Drive device for a tractor

Abstract

A drive device (1) for a tractor is proposed, which has: a first drive train (2) for driving a secondary driven part (4) of a couplable attachment device and / or for driving a pump driven part (5) of at least one hydraulic pump (P1, P2, P3, P4); a second drive train (3), wherein the second drive train (3) has a vehicle transmission (G3), wherein the vehicle transmission (G3) has at least one transmission driven part (8) for driving at least one vehicle axle (7); a first electric machine (EM1); and a second electric machine (EM2), wherein the first electric machine (EM1) is coupled and / or can be coupled in drive technology to the first drive train (2), and the second electric machine (EM2) is coupled and / or can be coupled in drive technology to the second drive train (3).

Description

Field of the Invention

[0001] The present invention relates to a drive device for a tractor. Background Art

[0002] For driving a tractor, especially a farm tractor, electrified drives are known which provide a drive torque, especially for at least one vehicle axle and / or a secondary driven part, via a power-split transmission (e.g. a CVT transmission).

[0003] The document DE 102016204727 A1, which may represent the closest prior art, discloses a continuously variable power-split transmission for a vehicle, wherein the transmission is arranged to connect a drive machine arranged on the input side to a driven output shaft at least indirectly via a transmission input shaft. The transmission includes an electrical variator having a first electric machine and a second electric machine for continuously adjusting the transmission ratio and for implementing at least one driving range, wherein the first electric machine is connected at least indirectly to a first sun gear of a stepped planetary gear set and the second electric machine is connected at least indirectly to a first ring gear of the stepped planetary gear set. The output shaft can be coupled at least indirectly to a second sun gear of the stepped planetary gear set, wherein the transmission input shaft is connected non-rotationally relative to the planet carrier of the stepped planetary gear set. Furthermore, the stepped planetary gear set has a plurality of stepped wheels rotatably supported on the planet carrier, wherein each stepped wheel has a first planetary gear stage and a second planetary gear stage, wherein the first planetary gear stage meshes with the first ring gear and the first sun gear, and wherein the second planetary gear stage meshes at least with the second sun gear. Summary of the Invention

[0004] The object of the present invention is to provide a drive device of the type mentioned at the beginning, which is characterized by a compact structure and which, moreover, enables different energy supplies.

[0005] This object is solved according to the invention by a drive device for a tractor according to the invention. Advantageous embodiments are obtained from the drawings and / or the description.

[0006] The subject matter of the present invention is a drive device which is constructed and / or suitable for a tractor. In particular, the drive device is for driving a tractor and for transferring energy to at least one attachment device which can be coupled and / or is coupled to the tractor.

[0007] The drive device has a first transmission system. In particular, the first transmission system is used to transmit energy to the consumer of the tractor and / or at least one attachment device. The first transmission system has at least one or exactly one secondary driven part, in particular a power take-off shaft, which is configured and / or suitable for driving an attachment device that can be coupled to the tractor. In particular, the secondary driven part forms a mechanical drive source for the attachment device. At least one secondary driven part can be selectively arranged on the front side or the rear side of the tractor. Optionally, the first transmission system can have additional secondary driven parts, with one secondary driven part arranged on the front side of the tractor and the additional secondary driven part arranged on the rear side of the tractor. The attachment device can be an attachment device towed or carried by the tractor or a stationary attachment device, and the attachment device can be driven and / or driven via the secondary driven part at the same time.

[0008] Alternatively or optionally additionally, the first transmission system has a pump driven part, which is configured and / or suitable for driving at least one or exactly one hydraulic pump. In particular, the hydraulic pump forms a hydraulic drive source for the attachment device. For example, the pump is configured as a particularly variable lift pump for this purpose. Alternatively, the hydraulic pump or optionally an additional hydraulic pump forms a steering pump for hydraulic steering assistance. Alternatively, the hydraulic pump or optionally an additional hydraulic pump forms a particularly variable transmission pump for power transmission. Alternatively, the hydraulic pump or optionally an additional hydraulic pump forms a particularly variable or constant system pressure pump. Alternatively, the system pressure pump can also be implemented as an electric pump that can operate independently of the pump driven part.

[0009] The drive device has a second transmission system. In particular, the second transmission system is used to drive the tractor. The second transmission system has a vehicle transmission, in particular a manual transmission, which is particularly used to transfer the driving torque to the driven wheels of the tractor. The vehicle transmission has at least one or exactly one transmission driven part, which is configured and / or suitable for driving at least one or exactly one vehicle axle. In particular, the vehicle axle is the driven rear axle of the tractor or alternatively the driven front axle.

[0010] The drive device has a first motor and a second motor. In particular, both motors are configured as rotary motors. Preferably, both motors have motor shafts, and the two motors are mechanically connected and / or can be connected to the drive device via the motor shafts.

[0011] It is proposed within the scope of the present invention that the first motor is coupled and / or can be coupled to the first transmission system in terms of drive technology, and the second motor is coupled and / or can be coupled to the second transmission system in terms of drive technology. In particular, the drive device has at least one power controller for the first motor and the second motor. At least one power controller is particularly used to control the operation of the two motors. In particular, both motors have integrated power electronics as power controllers.

[0012] The advantages of the present invention lie particularly in that a drive architecture is proposed by means of two electric motors, and the drive architecture enables different energy supplies. By means of two electric motors, two transmission systems can also be operated independently of each other in terms of transmission, so that the two transmission systems can be designed in a simple and space-saving manner. Therefore, a drive device is proposed which provides the necessary structural space for power electronics, energy supply, etc. while maintaining standard interfaces.

