Powershift transmission for an electric travel drive

Abstract

The present invention relates to a powershift transmission (3) for an electric travel drive of a machine. The powershift transmission (3) has a drive (4), an output (5) and a first shifting element (8). Furthermore, the powershift transmission (3) has an intermediate shaft (17) and an input ratio device (23, 27). In addition, the powershift transmission (3) has a first gear ratio device. The drive (4) is mechanically operatively connected to the intermediate shaft (17) via the input ratio device (23, 27). Furthermore, the intermediate shaft (17) can be mechanically operatively connected to the output (5) via the first gear ratio device by actuating the first shifting element (8). The present invention also relates to a travel drive having an electric drive device (7) and such a powershift transmission (3).

Description

[0001] Powershift transmission for an electric drive

[0002] Technical area

[0003] The present invention relates to a powershift transmission for an electric travel drive of a work machine. Furthermore, the present invention relates to a travel drive for a work machine with an electric drive arrangement and such a powershift transmission. Furthermore, the present invention relates to a drive arrangement for a work machine with such a travel drive and a separate work drive.

[0004] State of the art

[0005] Construction machinery drives today are primarily powered by internal combustion engines. Power is typically transmitted via powershift transmissions with hydrodynamic torque converters or continuously variable transmissions. Powershift transmissions often utilize reversing gears with three to six gears. With the electrification of drivetrains, fully electric drives are also being used, which often have two gears and therefore very large gear steps. Due to the large gear steps, high-performance electric motors and powershift transmissions with stringent development requirements are required. The object of the present invention was therefore to provide a powershift transmission for an electric drive of a work machine that requires little development effort and places relatively low demands on the electronic components.

[0006] Description of the invention

[0007] This object is achieved by the powershift transmission claimed in claim 1 for an electric travel drive of a work machine. The work machine can be a construction or agricultural machine. For example, the work machine is a wheel loader or a tractor. In one embodiment, the work machine is a tractor or a forwarder. The work machine can be moved by means of the travel drive. The travel drive can be electrically designed, for example, it can have an electric drive device that can include one or more electric motors. The powershift transmission is designed to be used in such an electric travel drive. By means of the transmission, at least one gear can be shifted between an input and an output. The transmission is designed to be able to shift the at least one gear under load.In addition to the travel drive, the work machine can have a working drive, which can be provided separately from the travel drive. A power take-off drive for a work device of the work machine can be driven by means of the power take-off drive. In one embodiment, the work drive is designed to drive a working hydraulic system, for example a hydraulic pump of the working hydraulic system, via the power take-off drive, via which a work device of the work machine can be hydraulically actuated, for example moved. Alternatively or additionally, the power take-off drive can also drive a power take-off shaft, to which a work device of the work machine can be mechanically connected, for example via a cardan shaft.

[0008] The travel drive and the working drive can be provided in a common housing or alternatively in two different housings. In one embodiment, a single housing is provided, which is formed from separably connected housing sections, in which both the travel drive and the working drive are arranged. The powershift transmission has an input, at which the variable to be translated is fed into the transmission, and an output, at which the variable translated by the transmission is output. The input and the output can be arranged offset relative to one another with their axes parallel to one another. In an alternative embodiment, the input and the output are provided coaxially to one another. The drive can be mechanically operatively connected, for example permanently connected in a rotationally fixed manner, to a drive device, for example the electric drive device of the travel drive described above.The output can be mechanically connected to a drive element of the work machine, for example a wheel or a chain, for example via a transverse and / or longitudinal differential. The powershift transmission has a first shifting element and, in one embodiment, a second shifting element and a third shifting element. In one embodiment, the powershift transmission has only three and no further shifting elements. Furthermore, the powershift transmission has an intermediate shaft which can be arranged axially parallel and spaced from the input and / or the output. The intermediate shaft can be a countershaft. Furthermore, the powershift transmission has an input ratio and a first gear ratio. The transmission can also have a second gear ratio and a third gear ratio.The first gear ratio, the second gear ratio, and the third gear ratio can each provide different gear ratios. The input gear ratio and the gear ratio(s) can each be formed by single- or multi-stage spur gear stages and / or one or more planetary gear stages. Each of the gear ratios and also the input gear ratio can be formed by one or more gear stages, between which one or more shifting elements can be arranged. Accordingly, the actuation of one or more shifting elements may be necessary to provide the input gear ratio and / or one or more of the gear ratios.

