9a reach an embodiment with four Vorwärtsfahrbe and two reverse driving ranges consisting of a five-wave summation;

FIG. 9b gearbox design with four forward driving ranges and integrated in the first shift range Windwärts return travel range;

Fig. 9c transmission design with four forward and two reverse ranges;

Fig. 9d further embodiment with four hydrostatic mechanical forward and two reverse driving ranges hydrostatic mechanical;

Fig. 9e gearbox execution as Fig 9d, but with additional Licher group circuit for high traction forces.

Fig. 9f transmission design with six hydrostatic-mechanical forward driving ranges;

FIG. 9g shows a switching logic for the transmission design according to FIG. 9f;

Fig. 9h another embodiment of the summation planetary gear 404 a;

Fig. 9i an embodiment of the summation planetary gear 404 b similar to the version 404 a;

Fig. 9k a gearbox design with reversed summation planetary gear 404th

Fig. 10 shows another embodiment with four forward driving ranges and two reverse driving ranges;

Fig. 11 shows a transmission design with two summing gear units;

Fig. 12 is a transmission design with five forward driving ranges and two separately switchable purely hydrostatic reversing areas;

FIG. 13 is a range gearbox design with five Vorwärtsfahrbe;

FIG. 14 is a summation consisting of two planetary gear stages;

FIG. 15 is a two-stage planetary gear unit 305;

Fig. 16, 16a, 16b three embodiments of the five-wave summing planetary gear;

Figure 17 is a third planetary gear unit comprising a planet gear stage and a plurality of clutches for shifting from Voräwrts- and reverse drive mode as an alternative to the planetary gear units 106 and 206.

FIG. 18 is a transmission version with four forward and two reverse ranges;

Fig. 19 is a transmission design with five forward and three reverse ranges.

Fig. 20 illustrates a downstream gear unit 506 constitute with spur gear, wherein the output shaft 2 is arranged offset;

Fig. 21 gears with staggered output shaft 302 with spur gear;

Fig. 22 is another embodiment having staggered output shaft;

FIG. 23 is yet another embodiment with offset from drive shaft 302 on a front-drive vehicle;

Fig. 24 gearbox design for a front-wheel drive tool in transverse construction.

With regard to a high overall economy for one of the like product it is important to create a gear system with which several different vehicle requirements are covered can be. The basic units - hydrostatic package, Summie planetary gear unit, clutch pack and other construction groups - should be able to be trained as basic units, for a wide range of applications in various transmissions combinations are suitable. It is also important to have two up to three backward areas, e.g. B. for use in work to be able to integrate the machine area in the system in order to to save additional reversing gear.  

The invention is characterized in that at least four Driving ranges are switchable or that with regard to certain a vehicle with three Forward driving ranges and preferably two reverse ranges is executable. This is achieved according to the invention by that a summation planetary gear with at least four wel len added one or more gear units are arranged, the first wave and the second wave of the Summation planetary gear input shafts are and the first Shaft with the first hydrostatic unit A adjustable volume and the second shaft with the second hydrostatic unit B. preferably constant volume and the third, fourth and possibly fifth wave of the summation plan gearbox alternately with one or more of the assigned planetary gear units within the lower shift areas change over an intermediate shaft or clutch shaft are connectable wisely and that one or more that add up mated power leading output shaft of the summation tarpaulin transmission in the higher switching ranges directly with the Ab drive shaft are connectable. Find the area circuits for synchronous operation or in the synchronous operation range switching clutch elements instead. With some of the exec The first driving range becomes purely hydrostatic transmitted, with the summation planetary gear unloaded remains and the service via one or more assigned pla neten gear units flows. The speed level of all transmissions member is relatively low. A speed adjustment level the transmission output shaft is not required, so the usual axle ratios of the downstream drive axle ver are reversible. The individual gearbox designs enable a very high over-drive area with regard to an opti Male exploitability of the best consumption values of the drive motor.

The embodiment according to Fig. 1 bsitzt four forward ranges and one reverse range, said first Vorwärtsfahrbe rich and the reverse range purely hydrostatically and the other gear ranges operate hydrostatic-mechanical. Within half of the three forward driving ranges and the reverse range is the ring gear 34 of a third planetary gear 6 ; 106 ; 206 ; 306 connected to the housing by closing a clutch or brake 31 . In the first forward driving range and Rückwärtsbe rich, the power flows purely hydrostatically when the first range clutch 27 is closed and thus the fixed web 28 via the links - sun gear 29 and ring gear 30 of the second planetary gear 5 on the coupling shaft 10 and the sun gear 32 over the web 33 of the third Planetary gear 6 on the output shaft 2 . In the second forward driving range, the total hydraulic-mechanical power flows via the third shaft 13 of the summation planetary gear 4 , the clutch member 26 and via the closed clutch 23 to the common clutch member or the clutch shaft 10 , the third planetary gear 6 to the output shaft 2 . In the third switching range, the total hydraulic and mechanical power is transmitted to the output shaft 2 via the fourth shaft 14 of the summation planetary gear 4 with the clutch 24 closed, via the third planetary gear 6 . In the fourth shift range, the hydraulic mechanical power transmission takes place via the third shaft 13 of the summation planetary gear, which is connected directly to the output shaft 2 via the closed coupling 19 .

As with all embodiments, the hydraulic power u. the mechanical power in the summation planetary gear 4 ; 104 ; 204 ; 304 ; 404 ; 504 ; 101 ; 604 ; 704 added up and in the corresponding driving areas via a shaft 13 , 14 ; 13 , 14 , 15 ; 66 , 55 , 14 , 15 ; 83 , 84 , 85 ; 141 , 113 , 114 forwarded for output. Via the third planetary gear 6 ; 106 ; 206 ; 306 the possibility of one or two additional shift ranges is created despite the low speed level of all transmission elements.

The embodiment of FIG. 2 has four forward ranges and one reverse range, all working with supply Leistungsverzwei. In the first forward driving range and in the backward area, a gear ratio spread is included, with the first gear ratio range from driving speed "zero" to a certain gear ratio point "X" being bridged by a starting device in the respective starting state. This starting device can be an existing clutch in the transmission, which is designed as a friction clutch, or a bypass valve connected between the two hydrostatic units A and B, as is already known from German patent application DE 36 09 907. In this gear embodiment of FIG. 2, it is expedient that the clutch or brake 31 for braking the gear member Ge 34 of the third planetary gear device 6 as startup form with corresponding friction members. All area clutches 27 , 23 , 24 , 19 and 35 can be switched in the synchronous state and can therefore be designed as positive and load-lock switchable clutches, as described in German patent application P 37 00 813.

With the exception of the gearbox design according to FIG. 2, all gearbox designs shown are fully infinitely variable up to Fahrge speed "zero", that means that additional start-up lines can be omitted.

The transmission embodiment of Fig. 3 has five forward ranges and three reverse speed ranges, and a zusätz finds that the special-reverse area for special applications. The transmission is rich with the exception of the corresponding fifth Fahrbe and the adjusted summing planetary gear 104 identical to the embodiment according to FIG. 1. In the fifth forward driving range, the total hydraulic and mechanical power via the third shaft 50 of the summing planetary gear 104 is driven by a corresponding inner shaft 15 with the clutch 19 on the output shaft 2 transmitted. The third planetary gear 106 is formed here from four shafts, with a hollow wheel 46 being connected to the housing by switching the clutch 37 for switching the reverse operation and thereby reversing the direction of rotation of the output shaft 2 becomes. Here, the power transmission within a first, second and third driving range is given for the alternately closed clutches 27 , 23 and 24 in the reverse direction.

The four-shaft third planetary gear 106 is formed in Fig. 3 with two interlocking planet gears 38 and 39 , which are supported on the web 33 of the ver with the output shaft 2 , are stored, the ring gear 34 in the first plane 38 and the ring gear 46th engages in second planet gears 39 . Instead of this third planetary gear 106 , an embodiment 206 according to FIG. 8 is also advantageous, the sun gears 32 and 69 of two planetary stages being connected to the common coupling member 10 and the web 68 of the first stage being connectable to the housing via a clutch 67 Switching the reverse driving ranges and the ring gear 72 of the first stage is connected both to the web 33 of the second stage and to the output shaft 3 and the ring gear 34 of the second stage can be connected to the housing via a clutch or brake 31 .

A transmission embodiment of Fig. 3a is similar to the embodiment of FIG. 3, but with the difference that the so-called second planetary gear mechanism 5, the guide is in the off according to FIG. 3 for the transfer of purely hydrostatic power within the first forward drive range, and of the first reverse driving range is omitted. The first forward and reverse range is bridged in this transmission via a special start-up device, as in the embodiment according to FIG. 2, this bridged area being referred to as a range spread or ratio spread “X”, as already described under FIG. 2 . The transmission has four hydrostatic-mechanical forward driving ranges and two hydrostatic-mechanical reverse driving ranges, the Ge gear structure and the function or operational sequences with the second and third forward and reverse range of the execution according to FIG. 3 are identical. As a starting device, the two directional clutches, the clutches 31 and 37 and 67 of the four-shaft planetary gear 106 ; 206 or the three-shaft planetary gear 306 used, which in this case are designed as friction clutches. The four-shaft downstream planetary gear 106 ; 206 can also be replaced by the aforementioned three-shaft planetary gear 306 , FIG. 17, in which the output shaft 2 is connected to the web shaft 33 in forward driving mode and to ring gear 34 in reverse driving mode.

This gearbox design is relatively simple and comes due to the four forward driving ranges and the range spread out with particularly small hydrostatic units.

As shown in Fig. 1, the summation 4 be spatially downstream of the second planetary gear 5 . In the following transmission designs, FIGS. 2 and 3, the second planetary gear 5 is arranged behind the gear 104 spatially designated Summierungspla. With regard to the optimization of installation space, costs, assembly, etc., any arrangement of the individual components is possible here.

The transmission embodiments of FIGS. 4, 5, 6 and 7 are fully continuously, whereby the power is transmitted in all driving areas hydrostatically-mechanically. The summation planetary gear consists of two planetary gear units, the first planetary gear unit 104 ; 204 ; 304 ; 4 is four- shaft, which is continuously connected via two shafts 56 and 13 to the second planetary gear unit 105 . The second planetary gear unit 105 consists of two planetary gear stages, the first planetary gear stage with its sun gear 65 being connected to the second shaft 56 or 12 of the summation planetary gear, the web 61 of which is firmly connected to the housing, the ring gear 62 with the ring gear 63 the second planetary gear stage is coupled and the sun gear 65 of the second planetary gear stage is connected to the third shaft 13 of the summation planetary gear and the web 66 of the second planetary gear stage can be connected via a clutch 57 in the first shift range. Alternatively, the land shaft 66 of the second planetary gear 105 can be constantly connected to the clutch shaft, the other land shaft 61 of the first planetary gear stage being able to be coupled to the housing 20 via a clutch. The first shaft of the summation planetary gear is connected to the first hydrostatic unit A of adjustable volume and the drive shaft 1 and the second shaft 12 to the second hydrostatic unit B, the third shaft 13 can additionally be connected to the common coupling member 10 via an intermediate member 55 and a coupling 58 , and connectable directly via a white shaft 15 and a coupling 19 to the output shaft 2 . The fourth shaft 14 of the summation planetary gear is connectable via a coupling 59 to the common coupling member 10 and via a further coupling member via the coupling 35 to the output shaft 2 . The clutch package 71 with the common clutch member 10 is the third planetary gear 6 ; 106 ; 206 ; 306 downstream, the first shaft, sun gear 32 is connected to the common coupling member 10 and a second shaft as a web 33 is constantly connected to the output shaft 2 and the third shaft as a ring gear 34 can be connected via a coupling 31 to the housing 20 . the embodiments according to FIGS. 4 through 7 are static-mechanical forward ranges five hydro. When using a third planetary gear 106 ; 206 ; 306 with device for reverse travel is by closing the clutch or brake 37 ; 67 and simultaneously connecting a ring gear 46 ; 34 with the housing, reversing operation over three switching ranges is possible by reversing the direction of rotation of the output shaft 2 with respect to the clutch shaft 10 within the alternately connected clutches 57 , 58 and 59 .

The transmission embodiment of Fig. 6 is substantially identical to embodiment of FIG. 4 but with the difference that coupled in the fourth forward range, the output shaft 2 directly to the common clutch shaft 10 and at the same time by engaging the clutch 58, the third shaft 13, which in this operating state, the accumulated hydraulic-mechanical power leads, is connected to the output shaft 2 . All rotating clutches for all four shift ranges are combined here to form a clutch pack 70 .