[0013] In a preferred embodiment of the present invention, it is provided that the drive device has an internal combustion engine, in particular an internal combustion engine, especially a diesel engine. The internal combustion engine is preferably used to form a hybrid drive. For this purpose, the internal combustion engine is operatively connected to one of the two electric motors, and the corresponding electric motor can operate in generator mode to generate electrical energy.

[0014] In particular, the internal combustion engine and the two electric motors together form a series hybrid drive. Here, the electric motor operatively connected to the internal combustion engine is configured as a generator, and the other electric motor is configured as an electric motor, and the electric motor is powered by the electrical energy generated during the generator operation of the generator.

[0015] Alternatively, it can be provided that the internal combustion engine and the operatively connected electric motor form a parallel hybrid drive. Here, the electric motor operatively connected to the internal combustion engine can operate both as a generator and as an electric motor. The internal combustion engine and the electric motor in motor operation act together on the associated transmission system, and electrical energy is provided during the generator operation of the other electric motor.

[0016] In a preferred embodiment, it is provided that the first electric motor is at least configured as a generator and the second electric motor is configured as an electric motor. The first transmission system can be driven by and / or via the internal combustion engine, and the first electric motor configured as a generator is operatively connected to the internal combustion engine, in particular indirectly and / or in terms of transmission technology. In particular, the internal combustion engine and the first electric motor form a hybrid drive for the first transmission system, especially a diesel-electric drive. The second transmission system can be driven by and / or via the electric motor. In particular, the second electric motor forms an electric drive for the second transmission system. During the generator operation of the first electric motor, electrical energy is provided for the second electric motor configured as an electric motor and / or other consumers. Therefore, a drive device is proposed which has the characteristics of a particularly efficient drive architecture due to the electric drive of the tractor and the hybrid drive of the auxiliary driven part or pump driven part.

[0017] In an alternative embodiment, it is provided that the first electric machine is configured as an electric motor and the second electric machine is configured as a generator. The second drive train can be driven by and / or drives an internal combustion engine, wherein the second electric machine configured as a generator is operatively connected to the internal combustion engine, in particular indirectly and / or in a drive-technical manner. In particular, the internal combustion engine and the second electric machine form a hybrid drive for the second drive train, in particular a diesel-electric drive. The first drive train can be driven by and / or drives an electric motor. In particular, the first electric machine forms an electric drive for the first drive train. During generator operation of the second electric machine, electrical energy is provided for the first electric machine configured as an electric motor and / or other consumers. Thus, a drive device is proposed which, due to the hybrid drive of the tractor and the electric drive of the secondary driven part or the pump driven part, has the characteristics of an alternative drive architecture.

[0018] In an alternative design of the invention, it is provided that the first electric machine is configured as and / or suitable for generating a first driving torque and the second electric machine is configured as and / or suitable for generating a second driving torque, each as an electric motor. Here, the first drive train can be driven by and / or drives the first electric machine configured as an electric motor, and the second drive train can be driven by and / or drives the second electric machine configured as an electric motor. In particular, the first electric machine thus forms an electric drive for the first drive train, and the second electric machine forms an electric drive for the second drive train. Thus, a drive device is proposed which, due to the electric drive of the tractor and the secondary driven part or the pump driven part, has the characteristics of a pure-electric drive framework, which also releases more structural space due to the omission of the internal combustion engine.

[0019] In another implementation, it is provided that the drive device has an energy supply unit, which is configured and / or suitable for storing and / or providing electrical energy. For this purpose, the first motor and the second motor are connected to the energy supply unit in terms of power supply technology. In particular, the energy supply unit includes at least one or exactly one energy storage, preferably an accumulator. Preferably, at least one energy storage has the following functions: supplying electrical energy to the motor configured as an electric motor during the motor operation of at least one such motor, and / or receiving and / or storing electrical energy during the generator operation of at least one motor configured as a generator. In particular, when both motors are configured as electric motors, the energy storage can supply electrical energy to both electric motors and / or be charged by regeneration of at least one of the two electric motors. Alternatively or additionally, the energy supply unit includes an energy converter, preferably a fuel cell. Preferably, the energy converter has the function of supplying electrical energy to the motor(s) configured as (an) electric motor(s) and / or the energy storage. Alternatively or additionally, the energy supply unit can have an external energy supply interface, such as a cable connection. Preferably, the external energy supply interface has the function of supplying electrical energy to the motor(s) configured as (an) electric motor(s).

[0020] In a first possible design, it is provided that the first powertrain and the second powertrain are separated from each other in terms of transmission. In particular, the two powertrains are arranged parallel to each other in the tractor. Preferably, the two powertrains are driven and / or can be driven independently of each other.

[0021] In an alternative design, it is provided that the first powertrain and the second powertrain are connected and / or can be connected to each other in terms of transmission via a vehicle transmission, such that the driving torques of the first powertrain and the second powertrain can be added. Preferably, power splitting is achieved by the connection of the first powertrain and the second powertrain in terms of transmission. In particular, the two powertrains are mechanically connected to each other via at least one transmission stage. Optionally, the two powertrains can be coupled to each other via a clutch device for power splitting and decoupled from each other for direct drive.

[0022] In a preferred embodiment, it is provided that the vehicle transmission has a vehicle transmission input shaft for connecting to a second electric machine, a vehicle transmission output shaft for forming at least one transmission output member, and first and second clutch devices. In particular, the vehicle transmission input shaft is formed by or is non-rotatably coupled and / or can be coupled to the motor shaft of the second electric machine. In particular, at least one vehicle transmission output shaft is connected in drive technology to the vehicle axle transmission of the vehicle axle, in particular to the differential transmission of the vehicle axle. The two vehicle transmission shafts are preferably arranged parallel to each other in terms of their axes. Particularly preferably, the vehicle transmission is configured as a dual-clutch transmission. Here, the first clutch device is assigned to the vehicle transmission input shaft, and the second clutch device is assigned to the vehicle transmission output shaft. In particular, the driving torque transmitted to the vehicle transmission input shaft is selectively transmitted to the vehicle transmission output shaft via one of the clutch devices. For example, the two clutch devices are configured as load-switchable and / or force-locking clutches, in particular as diaphragm clutches.

