Powertrain of a work machine

Abstract

The invention relates to a driveline of a working machine, the driveline having a first axle mechanism (12) and a first power take-off drive. A first motor shaft (62) of a first electric machine (60) is mechanically operatively connected to two output shafts (64, 66) through a differential gear set (20). The first motor shaft (62) is arranged coaxially with the output shaft (64). The first differential gear set (20) has a first differential lock (50), a first planetary gear set (30) and a second planetary gear set (40). A first ring gear (36) is permanently connected in a rotationally fixed manner to a second sun gear (42), and the two planetary gear sets (30, 40) are radially stacked. A first power take-off operative connection (98) extends in an axial direction of the first output drive shaft (64) between the first electric machine (60) and the differential gear set (20) transversely to the two output shafts (64) from a first power take-off motor shaft (94) to a first power take-off shaft (96). The invention further relates to a working machine having the driveline.

Description

Technical Field

[0001] This invention relates to a transmission system for a work machine. This invention also relates to a work machine. Background Technology

[0002] The drivetrain of a work machine can provide driving power on the output drive shaft and operating power on, for example, the power take-off shaft. Electrification can typically significantly reduce the complexity of the drivetrain. Furthermore, this can significantly reduce the environmental impact of operating the work machine. For this reason, many work machines that previously used conventional drives have now been converted to electric drivetrains. However, the energy storage required to operate an electric drivetrain is usually also significantly larger than the fuel tank of a conventionally driven work machine. This can make integrating an electric drivetrain difficult. Summary of the Invention

[0003] The first aspect relates to a transmission system for a work machinery. The transmission system may be designed, for example, to provide drive power for co-driving the work machinery. Alternatively or additionally, the transmission system may also optionally provide work power, such as for moving or otherwise operating a corresponding tool of the work machinery. The work power may be provided, for example, as mechanical operating power on one or more power take-off shafts. The work power may also be provided, for example, as hydraulic working power. The drive power may be provided, for example, on one or more driven shafts. The work machinery may be designed, for example, agricultural machinery or construction machinery. An example of agricultural machinery is a tractor. An example of construction machinery is a wheeled loader.

[0004] The transmission system has a first axle mechanism. The axle mechanism may have a drive motor and an output drive shaft, through which the working machinery is driven to move. The transmission system also has a first power take-off (PTO) drive. The PTO drive may have a drive motor and a power take-off shaft, through which the mounted implement can be driven. Therefore, the transmission system can provide, for example, driving power to the mounted implement. The power take-off drive is also called a power take-off (PTO) or auxiliary output drive.

[0005] The first axle mechanism includes: a first motor with a first motor shaft, a first differential transmission, a first output drive shaft, a second output drive shaft, a first output drive element, and a second output drive element. The motor can be designed as, for example, a synchronous motor or an asynchronous motor. For example, the motor can convert electrical energy into mechanical energy. The motor can have, for example, only one motor shaft, which is set to rotate during operation of the motor. The motor can also be designed for energy recovery. The differential transmission can be designed to convert input variables into output variables. For example, the differential transmission can accelerate or decelerate. The differential transmission can optionally be designed to provide different gear ratios. The differential transmission can be designed to provide differential functionality. The differential transmission can have one input shaft and two output shafts. For example, depending on the torque applied to the output shaft, the output shaft can rotate at different speeds. The differential transmission can transmit motor power from the first motor shaft to the two output drive shafts. For example, the first output drive shaft and the second output drive shaft can each form an output shaft or be rotatably fixed to the output shaft. The output drive element can be an element of the transmission system capable of transmitting driving power to the surface where the working machinery is located. For example, the output drive element can be designed to drive a wheel or pinion of a drive chain. The first output drive element and the second output drive element can be arranged on opposite sides of the working machine. For example, the first output drive element can form the left wheel of the driven shaft of the working machine, and the second output drive element can form the right wheel of the driven shaft of the working machine.

[0006] The first power take-off (PTO) drive has a first PTO motor, which has a first PTO motor shaft and a first PTO shaft. The designation "PTO motor" can be used for categorization purposes. The PTO motor can be designed similarly to other motors. The PTO motor can be designed for lower power output than the first motor. The designation "PTO motor shaft" can also be used for categorization purposes. The PTO motor shaft can be the motor shaft of a PTO motor. The PTO shaft can be a shaft capable of providing power from outside the working machinery. For example, the PTO shaft can protrude from the front or rear of the working machinery. The PTO shaft can be designed to connect to and drive the mounted implement. The first PTO shaft can be arranged, for example, adjacent to the first axle mechanism, particularly adjacent to its first output drive shaft and its second output drive shaft. For example, the first axle mechanism having its first output drive shaft and its second output drive shaft can form the driven rear axle or driven front axle of the working machinery. For example, the first PTO shaft can then form the rear PTO shaft or front PTO shaft of the working machinery. The first power take-off motor may be arranged, for example, in the longitudinal direction of the vehicle, in front of or behind the first axle mechanism.

[0007] The first motor shaft is mechanically operably connected to the first output drive shaft and the second output drive shaft via the differential transmission. This allows drive power from the first motor shaft to be transmitted to the two output drive shafts in a manner distributed via the differential transmission. The first motor shaft is arranged coaxially with the first output drive shaft and may alternatively or additionally be arranged coaxially with the second output drive shaft. The first and second output drive shafts may be arranged coaxially with each other. The two output drive shafts may extend, for example, in the lateral direction of the vehicle. Thus, the first motor can form a coaxial axle drive, through which the drive arrangement can be integrated into a motor vehicle in a particularly compact and simple manner. The first output drive shaft is mechanically operably connected to the first output drive element. This means that the drive power can be transmitted to the ground in a compact manner, and optionally, an additional gear ratio can be provided at the connection from the first output drive shaft to the first output drive element. The first output drive shaft and the first output drive element may be arranged coaxially with each other. The second output drive shaft is mechanically operably connected to the second output drive element. This means that the driving power can be transmitted to the ground in a compact manner, and optionally, an additional gear ratio can be provided at the connection from the second output drive shaft to the second output drive element. The second output drive shaft and the second output drive element can be arranged coaxially with each other.

