A group transmission device, in particular a split transmission

Abstract

The invention relates to a group transmission device (10a, 10b), in particular a split transmission, having a front sub-transmission (28a, 28b) which is designed in the configuration of a planetary gear mechanism and comprises a first transmission component (P11a, P11b), a second transmission component (P12a, P12b) and a third transmission component (P13a, P13b), a rear sub-transmission (56a, 56b) which is designed in the configuration of a planetary gear mechanism and comprises a first transmission component (P21a, P21b), a second transmission component (P22a, P22b) and a third transmission component (P23a, P23b), a main shaft (18a, 18b) which is arranged coaxially to the front sub-transmission (28a, 28b), an intermediate shaft (20a, 20b) which is arranged parallel to the main shaft (18a, 18b), a first shift unit (S1a, S1b) and a first sun gear (44a, 44b) which is arranged coaxially to the main shaft (18a, 18b) and axially between the front sub-transmission (28a, 28b) and the rear sub-transmission (56a, 56b) and can be connected to the main shaft (18a, 18b) in a rotationally fixed manner by means of the first shift unit (S1a, S1b), wherein the group transmission device (10a, 10b) has a second shift unit (S2a, S2b) which is provided for connecting the first sun gear (44a, 44b) to the third transmission component (P23a, P23b) of the rear sub-transmission (56a, 56b) in a rotationally fixed manner.

Description

Technical Field

[0001] This invention relates to a group transmission device, particularly a split-flow transmission. Background Technology

[0002] A group transmission device having a front auxiliary gearbox and a rear auxiliary gearbox is known from DE 10 2017 007 763 A1. The front auxiliary gearbox is designed according to a planetary gear transmission mechanism and includes a first transmission component, a second transmission component, and a third transmission component. The rear auxiliary gearbox is designed according to a planetary gear transmission mechanism and includes a first transmission component, a second transmission component, and a third transmission component. The group transmission device also has a main shaft arranged coaxially with respect to the front auxiliary gearbox, an intermediate shaft arranged parallel to the main shaft, a first shift unit, and a first drive gear coaxial with respect to the main shaft and axially arranged between the front and rear auxiliary gearboxes, which can be connected to the main shaft with resistance to relative rotation by means of the first shift unit. Summary of the Invention

[0003] The present invention aims to provide a modular transmission device with a compact configuration and optimal multi-gear shifting capability. This task is accomplished through the inventive design corresponding to claim 1. Improvements to the invention are derived from the dependent claims.

[0004] The present invention is based on a group transmission device, particularly a split-flow transmission, comprising: a front auxiliary gearbox designed according to a planetary gear transmission mechanism and including a first transmission component, a second transmission component, and a third transmission component; a rear auxiliary gearbox designed according to a planetary gear transmission mechanism and including the first transmission component, the second transmission component, and the third transmission component; a main shaft arranged coaxially relative to the front auxiliary gearbox; an intermediate shaft arranged parallel to the main shaft; a first shifting unit; and a first moving gear coaxial with the main shaft and axially disposed between the front and rear auxiliary gearboxes, which is connected to the main shaft in a manner resistant to relative rotation by means of the first shifting unit.

[0005] The proposed group transmission unit has a second shifting unit configured to connect the first moving gear to a third transmission component in a rotationally inversely resistant manner with respect to the rear auxiliary gearbox. The design of the group transmission unit according to the invention provides, in particular, a compact group transmission unit, preferably capable of multiple gear shifts. The design according to the invention advantageously enables shifting positions with dual power splitting, where torque can be distributed into two power splitting paths in the front auxiliary gearbox and then recombined in the rear auxiliary gearbox. A cylindrical gear pair can be used for power splitting operation, where power or torque is transmitted to the rear auxiliary gearbox via an intermediate shaft on the one hand, and simultaneously, particularly via the main shaft, on the other hand. Additionally, this cylindrical gear pair can also be advantageously used in non-power splitting operation, where power flows only through one of the two power splitting paths. The design according to the invention advantageously provides twelve structurally sound forward gears and four reverse gears, shiftable, particularly by means of at least one claw clutch, wherein the forward and reverse gears can be adjusted by means of five actuators, such as five shift forks. This results in an advantageously small number of shifting elements. According to the design of the invention, the first moving gear can be advantageously used in a conventional shift position while separated from the main shaft. By connecting the third transmission component of the rear auxiliary gearbox to a gear on the intermediate shaft, it is advantageously possible to shift from the highest shift position to the lowest shift position without interruption of traction. The group transmission unit preferably forms a complete group transmission. The group transmission unit particularly preferably has a shift range of at least 15. The group transmission unit preferably has a main gearbox. The main gearbox is preferably configured for shifting in multiple shift positions. "Configured" should mean specifically designed and / or equipped. "An object configured for a function" should mean that the object performs and / or executes a function in at least one practical and / or operational state. The main gearbox advantageously has at least one reduction gear, and particularly preferably at least two reduction gears. The group transmission unit is configured for use in motor vehicles, especially trucks. The motor vehicle preferably includes the group transmission unit. The group transmission is preferably configured, in the case of a split-flow transmission, particularly a power-split transmission, to distribute drive torque to the main shaft and intermediate shaft via at least two power-split paths, wherein the intermediate shaft is engaged or connectable to the main shaft at one end. One of the power-split paths preferably has a switchable gear, wherein the power-split path with the switchable gear has a mechanism for increasing or decreasing the torque transmitted via that power-split path. Preferably, this mechanism can cause at least one switchable gear and / or its power-split path to be torque-free, while the other power-split path still transmits torque. This allows shifting to be achieved without torque interruption. The group transmission is particularly preferably designed for power shifting.

[0006] "Joining" should mean engaging by at least one transmission mechanism or engaging in a manner resistant to relative rotation, preferably permanently resistant to relative rotation, advantageously by at least one shaft and / or at least one toothed structure. Advantageously, "joining" should mean engaging by at most one transmission mechanism or engaging in a manner resistant to relative rotation, especially preferably permanently resistant to relative rotation, particularly advantageously by at most one shaft and / or at most one toothed structure.

[0007] "Shift unit" should refer to a unit having at least two engagements and at least one shift element, the shift element being configured to establish a switchable connection between at least two engagements.

[0008] The "shifting element" of the shifting unit should refer to an element that is preferably designed to be axially movable and, in at least one operating state, particularly in at least one shifting position of the shifting unit, is provided for engaging the at least two engagement members in a way that resists relative rotation.

[0009] "Connecting component" should refer to a component of the shift unit that is permanently anti-rotationally connected to transmission components such as transmission shafts, drive gears, stationary gears, and / or axles. This component is preferably fixed in the axial and radial directions and is provided for connection with the shift element in a frictional, force-transmitting, and / or form-fit manner, such as a drive gear having a toothed structure for connection with the shift element.

[0010] "Planetary gear transmission configuration" should refer to the configuration of an assembly, especially a transmission group, in which at least one planetary gear transmission is included. "Planetary gear transmission mechanism" should refer to a unit having at least one planetary gear set, preferably exactly one planetary gear set.

[0011] "Planetary gear set" refers to a unit of planetary gear transmission mechanism, which has a central gear, a ring gear, a planetary carrier, and multiple planetary gears, wherein the planetary gears are arranged by the planetary carrier along a circular trajectory around the central gear. The front auxiliary gearbox preferably consists of a single planetary gear transmission mechanism. The first transmission component of the front auxiliary gearbox is preferably designed as a central gear. The second transmission component of the front auxiliary gearbox is preferably designed as a planetary carrier. The third transmission component of the front auxiliary gearbox is preferably designed as a ring gear. The front auxiliary gearbox preferably has at least two fourth transmission components. The at least two fourth transmission components of the front auxiliary gearbox are preferably each designed as planetary gears. The rear auxiliary gearbox preferably consists of a single planetary gear transmission mechanism. The first transmission component of the rear auxiliary gearbox is preferably designed as a central gear. The second transmission component of the rear auxiliary gearbox is preferably designed as a planetary carrier. The third transmission component of the rear auxiliary gearbox is preferably designed as a ring gear. The rear auxiliary gearbox preferably has at least two fourth transmission components. The at least two fourth transmission components of the rear auxiliary gearbox are preferably each designed as planetary gears. The intermediate shaft is preferably spaced apart from the main shaft.

