巴西专利BR112012030166B1 gear set for an agricultural vehicle, and gear housing arrangement

专利PDF首页>>巴西专利

专利附录

专利说明

权利要求

类似技术

同族专利

引用文献

法律状态

优先权

专利摘要:
GEAR SET FOR AN AGRICULTURAL VEHICLE, AND GEAR ACCOMMODATION ARRANGEMENT. The invention relates to a gear set (10) for an agricultural vehicle, comprising a first gear unit (12), a second gear unit (14) which is coupled to the first unit on the outlet side, and a third unit gear (16) which is coupled to the second unit on the output side. The second gear unit (14) comprises an input shaft (46), an output shaft (48) and two secondary shafts (50, 52), wherein the input shaft (46) can be engaged by actuation with the secondary axes (50,52) and the secondary axes (50, 52) can be engaged by actuation with the output axis (48). The third gear unit (16) comprises an input shaft (94), which can be engaged by actuation with an output shaft (96) arranged parallel to it, in which the first gear unit (12) is configured as a planetary gear, and a first solar gear (22) associated with the first gear unit (12), the input shaft (46) and the output shaft (48) of the second gear unit (14) and the shaft inlet (94) of the third gear unit (16) are arranged coaxially with respect to each other, in which (...).
公开号:BR112012030166B1
申请号:R112012030166-7
申请日:2011-05-31
公开日:2020-10-27
发明作者:Ulrich Otten
申请人:Deere & Company；
IPC主号:

专利说明:

[001] The invention relates to a gear set for an agricultural vehicle, with a first gear unit, a gear unit coupled with the first gear unit on the outlet side and a third gear unit which is coupled to the second unit on the output side, where the second gear unit comprises an input shaft, an output shaft and two secondary shafts, where the input shaft with can be engaged by actuation with the secondary shafts, and the shafts Secondaries can be engaged by drive with the output shaft and the third gear unit comprises an input shaft that can be engaged by drive with an output shaft parallel thereto. In addition, the invention relates to a gear housing arrangement for a gear assembly of this type.
[002] In the state of the art gear sets are known for agricultural work vehicles, for example, for tractors or harvesting machines, which have a gear structure implemented by several gear units arranged sequentially to each other. Gear sets of this type are used to satisfy the high demands demanded for an expansion that is sensitive and is as extensive as possible, as is required in agricultural work vehicles. In addition, for the same reasons, such gear sets are also used in the field of construction machinery.
[003] EP 1624232 A1 exposes a gear set for a work vehicle with several gear units arranged in succession. A first gear unit is configured as a reversing gear and is connected with a second gear unit. The second gear unit has an input shaft connected with a distributor stage and an output shaft. In addition, two secondary shafts are provided on the second gear unit. The secondary axes are driven through the distributor stage. By means of pairs of toothed wheels, which are arranged by means of toothed wheels on the secondary shafts and the output shaft, the output shaft can be driven with different stages of gear. The output shaft of the second gear unit is connected with a third gear unit. The third gear unit represents a secondary transmission and allows for further modulation of the selected gear stages in the second gear unit. The revealed gear assembly is designed to allow advantageous gear shifts at a relatively low construction cost. The selected design, which is additionally required by the type of gear units selected, however, has only a low degree of compactness and variability, more specifically based on the selected construction, possibilities for variation with respect to predetermined output speeds and / or maximum or minimum selected only being able to be implemented with difficulty and only with a relatively high structural cost and a large number of different parts. In this respect, for example, the axial distance of at least one secondary axis must be changed, which requires other structural measures, such as the adaptation of the travel forks, etc. The same applies to the possibilities for increasing and adapting the potential spectrum predetermined by the gear set, as well as possibilities for combining with additional or auxiliary drives.
[004] Another disadvantage is that both the design of the gear set exposed in EP 1624232 Al and the design of other known gear sets of the aforementioned type, have an irregular path of efficiency and / or power loss, which is associated with high vibrations, depending on the rotation speed and / or driving speed of the respective vehicle, which is a disadvantage for the implementation of an automatic gear system, in particular when applying driving strategies in relation to optimized fuel consumption, such as paths that are irregular and / or associated with vibrations, can quickly result in oscillating displacements. In addition, such a gear set is also suitable only for use on an agricultural machine to a limited extent, such as, for example, on a tractor, as a power output shaft can only be connected indirectly to the input shaft. the gear set.
[005] The purpose of the invention is to specify a gear set of the type mentioned in the introduction, by means of which one or more of the problems mentioned above are overcome.
[006] The objective is achieved according to the invention through the teaching of claims 1 and / or 12. Other advantageous embodiments and developments of the invention are disclosed in the subordinate claims.
[007] According to the invention, a gear set of the type initially mentioned is configured in such a way that the first gear unit is configured as planetary gear and a solar gear associated with the planetary gear, the input shaft and the shaft output of the second gear unit as well as the input shaft of the third gear unit are arranged coaxially with each other, in which a planetary gear output is connected non-rotatably with the input shaft of the second gear unit and the output of the second gear unit is connected non-rotatably to the input shaft of the third gear unit. The planetary gear is advantageously characterized by its small structural dimensions in the axial direction within the gear set. Also, through the use of planetary gear, an axis of rotation for the entire gear set is preferably redetermined, on which the solar gear, both the input shafts of the second and third gear units as well as the output shaft of the second gear unit can be arranged. By means of the coaxiality of the aforementioned axes and / or the solar gear in relation to each other, particularly advantageous mounting possibilities for the gear components are provided, which in turn allows for a compact construction with options for pre-assembly of individual gear components and thus a low assembly cost and a high degree of compatibility and variability are provided.
[008] The input shaft and the output shaft of the second gear unit have a common support point, in which it is possible to mount the output shaft on the input shaft, for example, by configuring the gear shaft. input as hollow shaft and assembly of the output shaft inside the input shaft or the other way around. At least two bearings are provided for support at the common support point, among which one can be associated with the input shaft and one can be associated with the output shaft. By means of a common support point for both axes, the construction space along the axis of rotation of the axes is minimized.
[009] In the second gear unit, the secondary shafts can be engaged by actuation with the output shaft through selected pairs of toothed wheels, different from each other, in which clutch devices are provided on the secondary shafts, which allow activation or connection of the selected gear pairs. Conventionally, for each clutch device two pairs of sprockets are activated and / or connected, and the connection of more or less pairs of sprockets with a clutch device is also conceivable. The number of clutch devices on the respective secondary axles may vary, one, two or more of which may be provided. The term "clutch device" is to be understood here and hereinafter, in particular in the claims, as representative of devices, with which pairs of sprockets can be activated or connected. In this regard, synchronization devices or also multi-plate clutches, claw clutches, or the like, may be used. Preferably, however, here and below, synchronization devices can be used as clutch devices, alternatively, multi-plate clutches or claw clutches, or the like, can also be used. Depending on the configuration of the second gear unit, the pairs of sprockets can vary in number and size, and can be configured differently, in particular depending on the spacing of the secondary axes from the input shaft and / or the output shaft. Thus, the gear set can be adapted to the power requirement desired by the consumer. With the same spacing of the secondary axes from the input shaft and / or the output shaft, substantially continuous gear step jumps can be implemented by the second gear unit, where on the secondary axes the synchronized sprockets of a secondary axis are identical to the synchronized sprockets on the other secondary axle. This allows the pairs of sprockets on both secondary axles to be able to have the same number of teeth, the same tooth shape and, in terms of production technology, even the same number of parts. This results in a cost-effective design of the second gear set. Step-up gear jumps can be advantageous, especially in agricultural vehicles, for example, tractors, where the size of step-up gear gears is mainly determined by the characteristic of a vehicle drive machine and therefore capable of adapted to the specific requirements of the respective agricultural vehicle. Generally, 16% to 25% continuous gear stepping jumps are common for agricultural vehicles. With a gear set according to the invention for the second gear unit with the same axial distances from the secondary shafts from the input shaft and / or the output shaft, pairs of gear wheels can be formed, by which step jumps Continuous gear ratios can be obtained in the range mentioned above, with relatively small deviations of only +/- 1.0% of points. In this case, a module of the same size can be used for all sprockets, which in turn means a cost advantage during the production of the sprockets (minimizing costs for gear cutting machine adjustment times). If it is desired to obtain a deviation of less than +/- 1.0 points, this can be achieved by choosing different modules for the respective pairs of gear wheels (wheel chains). In this case, the synchronized sprockets on the same secondary axle are not the same as the opposite synchronized sprockets on the other secondary axle. However, almost the entire remaining structure of the second gear set remains unchanged (such as the housing or housing, clutch device, axle assembly, displacement devices as well as assembly sequences and adjustment of the gear system). Only the displacement fork (s) of the displacement device must be correspondingly adapted to the new geometry. Variable gear step jumps are used in agricultural vehicles and utility vehicles when, for example, transportation purposes are a priority. The input set is thus characterized by its high degree of compatibility and variability in addition to the aforementioned high degree of compactness, as it allows the most varied uses and the most varied requirements to be satisfied, both in the field of agricultural vehicles and in the field of utility vehicles, without fundamentally different gear configurations having to be used.
[0010] The gear set may have a gear shaft which in the first place represents an input shaft for the planetary gear and secondly represents an output shaft of the input set. For this purpose, the gear shaft as an input shaft for the planetary gear can be connected to it, for example, on the side of the planetary crosshead, and as an output shaft can extend coaxially to the solar gear, the drive shaft input and output shaft of the second gear unit, as well as the input shaft of the third gear unit, through the first, second and third gear units. The solar gear of the planetary gear can be connected, for example, to the input shaft of the second gear unit. The input shaft connected to the sun gear of the planetary gear as well as the output shaft of the second gear unit and the input shaft of the third gear unit can be configured as hollow shafts, through which the gear shaft can extend. The gear shaft can thus be used as a drive for another gear unit. For example, the gear shaft can serve as a drive for an output shaft gear housing, which can be connected as another gear to the gear assembly.
[0011] Regarding the third gear unit, the input shaft is capable of being driven to the drive coupling with the output shaft through different pairs of gear wheels. For this purpose, one (or more) clutch device (s) may be provided on the input shaft or even on the output shaft, said clutch device (s) allowing a choice of matching pairs of sprockets. The output shaft is arranged parallel to the input shaft and can be used as well as the input shaft for another gear unit. For example, the output shaft of the third gear unit can serve as a drive for a differential gear that can be connected as another gear unit to the gear assembly. The output shaft can be provided with a bevel gear through which the drive of a differential gear can be initiated. The third gear unit thus represents a gear set, by which different speed levels can be implemented, depending on the gear stages provided by the second gear unit.
[0012] In addition, in the third gear unit between the input shaft and the output shaft, another clutch device with an associated pair of gear wheels can also be arranged, whereby the input shaft can be engaged drive with the output shaft. As a result, in addition to the aforementioned pairs of sprockets of the clutch device of the third gear unit, an additional drive hitch between the input shaft and the output shaft can be provided on the third gear unit in order to, for example, obtain a maximum output speed. Thus, for example, an additional gear ratio can be provided, which allows a maximum output speed that is above the other output speeds that can be achieved by the aforementioned pairs of gear wheels of the clutch device. The gear pairs of the other clutch device are additionally replaceable and / or variable independently of the other gear pairs, so that, without a high assembly cost, it is possible to vary said maximum output speed. Thus, the maximum speed of the agricultural vehicle can be adapted to legal requirements, for example, without having to undergo a gear change in the differential gear, for example, as is common in conventional gear sets. When changing the gear ratio of the differential gear, in addition, the speeds in all of the other gear groups are also changed, which is a disadvantage for your applications. Thus, an adaptation of the maximum speed by changing the pair of gear wheels of the clutch device in the third gear unit can be made very precisely and very closely to the legal requirements in the different countries, and, more specifically, also retrospectively and correspondingly effectively in terms of cost, without the remaining speeds and gear stages of the gear assembly being affected by this.