[0023] According to this embodiment, the clutch half of the first clutch device has a first toothing section, and the clutch half of the second clutch device has a second toothing section. In particular, the first toothing section and / or the second toothing section is configured as an end-face toothing arranged on the respective clutch half or a gear non-rotatably connected to the respective clutch half, in particular a cylindrical gear. Here, the first toothing section is connected in transmission technology to the vehicle transmission output shaft via at least one or exactly one transmission stage, and the second toothing section is connected in transmission technology to the vehicle transmission input shaft via at least one or exactly one further transmission stage. In particular, the first toothing section forms an input interface into the first sub-transmission of the vehicle transmission configured as a dual-clutch transmission, and the second toothing section forms an input interface into the second sub-transmission.

[0024] In the improved solution, it is provided that the vehicle transmission has a planetary transmission, and the planetary transmission has a sun gear, a ring gear, a planet carrier, and a plurality of planet gears rotatably supported on the planet carrier. In particular, the planetary transmission is arranged coaxially with the output shaft of the vehicle transmission. Preferably, the sun gear is configured as a stepped hollow gear, and the output shaft of the vehicle transmission is guided through the sun gear. The sun gear has a sun gear section and a first cylindrical gear section. In particular, the sun gear is configured as a stepped gear, where the sun gear section is formed by the first stage of the stepped gear and the first cylindrical gear section is formed by the second stage of the stepped gear. Alternatively, the sun gear section and the first cylindrical gear section can be formed by separate gears connected against relative rotation to each other. To form a planetary stage, the sun gear section meshes with the planet gears, and to form a first cylindrical gear stage, the first cylindrical gear section meshes with the first tooth section of the first clutch device. In particular, the planetary stage and the first cylindrical gear stage have different transmission ratios, such that the first gear stage is formed by the planetary stage and the second gear stage is formed by the first cylindrical gear stage.

[0025] In another embodiment, it is provided that the vehicle transmission has a first switching element and a second switching element. In particular, the first switching element and / or the second switching element is configured as a force-locking switching element, especially as a friction clutch, or as a form-locking switching element, especially as a dog clutch. The two switching elements can each move between a release position and a switching position. In particular, the two switching elements are arranged axially movable and rotationally fixed in the circumferential direction on the output shaft of the vehicle transmission. The first switching element is rotationally fixed to the planet carrier in the switching position, such that in the closed state of the first clutch device, the torque path extends from the input shaft of the vehicle transmission via the planetary stage, especially via the planet carrier, to the output shaft of the vehicle transmission. The second switching element is rotationally fixed to the first cylindrical gear section in the switching position, such that in the closed state of the first clutch device, the torque path extends from the input shaft of the vehicle transmission via the first cylindrical gear stage to the output shaft of the vehicle transmission. In particular, one of the two switching elements is selectively in the switching position, while the other switching element is in the idling position. Thus, in the closed state of the clutch device, one of the two gear stages can be selected via the switching element.

[0026] In another embodiment, it can be provided that the first powertrain has a transmission gearing which is configured and / or suitable for transmitting the drive torque of, in particular, an internal combustion engine and / or a first electric machine to a secondary driven part and / or a pump driven part. In particular, the transmission gearing is configured as a cylindrical gear gearing. The transmission gearing has at least one or exactly one transmission gearing input shaft which is configured and / or suitable for coupling to the first electric machine. Optionally, the transmission gearing has a further transmission gearing input shaft which is configured and / or suitable for coupling to the internal combustion engine. In particular, the transmission gearing input shaft is coupled and / or can be coupled to the first electric machine in terms of drive technology, and the further transmission gearing input shaft is coupled and / or can be coupled to the internal combustion engine in terms of drive technology. Preferably, the two transmission gearing input shafts are connected to one another in terms of transmission via at least one or exactly one transmission gearing stage.

[0027] In a parallel hybrid drive, the first electric machine and the internal combustion engine act together on the first powertrain via the transmission gearing. In particular, the transmission gearing input shaft is thus used to transmit the drive torque to the first powertrain during motoring operation of the first electric machine.

[0028] In a series hybrid drive, the drive torque generated by the internal combustion engine is transmitted or converted via the transmission gearing to an electric machine configured as a generator. In particular, the transmission gearing input shaft is thus used to transmit the drive torque to the first electric machine during generator operation of the first electric machine, such that the transmission gearing input shaft assumes the function of an output shaft.

[0029] Particularly preferably, the transmission gearing has a transmission gearing output shaft for forming a secondary driven part, and has at least one or exactly one further transmission gearing output shaft for forming a pump driven part. In particular, the transmission gearing input shaft and / or the further transmission gearing input shaft are connected to the transmission gearing output shaft and / or the further transmission gearing output shaft in terms of transmission via at least one or exactly one further transmission gearing stage. Preferably, the transmission gearing output shaft forms a transmission gearing input part for the secondary driven part leading into a further transmission gearing (in particular a PTO gearing). Preferably, the further transmission gearing output shaft is operatively connected to one or more pumps such that at least one pump is driven during transmission of the drive torque. In particular, the transmission gearing has a plurality of further transmission gearing output shafts for forming further pump driven parts for further pumps. In particular, the further transmission gearing input shaft and the transmission gearing output shaft are formed by a common shaft such that both rotate at the same speed about a common axis of rotation.

