Power shift transmission for electric drive

Abstract

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

Description

Technical Field

[0001] This invention relates to a power shift transmission for an electric drive system of working machinery. The invention also relates to an electric drive system for working machinery, comprising an electric drive assembly and such a power shift transmission. Furthermore, the invention relates to a drive assembly for working machinery, comprising such a drive system and a separate work drive assembly. Background Technology

[0002] Currently, construction machinery drives are primarily powered by internal combustion engines. For power transmission, power-shift transmissions with hydraulic torque converters or continuously variable transmissions (CVTs) are typically used. Power-shift transmissions usually employ three to six gears. With the electrification of the drive system, fully electric drives can also be used, which typically have two gears and therefore very large gear jumps. Due to these large gear jumps, high-performance electric motors and power-shift transmissions with high development requirements are needed. Therefore, the object of this invention is to provide a power-shift transmission for an electric drive system of construction machinery that has low development costs and relatively low requirements for electronic components. Summary of the Invention

[0003] This objective is achieved by a power-shift transmission for an electric drive system for work machinery, as claimed in claim 1. The work machinery can be construction machinery or agricultural machinery. For example, it is a wheel loader or a tractor. In one embodiment, the work machinery is a tractor or a freight vehicle. The work machinery can be moved by means of a drive system. Here, the drive system can be electrically designed, for example, having an electric drive unit that may include one or more electric motors. The power-shift transmission is designed for use in such an electric drive system. By means of this transmission, at least one gear can be switched between the drive end and the output end. Here, the transmission is designed to be able to switch the at least one gear under load. In addition to the drive system, the work machinery can have a work drive, which can be provided independently of the drive system. By means of the work drive, a power output device can be provided for the work equipment of the work machinery. In one embodiment, the work drive is designed to drive a work hydraulic system, such as a hydraulic pump of the work hydraulic system, via a power output device, through which the work equipment of the work machinery can be hydraulically operated, for example, moved. Alternatively or additionally, the power output device can also be used to drive the power output shaft, for example, by using a universal joint to mechanically connect the working equipment of the machine to the power output shaft.

[0004] The driving drive and the work drive can be housed in a common housing, or alternatively, in two separate housings. In one embodiment, a single housing is provided, designed to consist of housing sections that are separably connected to each other, in which both the driving drive and the work drive are arranged. The power shift transmission has: a drive end, at which the parameters to be transmitted are fed into the transmission; and an output end, at which the parameters transmitted through the transmission are output. The drive end and the output end can be arranged parallel to each other and offset from one another. In an alternative embodiment, the drive end and the output end are arranged coaxially with each other. The drive end can be mechanically connected to a drive device, such as the aforementioned electric drive device of the driving drive, for example, through a permanent anti-relative rotation connection. The output end can be mechanically connected to the propulsion elements of the work machinery, such as wheels or tracks, for example, through lateral and / or longitudinal differentials.

[0005] The power shift transmission has a first shift element, and in one embodiment, a second shift element and a third shift element. In one embodiment, the power shift transmission has only three shift elements, and no other shift elements. Furthermore, the power shift transmission has an intermediate shaft, which may be arranged parallel to and spaced apart from the drive end and / or output end axis. This intermediate shaft may be a countershaft. Additionally, the power shift transmission has an input gear ratio mechanism and a first gear ratio mechanism. The transmission may also have a second gear ratio mechanism and a third gear ratio mechanism. The first gear ratio mechanism, the second gear ratio mechanism, and the third gear ratio mechanism may each provide different gear ratio values. The input gear ratio mechanism and one or more gear ratio mechanisms may be formed by single-stage or multi-stage cylindrical gear stages and / or one or more planetary gear stages. Here, each gear ratio in these gear ratio mechanisms and the input gear ratio can be formed by one or more gear stages, between which one or more shift elements may be arranged. Therefore, in order to prepare to provide an input gear ratio mechanism and / or one or more gear ratio mechanisms, it may be necessary to manipulate one or more shift elements.

[0006] The drive end is mechanically connected to the intermediate shaft via an input gear ratio mechanism. Furthermore, by manipulating a first shift element, the intermediate shaft can be mechanically connected to the output end via a first gear ratio mechanism. In one embodiment, the intermediate shaft can be mechanically connected to the output end via a second gear ratio mechanism by manipulating a second shift element. In another embodiment, the intermediate shaft can be mechanically connected to the output end via a third gear ratio mechanism by manipulating a third shift element. In other words, in one embodiment, by manipulating one of these three shift elements, the intermediate shaft can be mechanically connected to the output end via one of these three gear ratio mechanisms. Simultaneously, the drive end is connected to the intermediate shaft via an input gear ratio mechanism, through which a front gear ratio mechanism can be prepared between the electric drive unit of the electric drive unit and the intermediate shaft of the power shift transmission.

