DE102017106907A1 - Power-split drive train for a mobile work machine and method for the power-split drive of a mobile work machine - Google Patents

Abstract

A power split powertrain for a mobile work machine having an input shaft with a power take-off following the input shaft into a variator branch and a branch branch passing the variator branch, with a power summation summing the variator branch and the side branch, and having an output shaft, wherein a conical friction ring gear is provided in the variator branch and wherein the power summation comprises a summation gear and at least one releasable clutch modifying the power components of the variator branch and the sub-branch, which drivetrain is characterized in that the at least one releasable clutch is a non-positive clutch, enables a change of the power components as elastically as possible as well as a correspondingly elastic drive train. Also a method for power split driving of a mobile work machine, wherein the power components provided on an output shaft by means of a power summation comprises a variator branch with a conical friction ring transmission comprising an input cone, an output cone and a friction ring interacting with the input cone and the output cone, and one of Variator branch passing side branch can be changed by means of a releasable coupling, allows an elastic change of the power components and also an overall elastic drive train when the at least one releasable coupling is a frictional coupling.

Description

The invention relates to a power split drive train for a mobile machine with an input shaft, with one of the input shaft following power split in a Variatorzweig and the Variatorzweig passing side branch, with the Variatorzweig and the Nebenzweig summing power summation and with an output shaft, wherein in the Variatorzweig a A conical friction ring transmission, which comprises an input cone, an output cone and a friction ring interacting with the input cone and the output cone is provided, and wherein the power summation comprises a summation gear and at least one releasable coupling which changes the power components of the variator branch and the secondary branch. The invention also relates to a method for the power-split drive of a mobile work machine, in which the power components provided on an output shaft by means of a power summation comprise a variator branch with a conical friction ring transmission comprising an input cone, an output cone and a friction ring interacting with the input cone and the output cone, and be changed from a side branch passing the variator branch by means of a releasable coupling.

Such drive trains or drive methods are for example from the US 7,048,667 B2 known.

It is an object of the present invention to provide a power-split drive train for a mobile work machine and a method for power-split drive a mobile machine, which allows a change in the power components and the entire drive train as elastic as possible.

The object of the invention is achieved by a power-split drive train for a mobile work machine and a method for power-split drive a mobile machine with the features of the independent claims. Further, possibly also independent thereof, advantageous embodiments can be found in the subclaims and the following description.

A power split powertrain for a mobile work machine having an input shaft with a power take-off following the input shaft into a variator branch and a variator branch passing secondary branch, with the variator branch and the secondary branch summing power summation and having an output shaft, wherein in the variator branch is a conical friction ring transmission an input cone, an output cone and a friction ring interacting with the input cone and the output cone, and wherein the power summation comprises a summation gear and at least one releasable clutch that varies the power components of the variator branch and the secondary branch, which drivetrain is characterized in that the at least a releasable coupling is a non-positive coupling, allows a change in the power components in the most elastic manner possible and a correspondingly elastic drive train.

Also a method of power split driving of a mobile work machine, wherein the power components provided on an output shaft by means of a power summation comprises a variator branch with a conical friction ring transmission comprising an input cone, an output cone and a friction ring interacting with the input cone and the output cone, and one of Variator branch passing side branch can be changed by means of a releasable coupling, allows an elastic change of the power components and also an overall elastic drive train when the at least one releasable coupling is a frictional coupling.

Here, the non-positive coupling already by their own elasticity allows a corresponding elasticity of the entire drive train and the change in the power components. Especially in the US 7,048,667 B2 disclosed claw clutch or synchronized circuits, each of which form-fitting clutches as clutches, with which the power components are changed, conditional high inelasticity, which are found on the one hand in the switching or coupling process and on the other hand in the structure of such form-fitting clutches.

Frictional clutches are in particular friction disc clutches or multi-plate clutches in question. Also, in particular double clutches are correspondingly advantageous, since they are to be found on the market as non-positive clutches, in particular with friction disks or disks, and provide corresponding elasticities.

Because of the Variatorzweigs force-locking clutches do not appear to be necessary, since in the coupling of the variator can naturally be synchronized in terms of its speed, so that in itself a frictional coupling appears as an unnecessary effort. Because of the elasticity of the non-positive coupling in itself and because of the elasticity of the respective coupling processes, however, such non-positive clutches appear unexpectedly advantageous for solving the problem.