[0012] "Spiral gear pair" refers to a gear pair consisting of two permanently meshing cylindrical gears.

[0013] "A connection between two rotatably mounted components that resists relative rotation" should mean that the two components are arranged coaxially and connected to each other such that they rotate at the same angular velocity.

[0014] The terms "axial" and "radial" here refer to the main rotation axis of the gearbox assembly, particularly the spindle. Therefore, "axial" means a direction parallel to or coaxial with the main rotation axis. Similarly, "radial" means a direction perpendicular to the main rotation axis.

[0015] The proposed group transmission unit also features a first fixed gear mounted on an intermediate shaft and connected to the intermediate shaft in a manner resistant to relative rotation, wherein a first driven gear is arranged to permanently mesh with the first fixed gear in order to form a first gear plane. This design allows for advantageous acceleration of rotational speeds that can be further transmitted to the rear auxiliary gearbox. Preferably, the first driven gear is arranged in the first gear plane. "Gear plane" should refer to a gear plane configured for acceleration or deceleration of rotational speeds. "Permanent meshing" should refer to the permanent meshing of gears in a gear pair consisting of two cylindrical gears. Preferably, only the fixed gear and not the driven gear are mounted on the intermediate shaft. This provides a preferred, simple intermediate shaft without a shift unit. Furthermore, this advantageously eliminates the need for oiling the intermediate shaft, eliminating the need for an oil delivery mechanism or deep hole drilling, thereby advantageously maintaining low production costs. Moreover, this advantageously allows for free positioning of the intermediate shaft without concern for the positioning of the shift unit.

[0016] The proposed group transmission unit also includes an input shaft, a second fixed gear, and a third shift unit. The third shift unit is configured to connect a third transmission component of the front auxiliary gearbox to the main shaft in a rotationally incompatible manner. The second transmission component of the front auxiliary gearbox is permanently connected to the input shaft in a rotationally incompatible manner, and the first transmission component of the front auxiliary gearbox is connected to the front auxiliary gearbox's fixed gear in a rotationally incompatible manner. The front auxiliary gearbox's fixed gear is permanently meshed with the second fixed gear. This design provides a group transmission unit that is preferably capable of multiple gear shifts. The input shaft is preferably configured to engage with at least one drive unit, particularly an internal combustion engine and / or an electric motor. The third shift unit is preferably designed as a partial shift unit. A "partial shift unit" should refer to a shift unit that is part of a combined shift unit consisting of multiple interlocking shift units.

[0017] It is also proposed that the front auxiliary gearbox has exactly one single planetary gear set, which includes a first transmission component, a second transmission component, and a third transmission component of the front auxiliary gearbox. This design yields an advantageously compact axial configuration. Furthermore, it provides an advantageously simple front auxiliary gearbox.

[0018] It is also proposed that the rear auxiliary gearbox has exactly one single planetary gear set, which includes a first transmission component, a second transmission component, and a third transmission component of the rear auxiliary gearbox. This design allows for a preferred compact axial configuration. Furthermore, it results in a preferred simple rear auxiliary gearbox. Moreover, it enables preferred low-cost manufacturing because another planetary gear set of the rear auxiliary gearbox can be advantageously omitted.

[0019] The proposed group transmission unit also features a second driven gear and a third driven gear arranged coaxially with respect to the main shaft. Specifically, three gear planes are axially arranged between the front and rear auxiliary gearboxes: a first gear plane, a second gear plane with the second driven gear, and a third gear plane with the third driven gear. This design allows for a smaller number of gear planes, particularly through combined power distribution. This results in a smaller number of shift units, providing a more advantageously simple group transmission unit. Furthermore, a preferred compact axial configuration is achieved. Advantageously, all driven gears and, consequently, all shift units, can be arranged coaxially with the main shaft, enabling preferred simple and low-cost manufacturing.

[0020] The proposed group transmission also includes another intermediate shaft and a reverse gear mounted on and connected to the other intermediate shaft in a way that resists relative rotation, arranged in the plane of a third gear. This design provides a preferred conventional configuration for at least one reverse gear. This design advantageously keeps the load acting on the group transmission in reverse gear very small. Preferably, the other intermediate shaft is arranged parallel to the main shaft. Preferably, the other intermediate shaft is spaced apart from the main shaft. Preferably, the other intermediate shaft is arranged parallel to the intermediate shaft. The reverse gear is configured to provide at least one reverse gear in the group transmission.

[0021] The proposed group transmission also includes a fourth shift unit, configured to connect the third transmission component of the front auxiliary gearbox to the main shaft in a rotationally inversely resistant manner and simultaneously to the third drive gear in a rotationally inversely resistant manner. This design provides a group transmission that is preferably capable of multiple gear shifts. The fourth shift unit is preferably designed as a partial shift unit. The main shaft preferably extends all the way to the fourth shift unit.

[0022] It is also proposed that the group transmission unit has a fifth shift unit, which is configured to connect the third driving gear to the main shaft in a rotationally incompatible manner. This design provides a group transmission unit that is preferably capable of multiple gear shifts. The fifth shift unit is preferably designed as a partial shift unit.

[0023] It is also proposed that the third, fourth, and fifth shift units be combined into a single combined shift unit, which is axially arranged between the front auxiliary gearbox and the third gear plane. This design provides a preferred and diverse combined shift unit, enabling at least three shift states. The design also achieves a preferred compact configuration. Preferably, the third, fourth, and fifth shift units are arranged spatially adjacent to each other. In particular, there are no other transmission components between the third, fourth, and fifth shift units. "Combined shift unit" should refer to a shift unit comprising multiple partial shift units. "Combined" should mean that multiple partial shift units together form exactly one shift unit with multiple shift functions. Preferably, the combined shift unit has at least one shift element. The combined shift unit preferably has exactly one shift element. The at least one shift element is particularly designed as a sliding sleeve or pawl. Preferably, the combined shift element includes four shift states. In particular, the combined shift unit is composed of a shift unit with at least three engaging members. "A shift unit having at least three engagement members" should refer to a shift unit in which the shift element is configured to switchably connect or disconnect one engagement member, particularly an inner engagement member, from at least one of the other engagement members. These shift positions are particularly related to each other when combined into a combined shift unit, particularly a third, fourth, and fifth shift unit.

[0024] The proposed modular transmission also includes a linkage shifting unit for interlocking the planetary gear set of the auxiliary gearbox and a braking shifting unit for connecting the third transmission component of the auxiliary gearbox to the gearbox housing in a rotationally incompatible manner. This design provides a modular transmission with preferred multi-gear capability. Furthermore, the first drive gear is preferably released in the main gearbox via the linkage shifting unit, thus allowing for further transmission configuration. The linkage shifting unit is preferably configured to connect the second transmission component of the auxiliary gearbox to the third transmission component of the auxiliary gearbox in a rotationally incompatible manner. "Rotally incompatible with the gearbox housing" should refer to a connection where one unit cannot rotate relative to the gearbox housing. Particularly preferably, the linkage shifting unit and the braking shifting unit are combined into another combined shifting unit.