The embodiment of FIG. 7 corresponds to the embodiment of Fi gur 6 but with the difference that the third planetary transmission is formed four wavy 106, whereby the rotational Rich processing on the output shaft 2 in the switched backward operation within the first three shift ranges is reversed, as in Embodiment Fig. 5 and 3 already described.

The summation planetary gear 4 according to FIG. 1 has intermeshing first planet gears 43 and second planet gears 44 which are mounted on a common web 40 and are connected to the first shaft 11 . A sun gear 45 is in drive connection with the second shaft 12 and the first planet wheels 43 . A ring gear 41 engages in second planet gears 44 and is connected to the third shaft 13 and a second ring gear 42 meshes with the first planet gears 43 , which is in connection with the four th shaft 14 of the summation planetary gear train.

The summation planetary gear 104 has a ring gear, two sun gears and interlocking first and second planetary gears, which are mounted on a common web. The ring gear 52 is connected to the first shaft 11 and the sun gear 45 to the second shaft 12 , both of which engage in first planet wheels 53 and the other sun gear 51 is connected to the fourth shaft 14 , which meshes with the second planet wheels 54 . The web 50 , on which all planet gears 53 and 54 are mounted, forms the third shaft of the summation planetary gear and is alternatively connected to two output shafts 13 and 15 .

The summation planetary gear train 204 of Fig. 6 and 7 be is composed of two planetary gear stages, with the first shaft 11 with the ring gear 9 of the first stage and the web 7 of the second Stu fe is in communication, the second shaft 12 with the Sonnenrä countries 17 and 18 , The third shaft 13 forms the web 16 of the first planetary gear stage and the ring gear 8 of the second stage fe the fourth shaft 14 .

The transmission design according to FIG. 9 is characterized in that the summation planetary transmission 404 is of five-shaft design, the first shaft 11 being connected as the first input shaft to the first hydrostatic unit A and the drive shaft 1 . The second shaft 12 as the second input shaft is connected to the two hydrostatic unit B. The summation planetary gear 404 has three output shafts, the first output shaft 83 forming the third shaft of the summing planetary gear, the second output shaft 84 the fourth shaft and the third output shaft 85 forming the fifth shaft of the summing planetary gear. The summation planetary gear is assigned a further planetary gear 206 , which can be connected alternately via an intermediate shaft or clutch shaft 10 with two output shafts 83 and the fourth output shaft 84 . From the third output shaft 85 can be connected directly to the output shaft 2 via a coupling 19 . In the first shift range, the first output shaft 83 of the summation planetary gear is connected via a clutch 91 to the clutch shaft 10 , with the power, as in the previously described transmission designs, for a closed clutch 31 for forward driving operation, via transmission members 32 , 33 , 34 of the downstream planetary gear 206 ; 106 ; 306 is transmitted to the output shaft 2 . In the second shift range, the second output shaft 84 of the summation planetary gear is connected to the clutch shaft 10 by a second clutch 92 , the power also being transmitted to the output shaft 2 via the downstream planetary gear 206 as in the first driving range. In the third switching range, the third output shaft 85 can be coupled to the output shaft 2 via a clutch 19 . For a possible fourth shift range, the second output shaft 84 can be connected to the output shaft via a coupling 35 . The Ge gearbox enables two hydrostatic-mechanical Rückwärtsbe ranges, the first and second reverse range, as in forward operation, is switched via the same intermediate or clutch shaft 10 . The speed reversal is carried out as in the previously described embodiments Figures 3 to 7 in the downstream Ge gear or planetary gear 106 ; 206 ; 306 .

The five-shaft summation planetary gear is designed so that within the hydrostatic adjustment range, the first output shaft S 3 from a speed of "zero" to speed equality with the first input shaft 11 ; the second output shaft 84 is a fast-running shaft and is reduced within the same adjustment range from high speed to speed equality with the first input shaft 11 and the third output shaft 85 has a speed that is below the speed of the input shaft 11 and at an adjustment end point the hydro staten has speed equality with all elements of the summation planetary gear.

If the third output shaft 85 of the summing planetary gear 404 , 504 , 704 , 804 is designed as an internal output shaft 85 i, a secondary transmission or the subordinate planetary gear unit 206 , as shown in FIG. 9, can be used very advantageously, which are compared to the embodiments The planetary gear units 106 and 406 has the part before that no reactive power currents occur within the plane gear members during reverse operation. In addition, there are more favorable speed ratios when the reverse range is switched, which are relatively high in version 406 , in particular with ring gear 34 . This is particularly important for vehicles that have high reverse demands, such as. B. is the case with tractors. By selectively Ausbil the third output shaft 85 as the outer shaft extension 85 a and / or i as inner shaft 85 can be any functions Getriebekombina make with regard to a variety of fahrzeugspezifi specific demands. As shown in Fig. 9f, a transmission with six forward driving ranges can be carried out very advantageously in this way.

The transmission embodiment of Fig. 10, however, there is with the embodiments Fig. 9 largely identical with the difference that the Summierungsplanetengetriebeeinheit of two planetary gear stages 504 and 101. The summation planetary gear is functionally identical to the planetary gear units 4 , 104 , 204 , 304 already described. The second Summierungspla neten transmission 101 consists of a planetary gear stage, the sen sun gear 102 with the sun gear 95 of the first summation planetary gear 504 and the second hydrostatic unit B is connected. The web 14 of the second planetary gear 101 forms the first output shaft 83 , the ring gear 103 is connected to a shaft of the four-shaft first summing planet gear. The second output shaft 84 and the third output shaft 85 of the entire summing planetary gear unit are direct output shafts of the first summing planetary gear 504 .

Instead of the summation planetary gear units 404 or 504 , 103 , a further embodiment of the summation planetary gear 704 according to FIG. 16 can be used with the same function. In imple mentation 404 , the first shaft 11 is arranged above the second shaft 12 . In versions 504 , 103 and 704 , the second input shaft 12 of the summation planetary gear is arranged above the first shaft 11 .

The five-shaft summation planetary gear 404 is fiction, according to the invention, relatively simple with only one planet carrier 88 , on which intermeshing first planet gears 86 and - second planet gears 87 are arranged, the second shaft 12 with its sun gear 82 in first planet gears 86 , the first shaft 11 with its ring gear 81 also engages in first planet gears 86 , the third shaft 83 engages via a connected ring gear 89 in second planet gears 87 , the third Wel le 84 also engages in second planet gears via a sun gear 90 and the fifth shaft 85 as a common land shaft the planet carrier 88 is connected. ( Fig. 9) The summing planetary gear 504 , which forms a common five-wave summing planetary gear unit with the planetary gear stage 101 , consists of two planetary gear stages, wherein the first planetary gear stage has intermeshing first planet gears 99 and second planet gears 100 . The first shaft 11 of the summation planetary gear is connected in stages to the two ring gears 93 and 94 of both planetary gears. The second shaft 12 is with the sun gear 95 of the second planetary gear stage, the third shaft 84 with the sun gear 98 of the first planetary gear stage and the fifth shaft 85 forms the common land shaft 97 for both planetary gear stages. The summation planetary gear 504 is functionally identical to the summation planetary gears 4 , 104 , 204 , 304 .

The five wavy summation 704 of FIG. 16 has two planetary gear stages, with the second planetary gear stage intermeshing first planet gears have 86 and second planet gears 87 and the first input shaft 11 of the summation planetary gear with a ring gear 144 of the first planetary gear stage and a further ring gear 145 of the second planetary gear stage, the in first intermeshing planet gears 86 is connected. The second shaft 12 is connected to a sun gear 45 of the first planetary gear stage, the first output shaft 83 engages with a ring gear 89 in second planet gears 87 , the second output shaft 84 also meshes with its sun gear 90 with the second planet gears 87 , the third output shaft 85 forms the common web shaft 88 u. 143 for both planetary gear stages. The third output shaft 85 may be embodied as inner shaft 85 i and / or as an outer shaft 85 a.

The transmission embodiment of Fig. 11 also comprises a first summation planetary gear 604 and a second summation planetary gear 115, both planetary gears are connected to the first input shaft 11 via intermediate members 36 with each other. The total summation planetary gear unit 604 ; 115 has at least five shafts, the first shaft 11 with the first hydrostatic unit A, the second shaft 12 with the second hydrostatic unit B, the third shaft a first output shaft 141 , the fourth shaft a second output shaft 114 and the fifth shaft a third output shaft 113 . The second output shaft 114 is connectable to a shaft 142 of the second summation planetary gear 115 via a clutch 224 . The second summing planetary gear is three-shaft or four-shaft executable, wherein the first shaft is connected to the first input shaft 11 , a second shaft 141 forms the first output shaft of the total summing planetary gear and the third shaft 142 forms the second output shaft of the summing planetary gear unit. In four-shaft training of the second summing planetary gear, a link, ring gear 118 is preferably connectable to the housing via a coupling 119 . Instead of the illustrated planetary gear stage 116 , 121 , 118 , a drive connection via a Vorgele shaft and corresponding spur gear stages between a link of the first input shaft 11 and a link 121 of the second summing planetary gear can be carried out. This solution is not shown in the drawings. Depending on the requirements of the division of the area size, various embodiments of the first and second summation planetary gears can be carried out or are preferred. The summation planetary gear unit 604 ; 115 is a further planetary gear 206 arranged, which can be connected via an intermediate or clutch shaft 10 with one of the output shafts 141 , 114 , 113 alternately via couplings 119 , 222 , 224 , 223 .

The transmission embodiment shown in FIG. 12 has, similar to the embodiments according to FIGS. 1 to 3, a four-wave summation planetary gear unit 104 which is a second, third and four th planetary gear unit 5, 6, assigned to the 122nd The two-th planetary gear 5 is of three-shaft design and is connected with its sun gear 29 to the second hydrostatic unit B and a link 45 to the summation planetary gear 104 . The web 28 can be connected to the housing via a coupling 27 . The ring gear 30 is connected via an intermediate shaft or coupling shaft 140 to the sun gear 32 of the third planetary gear 6, which is also of three-shaft design. The third planetary gear 6 is connected with its web 33 directly to the output shaft 2 and with its ring gear 34 via a coupling 31 to the hous se. The fourth planetary gear 122 is connected with its sun gear 123 directly to the fourth shaft 14 of the summation planetary gear. The third shaft 13 of the summation planetary gear is coupled via a clutch 23 to the intermediate shaft or clutch shaft 140 and thus to the sun wheel 32 of the third planetary gear 6 .

In the first shift range, the power is transmitted purely hydrostatically in this transmission design, with the power being transmitted via the third and fourth planetary gear units 5 and 6 to the output shaft 2 when the clutch 27 and the clutch 31 are closed. In the second shift range, clutch 23 and clutch 31 are closed. Here, the hydraulic and mechanical power added up in the summation planetary gear flows via the third shaft 13 of the summing planetary gear via the third planetary gear 6 to the output shaft 2 . In the third shift range, the summed power in the summation planetary gear is transmitted via the fourth shaft 14 to the fourth planetary gear 122 , the clutch 126 being closed. In the fourth driving range, the second, third and fourth planetary gear units 5 , 6 and 122 are without load, with a direct connection of the third shaft 13 of the summing planetary gear set to the output shaft 2 being established when the clutch 23 and 19 is closed. In the fourth driving range, the fourth shaft of the summation planetary gear is connected directly to the output shaft 2 via the clutch 35 .

The transmission embodiment of Fig. 13, however, is directly connected to the embodiment of FIG. 12 substantially identical with the difference that the second planetary gear is formed with a very large translation 205 and 305 and wheel with a member, the hollow 30 with the output shaft 2 is. The second planetary gear 205 has double planet gears with two different-sized interconnected single planet gears 128 and 129 , which are mounted on the web shaft 28 and a planet gear 128 engages with a sun gear 29 connected to the second hydrostatic unit B and with its second planetary gear 129 into the one with the output shaft 2 connected ne ring gear 30 engages. The third and fourth planetary gear 6 and 122 are swapped in position, so that the third Pla neten gear 6 is arranged on the output side. Also, the third and fourth shafts 13 and 14 of the summation planetary gear are compared to the embodiment shown in FIG. 12, so that the fourth shaft 14 is supported over the third shaft 13 . The functional sequence is identical to the embodiment according to FIG. 3, with the purely hydrostatic power being transmitted directly to the output shaft 2 in the first driving range with the clutch 27 closed, via the second planetary gear 205 . In the second switching range, the total hydraulic and mechanical power is transmitted via the third shaft 13 of the summation planetary gear to the planetary gear 6 with the clutch 31 closed directly to the output shaft 2 . In the third, fourth and fifth switching range, the switching sequence or the switching functions are exactly identical to the embodiment according to FIG. 12.