[0030] In a possible improvement, it is provided that the first drive train has a gear section and the ring gear has an external tooth section. In particular, the gear section is connected to the output shaft of the transmission drive in a rotationally fixed manner. Preferably, the gear section is arranged between the transmission drive and another transmission drive, especially in a further torque path. For example, the gear section is configured as a separate gear, preferably a cylindrical gear. Alternatively, the gear section is configured as a tooth section formed, in particular, on the output shaft of the transmission drive.

[0031] According to this embodiment, it is provided that the gear section of the first drive train engages and / or can be brought into engagement with the external tooth section of the ring gear. In particular, the gear section is used to connect the two drive trains in terms of transmission. The ring gear can rotate about the output shaft of the vehicle drive, so that the gear section meshes with the ring gear when the first electric machine and / or the internal combustion engine is operating. In the switching position of the first switching element, a further torque path extends from the first drive train via the gear section to the planetary gear set. In particular, the planetary gear set thus serves as an additive transmission, in which the (multiple) power of the first electric machine and / or the internal combustion engine and the second electric machine is combined. Optionally, a fixing device, for example a further switching element and / or a further clutch device, can be provided, which is configured and / or suitable for fixing the ring gear. Thus, in the switching position of the first switching element, the fixing device can selectively switch the second drive train between power splitting and direct electric drive. In particular, the first drive train and the second drive train can be selectively connected or separated from each other in terms of transmission via the fixing device. The efficiency can be significantly improved, especially in the first gear stage, by power splitting.

[0032] In another embodiment, it is provided that the input shaft of the vehicle transmission has a second spur gear section. In particular, the second spur gear section is arranged in the torque path in front of the first clutch device, so that in particular in the disengaged state of the first clutch device, the second spur gear section is driven by the input shaft of the vehicle transmission. Preferably, the second spur gear section is formed by a spur gear that is non-rotatably connected to the input shaft of the vehicle transmission. However, alternatively, the second spur gear section can also be formed by a spur gear profile that is correspondingly formed on the input shaft of the vehicle transmission. To form the second spur gear stage, the second spur gear section engages with the second tooth section of the second clutch device, so that in the closed state of the second clutch device, the torque path extends from the input shaft of the vehicle transmission via the second spur gear stage to the output shaft of the vehicle transmission. In particular, the planetary stage and the two spur gear stages have different transmission ratios, so that a total of three different gear stages are formed. In particular, one of the two clutch devices is selectively closed, while the other clutch device is disengaged. Therefore, one of the three gear stages can be selected depending on the two clutch devices and the two switching elements. Optionally, it can be provided that the vehicle transmission has a third spur gear stage for forming additional gear stages, and the additional gear stages can be selected via additional switching elements.

[0033] In another embodiment of the present invention, it is provided that the vehicle transmission has an additional transmission output for driving at least one or exactly one additional vehicle axle. In particular, the additional vehicle axle is the front axle of a tractor. The additional vehicle axle is connected to the additional transmission output via an additional clutch device, so that the additional vehicle axle is driven in the closed state of the additional clutch device and is not driven in the disengaged state of the additional clutch device. In particular, all-wheel drive for the tractor is achieved in the closed state of the additional clutch device. Preferably, the additional clutch device is configured as a load-switchable and / or force-locking clutch, in particular a diaphragm clutch.

[0034] In an improved embodiment, it is provided that the output shaft of the vehicle transmission has an additional cylindrical gear section and the clutch half of the additional clutch device has an additional tooth section. In particular, the additional cylindrical gear section and / or the additional tooth section are configured as gears, in particular cylindrical gears, or as corresponding face tooth sections. The additional cylindrical gear section and the additional tooth section engage with each other to form an additional cylindrical gear stage. In particular, in the closed state of the first clutch device or the second clutch device, the torque path is divided via the output shaft of the vehicle transmission, wherein one partial torque path extends on the transmission driven part to a vehicle axle, preferably configured as a rear axle, while the other partial torque path extends on another transmission driven part via the additional cylindrical gear stage and the additional clutch device to another vehicle axle configured as a front axle.

[0035] Optionally, a further subject matter of the invention relates to a tractor having a drive device as described above. In particular, the tractor is configured as an agricultural tractor, in particular a tractor. Preferably, an electric drive or a diesel-electric drive is implemented by the drive device. Description of the Drawings

[0036] The features, advantages and functions of the invention result from the following description of preferred embodiments of the invention. Herein:

[0037] Figure 1 Schematic illustration of the drive device of a tractor as an embodiment of the invention;

[0038] Figure 2a , Figure 2b Showing the Figure 1 in two different switching states;

[0039] Figure 3 in the same illustration as Figure 2a , Figure 2b showing the vehicle transmission in another switching state;

[0040] Figure 4 Schematic illustration of a transmission device as an alternative embodiment of the invention;

[0041] Figure 5 Schematic illustration of the vehicle transmission of the drive device in FIG. 2 in a switching state. Detailed Description

[0042] Figure 1The drive device 1 for a tractor (not shown) is shown in a highly schematic illustration as an embodiment of the present invention. For example, the tractor is configured as a tractor. The drive device has a first powertrain 2 and a second powertrain 3, wherein the first powertrain 2 and the second powertrain 3 are separated from each other in terms of transmission.

[0043] Current solutions for electric drives are only conditionally applicable to different energy supplies on tractors, such as diesel engines or batteries, and cannot be adopted without major adaptations. In addition, the structural space required by current methods is significantly higher than the structural space in currently used tractor transmissions, so that it is only very difficult to integrate an electric drive into existing tractor concepts. The high structural space requirements are accompanied by a high complexity of the transmission system with multiple planetary gear sets and switching elements. For example, methods for single-wheel drives require new vehicle concepts and are very expensive in the early stages because only a part of the drive is implemented electrically, while the main part remains conventional in the medium term.