By means of the releasable coupling, preferably a first driving range for slow forward and reverse travel and a second driving range for fast forward travel can be selected. In particular from the US 7,048,667 B2 is a change between two driving ranges, which are selectable by means of the releasable coupling, already known, with two jaw clutches or synchronized circuits is disclosed in the arrangement shown there and the change between the first driving range and the second driving range respectively by closing the one clutch and opening the other clutch is realized. It is understood that even with the present solution, the use of a non-positive coupling for the releasable coupling does not exclude that more clutches are used for a change between the two driving ranges.

As already indicated above, the releasable coupling can be realized in each case in a double clutch.

In this case, the first travel range may include a standstill of the output shaft by utilizing the Variatorzweigs and the secondary branch at an average position of the friction ring of the conical friction ring gear. This can be realized, for example, that at the corresponding mean position of the friction ring, the power components, which run on the variator branch on the one hand and the side branch on the other hand, are so summed by the summation gear that they cancel each other. A correspondingly driven machine then stops accordingly.

A displacement of the friction ring along the lateral surface of the cones then causes a variation of the transmission ratio of the conical-friction ring transmission and thus a variation of the transmission ratio in the variator branch, so that the working machine is driven in one direction. If, on the other hand, the friction ring is displaced to the other side in relation to the above-explained middle position, a reversal of the direction of rotation takes place in the output shaft and therefore also in the working machine. By this configuration, a start and a change of direction of the drive machine can be realized continuously.

In addition, the non-positive coupling allows especially during starting soft coupling operations when starting or when starting the machine, even if made by the above arrangement of the friction ring in a middle position or by a suitably coordinated configuration of the secondary branch, the variator branch and the summation gear becomes.

As already explained above, the releasable coupling can be realized in a double clutch, especially since corresponding double clutches are already available on the market and are well known. Known dual clutches are used here in the field of motor vehicles or work machines in particular in dual-clutch transmissions, in which a drive power can be placed either on different partial shafts of a dual-clutch transmission, so that the application of a dual clutch in the present case preferably in the reverse direction, preferably because the output of Variatorzweigs and the sub-branch in different configurations to the output shaft, that is to be brought to only one wave.

Since double clutches are generally configured as positive clutches and, in particular, as a rule comprise friction disks or friction disks, in this way structurally simple implementation of two non-positive clutches which are to be used for the selection between the first driving range and the second driving range is provided become.

Preferably, the power summation comprises a summing gear having two inputs and one output, which structurally enables a simple way of combining the power components from the variator branch and the secondary branch. Accordingly, preferably one of the two inputs to the auxiliary branch, the other of the two inputs to the output cone or the output of the variator and the output to the output shaft is operatively connected. It is understood that this operative connection does not have to be present immediately, but that here further gear stages and in particular couplings can be provided as required. On the other hand, it is understood that the operative connection should not be so indirectly provided backward that each further components from the group of Variator branch, side branch and drive shaft would be involved in this; In this respect, the direction of action should be directed in the direction of the drive train from the input shaft to the output shaft. Likewise, it goes without saying that any additional branches, such as, for example, an operative connection between the variator branch and the output shaft or else between the auxiliary branch and the output shaft can be provided depending on the specific design of the drive train or the drive method. It is also understood that depending on the specific design of the drive train or the drive method clutches can be arranged in front of or behind the summation gear.

Preferably, the at least one releasable coupling between the output of Summed gear and the output shaft arranged. This can be ensured in a structurally simple manner that the power is brought to the output shaft via the coupling, so that the advantages of elasticity, as explained above, can also be utilized to the greatest extent possible. This applies in particular if, when using two detachable couplings, both detachable couplings are arranged such that in the respective driving ranges in which these couplings are closed, all power components which are brought onto the output shaft also pass over these couplings. The latter is in the arrangement of the US 7,048,667 not the case, since in the case of a branched power no coupling between the conical friction ring gear used there and the output shaft can be found.

Accordingly, it is advantageous if the at least one releasable coupling or at least one releasable coupling is arranged between the output cone and the output shaft.

As already indicated above, it is advantageous if the power summation comprises two detachable couplings that change the power components of the variator branch and the secondary branch. By two clutches changing the power components of the variator branch and the secondary branch, two driving ranges can be precisely switched on and off in a structurally simple manner.

Preferably, both of these releasable couplings are non-positive clutches, which is accordingly an overall advantage in terms of elasticity. Also, the use of two non-positive clutches can be structurally simple realized by a double clutch, as already stated above.