[0013] The planetary gear is configured as a planetary gear that is capable of being reversed and / or is reversible, preferably with double gear sets, in which two sets of planetary wheels are arranged between the sun gear and a hollow wheel. with each other, which are triggered by a common thread. For an operating direction, the solar gear can be fixedly connected in terms of rotation to the projection, in which the hollow wheel rotates freely. For an opposite direction of operation, the solar gear can rotate released from the planetary system, in which the hollow wheel is correspondingly blocked. Another arrangement of the planetary wheel gear is also conceivable, in that, for example, the solar gear is used as a driven element, in which case the input shaft of the second gear unit should then be connected with the fillet as an drive. The arrangement of the hollow wheel as a driving element or driven element is also conceivable.
[0014] In another gear unit, an output shaft can be arranged parallel to the output shaft of the third gear unit and can optionally be connected via a pair of gear wheels and a clutch device connected to it. Thus, proceeding from the output shaft of the third gear unit, for example, a front wheel drive can be performed, which can be connected and / or disconnected, in parallel and independently of a differential gear connected to the gear set. The other gear unit is in this case optionally capable of being connected to the third gear unit. A vehicle provided with the gear set according to the invention can thus also be designed as a vehicle driven by four wheels, without a specific gear set having to be designed. Here again the variety of the gear set comes into play.
[0015] In another embodiment of the gear set, between the second and third gear units, an intermediate gear unit can be arranged, through which the output shaft of the second gear unit can be coupled with the input shaft the third gear unit, where the intermediate gear unit comprises a reduction stage that can be connected. The number of revolutions provided from the output shaft of the second gear unit, in this case, is either transmitted unchanged to the input shaft of the third gear unit or reduced by the reduction gear and reduced to the input shaft the third gear unit. A reduction gear of this type is also referred to by the person skilled in the art as a drag gear module, with which extremely low drive speeds can be implemented. In this case, the intermediate gear unit can be optionally arranged in the vehicle structure between the second and third gear units, without the need for higher assembly costs. Depending on the required application and / or performance profile, a vehicle provided with the gear set according to the invention can be provided with a drag gear module, without having to design a specific gear set. Here again the variety of the gear set comes into play.
[0016] The secondary shafts arranged on the second gear unit are arranged relative to a gear housing or housing module of the second gear unit above the input shaft and output shaft, where the clutch devices on the second gear unit they can comprise electromagnetic actuators that are arranged below the output shaft with respect to the housing module of the second gear unit. The secondary shafts are thus positioned at the top of the housing module and are advantageously positioned above the oil level of the gear set, so that beating losses can be reduced and / or improved efficiency obtained. The electromagnetic actuators, which produce the shifting or displacement forces for synchronization in the clutch devices or which drive the shifting or displacement forces forward in the corresponding gear shifting devices, are positioned below the output shaft of the second gear unit. gear in the oil stream of the gear set and can thus be cooled optimally.
[0017] In the second gear unit, between the input shaft and the secondary axes, a double clutch device may be arranged, comprising for the secondary axis a first additional clutch device and for the other secondary axis a second clutch device. additional clutch, through which the input shaft can be engaged by actuation with the respective secondary axis. Such a configuration of the second gear unit represents a transmission or double clutch gear and allows a gear shift between the gear stages without interruption of the engagement by actuation between input shaft and output shaft. The arrangement is in this case found in such a way that the sequential gears are alternately associated with one of the two secondary axes, so that, for example, when changing gears from one gear to the next gear, the secondary axis associated with the next gear , when the first additional clutch device is open, it can be carried by the output shaft through the clutch devices for synchronization with the number of revolutions corresponding to the gear, before the first additional clutch device is closed and at the same time the second additional clutch device on the other secondary axle is opened. Thus, by reciprocating activation of the additional clutch devices, without interrupting the engagement by actuation and under load, a movement output torque for the output shaft can be transmitted from one secondary axis to the other. The second gear unit can, however, also be operated without the two additional clutch devices, therefore also without a double clutch device. In this case, the two secondary axes are in permanent engagement with the input shaft. Changing the gear from one gear to another gear is carried out only by means of the corresponding clutch devices connected with the pairs of gear wheels for synchronization, however, with interruption of the respective engagement by actuation. Such a configuration of the second gear unit represents a manual gear shift transmission. Here, too, the variety of the total gear set is reflected, insofar as it can be carried out without substantial constructive expense, optionally, a gear set with double clutch transmission or with manual gear shift transmission.
[0018] According to the invention, a gear housing arrangement designed for the gear set described above is further proposed, in which the gear housing arrangement is constructed modularly. Modular should mean in this context that the gear housing arrangement is made up of several gear housings and for each gear unit or for the intermediate gear unit, described above, a gear housing is configured or a gear module is configured. separate housing, which, when assembled with the other housing modules, forms the complete gear housing arrangement. The first housing module for the first gear unit comprises a housing wall on the inlet side and a housing flange on the outlet side. The second housing module for the second gear unit comprises a housing wall on the inlet side and a housing flange on the outlet side. The third housing module for the third gear unit comprises a housing flange on the inlet side, a housing wall on the outlet side and, in the middle, fixing points arranged on the inside. The housing flange of the first housing module can be attached to the housing wall of the second housing module and the housing flange of the third housing module can be attached to the second housing module. The gear housing arrangement further comprises a housing support wall for the second housing module and a housing support wall for the third housing module, wherein the housing support wall for the second housing module can be attached to the housing flange of the second housing module and the housing support wall for the third housing module can be attached to the fixing points, arranged on the inside, of the third housing module.
[0019] The third housing module can be attached to the housing flange or to the housing support wall of the second housing module in the second housing module. The housing flange of the second housing module can in this case be dimensioned in such a way that the housing support wall for the second housing module is fixed on an internal fixing surface of the housing flange, and the housing flange of the housing Inlet side of the third housing module is attached to an external fixing surface of the housing flange, so that advantageously only a separating surface is formed between the second and third housing modules. As mentioned above, it is also possible to attach the housing support wall of the second housing module to its housing flange and the housing flange, on the inlet side, of the third housing module, to the housing wall of the second housing module , in which, in this case, two separation surfaces would be formed. Alternatively, in a similar manner, the fixing of the housing support wall of the second housing module can also be carried out on a fixing surface located internally on the housing flange of the third housing module.
[0020] The fixing points arranged on the inner side of the third housing module are arranged in such a way inside the housing module that, with the housing module mounted, the mounted housing support wall of the third housing module is arranged between the pair of sprockets with the other clutch device and the other pairs of sprockets with the clutch devices. Such an arrangement allows a change in the pair of sprockets of the other clutch device in the third gear unit, that is, in the pair of sprockets with which the maximum number of revolutions of the output can be varied, in order to be able to a simple and cost-effective way, without the third gear unit having to be completely disassembled. In this case, the advantages of a gear set according to the invention and / or the gear housing arrangement configured for it with respect to a lower assembly cost, a high degree of compatibility and variability, become more once again clearer.
[0021] In addition, an intermediate housing module can be provided for an intermediate gear unit, which has a housing flange on the inlet side and a housing flange on the outlet side. The housing flange on the inlet side is designed in such a way that it can be attached to the housing flange on the outlet side, or, as also described for the third housing module, it can be attached to the support wall of housing of the second housing module. The housing flange, on the outlet side, is designed in such a way that it can be fixed along the housing on the inlet side of the third housing module. In this way, in the event that an intermediate gear unit in the form of a drag gear module is desired, the assembly cost is reduced to a minimum. The intermediate housing module may have corresponding support points that are located internally, for example, in the form of projections or other fixing devices, on which elements of construction of the intermediate gear unit can be supported, such as, for example, a gear reduction stage. In particular, here too, they are unequivocal at low assembly costs and a high degree of compatibility and variability with respect to conventional gear housing arrangements.
[0022] Furthermore, another housing module can be provided for another gear unit, said housing module has a housing flange, on the inlet side, where said housing flange can be attached to a flange connection arrangement arranged between the housing flange on the inlet side and the housing wall on the outlet side of the third housing module. Said connection flange can, for example, be arranged on the underside of the third housing module, to which, for example, a fourth gear unit configured in the form of a drive module for a front wheel drive can be provided and / or connected. A pair of toothed wheels extending through the connecting flange and the housing flange on the inlet side of the fourth housing module can in this case provide the drive torque required for a front wheel drive, in which the pair of sprockets can be produced by means of a sprocket arranged on the output shaft of the third gear unit and by means of a sprocket arranged on the fourth gear unit. In addition to the other housing module described, other housing modules can also be coupled to the existing modular gear housing arrangement. Thus, for example, through a different connection flange, a parking block module can be connected to the third housing module, which allows the locking of a sprocket arranged on the input shaft or output shaft of the third drive unit. gear. Other connection possibilities for other housing modules can be provided on the housing wall of the third housing module, in order to be able to connect, for example, a differential gear or a socket shaft gear, to the gear shaft and / or shaft outlet that extends through the housing wall of the third housing module.
[0023] In addition to the advantages already mentioned in relation to compactness, compatibility and variability, the gear set according to the invention allows a discreet and regular path of the degree of efficiency or power loss of the gear set to be provided throughout the spectrum of a vehicle's rotation numbers or driving speed. This is a great advantage for the implementation of automatic gearing systems, for example, in the application of driving strategies with respect to optimized fuel consumption. In conventional gear sets, as already mentioned above, an irregular path of the power loss of the gear set depending on the speed of rotation and / or driving speed of a vehicle can be recorded, which is not optimal for applying the strategies of driving conditions mentioned above.
[0024] The invention, as well as other advantages and developments and advantageous modalities of the invention, are described in more detail and explained hereinafter with reference to the drawings, which show an exemplary embodiment of the invention.
[0025] The figures show: figure 1 is a kinematic diagram of a first gear set according to the invention; figure 2 is a kinematic diagram of a second gear assembly according to the invention; figure 3 is a kinematic diagram of a second gear housing arrangement according to the invention; figure 4 is a schematic representation of a gear cross section of the second gear unit; and, figure 5 is a kinematic diagram of another gear housing arrangement according to the invention.