[0044] According to the present invention, a drive device 1 is proposed which enables different energy supplies, provides a standard interface to current tractor drives, and in addition provides the required structural space for, for example, power electronics without exceeding the current installation space limits of standard transmissions. The following refers to Figure 1 Describe this drive device 1.

[0045] The first powertrain 2 is used to supply energy to different consumers of the tractor. For this purpose, the first powertrain 2 has a secondary driven part 4 for driving work devices that can be mechanically coupled or coupled to or stationary with respect to the tractor, and a pump driven part 4 for driving a plurality of pumps P1, P2, P3, P4. In addition, the first powertrain 2 has an internal combustion engine VM shown only schematically and a first electric machine EM1 including power electronics, which are operatively connected to each other via a transmission gear G1. For example, the internal combustion engine VM is configured as a diesel engine and the first electric machine EM1 is configured as a generator and / or an electric motor. For example, the transmission gear G1 is configured as a cylindrical gear transmission.

[0046] The transmission drive G1 has a transmission drive output shaft EW1 for connecting to the first electric motor EM1, a further transmission drive output shaft EW2 for connecting to the internal combustion engine VM, a transmission drive output shaft AW1 for forming the secondary driven part 4, and further transmission drive output shafts AW2, AW3 for forming the pump driven part 5. The transmission drive G1 has a drive wheel AR1 and a further drive wheel AR2, wherein the two drive wheels AR1, AR2 engage with each other to form a transmission stage. Herein, the drive wheel AR1 is non-rotatably connected to the first electric motor EM1 via the transmission drive input shaft EW1, and the further drive wheel AR2 is non-rotatably connected to the internal combustion engine VM via the further transmission drive input shaft EW2. In particular, the further transmission drive input shaft EW2 and the transmission drive output shaft AW1 form a common shaft, and the further drive wheel AR2 is non-rotatably arranged on this shaft. Thus, the further transmission drive input shaft EW2 and the transmission drive driven shaft AW1 are driven at the same rotational speed.

[0047] In the generator operation of the first electric motor EM1, the first electric motor is driven via the internal combustion engine VM, wherein the driving torque generated by the internal combustion engine VM is transmitted to the first electric motor EM1 via the transmission drive stage. Thereby, the first electric motor EM1 configured as a generator is driven and generates electrical energy, which is stored in the energy supply unit 6, for example, in a storage battery.

[0048] Optionally, in the motor operation of the first electric motor EM1, additional auxiliary driving torque can be generated by the first electric motor EM1, wherein the first electric motor EM1 configured as an electric motor is supplied with electrical energy by the energy supply unit 6. The internal combustion engine VM and the first electric motor EM1 can act together on the powertrain EM1 here, thereby implementing a parallel hybrid drive.

[0049] The transmission drive G1 has a driven wheel BR1, which engages with the further drive wheel AR2 via an intermediate wheel ZR. The driven wheel BR1 is non-rotatably arranged on the further transmission drive output shaft AW2 and forms, together with it, for example, the pump driven part 5 for the main pump P1, the lubrication pump and / or the cooling pump P2, and the steering pump P3. In addition, the transmission drive G1 has a further driven wheel BR2, which engages with the drive wheel AR1. The further driven wheel BR2 is non-rotatably arranged on the further transmission drive output shaft AW3 and forms, together with it, the pump driven part 5 for, for example, the constant transmission pump P3.

[0050] Furthermore, the first driveline 2 has a further transmission gearing G2 for transmitting the drive torque acting on the output shaft AW1 of the transmission gearing to the secondary driven part 4. For example, the further transmission gearing G2 is configured as a PTO gearing. The further transmission gearing G2 has a drive hollow wheel AH1 and a further drive hollow wheel AH2, wherein the output shaft AW1 of the transmission gearing is coaxially guided through the two drive hollow wheels AH1, AH2. The output shaft AW1 of the transmission gearing is selectively non-rotatably coupled via a first coupling element KE1 to one of the two drive hollow wheels AH1, AH2.

[0051] The two drive hollow wheels AH1, AH2 engage with a stepped intermediate wheel SR1 having different transmission ratios. Furthermore, the further transmission gearing G2 has a further stepped intermediate wheel SR2, wherein the stepped intermediate wheel SR1 engages with the further stepped intermediate wheel SR2 via exactly one stage. Furthermore, the further transmission gearing G2 has a driven hollow wheel BH1 and a further driven hollow wheel BH2, wherein the secondary driven shaft NW is coaxially guided through the two driven hollow wheels BH1, BH2 to form the secondary driven part 4. The two driven hollow wheels BH1, BH2 each engage with a further stepped intermediate wheel SR1 having different transmission ratios. The secondary driven shaft NW is selectively non-rotatably coupled via a second coupling element KE2 to one of the two driven hollow wheels BH1, BH2, such that depending on the coupling positions of the first and second coupling elements KE1, KE2, the output torque can be transmitted from the output shaft AW1 of the transmission gearing to the secondary driven shaft NW in four different transmission stages.

[0052] The second driveline 3 serves to drive the tractor. For this purpose, the second driveline 3 has a driven vehicle axle 7, preferably a rear axle, which is drivably connected via a vehicle gearing G3 to a second electric machine EM2 including power electronics. The second electric machine EM2 is configured as an electric motor, wherein an energy supply unit 6 supplies electrical energy to the second electric machine EM2.

[0053] The vehicle gearing G3 has a vehicle gearing input shaft EW which is drivably coupled to the second electric machine EM2. For example, the vehicle gearing input shaft EW is configured as the motor shaft of the second electric machine EM2. The vehicle gearing G3 has a vehicle gearing output shaft AW which forms a gearing driven part 8 for the vehicle axle 7 and a gearing driven part 9 for a further, not shown vehicle axle.