Instead of the second planetary gear 205, a further embodiment 305 of FIG. 15, 133 is applicable, wherein the second planetary gear 305 is composed of two planetary gear stages and the first planetary gear stage is connected to its sun gear 29 with the second shaft of the summation and the hydrostatic unit B, the web of the First planetary gear stage with the sun gear 134 of the second planetary gear stage, the ring gear 132 is connected or connectable to the housing, the web 28 of the second planetary gear stage is connected to the housing or can be connected via a clutch 27 , and the ring gear 30 of the second planetary gear stage connected to the output shaft 2 or bindable ver via a clutch. It is irrelevant in the functions, which link of the planetary gear unit 305 or 205 is used as a clutch link. It is recommended, however, to connect the land shaft 28 with the design 205 and with the design 305 to connect the land shaft of the second planetary gear stage to the housing via a clutch in order to avoid excessive speeds in the no-load state. ( Fig. 15) The planetary gear 306 of FIG. 17 is a replacement for the third planetary gear unit 106 and 206 , wherein only one planetary gear stage is sufficient for switching the forward range and the reverse range. Here, as in the versions 106 , 206 , the sun gear 32 is connected to the intermediate shaft or clutch shaft 10 . To switch the forward driving range, the web shaft 33 is connected via a coupling 152 to the output shaft 2 and the ring gear 34 via a coupling 31 to the housing 20 . When switching the rearward range, the web shaft 33 is coupled to the housing 20 via a clutch 67 and the ring gear 34 via a clutch 151 to the output shaft 2 .

The use of this planetary gear 306 can be useful, for example, in connection with the use of inexpensive and space-saving positive or positive and non-positive clutches, such as. B. from DE 39 03 010 known, since the hitch be additional effort can be lower than a second planetary gear stage.

The summation planetary gear 304 of FIG. 14 is a four-shaft design u. is identical to versions 104 , 204 and 504 . It consists of two planetary gear stages, the first shaft 11 being connected to the web 46 of the first planetary gear stage and a ring gear 150 of the second planetary gear stage, the second shaft 12 being connected to a sun gear 45 of the second planetary gear stage, and the third shaft 13 being connected to the web 49 of the second planetary gear stage and the ring gear 148 of the first planetary gear stage and the fourth shaft 14 is connected to the sun gear 147 of the first planetary gear stage.

The manual transmission or the planetary gear unit 406 according to FIG. 8a forms an alternative to the manual transmission units or planetary gears 206 ; 306 ; 106 . The first planetary gear stage 32 , 33 , 34 which is subordinate to the summation planetary gear corresponds in function to the second planetary gear stage which is subordinate to the summation planetary gear in the manual or planetary gear unit 206 according to FIG. 8. The second planetary gear stage 233 , 231 , 232 of the planetary gear unit 406 according to FIG . 8a is provided for the rich Rückwärtsbe and switches 67 ge by engaging the clutch, wherein the ring gear 232 is connected to the housing. The sun gear 233 of the second planetary gear stage is firmly connected to the ring gear 34 of the first planetary gear stage. The web 231 of the second planetary gear stage is in fixed connection with the output shaft 2 . When the reverse gear is engaged, when the clutch or brake 67 is closed and the clutch or brake 31 is opened, the power added up in the summation planetary gear is transmitted via the sun gear 32 of the first planetary gear stage with simultaneous torque loading of all the planetary gear members of the planetary gear unit 406 to the output shaft 2 . A mechanical reactive power flows through the planetary gear members 231 , 233 , 304 , 33 as a result of the coupling of the ring gear 34 of the first planetary gear stage with the sun gear 233 of the second planetary gear. This transmission can be used very sensibly for vehicles whose reversing requirements are less demanding. The advantage of this rear-mounted transmission or planetary gear unit 406 is that, as in the case of embodiment 106 in FIG. 3, the output shaft 2 on the input side of this transmission with one link, in particular the third output shaft 85 of the summation planetary gear, can be coupled via a coupling 19 . This combines the advantages that in a transmission design, for. B. as shown in Fig. 9f Darge, six forward driving ranges, as described later ben, can be realized. In transmission designs according to Fig. 9f, 9e u. 9d, the version 106 can also be used instead of the transmission 406 . Special selection criteria are that the tarpaulin gear unit 106 enables higher reversing speeds and execution 406 low reversing speeds.

The transmission design according to FIG. 9d has a five-shaft summation planetary gear 404 and a secondary transmission or planetary gear unit 406 . This transmission embodiment is largely identical to the embodiment of FIG. 9, but with the difference that the third output shaft 85 of the summation planetary gear train through the first and second output shafts 83 and 84 is arranged as a ring gear, and the clutch 19 for connecting the third output shaft 85 with the output shaft 2 is arranged in front of the second planetary gear unit 406 . The summation planetary gear train 404 has the advantage that the third output shaft 85 can be guided as an inner shaft or a hollow shaft. For this reason, the clutch 19 and the clutch 35 , like the clutches 91 and 92 , can be arranged between the summation planetary gear 404 and the downstream planetary gear unit 406 and 106 (not shown). The functional sequence is identical to the transmission design according to FIG. 9.

The transmission embodiment of Fig. 9e has opposite from the guide die according to Fig. 9d is a outlet side arranged to additional planetary gear stage 235, the ring gear 238 is connected via a clutch or brake 234 to the housing. The sun gear 236 is connected to the output shaft 2 , the web 237 to the transmission output shaft 2 a. The web 237 can be coupled to the output shaft 2 via a coupling 239 . The se planetary gear stage 235 serves as a group gear z. B. for use in work machines in forestry, agriculture or construction machinery. The output torques or tensile forces of the machine are increased by the transmission ratio of this planetary gear unit 235 and the speed is correspondingly reduced in the individual driving ranges. For road travel, this group or these planet gear is bridged transmission stage 235, wherein development by closing the Kupp 239 the transmission output shaft 2a is connected directly to the output shaft. 2 Instead of the planetary gear unit 406 , the gear unit 106 , 206 (not shown) can also be used.

The transmission embodiment of Fig. 9f Hydrosta has table-mechanical forward ranges six. Through a planetary gear stage 235 , which is assigned to the manual gearbox or the planetary gear unit 406 or 106 and via its own clutch 234 for holding the ring gear 238 to the housing and an additional clutch 240 , which is used to directly connect the third output shaft 85 of the summation planetary gear to the Gearbox output shaft 2 a serves, two additional Liche forward driving ranges are possible. The tion of FIG at Getriebeausfüh. 9e serves as a group gear planetary transmission stage 235 is in transmission embodiment shown in FIG. 9f as a means for extension of the transmission to two pre Windwärts driving ranges formed. This measure can serve to increase the starting tractive effort or to reduce the hy draulic power components by appropriate adjustment of the individual driving range sizes, with the advantage that the hydro stataggregate can be smaller and the overall efficiency of the transmission is cheaper. A change in the range sizes can be made by changing the gear ratio within the sum planetary gear and the secondary gear 406 or 206 . The summation planetary gear train 404, as well as other embodiments, such as the Summierungsplaneten transmission 704, offer the possibility to the third Ausgangswel le 85 of the summation as a hollow shaft 85 a and / or form inner shaft, which has the advantage that the range clutches 19, 91, 35 and 92 can be combined to form a clutch kit and that the inner shaft can be connected to the transmission output shaft 208 via the clutch 240 when training to form a six-range gearbox. It is also possible to accommodate the clutch 19 for the third driving range between the sun gear 32 and the web 33 of the downstream planetary gear stage, but with the disadvantage of having to accept a greater overall length.

In Fig. 9g, the switching logic to the transmission embodiment of Fig. 9f shown. The switching sequence in the first to fourth forward drive range and in the two reverse drive ranges is identical to the designs according to FIGS. 9 to 9e, but with the difference that the speed of the output shaft 2 is reduced by the gear ratio of the downstream planetary gear stage 235 to the transmission output shaft 2 a , wherein the ring gear 238 is firmly connected to the housing when the clutch or brake 234 is closed. At the end of the fourth switching range, the third shaft 85 of the summation planetary gear has reached synchronous operation with the transmission output shaft 2 a, so that these can be coupled to one another by closing the clutch 240 and the clutch or brake 234 can subsequently be opened. The hydrostatic transmission is set to the maximum negative end position. The Hydrostat is now regulated back to its maximum positive end position, whereby at the end of the fifth driving range all the links of the planetary gear units have reached synchronous operation. The output shaft 2 is now connected by closing the clutch 239 to the transmission output shaft 2 a, the third output shaft 85 being released from the transmission output shaft 2 a at the same time by opening the clutch 240 . In the sixth driving range, the hydrostat is now adjusted for the last time within its full adjustment range up to its maximum negative end position, which corresponds to the final transmission ratio of the gearbox. This transmission according to Fig. 9f allows two successive slow reversing areas, or alternatively two successive faster reversing areas, which in function and switching manner, the transmission embodiments of Figs. 9 to Fig. 9e correspond, in the form of a group circuit for the slow reverse stages, the planetary gear train bestufe 235 is connected with the clutch 234, and during fast reverse circuit, the group tet be scarf 235 by the output shaft 2 is connected with the clutch 239 directly to the transmission output shaft 2a.

The transmission embodiment of Fig. 9H shows a five-wavelength Sum mierungsplanetengetriebe 404 a with a carrier shaft 241, which is connected to the first input shaft 11 on which all Plane tenräder 242, 245, are stored together 243rd The summation planetary gear 404 a has a first and a second planetary gear stage, the first planetary gear stage being connected via its sun gear 82 to the second input shaft 12 and the second hydrostatic unit B. The summation planet gear 404 a has intermeshing first planet gears 242 and second planet gears 245 , the first planet gears 242 engaging in the sun gear 82 and the second planet gears 245 engaging in the ring gear 244 connected to the third output shaft 85 . The planet gears 243 of the second planetary gear stage are connected coaxially and rotationally to the planetary gears 242 of the first planetary gear stage. The sun gear 246 of the second planetary gear stage is coupled to the first output shaft 83 of the summation planetary gear and the ring gear 247 to the second output shaft 84 . The number of teeth of the planetary gears 243 of the second planetary gear stages is smaller than the number of teeth of the planet gears 242 of the first planetary gear stage which are connected to it in a rotationally fixed manner, as a result of which the rotational speed of the first output shaft 83 at maximum negative control end position of the hydrostatic transmission reaches the rotational speed "zero" which is used to close the first area clutch 91 and thus is required for continuous starting.

The transmission design according to Fig. 9i shows a five-shaft Sum mierungs planetary gear 404 b, which is similar to the version 404 a of Fig. 9h. All planet gears 242 , 243 , 245 of the summation planetary gear are supported on a common web 241 , which is connected to the first input shaft 11 . The difference compared to the summation planetary gear 404 a according to FIG. 9h is that the third output shaft 85 does not engage with its ring gear 244 in the first planetary gear stage, but via its planet gear 248 in the planet gears 243 of the second planetary gear stage. The second planetary gear stage thus has two intermeshing planet gears 243 and 248 , the second output shaft 84 engaging with its ring gear 247 in the first planet gears 243 , as in embodiment 404 a. In this embodiment, the ring gear 244 of the third output shaft 85 can be made smaller than in the embodiment 404 a according to FIG. 9h. In the context of the vehicle-related different division of the range sizes, a meaningful selection is possible here within that in the embodiments of the summation planetary gears.

The transmission design according to FIG. 9k has the summation planet gear 404 in reverse form compared to the embodiment according to FIG. 9, the second input shaft 12 representing the outer shaft and the first input shaft 11 representing the inner shaft.

The subordinate to the summation planetary gearboxes or planetary gear units 106 , 206 , 406 basically perform the same tasks, namely they serve as a transmission gear for the first two shift ranges and as a reverse gear for the reverse range. Depending on the application, one or the other gear version is given priority. The two gear units 106 and 406 have an internal reactive power in the reverse area and can therefore not be used for vehicles with higher reverse driving requirements. For example, when used in a tractor, which is often used in reverse operation, it is advisable to use the gearbox version 206 according to FIG. 8, since no reactive power currents are carried. 8 further has the range gear 206 of FIG. The advantage that the separate reverse planetary gear stage 69, 68, 72, a specific adaptation to the provided vehicle-specific requirements can be realized. When using this transmission design, however, it is necessary that the third output shaft 85 of the summation planetary gear is an inner shaft so that it can be coupled to the output shaft 2 via a clutch 19 arranged on the output side. According to the invention, various summing planetary gear designs are proposed, so that, depending on the application, the third shaft of the summing planetary gear has an inner shaft and / or an outer shaft, in order to be able to combine, alternatively, with different secondary gearboxes in accordance with the various vehicle requirements.