[0009] The drive is mechanically operatively connected to the intermediate shaft via the input gear ratio. Furthermore, the intermediate shaft can be mechanically operatively connected to the output via the first gear ratio by actuating the first shifting element. In one embodiment, the intermediate shaft can also be mechanically operatively connected to the output via the second gear ratio by actuating the second shifting element. Furthermore, in one embodiment, the intermediate shaft can be mechanically operatively connected to the output via the third gear ratio by actuating the third shifting element. In other words, in one embodiment, the intermediate shaft can be mechanically operatively connected to the output via one of the three gear ratios by actuating one of the three shifting elements.At the same time, the drive is connected to the intermediate shaft via the input gear ratio, via which a pre-gear ratio can be provided between an electric drive device of the electric drive and the intermediate shaft of the powershift transmission. By providing the input gear ratio, the design of the gear ratio(s) can be at least partially decoupled from the design of the drive device. The input gear ratio can be designed in such a way that a specific drive device and specific gear ratio(s) can be coordinated with one another via the input gear ratio. This allows, for example, the use of identical parts for the gear ratios and shifting elements from a current series of a powershift transmission designed for use in conjunction with an internal combustion engine.More precisely, for example, the shifting elements and the three gear ratios can be completely taken from a powershift transmission for an internal combustion engine, which are series-tested and therefore require significantly less development effort than parts of a new development.

[0010] This allows for a significant reduction in unit costs for the majority of transmission components and thus lower unit costs. Furthermore, it is possible to provide a powershift transmission which, compared to current series production, for example powershift transmissions for combustion engines, is designed to be almost installation-neutral. Such powershift transmissions can also be easily adapted to different applications by once again drawing on tried-and-tested adaptations of the transmission to different applications. Furthermore, the fact that the powershift transmission has three shift elements and therefore three gears means that relatively small gear steps are possible, allowing the use of electric motors and inverters with comparatively low power output. For example, an electric motor can be used which provides speeds of less than 9000 rpm.

[0011] If two elements are mechanically operatively connected, they are directly or indirectly coupled to one another in such a way that a movement of one element causes a reaction in the other element. For example, a mechanical operative connection can be provided by a positive or frictional connection. The mechanical operative connection can correspond to the meshing of corresponding teeth of the two elements. Additional elements, such as one or more spur gear stages, can be provided between the elements. A permanently rotationally fixed connection between two elements, on the other hand, is understood to be a connection in which the two elements are rigidly coupled to one another in all intended states of the transmission. The elements can be present as individual components connected to one another in a rotationally fixed manner or as a single piece.A switching element, such as a clutch or brake, can be used to selectively establish or break a rotationally fixed connection between two elements.

[0012] In one embodiment, the input gear ratio is designed as a reduction gear. This allows the speed of an electric motor mechanically connected to the drive of the powershift transmission to be reduced and the torque to be increased analogously. In one embodiment, the reduction gear can be designed such that a gear ratio is more than 1.5, for example more than 2, in one embodiment approximately 2.3. An input gear ratio designed in this way allows the use of an electric drive device with relatively low performance parameters, which results in low costs and relatively little development effort. In an alternative embodiment, the input gear ratio can also be designed as a speed reduction gear. The powershift transmission can have a first gear shaft, a second gear shaft and a third gear shaft.The three gear shafts can each be arranged parallel and spaced apart from one another. Furthermore, one or more of the gear shafts can be arranged parallel to the input and / or output of the powershift transmission.

[0013] Within the scope of this embodiment, the first gear shaft can be mechanically operatively connected to the intermediate shaft via a first spur gear stage. Furthermore, the first gear shaft can be mechanically operatively connected to the third gear shaft via a second spur gear stage by actuating the first shifting element. The second gear shaft can be mechanically operatively connected to the intermediate shaft via a third spur gear stage. Furthermore, the second gear shaft can be mechanically operatively connected to the third gear shaft via a fourth spur gear stage by actuating the second shifting element. The third gear shaft can be mechanically operatively connected to the second gear shaft via a fifth spur gear stage by actuating the third shifting element. Furthermore, the third gear shaft can be mechanically operatively connected to the output via a sixth spur gear stage. The first gear ratio can be formed by the first, second and sixth spur gear stages.Furthermore, the second gear ratio can be formed by the third, fourth, and sixth spur gear stages. The third gear ratio can in turn be formed by the third, fifth, and sixth spur gear stages. A powershift transmission with gear ratios designed in this way is known, for example, from applications with internal combustion engines. Consequently, a powershift transmission designed in this way can utilize a large number of identical parts from a current series for internal combustion engines, which leads to the advantages described above to a particularly large extent.