[0008] The first differential transmission has a first differential lock, a first planetary gear set having a first sun gear, a first planet carrier, and a first ring gear, and a second planetary gear set having a second sun gear, a second planet carrier, and a second ring gear. The planetary gear sets can provide the transmission ratio and differential function from the first motor to the output of the working machinery in a compact manner using very few components. The first differential lock can be designed to rotate-fixedly connect the two output shafts of the differential transmission to each other. This means that the differential lock can be integrated with minimal effort. The first differential lock is designed, for example, as a switching element, by which the first output drive element and the second output drive element can be rotate-fixedly connected. The first ring gear is permanently connected to the second sun gear in a rotation-fixed manner. The two planetary gear sets are radially stacked. The second planetary gear set can extend, for example, in the same axial region as the first planetary gear set. For example, all rotating elements of the second planetary gear set can be arranged radially outward relative to the first planetary gear set. This results in a very compact design in the axial direction, meaning that the differential transmission and the first electric motor can be easily arranged side-by-side coaxially with each other in the lateral direction of the vehicle within the working machinery. For example, the first ring gear and the second sun gear can be designed as a single piece. Here, internal teeth can form the first ring gear region, and external teeth can form the second sun gear region. Each planetary gear set can have, for example, only one sun gear, planet carrier, and ring gear. For example, the second planetary gear set can have only a single sun gear. For example, the first motor shaft is permanently connected to the input shaft of the differential transmission in a rotationally fixed manner.

[0009] The numbering of the rotating elements can be used to assign them to planetary gear sets. Naming the second sun gear can, for example, clearly assign the sun gear to the second planetary gear set. Generally, component numbers, and alternatively or additionally, naming based on their components, can be used for categorization and assignment purposes.

[0010] The first power take-off (PTO) motor shaft can be mechanically operably connected to the first power take-off shaft. For example, the first PTO motor shaft can be mechanically operably connected or capable of being connected to the first power take-off shaft via a spur gear stage and alternatively or additionally a bevel gear stage or planetary gear stage. The first PTO motor shaft can be connected to the first power take-off shaft, for example, via a first power take-off switching element. The first power take-off switching element can be arranged, for example, in the longitudinal direction of the vehicle, in front of or behind the first axle assembly. The first power take-off switching element can be arranged, for example, relative to the first axle assembly in the longitudinal direction of the vehicle, and alternatively or additionally, the first motor shaft can be arranged on the PTO motor or the power take-off shaft. The first power take-off switching element can be designed as a conventional switching element, such as a friction engagement clutch or a forced lock-up clutch. The first PTO motor shaft and the first power take-off shaft can be connected via a first power take-off transmission. The power take-off transmission can be designed, for example, to provide two gear ratios for the connection. The connection between the first PTO motor shaft and the first power take-off shaft can be referred to as a first power take-off operating connection. For example, the first power take-off (PTO) operating connection may have a shaft for torque transmission. The first PTO operating connection may be designed to transmit torque from the first PTO motor shaft to the first PTO shaft. The PTO motor shaft may extend laterally (e.g., orthogonally) or parallel to the first output drive shaft, the second output drive shaft, and alternatively or additionally the first motor shaft.

[0011] A first power take-off (PTO) operating connection from the first PTO motor shaft to the first PTO shaft extends transversely to the first output drive shaft, and alternatively or additionally extends transversely to the second output drive shaft between the first motor and the differential transmission in the axial direction of the first output drive shaft. This arrangement allows for easy integration of the differential transmission and the first motor into the work machinery, and the first PTO shaft is positioned in an easily accessible location within the work machinery. For example, at least one connecting shaft of the first PTO operating connection extends orthogonally to the first output drive shaft, and alternatively or additionally extends orthogonally to the first motor shaft. This connecting shaft may extend, for example, in the longitudinal direction of the work machinery. The connecting shaft may extend, for example, in the transverse direction of the vehicle, which may correspond to the axial direction of the first output drive shaft, at the center of the work machinery. For example, the first differential transmission may be positioned to the left of the connecting shaft, and the first motor may be positioned to the right of the connecting shaft. For example, in a top view of the work machinery, the first PTO operating connection passes through the first output drive shaft, the second output drive shaft, and alternatively or additionally through the connection between the first motor shaft and the first differential transmission. For example, the first power take-off (PTO) connection is guided below and through the output drive shaft. The typically large-diameter output drive element in the work machinery can be provided with sufficient mounting space there, and also ensures sufficient ground clearance, resulting in a compact design. The axial range of the first motor can be defined by its rotor, and alternatively or additionally by its stator. The first rotor and alternatively or additionally the first stator can be arranged on one side of the first PTO connection in the lateral direction of the vehicle or in the direction along the axial range of the output drive shaft, and the differential transmission can be arranged on the opposite side of the PTO connection in the lateral direction of the vehicle or in the direction along the axial range of the two output drive shafts. The first differential lock can be arranged, for example, on the side of the differential transmission opposite to the first electric motor.

[0012] The second power take-off (PTO) motor shaft can be mechanically and operably connected to a pumping device. The pumping device can be designed, for example, to supply pressure to the working hydraulic system of the machine. The pumping device may also include several pumps, one of which is designed, for example, to supply pressure to the working hydraulic system of the machine, and another pump is designed to supply pressure to a steering force assist system. Therefore, the PTO motor can also drive the pumping device and, for example, allow pressure to be supplied to the hydraulic system. The drivetrain may also have additional electric motors for driving additional pumping devices. These additional pumping devices can be designed, for example, to supply pressure to a steering hydraulic system, a hydraulic switching element, and alternatively or additionally a gear lubrication system. Pressure can also be supplied to the working hydraulic system via a motor separate from the PTO motor.