In FIG . 17 a, a secondary transmission or planetary gear unit 606 is shown, which represents a development of the embodiment 306 according to FIG. 17. In contrast to the embodiment 306 of FIG. 17 eliminates the clutch 35 and the corresponding coupling member and the shaft 14. Instead of the clutch 35 , which is provided for switching the fourth driving range, the two clutches 151 and 152 are switched in the gearbox version 606 according to FIG. 17a, whereby the planetary gear 32 , 33 , 34 is blocked, so that the power via the clutch shaft 10 can be transmitted to the output shaft 2 via the blocked planetary gear within the fourth range. In the first and second forward driving range, the clutches 31 and 151 are switched and in the third driving range, the clutch 19 is closed. Within the two reverse driving ranges, the direction of rotation in the planetary gear is reversed, the clutches 67 and 151 are closed and the web 33 is housed firmly.

This transmission embodiment 606 of FIG. 17a in combination, for example. B. with the summation planetary gear 404 and with the simultaneous use of positive and non-positive coupling devices, as described in German patent application DE 39 03 010 ben, which can be arranged one above the other, as shown in Fig. 17a, can be realized in a very cost-effective and space-saving manner . The control oil supply via the output shaft 2 is also simple and inexpensive.

The summation planetary gear 804 according to FIG. 16a is of five-wave design and has two planetary gear units, the first planetary gear unit having intermeshing first planet gears 155 and second planet gears 154 , which are mounted on a common web 153 . The first input shaft 11 is connected to the common web 153 of the first planetary gear unit, the second input shaft 12 to the sun gear 170 engaging in first planet gears 155 and the ring gear 158 of the second planetary gear unit. The first output shaft 83 of the summation planetary gear is connected to the web 160 of the second planetary gear unit, the second output shaft 84 to a sun gear 159 and to the ring gear 156 engaging in first planet gears 155 of the first planetary gear unit. The third output shaft 185 is connected to the ring gear 157 engaging in second planet gears 154 .

The summation planetary gear 904 according to FIG. 16b likewise consists of two planetary gear units, the second planetary gear unit having intermeshing first planet gears 166 and second planet gears 167 , which are arranged on a common web 169 . The first shaft of the sum mierungsplanetengetriebes or first input shaft 11 is connected to the ring gear 163 of the first planetary gear stage, the second shaft 12 of the summing planetary gear with the sun gear 161 of the first planetary gear stage and the ring gear 165 engaging in second planetary gear 167 . The third shaft or first output shaft 83 is attached to the common land shaft 169 . The fourth shaft or second output shaft 184 is connected to a sun gear 168 which engages in second planet gears 167 and the third output shaft 85 or fifth shaft of the summation planetary gear is on the web shaft 162 of the first planetary gear unit and engages in the first planet gears 166 Ring gear 164 connected.

The summation planetary gear units 404 , 704 , 804 , 904 are each formed with five shafts and have the same function for the gearbox designs according to FIGS . 9, 9a, 10 and 18. Depending on the conditions with regard to gearbox type and size of the required division of areas, a targeted selection of the most suitable type can be made will.

The with the clutch shaft 10 in operative connection Pla neten gear 306 is block-switchable in one or more switching ranges by two planetary gear members are connected to each other z. B. via two couplings 151 and 152 . This makes it possible for a clutch, e.g. B. clutch 35 and the connected to the corresponding output shaft 84 of the summation planetary gear coupling member 74 may be dropped. In one of the switching ranges, usually the last switching range, the power is in this embodiment via a range clutch, for. B. clutch 92 ; 24 ; 59 transmitted to the clutch shaft 10 via the block-connected planetary gear 306 to the output shaft. The switched range clutch in this embodiment serves as a range clutch for two switching ranges, for. B. the shift range 2 and the shift range 4 in the embodiment according to FIGS. 9, 9a, 10 and 18. Also in the planetary gear versions 106 and 206 can by block shifting by means of a clutch, not shown, by z. B. the sun gear 32 is connected to the web 33 , the hitch be shaft 181 between the coupling member of the clutch area 92 ; 24 ; 59 and the coupling member 74 of the coupling 35 can be saved.

Compared to known transmission systems of this type further advantage that only one ro turing clutch must be switched, making known Switching difficulties due to simultaneous multiple scarf ceases to apply.

A spur gear 406 , FIG. 20 can also serve as a replacement for the downstream planetary gear stage 106 , 206 , 306 . Here, the intermediate shaft or clutch shaft 10 via a first spur gear stage 171 and a second spur gear stage 172 connected to an intermediate gear 174 with the output shaft 2 ver bindable. A third spur gear stage 173 can be alternately connected to one or two output shafts of the summation planetary gear via clutches 177 , 178 . The first spur gear stage is used for power transmission in a first and second hydrostatic-mechanical forward driving range and possibly a purely hydrostatic forward driving range. The second stage 172 is connected in the reverse drive range for transmitting the power within two hydrostatic-mechanical reverse drive ranges and, if appropriate, a first purely hydrostatic range. With this transmission, as with the tarpaulin transmission versions 106 , 206 , 306, two to three reverse driving ranges are possible. Depending on the preselected direction of travel, one of the clutches 175 ; 176 connected to one of the spur gear stages 171 and 172 and the output shaft 2 within the first switching areas. This gearbox version can be a useful application z. B. in a vehicle with front and rear wheel drive or transverse engine system.

The hydrostatic units A and B are arranged coaxially one behind the other to form a common construction unit and are combined in a compact unit or the hydrostatic package 3 . The first and second input shaft 11 ; 12 drive from the same side into the summation planetary gear. This has the advantage that a very compact and space-saving overall construction of the transmission is achieved and, moreover, a diverse construction in the sense of a modular construction is realizable, since the hydrostatic package 2 can be used as desired in the transmission, e.g. B. ko axially or axially offset, as shown in Fig. 9, angeord net.

Due to the inventive design and combination of Sum mierungsplanetengetriebes with the subordinate or third gear unit 106 , 206 , 306 , 406 are in connection with the intermediate or clutch shaft 10, the first, second and, if necessary, third area, depending on the direction of travel for forward travel or reverse travel mobile or switchable. Here, for example, a transmission according to FIG. 9 with four hydrostatic-mechanical forward driving ranges is assigned two hydrostatic mechanical reverse driving ranges. This gearbox is ideally suited, for example, for use in an agricultural tractor that requires up to 50 km / h in the forward driving range and up to 25 km / h in the reverse range. The hydrostatic package 3 and the mechanical gear part - summation planetary gear, downstream planetary gear unit with clutches - can each be combined into small compact units or assembly units and, if necessary, can be quickly replaced in terms of a service-friendly module design, whereby the hydrostatic package and the mechanical gear part without removing the gearbox from the vehicle are quickly interchangeable.

Functional description

In the start-up state, with the travel direction selected, "forward" and the brake applied, e.g. As in embodiment of Fig. 1, the first range clutch 27 and the clutch 31 is closed and thus the carrier of the first planetary gear mechanism 5 and at the same tig the ring gear 34 of the second planetary gear train 6 with the housing 20 is connected Ge. The hydrostat is set to the "zero" control position, ie the second shaft 12 and all the members of the first planetary gear 5 are stationary. In this switch position, a direct drive connection from the hydrostat to the output shaft 2 is established, which means that a purely hydrostatic power transmission takes place in the first driving range. To start the hydrostat is now adjusted in the opposite direction of rotation to the drive shaft, whereby the hydrostatic power via the links of the second planetary gear 5 , the common coupling member or clutch shaft 10 and the third planetary gear 6 to the drive shaft 2 summation 4 are driven without load on the first shaft 11 and the sun gear connected to the second hydrostatic unit B 45, wherein at the end of the first shift range at maximum negative control position of the hydrostatic the third shaft 13 of the Summierungsplanetenge actuator 4 Gleichlauflmit the common coupling member 10, it has sufficient. Now the shift takes place in the second Fahrbe rich by the clutch 23 is closed and the clutch 27 is opened ge. The power is now transmitted hydrostatically mechanically via the third shaft 13 of the summing planetary gear. The hydrostat is now reset to "zero" and beyond to its maximum positive control position, which speaks to the end point of the second switching range. At this transmission point, the drive shaft and the second hydrostatic unit B have the same speed in the same direction of rotation, which means that all elements of the summation planetary gear and all coupling elements of the clutches 23 and 24 have synchronous operation. Now the shift into the third shift range takes place by closing the clutch 24 and opening the clutch 23 . The hydrostat is now reset and runs through its entire control range up to its maximum negative end position in which the third shaft 13 of the summation planetary gear and the clutch member connected to it ver 73 has reached synchronous operation with the output shaft 2 . Now the shift takes place in the fourth shift range by the third shaft 13 is coupled to the output shaft by closing the clutch 19 and at the same time the clutch 31 is opened in order to set the ring gear 34 of the third planetary gear 6 without load. The clutch 24 remains closed. Within this fourth switching range, the hydrostatic unit is now adjusted again in its opposite direction up to its maximum end control point, which corresponds to the end point of the transmission ratio.

In a transmission embodiment gemäßt Fig. 3, the guide with the Off 1 is substantially identical, a further area is provided as a fifth shift range such that the fourth shaft 14 of the summation planetary gear train has an additional coupling member 74, the rich end of the fourth Schaltbe synchronism with the output shaft 2 has. To switch the fifth range, the clutch 35 is now closed and the clutch 19 opened, whereby a direct connection of the fourth shaft 14 of the summation planetary gear with the drive shaft 2 is made. Now the hydrostatic drive is passed through its full control range again until the final transmission gear point is reached.

The transmission embodiment of Fig. 3 1 has opposite the imple mentation of Fig., A four-wavelength third planetary gear 106, whereby upon closing a reverse clutch 37, a hollow wheel 46 of this planetary gear is fixed, which causes the rotational direction of the common clutch member 10 inner half of the first three switching ranges on the output shaft 2 is reversed. This gearbox therefore has three reverse driving ranges, which are identical to the first three forward driving ranges.

The transmission according to exemplary Fig. 2 differs from the embodiments according to FIGS. 1 and 3 in that no hydrostati shear forward and reverse driving range is given, but the starting range, as already described, by a startup device to a translation point "X" is bridged.

The transmission embodiments of Figs. 4 to 7 are, with exceptions 1 me of the first shift range, identical operational sequence as the embodiments described in FIG. And 3. The first region does not work in this case purely hydrostatic as well as in all other shift ranges 53519 00070 552 001000280000000200012000285915340800040 0002004027724 00004 53400 with power split. Within the first shift range, the hydraulic power is transferred to two summation planetary gear 104 and 105 or 204 and 105 . With a selected direction of travel "forward" closes the first range clutch 57 and at the same time the clutch 31 , which holds the ring gear 34 of the third tarpaulin gear 6 . The hydrostatic is here at Fahrge speed "zero" set to its maximum positive control position, which means that the drive shaft 1 , first wel le of the summing planetary gear 11 and the second shaft 12 connected to the second hydrostatic unit B of the summing planetary gear have synchronism. All members of the summation planetary gear 104 ; 204 have block circulation in this operating state. Via the control and regulating device, the hydrostatic is now regulated back to "zero" during the start-up process and furthermore up to its maximum negative end position. Within this control range, the total hydraulic and mechanical power via the web 66 , the ge closed first range clutch 57 to the common coupling member 10, the third planetary gear 6 is transmitted to the output shaft 2 . At the end of the first shift range, the third shaft 13 of the summation planetary gear and the common clutch element 10 have reached synchronism, so that the clutch 58 can be closed and the first range clutch 57 can be opened. The further functional sequence is identical to the previously described embodiments according to FIGS. 1 and 3.