[0026] A gear assembly 10 according to the invention is shown schematically in figure 1. The gear assembly 10 comprises a first gear unit 12, a second gear unit 14, a third gear unit 16 and another (fourth) gear unit 18.
[0027] The first gear unit 12 is configured as a reversible double planetary gear 20, which has two gear stages, in which a solar gear 22 of the planetary gear 20 with meshes with a first set of planetary wheels 24. The the first set of planet wheels 24 meshes, on the one hand, with the sun gear 22 and, on the other hand, with a second set of planet wheels 26. The second set of planet wheels 26 meshes again with a hollow wheel 28. The planet wheels 24, 26 of the first and second sets are mounted on respective bearing shafts 30, 32, where the bearing shafts 30 of the first set of planetary wheels 24 have a smaller distance with respect to the solar gear 22 than the bearing shafts 32 of the second set of planetary wheels 26. The complete bearing shafts 30, 32 and thus the first and second sets of planetary wheels 24, 26 are arranged on a common support of planets 34. A clutch device 36 is arranged between the planet support 34 and the sun gear 22. A gear shaft 38 serves as an input shaft 40 for planetary gear 20 and an output shaft 41 for gear set 10. The gear shaft inlet 40 is connected with the planet carrier 34. The hollow wheel 32 can be connected via a locking device 42 with a housing part 44 of the gear assembly 10, or can be separated from this housing part 44. A solar gear 22 is connected coaxially with an input shaft 46 of the second gear unit 14.
[0028] The first gear unit represents a so-called reversible gear and has the function of providing an input rotation direction for the gear set 10, in which the input rotation direction can be reversed depending on the activation of the device clutch 36 or locking device 42. In this way, in a vehicle operated with gear set 10, forward or reverse gear can be adjusted. For the connection of the clutch device 36 or the locking device 42, a separate proportional valve (not shown) is arranged respectively, so that optimum walking comfort can be allowed, particularly during the change of direction of rotation and during operation starting or starting.
[0029] The second gear unit 14 is configured as a spur gear and has, in addition to the input shaft 46, an output shaft 48, a first secondary shaft 50 and a second secondary shaft 52, where input shaft 46 and output shaft 48 are arranged coaxial. The input shaft 46 is provided with a first toothed wheel 54 and a second toothed wheel 56, wherein the second toothed wheel 56 has a larger diameter than the first toothed wheel 54. The secondary shafts 50, 52 are respectively provided with four synchronous sprockets 58, 60, 62, 64 and / or 66, 68, 70, 72 with respective decreasing diameters, which can be put into engagement by actuation or connected through clutch devices 74, 76 or 78, 80, arranged in pairs, with the corresponding secondary axis 50 and 52. In addition, the secondary axes 50, 52 are respectively provided with a sprocket 82, 84, where the sprocket 82 meshes with the sprocket 54 on the input shaft 46 and the sprocket 84 meshes with the sprocket 56 of the input shaft 46. The input shaft 46 thus drives through the pairs of sprockets 54, 82 or 56, 84 the first and second secondary axles 50, 52. The output 48 is provided with four sprockets 86, 88, 90, 92 with respectively increasing diameters, where sprocket 86 meshes at the same time with synchronous wheels 58, 66, sprocket 88 meshes at the same time with synchronous wheels 60, 68, sprocket 90 meshes at the same time with synchronous wheels 62, 70 and sprocket 92 meshes at the same time with synchronous wheels 64, 72. The input shaft 46 and the output shaft 48 are mounted within each other and are not rotatably connected with each other, where both the shafts are configured as hollow shafts, and the output shaft 48, at its end facing the input shaft 46, can be mounted radially, in a common support point 93 on the input shaft 46, at its end facing the output shaft 48. For mounting the output shaft 48 on the input shaft 46, in common support point 93 two bearings 93 ', 93 ”are provided, one of which must be associated with the output shaft 48 and the another must be associated with input shaft 46.
[0030] The third gear unit 16 comprises an input shaft 94 and an output shaft 96 arranged in parallel thereto. The input shaft 94 is non-rotatably connected to the output shaft 48 of the second gear unit 14. On the input shaft 94 of the third gear unit 16 is a first gear 100 connected with another clutch device 98 as well as two synchronous sprockets 104, 106 of smaller diameter, connected with a clutch device 102, in which the synchronous sprocket 104 has a larger diameter and is configured as the synchronous sprocket 106. Another sprocket 108 is connected with the synchronous sprocket 106 and serves as a locking element for a parking locking device (not shown). The first sprocket 100 on the input shaft 94 meshes with a first sprocket 10 arranged in front of it on the output shaft 96. The synchronous sprocket 104 engages with a second sprocket 112 arranged in front of it on the output shaft 96. The synchronous sprocket 106 engages with a third sprocket 114 arranged in front of it on the output shaft 96, wherein said sprockets 110, 112, 114 on the output shaft 96 have increasing diameters. Between the second and third sprockets 112, 114, another sprocket 116 is arranged and serves as a drive sprocket for the other (fourth) gear unit 18. At one end, on the output side, of the output shaft 96 a tapered sprocket 118 is provided, which also serves as a drive sprocket for another gear unit (not shown), for example, as a drive sprocket for a differential gear flanged in the third gear unit 16. The drive shaft Inlet 94 of the third gear unit 16 is configured as the input shaft 46 and the output shaft 48 of the second gear unit is configured as a hollow shaft, so that the gear shaft 40 of the gear assembly 10 extends from one input side of the first gear unit 12 to an output side of the third gear unit 16 via gear set 10 and is available there as output shaft 41 for gear set 10 The third gear unit 16 provides flexible conformation of gear ratio groups. Thus, the requirements for a vehicle equipped with gear set 10 can be adapted to the specific wishes of customers.
[0031] The other (fourth) gear unit 18 comprises an output shaft 120, on which a sprocket 124 coupled with a clutch device 122 is arranged, which meshes with the sprocket 116, provided for driving the other unit of gear 18, of the third gear unit 16. The output shaft 120 is arranged substantially parallel to the output shaft 41 of the third gear unit 16. By connecting the front head clutch device 122, it can be connected and / or a corresponding movement output torque with output shaft 120 is disconnected. With the other (fourth) gear unit 18, for example, a front wheel drive that branches off from the third gear unit 16 and which can be connected and disconnected via clutch device 122, for a vehicle equipped with gear set 10, in which, for example, output shaft 120 is connected with a drive extension for a front wheel drive (not shown).
[0032] The third gear unit 16, configured as a gear system with three sets of gear ratios provides, for example, three modes of operation for a vehicle configured as a tractor. A first "work in the field" mode of operation, for example, can be designed for heavy-duty field applications, where heavy-duty work must generally be carried out in a low speed range (for example, between 2 and 11 km / H). A second "PTO shaft mode" operating mode, for example, can be designed for applications for lighter traction work in the field using a PTO shaft drive, where a medium speed range can be supported (for example, between 4.5 and 18 km / h). A third "transport" mode of operation, for example, can be designed purely for transport work and provides a greater speed range (for example, between 14 km / h and maximum speed). In addition, it is common for customer wishes and different legal requirements to require gear set 10 to be adapted to different maximum speeds. This is intended to be achieved in the most accurate manner possible. Conventionally, this is implemented by changing the transmission ratio of a differential gear (not shown) post-connected to the gear transmission ratio. This is generally cost-intensive and generally also not possible to implement in a precise manner and would also require the adaptation of another gear unit 18, possibly branched out from the third gear unit 16, such as, for example, example, a front wheel drive, as described above. In adapting a gear ratio of the differential gear, in addition, speeds are also changed in the other groups, which is potentially a disadvantage for applications in their operating modes. Adaptation of the maximum speed, however, in the gear set 10 shown, is possible in a very precise way and can be easily implemented retrospectively, in a way that is easy to assemble and that is cost-effective by adapting the sprocket pair of sprockets 100 and 110 in the third gear unit 16. A big advantage here is that the speeds and gear stages of the other operating modes, for example, “field work” and “axle mode power outlet ”remain unchanged.
[0033] The gear set 10 shown in figure 1 comprises, with the second gear unit 14, a gear unit in the form of a manual gear shift transmission, in which the secondary shafts 50, 52 are in permanent drive by middle of the input shaft 46. By activating the clutch devices 74, 76 and / or 78, 80, the different gear stages can be adjusted, with the activation of the clutch devices 74, 76 and / or 78, 80 can be carried out by means of manual activation or also in an automated way, for example, electrically, electromagnetically or hydraulically by means of corresponding gear shifting devices and actuators (not shown). In this case, each two successive gear stages are selected through the actuator of a clutch device 74, 76 and / or 78, 80, where, when changing to the next two higher or lower gear stages, one clutch device 74, 76 and / or 78, 80 of the respective opposite secondary axis 50, 52 is selected. For the realization example shown in figure 1, gear stages 1 and 2 are selected by clutch device 76, gear stages 3 and 4 are selected by clutch device 80, gear stages 5 and 6 are selected by clutch device 74 and gear stages 7 and 8 are selected by clutch device 78.
[0034] An extended mode of the gear set is shown in 2, where here the second gear unit 14 is configured as a double clutch transmission. For this purpose, a first clutch device 126 is disposed on the secondary shaft 50 and a second clutch device 128 is disposed on the secondary shaft 52. The remainder of the gear assembly 10 is unchanged. The first clutch device 126 is connected with sprocket 82 and the second clutch device 128 is connected with sprocket 84. Clutch devices 126, 128 are configured and arranged in such a way that, by activating the devices clutch 126, 128, sprockets 82, 84 can be engaged by actuation with the respective secondary axis 50, 52. With this, the actuated engagement between input shaft 46 and secondary axles 50, 52 can be interrupted at the same time or alternately, when desired. Such a configuration of the second gear unit 14 represents a double clutch transmission and allows a gear shift between the gear stages, without interruption of the engagement by drive between input shaft 46 and output shaft 48 to occur. In this case, the arrangement is such that the successive gears are alternately associated with one of the two secondary axes 50, 52, so that when shifting from one gear to the next gear, the secondary axis associated with the next gear 50, 52 , with open clutch device 126, 128, can be placed by the output shaft 48 through the clutch device 74, 76, 78, 80 for the number of revolutions corresponding to the gear or gear, before the clutch device 126, 128 of a secondary axis 50, 52 will be closed and at the same time the clutch device 126, 128 of the other secondary axis 50, 52 will be opened. Thus, by means of the alternating actuation of clutch devices 126, 128 associated with secondary axles 50, 52, without interruption of the engagement by actuation and under load, a movement output torque for the output axis 48 is transmitted from a secondary axis 50, 52 for each other. For the example embodiment shown in figure 2, gear stages 1 and 3 are selected by means of clutch device 76, gear stages 2 and 4 are selected by clutch device 80, gear stages 5 and 7 are selected selected by clutch device 74 and gear stages 6 and 8 are selected by clutch device 78.
[0035] As shown in figures 1 and 2, the secondary axes 50, 52 are arranged at a distance al and / or a2 from the input axis and / or the output axis 46, 48. With the same axial distance from the axes secondary 50, 52 from input shaft and output shaft 46, 48 (axial distance al = a2), relatively constant gear stage jumps can be implemented by gear set 10 according to the representation in figures 1 and 2 , where the four different synchronous sprockets 58, 60, 62, 64 of a secondary axle 50 are identical to the synchronous sprockets 66, 68, 70, 72 on the second secondary axle 52. This leads to a cost-effective configuration from gear set 10 with relatively constant gear stage jumps, as shown in tables 1 and 2 to a gear set 10 with a second gear unit 14, manually displaceable, according to figure 1, and in tables 3 and 4 for a gear set at 10 with a second gear unit 14 configured as a double clutch transmission, as shown in figure 2. For the example, shown in tables 1 and 2, of a combination of a number of synchronous gear teeth 58, 60, 62, 64, 66, 68, 70, 72 and sprockets 86, 88, 90, 92 with the same sprocket modules, gear stage jumps of, for example, 20% to 23%, are obtained, in which , for this example, the corresponding tooth numbers are selected with 43, 55, 88 and 76. Table 1 (Gear set 10 with second gear unit 14, manually displaceable, axial distance al and a2 = 131 mm):
Table 2 (Gear set 10 with second gear unit 14, manually movable, axial distance al and a2 = 131 mm):