[0013] The first output drive shaft can be operably connected to the first output drive element, for example, via a planetary gear set or a spur gear stage. This means that an additional gear ratio can be provided there. Similarly, the second output drive shaft can be operably connected to the second output drive element via a planetary gear set or a spur gear stage. For example, such a planetary gear set can be arranged within the assigned output drive element.

[0014] A rotationally fixed connection between two elements is understood to refer to a connection where the two elements are substantially rigidly connected to each other for all intended states. This also includes frictionally engaged connections, which can cause intentional or unintentional slippage. Elements permanently connected by rotational fixing can exist, for example, as separate elements permanently connected to each other by rotational fixing or as a single piece.

[0015] The connection between two elements via another element can mean that this other element involves an indirect operational connection between the two elements. For example, the element can be arranged in the force flow between the two elements. The connection between two elements via two or more elements can mean that these additional elements all involve an indirect operational connection between the two elements. A switchable connection allows torque to be transmitted between the two elements in one state, for example, by a rigid connection, and substantially interrupts the torque transmission in another state. For this purpose, a corresponding switching element can be provided between the two elements. For example, if the two elements can be connected in a rotationally fixed manner, then the two elements can be connected to each other in a rotationally fixed manner via a switching element. If the two elements can be mechanically operably connected, then the two elements can be connected, for example, via a switching element for torque transmission.

[0016] Planetary gear sets are designed, for example, as negative or positive planetary gear sets. The sun gear, planet carrier, and ring gear of a planetary gear set form, for example, its rotating elements. Each planetary gear set may have one or more planet gears rotatably attached to the planet carrier. For example, each planet gear of a planetary gear set meshes with the sun gear and ring gear of the planetary gear set. Except as specified herein, each planetary gear set may have no rotating elements. The axis of rotation of the planetary gear set may correspond to the axis of rotation of the rotating elements.

[0017] In one embodiment of the drivetrain, the drivetrain may be specified to have an all-wheel switching element and a second axle mechanism. The first motor shaft may be mechanically and operably connected to the second axle mechanism by means of the all-wheel switching element. This means that the second axle, having, for example, two output drive elements, can be driven by the first motor. This means that all-wheel drive can be provided with minimal effort. An all-wheel operating connection from the first motor shaft to the second output drive shaft may be connected between the first motor and the differential transmission in the axial direction of the first output drive shaft to either the first or second output drive shaft. For example, a spur gear or bevel gear of the all-wheel operating connection may be arranged in the axial direction of the first output drive shaft between the first motor and the differential transmission on the first or second output drive shaft. The all-wheel operating connection may have, for example, a connecting shaft, a spur gear stage, a bevel gear stage, and alternatively or additionally, the all-wheel switching element, for example, to transmit torque from the first axle mechanism to the second axle mechanism. An all-wheel operating connection may be provided as an alternative to or supplement to the first power take-off operating connection. The large-diameter output drive components typically found in the aforementioned machinery can be installed there with sufficient space and also ensure adequate ground clearance, resulting in a compact design.

[0018] In one embodiment of the transmission system, the all-wheel operating connection may be specified to have a bevel gear stage and a spur gear stage. As a result, a simple means can be used to provide the cross connection. For example, the bevel gear stages may connect two shafts at a 90° angle relative to each other.

[0019] The first bevel gear of the bevel gear stage can be permanently connected to the first motor shaft in a rotationally fixed manner. The second bevel gear of the bevel gear stage can be permanently connected to the spur gear of the spur gear stage in a rotationally fixed manner. The design of the connection can be simple here. For example, the spur gear stage can pass under the first output drive shaft.

[0020] Alternatively, the first spur gear of the spur gear stage can be permanently connected to the first motor shaft in a rotationally fixed manner. The second spur gear of the spur gear stage can be permanently connected to the bevel gear of the bevel gear stage in a rotationally fixed manner. This design can result in a reduction in speed on the bevel gear during operation. Furthermore, this can lead to easier installation, for example via pins on the second planetary carrier. Additionally, the teeth of the first spur gear can be manufactured more easily due to the smaller diameter. For example, the bevel gear stage, another spur gear stage, or the shaft can pass under the first output drive shaft.

[0021] In one embodiment of the drivetrain, the second axle mechanism may include at least one of the following components, which may be designed as in the first axle mechanism. For example, the second axle mechanism may include a second motor with a second motor shaft, constructed and connected similarly to the first motor. For example, the second axle mechanism may include a second differential transmission, constructed and connected similarly to the first differential transmission. For example, the second axle mechanism may include a third output drive shaft, having the same axial length as the first output drive shaft. For example, the second axle mechanism may include a fourth output drive shaft, having the same axial length as the second output drive shaft. For example, the axial lengths of the two axle mechanisms may be the same, and they may be selected modularly by choosing two assigned output drive shafts. The second axle mechanism may have a structure similar to or the same as the first axle mechanism. The aforementioned components can be modified modularly, for example, to adapt the wheelbase and power to different work machines. For example, the second axle mechanism may also have a second power take-off (PTO) drive as a component, wherein the second PTO drive is designed similarly to the first PTO drive and can be arranged relative to the second axle mechanism. The second PTO drive may be arranged at the end of the working machine opposite to the first PTO drive. The second PTO drive may be constructed and operatively connected similarly to the first PTO drive. The second PTO drive may have a second PTO motor and a second PTO shaft, the second PTO shaft being driven by the second PTO motor.

[0022] The second axle mechanism can be designed similarly to or analogously to the first axle mechanism, but for example, without a motor. The second axle mechanism can have a third output drive shaft, a fourth output drive shaft, and a second differential transmission. These components can be designed as in the first axle mechanism, thus many of the same components can be used. The first motor shaft can be mechanically operably connected to the third and fourth output drive shafts via the second differential transmission by means of the all-wheel switching element. For example, the first motor shaft can be or be mechanically operably connected to the input shaft of the second differential transmission. In an operably connected configuration, the all-wheel switching element can be omitted, and permanent all-wheel drive can be provided.