[0014] The first, second, third, fourth, fifth, and / or sixth spur gear stages can each be designed as a single-stage spur gear stage. Furthermore, the input gear ratio can also be designed as a single-stage spur gear stage. This provides a powershift transmission with low complexity and relatively little installation space. The first, second, and / or third shifting element can be designed as a frictional shifting element, for example as a multi-plate clutch. By providing frictional shifting elements, a powershift can be implemented in a simple manner. In an alternative embodiment, at least one of the shifting elements, for example all of the shifting elements, is designed as a positive-locking shifting element. As described above, the shifting elements and the gear ratios can be designed for use in a travel drive of a work machine with an internal combustion engine.For example, the shifting elements and gear ratios can be designed for the forces and torques that occur in conjunction with an internal combustion engine. Furthermore, the individual gear pairs of the gear ratios can be configured for speeds that conventionally occur in conjunction with an internal combustion engine. Accordingly, within the scope of this embodiment, a large number of identical parts from an existing series of powershift transmissions for internal combustion engines with the advantages described above can be used. This results in the advantages described above.

[0015] Furthermore, the present invention relates to a drive system for a

[0016] Work machine with an electric drive device, for example an electric motor, and a powershift transmission according to one of the previously described embodiments. The electric drive device can be mechanically operatively connected to the drive of the powershift transmission, for example, be permanently connected for rotation. Furthermore, the present invention relates to a drive arrangement for a work machine with such a travel drive and a separate work drive. The work drive can be provided separately from the travel drive, i.e., it can not have any components that are mechanically operatively connected to the travel drive in order to exchange torque between the drives for actuating the travel and / or work drive. The separate work drive can have a further electric drive device, which can be designed to drive an auxiliary drive for a work device.With regard to the design and advantages of the individual features, reference is made to the above explanations in connection with the powershift transmission.

[0017] As explained above, the travel drive and the working drive can be arranged in a single housing. The housing can have a lower housing section in which the output and, for example, two shift elements can be arranged. The lower housing section can also have a lubricating fluid sump, for example an oil sump, for lubricating the powershift transmission. The lower housing section, for example comprising the lubricant sump, can be designed identically to a lower housing section of a powershift transmission for an internal combustion engine. Thus, a large number of identical parts from an existing series of powershift transmissions for internal combustion engines can be used for the lower housing section, with the advantages described above. The upper housing section, which can be mechanically coupled to the lower housing section, can be newly designed for the electric drive device.For example, the drive, the intermediate shaft and the input gear, one of the switching elements, the electric drive device of the travel drive and / or the separate working drive with the additional electric drive device can be integrated into the upper housing part.

[0018] Furthermore, the present invention relates to the use of a powershift transmission designed for a travel drive of a work machine with an internal combustion engine, having at least one gear, for example three gears, for a travel drive of a work machine with an electric drive device. The powershift transmission can be designed according to one of the embodiments described above. In order to be able to use such a powershift transmission designed for an internal combustion engine for a travel drive with an electric drive device, it may be necessary, within the scope of one embodiment, to remove a reversing assembly of the powershift transmission. Such a reversing assembly may not be necessary within the scope of one embodiment, since such reversing can be provided by reversing the direction of rotation of an electric drive device.Furthermore, the use can include adding an input gear ratio to adapt the powershift transmission to the electric drive unit. Using the input gear ratio, for example, the electric drive unit can be adapted to the shifting elements and gear ratios of the powershift transmission originally designed for an internal combustion engine. Regarding the design and advantages of the individual components, reference is made to the above explanations in connection with the powershift transmission.

[0019] Short description of the characters

[0020] Figure 1 shows a drive system for a work machine with an internal combustion engine and a powershift transmission according to an embodiment of the present invention.