[0036] For the example, shown in Tables 3 and 4, of a fuel of the number of teeth of synchronous sprockets 58, 60, 62, 64, 66, 68, 70, 72 and sprockets 86, 88, 90, 92 with the same sprocket modules, gear stage jumps of, for example, 22% to 23% were achieved, in which for this example the corresponding number of teeth were selected in 27, 31, 38 and 36 for the first wheel sprocket 54, second sprocket 56, sprocket 82 and sprocket 84. Table 3 (Gear set 10 with second gear unit 14 as double clutch transmission, axial distance al = a2):
Table 4 (Gear set 10 with second gear unit 14 as a double clutch transmission, axial distance al = a2):

[0037] A second gear unit 14, configured according to Tables 1 and 2 and / or 3 and 4 allows, with the same axial distance from the secondary axes 50, 52 (al = a2), gear stage jumps relatively constant in the range mentioned above through the use of modules of the same size for all sprockets (58, 60, 62, 64, 66, 68, 70, 72, 86, 88, 90, 92), which involves an advantage of cost when producing sprockets. (Minimizing the costs of preparing gear cutting machines). If less deviation is desired, this can be achieved by choosing modules of different sizes for the respective pairs of gear wheels. The determination of the number of teeth can be carried out by means of a computer-assisted method, as a function of a desired gear stage jump and a desired axial distance, as well as a desired gear wheel module.
[0038] However, if variable gear stage jumps are also desired, for example, for agricultural vehicles or work vehicles that are primarily intended to be used for transportation purposes, then gear set 10 can also be configured with distances uneven axial axes for the secondary shafts 50, 52 of the second gear unit 14 (not shown). With uneven axial distances from the secondary shafts 50, 52 from the input shaft and / or output shaft 46, 48 of the second gear unit 14 (axial distance al ψa2), variable gear stage jumps can be implemented by the set of gear 10, both for a gear set 10 according to figure 1, as well as for a gear set according to figure 2. In this case, the opposite synchronous gears on the respective secondary axes 50, 52 would no longer have the same diameter, but the remaining construction of gear assembly 10 would remain unchanged. An example of a combination of sprockets with different axial distances (axial distance al ψa2) is shown in Tables 5 and 6 for a gear set 10 with a second gear unit 14 configured as a double clutch transmission according to figure 2 For the example shown in Tables 5 and 6 of a combination of the number of teeth of synchronous sprockets 58, 60, 62, 64, 66, 68, 70, 72 and sprockets 86, 88, 90, 92, stage jumps of gear from, for example, 23% to 36% are achieved, in which for this example the corresponding number of teeth in 45, 51, 86 and 86 is selected for the first gear wheel 54, the second gear wheel 56, the wheel sprocket 82 and sprocket 84. Table 5 (Gear set 10 with second gear unit 14 as a double clutch transmission, axial distance al = 131 mm and a2 = 139 mm):
Table 6 (Gear set 10 with second gear unit 14 as a double clutch transmission, axial distance al = 131 mm and ea2 = 139 mm):