[0023] As an alternative, the second axle mechanism has a second electric motor. The second electric motor can be designed similarly to the first electric motor. For example, the same axle mechanism can be modularly installed multiple times in the work machinery. For example, the second motor shaft of the second motor is mechanically operably connected to the input shaft of the second differential transmission. This means that high drive power can be provided at low cost. The all-wheel operating connection can be omitted here. However, an all-wheel operating connection can still be provided for the combined braking of the two axle mechanisms.

[0024] In one embodiment of the drivetrain, the all-wheel operating connection may be specified to be located below the first output drive shaft via the first output drive shaft and, alternatively or additionally, the second output drive shaft. "Below" may be defined by the vertical direction of the vehicle. Alternatively or additionally, the all-wheel operating connection may be located below the first power take-off operating connection via the first power take-off operating connection.

[0025] In one embodiment of the drivetrain, the first axle mechanism may be configured to have a modular construction, wherein at least one of the following components may be modularly interchangeable to adapt to the working machinery. For example, each modular interchangeable component may have at least two variations. The first output drive shaft and alternatively or additionally the second output drive shaft may be interchangeable, for example, to adapt to the wheelbase. Thus, for example, the variations may have different lengths. The connection from the first output drive shaft to the first output drive element and alternatively or additionally the connection from the second output drive shaft to the second output drive element are interchangeable. This means that different gear ratios can be provided to adapt to the driving speed range of the working machinery. Furthermore, the connection may be steering or non-steering. This means that a steering shaft or a non-steering shaft may be provided. The first differential transmission may be modularly interchangeable, for example, for different gear ratios. Similarly, the second axle mechanism may have a modular construction, wherein equivalent components are modularly interchangeable to adapt to the working machinery.

[0026] In one embodiment of the transmission system, the first sun gear may be permanently connected to the first motor shaft in a rotationally fixed manner. The first sun gear may form, for example, the input shaft of the first differential transmission. The first planetary carrier may be permanently connected to the first output drive shaft in a rotationally fixed manner. The first planetary carrier may form, for example, the first output shaft of the planetary transmission. The second planetary carrier may be fixed to a stationary component, such as a chassis or transmission housing. The second ring gear may be permanently connected to the second output drive shaft in a rotationally fixed manner. The second ring gear may form, for example, the second output drive shaft of the planetary transmission. By appropriately selecting the gear ratio, it is therefore easy to provide the same gear ratio for the two output shafts of the differential transmission, provided, for example, that the working machinery is traveling straight forward and the two output drive elements have the same slip. Furthermore, the first differential lock can therefore be easily integrated.

[0027] In one embodiment of the transmission system, it may be specified that the differential lock is designed to connect the first planetary carrier to the second ring gear in a rotationally fixed manner.

[0028] In one embodiment of the drivetrain, it may be specified that the drivetrain has a first service brake designed to brake the first output drive element. Alternatively or additionally, the drivetrain may have a second service brake designed to brake the second output drive element. This means that the output drive element can be braked independently, thus enabling additional functionality. For example, the two service brakes may be designed as disc brakes or drum brakes on the wheels. Similarly, a third and fourth service brake may be provided in the second axle mechanism, with designs similar to the first and second service brakes.

[0029] In one embodiment of the drivetrain, it may be specified that the drivetrain has a central vehicle brake designed to brake the all-wheel operating connection between the first axle mechanism and the second axle mechanism. This allows all axles to be braked together in a centered manner. This means that more mounting space can be provided between the output drive elements for other components. For example, the all-wheel switching element can be automatically deactivated when the central vehicle brake is operated. However, the all-wheel switching element can also be automatically deactivated at the output drive element when the brake is operated with the service brake alone.

[0030] The drivetrain may have an energy storage device for supplying power to the respective motor. For example, the energy storage device may be centrally located in the longitudinal direction of the vehicle. The energy storage device may be located, for example, in front of the first axle assembly in the longitudinal direction of the vehicle. The energy storage device may be located, for example, between the first axle assembly and the second axle assembly in the longitudinal direction of the vehicle. The energy storage device may be designed as, for example, a battery or a fuel cell.

[0031] The second aspect relates to a working machine. The working machine has a transmission system according to the first aspect. Corresponding advantages and further features can be found in the description of the first aspect, wherein improvements to the first aspect also form improvements to the second aspect, and vice versa. The driving force of the working machine can be electrically provided by means of the transmission system. Attached Figure Description

[0032] Figure 1 A side view of a first embodiment of a working machine with an electric drive system is shown schematically.

[0033] Figure 2 A top view schematically illustrates a second embodiment of a working machine with an electric drive system.

[0034] Figure 3 The differential transmission is shown schematically.

[0035] Figure 4 A first embodiment of the transmission system is schematically shown.

[0036] Figure 5 A second embodiment of the transmission system is schematically shown.

[0037] Figure 6 A top view schematically showing the arrangement of the components of the transmission system.

[0038] Figure 7 A side view schematically showing the arrangement of the components of the transmission system.

[0039] Figure 8 The front axle of the drivetrain is shown schematically.

[0040] Figure 9 The modular structure of the drivetrain is illustrated schematically.

[0041] Figure 10 The modular structure of the drivetrain is illustrated schematically.

[0042] Figure 11 A third embodiment of the transmission system is schematically shown.

[0043] Figure 12 A fourth embodiment of the transmission system is schematically shown.

[0044] Figure 13 The fifth embodiment of the transmission system is shown schematically.

[0045] Figure 14 The sixth embodiment of the transmission system is shown schematically. Detailed Implementation

[0046] Figure 1 A schematic side view of a first embodiment of a work machine designed as a tractor is shown. The work machine has two axles with wheels 10, each wheel 10 being attached to the end of the axle and forming the output drive element of the transmission system. Figure 1 The embodiment shows a first rear axle mechanism 12. A second axle mechanism 14 is shown above. Since the drive motors in the first axle mechanism 12 and optionally the second axle mechanism 14 are arranged coaxially with the assigned wheels 10, there is a large mounting space 16 between the two axle mechanisms 12, 14 in the longitudinal direction of the vehicle and above the second axle mechanism 14 for accommodating the energy storage of the drivetrain.

