EP1088179A2

EP1088179A2 - Continuously variable hydrostatic-mechanical power split transmission

Info

Publication number: EP1088179A2
Application number: EP00910496A
Authority: EP
Inventors: Michael Meyerle
Original assignee: Meyerle Michael
Current assignee: MEYERLE, HANNELORE; MEYERLE, JUERGEN; MEYERLE, MARTIN PETER
Priority date: 1999-01-25
Filing date: 2000-01-25
Publication date: 2001-04-04
Also published as: DE10003174A1; WO2000043695A3; WO2000043695A2

Abstract

The invention relates to a hydrostatic-mechanical power split transmission, especially for use in tractors. In order to economically utilize the provided installation space in tractors, the invention provides that the hydrostatic transmission (4) and the planetary drum selector gear (PSW) are arranged together along the same axis and are integrated as a common modular unit in the carrier housing or in the vehicle frame. The transmission also contains the feed pump (279) and the control/regulating device which comprises the electronics. A traversing shaft (PTO) connected to the input shaft (1) is provided for the power take-off connection. The vehicle drive is effected via the drive shaft (336) which can be connected directly or via a corresponding spur gear stage to the pinion input shaft of the axle differential gearing in a manner which is axially offset to the output. The planetary drum selector gear (PSW) is, particularly according to the performance class of the vehicle, configured as a single-range transmission without clutches or as a range-change transmission with two or more clutches. When the transmission is configured as a single-range transmission, a range-shifting transmission which is arranged downstream can be alternatively provided. By virtue of the inline construction, the long installation space which inherently exists in the tractor can be used, and the provision of a very economical and simple structure is made possible. In addition, it is feasible to provide a very important narrow construction for tractors, said construction being determined by the maximum measure X . The transmission can be installed or removed in a few minutes.

Description

Stepless hydrostatic-mechanical power split transmission

The invention relates to a hydrostatic-mechanical power split transmission, in particular for use in tractors or work machines according to the preamble of claim 1 and further independent claims.

The object of the invention is to provide a hydrostatic-mechanical power split transmission, in particular for tractors and working machines of the lower and middle performance class, which is simple in construction and inexpensive to manufacture. Furthermore, a modular structure and, according to a modular system, the combination of the mechanical transmission part with different hydrostatic sizes should be possible in a simple manner to adapt to different performance sizes.

The object is achieved by the features listed in the independent claims. Further details emerge from the subclaims and the description. In a schematic representation:

Figure 1 shows the control plan of the transmission.

2 shows the speed plan for a two-range transmission;

3 to 10 different transmission concepts of a transmission system with two forward and one reverse range, the reverse range being integrated in the first forward driving range. Execution inline construction wise;

Fig. 11 u. 12 gears with a parallel offset hydrostatic transmission;

Fig. 13 View of the continuously variable power split transmission according to the inline design, which can be installed and removed as a complete unit in any vehicle frame or a carrier housing;

Fig. 14 speed diagram;

Fig. 15 single-range transmission combined with a group transmission with

Work and street group; 16 u. 17 driving and speed diagram for a single-range transmission;

18 to 22 single-range transmission system with assigned field road group;

Fig. 23 Speed and function chart for automatic change of work and

Group of streets while driving;

24 speed plan for a two-range transmission;

25 to 29 transmission system with power distribution on the input side via a planetary transmission with associated group transmission for field and road operation.

The invention, as shown in Fig. 3 to 13, relates to a hydrostatic-mechanical power split transmission, which is designed as part of the engine of a tractor or a work machine with two hydrostatic-mechanical shift ranges. The first shift range, range 1, includes the reverse range and the first forward range.

From DE 19531112 and DE 19727360 a hydrostatic-mechanical power split transmission is known, which is preferably intended for use in a car and also has two shift ranges, in which the reverse range is also integrated in the first shift range. Secondary control is also included through the possibility of adjusting the second hydrostatic unit B. However, this transmission has the disadvantage that the transmission elements are designed in such a way that the reversing speed can only be relatively low in relation to the forward driving speed, and thus the reversing requirements of a tractor cannot be met. Another disadvantage for the tractor application is that although the hydrostatic transmission does not form its own unit, the planetary shift drum (PSW), which consists of the summation planetary gear and the clutches.

The object of the invention is to provide a hydrostatic-mechanical power split transmission that meets the requirements of the tractor and the work machine in such a way that a sufficiently large reverse drive range is possible with a single-range transmission without clutches or a two-range transmission with only two clutches and a good degree of efficiency in the main operating range between 5 and 10 km h is achieved. In addition, if possible, a group manual transmission for separate working “A” and road group “S” should be saved for the two-range transmission. No clutch change should be necessary for switching or shuttle operation. Furthermore, there is the task of ensuring precise speed control for vehicle standstill. It should be possible to design the hydrostatic transmission as well as the planetary shift drum PSW consisting of summation planetary gears and clutches into a common structural unit, which in a simple manner in a carrier housing or a

Vehicle frame of the tractor or the work machine can be installed and removed. Another

The task is to change the planetary shift drum PSW in a simple way with different sizes

Hydrostats according to the modular system for different output sizes can be combined in the

With regard to using a planetary shift drum PSW, a certain performance range of e.g.

To be able to cover 60 to 120 HP with two or three different sized hydrostatic modules.

The object is achieved by the features listed in the corresponding main claims. Further details emerge from the subclaims and the description.

In order to achieve a safe and reliable speed setting of the second hydrostatic unit B at the transmission point 1 / i = 0 (see speed plan Fig. 2) corresponding to the speed point (P2), the invention provides that by comparing the speed of at least two rotating transmission members, preferably the speed of the drive shaft 1 and the speed of a gear member connected to the second hydrostatic unit B, for example Gear link E2 or another gear link, e.g. of the second output shaft A2 of the summation planetary gear, by means of the corresponding speed signals b and h synchronous operation of the clutch elements to be closed of the clutch K1 or the respective clutch elements being at a standstill. The vehicle standstill is also established or regulated with the clutch Kl closed using the speed comparison mentioned. The invention further provides as an alternative solution, the adjusting device of the hydrostatic transmission via a mechanical device, e.g. using spring centering to fix the adjustment amount qA at the relevant point P2. With this invention, a targeted gear ratio reset or gear point 1 / i = 0 can also be set via a brake pedal signal f, e.g. synchronism errors could also be compensated via a bypass valve.

3 to 8 has a hydrostatic transmission 4 with a first hydrostatic unit A adjustable volume and a second hydrostatic unit B, also adjustable volume, a four-shaft summation planetary gear 301 to 305 and two clutches Kl and K2, which alternately connect one of the two output shafts AI and A2 of the summation planetary gear with the output shaft 336. The output shaft 336 can be connected directly to the differential gear 309 or via intermediate links or one Gear stage 308, as shown in FIG. 5, can be connected to the differential gear 309, preferably without an intermediate group gear for work and road groups. The four-shaft summation planetary gear 301; 301a to 305 has two input shafts, the first input shaft El being connected to the drive shaft 1 and the first hydrostatic unit A and the second input shaft E2 being connected to the second hydrostatic unit B.

With gearbox design acc. 9 and 10, the four-shaft summation planetary gear 306 and 307 consists of three input shafts E1, EK1 and EK2 and an output shaft AI. In this transmission design, the first input shaft El is permanently connected to the drive shaft 1 and the first hydrostatic unit A and a link of the summation planetary gear, the other two input shafts EK1 and EK2 are alternately via the clutches K1 and K2 with the second hydrostatic unit B connectable. The output shaft AI is connected or connectable to the differential gear 309 directly or via intermediate links. These gearbox versions acc. 9 and 10 differ from the embodiments of FIGS. 8 to 8 in that the clutches K1 and K2 are arranged between the second hydrostatic unit B and the summation planetary gear and the two input shafts EK1 and EK2 of the summation planetary gear alternately via the clutch K1 and K2 are connectable to the second hydrostatic unit B and the output shaft AI is a member of the summation planetary gear. The functional difference is that in the start-up state at driving speed “zero”, the coupling members of the clutch K1 rotate in the synchronous state with the second hydrostatic unit B.

In order to meet the tractor requirements mentioned, according to the invention the first switching range is a maximum reversing speed of approx. 16 km / h corresponding to 1 i = -1 and a maximum forward driving speed when the first range 1 is switched is likewise approx. 16 km / h corresponding to 1 i = 1 determined as shown in diagram Fig. 2. In the second switching area, area 2, in particular the transport operation up to a maximum final speed of 48 km h, which can be carried out up to 60 km / h and greater, is specified.

With this design, the end point of the primary adjustment for hydrostatic units A and B of the same size has been reached at transmission point 1 / i = -0.5 (point P3). To achieve the necessary or desired reversing speed of approx. 16 km / h, acc. According to the invention, the hydrostatics are equipped with a secondary control or a second hydrostat unit B of adjustable volume. The gear ratio is set so that the Negative speed of the second hydrostatic unit B is equal to or less than 50% (in the design example 33%) of the positive speed of the first hydrostatic unit A in favor of a sufficiently large R range. The secondary control provided doubles the reversing speed (RS) achievable with a secondary jerk control to approx. 60%. The design and design of the transmission according to the invention for a negative partial adjustment, which is less than 50% of the maximum negative Pπmar adjustment size, has the advantage that a relatively large backward range is already provided by the primary Control and by the subsequent secondary control a doubling can be achieved, whereby the relatively large backward demand on the tractor and on working machines can be met

In order to maintain good efficiency even in the secondary control range, the invention provides for hydrostatic units A and B, in particular unit B, with positive locking of the piston shoes or hydrostatic units, in particular unit B, in a slanting axis design to be used with appropriate special equipment

Function of the transmission

With the engine started at driving speed "zero", the direction of travel "forward" is preselected. In this state, the hydrostatic transmission A is set or regulated to a negative variable qA, the second hydrostatic unit B having a corresponding negative speed, at which due to the Gear ratios in the summation planetary gear, the links of the first range clutch Kl, depending on the design of the gear, stand still, as is the case with the embodiment of FIGS. 3 to 5, or rotate in synchronous operation in accordance with the embodiment of FIGS. 9 and 10 after the clutch Kl has been broken and the selected direction of travel V for forward travel the hydrostatic transmission is reset to "zero" and furthermore up to its positive adjustment size, corresponding to the end of the first switching range. At this point, all elements of the summation planetary gear and the clutch K2 have reached synchronous operation, after which this clutch K2 and O were swung Opening the clutch Kl by back regulation of the hydrostatic transmission to "zero" and beyond that to its maximum negative adjustment size the end point of the primary control has been reached. A further speed increase can be achieved by secondary adjustment, corresponding to the speed VS. The backward area will at driving speed "zero" corresponding to l / i = 0 preselected, the clutch K1 being closed or already closed when its clutch elements are in synchronism. The backward area can now be passed through by others Enlargement of the negative hydrostatic adjustment from point P2 up to its maximum negative adjustment size of the first hydrostatic unit A, which is a certain

Backward speed corresponding to the speed size of the second hydrostatic unit B at point P3 and 1 / i = -0.5 in the aforementioned design example. A further increase in the return speed can now be achieved by secondary adjustment or back control of the second hydrostatic unit B, whereby a further increase in the return speed by the large RS is achieved.