[0007] Therefore, by setting an input gear ratio mechanism, the design of one or more gear ratio mechanisms can be at least partially decoupled from the design of the drive unit. That is, the input gear ratio mechanism can be designed such that a specific drive unit can be coordinated with a specific set of one or more gear ratio mechanisms. For example, this allows the use of common components for gear ratio mechanisms and shift elements from existing powershift transmissions designed for use with internal combustion engines. More precisely, for example, the shift elements and the three gear ratio mechanisms can be entirely reused from powershift transmissions for internal combustion engines, which have been mass-produced and therefore require significantly less R&D expenditure than entirely new designs.

[0008] This allows for significant economies of scale in most transmission components, thereby reducing unit costs. Furthermore, this enables power-shift transmissions that are designed to be virtually installation-neutral compared to existing series, such as those for internal combustion engines. Moreover, by similarly leveraging the proven adaptability of already proven transmissions to different applications, such power-shift transmissions can be easily adapted to various uses. Furthermore, the presence of three shift elements and therefore three gears in this power-shift transmission results in relatively small gear jumps, and thus allows the use of electric motors and inverters with relatively lower performance capabilities. Thus, for example, electric motors providing speeds below 9000 rpm can be used.

[0009] If two components are mechanically connected, they are directly or indirectly linked to each other such that movement of one component causes a response in the other. For example, a mechanical connection can be provided by a form-locking or friction-locking connection. This mechanical connection can correspond to the meshing of corresponding teeth of the two components. Other elements, such as one or more cylindrical gear stages, can be placed between these components. On the other hand, a permanent anti-rotational connection between two components refers to a connection in which the two components are rigidly connected to each other for all normal states of the transmission. Here, these components can exist as independent components anti-rotational connections or they can exist as an integral part. Alternatively, the anti-rotational connection between two components can be selectively established or disengaged by shifting elements, such as a clutch or brake.

[0010] In one embodiment, the input gear ratio mechanism is designed as a reduction gear ratio mechanism. This reduces the speed of the electric motor mechanically connected to the drive end of the power shift transmission and similarly increases torque. In one embodiment, the reduction gear ratio mechanism can be designed such that the gear ratio value is greater than 1.5, for example greater than 2, and in one embodiment, approximately 2.3. This design of the input gear ratio mechanism allows for the use of electric drive devices with relatively low performance parameters, which reduces costs and development expenses. In an alternative embodiment, the input gear ratio mechanism can also be designed as a speed-increasing gear ratio mechanism. Here, the power shift transmission can have a first gear shaft, a second gear shaft, and a third gear shaft. These three gear shafts can be arranged parallel to each other and spaced apart. Furthermore, one or more of these gear shafts can be designed to be parallel to the drive end and / or output end of the power shift transmission.

[0011] Within the scope of this embodiment, the first gear shaft can be mechanically connected to the intermediate shaft via a first cylindrical gear stage. Furthermore, by operating the first shift element, the first gear shaft can be mechanically connected to the third gear shaft via a second cylindrical gear stage. The second gear shaft can be mechanically connected to the intermediate shaft via a third cylindrical gear stage. Furthermore, by operating the second shift element, the second gear shaft can be mechanically connected to the third gear shaft via a fourth cylindrical gear stage. By operating the third shift element, the third gear shaft can be mechanically connected to the second gear shaft via a fifth cylindrical gear stage. Furthermore, the third gear shaft can be mechanically connected to the output end via a sixth cylindrical gear stage. Here, the first gear ratio mechanism can be formed by the first, second, and sixth cylindrical gear stages. Furthermore, the second gear ratio mechanism can be formed by the third, fourth, and sixth cylindrical gear stages. The third gear ratio mechanism can also be formed by the third, fifth, and sixth cylindrical gear stages. Power shift transmissions with such a gear ratio mechanism design are known, for example, from internal combustion engine applications. Therefore, for such a power shift transmission, a large number of common parts from the existing series of internal combustion engines can be used, which will generate the aforementioned advantages to a great extent.