[0047] Figure 2A top view of a second embodiment of the working machinery designed as a tractor is shown. This differs from the first embodiment in the presence of an additional all-wheel operating connection 18 between the first axle mechanism 12 and the second axle mechanism 14. This means that all-wheel drive can be provided. Therefore, the first axle mechanism 12 can jointly drive the second axle mechanism 14, thus a separate drive motor can provide all-wheel drive. Furthermore, central braking of all wheels 10 is therefore possible.

[0048] Figure 3 A differential transmission 20 is schematically shown, which is used in two axle mechanisms 12, 14 and allows for a space-saving coaxial arrangement. The differential transmission has an input shaft 22, a first output shaft 24, and a second output shaft 26 arranged coaxially with each other. The two output shafts 24, 26 are operatively connected to opposite wheels 10 in the work machinery. The input shaft 22 is driven by a drive motor, which, in the embodiment shown here, is permanently connected to the input shaft 22 in a rotationally fixed manner. The differential transmission has a first planetary gear set 30 with a first sun gear 32, a first planet carrier 34, and a first ring gear 36, and a second planetary gear set 40 with a second sun gear 42, a second planet carrier 44, and a second ring gear 46. A first planetary gear 38 is rotatably attached to the first planet carrier 34 and meshes with the first sun gear 32 and the first ring gear 36. A second planetary gear 48 is rotatably attached to the first planet carrier 44 and meshes with the second sun gear 42 and the second ring gear 46. The first ring gear 36 is permanently connected to the second sun gear 42 in a rotationally fixed manner, wherein these are formed as a single piece by hollow gears having internal and external teeth. Two planetary gear sets 30, 40 are radially stacked, wherein the second planetary gear set 40 is radially arranged outward relative to the first planetary gear set 30. The second planet carrier 44 is fixed to a stationary component. The first planet carrier 34 forms a first output shaft 24 or is permanently connected to the first output shaft in a rotationally fixed manner. The second ring gear 46 forms a second output shaft 26 or is permanently connected to the second output shaft in a rotationally fixed manner. The first sun gear 32 forms an input shaft 22 or is permanently connected to the input shaft in a rotationally fixed manner.

[0049] The differential transmission 20 has a differential lock 50, which is designed as a friction-engaged switching element. The first planetary carrier 34 and the second ring gear 46, and thus the two output shafts 24, 26, can be connected to each other in a rotationally fixed manner by means of the differential lock 50.

[0050] Figure 4A first embodiment of the transmission system for the above-described work machinery is schematically shown. This transmission system has a first axle mechanism 12. The first axle mechanism 12 includes: a first motor 60 having a first motor shaft 62; and a first differential transmission 20 designed to be identical to... Figure 3 The differential transmission 20 is shown; a first output drive shaft 64; a second output drive shaft 66; a first output drive element 68; and a second output drive element 70. The first output drive element 68 forms the right rear wheel 10, and the second output drive element 70 forms the left rear wheel 10. A first motor shaft 62 is mechanically operably connected to the first output drive shaft 64 and the second output drive shaft 66 via the differential transmission 20, wherein the first motor shaft 62 is permanently connected to a first sun gear 32 in a rotationally fixed manner. The first sun gear 32 is permanently connected to the first output drive shaft 64 in a rotationally fixed manner, and a second ring gear 46 is permanently connected to the second output drive shaft 66 in a rotationally fixed manner. The first motor shaft 62, the first output drive shaft 64, and the second output drive shaft 66 are arranged coaxially with each other.

[0051] A first output drive shaft 64 is mechanically operably connected to a first output drive element 68 in a non-hinged manner via another planetary transmission 72. A second output drive shaft 66 is mechanically operably connected to a second output drive element 70 in a non-hinged manner via another planetary transmission 72. The first output drive element 68 can be braked via a first service brake 74, which is connected to the assigned planetary transmission 72 and is designed as a disc brake. The second output drive element 70 can be braked via a second service brake 76, which is connected to the assigned planetary transmission 72 and is designed as a disc brake.

[0052] Figure 4The drivetrain optionally includes an all-wheel switching element 80 and also optionally an all-wheel operating connection 18. Therefore, the first motor shaft 62 can be mechanically and operably connected to the second axle mechanism 14 in a switchable manner. The all-wheel switching element 80 is designed as a multi-disc clutch. The all-wheel operating connection 18 has a spur gear stage 84 and a bevel gear stage 82. The first bevel gear 86 of the bevel gear stage 82 can be permanently connected to the first motor shaft 62 in a rotationally fixed manner. The second bevel gear 88 of the bevel gear stage 82 is permanently connected to the spur gear of the spur gear stage 84 in a rotationally fixed manner. The spur gear stage 84 has a gear 90 that meshes with the spur gear in one axial end region and with another spur gear in the opposite axial end region. This means that the all-wheel operating connection 18 can be easily guided to the second axle mechanism 14 on the first motor shaft 62 in the longitudinal direction of the vehicle. The all-wheel operating connection 18 is arranged between the first motor 60 and the differential transmission 20 in the axial direction of the first axle mechanism 12 and therefore in the lateral direction of the vehicle. The axial direction of the first axle mechanism 12 here corresponds to the axial direction of the first output drive shaft 64.

[0053] Figure 4 The second axle mechanism 14 is not shown. One possible design of the second axle mechanism 14 is... Figure 8 As shown in the diagram, this will be described later.