[0039] By means of the gear designs shown in figures 1 and 2, a vehicle manufacturer is able to offer a gear set 10 that is able to satisfy the most varied applications and requirements in the specific agricultural and working vehicle sector, without having to develop and produce fundamentally different gear designs.
[0040] Figure 3 shows a gear housing arrangement 130 for a gear assembly 10 according to the invention for a gear assembly 10 according to figures 1 and 2. The gear housing arrangement 130 is modular, therefore it is constructed from several housing parts separable from each other or housing modules 132, 134, 136 and has a first housing module 132 for the first gear unit 12, a second housing module 134 for the second housing unit gear 14 and a third housing module 136 for the third gear unit 16. The first housing module 132 comprises a housing wall on the inlet side 138 and a housing flange on the outlet side 140. The second housing module 134 comprises a housing wall on the inlet side 142 and a housing flange on the outlet side 144. The third housing module 136 comprises a housing flange on the inlet side 1 46, a housing wall, on the outlet side, 148 and, in the middle, fixing points arranged on the inner side 150. The housing flange 140 of the first housing module 132 is attached to the housing wall of the second housing module 134 and the housing flange 146 of the third housing module 136 is attached to the second housing module 134. The gear housing arrangement 130 further comprises a housing support wall 152 for the second housing module 134 and a support wall of housing 154 for the third housing module 136, wherein the housing support wall 152 for the second housing module 134 can be attached to the housing flange 144 of the second housing module 134 and the housing support wall 154 for the third housing module 136 can be attached to the attachment points 150, arranged on the inside, of the third housing module 136. Fixing the individual housing modules to each other is carried out by conventional screwing (not shown) with corresponding seals between the separation surfaces of the individual housing modules 132, 134, 136. The third housing module 136 is screwed, in the form shown in figure 3, directly with the flange of housing 144 of the second housing module 134. The housing flange 144 of the second housing module 134 is dimensioned in such a way that the housing support wall 152 for the second housing module 134 is attached to an internal fixing surface 156 of the the housing flange 144, and the housing flange on the inlet side 146 of the third housing module 136 is attached to an external fixing surface 158 of the housing flange 144, so that advantageously only a separation surface between the second and third housing modules 134, 136 are formed.
[0041] The fixing points arranged on the inner side 150 of the third housing module 136 are arranged within the housing module 136, in such a way that, in the mounted housing module 136, the mounted housing support wall 154 of the third module housing 136 is arranged between the pair of sprockets 100, 110 with clutch device 98 and the pairs of sprockets 104, 112 and / or 106, 114 with clutch device 102. Such an arrangement allows a change or exchange of the gearwheel pair 100, 110 of the clutch device 98 in the third gear unit 16, therefore of the gearwheel pair 100, 110, with which the maximum output speed can be varied to be able to be easily and cost-effectively without the third gear unit 16 having to be completely disassembled.
[0042] The secondary shafts 50, 52 arranged in the second gear unit 14 are arranged above the input and output shaft 46, 48 in relation to the gear gear housing arrangement 130, shown in figure 3, as shown schematically in figure 4. The clutch devices 74, 76, 78, 80 in the second gear unit 14 comprise, in this case, electromagnetic actuators 160, which are arranged below the output shaft 48 with respect to the gear housing and / or module housing 134 of the second gear unit 14. The secondary shafts 50, 52 are thus positioned at the top of the gear housing and / or housing module 134 and are advantageously positioned above the oil level of the gear assembly 10, whereby batting losses are reduced and / or a better degree of efficiency can be obtained. Electromagnetic actuators 160, which produce displacement forces for synchronization with clutch devices 74, 76, 78, 80 and / or which carry forward shifting or displacement forces to corresponding gear shifting devices (not shown) , are positioned below the output shaft 48 of the second gear unit 14 in the oil stream of the gear set 10 and can thus be cooled optimally. So that particularly good load shifting or displacement properties can be obtained, in the case of the arrangement of a double clutch transmission for the second gear unit 14, for each clutch device 126, 128 an autonomous proportional valve is arranged, which can be independently controlled.
[0043] In another embodiment of the invention, an intermediate housing module 162 can be provided for an intermediate gear unit 164, which has a housing flange on the inlet side and a housing flange on the outlet side , 166, 168. An example of this type is shown in figure 5. The housing flange, on the inlet side, is in this case designed in such a way that said housing flange can be fixed to the housing flange, of the outlet 144 or, as described in the example embodiment according to figure 3, can be attached to the housing support wall 152 of the second housing module 134. The housing flange on the outlet side 168 is designed in such a way that it can be fixed on the housing flange, on the inlet side, 146, of the third housing module 136. In this way, for example, when an intermediate gear unit 164 in the form of a module batting gear or an o Another reduction gear is desired, the assembly cost is reduced to a minimum. The intermediate housing module 162 may have corresponding support points that are located internally 170, for example, in the form of projections or other fixing devices, on which construction elements of the intermediate gear unit 164, such as, for example, a sprocket reduction stage can be mounted.
[0044] For another or fourth gear unit 18, another housing module (not shown) can be provided, which has a housing flange, on the inlet side. This can be fixed to a connection flange (not shown) arranged between the housing flange 146 on the inlet side and the housing wall 148 on the outlet side of the third housing module 136. The latter can, for example, For example, be arranged on the underside of the third housing module 136, where the fourth gear unit 18 represents a drive module and / or drive unit for a front wheel drive. The pair of sprockets 116, 124 that extends through the connection flange and the housing flange on the inlet side of the fourth housing module, in this case, provides the driving torque required for a front wheel drive, where the pair of sprockets 116, 124 is produced by the sprocket 116, arranged on the output shaft 96 of the third gear unit 16, and by the sprocket 124, arranged on the fourth gear unit 18. As previously mentioned, other modules of housing (not shown) can also be coupled to the existing modular transmission housing assembly 130. Thus, for example, a parking block module can be coupled via another connection flange to the third housing module 136, which allows the sprocket lock 108 arranged on the input shaft or output shaft 94, 96 of the third gear unit 16. Other connection possibilities for other housing modules can be provided on the housing wall 148 of the third housing module 136, in order to connect, for example, a differential gear (not shown) or a take-up gear (not shown) to the gear shaft 41 and / or the output shaft 96 extending through the housing wall 148 of the third housing module 136.
[0045] The concept of the gear housing arrangement 130 is therefore such that a housing wall 142 is formed in the second housing module 134, in which the housing module 132 of the first gear unit 12 formed as a reversible drive can be provided. According to the modality shown above, the second housing module 134 has an opening on its outlet side that is large enough that all the axes of the second gear module 46, 48, 50, 52 are capable of being assembled together and at the same time as your displacement devices as a unit. This allows for the complete pre-assembly of the four axles 46, 4 8, 50, 52 of the second gear unit 14 and their necessary adjustment of the axial clearance of the synchronized sprockets 58, 60, 62, 64, 66, 68, 70, 72 and the axial clearance of the synchronized units 74, 76, 78, 80 outside the gear housing arrangement 10. In addition, in a plurality of different embodiments of the second gear unit 14 (for example, as a manual gear shift transmission or as a double clutch transmission), gear ratios and gear stage jumps can be monitored in a simple way before shafts 46, 48, 50, 52 of second gear unit 14 are mounted on housing module 134 and / or in the housing module set 130. The latter avoids possible errors in selection and / or assembly.
[0046] A gear set 10 according to the invention and / or gear housing arrangement 130 provides a high degree of flexibility with the choice of the most varied ratios for the individual gear stages and the other stages thereof. Constant as well as variable gear stage jumps can be easily implemented and also subsequently easily adapted and / or changed with respect to customer requirements. The degree of efficiency and / or power losses of the shown gear set 10 has a continuous discrete path over the entire load range, where the best conditions for optimum efficiency are provided by the arrangement shown of the individual components of the gear set 10. The adaptation of the maximum speeds in the third gear unit 16 is possible in a particularly simple and precise way, so that customer wishes and legal requirements can be satisfied in a wide range, in which it is no longer necessary to adapt the ratio drive of the other gear units connected to the gear housing arrangement, for example, that of a differential gear or that of a front wheel drive.