The transmission embodiment of Fig. 6 and 7 differs in the switching operation sequence for the fourth field of the embodiments described until now. When switching the fourth loading range, the output shaft 2 is coupled to the third shaft 13 of the summation planetary gear such that when the clutch 31 is opened at the same time, the clutches 60 and 58 are closed. Here, the common coupling member 10 is to be synchronized with the two synchronously rotating shafts 13 and the output shaft 2 within the switching sequence after the clutch 59 is opened. This is expediently done in such a way that certain coupling overlaps, as is customary in known automatic multi-stage transmissions, are controlled. All clutches of this type of transmission, with the exception of the first range clutch 57 , are to be designed here as a friction clutch. With regard to a seamless range shifting, the following switching sequence is selected here: When synchronous running of the shafts 13 and the output shaft 2 is achieved, the two range clutches 58 and 60 are initially subjected to low pressure and, after reaching a certain pressure size, the two clutches 59 and 31 are opened. In this switching phase, the third planetary gear 6 , which rotates without load within the fourth range, is simultaneously switched.

The third planetary gear 206 according to FIG. 8 is formed with a first planetary gear stage 68 , 69 , 72 , via which the power flows to the output shaft in the reverse region with the clutch 67 closed and the web 68 held in place . The reverse speed can be adjusted by choosing the appropriate ratio compared to the forward speed of the affected switched areas. Any adjustment to the vehicle-specific requirements is possible here, which is particularly important in the case of working machines such as tractors and construction vehicles. The Rückfahrgeschwindig speed can be designed to be larger compared to the forward driving ranges in question by the connections ring gear and Son nenrad are interchanged, that is, the ring gear is not connected to the output shaft, but with the common coupling member 10 and the sun gear is connected to the output shaft 2 , the web 68 is moved to the opposite side. This version is not shown in the drawings.

Another embodiment of the third flanet transmission of the type described in the patent application DE 37 09 191 under the reference number 150 can also be used here (not shown).

The functional sequence of the transmission design according to Fig. 9, 9a u. 10 differs from the embodiments according to FIGS. 4 to 7 essentially in that in the starting state the first shaft 11 connected to the drive shaft and the second shaft 12 connected to the second hydrostatic unit B have opposite directions of rotation and at the end of the first switching range and at the end of the third switching range, all elements of the sum planetary gear are in synchronism. From the drive shaft is thus at the beginning of the fourth driving range with the same speed as the drive shaft or the first input shaft 11 of the summation planetary gear. This means that the fourth area can be used very advantageously as an over-drive area and largely adapted to the vehicle requirements with regard to optimizing fuel consumption.

Functional sequence of transmission design Fig. 9, 9a and 10

When preselecting the forward speed, the first range clutch clutch 91 and clutch 31 are closed.

This provides a drive connection of the first output shaft 83 of the summation planetary gear with the output shaft 2 via an interposed planetary gear stage. The first hydrostatic unit A is set to its maximum negative adjustment variable. The hydrostat is now reset to "zero" and beyond to its maximum positive end position, whereby the first output shaft le 83 of the summation planetary gear and the coupling shaft coupled therewith have reached 10 input speeds.

All members of the summation planetary gear and the clutch shaft 10 have synchronism in this operating state, so that the shift into the second area can be done by closing the clutch 92 . The clutch 91 of the first area is now opened so that the speed of the clutch shaft 10 can be increased further within the second switching range by the second output shaft 84 of the summation planetary gear by the hydrostatic adjustment is regulated back down to the maximum negative end position at which the third off gear shaft 85 has reached synchronism with the output shaft 2 . Now the shift into the third driving range takes place by connecting the third output shaft 85 to the output shaft 2 by closing the clutch 19 and opening the clutch 31 of the downstream planetary gear 206 . The clutch 92 remains closed, so that the clutch shaft 10 has a controlled speed control via the second output shaft 84 of the summation planetary gear. Repeated back control of the hydrostat to its positive end position, the rotational speed of the output shaft 2 is brought to synchronism with all the members of the summation, so that the second output shaft 84 lung of the summation over the Kupp 35 to the output shaft in synchronism condition can be coupled and the coupling 19 can be opened. In the fourth shift range, the second output shaft 84 is now connected directly to the output shaft 2 , which now adjusts the output shaft to its maximum speed or the transmission to its final transmission within the fourth shift range, by the hydro stat again over its full control range up to its maximum negative final adjustment is performed.

The switching function sequence within the reverse range is identical to the first and second forward ranges, with clutch 67 being switched instead of clutch 31 of second planetary gear 206 , whereby the direction of rotation of the output shaft is reversed within these two shift ranges.

The functional sequence of the transmission according to FIGS. 9a and 10 is identical to the transmission version of FIG. 9.

Functional sequence of transmission design Fig. 11

With a preselected direction of travel "forward" and simultaneous switching of the first driving range at speed "zero", the clutch 31 of the downstream planetary gear 206, clutch 119 and 223 is closed, with the speed "zero" all elements of the first summation planetary gear 604 and thus the first and second input shaft 11 and 12 have synchronism. When changing the hydro stat adjustment from maximum positive setting to maximum negative setting, the entire first driving range is traversed, the hydrostatic-mechanical power being transmitted via the first output shaft 141 to the clutch shaft 10 and via the switched planetary gear 206 to the output shaft 2 . At the end of the first switching range, the clutch shaft 10 has reached synchronism with the third output shaft 113 , the clutch 222 being closed in the synchronous state of the corresponding clutch members and at the same time the clutch development 223 being opened. By regulating the hydrostatic transmission bes from the negative end position to the positive end position, the second travel range is traversed, where at the end of the second shift range all elements of the summation planetary gear 604 and the clutch shaft 10 have reached synchronism.

Now the shift into the third driving range takes place by closing the clutch 224 , as a result of which the third output shaft 114 transmits the total hydraulic and mechanical power to the clutch shaft 10 via a planetary gear of the planetary gear unit 206 to the output shaft. After regulating the hydrostat in the opposite end position, the second output shaft 113 has reached synchronism with the output shaft 2 , whereby a direct connection of this shaft with the output shaft 2 is made for switching the fourth driving range by closing the clutch 225 . After opening the range clutch 224 , the hydrostatic drive is passed through again in its opposite direction, where at the end of the fourth shift range all elements of both planetary gear units 604 and 115 have reached synchronism. Now, the drive shaft 2 is connected via a coupling element connected by the coupling 224 or coupling element 138 to the third output shaft 114 by closing a coupling, not shown, for the fifth driving range.

Drive through its entire adjustment range again to its negative end position in order to achieve the final transmission ratio at the end of the fifth driving range. For the reverse drive mode, three driving ranges can be switched, where, with the clutch 67 in the planetary gear 206 closed, the direction of rotation of the clutch shaft 10 is transmitted to the output shaft 2 within a first, second and third switching range in the opposite direction of rotation. The shift sequence and the shift functions are identical to the first, second and third forward driving ranges.

Functional sequence of transmission design Fig. 12 and 13

This transmission operates purely hydrostatically in the first and in the reverse range, clutch 27 and clutch 31 being closed when the direction of travel is selected. The hydrostatic device is now regulated to move from position "zero" to its negative end position, which corresponds to the end of the first switching range. The first output shaft 13 of the summation planetary gear 104 has synchronism with the intermediate shaft 140 in this state, so that the clutch 23 for switching the second driving range is closed and the clutch 27 of the planetary gear unit 5 can be opened. Within the second area, the hydrostat is now reduced to its positive end position, in which all elements of the summation planetary gear have now reached synchronism. In this state, the ring gear 125 of the planetary gear bes 122, which is in operative connection with the second output shaft 14 of the summation planetary gear, has reached "zero" speed, so that it can be closed via the clutch 126 for switching the third driving range. The hydrostatic is now regulated back to its negative end position, the first output shaft 13 of the summation planetary gear with the still coupled intermediate shaft or clutch shaft 140 having reached synchronism with the drive shaft. To switch the fourth Fahrbe range, the clutch 19 is now closed or the hitch be 23 connected. Now that the hydrostat has been re-regulated to its positive end point, at the end of the fourth switching range, synchronization of all the sum planetary gear elements and the output shaft 2 is also aimed again. Now the shift into the fifth area takes place by closing the clutch 35 , whereby the output shaft is drive-connected to the second output shaft 14 of the summation planetary gear. The final transmission ratio at the end of the fifth switching range is now achieved by regulating the hydrostat back to its negative end position. The intermediate shaft or clutch shaft 140 remains within the loading ranges "three" and "five" coupled via the clutch 23 to the first output shaft 13 .

The reverse range corresponds to the switching function of the first forward driving range, the hydrostat only being compensated in the corresponding opposite direction from "zero" to the positive end position. In this transmission, a quick reverse range is switchable, also purely hydrostatic, the hydrostatic transmission 6 being bridged by the hollow wheel 30 of the planetary gear stage 5 being connected directly to the output shaft via the clutch 19 , only the translation of a planetary gear stage 5 when closed Clutch 27 is effective.

The functional sequence of the transmission design according to FIG. 13 is largely identical to that according to FIG. 12. When the clutch 27 is closed, the hydrostat is regulated in the first driving range from "zero" to its negative end position, the output shaft 2 being raised to a speed at which the ring gear 34 of the planetary gear 6 has a speed of "zero" via the planetary gear 205 and its translation "has reached so that this can be connected to the housing for switching the second area via the coupling 31 . The hydrostat is now regulated in the second Schaltbe range back to "zero" and beyond that to its positive end position. Here all members of the summation planetary gear synchronism and the ring gear 125 by the corresponding translation of the planetary gear 122 speed standstill, so that it can be coupled via the clutch 126 to the housing for switching the third switching range. After repeated readjustment of the hydrostatic unit to its negative end position, the first output shaft 13 of the summation planetary gear has now reached synchronism with the output shaft 2 , so that these can be connected to one another via the coupling 19 for the switching of the fourth switching range. The hydrostat is now regulated back to its positive end position, at which all the gear elements have synchronous operation at the end of the fourth shift range. Now clutch 35 is closed for shifting the fifth driving range. After the hydrostat has been re-regulated to its maximum negative end point, the final transmission ratio has been reached.

Even with this gearbox, a quick reverse drive rich is possible through an additional clutch 127 , via which the output shaft 2 can be connected directly to the second hydrostatic unit B.

With regard to seamless range switching, they are synchronous run deviations or errors, e.g. B. due to load-dependent Speed slippage of the hydrostatic device by appropriate adjustment reserve balanced in hydrostatics. Besides, is only on approaching synchronism of the clutch elements to be switched he conducive.

Under the definition "synchronous operation" or "synchronous operation" the Understand synchronous operation, the aforementioned deviations contains.

Under the definition "end position" or "maximum adjustment size se "when the division changes, the most favorable rule hydrostatic adjustment for range switching stood that any intermediate position between "zero" and final adjustment of the hydrostat can be.

For range switching, form-plus can be very advantageous non-positive switchable couplings are used, such as from German patent application DE 39 03 010 is known.

With this invention, a stepless drive system is created, which, in the manner of the modular system, enables a transmission family with which with few basic units - sum planetary gear, second and third planetary gear unit - a wide range of applications both in the car gearbox area, trucks -Gear area and in the area of the work machine can be covered. For example, it is possible in a simple manner, as shown in FIGS . 18 and 19, in particular for the commercial vehicle area or work machine area from the basic structural units - summation planetary gearboxes 104 , clutch packs 139 , downstream planetary gear unit 206 and another clutch pack 22 - by intermediate connection an additional planetary gear stage 105 and a further clutch 23 from a transmission with four forward ranges and two reverse ranges to create a transmission with five forward ranges and three reverse ranges, with the output speed relative to the speed of the input shaft 1 or input shaft 11 from the beginning of the range in the respective last forward driving range increases.

In the car sector there is a gearbox in the lower performance classes with two or three forward driving ranges sufficient. For the higher performance range, however, is a third and fourth Area necessary here too with small hydrostatic units to be able to get by due to the high drive speeds must not exceed a certain size.

This also applies to the area of work machines, e.g. B. at Tugboat whose main speed range is 6 to 10 km / h. This invention is an optimal match Solution feasible so that the hyd raul performance share very low and the specific Hydrostat requirements are favorable. Another advantage le are that the hydrostatic noise are significantly reduced due to lower specific load that the individual construction elements compared to known systems in their diameter Dimensions are small, the faster rotating parts inside and the general speed level of each link and the Relative speed are low. The individual components are one easy to manufacture and easy to assemble in common assemblies Can be assembled into compact individual units.

All transmission systems are particularly characterized by that the individual area sizes largely meet the requirements of can be adapted to different vehicle-specific conditions can, especially with regard to good efficiency and that the last driving range is very advantageous in all areas can be used as a large over-drive area without additional level of gear adaptation between the gearbox and the drive axle, as the output speed, as mentioned, at the beginning of the last switching range via the drive rotation number increases. The different embodiments of the Er allow a targeted application-related selection for almost all motor vehicles, especially in the area of higher Performance classes.  