[0054] The transmission system has a first power take-off (PTO) drive. The PTO drive has a first PTO motor 92 and a first PTO shaft 96, the first PTO motor 92 having a first PTO motor shaft 94. The first PTO motor 92 is arranged in front of the first axle assembly 12 in the longitudinal direction of the vehicle, and the first PTO shaft 96 is arranged behind the first axle assembly 12. This allows for good use of existing installation space. The first PTO shaft 96 protrudes from the rear of the working machinery for connecting the installed implements. The first PTO motor shaft 94 can be mechanically and operably connected to the first PTO shaft 96 via a PTO operating connection 98. The PTO operating connection 98 has several spur gear stages, a planetary gear set 104, a PTO switching element 100, and a connecting shaft. The PTO switching element 100 allows the first PTO motor 92 to be disconnected from the first PTO shaft 96. The first power take-off motor 92 drives the main hydraulic pump 102 via a spur gear stage, wherein the main hydraulic pump 102 can continue to operate due to the power take-off switching element 100 even when the first power take-off shaft 96 is intended to be stationary. The first power take-off operating connection 98 extends orthogonally from the first power take-off motor shaft 94 to the first power take-off shaft 96, and thus extends axially between the first motor 60 and the differential transmission 20 to the first output drive shaft 64. This means that the first power take-off operating connection 98 can pass through the axle mechanism 12 in a space-saving manner.

[0055] The drive arrangement has three additional motors 110, each driving its assigned pump 112. This means that the control hydraulic system, lubrication system, and corresponding switching elements can be pressurized regardless of the drive power and operating power.

[0056] Figure 5 A second embodiment of the transmission system is schematically shown, which differs from the first embodiment only in the design of the all-wheel operating connection 18. Therefore, only these differences will be explained.

[0057] Specifically, the all-wheel operating connection 18 also has a spur gear stage 84 and a bevel gear stage 82, however, they are connected differently. Instead of the bevel gear stage 82, the spur gear stage 84 is now directly connected to the first motor shaft 62. The first spur gear 120 of the spur gear stage 84 is permanently connected to the first motor shaft 62 in a rotationally fixed manner. The second spur gear 122 of the spur gear stage 84 is permanently connected to the bevel gear 124 of the bevel gear stage 82 in a rotationally fixed manner. This means that the speed applied to the bevel gear stage 82 during operation is relatively low.

[0058] Figure 6 A top view showing the possible spatial arrangement of the components and elements of this drive arrangement is shown. Figure 7 A side view shows a possible spatial arrangement of the components and elements of this drive arrangement. Therefore, this spatial arrangement can be used in all embodiments of the transmission system and the working machinery. Arrow 154 indicates... Figure 6 and Figure 7 The forward direction of the machine in the diagram. Figure 6 The connection to the power take-off shaft 96 is only symbolically shown by the arrow. Figure 7 The connection between the power take-off shaft 96 and the power take-off motor 92 is only symbolically shown by the arrow. The power take-off motor 92 is... Figure 7 Not shown in the image. The main hydraulic pump 102 is also not shown. Figure 7 As shown in the image.

[0059] As can be seen, the all-wheel operating connection 18 and the power take-off operating connection 98 are arranged within the axial range of the first axle mechanism 12 between the differential transmission 20 and the first motor 60. The differential lock 50 is arranged on the side of the differential transmission 20 opposite to the first motor 60, wherein a reverse arrangement is also possible. The connection 150 between the first output drive shaft 64 and the first output drive element 68, and the connection 150 between the second output drive shaft 66 and the second output drive element 70, can be modified in a modular manner, which will be explained further below. For example, the connection can be a hinged design, instead of the non-hinged design described above.

[0060] Figure 7The diagram shows both the all-wheel operating connection 18 and the power take-off operating connection 98 passing beneath the axle 160 of the first axle mechanism 12 in the vertical direction of the vehicle. The axle 160 is aligned with the rotational axes of the first output drive shaft 64, the second output drive shaft 66, and the first motor shaft 62. For simplicity, Figure 7 All axles of the first axle mechanism 12 are not shown in the diagram.

[0061] Figure 8 An embodiment of the second axle mechanism 14 is schematically illustrated. It can be seen that the design of the second axle mechanism 14 is almost identical to that according to... Figure 4 The first axle mechanism 12 is identical. Therefore, identical components have the same reference numerals, even if they are designated differently for assignment. In this exemplary embodiment, there is no power take-off drive on the front side, but a second power take-off drive may be provided for the front power take-off shaft. Therefore, the second axle mechanism 14 also has a differential transmission 20, referred to herein as the second differential transmission 20. Additionally, the second axle mechanism 14 has a second motor 60 with a second motor shaft 62. Two output drive elements 68, 70 are each mechanically operably connected to the second differential transmission 20 via a planetary transmission 72. The all-wheel operating connection 18 of the second axle mechanism 14 also extends orthogonally between the second motor 60 and the differential transmission 20 in the lateral direction of the vehicle.

[0062] The two output shafts 64, 66 are also permanently connected, in a rotatable manner, to the two output drive shafts 24, 26 of the differential transmission 20 in the second axle mechanism 14. However, the two output drive shafts 64, 66 are not rigidly connected but hinged to the two output drive elements 68, 70. For this purpose, a joint 160 is arranged in the rotatable fixed connection between the two output drive shafts 64, 66 and the input shaft 22 of the assigned planetary transmission 72. This joint 160 allows the output drive elements 68, 70, or the left and right front wheels 10, to pivot about the axis of the joint 160, which runs in the vertical direction of the vehicle. This allows steering at the front axle. Since a single all-wheel switching element 80 is sufficient to connect the two axle mechanisms 12, 14, no all-wheel switching element 80 is provided adjacent to the second axle mechanism 14.