[0021] Figure 2 shows a drive arrangement for a work machine with a travel drive which has an electric drive device and a powershift transmission, as well as a separate work drive for driving a secondary drive for a work device.

[0022] Detailed description of embodiments

[0023] Figure 1 shows a travel drive 2' for a work machine according to one embodiment of the present invention. The travel drive 2' comprises a powershift transmission 3' with an input 4' and an output 5. The input 4' of the powershift transmission 3' is mechanically connected to an internal combustion engine 7' via a torque converter 6'. A torque of the internal combustion engine 7' can therefore be transmitted via the torque converter 6' and the powershift transmission 3' to the output 5 of the travel drive 2'. In the present embodiment, the work machine is a wheel loader. The powershift transmission 3' comprises a first shifting element 8, a second shifting element 9, and a third shifting element 10, all of which are designed as friction-engaging multi-plate clutches.The first shifting element 8 is arranged coaxially with a first gear shaft 11, the second shifting element 9 coaxially with a second gear shaft 12, and the third shifting element 10 coaxially with a third gear shaft 13. In a vertical direction H of the powershift transmission 3', the first shifting element 8 is provided at the upper end, the output 5 at the lower end, and the drive 4' substantially centrally. Between the drive 4' and the output 5, the second shifting element 9 and the third shifting element 10 are arranged in this order in the vertical direction H.

[0024] In addition, the powershift transmission 3' in the present embodiment comprises a reversing assembly 14', which is provided in the vertical direction H of the powershift transmission 3' between the first gear shaft 11 and the second gear shaft 12. The reversing assembly 14' comprises a forward shaft 15' with a first forward shifting element 16* arranged coaxially thereto, and an intermediate shaft 17 with a second forward shifting element 18* arranged coaxially thereto. In addition, the reversing assembly 14* comprises a reverse shaft 19* with a reverse shifting element 20' arranged coaxially thereto. In the vertical direction H, the intermediate shaft 17 with the second forward shifting element 18* and the reverse shaft 19* with the reverse shifting element 20* are arranged between the first gear shaft 11 and the drive 4'.The first forward shaft 15* with the first forward shifting element 16*, however, is provided in the vertical direction H between the drive 4' and the second gear shaft 12. In the axial direction A of the powershift transmission 3', the first shifting element 8, the second forward shifting element 18*, the reverse shifting element 20', the first forward shifting element 16*, the second shifting element 9, and the third shifting element 10 are arranged essentially in the same axial position.

[0025] A fixed gear 21' is arranged on the first forward shaft 15*, which meshes with a counter gear 22 provided on the second gear shaft 12 in a permanently rotationally fixed manner to form a forward spur gear stage. In addition, a first fixed gear 23' is permanently provided on the drive 4', which meshes with an idler gear 24' arranged coaxially to the reverse shaft 19*. By actuating the reverse switching element 20', the idler gear 24' can be connected in a rotationally fixed manner to the reverse shaft 19*. The first fixed gear 23' on the drive 4' further meshes with an idler gear 25' provided coaxially to the forward shaft 15*, which can be connected in a rotationally fixed manner to the forward shaft 15' by actuating the first forward switching element 16*. On the reverse shaft 19', a fixed gear 26' is provided, which meshes with a counter gear 27 provided on the intermediate shaft 17 in a permanently rotationally fixed manner in order to form a reverse spur gear stage.In addition, the powershift transmission 3' comprises a second fixed gear 28' provided on the drive 4', which meshes with a loose gear 29' provided coaxially to the intermediate shaft 17, which can be connected in a rotationally fixed manner to the intermediate shaft 17 by actuating the second forward shift element 18*.

[0026] Furthermore, a fixed gear 30 is provided on the intermediate shaft 17, which meshes with a counter gear 31 provided on the first gear shaft 11 in a permanently rotationally fixed manner, to form a first spur gear stage 30, 31. Furthermore, an idler gear 32 is provided on the first gear shaft 11, which meshes with a fixed gear 33 provided on the third gear shaft 13 in a permanently rotationally fixed manner, to form a second spur gear stage 32, 33. The idler gear 32 can be permanently connected to the first gear shaft 11 in a rotationally fixed manner by actuating the first shifting element 8. Furthermore, the counter gear 27 provided on the intermediate shaft 17 meshes with the counter gear 27 provided on the second gear shaft