In order to achieve the precise hydrostatic setting before clutch 1 is closed or to achieve a safe standstill for the driving speed “zero”, the hydrostatic adjustment, as already mentioned, is carried out by comparing the speed by means of speed sensors of at least two rotating transmission elements The speed of the drive shaft and the speed of the second hydrostatic unit B or of a transmission element connected to the second hydrostatic unit B can preferably be used for this purpose. This speed comparison can also be used to ensure zero point control or standstill control in any operating position of the vehicle are used, load-dependent leakage losses being compensated for by appropriate readjustment, in particular by the first hydrostatic unit A (FIG. 1).

The assigned control and regulating device (FIG. 1) provides that the motor and the transmission are controlled via the accelerator pedal F. The transmission control is preferably designed so that the most economical engine speed is assigned to each output size via the accelerator pedal F, in particular for transport operations or all work without PTO operation.

With regard to the highest possible ease of use, the invention provides a central multifunctional control element "joystick" 300, which contains, among other functions, also the control device for forward / reverse travel. The control element for forward / reverse preselection is expediently as a toggle switch 347 or in the form of a corresponding one The central control element (joystick 300) is preferably ergonomically attached to the armrest in a known manner, as shown in Fig. 1. As is known per se, the control element (joystick 300) is actuated, for example for controlling the cruise control. Device for switching the cruise control on and off and other control devices, eg push buttons for changing the speed "+" or

"-" included. Further actuation functions are e.g. by additional operating elements

(Control buttons) 310 possible. The transmission is equipped with various embodiments of the summation planetary transmission 301; 301a to 307, as described in the claims, releasable. According to the invention, two types of gearbox designs are provided, wherein, as shown in FIGS. 3 to 8, the summation planetary gearbox is designed with four shafts and each has two input shafts E1 and E2 and two output shafts AI and A2, the first input shaft El is connected to the drive shaft and the first hydrostatic unit A and the second input shaft E2 to the second hydrostatic unit B and the two output shafts AI and A2 alternately in the switching range 1 via a clutch K1 and in the switching range 2 via the clutch K2 with the output shaft 336 is connectable. Another embodiment acc. The invention provides, as shown in FIGS. 9 to 10, the summation planetary gear 306 and 307 is also four-shaft, but with the difference that it has three input shafts and one output shaft, the first input shaft with the drive shaft 1 and the is connected to the first hydrostatic unit A and the second and third input shafts can be connected alternately in the first and in the second switching range via clutches K1 and K2. The respective embodiments are described in more detail in the claims.

In order to optimally utilize the space available in the tractor, the invention provides, as shown in FIG. 13, to arrange all main components - hydrostatic transmission 4 and the planetary shift drum PSW, which contains the summation planetary transmission and the clutch clutches, one behind the other. This has the advantage that, taking advantage of the relatively long installation space available on the tractor between the axle and the drive motor, is advantageously used in favor of costs and installation space and that, in addition, otherwise necessary gear stages can be omitted, thereby reducing costs and reducing the Installation space is also an improvement in efficiency by eliminating unnecessary meshing. The hydrostatic transmission 4 is designed according to the invention in such a way that the drive shaft 1 passes through the second hydrostatic unit B and is connected to a link of the planetary shift drum consisting of the summation planetary transmission and the clutch clutches K1 and K2. According to the invention, the drive shaft 1 is also guided through the entire transmission, e.g. shown in Fig. 5 to enable a connection for a PTO or a PTO.

In order to enable a sensitive, precise speed setting in the lower speed range or main working range, the invention provides for the setting function to be implemented via a progressive course of the setting data, as in FIG. 13 This has the advantage that on a separate pre-selection device, which eliminates the pre-selection of separate operating situations, work mode or road operation, the invention further provides that during the work mode when working at the last end of the switching range 1 or the relevant switching range, switching into the next area is prevented by blocking the control signal for the switchover process from the information that there is a work situation, for example in the way that some work process, for example front loader operation, PTO operation, operation of the working hydraulic system, etc. is selected or that largely constant working speed prevails After the end of the work mode by switching off the aforementioned work situation or type, the switching blockage is automatically removed. With this type, a high degree of user friendliness, especially for shuttle operation, is achieved t and a corresponding preselection device can be omitted in whole or in part

With regard to being able to set precise constant speeds in tractors, particularly in the lower speed and working range, the invention provides for a progressive course (389) of the setting variables to be programmed in, as shown in FIG. 14. that no separate preselection and preselection device must be provided for work mode and road operation. In order to prevent switching to a next switch area within a work area or at the end of a work area, the invention provides for an automatic detection of the operating mode, such that the detection signal ] results from the setting for PTO or front loader operation or the automatic detection from constant driving or a little changing, continuously running speed. This detection signal causes an automatic shift prevention. Also an automatic detection that the A Working mode is ended, for example, results from the fact that the PTO mode or front loader mode is switched off, or that a detection signal is triggered from the driving control, for example from the accelerator pedal movement, which signals that it is a transport or transport-like operation acts.

The invention further provides that in the lower speed range when the transmission is designed with only two shift ranges, with the reverse range being integrated in the first driving range, as shown in FIGS. 3 to 10, the Getπebe output shaft (336) is permanently connected to the axle differential Getnebe 309 For use in the medium power range, e.g. between 120 to 170 hp, this gearbox can be used in conjunction with a work and road group, the lower one for the work range Speed range "A" and the road group "S" is selected according to the known type for transport or transport-related operation. The possibility of the working level given by means of the group gearbox 250 means that the corresponding translation in the working area with the working group "A" switched and the corresponding one Work translation achieved sufficient traction

The cruise control device is like the invention designed such that the driving speed is not or not only controlled or regulated by a speed quantity proportional to the speed or a speed signal, but by two or more speed signals, with at least two speed signals for the transmission -Translation are determining, for example drive speed signal b and speed signal h of the second hydrostatic unit B or better from the speed signal of another rotating Getπebegels, z link of the summing planetary gear, which always has positive operating speed by the speed comparison of the two speed signals b and h and the respective switched range, the required gear ratio is determined and adapted and the output speed or the driving speed is calculated from the respectively given driving speed. This design of the cruise control device has the advantage that even low speeds The known speed control devices do not, because the output speed signals used in the lowest speed range or output speed range provide very inaccurate values

15 and 22 provide that a hydrostatic transmission, which consists of a first hydrostatic unit A adjustable volume and a second hydrostatic unit B constant or adjustable volume, to which a three-shaft summation planetary gear 194 is assigned, whereby a shaft W1 of the summing planetary gear 195 with an input shaft 1c and the first hydrostatic unit A, a second shaft W2 of the summing planetary gear with the second hydrostatic unit B and a third shaft W3 with an output shaft 198 are in drive connection. The summing planetary gear 194 is preferably so formed that the sun gear 195, the first shaft Wl, which forms the first hydrostatic unit A and the input shaft lc, the ring gear 197, the second shaft W2, which forms the web shaft 196 with the second hydrostatic unit B and the third shaft W3 is connected to the output shaft 198 The summation planetary gear e 194 is designed such that, as shown in diagram Fig. 16, a first large forward driving range V and a smaller backward driving range R within the entire negative and positive adjustment range of the hydrostatic transmission is made possible. When the engine is started and the vehicle speed is “zero”, the first hydrostatic unit A is set to a certain negative adjustment quantity qA, for example 33% of the maximum size, the first shaft W1 of the summation planetary gear and the second shaft W2 connected to the second hydrostatic unit B. have the third shaft W3, web 196. A separating clutch between the motor and transmission is not necessary. A vibration damper between motor M and transmission 200 is useful for decoupling the motor vibrations. The hydrostatic power split transmission, hydrostatic 4c and summation planetary transmission 194 is According to the invention, a group of manual transmissions GR; 250 is assigned, which enables at least two shift stages. When using the transmission in an agricultural tractor, a work stage "A" for low speed and a road group "S" for the higher speed range are provided. For improvement the efficiency according to the invention is the group transmission 250 acc. 15 is designed in such a way that there is no loss of rolling power when the work group "A" is predominantly shifted. For this purpose, when the work group "A" is shifted, the output shaft 249 of the group shift transmission 250 is directly connected to the output shaft 198 and the land shaft 196 of the continuously variable transmission HVG; 200 connected without interposed gearwheels or tooth engagements. The maximum speed with shifted working group "A" is normally designed between 20 and 30 km / h. For faster, less significant road operation when the road group "S" is switched, spur gear ratios 247 and 248 are provided for speed adjustment, which enable a correspondingly higher output speed, which is normally designed for road operation for a top speed between 40 and 50 km / h when used in the tractor or working machines, this type of group transmission 250 is very advantageous for fuel consumption, since the operating component, which is more efficient in terms of time, is more than 80% when the working mode is switched on. This feature of the invention takes advantage of the fact that after the final gear ratio has been reached, the speed of the output shaft 198 is equal to the speed of the input shaft lc and possibly also the speed of the motor M of, for example, 2300 rpm, which is generally also a favorable speed for represents the differential input shaft 249 or the bevel pinion or drive wheel 215 of the differential gear. When the road group "S" is switched, the speed of the differential drive shaft 249 can be twice as large or larger (in the design example according to the speed plan Fig. 16 = 5230 rpm), as in known tractor transmissions is the case. Any adjustment to the required final road speed is possible via the speed adjustment stages 247 and 248. In known transmissions of this type for tractor or working machines, the group manual transmission is designed the other way round, namely that in the less significant road operation the transmission output shaft is coupled to the axle differential input shaft and in the significant working operation the power flows through the transmission adaptation stages with loss of rolling power and is less efficient . Through the use according to the invention of the favorable speed ratios of the transmission output shaft 198 and the differential input shaft 249 of the drive axle, almost the same or constant axle ratios from existing Traktorgetnebe programs can be used as a further advantage.