[0054] The vehicle transmission G3 is configured as a dual-clutch transmission, wherein the vehicle transmission G3 has first and second clutch devices K1, K2 for coupling the second electric machine EM2 at least to the vehicle axle 7. The two clutch devices K1, K2 are each configured as diaphragm clutches, wherein the first clutch device K1 is assigned to the input shaft EW of the vehicle transmission, and the second clutch device K2 is assigned to the output shaft AW of the vehicle transmission. Here, the outer diaphragm carrier of the first clutch device K1 is non-rotatably connected to the input shaft EW of the vehicle transmission, and the outer diaphragm carrier of the second clutch device K2 is non-rotatably connected to the output shaft AW of the vehicle transmission.

[0055] The vehicle transmission G3 has a planetary gear set 10, which has a ring gear HR, a sun gear SR, a planet carrier PT, and a plurality of planet gears PR rotatably supported on the planet carrier PT. The planetary gear set 10 is arranged coaxially with the output shaft AW of the vehicle transmission, wherein the sun gear SR is configured as a stepped hollow gear, and the output shaft AW of the vehicle transmission is guided through the sun gear SR. The sun gear SR has a sun gear section SA and a first cylindrical gear section SA2, wherein the planet gears PR engage on the one hand with the ring gear HR fixed to the housing and on the other hand with the sun gear section SA to form a planetary stage. The inner diaphragm carrier of the first clutch device K1 has a first tooth section VA1, which engages with the first cylindrical gear section SA1 to form a first cylindrical gear stage. For example, the first tooth section VA1 is formed by an end face tooth section arranged on the inner diaphragm carrier of the first clutch device K1.

[0056] The vehicle transmission G3 has first and second switching elements SE1, SE2, wherein the two switching elements SE1, SE2 are axially movable on the output shaft AW of the vehicle transmission between a switching position and a release position and are arranged non-rotatably relative to each other in the circumferential direction. The first switching element SE1 is used to non-rotatably couple the planet carrier PT to the input shaft AW of the vehicle transmission. The second switching element SE2 is used to non-rotatably couple the sun gear SR, in particular the first cylindrical gear section SA1, to the output shaft AW of the vehicle transmission.

[0057] The input shaft EW of the vehicle transmission has a second cylindrical gear section SA2 and the inner diaphragm carrier of the second clutch device K2 has a second tooth section VA2, wherein the second cylindrical gear section SA2 and the second tooth section VA2 engage with each other to form a second cylindrical gear stage. Thus, the vehicle transmission G3 configured as a dual-clutch transmission has two cylindrical gear stages and a planetary stage with different transmission ratios, respectively.

[0058] At the location of the transmission output 8, the vehicle transmission output shaft AW is transmission-connected to a differential transmission 11, in particular a rear axle differential, wherein the differential transmission 11 distributes the drive torque of the second electric machine EM2 to two wheels 12a, b, in particular to the rear wheels.

[0059] A further vehicle axle can be coupled to the vehicle transmission output shaft AW via a further clutch device K3, in particular for implementing an all-wheel drive. For this purpose, the further clutch device K3 is designed as a further multi-disk clutch. At the location of the further transmission output 9, the vehicle transmission output shaft AW has a further spur gear section SA3, wherein the clutch half of the further clutch device K3 has a further toothing section VA3. The further spur gear section SA3 and the further toothing section VA3 mesh with each other to form a further spur gear stage.

[0060] Figure 2a , Figure 2b and Figure 3 The torque curves of the first drive train 3 for different switching states of the vehicle transmission G3 are shown. Depending on the switching states of the two shifting elements SE1, SE2 and the two clutch devices K1, K2, a total of three different gear stages with different transmission ratios can be obtained. Optionally, a third shifting element (not shown) and a third spur gear stage (not shown) can be supplemented for a fourth gear stage with a fourth transmission ratio.

[0061] exist Figure 2a In the operating state of the second electric machine EM2, the vehicle transmission G3 is shifted, for example, in the first gear stage. For this purpose, the first clutch device K1 is closed and the second clutch device K2 is open, wherein the first shift element SE1 is arranged in the shift position and the second shift element SE2 is arranged in the release position. In this case, the vehicle transmission input shaft EW is coupled to the planetary transmission 10 via the first clutch device K1 and the sun gear SR, wherein the planet carrier PT is connected to the vehicle transmission output shaft AW in a rotationally fixed manner via the first shift element SE1. In the operating state of the second electric machine EM2, the torque path M1 therefore extends from the vehicle transmission input shaft EW via the first clutch device K1, the first spur gear stage and the planetary stage to the vehicle transmission output shaft AW, wherein the torque path M1 is divided into a first partial torque path TM1 in the direction of the transmission output 8 and a second partial torque path TM2 in the direction of the further transmission output 9. The second partial torque path TM2 here extends via a further spur gear stage to the further clutch device K3, wherein by closing the further clutch device K3, a further vehicle axle can be switched for all-wheel drive.

[0062] exist Figure 2bIn this case, the vehicle transmission G3 is switched to the second gear stage. For this purpose, the first clutch device K1 is disengaged and the second clutch device K2 is engaged, where the two switching elements SE1, SE2 are each arranged in the released position. Here, the output shaft AW of the vehicle transmission is coupled to the second cylindrical gear section SA2 via the second clutch device K2. In the operating state of the second electric machine EM2, the torque path M1 thus extends from the input shaft EW of the vehicle transmission via the second cylindrical gear stage and the second clutch device K2 to the output shaft AW of the vehicle transmission, where the torque path M1 is then divided into a first partial torque path TM1 and a second partial torque path TM2 as described above.