[0027] 12 permanently provided counter gear 22 to form a third spur gear stage 27, 22. Coaxial to the second gear shaft 12 is an idler gear 34, which meshes with the fixed gear 33 on the third gear shaft 13 to form a fourth spur gear stage 34, 33. By actuating the second switching element 9, the idler gear 34 is rotatably connected to the second gear shaft 12. In addition, the fixed gear 22 provided on the second gear shaft 12 meshes with a coaxial to the third gear shaft

[0028] 13 to form a fifth spur gear stage 22, 25. The idler gear 35 can be connected in a rotationally fixed manner to the third gear shaft 13 by actuating the third shift element 10. Furthermore, the fixed gear 33 provided on the third gear shaft 13 meshes with a counter gear 36 to form a sixth spur gear stage 33, 36. The counter gear 36 is permanently connected in a rotationally fixed manner to the output 5 of the powershift transmission 3'.

[0029] The intermediate shaft 17 is therefore mechanically operatively connected to the output 5 by actuating the first shifting element 8 via a first gear ratio, namely the first spur gear stage 30, 31, the second spur gear stage 32, 33, and the sixth spur gear stage 33, 36. Furthermore, the intermediate shaft 17 is mechanically operatively connected to the output 5 by actuating the second shifting element 9 via a second gear ratio, namely the third spur gear stage 27, 22, the fourth spur gear stage 34, 33, and the sixth spur gear stage 33, 36. In addition, the intermediate shaft 17 can be mechanically connected to the output 5 by actuating the third shift element 10 via a third gear ratio, namely the third spur gear stage 27, 22, the fifth spur gear stage 22, 35 and the sixth spur gear stage 33, 36.The reversing assembly 14' can provide two different forward gears, namely the first forward shifting element 16' and the second forward shifting element 18', as well as one reverse gear via the reverse shifting element 20'. The gears of the reversing assembly 14', i.e. the two forward gears and the one reverse gear, can be combined with the gear ratios provided by the first shifting element 8, the second shifting element 9, and the third shifting element 10 to provide a variety of driving ranges in both the forward and reverse directions.

[0030] Figure 2 shows a drive arrangement 1 for a work machine according to one embodiment of the present invention. The drive arrangement 1 has a travel drive 2 with a powershift transmission 3 and a separate work drive 40. In the present embodiment, the work drive 40 is provided completely separately from the travel drive 2, which means that no torque is exchanged between these two drives 2, 40. In addition to the powershift transmission 3, the travel drive 2 comprises an electric drive device 7, which in this case is designed as an electric motor. In the vertical direction H of the drive arrangement 1, the travel drive 2 and the work drive 40 are arranged one above the other. In the present embodiment, the travel drive 2 and the work drive 40 are provided in a common housing.The powershift transmission 3 is identical to the powershift transmission 3' described in connection with Figure 1, with the exception of the differences described below. The same reference numerals identify the same elements.

[0031] Thus, the powershift transmission 3 of Figure 2 also includes the intermediate shaft 17, which is mechanically operatively connected to the first gear shaft 11 via the first spur gear stage 30, 31. The idler gear 32 can also be connected in a rotationally fixed manner to the first gear shaft 11 via the first shifting element 8. The idler gear 32 also meshes with the counter gear 33 to form the second spur gear stage 32, 33. Furthermore, the counter gear 27 provided on the intermediate shaft 17 meshes with the counter gear 22 provided permanently in a rotationally fixed manner on the second gear shaft 12 to form the third spur gear stage 27, 22. The idler gear 34 can also be connected in a rotationally fixed manner to the second gear shaft 12 via the second shifting element 9. The idler gear 34 also meshes with the counter gear 33 on the third gear shaft 13 to form the fourth spur gear stage 34, 33.Furthermore, the counter gear 22 meshes with the idler gear 35 on the third gear shaft 13, which is non-rotatably connected to the third gear shaft 13 via the third shift element 10. This forms the fifth spur gear stage 22, 35. The fixed gear 33, permanently provided on the third gear shaft 13, in turn meshes with the counter gear 36 to form the sixth spur gear stage 33, 36. The counter gear 36 is also permanently non-rotatably connected to the output 5.