An embodiment of the secondary branch as a rigid branch is usually sufficient to use the power split and its advantages, the design of a rigid branch usually can be realized by very few gear members, which can be accordingly cost-effective and energy-efficient.

In the secondary branch, a spur gear stage can be provided, which in turn causes a reversal of direction of rotation, which in combination with a conical friction ring transmission in the variator branch is correspondingly advantageous since then the directions of rotation will fit. In addition, a spur gear allows greater flexibility in the selection of gear ratios under given spatial conditions, since here the spur gear can create a geometric balance, although different diameters of the gear engaged with the spur gear members can be provided for translation purposes. Cumulatively or alternatively, a spur gear stage can be provided between the output of the summation gear and the output shaft, which accordingly require a reversal of the direction of rotation or a greater adaptation possibility with regard to the gear ratios between the output of the summation gear and the output shaft. In this context, it should be emphasized that, in addition to given with the spur gear rolling elements also other transmission elements, such as other gears or clutches or the like, may be provided in the corresponding transmission branches.

It is understood that the features of the solutions described above or in the claims can optionally also be combined in order to implement the advantages in a cumulative manner.

• Figur einen leistungsverzweigten Antriebsstrang in schematischer Darstellung.

Further advantages, objects and features of the present invention will be explained with reference to the following description of exemplary embodiments, which are shown in particular in the appended drawing. In the drawing, the only one shows:

• Figure a power-split drive train in a schematic representation.

The drive train shown in the figure 10 includes an input shaft 20 with a power split 30 in a variator branch 40 and a sideline 50 , and a performance summation 30 , in which the Variatorzweig 40 and the sideline 50 via a double clutch 69 on an output shaft 70 optionally can be switched active.

The double clutch used in this embodiment 69 each comprises two positive clutches, which can open and close with friction plates in a conventional manner. Accordingly, it is in each case non-positive clutches, it being understood that in different embodiments, also separate clutches, of which at least one non-positively, preferably both, may be formed non-positively, may be provided.

The drive train serves to drive wheels 12 to drive a mobile machine, which on a drive axle 16 sit, which in turn in a conventional manner by a differential gear 14 shared. It is understood that in other embodiments, other drive axle constructions can be used. This concerns, depending on the application, possibly even rigid drive axles or respective individual axles, which then according to the output shaft 70 of the powertrain 10 are drehantriebsverbunden.

The powertrain 10 in turn, by means of a drive shaft 18 driven, which may represent, for example, the output shaft of a conventional engine or may be connected to the rotary drive.

On this drive shaft 18 sits a drive pinion 24 , which with a spur gear drive 22 meshes, which in turn rotatably connected to the input shaft 20 connected is.

The variator branch 40 in itself comprises a known conical friction ring gear 41 which is an input cone 42 and an exit cone 43 includes, on parallel shafts, a cone input shaft 46 and a cone output shaft 47 , with the same cone angle around a gap 45 are arranged spaced from each other. One of the two cones 42 . 43 , In the present embodiment, the input cone 42 , wherein in different embodiments here also readily the output cone 43 can be provided is by a friction ring 44 surrounded, therefore, through the gap 45 circulates. It is understood that in other embodiments, other arrangements of the cone can be provided to each other and with respect to the friction ring.

By the position of the friction ring 44 in the axial position with respect to the cone shafts 46 . 47 or the gap 45 can in a known manner the transmission ratio between the two cones 42 . 43 be varied so that in the variator branch 40 about the position of the friction ring 44 a varying gear ratio is provided.

The power split 30 is in this embodiment by a drive 32 of the sideline 50 realized, which on the input shaft 20 sits, which in turn is integral with the cone input shaft 46 or the input cone 42 is trained. It is understood that in different embodiments, the power split can also be realized in other ways. For example, this can be via the spur gear 22 or over the drive pinion 24 if this appears appropriate. It is also conceivable that the Variatorzweig 40 via a gear from a shaft, which is directly in the secondary branch 50 flows diverted.

The power summation 60 includes a summation gear 61 with an entrance 49 , which is rigid with the cone output shaft 47 connected, and an entrance 59 , which with a spur gear 57 of the sideline 50 combs.

The spur gear stage 57 of the sideline 50 in turn, it meshes with the drive 32 of the sideline 50 and on the one hand allows a reversal of the direction of rotation to the entrance 59 of the summation gear 61 and on the other hand, a high variability in the interpretation of the transmission ratio between the secondary branch and the input 59 of the summation gear 61 ,

In the present embodiment, the summation gear is 61 through a planetary gear 62 represented, in other embodiments, certainly also other known types of summation gears can be used advantageously.