[0063] Figure 9 and Figure 10 The modular construction is shown. Figure 9 Three variations of the first axle mechanism 12 and the second axle mechanism 14 are shown. Figure 9 At the top, in the first variant 200, the two output drive shafts 64, 66 and the connection portion 150 to the output drive elements 68, 70, which may alternatively or additionally, are relatively short in this axial direction. This means that a drivetrain with a narrow wheelbase can be provided, while the central portion 210 remains the same. Figure 9 The second variant 202 is shown in the middle, in which the two output drive shafts 64, 66 and the connection portion 150, which may alternatively or additionally connect to the output drive elements 68, 70, have a normal length in this axial direction. This means that a drivetrain with a normal track width can be provided, while the central portion 210 remains the same. Therefore, the track width in the first variant 200 is narrower than that in the second variant 202. The axial range of the central portion 210 remains the same. Figure 9 The bottom shows a third variant 204, which has the same wheelbase as the second variant 202. However, the connection 150 from the two output drive shafts 64, 66 to the output drive elements 68, 70 has a joint 160 in each case, similar to... Figure 8 The second axle mechanism 14 is located in the machine. This allows for modular selection of which axles of the machine are steered. For example, rear axle steering can also be provided as an alternative to or supplement to front axle steering. To have sufficient mounting space for the joint 160, the relatively short output drive shafts 64, 66 of the first variant 200 can be used, for example. This means that the number of variant components can be reduced again.

[0064] Figure 10 This illustrates how a modular design can be used in this work machinery. The figure shows a first axle mechanism 12 with a power take-off drive and therefore a power take-off shaft 96. The first axle mechanism 12 may optionally have a joint 160 for rear-wheel steering, and is therefore shown in dashed lines. A second axle mechanism 14 may be coupled to the first axle mechanism 12 via an optional all-wheel operating connection 18 and also has the joint 160.

[0065] Figure 11 A narrow-track variant or first variant 200 of the first axle mechanism 12, as a third embodiment of this drivetrain, is schematically shown. The third embodiment of this drivetrain differs from the first embodiment only in the design of the braking system and the lengths of the two output drive shafts 64, 66. Therefore, only these differences are explained, and the rest use the same reference numerals. Furthermore, the optional motor 110 and pump 112 are not included. Figure 11 As shown in the image.

[0066] In the third embodiment, the two service brakes 74 and 76 are omitted. Instead, the drivetrain has a central central brake 300, which is designed to brake the all-wheel operating connection 18 between the first axle mechanism 12 and the second axle mechanism 14. The all-wheel operating connection 18 is at least permanently connected to one of the two axle mechanisms 12 and 14, wherein the central central brake 300 acts on the corresponding axle. Furthermore, when the central central brake 300 is activated, the all-wheel switching element 80 is automatically deactivated. This means that the central central brake 300 acts on the rear and front axles and all output drive elements 68 and 70. Due to the central central brake 300, less axial mounting space is required in the two axle mechanisms 12 and 14, so the central portion 210 can have a wide wheelbase design, although the wheelbase is relatively small.

[0067] Figure 12 A fourth embodiment of the drivetrain is schematically shown. This fourth embodiment differs from the first embodiment only in that the all-wheel operating connection 18 is omitted. Furthermore, both the first axle mechanism 12 and the second axle mechanism 14 are shown, and their arrangement on the frame 400 of the work machinery is illustrated using dashed lines. In one embodiment, the frame 400 also forms a housing for the central portion 210.

[0068] Figure 13 A fifth embodiment of the drivetrain is schematically illustrated. This fifth embodiment differs from the first embodiment in the design of the first power take-off (PTO) operating connection 98. The PTO switching element 100 is now arranged on the PTO motor 92 in the longitudinal direction of the vehicle relative to the first axle mechanism 12, but rather on the PTO shaft 96. Furthermore, the number of spur gears for the operable connections between the PTO motor shaft 94 and the main hydraulic pump 102 is reduced. The central gear of the spur gear stage connecting them is permanently connected, in a rotationally fixed manner, to the axle extending below the first axle mechanism 12 in the longitudinal direction of the vehicle. This axle is no longer connected to the PTO shaft 96 via a planetary gear set 104, but rather via a single spur gear stage. The axial position of the PTO switching element 100 in the rear of the vehicle's longitudinal direction allows the fuel tank to be arranged in the front region. Since a hollow shaft design is no longer required for the all-wheel operating connection 18, component complexity can be reduced. Furthermore, increased efficiency is possible due to the fewer tooth engagement points. Additionally, the lower gear ratio can cause the PTO shaft 96 to overspeed.

[0069] Furthermore, in the fifth embodiment, the planetary transmission 72 is designed differently, with one of the two output drive elements 68, 70 mechanically and operably connected to the second differential transmission 20 via the planetary transmission 72. A stepped planetary gear is now provided instead of a planetary transmission with a single tooth. This stepped planetary gear has a first tooth that meshes only with the sun gear. The stepped planetary gear has a second tooth that meshes only with the ring gear and has a smaller effective diameter than the first tooth. Given the same radial diameter, this design of the planetary transmission 72 can have a larger gear ratio. In the fifth embodiment, as in the second embodiment or... Figure 5 In this way, a separate connection part for the entire wheel operation is formed.

[0070] Figure 14 A sixth embodiment of the transmission system is schematically illustrated. This sixth embodiment differs from the fifth embodiment in the design of the operating connection between the power take-off motor shaft 94 and the main hydraulic pump 102. In the sixth embodiment, the operating connection is not provided by three spur gears as in the fifth embodiment, where the central spur gear meshes with both the motor-side and pump-side spur gears. Instead, this operating connection is provided by four spur gears, where two of these four gears mesh with each other, and the two spur gears at the center of the power flow are permanently connected to each other in a rotationally fixed manner. In the fifth embodiment, the number of spur gears is smaller, thus resulting in higher efficiency in driving the main hydraulic pump 102. In the sixth embodiment, the radial mounting space requirement for the operating connection with the main hydraulic pump 102 is smaller, and axial offset can be easily provided. Furthermore, considering the small mounting space requirement, a high gear ratio can be provided for driving the main hydraulic pump 102.