In order to achieve optimum utilization of the hydrostatic power capacity, a speed adjustment stage 254 FIG. 15 or a high-speed transmission HT FIG. 22 is used on the transmission input side, which increases the speed of the first input shaft 252; lca to the next input shaft lc, which serves as an input shaft for the hydrostatic power split transmission.

The operational sequence of the transmission acc. 15 and 22, as shown in the diagram in FIG. 16, are such that, after the engine has started and the travel direction has been selected, the adjustment volume of the first hydrostatic adjustment unit A, as mentioned, is set to a predetermined negative adjustment quantity qA, in which the the second hydrostatic unit B link, ring gear 197 of the summing planetary gearbox have opposite direction of rotation with respect to the sun gear 195 connected to the first hydrostatic unit A in a rotational speed ratio which is coordinated such that the link connected to the output shaft 198, web 196 of the summing planetary gearbox the speed is "zero". After starting the hydrostatic adjustment from the aforementioned negative adjustment qA to "zero" qO and beyond to its maximum positive end position qmax, the entire forward range is traversed, with all links of the summation planetary gear set being at the aforementioned end position qmax s have reached synchronism, provided that both hydrostatic units A and B have the same adjustment size. If the second hydrostatic unit B is equipped as an adjustment unit, the output speed can be increased further by reducing its adjustment volume, as shown in diagram 17. The backward travel range "R" is, after a corresponding travel direction preselection, by increasing the negative adjustment volume of the first hydrostatic unit A from the aforementioned negative setting qA at driving speed "zero" up to its maximum negative final setting -qmax, which is the corresponds to the maximum final speed or final gear ratio, drive through. If an adjustable hydrostatic unit B is used as an alternative, the return speed can also be increased further by the speed control RS (see Fig. 17)

The particular advantage of this transmission design is that a very simple and inexpensive construction is achieved and no clutch is required to switch shifting ranges, which can be used advantageously in particular for tractors or low-performance machines.

As can be seen from diagram Fig. 16, the transmission is designed according to the invention so that in the main operating range of the tractor, which is between 5 and 10 km / h, the hydrostatic speed nB is very low and thus the efficiency-determining hydraulic power component is relatively low At a main operating speed of 8 km / h, the hydraulic motor speed nHy or nB is only 20% of the maximum hydrostatic speed with simultaneously favorable hydrostatic pressures Δp. Furthermore, the invention provides that the control and regulating device in the main operating range ensures the consumption-optimized motor Speed, which lies between 60 and 80% of the nominal speed, is automatically adjusted. When the final speed is set to 22 km / h with operating mode "A" switched on, the economical engine speed can reach around 80% of the nominal speed, at which tractor engines almost reach the maximum power is used up to a working speed of 17.5 km / h The engine speed is increased up to its nominal speed up to the end of the speed range VX to meet the tractor-specific speed

Final speed behavior forward Vmax to reverse R ax, according to the invention it is provided to design the gear ratios of the summation planetary gear 194 so that when gear ratio l / i = 0.25 the speed of the second hydrostatic unit is B = 0, corresponding to a theoretical variable "Zero" of the hydrostatic transmission qO The maximum forward speed with this division is about twice as high as the reversing speed, which is a very favorable ratio for the use of the tractor when the working group "A" is switched on. The design point qO can be meaningful depending on the application Translation range li = 0.2 to 0.3 can be determined.

In order to achieve optimum performance utilization of the hydrostatic transmission, the hydrostatic transmission 4c has a speed adjustment stage in the form of a planetary gear as a high-speed driver or in a gear stage 254 according to. Fig. 15 or gear stages as shown in Fig. 22, for example with two gear stages, in particular when a coaxial transmission input to the hydrostatic 4c is required, assigned, in the case of a transmission design with an axially offset Arrangement of the differential gear and the power distribution gear to the drive shaft 252 is a translation adaptation, in particular for adapting the favorable hydrostatic speed for the hydrostatic unit (A) via a corresponding speed adjustment stage 254, as shown alternatively in FIG. 15, in this type of transmission 15 it is possible to connect the drive shaft 252 to the PTO shaft 253 or PTO connection. The continuously variable power split transmission HVG like FIG. 33 is expediently designed as an inline transmission, the hydrostatic transmission 4c and the summation planetary transmission 194 being arranged coaxially to one another Common unit, this gearbox can be used in a main housing via fastening devices F4. The group gearbox GR is advantageously combined with the axle gear and differential DIF, also as a common unit. The differential gear DIF can be axially offset, as shown in FIG. 22 The arrangement of the individual transmission components can, depending on the vehicle requirement, as shown in FIG. 13, be carried out very advantageously in a modular design

The transmission like execution Fig. 3 to 11 consists of the hydrostatic transmission 4c and the summation planetary gear without a separate reversing gear. The summation planetary gear is designed according to the invention so that the reverse range is included in the first forward range, as shown in the speed plan Fig. 24 in the first shift range Bl With a certain negative adjustment size of the hydrostatic device, the VI, which is between the maximum negative adjustment size and the adjustment size "zero", corresponds to the driving speed "zero". Depending on the transmission design or the vehicle requirements, a very small reverse range can be achieved be such that the second hydrostatic unit B has a smaller absorption volume than the first hydrostatic unit A, so that the speed can never be nB greater than -1, which corresponds to a certain reversing speed, even when the hydrostatic unit is designed as an adjusting unit is this effect erzi miserable

For the tractor drive, in particular for the lower power range, the demand for a cost-effective and also efficiency-efficient solution is particularly great.To accomplish this task, the invention provides, similarly to the solutions described above, to design the transmission as a single-range transmission, as shown in FIGS 15 to 22, in order to be able to dispense with shift clutches or range clutches. Furthermore, it is provided that the second hydrostatic unit B is designed as an adjusting unit and the associated one Group gearboxes GR, 250 to be designed so that the gearbox output shaft 198 is directly connected to the pinion shaft 249, 2c, 251 of the differential gear without loss of rolling power when the working group is switched on. This gearbox version, shown in particular in FIG 15 and 22 The second hydrostatic unit B can be designed with a simplified adjusting device in this transmission version, since only a limited adjustment path or adjustment angle has to be used as a secondary adjustment. For example, depending on the requirement profile, an adjustability of the second hydrostatic unit B is of An angle of 18 degrees to 12 degrees is sufficient. This means that in one design example, as shown in diagram Fig. 17, the secondary adjustment, ie the adjustability of the second hydrostatic unit B, increases the transmission range l / i by approx. 40%, ie by l / i = 1 to 1.4 for the

Forward driving range can be achieved For the backward range, there is also an extension by lowering the secondary adjustment by a transmission range l / i from -0.5 to -0.87. By utilizing the secondary control according to the invention by means of the adjustability of the second hydrostatic unit B, there is thus a connection the main advantage that you can get by with smaller and cheaper hydrostatic units and that cost-intensive and lossy translation adaptation stages can be dispensed with.The coaxial arrangement of the hydrostatic units A and B to the drive shaft lc also eliminates further gear stages in favor of costs, installation space and efficiency To further reduce power loss, the invention further provides, as already described, that the assigned group transmission for work and street shift groups is designed so that in significant work with a shifted work group, A "the transmission department drive shaft 198 is in direct drive connection with the output shaft or pinion shaft 249, 210 of the differential gear

The hydrostatic transmission 4c is designed to further improve efficiency with a form-fitting hold-down of the sliding shoes. Another device for reducing the power loss provides that the internal stabilizing forces of the hydrostatic transmission are modulated as a function of speed and load, as more closely described in European Patent EP 89 901264 In the speed range between 1,500 and 1,800 rpm, which determines the economy, the hydrostatic efficiency is also good

19 provides for the hydrostatic transmission 4c to be arranged offset parallel to the input shaft lc, the drive connection to the first hydrostatic unit A being established via a gear stage 255 and the second hydrostatic unit B being established via a further gear stage 254 second hydrostatic unit B is also here as an adjustment unit with the Advantages mentioned, as can be seen from the diagram in Fig. 17, only the hydrostatic power component flows with correspondingly low rolling power losses via the two gear stages 255 and 254. In this embodiment, the drive shaft of the first hydrostatic unit A is guided through the second hydrostatic unit B in order to the invention cost-effectively to enable a PTO 281 or a PTO connection with engine speed-dependent speed without additional gear stage

The invention provides a control and regulating device, which makes it possible to switch from one group to another even while driving. For this purpose, the control system has a special group switching program, which provides that, as shown in FIG End of translation of the working group or at the translation / speed point PA1, the group shift to neutral position and the gear ratio is reduced within a time phase dependent on an adjustment speed until synchronous operation of the coupling members of the road group is achieved, after which the road group automatically switches on by means of a preferably electronic speed comparison or speed adjustment of suitable gearboxes by means of speed sensors or other known devices, the synchronous point of the coupling members in question is sought. The group shift "S" - "A" is accordingly automated, the clutch itself being R Eib coupling or positive coupling can be formed

To solve the problem of the invention with regard to improving the transmission efficiency and in particular with regard to reducing the installation space, in particular to achieve the shortest possible construction, the invention proposes to use the hydraulically actuated form-fitting coupling, preferably with deflection teeth, for the range couplings. This coupling design is described in European Patent Specifications 0 276 255 and 0 343 197 described in more detail The advantage of this clutch is that there are no drag losses, as is common with multi-plate clutches, and a very short construction is also achieved. The clutch K1 and K2, as shown in the gearbox versions, and others Clutches are arranged essentially one above the other, in particular two clutches or even three clutches have a common clutch element (regarding the clutch K3, K4 and K5). A known multi-plate clutch or con Us clutch, as shown in DE1914724 in Fig. 42, 43, 44, are used. When using friction clutches, it makes sense to use a Clutch overlap must be provided within the shift phase or within the necessary gear ratio change.