The planetary gear 62 includes a sun wheel 63 , Planetary gears 64 on a planet carrier 65 are arranged and with the planet carrier 65 around the sun wheel 63 can revolve, as well as a ring gear 66 that with the planets 64 on the outside of it combs.

In the present embodiment, the ring gear 66 the entrance 59 of the summation gear 61 while the entrance 49 of the summation gear 61 through the sun wheel 63 is shown, the sun gear shaft 68 in the present embodiment in one piece with the cone input shaft 46 is formed, in which case also quite a multi-piece may be provided, which could be useful, for example, for assembly purposes; Ultimately, it depends only on a non-rotatable connection.

The planet carrier 65 in turn provides the exit 79 of the summation gear, and is with a driven pinion 78 from the summation gearbox 61 rotatably connected.

It is understood that in a different embodiment, the active transmission elements of the planetary gear 62 also in other functionality than the inputs 49 . 59 , the summation gearbox 61 or as output 79 of the summation gear 61 can be used. In each case, the directions of rotation and the gear ratios which are to be used concretely must be taken into account.

The double clutch 69 has two clutches, which are each designed as non-positive clutches, as already explained above, wherein a first of these clutches is capable of a frictional connection between the output shaft 70 and an entrance 85 the double clutch 69 which in turn has a spur gear stage 67 with the output pinion 78 from the summation gearbox 61 combs or with the output 79 of the summation gear 61 connected is. Through this first clutch of the double clutch 69 ann the first drive range of the powertrain 10 be selected by closing it.

The second clutch of the double clutch 69 is able to have an entrance 84 the double clutch 69 frictionally connected to the output shaft 70 to couple, which in turn with a downforce 48 of the variator branch 40 meshes, which is rigid on the cone output shaft 47 of the exit cone 43 or on the sun gear shaft 68 is arranged. Through this second clutch of the double clutch 69 the second driving range can be engaged accordingly.

The spur gear stage 67 allows on the one hand a reversal of direction, so that in the first driving range a desired direction of rotation of the double clutch 69 can be ensured, even if this is not necessarily necessary with a suitable design of the first driving range. On the other hand allows the spur gear 67 a higher variability in the gear ratios in the transmission branch between the summation gear 61 and the dual-clutch transmission 69 , The spatial arrangement of the gear members to each other is due to the spur gear 67 more adaptable to specific requirements.

Due to the rigid design of the transmission branch of the output cone 43 to the entrance 84 the double clutch 69 determines the conical friction ring gear 41 the transmission ratio of the powertrain 10 in the second driving step directly, so that the gear ratios are selected such that in the second driving range fast forward travel of the mobile machine is realized with the desired spread. In the present embodiment, therefore, the driving behavior in the second driving range is directly by the Variatorzweig 40 certainly.

If, however, the first clutch is closed, the power of the summation gearbox 61 on the output shaft 70 transfer.

Here are the ratios of the secondary branch 50 and the variator branch 40 taking into account the direction of rotation reversal due to the spur gear 57 coordinated so that the output shaft 70 at a middle position of the friction ring 44 stationary. In the present embodiment, this is the position shown in the figure, it being understood that depending on the specific interpretation of the drive train 10 this middle position can also be elsewhere, in which case the gear ratios in the power summation 60 , the variator branch 40 and the sideline 50 should be chosen according to something different.

Now wanders the friction ring 44 from its middle position along the gap 45 , so the output shaft starts 70 a rotation, wherein the direction of rotation of this rotation depends on which direction of the friction ring 44 is moved from the middle position. In this way stepless transitions between reverse drive, forward drive and standstill can be realized.

Overall, the gear ratios are chosen such that in the first driving range only a slow ride, ie a slow forward drive and a slow reverse drive, is possible.

The double clutch 69 also allows in every way a very elastic engagement and disengagement and correspondingly elastic transitions between the two driving ranges. Due to the inherent elasticity of the double clutch 69 even with clutches closed is also the powertrain 10 altogether correspondingly elastic.

At the entrance 84 the double clutch 69 In an optional embodiment, an E-motor / generator 80 via a drive pinion 82 be rotationally fixed, which can be used for example as a hybrid drive. Likewise, it is conceivable to use or design the electric motor generator 80 merely as a generator in order to provide electrical energy for other purposes of the mobile working machine.