权利要求:
Claims (17)
[0001]
1. Gear set (10) for an agricultural vehicle, comprising: a first gear unit (12); a second gear unit (14) which is coupled to the first unit on the outlet side; and, a third gear unit that is coupled to the second unit on the outlet side (16), wherein the second gear unit (14) comprises an input shaft (46), an output shaft (48) and two axes secondary (50, 52), where the input shaft (46) can be engaged by actuation with the secondary axes (50, 52) and the secondary axes (50, 52) can be engaged by actuation with the output shaft (48) and in which the third gear unit (16) comprises an input shaft (94) that can be engaged by actuation with an output shaft (96) arranged in parallel to it, characterized by the fact that that the first gear unit (12) is configured as a planetary gear and a solar gear (22) associated with the first gear unit, the input shaft (46) and the output shaft (48) of the second gear unit (14) as well as the input shaft (94) of the third gear unit (16) are arranged coaxially with each other, where an output of the first gear unit (12) is connected non-rotatably to the input shaft (46) of the second gear unit (14) and the output shaft (48) of the second gear unit (14 ) is connected non-rotatably to the input shaft (94) of the third gear unit (16).
[0002]
Gear assembly (10) according to claim 1, characterized by the fact that the input shaft (46) and the output shaft (48) have a common support point (93).
[0003]
Gear set (10) according to either of claims 1 or 2, characterized by the fact that in the second gear unit (14), the secondary shafts (50, 52) can be engaged by actuation with the shaft outlet (48) through different pairs of sprockets (58, 60, 62, 64, 66, 68, 70, 72, 86, 88, 90, 92), in which clutch devices (74, 76, 78, 80) are provided on the secondary axles (50, 52) allowing a control of selected pairs of gear wheels (58, 60, 62, 64, 66, 68, 70, 72, 86, 88, 90, 92).
[0004]
Gear set (10) according to any one of claims 1 to 3, characterized by the fact that a gear shaft (38) is provided, with the gear shaft (38) primarily representing an input shaft ( 40) of the first gear unit (12) and, secondly, an output shaft (41) of the gear assembly (10), in which the gear shaft (38), as the input shaft (40), is engaged by actuation with the first gear unit (12), and the gear shaft (38) as the output shaft (41) extends coaxially to the solar gear (22), the input shaft (46) and the output shaft ( 48) of the second gear unit (14), as well as the input shaft (94) of the third gear unit (16) by means of the first, second and third gear units (12, 14, 16).
[0005]
Gear set (10) according to any one of claims 1 to 4, characterized by the fact that in the third gear unit (16), the input shaft (94) can be engaged by actuation with the shaft output (96) through pairs of different toothed wheels (104, 106, 112, 114), in which at least one clutch device (102) is provided on the input shaft (94) or the output shaft (96 ), with the clutch device (102) allowing a selection of the corresponding pairs of gear wheels (104, 106, 112, 114).
[0006]
Gear set (10) according to any one of claims 1 to 5, characterized by the fact that in the third gear unit (16), between the input shaft (94) and the output shaft (96), it is Another clutch device (98) is provided with a corresponding pair of sprockets (100, 110), through which the input shaft (94) can be engaged by actuation with the output shaft (96).
[0007]
Gear set (10) according to any one of claims 1 to 6, characterized by the fact that the first gear unit (12) is configured as a reversible planetary gear.
[0008]
Gear set (10) according to any one of claims 1 to 7, characterized by the fact that in another gear unit (18), an output shaft (120) is arranged parallel to the output shaft (96) of the third gear unit (16) and can optionally be connected with a pair of gear wheels (116, 124) and a clutch device (122).
[0009]
Gear set (10) according to any one of claims 1 to 8, characterized by the fact that between the second and third gear units (14, 16), an intermediate gear unit (164) is arranged which couples the output shaft (48) of the second gear unit (14) with the input shaft (94) of the third gear unit (16), wherein the intermediate gear unit (164) comprises a reduction stage which can be connected to it.
[0010]
10. Gear set (10) according to any one of claims 1 to 9, characterized by the fact that the secondary shafts (50, 52) arranged in the second gear unit (14) are arranged in relation to a housing module ( 134) of the second gear unit (14) above the input shaft and output shaft (46, 48), wherein the clutch devices (74, 76, 78, 80) in the second gear unit (14) also comprise electromagnetic actuators (160), which are arranged in relation to the housing module (134) of the second gear unit (14) below the output shaft (48).
[0011]
Gear set (10) according to any one of claims 1 to 10, characterized in that in the second gear unit (12) between the input shaft (46) and the secondary shafts (50, 52), in each case, an additional clutch device (126, 128) is arranged, whereby the input shaft (46) can be engaged by actuation with the respective secondary shaft (50, 52).
[0012]
Gear set according to any one of claims 3 to 11, characterized in that one or more clutch devices (74, 76, 78, 80, 98, 102, 126, 128) are configured as synchronization devices and / or multiple plate clutch and / or clutch clutches.
[0013]
13. Gear housing arrangement (130) for a gear assembly (10) as defined in any one of claims 1 to 12, characterized in that the gear housing arrangement (130) is of modular construction and comprises: a first housing module (132) for the first gear unit (12); a second housing module (134) for the second gear unit (14); and, a third housing module (136) for the third gear unit (16), wherein the first housing module (132) has a housing wall (138) on the inlet side and a housing flange ( 140), on the outlet side, the second housing module (134) has a housing wall (142) on the inlet side, and a housing flange (144) on the outlet side, the third housing module ( 136) has a housing flange (146) on the inlet side, a housing wall (148) on the outlet side, and, in the middle, fixing points arranged on the outer side (150), on which the flange of housing (140) of the first housing module (132) can be attached to the housing wall (142) of the second housing module (134) and the housing flange (146) of the third housing module (136) to the second housing module housing (134), and the gear housing arrangement (130) also comprises a housing support wall (152) for the second housing module (134) and a housing support wall (154) for the third housing module (136), wherein the housing support wall (152) for the second housing module (134) can be attached to the flange of housing (144) of the second housing module (134) and the housing support wall (154) to the third housing module (136) at the attachment points (150) of the third housing module (136), arranged inside.
[0014]
14. Gear housing arrangement (130) according to claim 13, characterized by the fact that the third housing module (136) can be attached to the housing flange (144) or the housing support wall (152) of the second housing module (134) can be attached to the second housing module (134).
[0015]
Gear housing arrangement (130) according to either of claims 13 or 14, characterized in that the housing support wall (154) for the third housing module (136) is arranged between the pair of wheels sprockets (100, 110) of the other clutch device (98) and the pairs of sprockets (104, 106, 112, 114) of the at least one clutch device (102).
[0016]
16. Gear housing arrangement (130) according to any of claims 13 to 15, characterized by the fact that an intermediate housing module (162) is provided for an intermediate gear unit (164), which has a flange of housing (166, 168) on the inlet and outlet side, where the housing flange (166) on the inlet side can be attached to the housing flange (144) or to the housing support wall (152 ) of the second housing module (134) and the housing flange (168), on the outlet side, to the housing flange (146), of the third housing module (136), on the inlet side,
[0017]
17. Gear housing arrangement (130) according to any of claims 13 to 16, characterized by the fact that another housing module is provided for another gear unit (18), the housing module having a flange of housing on the inlet side, where the housing flange can be attached to a connecting flange arranged between the housing flange (146) on the inlet side and the housing wall on the outlet side (148) the third housing module (136).