The invention alternatively provides an automatically effective control program for the automatic switching process from work group “A” to street group “S” and vice versa from “S” to “A” (see FIG. 23). This program can function automatically as a function of one or more operating parameters and / or as a function of predefined time parameters or / and as a function of economic factors, such as transmission efficiency and / or motor efficiency. For example, a switchover from one group to another can take place when the control device recognizes that an operating state in the other switching group can be operated with lower fuel consumption and / or with more favorable noise behavior. For example, at a driving speed of 25 km / h (see FIG. 23) and switched working group A, the control device will recognize that this operating state in road group "S" can be operated with lower fuel consumption. The control program provides for this that an automatic switchover takes place from group "A" to group "S" in the manner described above. The trigger signal can also be triggered manually by means of an appropriate actuating device (button; lever). In the case of automatic triggering, it is advantageous to provide a time factor in the program, ie the The switchover process can only be triggered after a predetermined dwell time at the corresponding transmission point or within a limited transmission range and / or a constant speed and / or constant load values or operating values, in order to largely prevent a load interruption or the interruption period To reduce a minimum, it is expedient to use the group shift via friction clutches or positive clutches with deflection teeth, according to the above-mentioned EP patent.

In the case of an upshift from A to S, the first range can be fully extended, for example up to 30 km / h, as shown in FIG. 23, after which an automatic switchover to S takes place to further increase the speed. In the event of a downshift, the signal to switch from group S to group A will only occur in the worst case at a speed point PS2 to PA2, provided that there is a minimum transmission difference Δi, which prevents the required output speed from not exceeding the final speed point PA1. Switching to the other group can also take place at lower speeds or in the lower gear ratio range, for example at 15 km / h, if the driving control device detects that this speed point is in the other Switching group can be driven more economically In the electronic control device 5, the corresponding transmission characteristic values and engine characteristic values are programmed for this purpose, from which it depends on the respective transmission ratio and the respective load condition, e.g. hydrostatic pressure, translation, and so on the respective hydrostatic power component is recognizable, and if necessary the operating signal is formed for other operating values. The continuously variable transmission with the above-described group shifting can be used both for work machines and for road vehicles of various types

Switching to the other range is preferably carried out after a defined dwell time within a defined translation range in order to avoid switching back and forth from one switching range to the other too often.The suitable values can be determined experimentally.For example, during a transport operation at 25km / h the Switching to road group S should only be triggered after a dwell time of approx. 30 seconds. After triggering a switchover process, the next switchover process should be carried out after a longer dwell time. A load-dependent switchover from area S to A, on the other hand, should take place as spontaneously as possible in order to B Hydrostatic pressure, to bring them down accordingly

The invention further provides that an optical and / or acoustic display is provided, which indicates in the respective switched group whether this operating state should be operated in this group or better in the other group. Via a corresponding light signal or / and monitor or / and acoustic display, e.g. voice request or information, the driver was given appropriate information as to whether a group change makes sense. Depending on the type selected, the clutches - whether force-locking or positive-locking clutch - can be used for automatic group changes, as with powershift transmissions or known for automatically switchable gearboxes

According to the invention, the driver can decide whether the group changeover should take place automatically or manually by means of a corresponding pre-selection via corresponding pre-selection devices

The gearbox versions acc. 25 to 29 are with an input-side planetary differential gear 256, 263; 268 executed The input power is divided into a mechanical and a hydrostatic power branch in these gearbox designs at the gearbox input in the aforementioned planetary differential and summed up in front of the gearbox output on the output shaft 168. The hydrostatic gearbox 4c consists of a first hydrostatic Unit A adjustable volume and a second hydrostatic unit B also adjustable volume. The planetary differential is designed as a three-shaft planetary gear, the first shaft being connected to the drive shaft 1c, the second shaft to the first hydrostatic unit A and the third shaft to the output shaft 168 and the second hydrostatic unit B.

When using this transmission version in a tractor, the combination with a group manual transmission 250; 250a; 250b; 250c is provided, a work stage "A" and a street group "S" being switchable.

The gearbox version acc. Fig. 25 with the aforementioned planetary differential gear 256 arranged on the input side is designed such that the drive shaft 1c is connected to the land shaft 257, the first hydrostatic unit A with the ring gear 258 and the sun gear 259 with the output shaft 168 and the second hydrostatic unit B is.

The ring gear 258 is brought into a drive connection with the first hydrostatic unit A via a first gear stage 260 and the second hydrostatic unit B with the output shaft 168 via a second gear stage 261.

With regard to a cost-effective and space-saving design, according to the invention, as shown in FIGS. 25 to 29, the input shaft or drive shaft 1c, the planetary differential and the output shaft 168 are arranged coaxially to one another and the hydrostatic transmission 4c with the two adjusting units A and B placed parallel to the input shaft lc.

With gearbox design acc. 26, the drive shaft 1c is connected to the sun gear 264, the ring gear 265 to the first hydrostatic unit A and the web shaft 266 to the second hydrostatic unit B and the output shaft 168. The hydrostatic transmission 4c is also arranged axially offset from the drive shaft, a first spur gear stage 260 connecting the first hydrostatic unit A to the ring gear and a second transmission stage 261 drivingly connecting the output shaft 168 and the land shaft 266 to the second hydrostatic unit B.

The gearbox version acc. 27 differs in the other type of planetary differential 268 arranged on the input side. In this transmission, the drive shaft 1c is connected to the ring gear 269. The web shaft 271 establishes the drive connection with the output shaft 168 and the second hydrostatic unit B. The first hydrostatic unit A is in drive connection with the sun gear 260. Interlocking planet gears 272 and 273 are arranged on the web shaft 271, which mesh with the ring gear 269 on the one hand and with the sun gear 270 on the other hand. In the case of this transmission design, the drive shaft 1c is coaxial to the output or pinion shaft 249 during operation switched work stage A _"> as well as for execution of Figure 25, a transmission ratio adjustment by respective gear stages (247, 248) or a transmission stage 248, as shown, provided in road operation at connected road group" S "can be a direct connection of the output shaft 168 to the pinion shaft 249 of the differential gear

25 to 29 is the same in each case. The second hydrostatic unit B is set to the maximum demand volume, the first hydrostatic unit A being to the demand volume “0”. In the start-up state, the power is transmitted purely hydrostatically Adjustment of the first hydrostatic unit A in the positive adjustment direction for forward travel After or even before the maximum adjustment size of the hydrostatic unit A has been reached, the speed is increased further by resetting the hydrostatic adjustment of the second hydrostatic unit B when the demand volume "0" of the second is reached Hydrostat unit B, the flow rate within the hydrostatic transmission A and B is set to "zero", as a result of which the transmission stage 260 and the planetary gear member connected to it also stand. In this state, the power is transmitted purely mechanically. In the event of further adjustment in the negative Adjustment range of the second Hydrosta A further increase in speed can be achieved by t-unit B, as a result of which hydraulic reactive power is generated in the transmission system

25 and 27, the output speed level of the output shaft 168 is relatively high, which means that in work mode with a switched work group, A ", a translation adaptation by means of corresponding translation stages 247, 248 or a translation stage 248, 250a to the output shaft or pinion shaft 249 If the road group "S" is switched, a direct drive connection of the transmission output shaft 168 to the pinion shaft 249 of the axle differential gear can be established

26, however, the output speed of the output shaft 168 is relatively low due to the design of the planetary differential 263, so that a direct connection of the gear output shaft 168 with the pinion shaft 249 is established in working mode with the work group “A” switched can and thus eliminates rolling power losses within the group transmission 250 in the more economically important working mode

In order to optimize costs, installation space and efficiency, the task was based on getting by with a minimum number of gearwheels or gearwheel stages with the simplest possible construction.In addition, the individual components should be distributed over as few axes as possible and enable a compact construction to 29 according to the invention for the group shift transmission 250a; 250b only one gear stage 248 is required in addition to the switching device. To achieve this, according to the invention, the output shaft 168 is coupled in a group shift stage “A” or “S” directly to the transmission output shaft or pinion shaft 249 and, if appropriate, to the bevel gear pinion 261 of the axle differential gear. With gearbox design acc. 27 and 28, the drive shaft 1c, the transmission output shaft 168 and the output shaft or pinion shaft 249 are likewise arranged coaxially to one another, but the connection to the gear stage 248 of the group transmission 250a via an intermediate shaft 285 to the output shaft of the second hydrostat - Unit B is connected. With gearbox execution acc. 29, the gearbox output shaft or pinion shaft 249 is arranged axially offset from the input shaft 1c and the output shaft 168. In this embodiment, the transmission output shaft 168 is also inexpensively connected to a gearwheel of the gear stage 248 of the group shift transmission 250b, one of the shifted operating states work group “A” or road group “S” using the shifting device to drive the output shaft 285 of the second hydrostatic unit B. is directly connectable to the transmission output shaft or pinion shaft 249.

In order to exploit the advantages of the modular design, the invention provides for the continuously variable power split transmission according to Fig. 15; 18; 19; 25 and 26 as a common gear unit 277; 278; 287, which, as mentioned at the beginning, in the basic gear or the basic housing, e.g. of a tractor can be installed and removed in a simple and time-saving manner. The invention further provides for the group manual transmission 250; 250a; 250b with the continuously variable transmission part 277; 278; 287 to combine or integrate as in Fig. 27; 28; 29 shown. Depending on the customer's requirements, it is therefore possible to deliver the continuously variable power split transmission with or without the group manual transmission in the form of a separate transmission module. The electronic, hydrostatic-mechanical control and regulation elements are gem. the invention in the aforementioned gear units with integrated depending on the customer requirement.

With the aim of achieving a construction that is as short as possible, the two hydrostatic units A and B, as shown in FIGS. 28 and 29, are arranged offset from one another.

The hydrostatic units A and B can be used in swashplate or inclined axis versions. According to the invention, it makes sense to design the first hydrostatic unit A as a slant-writing unit and the second hydrostatic unit B as a claw-axis design. In all embodiments, it is gem. advantageous of the invention, both hydrostatic units A and B regardless of the type of their arrangement, whether one behind the other or offset next to each other, in a common housing.

The gearbox version acc. 20 provides for the group manual transmission 250c to be designed in a planetary design, the transmission output shaft 168 being able to be coupled to the output shaft or pinion shaft 249 via a clutch KA. When switching the other switching stage "A" or "S" a link, e.g. Sun gear 282 of the planetary gear connected to the housing via a clutch or brake KS.

Also for the gearbox version acc. 25 and 26, the group transmission 250c can be used according to the invention in a planetary design.