[0025] The proposed gearbox assembly also includes a torque adjustment unit that engages with a third gearbox component of the front auxiliary gearbox via a switchable first adjuster gear plane, such that at least one torque can be transmitted from the torque adjustment unit through the third gearbox component of the front auxiliary gearbox to the front auxiliary gearbox. This design provides a preferred high-efficiency gearbox assembly. Furthermore, it provides a preferred power-shifting gearbox assembly. The "torque adjustment unit" should refer to a unit configured to change the transmitted torque in at least one operating state. Preferably, the torque adjustment unit is configured to decrease and / or increase the transmitted torque. The torque adjustment unit is preferably configured to change, particularly continuously variable, the gear ratio of the gearbox assembly during start-up and / or shifting. The torque adjustment unit is preferably configured to decrease and / or increase the transmitted torque in at least one operating state, advantageously to leave at least one switchable drive gear without torque. Particularly preferably, the torque adjustment unit includes a brake. This brake is preferably designed as a motor, hydraulic pump, reducer, or friction brake. The motor is preferably designed to function as a generator when the braking component is designed as a motor in order to achieve the braking effect. Attached Figure Description

[0026] Other advantages are derived from the following accompanying drawings. Two embodiments of the invention are illustrated in the figures. The figures, description, and claims contain a large number of combined features. Those skilled in the art will also appropriately view these features individually and combine them into other meaningful combinations, wherein:

[0027] Figure 1 A first embodiment of the vehicle group transmission device of the present invention is illustrated in the schematic diagram.

[0028] Figure 2 The shifting patterns of the first embodiment of the group transmission device of the present invention are shown in tabular form.

[0029] Figure 3 A second embodiment of the motor vehicle group transmission device of the present invention is illustrated in schematic diagram. Detailed Implementation

[0030] Figure 1A first embodiment of a group transmission unit 10a is shown. The group transmission unit 10a is configured for use in a motor vehicle, particularly a truck, not shown in detail. The motor vehicle includes the group transmission unit 10a. The group transmission unit 10a completely forms a combined transmission. The group transmission unit 10a is designed as a split-flow transmission. The group transmission unit 10a consists of a power-split transmission. The group transmission unit 10a is designed for power shifting. The group transmission unit 10a has a gear range of at least 15. This advantageously allows for starting without an electric motor and / or vehicle reducer, using at least one drive unit. The group transmission unit 10a has a housing 12a, which is only partially shown for overview purposes.

[0031] The group transmission assembly 10a has an input shaft 14a. The input shaft 14a is rotatably mounted relative to the housing 12a. The input shaft 14a is configured for engagement to at least one drive unit (not shown in detail), particularly an internal combustion engine and / or an electric motor. The group transmission assembly 10a has a disengagement clutch 16a, which is configured to engage the input shaft 14a to at least one drive unit against relative rotation. The disengagement clutch 16a is designed as a friction clutch.

[0032] The group transmission assembly 10a has a main shaft 18a. The main shaft 18a is rotatably mounted relative to the housing 12a. The group transmission assembly 10a has an intermediate shaft 20a. The intermediate shaft 20a is rotatably mounted relative to the housing 12a. The intermediate shaft 20a is arranged parallel to the input shaft 14a. The intermediate shaft 20a is spaced apart from the input shaft 14a. The intermediate shaft 20a is arranged parallel to the main shaft 18a. The intermediate shaft 20a is spaced apart from the main shaft 18a. No drive gear is provided on the intermediate shaft 20a. The group transmission assembly 10a has an intermediate shaft brake 22a. The intermediate shaft brake 22a is provided for braking the intermediate shaft 20a for synchronization. The group transmission assembly 10a has another intermediate shaft 24a. The other intermediate shaft 24a is arranged parallel to the main shaft 18a. The other intermediate shaft 24a is spaced apart from the main shaft 18a. The other intermediate shaft 24a is arranged parallel to the intermediate shaft 20a. Another intermediate shaft 24a is spaced apart from intermediate shaft 20a. The group transmission assembly 10a, designed as a split-flow transmission, is equipped with two power split paths to distribute drive torque to the main shaft 18a and intermediate shaft 20a, wherein one end of intermediate shaft 20a is also engageable with the main shaft 18a. One of the power split paths has a switchable gear, and this power split path with the switchable gear particularly has a mechanism for increasing or decreasing the torque transmitted through this power split path. Preferably, this mechanism can be used to make at least one switchable gear and / or its power split path torque-free, while the other power split path still transmits torque. The group transmission assembly 10a has an output shaft 26a. The output shaft 26a is rotatably mounted relative to housing 12a. The output shaft 26a is coaxially arranged relative to input shaft 14a.

[0033] The group transmission unit 10a has a front auxiliary gearbox 28a, which is designed according to a planetary gear transmission mechanism and includes a first transmission component P11a, a second transmission component P12a, and a third transmission component P13a. The second transmission component P12a of the front auxiliary gearbox 28a is permanently anti-rotatably connected to the input shaft 14a. The main shaft 18a is coaxially arranged relative to the front auxiliary gearbox 28a. The front auxiliary gearbox 28a is constructed of a planetary gear transmission mechanism. The front auxiliary gearbox 28a has exactly one single planetary gear set P1a, which includes the first transmission component P11a, the second transmission component P12a, and the third transmission component P13a of the front auxiliary gearbox 28a. The first transmission component P11a of the front auxiliary gearbox 28a is designed as a central gear. The second transmission component P12a of the front auxiliary gearbox 28a is designed as a planetary gear carrier. The third transmission component P13a of the front auxiliary gearbox 28a is designed as a ring gear. The front auxiliary gearbox 28a includes at least two fourth transmission components P14a. At least two fourth transmission components P14a of the front auxiliary gearbox 28a are designed as planetary gears. The planetary gear set P1 of the front auxiliary gearbox 28a includes at least two fourth transmission components P14a of the front auxiliary gearbox 28a.

[0034] The front auxiliary gearbox 28a has a front auxiliary gearbox fixed gear 30a. The front auxiliary gearbox fixed gear 30a is designed to be separate from the planetary gear set P1 of the front auxiliary gearbox 28a. The front auxiliary gearbox fixed gear 30a is arranged coaxially with respect to the input shaft 14a. The first transmission component P11a of the front auxiliary gearbox 28a is permanently anti-rotationally connected to the front auxiliary gearbox fixed gear 30a of the front auxiliary gearbox 28a. The group transmission assembly 10a has a second fixed gear 32a. The second fixed gear 32a is mounted on the intermediate shaft 20a. The second fixed gear 32a is connected to the intermediate shaft 20a anti-rotationally. The second fixed gear 32a is arranged coaxially with respect to the intermediate shaft 20a. The front auxiliary gearbox fixed gear 30a and the second fixed gear 32a are permanently meshed.

[0035] The group transmission 10a has a main gearbox 34a. The main gearbox 34a is configured for shifting multiple gears. The group transmission 10a includes exactly three gear planes 36a, 38a, and 40a, namely, a first gear plane 36a, a second gear plane 38a, and a third gear plane 40a. The exactly three gear planes 36a, 38a, and 40a are arranged in the main gearbox 34a.

[0036] The gearbox assembly 10a has a first fixed gear 42a. The first fixed gear 42a is mounted on an intermediate shaft 20a. The first fixed gear 42a is connected to the intermediate shaft 20a in a way that resists relative rotation. The first fixed gear 42a is arranged in a first gear plane 36a. The gearbox assembly 10a also has a first driven gear 44a. The first driven gear 44a is arranged in the first gear plane 36a. The first driven gear 44a is coaxially arranged relative to the main shaft 18a. The first driven gear 44a is permanently meshed with the first fixed gear 42a to form the first gear plane 36a. The first driven gear 44a and the first fixed gear 42a form the first cylindrical gear pair of the main gearbox 34a.

[0037] The gearbox assembly 10a has a third fixed gear 46a. The third fixed gear 46a is mounted on an intermediate shaft 20a. The third fixed gear 46a is connected to the intermediate shaft 20a in a way that resists relative rotation. The third fixed gear 46a is arranged in a second gear plane 38a. The gearbox assembly 10a also has a second driven gear 48a. The second driven gear 48a is arranged in a second gear plane 38a. The second driven gear 48a is coaxially arranged relative to the main shaft 18a. The third fixed gear 46a is permanently meshed with the second driven gear 48a to form the second gear plane 38a. The second driven gear 48a and the third fixed gear 46a form the second cylindrical gear pair of the main gearbox 34a.