[0012] Here, the first, second, third, fourth, fifth, and / or sixth cylindrical gear stages can each be designed as single-stage cylindrical gear stages. Furthermore, the input gear ratio mechanism can also be designed as a single-stage cylindrical gear stage. This provides a power shift transmission with low complexity and relatively small installation space. Here, the first, second, and / or third shift elements can be designed as friction-locking shift elements, for example, as multi-plate clutches. By providing friction-locking shift elements, power shifting can be achieved in a simple manner. In an alternative embodiment, at least one, or all, of these shift elements is designed as a form-locking shift element. As described above, these shift elements and these gear ratio mechanisms can here be designed for use in the drive system of working machinery with an internal combustion engine. For example, these shift elements and gear ratio mechanisms can be designed to handle the forces and torques generated in interaction with the internal combustion engine. Furthermore, the individual gear pairs of the gear ratio mechanism for speed can be designed for speeds that are conventionally present in interaction with the internal combustion engine. Therefore, within the scope of this embodiment, a large number of common components from existing power shift transmissions for internal combustion engines can be utilized while retaining the advantages described above. This results in the aforementioned advantages.

[0013] The present invention also relates to a drive unit for working machinery, the drive unit comprising: an electric drive device, such as an electric motor; and a power shift transmission according to one of the above embodiments. Here, the electric drive device is mechanically connected to the drive end of the power shift transmission, for example, a permanent anti-rotational connection. The present invention also relates to a drive assembly for working machinery, the drive assembly having such a drive unit and a separate work drive. The work drive can be provided independently of the drive unit, i.e., without a component that maintains a mechanical connection with the drive unit to exchange torque between these drives to operate the drive and / or work drive. Here, the separate work drive can have a separate electric drive device, which can be designed to drive a power output device for the working equipment. For design options and advantages of the various features, refer to the above statements related to the power shift transmission.

[0014] As described above, the drive unit and the work unit can be arranged in a single housing. This housing may have a lower housing portion in which the output end and, for example, two shift elements can be arranged. The lower housing portion may also have a lubricant reservoir, such as an oil reservoir, for lubricating the power shift transmission. Here, the lower housing portion, including, for example, the lubricant reservoir, can be designed to be identical to the lower housing portion of a power shift transmission for an internal combustion engine. Therefore, for this lower housing portion, many common components from existing power shift transmissions for internal combustion engines can be used, while retaining the aforementioned advantages. The upper housing portion can be mechanically connected to the lower housing portion, and here, the upper housing portion can be redesigned for an electric drive unit. For example, the drive end, intermediate shaft, input ratio mechanism, one of the shift elements, the electric drive unit of the drive unit, and / or a separate work unit with an additional electric drive unit can be integrated into the upper housing portion.

[0015] The present invention also relates to the use of a power shift transmission with at least two, or for example three, gears, designed for use in the drive system of working machinery with an internal combustion engine, in the drive system of working machinery with an electric drive unit. The power shift transmission can be designed according to one of the embodiments described above. In order to enable such a power shift transmission designed for an internal combustion engine to be used in a drive system with an electric drive unit, within one embodiment, it may be necessary to remove the reversing mechanism assembly of the power shift transmission. Within one embodiment, such a reversing mechanism assembly may not be necessary, as such reversal can be provided by reversing the rotational direction of the electric drive unit. Furthermore, this use may include a supplementary input gear ratio mechanism for adapting the power shift transmission to the electric drive unit. By means of the input gear ratio mechanism, for example, the electric drive unit can be adapted to the shifting elements and gear ratio mechanism of a power shift transmission originally designed for an internal combustion engine. Regarding the design options and advantages of the various components, refer to the above statements related to the power shift transmission. Attached Figure Description

[0016] Figure 1 A driving drive for a working machine having an internal combustion engine and a power shift transmission, according to an embodiment of the present invention, is shown.

[0017] Figure 2 A drive assembly for working machinery is shown, comprising: a travel drive having an electric drive unit and a power shift transmission; and a separate work drive for driving a power output unit for the working equipment. Detailed Implementation

[0018] Figure 1A drive unit 2' for a working machine according to an embodiment of the present invention is shown. The drive unit 2' includes a power shift transmission 3' having a drive end 4' and an output end 5. The drive end 4' of the power shift transmission 3' is mechanically connected to an internal combustion engine 7' via a torque converter 6'. Therefore, the torque of the internal combustion engine 7' can be transmitted to the output end 5 of the drive unit 2' via the torque converter 6' and the power shift transmission 3'. In this embodiment, the working machine is a wheel loader. The power shift transmission 3' includes a first shift element 8, a second shift element 9, and a third shift element 10, all three of which are designed as friction-locking multi-plate clutches. The first shift element 8 is coaxially arranged with a first gear shaft 11, the second shift element 9 is coaxially arranged with a second gear shaft 12, and the third shift element 10 is coaxially arranged with a third gear shaft 13. In the height direction H of the power shift transmission 3', the first shift element 8 is located at the upper end, the output end 5 is located at the lower end, and the output end 4' is located approximately in the middle. In the height direction H, the second shifting element 9 and the third shifting element 10 are arranged in this order between the drive end 4' and the output end 5.