Another gearbox version acc. Fig. 21 stands out according to. the invention characterized in that the hydrostatic transmission 4c is assigned a summation planetary gear 291, which is designed such that the full positive and negative adjustment range of the first hydrostatic unit A can be used only for the forward direction. The particular advantage is that the power split almost doubles the basic transmission power of this transmission, which is designed as a single-range transmission. A separate reversing gear 300 is provided for the reverse area, which can have the same or different forward and reverse driving speeds and tractive forces depending on the required conditions. The summation planetary gear 291 is formed here with two sun gears 292 and 293, a land shaft 294 on which intermeshing planet gears 296 and 295 are arranged. The first sun gear 292 is connected to the drive shaft 1c and the first hydrostatic unit A, the second sun gear 293 to the second hydrostatic unit B and the carrier shaft 294 to the output shaft 168. The intermeshing planet gears 295 and 296 arranged on the web shaft engage on the one hand in the first sun gear 292 and on the other hand in the second sun gear 293. Instead of the sun gears 292 and 293, ring gears (not shown) can also be used, which accordingly engage the two planet gears 296 and 295 from the outside. The hydrostatic transmission 4c consists of a first hydrostatic unit A, adjustable volume, and a second hydrostatic unit B, constant or adjustable volume.

The operational sequence of the transmission 21 is such that the hydrostatic unit A is set to a negative, preferably almost maximum, negative adjustment volume in the start-up state. The first sun gear 292 has the same speed as the drive shaft lc, the second hydrostatic unit B and the second sun gear 293 connected to it simultaneously rotating in opposite directions at almost the same speed as the drive shaft lc when stationary Web shaft and output shaft 294, 168. The entire transmission range can now be traversed by taking back the hydrostatic adjustment of the hydrostatic unit A to "0" and beyond to its positive adjustment end, at which the two sun gears 292 and 293 have almost the same speed in All links of the summation planetary gear 291 have synchronous operation at this operating point. Reverse operation or reversing operation is made possible by means of an associated reversing gear 300 of known type. This gear design is suitable for different vehicle designs, in particular for working machines. The assigned gear 300 is can also be carried out as a group manual transmission, for example with a work and road group or fast and slow group or / and the reverse gear mentioned for forward / reverse travel.

This gearbox execution according to 21, like all of the above-mentioned transmission designs, can be designed according to the invention in the manner of the modular construction as a common structural unit with or without the downstream group transmission 300 or 250c and can be combined in the form of an independent transmission with any axis or in a basic housing or one Vehicle frame of a vehicle can be installed.

The invention further provides a transmission system according to 31 to 36, with at least two forward and two backward areas in front, in which the first forward and first backward areas operate purely hydrostatically and the second forward and second backward areas divide.

This transmission system is characterized in accordance with the invention in that approximately the same forward-backward relationships can be achieved in terms of tractive force and driving speed, which corresponds in particular to the requirements for work machines. There are special advantages for shuttle operation, since the switch from forward to reverse and vice versa can be done via the hydrostatic transmission without changing the clutch.

A transmission with a first hydrostatic forward and backward range and a subsequent second hydrostatic-mechanical forward range is already known from DE-35 33 193 and DE-35 36 335. However, these transmissions have the disadvantage that only a small reverse range is possible in purely hydrostatic operation. This gearbox is therefore not suitable for the requirements of work machines such as tractors and construction machinery due to the low return speed.

Object of the invention acc. 31 to 36 is to create a continuously variable transmission, in particular for work machines, which is particularly suitable for shuttle operation and above also has approximately the same forward-backward conditions with regard to driving speed and tractive effort.

This task is solved by the gear system, as shown in Figures 31 to 36 and as described in the corresponding main tan sayings and the associated subclaims. It consists of a hydrostatic transmission 4c with a first hydrostatic unit A of adjustable volume and a second hydrostatic unit B, preferably of constant volume, and a summation planetary gear 201; 202; 203; 204; 214, a first shaft Wl; 226 of the summation planetary gear is connected to the second hydrostatic unit B, a second shaft W2; 228; 224; 233 with two counter-rotating gear links 218 u. 219, which with the input shaft lc; 210; 210a in drive connection are connected via two couplings K2V and K2R and a third shaft W3; 223; 227 is connected to the output shaft 211. In the first forward driving range and first backward driving range, the power is transmitted purely hydrostatically, a drive connection being made to the output shaft 211 by a closed clutch K1. At the end of the first shift range with almost maximum adjustment size and synchronous operation achieved, clutch K2V is closed and clutch Kl is opened, after which the second forward driving range can be passed through by resetting the hydrostatic transmission up to its negative end position, the second forward driving range. In reverse operation, the functional sequence is identical to the forward driving range, but after reaching the corresponding negative end position with almost maximum actuating size of the hydrostatic transmission, the links of the K2R clutch have reached synchronous operation and after the clutch K2R has been closed and the clutch K1 opened, the second reverse driving range subsequent hydrostatic reset to "zero" up to its positive end point and can be driven through. As mentioned, the two transmission elements or input shafts 218 and 219 have opposite directions of rotation, the first input shaft 218 for the second forward travel range and the second input shaft 219 serve for the second reverse driving range for power transmission of the mechanical power branch.

The functional sequence is such that after the engine has been started and the direction of travel selected for forward travel with hydrostatic adjustment volume "zero" and the first shaft Wl; 226 of the summation planetary gear set, the clutch K1 is closed. In this state, the output shaft of the second hydrostatic unit B with drive output shaft 211 of the transmission in drive connection The first driving range is now purely hydrostatic up to its range limit by appropriate hydrostatic adjustment, which is almost the maximum adjustment size of the Hydrostat corresponds, drive through until the second shaft 224 of the summation planetary gear has reached synchronous operation with the first input member or input shaft 218. In this state, the shift from the first to the second driving range takes place by closing the clutch K2V and disengaging the clutch Kl. Now the second driving range is followed by a corresponding hydrostatic reset to "zero" and beyond that to the end of the second switching range at maximum negative The functional sequence in the backward range is identical to the forward range described above, whereby with the vehicle speed "zero" and the selected direction "reverse" the hydrostatic in the first shift range is adjusted in the negative direction up to its corresponding adjustment end point at which the second shaft W2; 223; 228; 233 of the summation planetary gearbox has reached synchronous operation with the second input shaft 219. After clutch K2R has been closed and clutch K1 opened, the second backward travel range can now be connected by appropriate hydrostatic reset in the positive direction of adjustment, whereby at the End of the maximum positive hydrostatic manipulated variable the de-translation point of the second reverse driving range is reached.

The summation planetary gear 201 to 204 and 214 is gem. The invention can be carried out in various ways in order to meet various vehicle-specific requirements with regard to tractive force and efficiency. Depending on the embodiment, different ratios of the area sizes of area 1c and 2 can be realized.

31, the second shaft W2 is designed as a land shaft 224 on which intermeshing planet wheels 221 and 220 are arranged. The first wave Wl; 226 is connected to a sun gear 222 which engages in first planetary gear 220. The third wave W3; 211 is in drive connection with a sun gear 223 which engages in second planetary gear 221.

The summation planetary gear 202 according to Fig. 33 u. 31 consists of two planetary gear stages P1 and P2, the first shaft Wl; 226 with a ring gear 229 of the first planetary stage, the second shaft W2; 228 is coupled to the carrier shaft of the first planetary stage P1 and the ring gear 229 of the second planetary gear stage and the third shaft W3; 211 is connected to the web shaft 227 of the second planetary stage P2. The sun gear 232 and the sun gear 231 of the first and second planetary gear stages P1 and P2 are coupled to one another.

The summation planetary gear 203 acc. 35 provides that the second shaft W2 is designed as a web shaft 238, on which intermeshing planet wheels 239 and 240 are arranged, and the first shaft W1; 226 with a ring gear 242 engaging in planetary gear 239 is connected and the third shaft W3, 211 represents a ring gear 241 which meshes with the other planetary gears 240

The summation planetary gear 204, as in FIG. 36, is designed as a normal planetary gear stage, in which the first shaft is a sun gear 234a, the second shaft is the web 233 and the third shaft is the ring gear 235a

The summation planetary gear 214 FIG. 36 is also a simple planetary unit, in which the first shaft W1, 236 is connected to the ring gear 235, the web 233 is connected to the second shaft W2 and the sun wheel 234 is coupled to the third shaft W3, 211

The summation planetary gearbox 201, 202 and 203 is particularly suitable for vehicles in which the hydraulic reactive power is not or only insignificantly greater than the Getnebe input power.In combination of this gearbox with a group manual gearbox, in which a working mode with low driving speed and a road mode with higher driving speed can be preselected or shifted, the main working mode, e.g. when used on a tractor, can be placed in the efficiency-efficient shifting range with power split 36, on the other hand, has a very large second switching range with hydrostatic power split with the disadvantage that in the initial range of the second switching range a relatively high hydraulic reactive power occurs

The clutches K2V and K2R can be arranged next to one another or in a space-saving design one above the other, as shown in FIGS. 34 and 36. As shown in FIGS. 31 to 36, the clutch K1 can be separated from the clutches K2V and K2R or side by side in a manner not shown be placed, where, for example, Kl can also lie next to the clutches K2V and K2R, two links of the summation planetary gear being coupled to one another in order to realize block rotation. All three clutches can thus form a clutch pack

The invention according to the transmission designs Fig. 31 to 36 allows extensive adaptability to different vehicle-specific installation conditions and designs. As shown in the drawings, the transmission main groups - hydrostatic transmission 4c, summation planetary transmission 201 to 204 and 214 and the range clutches K1, K2V and K2R - inexpensive and space-saving arranged coaxially to each other or executable in this arrangement and, if necessary, can be installed and removed as a common structural unit as a complete hydrostatic branching gear HVG in the main housing of a vehicle, e.g. a tractor. The gear drive can be driven via the coaxial drive shaft 210 or offset about a drive shaft 210a and a transmission stage 207 take place. The drive shaft 210a can be coupled inexpensively at the same time with a PTO shaft 216 or a PTO. It is also possible, as shown in FIG. 32, the PTO shaft 216 or PTO to the drive shaft leading through the second hydrostatic unit B. the hydrostatic unit A.