The individual transmission components also allow individual adaptation in terms of construction to different vehicle requirements. For example, as shown in Fig. 9 Darge, the hydrostatic transmission A, B axially offset to the Bauein units - summation planetary gear 404 and the associated planetary gear 206 and the corresponding clutches - arranged. Via a likewise axially offset drive shaft 1 , 78 , the hydrostatic unit A is connected via a spur gear stage 77 and through a further spur gear stage 76 , the second hydrostatic unit B to the second shaft 12 of the summation planetary gear. The input shaft 1 is connected via a further spur gear stage 75 to the first shaft 11 of the summation planetary gear. The input shaft 1 can be guided through the transmission and connected to a corresponding shaft 78 on the opposite side, which can serve, for example, as a power take-off in a tractor transmission. The shaft 78 can also be used as a drive shaft in the event that drive and output are to take place on the same transmission side, which can be very advantageous, for. B. in a motor-gearbox combination with a drive package arranged transversely in the vehicle. Here, there is the further possibility that the output shaft 2 can be combined with an angular gear, so that the gearbox output shaft lying at right angles to the output shaft 2 is particularly conveniently located for driving the drive shaft. This version is not shown in the drawings.

A gearbox structure for transverse construction can also be carried out very advantageously for the passenger car, for example by the motor being arranged axially to the hydrostatic input shaft 1 and the hydrostatic units A and B, and axially offset from the other components of the branching gearbox, the summation planetary gearbox having two spur gear stages are connected to the first and second input shafts 11 and 12 and the output shaft 2 is expediently connected via a further spur gear stage with an axle differential, as is known from conventional transmissions. This version is also not shown in the drawings.

For cars with a longitudinally arranged gear, the components, as shown in FIGS . 1 to 7 and 10 to 13, are arranged one behind the other, the summation planetary gear being a second planetary gear 5 ; 105 ; 205 is subordinate and there after a clutch pack 21 ; 71 ; 70 ; 139 follows, which contains two to four clutches for shifting the first driving ranges and that another planetary gear 6 ; 106 ; 206 ; 306 is installed. The clutches 19 , 35 required for switching the higher shifting areas, which are preferably connectable directly to the output shaft 2 , are expediently arranged in a further clutch pack 22, the third or further planetary gears 6 , 106 , 206 , 306 spatially. This provides a favorable hydraulic supply for the control oil of the clutches.

Since the range shifts take place in synchronous running or in the synchronous running range of the clutch elements to be switched, clutches which are positively or positively and positively and positively switchable can be used, as is known from German patent application DE 39 03 010. The definition of “connected” or “directly connected” is understood to mean a connection, which is usually of the same speed, with or without a gearbox link; e.g. B. by block circuit device of a planetary gear, z. B. by connecting a sun wheel with the ring gear or the web, as possible by combination with the planetary gear 306 , an identical speed connection or drive connection is made.

In the case of planetary gears it is functionally the same link is connected via a clutch within the drive train. The couplings shown or described represent each because it is the technically cheaper solution.  

The transmission embodiments of FIGS. 21, 22, 23 and 24 have a parallel staggered output shaft 302 in the first forward range and reverse range via a provided with an intermediate spur gear 344 or via a transmission stage 344 a and a planet gear train 340 formed gear unit with the two hydrostatic unit B can be connected via a coupling 311 . In the second and in further switching ranges, the Abtriebswel le 302 is via further spur gear stages 345 , 337 ; 346 ; 335 , 336 , 309 alternately connectable via couplings with one of the two output shafts 13 and 14 of the summation planetary gear 204 . The transmission embodiments of FIGS. 21, 22, 23 are full-stu nitely. The range shifts take place in synchronous operation or in the synchronous range of the gear elements to be switched. The clutches can thus be designed as friction clutches or as a form-fit clutch or as a form-fit, non-positive switchable clutch, as already mentioned and described in German patent application DE 39 03 010.

In addition to the purely hydrostatic first reverse drive range, the transmission embodiment of Fig. 23 has a second hyd rostatisch-mechanical reverse drive range, which adjoins the first region directly and in the synchronous state of the switching Glienicke of the clutch 310 can be switched. Via an intermediate gear 336 with a spur gear 335 , 309 , the output shaft 302 is connected via a clutch 310 to one of the output shafts 13 of the summation planetary gear. One of the output shafts 13 of the summation planetary gear serves for power transmission within the second and fourth forward driving range and, in the embodiment according to FIG. 23, for the second reverse driving range.

The transmission stage 344 of FIG. 21 or the translation of the transmission stage 344 a and the planetary gear 340 must, depending on the number of the selected switching areas or depending on the type of loading rich dividing a size between 7 amounted to 12. In most cases it is not possible to accommodate this translation in a single gear stage. For this reason, in the embodiment according to FIG. 22, the overall transmission ratio of this stage, which serves for the first forward and reverse driving range, is divided into a planetary gear unit 340 and a spur gear stage 344 a. As shown in Fig. 22, it is advantageous to connect the sun gear 342 with the second shaft 12 of the summation planetary gear and the second hydrostatic unit B and the ring gear 341 with the first drive gear of the gear stage 344 a. The web 343 of the planetary gear 340 can be connected to the housing 1 via a coupling 339 .

Functional flow

In the starting area, the clutch 311 or 339 is closed, whereby the second hydrostatic unit B is connected to the output shaft 302 via gear members ( 344 ; 344 a; 340 ). The hydrostat is now adjusted from ZERO in its negative direction to the end position, the end point of the first switching range being reached. In this state, the first output shaft 13 of the summation planetary gear and the coupling member of the clutch 312 connected to the gear stage 337 have reached synchronous operation. The clutch 312 is now closed and the clutch 311 is opened. The hydrostat is now reduced back to ZERO and beyond to its maximum positive end position, in which all elements of the summation planetary gear are in block rotation. All members of the clutch 313 are thus in synchronous state, so that this clutch can be closed for the third shift range to establish a drive connection with the two-th output shaft 14 of the summation planetary gear with the output shaft 302 . After opening the old clutch 312 , the hydrostatic is now regulated back to its maximum negative end point, the elements of clutch 314 having reached synchronous operation for switching the fourth forward driving range. After this clutch 314 is closed, the first output shaft 13 of the summation planetary gear is connected via a gear stage 345 to the output shaft 302 . After the clutch 313 is opened, the hydrostat is then regulated back into its positive end position. At this point, the transmission has reached the final transmission ratio with four forward driving ranges, as shown in FIG. 21.

The transmission according to exemplary Fig. 22 has a fifth Before Windwärts drive range, wherein an additional gear stage 346, the second output shaft 14 of the summation once again be connected via a coupling 315 to the output shaft 302. At the end of the fourth forward driving range, the hydrostat is now again regulated with this clutch version with the clutch 315 closed until its maximum negative end point at which the final transmission ratio of this transmission version is reached.

In the transmission version according to FIG. 23, the hydrostat is adjusted to the positive end position for the reverse travel with the clutch 311 or 339 closed. In this state, all members of the clutch 310 have reached synchronous operation, so that by closing this clutch, a drive connection from the drive shaft to the first output shaft 13 of the summation planetary gear can be produced via a gear stage 335 , 309 provided with an intermediate wheel 336 . After opening the clutch 311 , the hydrostat is now adjusted from its positive end position to its negative end position until the maximum reversing speed or the maximum reversing transmission point is reached.

The return speed in purely hydrostatic operation over a single area is very low and not sufficient for most applications. The requirements of a car transmission can not be met, so that this second hydrostatic-mechanical area, according to the embodiment of FIG. 23, is useful. In transmission embodiment shown in FIG. 23, it is possible to construct the transmission so that the power namely the second and third Vorwärtsfahrbe is via a single gear 309 within two to three hydrostatic-mechanical gear ranges transferable, rich and optionally the second hydrostatic-mechanical reverse range.

The transmission embodiment of Fig. 24 has a spreading translation, wherein an existing hole in the translation Anfahrzu stood by a friction clutch to reach a certain minimum driving speed or is bridged gelung to the start of the continuous Re. This bridging is in embodiment shown in FIG. 21, 22 and 23 by the purely hydrostatic Getrie beregelung by means of a gear unit 344 and replaces a clutch 311th The clutches 312 and 310 , in the embodiment according to FIG. 24, are each designed as friction clutches. They correspond in the embodiments according to FIGS. 21, 22 and 23 the two th forward driving range and the second backward driving range, here the couplings as a positively switchable clutch or as a positive and non-positive switchable couplings are executable. The clutches can expediently be combined to form a clutch pack 333 , two or more clutches 313 , 315 ; 312 , 314 can be arranged one above the other. This saves space, in particular length ge. When using a separating clutch between the motor and gearbox in the embodiment shown in Fig. 24, all area clutches can be designed as positive or positive and non-positive clutches.

Due to the one-sided arrangement of both input shafts 11 and 12 of the summation planetary gearbox, both hydrostat units A and B can be combined to form a hydrostatic package, where there are no pressure lines and a space-saving and inexpensive hydrostatic construction is possible. The efficiency and the noise and vibration behavior of the hydrostatic system are also improved compared to known solutions.

As shown in the embodiments according to FIGS. 21, 22 and 23, the differential drive connected in parallel staggered output shaft 302 through a bevel gear 316 with a transverse axis 317th The axle differential 317 can be arranged under the hydrostatic package 3 and very close to the engine flange. The entire structure is inexpensive, especially for a front-wheel drive car, where it is important to shift the drive axle of the differential as far as possible. The elimination of the separating clutch between the engine and the transmission in this transmission version advantageously meets this objective. For an all-wheel drive vehicle is the possibility offered to extend the output shaft 302 to the rear so that a connection to the rear axle is possible via the emerging shaft 302 a. Depending on the vehicle requirements, it is also possible to realize a transmission output shaft 302 b coaxial with the drive shaft 2 , which is in connection with the spur gear stage 346 .

In the embodiment according to FIG. 24, the hydrostatic package 3 is arranged axially to the drive shaft 1 , as already described in one of the claims. The drive shaft 1 is passed through the transmission for this purpose, the first hydrostatic unit A being coupled to the drive shaft 1 via a gear stage 318 . The second hydrostatic unit B is connected here to the second shaft of the summation planetary gear via a spur gear stage 319 arranged on the drive side. The output shaft 302 is connected to an axle differential 327 via a gear stage 320 . The two output shafts 323 of the differential 317 can directly with the front wheels, for. B. a front-wheel drive car's drive connected. This gearbox is particularly suitable for transverse installation of the engine system.

The transmission embodiments of Fig. 9b and 9c correspond to the transmission embodiments of FIGS. 9, 9a and Fig. 10. The Ge drives embodiment according to FIG. 9b has four hydrostatic-me chanical forward ranges and small in the first pre Windwärts drive range integrated reverse range. This Ge geared version is useful for vehicles that manage with a very low reverse range, such as. B. is the case for a bus. The gear ratio of the summation planetary gearbox is designed so that the first output shaft 83 of the summation planetary gearbox has a negative speed for the reverse driving range corresponding to the maximum reverse speed and maximum negative final adjustment of the hydrostatic transmission, so that when the clutch 34 is closed via the planetary gearbox 6, the with the web 33 connected output shaft 2 receives negative speed for reverse travel. This transmission embodiment allows for a special reverse range with a higher speed, and not the clutch 34 but the clutch 35 is closed, is where given by a direct connection of the first output shaft 83 when the clutch 91 through the clutch shaft 10 to the output shaft. 2 The translation of the planetary gear 6 is omitted, which is why lower reversing forces are possible in accordance with the higher reversing speed. This device is useful for certain special vehicles.

As 9a and 7 already explained in the description of the embodiments according to Fig. 9, it is possible to the connecting shaft 181, as shown in Fig. 9, omitted to let the coupling member 74 is directly connected to the sun gear 32. In the fourth switching range, the total power in the second output shaft 84 is transmitted via the clutch 92 and the coupling 35 to the output shaft 2 . The clutch 92 remains closed without load within the third driving range in order to maintain a controlled speed control of the members of the planetary gear 6 and 206 in a controlled manner.