[0019] In this embodiment, the power shift transmission 3' further includes a reversing structure assembly 14', which is disposed in the height direction H between the first gear shaft 11 and the second gear shaft 12. The reversing structure assembly 14' includes: a forward gear shaft 15' having a first forward gear shift element 16' coaxially arranged therewith; and an intermediate shaft 17 having a second forward gear shift element 18' coaxially arranged therewith. The reversing structure assembly 14' also includes a reverse gear shaft 19' having a reverse gear shift element 20' coaxially arranged therewith. In the height direction H, the intermediate shaft 17 with the second forward gear shift element 18' and the reverse gear shaft 19' with the reverse gear shift element 20' are disposed between the first gear shaft 11 and the drive end 4'. On the other hand, the first forward gear shaft 15' with the first forward gear shift element 16' is disposed in the height direction H between the drive end 4' and the second gear shaft 12. In the axial direction A of the power shift transmission 3', the first shift element 8, the second forward shift element 18', the reverse shift element 20', the first forward shift element 16', the second shift element 9, and the third shift element 10 are substantially arranged in the same axial position.

[0020] A fixed wheel 21' is arranged on the first forward gear shaft 15', which meshes with a mating wheel 22 permanently anti-rotationally mounted on the second gear shaft 12 to form a forward gear cylindrical gear stage. Furthermore, a first fixed wheel 23' is permanently anti-rotationally mounted on the drive end 4', which meshes with a loose sleeve wheel 24' arranged coaxially with the reverse gear shaft 19'. By operating the reverse gear shift element 20', the loose sleeve wheel 24' can be anti-rotationally connected to the reverse gear shaft 19'. Additionally, the first fixed wheel 23' on the drive end 4' meshes with a loose sleeve wheel 25' coaxially mounted with the forward gear shaft 15', and by operating the first forward gear shift element 16', the loose sleeve wheel can be anti-rotationally connected to the forward gear shaft 15'. A fixed wheel 26' is arranged on the reverse gear shaft 19', which meshes with a mating wheel 27 permanently anti-rotationally mounted on the intermediate shaft 17 to form a reverse gear cylindrical gear stage. In addition, the power shift transmission 3' includes a second fixed wheel 28' disposed on the drive end 4', which meshes with a loose sleeve wheel 29' coaxially disposed with the intermediate shaft 17. By operating the second forward shift element 18', the loose sleeve wheel can be connected to the intermediate shaft 17 in a non-rotating manner.

[0021] A fixed wheel 30 is also provided on the intermediate shaft 17. This fixed wheel meshes with a mating wheel 31 permanently anti-rotationally mounted on the first gear shaft 11 to form a first cylindrical gear stage 30, 31. A freewheel 32 is also provided on the first gear shaft 11. This freewheel meshes with a fixed wheel 33 permanently anti-rotationally mounted on the third gear shaft 13 to form a second cylindrical gear stage 32, 33. By operating the first shifting element 8, the freewheel 32 can be permanently anti-rotationally connected to the first gear shaft 11. Furthermore, a mating wheel 27 provided on the intermediate shaft 17 meshes with a mating wheel 22 permanently anti-rotationally mounted on the second gear shaft 12 to form a third cylindrical gear stage 27, 22. A freewheel 34 is arranged coaxially with the second gear shaft 12. This freewheel meshes with the fixed wheel 33 on the third gear shaft 13 to form a fourth cylindrical gear stage 34, 33. By manipulating the second shift element 9, the freewheel 34 can be connected to the second gear shaft 12 in a rotationally resistant manner. Furthermore, the fixed wheel 22 mounted on the second gear shaft 12 meshes with the freewheel 35, which is coaxially mounted with the third gear shaft 13, to form the fifth cylindrical gear stages 22 and 25. By manipulating the third shift element 10, the freewheel 35 can be permanently connected to the third gear shaft 13 in a rotationally resistant manner. Furthermore, the fixed wheel 33 mounted on the third gear shaft 13 meshes with the mating wheel 36 to form the sixth cylindrical gear stages 33 and 36. The mating wheel 36 is permanently connected to the output end 5 of the power shift transmission 3' in a rotationally resistant manner.