[0038] The group transmission assembly 10a has a fourth fixed gear 50a. The fourth fixed gear 50a is mounted on an intermediate shaft 20a. The fourth fixed gear 50a is connected to the intermediate shaft 20a in a rotationally resistant manner. The fourth fixed gear 50a is arranged in a third gear plane 40a. The group transmission assembly 10a has a reverse gear 52a mounted on and connected to another intermediate shaft 24a in a rotationally resistant manner. The reverse gear 52a is arranged in the third gear plane 40a. The reverse gear 52a is coaxially arranged relative to the other intermediate shaft 24a. The reverse gear 52a is configured to provide at least one reverse gear for the group transmission assembly 10a. The fourth fixed gear 50a and the reverse gear 52a are permanently meshed. The group transmission assembly 10a has a third driven gear 54a. The third driven gear 54a is arranged within the third gear plane 40a. The third driven gear 54a is coaxially arranged with the main shaft 18a. The reverse gear 52a is permanently meshed with the third drive gear 54a.

[0039] The group transmission unit 10a has a rear auxiliary gearbox 56a, which is designed according to a planetary gear transmission mechanism and includes a first transmission component P21a, a second transmission component P22a, and a third transmission component P23a. The first transmission component P21a of the rear auxiliary gearbox 56a is permanently anti-rotatably connected to the main shaft 18a. The main shaft 18a is coaxially arranged with respect to the rear auxiliary gearbox 56a. The second transmission component P22a of the rear auxiliary gearbox 56a is permanently anti-rotatably connected to the output shaft 26a. The rear auxiliary gearbox 56a is designed as a double-gear auxiliary gearbox, specifically a low-gear group and a high-gear group. The rear auxiliary gearbox 56a is constructed of a planetary gear transmission mechanism. The rear auxiliary gearbox 56a has exactly one single planetary gear set P2a, which includes the first transmission component P21a, the second transmission component P22a, and the third transmission component P23a of the rear auxiliary gearbox 56a. The first transmission component P21a of the rear auxiliary gearbox 56a is designed as a central gear. The second transmission component P22a of the rear auxiliary gearbox 56a is designed as a planetary gear carrier. The third transmission component P23a of the rear auxiliary gearbox 56a is designed as a ring gear. The rear auxiliary gearbox 56a includes at least two fourth transmission components P24a. The at least two fourth transmission components P24a of the rear auxiliary gearbox 56a are each designed as planetary gears. The planetary gear set P2a of the rear auxiliary gearbox 56a includes the at least two fourth transmission components P24a of the rear auxiliary gearbox 56a. Exactly three gear planes 36a, 38a, and 40a are axially arranged between the front auxiliary gearbox 28a and the rear auxiliary gearbox 56a. The first moving gear 44a is axially arranged between the front auxiliary gearbox 28a and the rear auxiliary gearbox 56a. The second moving gear 48a is axially arranged between the front auxiliary gearbox 28a and the rear auxiliary gearbox 56a. The third moving gear 54a is axially arranged between the front auxiliary gearbox 28a and the rear auxiliary gearbox 56a. The reverse gear 52a is axially arranged between the front auxiliary gearbox 28a and the rear auxiliary gearbox 56a.

[0040] The group transmission assembly 10a has a driven gear 58a. The driven gear 58a is permanently connected to the output shaft 26a in a manner resistant to relative rotation. The driven gear 58a is, for example, engaged to another main drive unit (not shown).

[0041] The group transmission assembly 10a has a first shift unit S1a. The first shift unit S1a has a shift element S11a. The shift element S11a of the first shift unit S1a is designed as a sliding sleeve. A first driven gear 44a can be connected to a main shaft 18a in a rotationally resistant manner via the first shift unit S1a. A second driven gear 48a can be connected to the main shaft 18a in a rotationally resistant manner via the first shift unit S1a. The first shift unit S1a has a first shift position S1La, a second shift position S1Na, and a third shift position S1Ra. In the first shift position S1La of the first shift unit S1a, the first driven gear 44a is engaged with the main shaft 18a in a rotationally resistant manner. In the first shift position S1La of the first shift unit S1a, the second driven gear 48a is disengaged from the main shaft 18a. Figure 1 The diagram shows the second shift position S1Na of the first shift unit S1a. The second shift position S1Na of the first shift unit S1a is designed to be neutral. In the second shift position S1Na of the first shift unit S1a, the first moving gear 44a and the second moving gear 48a are separated from the main shaft 18a. In the third shift position S1Ra of the first shift unit S1a, the second moving gear 48a is engaged with the main shaft 18a in a way that resists relative rotation. In the third shift position S1Ra of the first shift unit S1a, the first moving gear 44a is separated from the main shaft 18a.

[0042] The group transmission unit 10a has a second shift unit S2a. The second shift unit S2a has a shift element S21a. The shift element S21a of the second shift unit S2a is designed as a claw. The second shift unit S2a is provided with a third transmission component P23a for connecting the first moving gear 44a to the rear auxiliary gearbox 56a in a rotationally inert manner. The second shift unit S2a has a first shift position S2La and a second shift position S2Na. Figure 1 The diagram shows the first shift position S2La of the second shift unit S2a. In the first shift position S2La of the second shift unit S2a, the third transmission component P23a of the rear auxiliary gearbox 56a is engaged with the first drive gear 44a in a rotationally resistant manner. The second shift position S2Na of the second shift unit S2a is designed to be neutral. In the second shift position S2Na of the second shift unit S2a, the third transmission component P23a of the rear auxiliary gearbox 56a is disengaged from the first drive gear 44a.

[0043] The group transmission unit 10a has a third shift unit S3a. The third shift unit S3a is designed as a partial shift unit. The third shift unit S3a is configured to connect the third transmission component P13a of the front auxiliary gearbox 28a to the main shaft 18a in a rotationally resistant manner. The group transmission unit 10a has a fourth shift unit S4a. The fourth shift unit S4a is configured to connect the third transmission component P13a of the front auxiliary gearbox 28a to the main shaft 18a in a rotationally resistant manner and simultaneously to the third drive gear 54a in a rotationally resistant manner. The fourth shift unit S4a is designed as a partial shift unit. The main shaft 18a extends to the fourth shift unit S4a. The group transmission unit 10a has a fifth shift unit S5a. The fifth shift unit S5a is configured to connect the third drive gear 54a to the main shaft 18a in a rotationally resistant manner. The fifth shift unit S5a is designed as a partial shift unit. The group transmission unit 10a has a combined shift unit KS1a. The third shift unit S3a, the fourth shift unit S4a, and the fifth shift unit S5a are combined to form a combined shift unit KS1a. These three units are spatially adjacent. There are no other transmission components between them. The combined shift unit KS1a is axially positioned between the front auxiliary gearbox 28a and the third gear plane 40a. The combined shift unit KS1a has exactly one shift element KS11a. The shift element KS11a is designed as a sliding sleeve. The combined shift element KS1a includes a first shift position KS1Na, a second shift position KS1MLa, a third shift position KS1MRa, and a fourth shift position KS1Ra. The first shift position KS1Na of the combined shift unit KS1a is designed as neutral. In the first shift position KS1Na of the combined shift unit KS1a, the third transmission component P13a of the front auxiliary gearbox 28a separates from the main shaft 18a. In the first shift position KS1Na of the combined shift unit KS1a, the third transmission component P13a of the front auxiliary gearbox 28a separates from the third moving gear 54a. In the first shift position KS1Na of the combined shift unit KS1a, the third moving gear 54a separates from the main shaft 18a. Figure 1The diagram shows the second shift position KS1MLa of the combined shift unit KS1a. In the second shift position KS1MLa of the combined shift unit KS1a, the third transmission component P13a of the front auxiliary gearbox 28a is engaged with the main shaft 18a in a rotationally resistant manner. In the second shift position KS1MLa of the combined shift unit KS1a, the third transmission component P13a of the front auxiliary gearbox 28a is disengaged from the third moving gear 54a. In the second shift position KS1MLa of the combined shift unit KS1a, the third moving gear 54a is disengaged from the main shaft 18a. The second shift position KS1MLa of the combined shift unit KS1a corresponds to the third shift unit S3a. In the third shift position KS1MRa of the combined shift unit KS1a, the third transmission component P13a of the front auxiliary gearbox 28a is engaged with the main shaft 18a in a rotationally resistant manner and simultaneously engaged with the third moving gear 54a in a rotationally resistant manner. In the third shift position KS1MRa of the combined shift unit KS1a, the third moving gear 54a is engaged with the main shaft 18a in a way that resists relative rotation. The third shift position KS1MRa of the combined shift unit KS1a corresponds to the fourth shift unit S4a. Power-splitting reverse gear can be provided by means of the third shift position KS1MRa of the combined shift unit KS1a. In the fourth shift position KS1Ra of the combined shift unit KS1a, the third transmission component P13a of the front auxiliary gearbox 28a is separated from the main shaft 18a. In the fourth shift position KS1Ra of the combined shift unit KS1a, the third transmission component P13a of the front auxiliary gearbox 28a is separated from the third moving gear 54a. In the fourth shift position KS1Ra of the combined shift unit KS1a, the third moving gear 54a is engaged with the main shaft 18a in a way that resists relative rotation. The fourth shift position KS1Ra of the combined shift unit KS1a corresponds to the fifth shift unit S5a. By utilizing the fourth shift position KS1Ra of the combined shift unit KS1a, reverse gear is formed only via the intermediate shaft 20a. The shift positions of the third shift unit S3a, the fourth shift unit S4a, and the fifth shift unit S5a are interconnected when combined into the combined shift unit KS1a.