The invention provides to equip or combine the transmission designs, as mentioned above, with a group transmission GR, 250, as shown in FIG. 15 and others, in order to be able to preselect a working “A” and a street operation “S” has the advantage that with preselected working mode, A "correspondingly high tractive forces and also in the main operating point, eg at 8 km / h, the second hydrostatic-mechanical driving mode with good transmission efficiency can be activated when the road group" S "is engaged the maximum speed of the tractor, for example 50 km / h, is possible. According to the invention already described, it is also possible to switch automatically from work to road operation and vice versa while driving, as shown in the speed map Fig. 23 and described in more detail earlier

The invention is particularly characterized in that, according to the type of the modular system, a transmission family, for example for a power range from 70 to 120 hp, can be realized, as shown in FIG. 13, and with a planetary shift drum PSW, which the summation planetary transmission and, if applicable, clutches contains for switching switching ranges, can be combined with at least two hydrostatic sizes 4, 4c, the hydrostatic transmission with the hydrostatic units A and B being provided with a continuous shaft which is connected to drive a link of the summation planetary gear and optionally one The drive and supply pump 279 for supplying the hydrostatic transmission as well as the control / regulation and clutch control is integrated and preferably arranged on the input side of the hydrostatic transmission. The hydrostatic transmission and the planetary shift drum are coaxial with one another on orderly and form with the feed pump and the control system a common gear unit that can be easily installed and removed in a cost-effective and time-saving manner in a carrier housing or a vehicle frame of a tractor or a work machine

Claims

Patent claims

1. Hydrostatic-mechanical power split transmission with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B) constant or adjustable volume with a summation planetary gear for summing the power divided into a hydrostatic and a mechanical power branch at the transmission input with one or more switching ranges, the first part of the forward range and the backward range being integrated in the first switching range, such that a negative partial adjustment of the hydrostatic unit (A) is used for forward travel and the remaining negative adjustment range for reverse travel,

- That a control and regulating device (Fig. 1) is assigned, which causes a speed comparison of at least two rotating gear members that the speed of the second hydrostatic unit B is adjusted to the exact negative speed size (nP2) necessary for vehicle standstill , so that the coupling elements of the clutches (Kl) to be closed, depending on the transmission concept, stand still or that the coupling elements of the coupling (Kl) to be connected have synchronous operation in the rotating state,

- Or that a mechanical fixing device of the adjusting piston (10) or the adjusting device, in particular by spring centering, is provided, which fixes the negative partial adjusting size (qA) at ratio 1 / i = 0 at point (P2) (Fig. 1 and 2).

2. Hydrostatic-mechanical power split transmission with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B) with a four-shaft summing planetary gear (301; 301a, 302 to 307) for summing up the transmission input in a hydrostatic and a mechanical power branch split power with two switching ranges, the first part of the forward range and the reverse range being integrated in the first switching range, so that a negative partial adjustment of the hydrostatic unit (A) is used for forward travel and the remaining negative adjustment range for reverse travel, whereby in Approach range, the second hydrostatic unit (B) opposite direction of rotation compared to the first hydrostatic unit (a) that the second Hydrostat unit (B) is designed as an adjustment unit and a secondary adjustment takes effect after or before the end of the primary adjustment of the first hydrostat unit (A), characterized in that the transmission is preferably a component of the engine of a tractor or a work machine,

- that the negative partial adjustment (qA) at point P2 is less than 50% of the maximum negative adjustment amount of the hydrostatic unit (A) (diagram Fig. 2),

- That a control and regulating device (Fig. 1) is assigned, which causes a speed comparison of at least two rotating transmission members that the speed of the second hydrostatic unit B is adjusted to the negative speed size (nP2) necessary for vehicle standstill, so that the coupling elements of the clutches (Kl) to be closed, depending on the transmission concept, stand still or that the coupling elements of the coupling (Kl) to be connected have synchronous operation in the rotating state,

- Or that a mechanical fixing device of the adjusting piston or the adjusting device, in particular by spring centering, is provided, which fixes the negative partial adjusting size (qA) at 1 / i = 0 at point P2.

3. Transmission according to claim 2, characterized in

- that the first switching area, area 1, is divided into equal parts for reverse travel (R) and forward travel (VBl) or that the deviation of the two sizes (R) and (VBl) from each other is no more than +/- 20%,

- Or that the secondary control range in the backward range (RS) is equal to the size of the primary regulated backward range (RP) or that the large-scale deviation from each other is not more than +/- 20% (Fig. 2).

4. Transmission according to claim 2 and 3, characterized in that the transmission has a four-shaft summing planetary gear (301; 301a; 302, 303, 304) and two clutch couplings (Kl and K2) (Fig. 2 to 12), the summing planetary gear two Has input shafts (El and E2) and two output shafts (AI and A2), the first input shaft (El) with the drive shaft and the first hydrostatic unit (A) and the second input shaft (E2) with the second hydrostatic unit (B ) is connected and the first output shaft (AI) of the summation planetary gear can be connected to the output shaft (336) via a coupling (Kl) and the second output shaft (A2) via a further coupling (K2),

- Or that the four-shaft summation planetary gear (306; 307) has three input shafts (El; EK1; EK2) and an output shaft (AI), the first input shaft (El) with the Summation planetary gear is directly connected and the two other input shafts (EK1 and EK2) can be connected alternately via couplings (Kl and K2) to the second hydrostatic unit (B) or the second input shaft (E2) (FIGS. 9 and 10)

5 transmission according to one of claims lbιs4, characterized in that the transmission is preferably a component of the engine of a tractor or a work machine,

- That the hydrostatic transmission (4), the summation planetary gear (301, 302 to 307) and the clutches (Kl and K2) are arranged axis-to-axis and form a common structural unit,

- That the transmission is designed with or without a central PTO or PTO connection, the drive shaft (1) possibly leading through the transmission

6 transmission according to one of the preceding claims, characterized in that the transmission output shaft (336) is in constant drive connection with an axle differential gear (309) or a preselectable work "A" or road group "S" is interposed (Fig. 3, 5)

7 transmission according to one of claims lbιs6, characterized in that the planetary shift drum (PSW) is a basic transmission for a transmission family according to the modular system, for example for two or more power sizes, which can be combined with different hydrostatic sizes or different sized hydrostatic complete sets is, the hydrostatic transmission (4) is designed such that when using the inline design (Fig. 3 to 10) the drive shaft (1) through the second hydrostatic unit (B)

8 gearbox according to one of claims l bιs7 characterized in that the summation planetary gear (301) via the first input shaft (El) is connected to a land shaft (351) on the intermeshing first planet gears (352), second planet gears (353) and third Planet gears (354) are arranged, second planet gears (353) meshing with first planet gears (352) and a sun gear (357) connected to the second input shaft (E2), third planet gears (354) in first planet gears (352) and one with mesh the sun gear (355) connected to the first output shaft (AI) and a sun gear (356) connected to the second output shaft (A2) engages in the first planetary gear (352)

- That the summation planetary gear (301a) has a web shaft (389) connected to the first input shaft (El), on which intermeshing planet wheels (390, 391 and 392) are arranged, the second input shaft (E2) via a ring gear (388) second Combing planet gears (391), a ring gear (336) connected to the first output shaft (AI) engaging further planet gears (392) and a ring gear (387) connected to the second output shaft (A2) engaging first planet gears (390) (Fig. 4) or

- That the summation planetary gear (302) is formed with a first and a second planetary gear stage, the first planetary gear stage with its web (358) with the first input shaft (El) and the two gears (359 and 361) each with an output shaft ( AI or A2) are connected, the second planetary gear stage with its ring gear (362) with the second hydrostatic unit (B) and the second input shaft (E2), its web shaft (353) with the ring gear (361) and the first output shaft ( AI), and the sun gear (360) is connected to the sun gear of the first planetary gear stage (359) and the second output shaft (A2) (Fig. 5) or

- That the summation planetary gear (303) has a web shaft (367) connected to the first input shaft (El), on which intermeshing planet gears (369 and 368) are arranged, the second input shaft (E2) with its sun gear in first planet gears (369) (366) engages and the second planet gears (368) are drive-connected to the first planet gears (369) and a ring gear (364) connected to the first output shaft (AI) and that a ring gear (365) engaging in first planet gears (369) is connected to the second output shaft (A2) is in drive connection (Fig. 6) or

- That the summation planetary gear (304) has a web shaft (370) connected to the first input shaft (El), on which intermeshing first planet gears (374) and second planet gears (375) are mounted, a ring gear engaging in first planet gears (374) ( 376) with the second input shaft (E2) and the first output shaft (AI) via a sun gear (372) with the second planet gears (375) and the second output shaft (A2) via a sun gear (371) into first planet gears (374) stand (Fig. 7) or

- That the summation planetary gear (305) has a land shaft (312) on which intermeshing first planet gears (316) and further planet gears (317 and 318) are arranged, the first input shaft (El) via a sun gear (314) in first planet gears ( 316) engages, the second input shaft (E2) via a ring gear (313) with the first planet gears (316) and the second output shaft (A2) via a sun gear (315) and the planet gears (317, 318) are in drive connection and the Web shaft (312) form the first output shaft (AI) (Fig. 8).

9. Transmission according to one of claims l to 8, characterized in that the summation planetary gear (306), which has three input and one output shaft, consists of two planetary gear stages, the first input shaft (El) via one Bridge shaft (379) with the second planetary gear stage, the two input shafts (384 and 385) are connected via a ring gear (382) or a sun gear (377) of the first planetary gear stage, that both sun gears (377 and 378) are coupled to one another and that the drive shaft ( 383) or the output shaft (336) are connected to the web shaft (380) of the first planetary gear stage and the ring gear (381) of the second planetary gear stage, the two input shafts (384 and 385) alternately via clutches (Kl or K2) with the second hydrostat Unit (B) can be connected (FIG. 9) or that the summation planetary gear (307), which is formed with three input shafts and one output shaft, has a carrier shaft (341) connected to the first input shaft (El) and the drive shaft, on which intermeshing first planet wheels ( 342) and second planet wheels (343) are arranged, the two weles (322 u nd 323) via sun gears (344 and 345) engage in the aforementioned planet gears (342 and 343) and mesh the output shaft (336) via a ring gear (346) with one of the planet gears (342) (Fig. 10)

10 Transmission according to one of claims l bιs 9 dadurchgekennzeic hn et that the hydrostatic transmission (4) is arranged offset parallel to the planetary gearshift drum (PSW), the drive shaft (1) leading through the transmission and the first hydrostatic unit according to FIG. 11 -Unit (A) on the transmission output side via a spur gear stage (348) and the second hydrostatic unit (B) via a further transmission stage (349) on the input side on the input side to the second input shaft (E2) and that the transmission output shaft (336) is connected a spur gear stage (308) with the axle differential Getnebe (309) is in drive connection or

- That, according to the embodiment (Fig. 12), the hydrostatic transmission (4) is arranged parallel to the planetary shift drum (PSW), the first hydrostatic unit (A) via a transmission stage (348) arranged on the input side and the second hydrostatic unit (B ) is in drive connection with the second input shaft (E2) via a gear stage (349) arranged next to the first spur gear stage (348).