[0063] In Figure 3 In this case, the vehicle transmission G3 is switched, for example, to the second gear stage. For this purpose, the first clutch device K1 is engaged and the second clutch device K2 is disengaged, where the first switching element SE1 is arranged in the released position and the second switching element SE2 is arranged in the switched position. Here, the input shaft EW of the vehicle transmission is coupled to the sun gear SR via the first clutch device K1, where the first stepped gear section SA1 is non-rotatably connected to the output shaft AW of the vehicle transmission via the second switching element SE2. In the operating state of the second electric machine EM2, the torque path M1 thus extends from the input shaft EW of the vehicle transmission via the first clutch device K1 and the first cylindrical gear stage to the output shaft AW of the vehicle transmission, where the torque path M1 is then divided into a first partial torque path TM1 and a second partial torque path TM2 as already described above.

[0064] Figure 4 A highly schematic illustration shows an alternative embodiment of the drive device 1 as already described above in Figure 1 This drive device 1 differs from the embodiment described in Figure 1 in that the first and second powertrains 2, 3 are connected to each other in terms of transmission. For this purpose, the ring gear HR can rotate about the input shaft AW of the vehicle transmission, where the transmission output shaft AW1 has a gear section ZA that meshes with the ring gear HR. For example, the gear section ZA is configured as a cylindrical gear that is non-rotatably connected to the transmission input shaft AW1, and the ring gear HR has an external tooth section on its outer circumference, and the gear section ZA meshes with the ring gear HR via this external tooth section.

[0065] In the first gear stage, SE1 is in the switched position, as shown in Figure 5 which, where the torque path M1 as already in Figure 2aextends to the output shaft AW of the vehicle transmission via the planetary gear set 10 as described. Additionally, a further torque path M2 extends from the output shaft AW1 of the transfer transmission via the gear section ZA to the ring gear HR and thus into the planetary gear set 10. The planetary gear set 10 serves here as an additive transmission, where the torques of the two torque paths M1, M2 are combined in the planetary gear set 10 and transmitted via the switching element SE1 to the output shaft AW of the vehicle transmission or divided into two partial torque paths TM1, TM2. Thereby, power splitting takes place in the first gear stage, where higher efficiency can be achieved in the first gear stage by combining the drive torques of the first driveline 2 and the second driveline 3 or the power of the internal combustion engine VM and / or the first electric machine EM1 and the second electric machine EM.