[0044] The group transmission unit 10a has a sixth shift unit S6a. The sixth shift unit S6a has a shift element S61a. The shift element S61a of the sixth shift unit S6a is designed as a sliding sleeve. The sixth shift unit S6a is configured to connect the input shaft 14a to the first transmission component P11a of the front auxiliary housing 28a in a rotationally resistant manner. The sixth shift unit S6a is configured to connect the input shaft 14a to the fixed gear 30a of the front auxiliary housing in a rotationally resistant manner. The sixth shift unit S6a is configured to connect the first transmission component P11a of the front auxiliary housing 28a to the housing 12a in a rotationally resistant manner. The sixth shift unit S6a has a first shift position S6La, a second shift position S6Na, and a third shift position S6Ra. In the first shift position S6La of the sixth shift unit S6a, the input shaft 14a is engaged with the first transmission component P11a of the front auxiliary housing 28a in a rotationally resistant manner. In the first shift position S6La of the sixth shift unit S6a, the input shaft 14a engages with the front auxiliary gearbox stationary gear 30a in a way that resists relative rotation. Figure 1 The diagram shows the second shift position S6Na of the sixth shift unit S6a. The second shift position S6Na of the sixth shift unit S6a is designed to be neutral. In the second shift position S6Na of the sixth shift unit S6a, the input shaft 14a is separated from the first transmission component P11a of the front auxiliary gearbox 28a. In the second shift position S6Na of the sixth shift unit S6a, the input shaft 14a is separated from the fixed gear 30a of the front auxiliary gearbox. In the third shift position S6Ra of the sixth shift unit S6a, the first transmission component P11a of the front auxiliary gearbox 28a is engaged with the gearbox housing 12a without relative rotation. In the third shift position S6Ra of the sixth shift unit S6a, the fixed gear 30a of the front auxiliary gearbox is engaged with the gearbox housing 12a without relative rotation. In the third shift position S6Ra of the sixth shift unit S6a, the first transmission component P11a of the front auxiliary gearbox 28a is separated from the input shaft 14a. At the third shift position S6Ra of the sixth shift unit S6a, the front auxiliary gearbox fixed gear 30a is separated from the input shaft 14a.

[0045] The group transmission assembly 10a has a linked shift unit S7a. The linked shift unit S7a is a partial shift unit. The linked shift unit S7a is configured to interlock the planetary gear set P2 of the rear auxiliary gearbox 56a. The linked shift unit S7a is configured to connect the second transmission component P22a of the rear auxiliary gearbox 56a to the third transmission component P23a of the rear auxiliary gearbox 56a in a rotationally resistant manner. The group transmission assembly 10a has a brake shift unit S8a. The brake shift unit S8a is designed as a partial shift unit. The brake shift unit S8a is configured to connect the third transmission component P23a of the rear auxiliary gearbox 56a to the housing 12a in a rotationally resistant manner. The group transmission assembly 10a has another combined shift unit KS2a. The linked shift unit S7a and the brake shift unit S8a are combined to form another combined shift unit KS2a. The linked shift unit S7a and the brake shift unit S8a are arranged spatially adjacent to each other. There are no other transmission components between the linked shift unit and the brake shift unit. Another combined shift unit KS2a has exactly one shift element KS21a. The shift element KS21a of the other combined shift unit KS2a is designed as a sliding sleeve. The other combined shift element KS2a includes a first shift position KS2La, a second shift position KS2Na, and a third shift position KS2Ra. In the first shift position KS2La of the other combined shift unit KS2a, the third transmission component P23a of the rear auxiliary case 56a is engaged with the case 12a against relative rotation. In the first shift position KS2La of the other combined shift unit KS2a, the third transmission component P23a of the rear auxiliary case 56a is separated from the second transmission component P22a of the rear auxiliary case 56a. The first shift position KS2La of the other combined shift unit KS2a corresponds to the brake shift unit S8a. Figure 1The diagram shows the second shift position KS2Na of another combined shift unit KS2a. The second shift position KS2Na of the other combined shift unit KS2a is designed to be neutral. In the second shift position KS2Na of the other combined shift unit KS2a, the third transmission component P23a of the rear auxiliary storage box 56a is separated from the housing 12a. In the second shift position KS2Na of the other combined shift unit KS2a, the second transmission component P22a of the rear auxiliary storage box 56a is separated from the third transmission component P23a of the rear auxiliary storage box 56a. In the third shift position KS2Ra of the other combined shift unit KS2a, the third transmission component P23a of the rear auxiliary storage box 56a is engaged with the second transmission component P22a of the rear auxiliary storage box 56a against relative rotation. In the third shift position KS2Ra of the other combined shift unit KS2a, the third transmission component P23a of the rear auxiliary storage box 56a is separated from the housing 12a. The third shift position KS2Ra of another combined shift unit KS2a corresponds to the linkage shift unit S7a. By combining them into another combined shift unit KS2a, the shift positions of the linkage shift unit S7a and the braking shift unit S8a are related to each other.

[0046] Figure 2 The shifting pattern of the group transmission unit 10a is shown. The group transmission unit 10a has twelve forward gears: V1a, V2a, V3a, V4a, V5a, V6a, V7a, V8a, V9a, V10a, V11a, and V12a. The group transmission unit 10a has four reverse gears: R1a, R2a, R3a, and R4a. The shifting pattern indicates how the forward gears V1a, V2a, V3a, V4a, V5a, V6a, V7a, V8a, V9a, V10a, V11a, V12a and the reverse gears R1a, R2a, R3a, R4a can be switched by utilizing the shifting states S1La, S1Na, S1Ra, S2La, S2Na, S6La, S6Na, S6Ra, KS1Na, KS1MLa, KS1MRa, KS1Ra, KS2La, KS2Na, KS2Ra.