[0032] Consequently, in the powershift transmission 3 according to Figure 2, the intermediate shaft 17 can also be mechanically operatively connected to the output 5 by actuating the first shifting element 8 via the first gear ratio. Furthermore, the intermediate shaft 17 can be mechanically operatively connected to the output 5 via the second gear ratio by actuating the second shifting element 9. Furthermore, the intermediate shaft 17 can be mechanically operatively connected to the output 5 via the third gear ratio by actuating the third shifting element 10.

[0033] In contrast to the embodiment of Figure 1, the embodiment according to Figure 2 does not have a reversing assembly 14', so that the first forward shift element 16' including the first forward shaft 15', the second forward shift element 18' and the reverse shift element 20' including the reverse shaft 19* are omitted. This also eliminates the fixed gears 23' and 28' provided on the drive 4' as well as the loose gears 24', 25' and 29'. The fixed gear 26' provided on the reverse shaft 19' and the fixed gear 21' provided on the forward shaft 15' are also omitted. The torque converter 6' is also omitted. Instead, the powershift transmission 3 of Figure 2 has a drive 4 which is permanently connected in a rotationally fixed manner to the electric motor 7. On the drive 4, a fixed gear 23 is provided, which meshes with the counter gear 27 provided on the intermediate shaft 17 in a permanently rotationally fixed manner in order to form an input transmission 23, 27.The input gear ratio 23, 27 is designed as a reduction gear in order to adapt the powershift transmission 3' designed for an internal combustion engine 7' for use with an electric motor 7. By providing the input gear ratio 23, 27, the powershift transmission 3', with the exception of its reversing assembly 14', can be used without any other adaptations for the drive 2 from Figure 2 having an electric motor 2.

[0034] In addition to the travel drive 2, the drive assembly 1 of Figure 2 includes the above-described working drive 40. The working drive 40 has a further electric drive device 41, which is designed as a separate electric motor. A power take-off drive 43 for driving a working device, for example, a hydraulic pump of a working hydraulic system, is connected to the electric motor 41 via a spur gear stage 42.

[0035] In the present embodiment, the travel drive 2' from Figure 1 has a lower housing part in which an oil sump of the powershift transmission 3' is provided. The second gear shaft 12 including the second shifting element 9, the third gear shaft 13 including the third shifting element 10, and the output 5 are arranged in the lower housing part. The first gear shaft 11 and the first shifting element 8, among other things, are provided in an upper housing part. In the present embodiment, the lower housing part, including the oil sump provided therein, is adopted from the travel drive 2' for the powershift transmission 3 of the travel drive 2 with electric motor 7. The electric motor 7 and the working drive 40 are integrated in a new upper housing part, which, together with the lower housing part, forms the housing of the drive arrangement 1.Accordingly, within the scope of the present embodiment, a travel drive 2 with an electric motor 7 can be provided which is based on a large number of identical parts, since the shift elements 8, 9, 10 as well as the components for forming the first, second and third gear ratios can be used without any adaptation being necessary. At the same time, by providing three gears, a relatively small gear step can be provided, which leads to relatively low speeds at the clutches 8, 9 and 10 and the electric motor 7. By adapting gear pairs in the first, second and / or third gear ratios, adaptations for different applications can in turn be implemented in a simple manner. When adapting the gear pairs, adaptations that have already been implemented in the travel drive 2' with an internal combustion engine can be used.As a result, a drive system 2 with electric motor 7 can be provided which has a low development risk and low unit costs.