In Fig. 9l, a gear combination is shown with the basic units summing planetary gear 404 and subordinate planetary gear unit 206 as shown in the gearbox execution Fig. 909. The difference to the embodiment according to FIG. 9 is based on the fact that the input shaft 1 and the output shaft 2 of the transmission are not arranged axially but are arranged axially. For this purpose, an additional union spur gear stage 249 is provided between the drive shaft 1 and the PTO shaft 78 , via which the mechanical power for the traction drive is passed via a further spur gear stage 75 to a link, ring gear 81 , of the summation planetary gear 404 . The hydrostatic transmission A, B is arranged offset from the drive shaft as in the embodiment according to FIG. 9. Depending on the vehicle conditions in relation to the location of the drive shaft From, the z. B. when used in work machines can be different, any adjustment is possible in this way with constant basic units.

A targeted selection can be made for the various embodiments of the subordinate gear assembly units 106 , 206 , 306 , 406 , taking into account the reversing conditions required by the vehicle. For example, the planetary gear unit 106 with intermeshing planet wheels on a common web allows a high reverse speed. Also the planetary gear version 206 , Fig. 8 with two planetary gear stages allows a high Rückfahrge speed by any adjustment of the first planet gear stage 69 , 68 , 72nd The planetary gear unit 446, as shown in FIGS. 9d, 9e, 9f, allow relatively low reversing speeds which, for. B. when used in work machines, such as tractors, are unfavorable and do not meet the required maximum reversing speed within two reverse driving ranges. In a transmission, e.g. B. for a tractor that also has relatively high demands on reversing properties, it is advisable to use the gearbox versions 106 or 206 . The planetary gear unit 106 can also be useful with a summation planetary gear 404 , in which the third output shaft 85 a is designed or can be implemented as an outer shaft, via a clutch arranged between the summing planetary gear and the downstream gear unit 106 , similar to the embodiment according to FIG. 9h, can be combined. The third output shaft 85 a is hereby coupled to the web shaft 33 of the gear unit 106 in the third driving range for direct torque transmission to the output shaft 2 . The planetary gear unit 406 can be useful e.g. B. for a bus transmission or a utility vehicle, the relatively low return speeds for changes, can be used. The planetary gear units 406 and 106 allow the arrangement of the clutch 19 for the third driving range immediately after the summing planetary gear unit, as is the case with a summing gear version in which the third output shaft 85 a can only be implemented as an outer shaft, in order to have a direct rotary connection, for example the Output shaft 2 , to enable.

Control of area switching

When using a positive or positive plus frictional connection sigen clutch for range switching is with regard to a smooth shift a targeted hydrostatic guidance inside half of the switching phase required. The load-dependent speed slip of the hydrostatic transmission, the before and after the area circuit has reverse behavior, is accordingly to consider. The control is designed so that he sufficient synchronous operation of the clutch elements of the new clutch after the synchronization signal, z. B. from a known rotation Comparison of certain transmission elements, the new clutch is closed and the old clutch is only opened after which the hydrostat corresponds to the speed slip within the switching phase is regulated back so far until in the new area a hydrostatic load or a hydrostatic torque occurs, which corresponds to the load condition of the new area. Invention according to this is solved in that after closing the new coupling of the hydrostat spontaneously the signal for feedback control receives before opening the old clutch, e.g. B. from the pressure signal the new clutch. After reaching an appropriate hydro statdruckes is now the signal to open the old clutch triggered.

For the switching sequence, especially when using the form-plus different clutch control are different types possible, such as B. described in DE 39 03 010.  

To enable emergency operation if the control system fails, a manually operated bypass valve between the high and low pressure lines of the hydrostatic transmission ( 3 ) and / or a manually operated control valve for closing one or the area couplings required for an area ( 91 , 31 ) for one, preferably the first driving range. Additionally or alternatively, a manually operated hydrostatic adjustment is also possible. The relevant clutch or clutches for the emergency switch and the hydrostatic adjustment are supplied by the pressure oil of a pump driven by the drive motor or by an electrically driven separate pump. In most cases it is sufficient to use the usual feed pump or supply pump for this. Bypass valve and clutch control are preferably operated before starting the engine.

Reference numerals

1 drive shaft
2 output shaft
3 hydrostat
4 summation planet getr.
5 2. Planetary gear unit
6 3. Planetary gear unit
7 bridge
8 ring gear
9 ring gear
10 clutch shaft or output shaft
11 1st shaft of the summation planetary gear
12 2nd shaft of the summation planetary gear
13 3rd shaft of the summation planetary gear
14 4th shaft of the summation planetary gear
15 3rd shaft inside
16 bridge
17 sun gear
18 sun gear
19 clutch
20 housing
21 1. Coupling package
22 2. Coupling package
23 clutch
24 clutch
25 coupling link
26 coupling link
27 clutch
28 bridge
29 sun gear
30 ring gear
31 clutch
32 sun gear
33 footbridge
34 ring gear
35 clutch
36 coupling link
37 clutch
38 planet gear
39 planet gear
40 bridge
41 ring gear
42 ring gear
43 planet gear
44 planet gear
45 sun gear
46 ring gear
47 clutch
48 clutch
49 clutch
50 bridge shaft = 3rd shaft
51 sun gear
52 ring gear
53 planet gear
54 planet gear
55 wave
56 wave
57 clutch
58 clutch
59 clutch
60 clutch
61 footbridge
62 ring gear
63 ring gear
64 sun gear
65 sun gear
66 footbridge
67 clutch
68 footbridge
69 sun gear
70 clutch pack
71 clutch pack
72 ring gear
73 coupling link
74 coupling link
75 spur gear
76 spur gear stage
77 spur gear stage
78 PTO / drive shaft
81 ring gear
82 sun gear
83 3rd shaft of the summation planetary gear 404 = 1st output shaft
84 4th shaft of the summation planetary gear 404 = 2nd output shaft
85 5th shaft of the summation planetary gear 404 = 3rd output shaft
86 planet gear
87 planet gear
88 bridge shaft
89 ring gear
90 sun gear
91 clutch
92 clutch
93 ring gear
94 ring gear
95 sun gear
97 footbridge
98 sun gear
99 planet gear
100 planet gear
101 planetary gear set
102 sun gear
103 ring gear
107 bridge shaft
108 ring gear
109 ring gear
110 footbridge
111 planet gear
112 planet gear
113 3rd shaft of the summation planetary gear = 1st output shaft
114 4th shaft of the summation planetary gear = 2nd output shaft
115 planetary gear unit
116 sun gear
117 sun gear
118 ring gear
119 clutch
120 ring gear
121 footbridge
122 4. Planetary gear unit
123 sun gear
124 footbridge
125 ring gear
126 clutch
127 clutch
128 planet gear
129 planet gear
131 sun gear
132 ring gear
133 footbridge
134 sun gear
136 wave
137 coupling link
138 coupling member ( Fig. 11)
139 clutch pack
140 output shaft
141 output shaft
142 output shaft
143 footbridge
144 ring gear
145 ring gear
146 footbridge
147 sun gear
148 ring gear
149 footbridge
150 ring gear
151 clutch
152 clutch
153 footbridge
154 planet gear
155 planet gear
156 ring gear
157 ring gear
158 ring gear
159 sun gear
160 bridge
161 sun gear
162 footbridge
163 ring gear
164 ring gear
165 ring gear
166 planet gear
167 planet gear
168 sun gear
169 footbridge
170 sun gear
104 summation planetary gear
204 summation planetary gear
304 summation planetary gear
404 summation planetary gear
504 summation planetary gear
604 summation planetary gear
704 summation planetary gear
804 summation planetary gear
904 summation planetary gear
105 2. Planetary gear unit
205 2nd planetary gear unit
305 2nd planetary gear unit
106 3. Planetary gear unit
206 3. Planetary gear unit
306 3rd planetary gear unit
210 clutch shaft
222 coupling Fig. 11
223 coupling Fig. 11
224 clutch Fig. 11
225 clutch Fig. 11

Claims (20)

1. Hydrostatic-mechanical branching gear for motor vehicles with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B), preferably constant volume, with a multi-shaft sum mations planetary gear ( 404 ; 504 ; 704 ; 804 ; 904 ) to sum up the hydraulic and mechanical power, wherein the first shaft ( 11 ) of the summing planetary gear is permanently connected to the drive shaft and a first hydrostatic unit (A), the second shaft ( 12 ) of the summing planetary gear is continuously connected to the second hydrostatic unit (B) and the third shaft ( 83 ), fourth shaft ( 84 ) and, if appropriate, further shafts of the summation planetary gearbox are output shafts and can be connected indirectly or indirectly to the output shaft ( 2 ) and that the summation planetary gearbox has a further gear unit ( 106 ; 206 ; 306 ; 406 ; 506 ) is assigned that the summation plan planetary gear ( 404 ; 504 ; 101 ; 704 ; 804 ; 904 ) is five-shaft and has two input shafts ( 11 , 12 ) and three output shafts ( 83 , 84 , 85 ), the first output shaft ( 83 ) and the second output shaft ( 84 ) having a coupling shaft ( 10 ) and one Subordinate gear unit ( 6 ; 106 ; 206 ; 306 ; 406 ; 506 ) can be connected alternately in a first and second driving range and the third output shaft ( 85 ) of the summation planetary gear for the third driving range can be coupled to the output shaft ( 2 ) directly or via intermediate links is that for a possible fourth driving range the second output shaft ( 84 ) can be coupled directly or via intermediate links to the output shaft ( 2 ), characterized in that the third output shaft ( 85 ) as an inner shaft ( 85 i) and / or as an outer shaft ( 85 a) is executable and can be coupled with various executable subordinate gear units ( 106 ; 206 ; 306 ; 406 ; 506 ; 235 ), such that at least four before rts and at least two freely adaptable integrated reverse driving ranges are switchable ( Fig. 9; 9a to 9k). 2. Branch transmission according to claim 1, characterized in that

• a) the summation planetary gear ( 404 ; 704 ; 404 a; 404 b) downstream gear unit ( 106 for larger reverse speeds) from a planetary gear unit with interlocking planet wheels ( 38 , 39 ) mounted on a common land ( 33 ) and the third Output shaft of the sum mierungsplanetengetriebes with the web ( 33 ) and thus from the drive shaft ( 2 ) can be coupled, wherein the third output shaft ( 85 a) of the summation planetary gear is an outer shaft and with a between the summing planetary gear and the planetary gear unit ( 106 ) arranged clutch ( 19 , Fig. 9h; 9i; 9k) can be coupled, or that the third output shaft ( 85 i) of the summing planetary gear is an inner shaft and the coupling ( 19 , similar to Fig. 3) to be connected is arranged downstream of the gear unit ( 106 ), or
• b) the downstream gear unit ( 406 for lower reverse speeds) consists of two planetary gear stages ( 32 , 33 , 34 and 233 , 231 , 232 ) formed planetary gear unit be, the third output shaft ( 85 a) of the summation planet gear ( 404 ; 704 ; 404 a; 404 b) represents an outer shaft which can be coupled to the web ( 33 ) of the first planetary gear stage of the ordered planetary gear ( 406 ) ( FIGS. 9d to 9f or summation planetary gear from 9h to 9i), the sum planetary gear only having one web ( 88 ) or only two webs ( 241 ; 88 , 143 ), or
• c) the downstream gear unit ( 606 , Fig. 17a) consists of only one planetary gear stage for switching at least two forward driving ranges and at least two reverse driving ranges, the web ( 33 ) and the ring gear ( 34 ) of this planetary gear stage alternately with both the housing and can be coupled to the output shaft ( 2 ) and the third output shaft ( 85 ) is an inner shaft which can be connected to the output shaft via a clutch ( 19 ), preferably in the third switching range, or
• d) the downstream gear unit ( 506 , Fig. 20) from Ge gear stages ( 171 , 172 , 173 ) is formed, which can be coupled via clutches ( 176 , 175 , 177 , 178 ) with an offset output shaft ( 2 ), wherein the third output shaft ( 85 ) of the summation planetary gear preferably represents an inner shaft.