[0047] With the aid of the group transmission unit 10a, the transmission range is advantageously extended by adding a conventional shift position along with a high-power shift. All torque is transmitted to the intermediate shaft 20a through the fourth shift position KS1Ra of the combined shift unit KS1a and the first shift position S6La of the sixth shift unit S6a. Therefore, two shift positions are obtained in the low-gear or high-gear group of the rear auxiliary gearbox 56a through the first shift position S1La or the third shift position S1Ra of the first shift unit S1a. Because the load acting on the gear structure of the intermediate shaft 20a increases at this time, the shift position is only used as the starting gear in the low-gear group of the rear auxiliary gearbox 56a, so as to advantageously minimize fatigue load by shortening the travel time. The starting process in these shift positions is performed by disengaging the clutch 16a. During the shift from the first forward gear V1a to the second forward gear V2a, the force transmission is interrupted. At this time, the intermediate shaft brake 22a can play an auxiliary role. The third forward gear V3a operates in power-split mode. The third forward gear V3a can be directly started via disengaging clutch 16a. The fourth forward gear V4a operates in power-split mode. The fourth forward gear V4a can be directly started via disengaging clutch 16a.

[0048] With the aid of the grouped transmission unit 10a, the number of gear planes is advantageously reduced through combined power distribution. The gear ratio interval between the shift positions is advantageously limited by shifting from the fastest gear in the low gear group to the slowest gear in the high gear group via the rear auxiliary gearbox 56a. Thus, five shift positions within the range are obtained at approximately 30% of the predetermined gear ratio interval. The planetary gear set P1a of the front auxiliary gearbox 28a moves from the slowest gear to the fastest gear at this time. When the first shift position S2La of the second shift unit S2a occurs, the planetary gear set P2a of the rear auxiliary gearbox 56a shifts from the fastest gear to the slowest gear during shifting via the rear auxiliary gearbox 56a. Here, the shifting process is performed only by the operation of the shift element KS21a of another combined shift unit KS2a. Here, the main gearbox 34a passes through all intermediate shift positions. When doubling the gear ratio interval between range changes, a gear can be advantageously discontinued while maintaining the same gear ratio interval. To control the shift position, only the second shift position KS2Na of another combined shift unit KS2a needs to be present. Thus, the intermediate shift position is switched within the main gearbox 34a.

[0049] The first forward gear V1a is designed as a direct drive. The second forward gear V2a is designed as a direct drive. The third forward gear V3a is designed as a power-splitter gear. The fourth forward gear V4a is designed as a power-splitter gear in the first power-splitter path. The fifth forward gear V5a is designed as a direct drive. The sixth forward gear V6a is designed as an overdrive gear. The seventh forward gear V7a is designed as a direct drive. The eighth forward gear V8a is designed as a power-splitter gear in the second power-splitter path. The ninth forward gear V9a is designed as a power-splitter gear in the first power-splitter path. The tenth forward gear V10a is designed as a power-splitter gear in the second power-splitter path. The eleventh forward gear V11a is designed as a direct drive. The twelfth forward gear V12a is designed as an overdrive gear.

[0050] With the rear auxiliary gearbox 56a having an intermediate group between its low and high gear groups, two new shift positions are advantageously available by reducing one gear plane. Advantageously, this reduces the maximum RPM of the first transmission component P11a of the front auxiliary gearbox 28a and consequently the power component via the intermediate shaft 20a. This advantageously extends the service life of the group transmission unit 10a and advantageously mitigates torque reduction at the output device during shifting. By utilizing the dual use of the first gear plane 36a, a power-split gear and a conventional gear can also be used in the low gear group of the rear auxiliary gearbox 56a. This measure advantageously allows a 12-speed transmission with a greater shift range and thus starting capability than a multiplier to be provided from a 9-speed transmission in motor vehicles, especially long-distance vehicles, without the need for an adjuster.

[0051] The load on the gearbox assembly 10a can be advantageously reduced by utilizing the third gear plane 40a. Two conventional reverse gears exist in the low or high gear group of the rear auxiliary gearbox 56a. The gear ratio intervals of reverse gears R1a, R2a, R3a, and R4a are formed by the rear auxiliary gearbox 56a. By combining the reverse gear shift with the release of the third gearbox component P13a in the front auxiliary gearbox 28a, one shifting element can be advantageously saved. A conventional gear can be engaged at the first shift position KS1Na of the combined shift unit KS1a. The first shift position KS1Na of the combined shift unit KS1a is required for the two starting gears and the conventional reverse gear. At the second shift position KS1MLa of the combined shift unit KS1a, the power-splitting forward gear is activated. At the third shift position KS1MRa of the combined shift unit KS1a, the power-splitting reverse gear is activated. At the fourth shift position KS1Ra of the combined shift unit KS1a, the power-splitting reverse gear is activated. Therefore, the combined shift unit KS1a can be operated using existing shifters, especially new AMTs. This can effectively reduce development costs. The shifting element KS21a of the other combined shift unit KS2a is controlled by a floating piston with flexible centering function or by existing sensor devices without the need for a separate valve.

[0052] exist Figure 3 The second embodiment of the invention is shown below. The following description and figures are essentially limited to the differences between the embodiments, wherein references to the same parts, particularly those having the same reference numerals, may also be made in principle to the figures and / or especially to parts that refer to the same parts. Figure 1 and Figure 2 Other embodiments are described below. To distinguish the embodiments, the letter 'a' is used as... Figure 1 and Figure 2 The reference numerals for the first embodiment are suffixed. Figure 3 In the second embodiment, the letter 'a' is replaced by the letter 'b'.

[0053] exist Figure 3The diagram shows a second embodiment of the group transmission assembly 10b. The group transmission assembly 10b has a housing 12b, which is only partially shown for overview purposes. The group transmission assembly 10b has a disengagement clutch 16b. The group transmission assembly 10b has an input shaft 14b. The group transmission assembly 10b has a main shaft 18b. The group transmission assembly 10b has an intermediate shaft 20b. The group transmission assembly 10b has an intermediate shaft brake 22b. The group transmission assembly 10b has another intermediate shaft 24b. The group transmission assembly 10b has an output shaft 26b. The group transmission assembly 10b has a front auxiliary housing 28b, which is designed according to a planetary gear transmission mechanism configuration and includes a first transmission component P11b, a second transmission component P12b, and a third transmission component P13b. The front auxiliary gearbox 28b has exactly one single planetary gear set P1b, which includes a first transmission component P11b, a second transmission component P12b, and a third transmission component P13b. The group transmission assembly 10b has a main gearbox 34b. The group transmission assembly 10b includes exactly three gear planes 36b, 38b, and 40b, namely, the first gear plane 36b, the second gear plane 38b, and the third gear plane 40b. The group transmission assembly 10b has a rear auxiliary gearbox 56b, which is designed according to a planetary gear transmission mechanism configuration and includes a first transmission component P21b, a second transmission component P22b, and a third transmission component P23b. The rear auxiliary gearbox 56b has exactly one single planetary gear set P2b, which includes the first transmission component P21b, the second transmission component P22b, and the third transmission component P23b. The front auxiliary gearbox 28b has a front auxiliary gearbox stationary gear 30b. The group transmission assembly 10b has a first fixed gear 42b. The group transmission assembly 10b has a second fixed gear 32b. The group transmission assembly 10b has a third fixed gear 46b. The group transmission assembly 10b has a fourth fixed gear 50b. The group transmission assembly 10b has a reverse gear 52b. The group transmission assembly 10b has a first driven gear 44b. The group transmission assembly 10b has a second driven gear 48b. The group transmission assembly 10b has a third driven gear 54b. The group transmission assembly 10b has a driven gear 58b. The group transmission assembly 10b has a first shift unit S1b. The first shift unit S1b has a shift element S11b. The first shift unit S1b has a first shift position, a second shift position, and a third shift position. The shift positions of the first shift unit S1b correspond to the shift positions S1La, S1Na, and S1Ra of the first shift unit S1a in the first embodiment. The group transmission unit 10b has a second shift unit S2b. The second shift unit S2b has a shift element S21b. The second shift unit S2b has a first shift position and a second shift position.The shifting positions of the second shifting unit S2b correspond to the shifting positions S2La and S2Na of the second shifting unit S2a in the first embodiment. The group transmission assembly 10b has a third shifting unit S3b. The group transmission assembly 10b has a fourth shifting unit S4b. The group transmission assembly 10b has a fifth shifting unit S5b. The group transmission assembly 10b has a combined shifting unit KS1b. The third shifting unit S3b, the fourth shifting unit S4b, and the fifth shifting unit S5b are combined to form the combined shifting unit KS1b. The combined shifting unit KS1b has a shifting element KS11b. The combined shifting element KS1b includes a first shifting position, a second shifting position, a third shifting position, and a fourth shifting position. The shifting positions of the combined shifting unit KS1b correspond to the shifting positions of the combined shifting unit KS1a in the first embodiment. The group transmission assembly 10b has a sixth shifting unit S6b. The sixth shift unit S6b has a shift element S61b. The sixth shift unit S6b has a first shift position, a second shift position, and a third shift position. The shift positions of the sixth shift unit S6b correspond to the shift positions S6La, S6Na, and S6Ra of the sixth shift unit S6a in the first embodiment. The group transmission assembly 10b has a linked shift unit S7b. The group transmission assembly 10b has a brake shift unit S8b. The group transmission assembly 10b has another combined shift unit KS2b. The linked shift unit S7b and the brake shift unit S8b are combined to form another combined shift unit KS2b. The other combined shift unit KS2b has a shift element KS21b. The other combined shift element KS2b includes a first shift position, a second shift position, and a third shift position. The shifting positions of the other combined shifting unit KS2b correspond to the shifting positions KS2La, KS2Na, and KS2Ra of the other combined shifting unit KS2a in the first embodiment.