It is understood that depending on the specific design of the work machine and elsewhere in the drive train 10 Still taps of power for any aggregates of the mobile machine can be provided.

LIST OF REFERENCE NUMBERS

10

powertrain

12

drive wheel

14

differential gear

16

drive axle

18

drive shaft

20

input shaft

22

spur gear

24

pinion

30

power split

32

Drive the secondary branch 50

40

Variatorzweig

41

bevel friction ring gearing

42

input bevel

43

output cone

44

friction ring

45

gap

46

Bevel input shaft

47

Cone output shaft

48

Downforce of the variator branch 40

49

Input of the summation gear 61

50

offshoot

57

spur gear

59

Input of the summation gear 61

60

power summation

61

off gear

62

planetary gear

63

sun

64

planet

65

planet carrier

66

ring gear

67

spur gear

68

sun

69

Double coupling

70

output shaft

78

Output pinion from total gearbox 61

79

Output of the summation gear 61

80

optional electric motor / generator

82

Drive pinion of the optional electric motor 80

84

Input of the double clutch 69

85

Input of the double clutch 69

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 7048667 B2 [0002, 0007, 0010]
• US 7048667 [0018]

Claims (12)

A power split powertrain (10) for a mobile work machine having an input shaft (20) with one of the input shaft (20) following power split (30) in a Variatorzweig (40) and a Variatorzweig (40) passing Nebenzweig (50), with a Variator branch (40) and the Nebenzweig (50) summing power summation (60) and with an output shaft (70), wherein in the variator branch (40) a conical friction ring gear (41) having an input cone (42), an output cone (43) and a friction ring (44) interacting with the input cone (42) and the output cone (43) is provided, and wherein the power summation (60) comprises a summation gear (61) and at least one of the power components of the variator branch (40) and the secondary branch (50). comprising changing, releasable coupling, characterized in that the at least one releasable coupling is a non-positive coupling. Method for power-split drive of a mobile work machine, in which the power components provided on an output shaft (70) by means of a power summation (60) comprise a variator branch (40) with a conical friction ring transmission (41) which has an input cone (42), an output cone (43) and a friction ring (44) interacting with the input cone (42) and the output cone (43), and being changed by means of a releasable coupling from a secondary branch (50) passing the variator branch (40), characterized in that the at least one releasable coupling a frictional clutch is. Drive method after Claim 2 , characterized in that by means of the releasable coupling a first driving range for slow forward travel and reverse travel and a second driving range for fast forward travel can be selected. Drive method after Claim 3 , characterized in that the first driving range using the Variatorzweig (40) and the secondary branch (50) at a central position of the friction ring (44) of the conical-friction ring gear (41) includes a standstill of the output shaft (70). Drive train (10) after Claim 1 or driving method according to one of Claims 2 to 4 , characterized in that the releasable coupling is realized in a double clutch (69). Drive train (10) after Claim 1 or 5 or driving method according to one of Claims 2 to 5 characterized in that the power summation comprises a summing gear (61) having two inputs (49, 59) and one output (79), one of the two inputs (59) having the side branch (50), the other of the two inputs (49 ) with the output cone (43) and the output (79) with the output shaft (70) is operatively connected. Drive train (10) or drive method after Claim 6 , characterized in that between the output (79) of the summation gear (61) and the output shaft (70), the at least one releasable coupling is arranged. Drive train (10) according to one of Claims 1 and 5 to 7 or driving method according to one of Claims 2 to 7 , characterized in that between the output cone (43) and the output shaft (70), the at least one releasable coupling is arranged. Drive train (10) according to one of Claims 1 and 5 to 8th or driving method according to one of Claims 2 to 8th characterized in that the power summation (60) comprises two releasable clutches changing the power components of the variator arm (40) and the slave arm (50), which are preferably both positive clutches. Drive train (10) or drive method after Claim 9 , characterized in that both releasable couplings are realized in a double clutch (69). Drive train (10) according to one of Claims 1 and 5 to 10 or driving method according to one of Claims 2 to 10 , characterized in that the side branch (50) is a rigid branch. Drive train (10) according to one of Claims 1 and 5 to 11 or driving method according to one of Claims 2 to 11 , characterized in that in the side branch (50) and / or between the output of the summation gear (61) and the output shaft (70) has a spur gear (57, 67) is provided.

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