[0071] Figure Labels 10. Front and rear wheels 12 First Axle Mechanism 14 Second Axle Mechanism 16 installation spaces 18 All-wheel operation connection parts 20-speed differential transmission 22 input axes 24 First Output Shaft 26 Second Output Shaft 30, 40, 104 planetary gear sets 32 First Sun Gear 34 First Planetary Carrier 36 First Ring Gear 38 First Planetary Gear 42 Second Sun Gear 44 Second Planet Carrier 46 Second Ring Gear 48 Second Planetary Gear 50 differential lock 60 and 110 motors 62 motor shaft 64 First output drive shaft 66 Second Output Drive Shaft 68 First output drive element 70 Second Output Drive Element 72 Planetary Gearbox 74, 76, 300 service brakes 80 All-wheel switching components 82 bevel gear stage 84 spur gear stage 86, 88, 124 bevel gears 90 gears 92 power take-off motor 94 power take-off motor shaft 96 power take-off shaft 98 Power Take-off Operation Connection Part 100 power take-off switching element 102 main hydraulic pump 112 pump 120 First spur gear 122 Second spur gear 150, 152 connecting parts 154 arrows 160 Axle / Connector Variants 200, 202, and 204 210 Central Section 400 frame.

Claims

1. A transmission system for a working machine, wherein, The transmission system has a first axle mechanism (12) and a first power take-off drive. The first axle mechanism (12) includes a first motor (60), a first differential transmission (20), a first output drive shaft (64), a second output drive shaft (66), a first output drive element (68), and a second output drive element (70). The first motor (60) includes a first motor shaft (62). The first power take-off driver includes a first power take-off motor (92) and a first power take-off shaft (96), wherein the first power take-off motor (92) includes a first power take-off motor shaft (94). The first motor shaft (62) is mechanically and operably connected to the first output drive shaft (64) and the second output drive shaft (66) via the differential transmission (20). The first motor shaft (62) and the first output drive shaft (64) are arranged coaxially. The first output drive shaft (64) is mechanically and operably connected to the first output drive element (68). The second output drive shaft (66) is mechanically and operably connected to the second output drive element (70). The first differential transmission (20) includes a first differential lock (50), a first planetary gear set (30), and a second planetary gear set (40). The first planetary gear set (30) includes a first sun gear (32), a first planet carrier (34), and a first ring gear (36). The second planetary gear set (40) includes a second sun gear (42), a second planet carrier (44), and a second ring gear (46). The first ring gear (36) is permanently connected to the second sun gear (42) by rotational fixation, and the two planetary gear sets (30, 40) are radially stacked. The first power take-off motor shaft (94) can be mechanically and operably connected to the first power take-off shaft (96). The first power take-off operation connection (98) extends transversely from the first power take-off motor shaft (94) to the first power take-off shaft (96) in the axial direction of the first output drive shaft (64) between the first motor (60) and the differential transmission (20).

2. The transmission system according to claim 1, characterized in that, The transmission system has an all-wheel switching element (80) and a second axle mechanism (14). The first motor shaft (62) can be mechanically and operably connected to the second axle mechanism (14) by means of the all-wheel switching element (80). The all-wheel operation connection (18) from the first motor shaft (62) to the second output drive shaft (66) is connected to the first output drive shaft (64) in the axial direction between the first motor (60) and the differential transmission (20).

3. The transmission system according to claim 2, characterized in that, The all-wheel operation connection (18) passes below the first output drive shaft (64).

4. The transmission system according to claim 2 or 3, characterized in that, The all-wheel operation connection (18) has a bevel gear stage (82) and a spur gear stage (84). The first bevel gear (86) of the bevel gear stage (82) is permanently connected to the first motor shaft (62) in a rotationally fixed manner, and The second bevel gear (88) of the bevel gear stage (82) is permanently connected to the spur gear of the spur gear stage (84) in a rotationally fixed manner.

5. The transmission system according to claim 2 or 3, characterized in that, The all-wheel operation connection (18) has a bevel gear stage (82) and a spur gear stage (84). The first spur gear (120) of the spur gear stage (84) is permanently connected to the first motor shaft (62) in a rotationally fixed manner, and The second spur gear (122) of the spur gear stage (84) is permanently connected to the bevel gear (124) of the bevel gear stage (82) in a rotationally fixed manner.

6. The transmission system according to any one of claims 2 to 5, characterized in that, The second axle mechanism (14) has at least one of the following components: - A second motor (60) having a second motor shaft (62), the second motor (60) being constructed and connected in a similar manner to the first motor (60); - A second differential transmission (20), which is constructed and connected in a similar manner to the first differential transmission (20); - A third output drive shaft having the same axial length as the first output drive shaft (64); as well as - A fourth output drive shaft having the same axial length as the second output drive shaft (66).

7. The transmission system according to any one of the preceding claims, characterized in that, The first axle mechanism (12) has a modular construction, wherein at least one of the following components can be interchanged in a modular manner to adapt to the working machinery: - The first output drive shaft (64); - The second output drive shaft (66); - The connection portion (150) from the first output drive shaft (64) to the first output drive element (68) and the connection portion (152) from the second output drive shaft (66) to the second output drive element (70); and - The first differential transmission (20).

8. The transmission system according to any one of the preceding claims, characterized in that, The first sun gear (32) is permanently connected to the first motor shaft (62) in a rotationally fixed manner. The first planetary carrier (34) is permanently connected to the first output drive shaft (64) by rotational fixation. The second planetary carrier (44) is fixed to the stationary component, and The second ring gear (46) is permanently connected to the second output drive shaft (66) in a rotationally fixed manner.

9. The transmission system according to any one of the preceding claims, characterized in that, The differential lock (50) is designed to connect the first planetary carrier (34) to the second ring gear (46) in a rotationally fixed manner.

10. The transmission system according to any one of the preceding claims, characterized in that, The transmission system has a first service brake (74), which is designed to brake the first output drive element (68), and The drivetrain has a second service brake (76) which is designed to brake the second output drive element (70).

11. The transmission system according to any one of claims 2 to 9, characterized in that, The drivetrain has a central vehicle brake (300) designed to brake the all-wheel operating connection (18) between the first axle mechanism (12) and the second axle mechanism (14).

12. A working machine, the working machine having a transmission system according to any one of the preceding claims, characterized in that, The drive force of the machine can be electrically provided through the transmission system.

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