[0054] Unlike in Figure 1 and Figure 2The described group transmission assembly 10a and group transmission assembly 10b further include a torque adjustment unit 60b. The torque adjustment unit 60b has a switchable first adjuster gear plane 62b and a switchable second adjuster gear plane 64b. The torque adjustment unit 60b has an adjuster shaft 66b. The adjuster shaft 66b is arranged parallel to the input shaft 14b. The adjuster shaft 66b is spaced apart from the input shaft 14b. The torque adjustment unit 60b includes a brake element 68b. The brake element 68b is designed as a motor, hydraulic pump, reducer, or friction brake. Elements of the brake element 68b, such as the rotor of a so-called motor, are particularly preferably permanently anti-rotationally connected to the adjuster shaft 66b. The torque adjustment unit 60b has a first adjuster moving gear 70b and a second adjuster moving gear 72b. The first adjuster moving gear 70b is arranged within the first adjuster gear plane 62b. The first adjuster moving gear 70b is coaxially arranged relative to the adjuster shaft 66b. The second adjuster moving gear 72b is arranged within the second adjuster gear plane 64b. The second adjuster moving gear 72b is coaxially arranged relative to the adjuster shaft 66b. The front auxiliary gearbox 28b has another front auxiliary gearbox stationary gear 74b. The other front auxiliary gearbox stationary gear 74b is permanently anti-rotatably connected to the third transmission component P13b of the front auxiliary gearbox 28b. The other front auxiliary gearbox stationary gear 74b is coaxially arranged relative to the input shaft 14b. The other front auxiliary gearbox stationary gear 74b is arranged within the first adjuster gear plane 62b. The first adjuster moving gear 70b is permanently meshed with the other front auxiliary gearbox stationary gear 74b. The third transmission component P13b of the front auxiliary gearbox 28b has an external gear structure 76b. The external gear structure 76b is coaxially oriented relative to the input shaft 14b. The external gear structure 76b is arranged within the second adjuster gear plane 64b. The second adjuster moving gear 72b is permanently meshed with the external gear structure 76b.

[0055] The torque adjustment unit 60b has an adjuster shifting unit S9b. The adjuster shifting unit S9b has a shifting element S91b. The shifting element S91b of the adjuster shifting unit S9b is designed as a sliding sleeve. The adjuster shifting unit 60b has a first shifting position, a second shifting position, and a third shifting position. In the first shifting position of the adjuster shifting unit S9b, the first adjuster moving gear 70b is engaged with the adjuster shaft 66b in a rotationally resistant manner. In the first shifting position of the adjuster shifting unit S9b, the second adjuster moving gear 72b is disengaged from the adjuster shaft 66b. Figure 3The second shift position is shown. The second shift position of the adjuster shift unit S9b is designed to be neutral. In the second shift position of the adjuster shift unit S9b, the first adjuster moving gear 70b and the second adjuster moving gear 72b are separated from the adjuster shaft 66b. In the third shift position of the adjuster shift unit S9b, the second adjuster moving gear 72b is engaged with the adjuster shaft 66b in a rotationally resistant manner. In the second shift position of the adjuster shift unit S9b, the first adjuster moving gear 70b is separated from the adjuster shaft 66b.

[0056] The torque adjustment unit 60b is engageable with the third transmission component P13b of the front auxiliary gearbox 28b via a switchable first adjuster gear plane 62b, such that at least one torque can be transmitted from the torque adjustment unit 60b to the front auxiliary gearbox 28b via the third transmission component P13b of the front auxiliary gearbox 28b. The torque adjustment unit 60b provides stepless variation of the gear ratio of the group transmission unit 10b during start-up and / or shifting. In at least one operating state, the torque adjustment unit 60b is configured to reduce and / or increase the transmitted torque, advantageously to eliminate torque on at least one switchable drive gear.

[0057] With the aid of brake 68b, a "partial power shift" can be achieved from the first forward gear V1a corresponding to the first embodiment to the third forward gear V3a corresponding to the first embodiment, or from the second forward gear V2a corresponding to the first embodiment to the fourth forward gear V4a corresponding to the first embodiment. Here, the third transmission component P13b of the front auxiliary gearbox 28b is braked by the second adjuster gear plane 64b. The shift element S61b of the sixth shift unit S6b is thus unloaded and has no torque. Then, the second shift position of the sixth shift unit S6b can appear, wherein the rotational speed of the third transmission component P13b of the front auxiliary gearbox 28b can be adapted to the target rotational speed of the main shaft 18b. When the rotational speed difference is small, the second shift position of the combined shift unit KS1b appears. With the aid of brake 68b designed as an electric motor, drive on the first adjuster gear plane 62b can also be performed, thereby unloading at least one drive unit (not shown in detail) until no torque is present. Thus, the drive is fully electric. In this state, the second shift position of the sixth shift unit S6b also appears, followed by switching the combined shift unit KS1b. When the brake element 68b is designed as a motor, the motor can advantageously operate as a generator to obtain braking effect.

[0058] List of reference numerals in the attached diagram:

[0059] 10-unit transmission assembly

[0060] 12 enclosures

[0061] 14 Input axis

[0062] 16 Disengage the clutch

[0063] 18 spindles

[0064] 20 Intermediate Shaft

[0065] 22 Intermediate Shaft Brake

[0066] 24 Intermediate Shaft

[0067] 26 Output shaft

[0068] 28 front auxiliary box

[0069] 30 Front auxiliary gearbox fixed gear

[0070] 32 fixed gears

[0071] 34 main box

[0072] 36 Gear plane

[0073] 38 Gear plane

[0074] 40 Gear plane

[0075] 42 Fixed Gear

[0076] 44 Moving gear

[0077] 46 fixed gears

[0078] 48 Moving gear

[0079] 50 fixed gears

[0080] 52 Reverse gear

[0081] 54 Moving gear

[0082] 56 Rear Auxiliary Box

[0083] 58 Driven gear

[0084] 60 Torque Adjustment Unit

[0085] 62 Adjuster gear plane

[0086] 64 Adjuster gear plane

[0087] 66 Adjuster Shaft

[0088] 68 Braking components

[0089] 70 Adjuster moving gear

[0090] 72 Adjuster moving gear

[0091] 74 Front auxiliary gearbox fixed gear

[0092] 76 External tooth structure

[0093] KS1 Combined Shift Unit

[0094] KS11 shift element

[0095] KS1N shift position

[0096] KS1ML shift position

[0097] KS1MR shift position

[0098] KS1R Shift Position

[0099] KS2 Combined Shift Unit

[0100] KS21 shift element

[0101] KS2L Shift Position

[0102] KS2N shift position

[0103] KS2R shift position

[0104] P1 Planetary Gear Set

[0105] P11 Transmission Components

[0106] P12 Transmission Components

[0107] P13 Transmission Components

[0108] P14 Transmission Components

[0109] P2 Planetary Gear Set

[0110] P21 Transmission Components

[0111] P22 Transmission Components

[0112] P23 Transmission Components

[0113] P24 Transmission Components

[0114] R1 Reverse

[0115] R2 Reverse

[0116] R3 Reverse

[0117] R4 Reverse

[0118] S1 shift unit

[0119] S11 shift element

[0120] S1L shift position

[0121] S1N shift position

[0122] S1R shift position

[0123] S2 shift unit

[0124] S21 shift element

[0125] S2L shift position

[0126] S2N shift position

[0127] S3 Shift Unit

[0128] S4 Shift Unit

[0129] S5 Shift Unit

[0130] S6 Shift Unit

[0131] S61 shift element

[0132] S6L shift position

[0133] S6N shift position

[0134] S6R shift position

[0135] S7 Linkage Shift Unit

[0136] S8 Brake Shift Unit

[0137] S9 Regulator Shift Unit

[0138] S91 shift element

[0139] V1 Forward Gear

[0140] V2 forward gear

[0141] V3 forward gear

[0142] V4 forward gear

[0143] V5 forward gear

[0144] V6 forward gear

[0145] V7 forward gear

[0146] V8 forward gear

[0147] V9 forward gear

[0148] V10 forward gear

[0149] V11 forward gear

[0150] V12 forward gear

Claims

1. A group transmission device comprising: a front auxiliary housing (28a, 28b) designed according to a planetary gear transmission mechanism and including a first transmission component (P11a, P11b), a second transmission component (P12a, P12b), and a third transmission component (P13a, P13b); and a rear auxiliary housing (56a, 28b) designed according to a planetary gear transmission mechanism and including a first transmission component (P21a, P21b), a second transmission component (P22a, P22b), and a third transmission component (P23a, P23b). 56b); main shafts (18a, 18b) arranged coaxially with the front auxiliary gearboxes (28a, 28b); intermediate shafts (20a, 20b) arranged parallel to the main shafts (18a, 18b); first shifting units (S1a, S1b); and first moving gears (44a, 44b) coaxial with the main shafts (18a, 18b) and axially arranged between the front auxiliary gearboxes (28a, 28b) and the rear auxiliary gearboxes (56a, 56b), and capable of being connected to the main shafts (18a, 18b) with resistance to relative rotation by means of the first shifting units (S1a, S1b). Its features are, A second shift unit (S2a, S2b) is provided, which is configured to connect the first moving gears (44a, 44b) to the third transmission components (P23a, P23b) of the rear auxiliary gearbox (56a, 56b) in a way that prevents relative rotation. The system includes input shafts (14a, 14b), a third shift unit (S3a, S3b), and second fixed gears (32a, 32b) mounted on intermediate shafts (20a, 20b) and connected to these intermediate shafts (20a, 20b) in a way that prevents relative rotation. The third shift unit (S3a, S3b) is configured to connect the third transmission components (P13a, P13b) of the front auxiliary gearbox (28a, 28b) to the main shaft (18a, 18b) in a way that prevents relative rotation. The second transmission components (P12a, P12b) of the front auxiliary gearboxes (28a, 28b) are permanently and anti-rotatably connected to the input shafts (14a, 14b), and the first transmission components (P11a, P11b) of the front auxiliary gearboxes (28a, 28b) are permanently and anti-rotatably connected to the front auxiliary gearbox fixed gears (30a, 30b) of the front auxiliary gearboxes (28a, 28b), wherein the front auxiliary gearbox fixed gears (30a, 30b) are permanently meshed with the second fixed gears (32a, 32b).

2. The group transmission device according to claim 1, characterized in that, A first fixed gear (42a, 42b) is provided on an intermediate shaft (20a, 20b) and is connected to the intermediate shaft (20a, 20b) in a way that resists relative rotation, wherein a first movable gear (44a, 44b) is arranged to permanently mesh with the first fixed gear (42a, 42b) in order to form a first gear plane (36a, 36b).

3. The group transmission device according to claim 1 or 2, characterized in that, The front auxiliary gearboxes (28a, 28b) have exactly one single planetary gear set (P1a, P1b) as follows: the single planetary gear set includes a first transmission component (P11a, P11b), a second transmission component (P12a, P12b), and a third transmission component (P13a, P13b) of the front auxiliary gearboxes (28a, 28b).

4. The group transmission device according to claim 1 or 2, characterized in that, The rear auxiliary gearboxes (56a, 56b) have exactly one single planetary gear set (P2a, P2b) as follows: the single planetary gear set includes a first transmission component (P21a, P21b), a second transmission component (P22a, P22b), and a third transmission component (P23a, P23b) of the rear auxiliary gearboxes (56a, 56b).

5. The group transmission device according to claim 2, characterized in that, The system includes a second moving gear (48a, 48b) and a third moving gear (54a, 54b) arranged coaxially with the main shaft (18a, 18b). In the axial direction, there are exactly three gear planes (36a, 38a, 40a; 36b, 38b, 40b) between the front auxiliary gearbox (28a, 28b) and the rear auxiliary gearbox (56a, 56b). That is, there are a first gear plane (36a, 36b), a second gear plane (38a, 38b) with the second moving gear (48a, 48b) arranged thereon, and a third gear plane (40a, 40b) with the third moving gear (54a, 54b) arranged thereon.

6. The group transmission device according to claim 5, characterized in that, There is another intermediate shaft (24a, 24b) and reverse gears (52a, 52b) mounted on the other intermediate shaft (24a, 24b) and connected to the other intermediate shaft (24a, 24b) in a way that resists relative rotation. The reverse gears are arranged in a third gear plane (40a, 40b).

7. The group transmission device according to claim 5, characterized in that, A fourth shift unit (S4a, S4b) is provided, which is configured to connect the third transmission components (P13a, P13b) of the front auxiliary gearbox (28a, 28b) to the main shaft (18a, 18b) in a non-rotational manner and to the third drive gear (54a, 54b) in a non-rotational manner.

8. The group transmission device according to claim 5, characterized in that, A fifth shifting unit (S5a, S5b) is provided, which is configured to connect the third moving gear (54a, 54b) to the main shaft (18a, 18b) in a way that resists relative rotation.

9. The group transmission device according to claim 7, characterized in that, A fifth shifting unit (S5a, S5b) is provided, which is configured to connect the third moving gear (54a, 54b) to the main shaft (18a, 18b) in a way that resists relative rotation. The third shifting unit (S3a, S3b), the fourth shifting unit (S4a, S4b) and the fifth shifting unit (S5a, S5b) are combined to form a combined shifting unit (KS1a, KS1b) arranged axially between the front auxiliary gearbox (28a, 28b) and the third gear plane (40a, 40b).

10. The group transmission device according to claim 4, characterized in that, The group transmission unit is equipped with a linkage shifting unit (S7a, S7b), which is configured to interlock the single planetary gear set (P2a, P2b) of the rear auxiliary gearbox (56a, 56b). The group transmission unit is also equipped with a brake shifting unit (S8a, S8b), which is configured to connect the third transmission components (P23a, P23b) of the rear auxiliary gearbox (56a, 56b) to the gearbox housing (12a, 12b) in a rotationally resistant manner.

11. The group transmission device according to claim 1 or 2, characterized in that, A torque adjustment unit (60b) is provided, which can be engaged with the third transmission component (P13b) of the front auxiliary gearbox (28b) via a switchable first adjuster gear plane (62b), such that at least one torque can be transmitted from the torque adjustment unit (60b) to the front auxiliary gearbox (28b) via the third transmission component (P13b) of the front auxiliary gearbox (28b).

Images