[0036] Reference symbol

[0037] 1 drive arrangement

[0038] 2', 2 drive units

[0039] 3', 3 powershift transmissions

[0040] 4', 4 drive

[0041] 5 downforce

[0042] 6' torque converter

[0043] 7', 7 drive device

[0044] 8, 9, 10 switching element

[0045] 11 , 12, 13 gear shaft

[0046] 14' reversing assembly

[0047] 15', 19' forward or reverse shaft

[0048] 16', 18', 20' forward or reverse switching element

[0049] 17 Intermediate shaft

[0050] 21 ', 23', 26', 28' fixed gear

[0051] 24', 25', 29' loose wheel

[0052] 30, 31 first spur gear stage

[0053] 32, 33 second spur gear stage

[0054] 27, 22 third spur gear stage

[0055] 34, 33 fourth spur gear stage

[0056] 22, 35 fifth spur gear stage

[0057] 33, 36 sixth spur gear stage

[0058] 23, 27 Input translation

[0059] 40 Working drive

[0060] 41 additional electric drive devices

[0061] 42 spur gear stage

[0062] 43 Power take-off

[0063] H Altitude direction

[0064] A axial direction

Claims

Patent claims 1. Powershift transmission (3) for an electric travel drive (2) of a work machine, wherein the powershift transmission (3) has a drive (4), an output (5), a first shifting element (8), an intermediate shaft (17), an input ratio (23, 27) and a first gear ratio (30, 31, 32, 33, 36), wherein the drive (4) is mechanically operatively connected to the intermediate shaft (17) via the input ratio (23, 27) and the intermediate shaft (17) can be mechanically operatively connected to the output (5) via the first gear ratio (30, 31, 32, 33, 36) by actuating the first shifting element (8).

2. Powershift transmission (3) according to claim 1, characterized in that the transmission (3) has a second shifting element (9), a third shifting element (10), a second gear ratio (27, 22, 34, 33, 36) and a third gear ratio (27, 22, 35, 33, 36), wherein the intermediate shaft (17) can be mechanically operatively connected to the output (5) via the second gear ratio (27, 22, 34, 33, 36) by actuating the second shifting element (9), and the intermediate shaft (17) can be mechanically operatively connected to the output (5) via the third gear ratio (27, 22, 35, 33, 36) by actuating the third shifting element (10).

3. Powershift transmission (3) according to claim 1 or 2, characterized in that the input transmission ratio (23, 27) is designed as a reduction ratio.

4. Powershift transmission (3) according to claim 2 or 3, characterized in that the powershift transmission (3) has a first gear shaft (11), a second gear shaft (12) and a third gear shaft (13), wherein the first gear shaft (11) is mechanically operatively connected to the intermediate shaft (17) via a first spur gear stage (30, 31), the first gear shaft (11) is mechanically operatively connected to the third gear shaft (13) via a second spur gear stage (32, 33) by actuating the first shifting element (8), the second gear shaft (12) is mechanically operatively connected to the intermediate shaft (17) via a third spur gear stage (27, 22), the second gear shaft (12) is mechanically operatively connected to the third gear shaft (13) via a fourth spur gear stage (34, 33) by actuating the second shifting element (9), the third gear shaft (13) via a fifth spur gear stage (22, 35) is mechanically operatively connected to the second gear shaft (12) by actuating the third switching element (10) and the third gear shaft (13) is mechanically operatively connected to the output (5) via a sixth spur gear stage (33, 36), wherein the first gear ratio (30, 31, 32, 33, 36) is formed by the first (30, 31), the second (32, 33) and the sixth spur gear stage (33, 36), the second gear ratio (27, 22, 34, 33, 36) is formed by the third (22, 27), the fourth (34, 33) and the sixth spur gear stage (33, 36) and the third gear ratio (27, 22, 35, 33, 36) is formed by the third (22, 27), the fifth (22, 35) and the sixth spur gear stage (33, 36) is formed.

5. Powershift transmission (3) according to one of the preceding claims, characterized in that the shifting element (8) is designed as a frictional shifting element.

6. Powershift transmission (3) according to one of the preceding claims, characterized in that the shifting element (8) and the gear ratio (30, 31, 32, 33, 36) are designed for use in a travel drive (2') of a work machine with an internal combustion engine (7').

7. Travel drive (2) for a work machine with an electric drive device (7) and a powershift transmission (3) according to one of the preceding claims, wherein the electric drive device (7) is mechanically operatively connected to the drive (4) of the powershift transmission (3).

8. Drive arrangement (1) for a work machine with a travel drive (2) according to claim 7 and a separate work drive (40), wherein the separate work drive (40) has a further electric drive device (41) for driving an auxiliary drive (43) for a work device.

9. Use of a powershift transmission (3') designed for a travel drive (2') of a work machine with an internal combustion engine (7') with at least one gear for a travel drive (2) of a work machine with an electric drive device (7).

10. Use according to claim 9, characterized in that the use comprises removing a reversing assembly (14') of the powershift transmission (3') and adding an input gear ratio (23, 27) to adapt the powershift transmission (3') to the electric drive device (7).

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