11 Hydrostatic-mechanical power split transmission with one or more shift ranges, characterized in that an operating device (joystick 300) is provided which enables a preselection device (347) for preselecting the direction of travel (V / R), the preselection device (347) as a toggle switch or rocker arm or is designed as a pushbutton and wherein this selection device also serves as an operating device for shuttle operation and wherein this operating device (347) is designed with or without a neutral switching position (FIG. 1) and that a constant Speed setting (cruise control) is provided, which has a progressive course of the setting sizes (389) (Fig. 14)

12 hydrostatic-mechanical power split transmission with one or more shift ranges, characterized in that the hydrostatic transmission (4), the planetary shift drum (PSW) and the feed pump (SP) for supplying the entire power split transmission (control / regulation, range clutches, lubrication and possibly also for the Control of the PTO clutch and / or front wheel drive clutch, among other things) form a common structural unit, the feed pump (SP) being integrated in the hydrostatic transmission and all of the aforementioned transmission components being arranged axially in relation to one another (FIG. 13)

13 Hydrostatic-mechanical power split transmission with two or more shift ranges with a device for setting a constant speed, in particular for tractors or work machines, being within a working speed or at the end of a shift range which is still in the range of a working speed, for example 15 km / h, a switching process to be prevented in the next switching range, characterized in that a device for automatic detection of the operating mode is provided, which prevents the switching process in a next switching range or subsequent switching range by automatic detection of the operating mode, for example PTO operation or Front loader operation or work-specific operation or operating mode with little changing speed, the detection signal being programmed to prevent shifting and that when a desired transition from work operation to transport or Transport-like operation, e.g. by the accelerator pedal movement signal, the shift lock is automatically canceled

14 Transmission according to one of claims 1 to 13, characterized in that the transmission with two forward areas, in which the backward area is integrated in the first driving area, forms a transmission module for a transmission family for use in a larger power range, wherein in a lower power range, the transmission output shaft (336) is permanently connected to the axle differential gear (309) or, for a medium or higher power range, the output shaft (336) via an intermediate group transmission (250), which has a low speed range for work operation, A " or allows a higher speed range for transport or road operation "S", can optionally be connected to the axle differential Getnebe (309)

15 gearbox according to one of the preambles of the claims characterized is characterized in that the cruise control device is designed to determine the constant speed in such a way that the transmission output speed or the preselected constant speed results from two or more speed signals, the required transmission ratio being determined by at least two speed signals becomes

16 hydrostatic-mechanical power split transmission, in particular for tractors, consisting of a first hydrostatic unit (A) with adjustable volume and a second hydrostatic unit (B) with constant or adjustable volume, a summation planetary gearbox for adding up the hydraulic and mechanical power and a subordinate group transmission ( GR) characterized in that the summation planetary gear (194) is designed three-shaft, one link (sun gear 195) with the first hydrostatic unit (A) and an input shaft (lc) another link (ring gear 197) with the second hydrostatic unit ( B) is connected to the drive and the third shaft (web 196) is coupled to an output shaft (198), the first hydrostatic unit (A) being set to "zero" between the maximum negative adjustment and the actuating variable at travel speed "zero" and the first wave (sun gear 195) of the summation p lanetengetriebes opposite the second shaft (ring gear 197) of the summation planetary gear at driving speed "zero" have opposite direction of rotation and that the downstream group gear (GR) is designed as a group transmission and a first switchable driving range or working area "A" and a second switchable driving range "S" for has higher speed (Fig. 22)

17 Hydrostatic-mechanical transmission with power split with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B) constant or adjustable volume with a summation planetary gear for summing the power divided into a hydrostatic and a mechanical power branch at the transmission input With a group gearbox for shifting a work area and a road area, characterized in that the gearbox is designed as a power-split single-range gearbox and is preferably part of a tractor or a working machine, that the summation planetary gearbox (194) three-wheel with a sun gear (195), a ring gear (197) and a land shaft (196) is formed, the sun gear (195) with the drive shaft (lc) and the first hydrostat unit (A), the ring gear (197) with the second hydrostat unit (B) and the land shaft (196 ) is connected to the output shaft (198), - That at the starting position and driving speed "zero" the sun gear (195) and the ring gear (197) have opposite directions of rotation and the first hydrostatic unit (A) is set to a negative adjustment variable (qA), which is between the maximum negative adjustment variable (qmax ) and variable "zero" (qO) (Fig.16), the reverse operation (R) resulting from the remaining between the negative variable (qA) at the start position and the maximum negative variable (- qmax) of the hydrostatic transmission;

- That the group manual transmission (250) is designed such that when the work group, A "is switched, the output shaft (249; 2c) of the group manual transmission is coupled to the transmission output shaft (198) and the land shaft (196) of the summation planetary transmission, the Gearbox output shaft (198), the summation planetary gearbox (194) and the output shaft (249) of the group gearbox (250) are arranged coaxially to one another, and that when the road group "S" is switched, the power flows through spur gear stages (247 and 248) (Fig .15; 18; 19 and others).

18. Transmission according to claim 16 and 17, characterized in that the hydrostatic transmission (4c) with the units (A and B) are arranged coaxially to the summing planetary gear (194) and that preferably the hydrostatic transmission (4c) and the summing planetary gear (194 ) form a common structural unit and that the working "A" and road group "S" can be preselected at standstill or exchanged while driving, whereby a targeted hydrostatic adjustment and / or engine speed adjustment (Fig. 23) can be implemented within the switching phase (Fig. 23) Fig. 22).

19. Transmission according to one of claims 16 to 18, characterized in that the hydrostatic units (A and B) and the summation planetary gear (194) are arranged coaxially to one another and a transmission input shaft (lc) through the transmission, on which a PTO - Or a PTO shaft is connected and that the differential (DIF) and the differential drive shaft (2c) are placed axially offset to the input shaft (lc) and the branching gear (200) (Fig. 22).

20. Transmission according to one of claims 16 to 19, characterized in that a speed adjustment stage is provided, which is provided as a gear stage (26c ') or as a planetary gear (HT Fig.22), which serves for speed adjustment for the hydrostatic transmission (4c) , wherein the speed adjustment stage (HT) is preferably placed coaxially to the hydrostatic transmission (4c) and preferably forms a common structural unit with the hydrostatic transmission (4c).

21. Gearbox according to one of the preceding claims 16 to 20 characterized thereby shows that the continuously variable power split transmission (200, HVG) is inserted into a main housing via a fastening device (F4) and connecting elements (F2) and the group transmission (GR) forms a common structural unit with the differential gear (DIF) (Fig. 22)

22 Stepless hydrostatic-mechanical power split transmission, especially for use in tractors or in working machines, with a first hydrostatic unit (A), adjustable volume and a second hydrostatic unit (B), constant or adjustable volume, with a summing planetary gear (194) for summing the power divided into a hydrostatic and a mechanical power branch at the gearbox input, the summation planetary gear (193) being designed in three parts with a sun gear, a ring gear and a spline shaft, characterized in that this gearbox (280) is designed as a single-range gearbox and the hydrostatic units (A and B) and the summation planetary gear (194) are arranged coaxially with each other and the sun gear (195) with the first hydrostatic unit (A) and the drive shaft (lc), the ring gear (197) with the second hydrostatic Unit (B) and the web shaft (196) with the Abtriebsw elle (198) is connected (Fig. 18, 15) and that the second hydrostatic unit (B) is preferably or optionally designed as an adjustment unit which, after adjustment or during the final adjustment phase of the first hydrostatic unit (A), is at its maximum Adjustment volume can be adjusted to a smaller adjustment volume up to a, preferably limited, minimum adjustment size (Fig. 17) and that the forward travel range (V) via a negative partial adjustment of the first hydrostatic unit (A) (qA to qO) and the maximum positive adjustment of the first hydrostat -Unit (A) and the secondary adjustment (VS) can be realized via the adjustment of the second hydrostatic unit (B) and that the backward range (R) is based on a pre-programmed or predetermined negative adjustment size (qA) and the maximum negative adjustment of the first Hydrostat unit (A) and another from the secondary adjustment (RS) of the second hydrostatic unit (B) is formed, d he secondary adjustment to reduce the adjustment size of the hydrostatic unit (B) can begin after or already during the final adjustment of the first hydrostatic unit (A) (Fig. 17)

23 Transmission according to claim 22, characterized in that the hydrostatic transmission (4c) and the summation planetary transmission (197) have a common structural unit (277) form, preferably the feed pump (279), the hydraulic-mechanical, electrical and possibly electronic regulation and control elements are included (Fig. 18; 19).

24. Transmission according to one of the preceding claims, characterized in that a group transmission (250) is assigned, wherein when the work group ("A") is switched, the transmission output shaft (198) is connected to the drive shaft (249) of the differential transmission without loss of rolling power (Fig. 15 ; 18; 19 and others).

25. Transmission according to the preamble of claim 22, characterized in that the hydrostatic units (A and B) axially offset to the drive shaft (lc) and the summation planetary gear (194) are arranged, the first hydrostatic unit (A) with one through the second Hydrostat unit (B) leading shaft (281) for connection, e.g. is connected for a PTO and PTO and the first hydrostatic unit (A) via a gear stage (255) with the drive shaft (lc) and the second hydrostatic unit (B) via a further gear stage (2549 with the Ring gear (197) of the summation planetary gear is in drive connection.