[0066] List of reference numerals

[0067] 1 drive device

[0068] 2 first driveline

[0069] 3 second driveline

[0070] 4 secondary driven part

[0071] 5 pump driven part

[0072] 6 energy supply unit

[0073] 7 vehicle axle

[0074] 8 transmission driven part

[0075] 9 further transmission driven part

[0076] 10 planetary gear set

[0077] 11 differential transmission

[0078] 12a, b wheels

[0079] AH1 drive hollow wheel

[0080] AH2 further drive hollow wheel

[0081] AW vehicle transmission output shaft

[0082] AW1 transfer transmission output shaft

[0083] AW2 further transfer transmission output shaft

[0084] AW3 further transfer transmission output shaft

[0085] AR1 driven wheel

[0086] AR2 further driven wheel

[0087] BH1 Additional driven hollow wheel

[0088] BH2 Additional driven hollow wheel

[0089] BR1 Driven wheel

[0090] BR2 Additional driven wheel

[0091] EM1 First motor

[0092] EM2 Second motor

[0093] EW Input shaft of vehicle transmission

[0094] EW1 Input shaft of transmission drive

[0095] EW2 Additional input shaft of transmission drive

[0096] G1 Transmission drive

[0097] G2 Additional transmission drive

[0098] G3 Vehicle transmission

[0099] HR Ring gear

[0100] K1 First clutch device

[0101] K2 Second clutch device

[0102] K3 Additional clutch device

[0103] KE1 First coupling element

[0104] KE2 Second coupling element

[0105] M1 Torque path

[0106] M2 Additional torque path

[0107] NW Secondary driven shaft

[0108] P1 Main pump

[0109] P2 Lubrication pump / cooling pump

[0110] P3 Steering pump

[0111] P4 Transmission pump

[0112] PR Planet gear

[0113] PT Planet carrier

[0114] SA Sun gear section

[0115] SA1 First cylindrical gear section

[0116] SA2 Second cylindrical gear section

[0117] SA3 Another cylindrical gear section

[0118] SR Sun gear

[0119] SR1 Step - type hollow wheel

[0120] SR2 Another step - type hollow wheel

[0121] TM1 First part of the torque path

[0122] TM2 Second part of the torque path

[0123] VA1 First tooth section

[0124] VA2 Second tooth section

[0125] VA3 Another tooth section

[0126] VM Internal combustion engine

[0127] ZR Intermediate gear

[0128] ZA Gear section

Claims

1. A drive device (1) for a tractor, the drive device having: a first transmission system (2), wherein, the first transmission system (2) has a secondary driven part (4) for driving a drivably couplable attachment device and / or a pump driven part (5) for driving at least one hydraulic pump (P1, P2, P3, P4), a second transmission system (3), wherein the second transmission system (3) has a vehicle transmission (G3), wherein the vehicle transmission (G3) has at least one transmission driven part (8) for driving at least one vehicle axle (7), a first electric machine (EM1) and a second electric machine (EM2), characterized in that, the first electric machine (EM1) is drivably coupled to the first transmission system (2) in terms of drive technology, and the second electric machine (EM2) is drivably coupled to the second transmission system (3) in terms of drive technology, wherein the vehicle transmission (G3) has a vehicle transmission input shaft (EW) for forming a transmission drive part, a vehicle transmission output shaft (AW) for forming at least one transmission driven part (8), a first clutch device (K1) assigned to the vehicle transmission input shaft (EW), and a second clutch device (K2) assigned to the vehicle transmission output shaft (AW), wherein a clutch half of the first clutch device (K1) has a first tooth section (VA1), wherein the first tooth section (VA1) is connected to the vehicle transmission output shaft (AW) in terms of transmission technology via at least one transmission stage, and wherein a clutch half of the second clutch device (K2) has a second tooth section (VA2), wherein the second tooth section (VA2) is connected to the vehicle transmission input shaft (EW) in terms of transmission technology via at least one additional transmission stage, wherein the vehicle transmission (G3) has a planetary transmission (10), wherein the planetary transmission (10) has a sun gear (SR), a ring gear (HR), a planet carrier (PT), and a plurality of planet gears (PR) rotatably supported on the planet carrier (PT), wherein the sun gear (SR) has a sun gear section (SA) and a first cylindrical gear section (SA1), wherein the sun gear section (SA) meshes with the planet gears (PR) to form a planetary stage, and wherein the first cylindrical gear section (SA1) meshes with the first tooth section (VA1) of the first clutch device (K1) to form a first cylindrical gear stage, And wherein the vehicle transmission (G3) has first and second switching elements (SE1, SE2), where the two switching elements (SE1, SE2) can each move between a release position and a switching position, and wherein the first switching element (SE1) in the switching position couples the planet carrier (PT) to the vehicle transmission output shaft (AW) against relative rotation, such that in the closed state of the first clutch device (K1) a torque path (M1) extends from the vehicle transmission input shaft (EW) via the planetary stage to the vehicle transmission output shaft (AW), and wherein the second switching element (SE2) in the switching position couples the first spur gear section (SA1) to the vehicle transmission output shaft (AW) against relative rotation, such that in the closed state of the first clutch device (K1) a torque path (M1) extends from the vehicle transmission input shaft (EW) via the first spur gear stage to the vehicle transmission output shaft (AW).

2. The drive device (1) according to claim 1, characterized in that it has an internal combustion engine (VM), wherein at least one of the electric machines (EM1, EM2) can operate in a generator mode and is operatively connected to the internal combustion engine (VM) to generate electrical energy.

3. The drive device (1) according to claim 2, characterized in that the first electric machine (EM1) is at least configured as a generator and the second electric machine (EM2) is configured as an electric motor, wherein the first powertrain (2) can be driven at least by the internal combustion engine (VM) and the second powertrain (3) can be driven by the second electric machine (EM2) configured as an electric motor, wherein the first electric machine (EM1) is operatively connected to the internal combustion engine (VM) and supplies electrical energy to the second electric machine (EM2) in generator mode.

4. The drive device (1) according to claim 2, characterized in that the first electric machine (EM1) is configured as an electric motor and the second electric machine (EM2) is at least configured as a generator, wherein the first powertrain (2) can be driven by the first electric machine (EM1) configured as an electric motor, and the second powertrain (3) can be driven at least by the internal combustion engine (VM), wherein the second electric machine (EM2) is operatively connected to the internal combustion engine (VM) and supplies electrical energy to the first electric machine (EM1) in generator mode.

5. The drive device (1) according to claim 1, characterized in that the first and second electric machines (EM1, EM2) are each configured as an electric motor, wherein the first powertrain (2) can be driven by the first electric machine (EM1) and the second powertrain (3) can be driven by the second electric machine (EM2).

6. The drive device (1) according to any one of claims 1-5, characterized in that An energy supply unit (6) for storing and / or providing electrical energy, wherein the first and second electric motors (EM1, EM2) are connected to the energy supply unit (6) in a supply-technical manner.

7. The drive device (1) according to any one of claims 1-5, characterized in that the first and second powertrains (2, 3) are separated from each other in terms of transmission.

8. The drive device (1) according to any one of claims 1 to 5, characterized in that the first powertrain (2) and the second powertrain (3) are connected to each other in terms of transmission via the vehicle transmission (G3) such that the driving torques of the first and second powertrains (2, 3) can be added to each other.

9. The drive device (1) according to claim 1, characterized in that the first powertrain (2) has a gear section (ZA) and the ring gear (HR) has an external tooth section, wherein the gear section (ZA) meshes with the external tooth section of the ring gear (HR) for connecting the first powertrain (2) to the second powertrain (3) in terms of transmission, and wherein in the switching position of the first switching element (SE1) an additional torque path (M2) extends from the first powertrain (2) via the gear section (ZA) to the planetary gear unit (10).

10. The drive device (1) according to claim 1, characterized in that the vehicle transmission input shaft (EW) has a second spur gear section (SA2), wherein the second spur gear section (SA2) meshes with a second tooth section (VA2) of the second clutch device (K2) to form a second spur gear stage, such that in the closed state of the second clutch device (K2) a torque path (M1) extends from the vehicle transmission input shaft (EW) via the second spur gear stage to the vehicle transmission output shaft (AW).

11. The drive device (1) according to any one of claims 1-5, the vehicle transmission (G3) has an additional transmission driven part (9) for driving at least one additional vehicle axle, wherein the additional vehicle axle is connected to the additional transmission driven part (9) via an additional clutch device (K3) such that the additional vehicle axle is driven in the closed state of the additional clutch device (K3) and is not driven in the open state of the additional clutch device (K3).

12. The drive device (1) according to claim 11, characterized in that the vehicle transmission output shaft (AW) has an additional spur gear section (SA3) and the clutch half of the additional clutch device (K3) has an additional tooth section (VA3), wherein the additional spur gear section (SA3) and the additional tooth section (VA3) mesh with each other to form an additional spur gear stage.

Images