3. branching gear according to claim 1, characterized in that the sum mierungsplaneten gear ( 404 or 404 a or 404 b) has a land shaft ( 88 ; 143 ; 241 ) on which together all planet wheels ( 86 , 87 and 242 , 245 , 243 and 242 , 243 , 248 ) of the summation planetary gear are mounted ( Fig. 9; 9b; 9d; 9h; 9i; 9k; 16). 4. Branch transmission according to claim 1, characterized in that the five-wave summation planetary gear consists of a first and a second planetary gear stage, the first plane gear stage having two intermeshing planet gears ( 242 and 245 ) that all planet gears ( 242 , 245 , 243 ) a common web ( 241 ) is mounted, which is connected to the first input shaft ( 11 ), the planet gears ( 242 ) of the first planetary gear stage with the sun gear ( 82 ), the unit with the second input shaft ( 12 ) and second hydrostatic unit (B ) is connected, engages and mesh the second planet gears ( 245 ) with the third output shaft ( 85 ) connected ring gear ( 244 ) that the planet gears ( 243 ) of the second planetary gear stage with the first planet gears ( 242 ) of the first planetary gear stage are rotatably connected and with the sun gear ( 246 ) connected to the first output shaft ( 83 ) and mi Comb the ring gear ( 287 ) connected to the second output shaft ( 84 ) ( FIG. 9h). 5. branching transmission according to claim 1, characterized in that the five-wave summation planetary gear ( 404 b) consists of two planetary gear stages, the second planetary gear stage having two intermeshing first planet gears ( 243 ) and second planet gears ( 248 ), wherein in first planet gears ( 243 ) the sun gear ( 246 ) connected to the output shaft ( 83 ) and the ring gear ( 247 ) connected to the second output shaft ( 84 ) engage in such a way that the second planet gears ( 248 ) with the ring gear ( 244. ) connected to the third output shaft ( 85 a) ) is in direct drive connection and that the planet gear ( 242 ) of the first planetary gear stage is without a ring gear and is rotatably connected to the first planet gears ( 243 ) of the second planetary gear stage and are mounted coaxially with each other ( Fig. 9i). 6. Branching gear according to claim 1, characterized in that the gearbox or the planetary gear unit ( 406 ; 206 ) is a Pla neten gear unit ( 235 ) with the sun gear ( 236 ) with the output shaft ( 2 ) with the web ( 237 ) the transmission output shaft ( 2 a) and the ring gear ( 238 ) can be connected to the housing via a clutch or brake ( 234 ) and that the output shaft ( 2 ) can be connected to the transmission output shaft ( 2 a) via a coupling ( 239 ) ( Fig . 9e). 7. branching transmission according to claim 1, characterized in that the gearbox or the planetary gear unit ( 106 , 206 , 306 , 406 ) is a planetary gear stage ( 235 ), the Son nenrad ( 236 ) with the output shaft ( 2 ), the web ( 237 ) with the transmission output shaft ( 2 a) and the ring gear ( 238 ) via a coupling or brake ( 234 ) can be connected to the housing and that the third output shaft ( 85 a) of the summation planetary gear with the transmission output shaft ( 2 a) a clutch ( 240 ) and the output shaft ( 2 ) via a clutch ( 239 ) can also be alternately connected to the transmission output shaft ( 2 a) ( Fig. 9f). 8. branching transmission according to claim 1 to 7, characterized in that the summing planetary gear ( 4 ; 104 ; 105 ; 204 ; 304 ; 404 ; 504 ; 604 ; 115 ; 704 ) assigned planetary gear (third planetary gear 6; 106; 206; 306 ) is three-shaft or four-shaft ausgebil det and the first shaft (sun gear 32 ) with a common intermediate shaft or coupling shaft ( 10 ), the second shaft (web 33 ) with the output shaft ( 2 ), the third shaft (ring gear 34 ) with is connected or connectable to the housing ( 20 ) and the optionally fourth shaft (ring gear 46 ; web 68 ) is connected or connectable to the housing ( 20 ), the third shaft ( 34 ) being connected to the housing via a coupling ( 31 ) connectable for forward travel and optionally the fourth shaft ( 46; 68 ) for reverse travel via a coupling ( 37 ; 67 ) with the Ge housing ( 20 ) can be connected. 9. branching transmission according to one of claims 1 to 8, characterized in that the third planetary gear ( 6 ) is formed of three shafts and a shaft (ring gear 34 ) with the housing via a clutch or brake ( 31 ) can be connected, or that the third Planetary gear ( 106 ; 206 ) is designed with four shafts, two shafts ( 34 , 46 ; 68 , 34 ) can be connected to the housing ( 20 ) alternately. 10. Branch transmission according to one of claims 1 to 9, characterized in that the third planetary gear ( 206 ) is designed in two stages, wherein the sun gears ( 69 and 32 ) of both planetary gear stages are connected to the common coupling member ( 10 ), the web ( 68 ) the first stage with the housing ( 20 ) via a clutch ( 67 ) for the reverse range, the ring gear ( 72 ) of the first planetary gear stage with the web ( 33 ) of the second planetary gear stage and the output shaft is constantly connected and the ring gear ( 34 ) the second planetary gear stage can be connected to the housing ( 20 ) via a clutch or brake ( 31 ). 11. Branching gear according to one of claims 1 to 10, characterized in that the sum mierungsplaneten gear ( 404 ) is five-shaft and has a common planet carrier ( 88 ) on the intermeshing first planet gears ( 86 ) and second planet wheels ( 87 ) arranged are, wherein the first shaft as an input shaft ( 11 ) is connected to a ring gear ( 81 ) which engages in first planet gears ( 86 ) and the second shaft ( 12 ) connected to the second hydrostatic unit (B) with a sun wheel ( 82 ) which also engages in first planet gears ( 86 ), that the first output shaft ( 83 ) as the third shaft of the summation planetary gear is connected to a ring gear ( 89 ) and engages in second planet gears ( 87 ) and that the second output shaft ( 84 ) is connected as a fourth shaft of the summation planetary gear with a sun gear ( 90 ) which also meshes with the second planet gears ( 87 ) and that the third output shaft ( 85 ) as the fifth shaft of the sum mierungsplanetengetriebes with the planet carrier or common web ( 88 ) is connected and as an inner shaft ( 85 i) and / or as an outer shaft ( 85 a) is executable ( Fig. 9; 9d; 9e; 9f; 9k) 12. branching transmission according to one of claims 1 to 11, characterized in that the sum mierungsplanetenantrieb ( 704 , Fig. 16) consists of two planetary gear stages and has a common land shaft ( 86 , 143 ), the first planetary gear stage with its son nenrad ( 45 ) is connected to the second input shaft ( 12 ) and the web shaft ( 143 ) with the web shaft ( 88 ) of the second planetary gear stage in constant communication and the ring gear ( 144 ) of the first planetary gear stage with the ring gear ( 45 ) of the second Planetary gear stage and the first input shaft ( 11 ) are connected so that the second planetary gear stage has intermeshing first planet gears ( 86 ) and second planet gears ( 87 ) and engages the ring gear ( 145 ) in first planet gears ( 86 ), which engages with the ring gear ( 144 ) the first planetary gear stage is connected and which meshes with the second planet gears ( 87 ) a ring gear ( 89 ), the g the first output shaft ( 83 ) of the summing planet gear forms that a sun gear ( 90 ) connected to the second output shaft ( 84 ) also engages in second planet gears ( 87 ) and the third output shaft ( 85 ) with the common land shaft ( 88 and 143 ) the first and the second planetary gear stage is connected and that the third shaft can be designed as an inner shaft ( 85 i) and / or as an outer shaft ( FIG. 16). 13. Branch transmission according to one of claims 1 to 11, characterized in that in the first switching range (according to the embodiment Fig. 9, 9a, 10), the first output shaft ( 83 ) of the summation planetary gear ( 4 , 104 ; 504 , 101 ; 704 ) via a Coupling ( 91 ) is connected to the coupling shaft ( 10 ), the power accumulated in the summation gear being transmitted to the output shaft ( 2 ) via the downstream planetary gear ( 6 , 106 ) when the forward range clutch ( 31 ) is closed,
that in the second switching range, the second output shaft ( 84 ) via the clutch ( 92 ) is connected to the clutch shaft ( 10 ), the total power also via the ordered planetary gear ( 6 , 106 , 206 ) when the forward clutch ( 31 ) is closed the output shaft ( 2 ) is transmitted in the third driving range, the third shaft ( 85 ) of the summation planetary gear via a clutch ( 19 ) with the drive shaft ( 2 ) and is connected
that in the fourth driving range, the second output shaft ( 84 ) of the summation planetary gear via the clutch ( 92 ) with the clutch shaft ( 10 ) and a further clutch ( 35 ) is coupled to the drive shaft,
that in training with an integrated reversing device in the first and in the second reverse area, the same couplings ( 91 ; 92 ) connecting the first and second output shafts ( 83 , 84 ) as in the first and second forward driving areas can be shifted, the downstream planetary gear ( 106 ; 206 ) From the direction of rotation is reversed by the clutch ( 67 ) is closed for the reverse range ( Fig. 9, 10, 16, 8). 14. Hydrostatic-mechanical branching gear for motor vehicles with at least four forward driving ranges with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B), preferably constant volume, with a summing planetary gear ( 4 ; 104 ; 204 ; 304 ; 404 ; 504 ; 604 ; 704 ) for summing up the hydraulic and mechanical power, the first shaft ( 11 ) of the summation planetary gear being constantly connected to the drive shaft and a first hydrostatic unit (A), the second shaft ( 12 ) of the summie approximately planetary gear unit is permanently connected to the second hydrostatic unit (B) and the third shaft ( 13 ), fourth wel le ( 14 ) and possibly further shafts of the summing planetary gear unit are output shafts and can be connected directly or indirectly to the output shaft ( 2 ) and that another or more gear units are assigned d, characterized in that the output shaft ( 302 ) parallel to the summation planetary gear ( 204 ; 4 ; 104 ; 304 ) is arranged, which can be connected alternately to one of the output shafts ( 13 and 14 ) of the summation planetary gear via couplings, that the second hydrostatic unit (B) by means of a coupling ( 311 ; 339 ) via a spur gear stage ( 344 ) or a spur gear stage ( 344 a) and a planetary gear unit ( 340 ) can be coupled to the output shaft ( 302 ) and the power in the first driving range is transmitted purely hydrostatically and that the two shafts ( 11 and 12 ) connected to the hydrostatic units (A and B) of the summation planetary gear drive one side into the summation planetary gear ( Fig. 21). 15. Branching gear, in particular according to claim 14, characterized in that the gear stage provided with an intermediate gear ( 344 ) or the spur gear stage ( 344 a) and the planetary gear unit ( 340 ) are arranged between the hydrostatic package ( 3 ) and the summation planetary gear ( 204 ) ( Fig. 21, 22). 16. Branch transmission in particular according to claim 14, characterized in that a first purely hydrostatic reverse driving range and a second hydrostatic-mechanical reverse driving range is provided, the first output shaft ( 13 ) of the summation planetary gear via a clutch ( 310 ) and one in the second reverse driving range an intermediate gear provided gear stage ( 335 , 336 , 309 ) is transmitted to the output shaft ( 302 ) ( Fig. 23). 17. Branch transmission according to several of claims 1 to 16, characterized in that the hydro statpaket ( 3 ), the gear unit ( 344 ; 344 a; 340 ) for the hydrostatic forward and reverse range, the summation planetary gear ( 204 ), the clutch pack ( 303 ) and the gear stage ( 337 , 345 ; 346 ) are arranged one after the other in an enumerated order ( FIG. 23). 18. Branching gear according to one or more of claims 1 to 17, characterized in that the hydrostatic package ( 3 ) is arranged parallel to the input shaft ( 1 ), the input shaft ( 1 ) passing through the gearbox, so that the first hydrostatic unit (A) via a spur gear stage ( 318 ) located opposite the input side, and the second hydrostatic unit (B) on the transmission input side is connected to the summation planetary gear via a further gear stage ( 319 ) ( FIG. 24). 19. Branch transmission according to one or more of the An sayings 1 to 18, characterized, that the clutches friction clutches or positive clutch or positive and non-positive couplings, as in the DE 39 03 010 are described.   20. Branch transmission according to one or more of claims 1 to 19, characterized in that an emergency drive device is provided which enables emergency operation in the event of a control or regulation failure, such that a manually operable bypass valve between the high and low pressure line of the hydrostatic components ( A, B) is arranged that a manually operable clutch switching valve is provided which, when actuated, closes the clutch or clutches ( 91 , 31 ) for a switching range, preferably for the first Schaltbe, from the pressure oil of a drive motor driven pump (feed pump , Supply pump, emergency operation pump), and / or that a manually operable adjustment of the hydrostatic transmission is additionally or alternatively installed. 21. Branch transmission according to one or more of the An sayings 1 to 20, characterized, that an emergency driving device is provided which in the event of failure of the Controlling / regulating a bypass valve between the two working pressure lines of the hydrostatic units (A and B) or / and Switch valve for closing one, preferably for the first drive range switchable clutch and / or a manually operated Hydrostat adjustment provides, the bypass valve and / or the clutch can be operated manually (not shown).