类似技术:

公开号 | 公开日 | 专利标题

BR112012030166B1|2020-10-27|gear set for an agricultural vehicle, and gear housing arrangement

CN103270337B|2016-03-16|The multiple-speed gear-box of planetary gear construction type

RU2454580C2|2012-06-27|Transmission module and transmission subassembly

CN103261738B|2016-01-20|The multiple-speed gear-box of planetary gear construction type

US7597644B2|2009-10-06|Nine or ten speed split clutch countershaft automatic transmission

US20160053869A1|2016-02-25|Transmission for a Motor Vehicle

CN104114904A|2014-10-22|Multi-stage planetary vehicle transmission

KR20070009636A|2007-01-18|Motor vehicle gearbox, in particular a twin-clutch gearbox

CN105473366B|2017-11-21|Hybrid drive for motor vehicle

JP2005529292A5|2006-02-16|

KR20060120202A|2006-11-24|Multi-speed transmission device particularly for motor vehicles

JP5733254B2|2015-06-10|Automatic transmission

BR102014021616A2|2015-09-15|gearbox layout

US11077746B2|2021-08-03|Power split continuously variable transmission with at least four travel ranges

KR20170007350A|2017-01-18|Gearbox having an electric motor

US20160040756A1|2016-02-11|Transmission for a Motor Vehicle

CN107100966A|2017-08-29|The planetary gear manual transmission of high transmission ratio

US20150300459A1|2015-10-22|Transmission for a motor vehicle

CN104870232B|2018-02-23|rice transplanter

JP2005098508A|2005-04-14|Fluid type-mechanical type combined transmission

DK2860426T3|2018-07-23|Hydromechanical transmission

JP2005098508A5|2005-08-04|

US10024412B2|2018-07-17|Transmission device with secondarily coupled power split

US20100107812A1|2010-05-06|Transmission

CN106415066B|2019-02-22|A kind of modular power stepless transmission

同族专利:

公开号 | 公开日

WO2011151322A1|2011-12-08|

US20130095975A1|2013-04-18|

US9145959B2|2015-09-29|

CN102918301A|2013-02-06|

EP2577097A1|2013-04-10|

JP2013527410A|2013-06-27|

ES2560811T3|2016-02-22|

DE102010029597A1|2011-12-01|

BR112012030166A2|2016-09-06|

EP2577097B1|2015-11-25|

US20150247561A9|2015-09-03|

引用文献:

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

GB1605068A|1978-05-30|1981-12-16|Massey Ferguson Services Nv|Transmission for a frameless tractor|

JPS5999826U|1982-12-24|1984-07-05|

GB8904997D0|1989-03-04|1989-04-19|Eaton Corp|Manual control for extended range splitter compound transmission|

US5178039A|1992-01-22|1993-01-12|Deere & Company|Modular transmission|

SE506214C2|1996-03-15|1997-11-24|Volvo Ab|Motor vehicle gearbox|

JP4201228B2|1999-06-14|2008-12-24|株式会社神崎高級工機製作所|Work vehicle transmission|

JP3917887B2|2002-04-18|2007-05-23|株式会社クボタ|Working gear shifting structure|

JP2003343714A|2002-05-29|2003-12-03|Kubota Corp|Travelling speed changing structure of working car|

AT414308B|2004-08-03|2006-12-15|Hofer Forschungs & Entw Gmbh|DOUBLE CLUTCH GEARBOX FOR A WORK MOTOR VEHICLE|

US7311630B2|2005-12-14|2007-12-25|Gm Global Technology Operations, Inc.|Multi-speed transmission with differential gear set and countershaft gearing|

JP4892990B2|2006-01-27|2012-03-07|日産自動車株式会社|Drive device for four-wheel drive vehicle|

JP2008180255A|2007-01-23|2008-08-07|Kanzaki Kokyukoki Mfg Co Ltd|Working vehicle transmission mechanism|

EP1961994A3|2007-01-23|2010-08-25|Kanzaki Kokyukoki Mfg. Co., Ltd.|Working-vehicle transmission system|

JP2008208912A|2007-02-26|2008-09-11|Kanzaki Kokyukoki Mfg Co Ltd|Working vehicle transmission mechanism|

JP2008256075A|2007-04-04|2008-10-23|Toyota Motor Corp|Power transmission device|

DE112008001324A5|2007-06-21|2010-02-11|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Power split automatic vehicle transmission with a CVT variator|

KR100957149B1|2007-12-17|2010-05-11|현대자동차주식회사|Automatic transmission for vehicles|DE102010014588A1|2010-04-09|2010-11-18|Voith Patent Gmbh|Power station steam and/or gas turbine drives a pump with a variable speed through a gearing with a main mechanical power output and a hydrodynamic branch|

DE102012208126A1|2012-05-15|2013-11-21|Deere & Company|transmission assembly|

DE102012210635A1|2012-06-22|2013-12-24|Deere & Company|Transmission clutch unit|

SE539028C2|2014-03-20|2017-03-21|Scania Cv Ab|Procedure for driving a vehicle with a hybrid drivetrain, vehicles with such a hybrid drivetrain, computer programs for controlling a vehicle's driving, and a computer software product comprising program code|

SE540693C2|2014-03-20|2018-10-09|Scania Cv Ab|A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code|

SE538187C2|2014-03-20|2016-03-29|Scania Cv Ab|A method for controlling a hybrid driver, vehicles with such a hybrid driver, computer programs for controlling such a hybrid driver, and a computer software product comprising program code|

SE539662C2|2014-03-20|2017-10-24|Scania Cv Ab|Method of starting an internal combustion engine in a hybrid drive line, vehicles with such a hybrid drive line, computer programs for starting an internal combustion engine, and a computer program product including program code|

SE539661C2|2014-03-20|2017-10-24|Scania Cv Ab|Method for starting an internal combustion engine of a hybrid drive line, vehicles with such an internal combustion engine, computer programs for starting such an internal combustion engine, and a computer program product comprising program code|

DE102015206877A1|2015-04-16|2016-10-20|Zf Friedrichshafen Ag|Splitter gear, total gearbox and agricultural machine|

DE102015206881A1|2015-04-16|2016-10-20|Zf Friedrichshafen Ag|Full load shift gearbox and agricultural machine|

DE102015208164A1|2015-05-04|2016-11-10|Deere & Company|transmission assembly|

DE102015208166A1|2015-05-04|2016-11-10|Deere & Company|transmission assembly|

DE102015215726A1|2015-08-18|2017-02-23|Deere & Company|Group transmission and transmission arrangement with a group transmission|

CN107304795A|2016-04-24|2017-10-31|熵零技术逻辑工程院集团股份有限公司|A kind of transmission mechanism|

DE102019112158A1|2019-05-09|2020-11-12|CLAAS Tractor S.A.S|PTO assembly|

法律状态:
2018-12-26| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

2019-04-30| B06T| Formal requirements before examination [chapter 6.20 patent gazette]|

2020-04-07| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

2020-10-27| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 31/05/2011, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

DE102010029597A|DE102010029597A1|2010-06-01|2010-06-01|transmission assembly|

DE1020100295973|2010-06-01|

PCT/EP2011/058941|WO2011151322A1|2010-06-01|2011-05-31|Gear assembly|

[返回顶部]