26.Hydrostatic-mechanical transmission with power split, in particular for use in the tractor, with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B), also adjustable volume, with a planetary differential arranged on the input side (256; 263 ; 268), the drive shaft (lc) being connected to a link (257; 264; 269) of the planetary differential gear, that the first hydrostatic unit (A) is in drive connection with a second link (258; 265; 270) and that a third shaft (259; 266; 271) is drive-connected to the second hydrostatic unit (B) and the output shaft (168), characterized in that the input shaft (lc) and the output shaft (168) are coaxial with each other and the hydrostatic units (A and B) are arranged offset in parallel, the first hydrostatic unit (A) via a gear stage (260) with a link of the summation planetary gear and the second hydrostatic unit (B) A further gear stage (261) is connected to the output shaft (168) and the third shaft of the planetary differential and that a group transmission (250; 250a; 250b; 250c) for switching a work and a street group ("A";"S") or slow and fast group (Fig. 25; 26; 27; 28) and that the two hydrostatic units (A and B ) are arranged one behind the other and preferably form a common structural unit (FIG. 27) or that the two hydrostatic units (A uB) are arranged offset to one another (FIG. 28), the drive or pinion shaft (249) for driving the axle differential Gearbox is coaxial to the drive shaft (lc) and the group transmission (250a) is designed so that the hydraulic motor shaft (285) with a Drive wheel (248a) of a transmission stage (248) of the group transmission is drive-connected (FIGS. 27 and 28)

27 Transmission according to claim 26, characterized in that the transmission output shaft or pinion shaft (249) offset to the drive shaft (lc) but coaxial to the Tnebwelle (285) of the second hydrostatic unit (B) is arranged, in one of the switching stages ("A "or" S ") the transmission output shaft or pinion shaft (249) can be connected directly to the shaft (285) of the second hydrostatic unit (B) (Fig. 29)

28 Transmission according to one of the preceding claims, characterized in that the group transmission (250c) is designed in a planetary design, with the transmission output shaft (168) with the pinion shaft (249) and in in one switching stage, for example during operation ("A") the other gear stage, eg road stage ("S"), a link of the planetary gear is connected to the housing via a clutch (KS) and, depending on the embodiment and the task required, the output speed in one of the gear stages ("A" or "S") the Abtπebswelle or pinion shaft (249) compared to the Getπebe-Abtπebswelle (168) is increased or decreased (Fig 20)

29 Transmission according to one of the preceding claims 22 to 28, characterized in that the planetary differential (256) is designed such that the drive shaft (lc) with the land shaft (257), the ring gear (258) with the first hydrostatic unit (A) and the sun gear (259) with the output shaft (168) and the second hydrostatic unit (B) is drive-connected (Fig. 25), or that the planetary differential (263) is designed such that the drive shaft (lc) with the sun gear (264 ), the ring gear (265) with the first hydrostatic unit (A) and the carrier shaft (266) with the output shaft (168) and the second hydrostatic unit (B) is connected (Fig. 26) or that the planetary differential (268) is designed such that the drive shaft (lc) with the ring gear (269), the sun gear (270) with the first hydrostatic unit (A) and the web shaft (271) with the output shaft (168) and the second hydrostatic unit ( B) is connected, with planet gears (272 u 273) are arranged, which on the one hand are in engagement with the ring gear (269) and on the other hand with the sun gear 8273) (Fig. 27)

30 transmission according to one of the preceding claims 22 to 29 characterized in that the transmission (287) consisting of the planetary differential (256, 263, 268), the hydrostatic units (A u B) and the input shaft (lc) and output shaft (168 ) form a common structural unit (Fig. 25 and 26)

31 transmission according to one of the preceding claims 22 to 30 characterized thereby shows that the transmission (288) consists of the planetary differential (256; 263; 268), the two hydrostatic units (A and B) and the group transmission (250a; 250b; 250c) for shifting a work group and a road group or a slow and fast group ("A" and "S") form a common structural unit (Fig. 27; 28; 29).

32. Hydrostatic-mechanical transmission with power split with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B) constant or adjustable volume, with a summation planetary gear (291) for summing up the transmission input in a hydrostatic and a mechanical power split power, characterized in that the hydrostatic transmission (4c) is assigned a summing planetary gear <291), which consists of two sun gears (292 and 293) and a spline shaft (294) on which intermeshing planet gears (295 and 296 ) are arranged, the first sun gear (292) with the drive shaft (lc) and the first hydrostatic unit (A), the second sun gear (293) with the second hydrostatic unit (B) and the carrier shaft (294) with the Output shaft (168) is connected, the first planet gear (296) with the first sun gear (292) and the second planet gear (295) with the two th sun gear (293) are engaged, this transmission being designed with or without a group transmission for two or more speed steps and / or a reversing transmission (300), and that the summation planetary transmission (291), the hydrostatic transmission (4c) , the drive shaft (lc) and optionally the group transmission and / or reversing transmission (300) are arranged coaxially to one another and, if necessary, form a common structural unit (FIG. 21).

33. Hydrostatic-mechanical transmission with power split, in particular for tractors and work machines, with at least two forward and at least two reverse travel ranges, with a first hydrostatic unit (A) adjustable volume and a second hydrostatic unit (B) preferably constant volume with one Summation planetary gear, in which the power divided into a hydraulic and a mechanical power branch at the gear input is added up and jointly passed on to the output shaft, the power being transmitted purely hydrostatically in the first shift range and the power split in a second shift range, characterized in that one link or a second shaft (W2; 224; 228; 233) of the summation planetary gear (201; 202; 203; 204; 214) alternately in the second forward driving range and second reverse driving range with counter-rotating transmission elements (218 and 219), which with the drive shaft (2nd 10; lc) are in drive connection via couplings (K2V and K2R) and that a first shaft (Wl; 226; 222; 223) of Summation planetary gear is connected to the second hydrostatic unit (B) and that a third shaft (W3; 223, 227, 234, 235a) of the summation planetary gear is connected to the output shaft (211) and that by closing a clutch (Kl) in the first forward - And the first reverse range, the power is transferred hydrostatically to the output shaft (211) and that in the first forward shift range by closing a clutch (Kl) the summation planetary gear (201, 202; 203, 204; 214) is blocked and at the end of first forward driving range, the transmission gear (ed) connected to the drive shaft (218) synchronous running with all the links of the summation planetary gear and when reversing at the end of the first backward driving range, the second gear link (219) with all links of the summing planetary gear train has synchronous running and that this transmission with or without a group transmission (GR, 250, 250c) for switching a working size uppe ("A") for low speed range and a street group ("S") for higher speed (Fig. 31 to 36)

34 transmission according to claim 33, characterized in that the summation planetary gear (201) has intermeshing planet wheels (220 and 222) which are arranged on a spline shaft (224), the spline shaft forming the second shaft (W2) of the summation planetary gear, the first shaft (Wl, 222) is designed as a sun gear and engages in the first planetary gear (220) and the third shaft (W3, 223) of the summing planetary gear is also designed as a sun gear and meshes with the second planetary gears (221) (Fig. 32) or that the summing planetary gear (202) has two planetary gear units (Pl and P2), the first shaft (Wl, 226) of the summation planetary gear with a ring gear (230) of the first planetary gear stage, the second shaft of the summation planetary gear with the web (228) of the first and the The ring gear (229) of the second planetary stage (P2) is in a pin connection and the third shaft with the web (227) of the second planetary stage (P2 ) and that the two sun gears (232 and 231) of the two planetary gear stages (Pl and P2) are connected to each other, the output shaft (211) being connected to the first shaft (226) in the first shift range when the clutch (Kl) is closed ( Fig. 31, 33) or that the first clutch (Kl) establishes a connection between the output shaft (211) and the land shaft (228) (not shown), the clutch (Kl) being spatially directly subordinate to the second planetary gear stage (Pl) or that the sun gear (232) of the first planetary gear stage (Pl) is coupled to the land shaft (228) through the clutch (Kl) (not shown) or that the summation planetary gear (203) has a land shaft (238) on the meshing planet wheels (240 and 239) are arranged, the first shaft (226) of the summation planetary gear being connected to a ring gear (242) engaging in a planetary gear (239), the second shaft (238) representing the land shaft and the third shaft of the summing planetary gear being connected to one in the other planetary gear (240) engaging ring gear (241) is coupled (Fig. 35) or that the summation planetary gear (204) is designed as a single-stage planetary gear, the first shaft of the summation planetary gear with the sun gear (234a), the second shaft with the web (233) and the third shaft is connected to the ring gear (235a) (FIG. 36) or that the summation planetary gear (214) is designed as a single-stage planetary gear The first shaft of the summation planetary gear is connected to the ring gear (235), the second shaft represents the carrier shaft (233) and the third shaft is coupled to the sun gear (234) (Fig. 36).

35. Transmission according to one of the preceding claims, characterized in that the hydrostatic transmission (4c) is arranged offset parallel to the summing planetary gear and the range couplings (Kl; K2V and K2R) are placed coaxially to the summing planetary gear (201 to 204 and 214) coaxially to each other and that a gear stage (208) for driving the first hydrostatic unit (A) and a second gear stage (205) provided with an idler gear are provided, which are in drive connection in a gear or clutch member (219) of the clutch (K2R) in the second reverse driving range stands (Fig. 31 and 32).

36. Transmission according to one of the preceding claims 33 to 35, characterized in that the hydrostatic transmission (4c), the summation planetary gear (201 to 204 and 214) and the clutches (Kl, K2V and K2R) are arranged coaxially to one another (Fig. 33 to 36).

37. Transmission according to one of the preambles of the preceding claims or one of the preceding claims, characterized in that the planetary roller or the planetary shift drum (PSW), which contains the summation planetary gear and possibly clutches for switching two or more shift ranges, and the hydrostatic transmission (4th 4c) forms a common structural unit with the first hydrostatic unit (A) of adjustable volume and a second hydrostatic unit (B) of constant or adjustable volume, wherein the drive shaft (1) of the hydrostatic transmission leads through the second hydrostatic unit (B) and serves to transmit the power of the mechanical power branch and is connected to a member of the summation planetary gear that the planetary gearshift roller (PSW) and the hydrostatic transmission ( 4; 4c) are arranged coaxially to one another, that the planetary shift drum (PSW) in the manner of a modular system for a transmission family can be combined with at least two different sizes of the hydrostatic transmission (4; 4c), depending on the performance of the vehicle, and where the planetary gearshift roller (PSW) and the hydrostatic transmission with or without feed pump (279) and with or without the control block or control / regulation (297) form a common structural unit and the drive shaft (1) with or without through-drive through the planetary gearshift roller (PSW) for connecting a PTO or a PTO (Fig. 13).