[0022] Therefore, by manipulating the first shift element 8, the intermediate shaft 17 can be mechanically connected to the output end 5 via the first gear ratio mechanism, namely the first cylindrical gear stages 30 and 31, the second cylindrical gear stages 32 and 33, and the sixth cylindrical gear stages 33 and 36. Furthermore, by manipulating the second shift element 9, the intermediate shaft 17 can be mechanically connected to the output end 5 via the second gear ratio mechanism, namely the third cylindrical gear stages 27 and 22, the fourth cylindrical gear stages 34 and 33, and the sixth cylindrical gear stages 33 and 36. Furthermore, by manipulating the third shift element 10, the intermediate shaft 17 can be mechanically connected to the output end 5 via the third gear ratio mechanism, namely the third cylindrical gear stages 27 and 22, the fifth cylindrical gear stages 22 and 35, and the sixth cylindrical gear stages 33 and 36. Here, via the reversing mechanism assembly 14', two different gears can be provided in the forward direction, namely, a gear in the reverse direction via the first forward gear shift element 16' and the second forward gear shift element 18', and a gear in the reverse direction via the reverse gear shift element 20'. The gears of the reversing mechanism assembly 14', namely the two forward gears and the one reverse gear, can be combined with the transmission gear ratios provided by the first shift element 8, the second shift element 9, and the third shift element 10 to provide multiple driving ranges in both the forward and reverse directions.

[0023] Figure 2 A drive assembly 1 for a working machine according to an embodiment of the present invention is shown. The drive assembly 1 includes: a travel drive 2 having a power shift transmission 3; and a separate work drive 40. In this embodiment, the work drive 40 is provided completely independently of the travel drive 2, meaning that there is no torque exchange between the two drives 2 and 40. In addition to the power shift transmission 3, the travel drive 2 includes an electric drive unit 7, which is designed as an electric motor in this case. In the height direction H of the drive assembly 1, the travel drive 2 and the work drive 40 are arranged vertically relative to each other. In this embodiment, the travel drive 2 and the work drive 40 are housed in a common housing. Except for the differences described below, the power shift transmission 3 is designed to be coupled with… Figure 1 The power shift transmission 3' described is the same. Here, the same reference numerals denote the same elements.

[0024] so, Figure 2The power shift transmission 3 also includes an intermediate shaft 17, which is mechanically connected to the first gear shaft 11 via first cylindrical gear stages 30 and 31. Similarly, a freewheel 32 is connected to the first gear shaft 11 via a first shift element 8 in a rotationally inert manner. The freewheel 32 also meshes with a mating wheel 33 to form second cylindrical gear stages 32 and 33. Furthermore, a mating wheel 27 mounted on the intermediate shaft 17 meshes with a mating wheel 22 permanently anti-rotationally mounted on the second gear shaft 12 to form third cylindrical gear stages 27 and 22. Similarly, a freewheel 34 is connected to the second gear shaft 12 via a second shift element 9 in a rotationally inert manner. Here, the freewheel 34 also meshes with a mating wheel 33 on the third gear shaft 13 to form fourth cylindrical gear stages 34 and 33. Furthermore, the mating wheel 22 meshes with the idler wheel 35 on the third gear shaft 13, which is connected to the third gear shaft 13 via the third shifting element 10 in a rotationally inert manner. This forms the fifth cylindrical gear stages 22 and 35. The fixed wheel 33, permanently anti-rotationally mounted on the third gear shaft 13, meshes with the mating wheel 36 to form the sixth cylindrical gear stages 33 and 36. Here, the mating wheel 36 is also permanently anti-rotationally connected to the output end 5.

[0025] Therefore, in accordance with Figure 2 In the power shift transmission 3, by operating the first shift element 8, the intermediate shaft 17 can be mechanically connected to the output end 5 via a first gear ratio mechanism. Furthermore, by operating the second shift element 9, the intermediate shaft 17 can be mechanically connected to the output end 5 via a second gear ratio mechanism. Furthermore, by operating the third shift element 10, the intermediate shaft 17 can be mechanically connected to the output end 5 via a third gear ratio mechanism.

[0026] On the other hand, unlike Figure 1 The implementation method is as follows: Figure 2 The implementation omits the reversing structure assembly 14', thus eliminating the need for the first forward gear shift element 16' along with the first forward gear shaft 15', the second forward gear shift element 18', and the reverse gear shift element 20' along with the reverse gear shaft 19'. This also eliminates the need for the fixed wheels 23' and 28' and the idler wheels 24', 25', and 29' located on the drive end 4'. It also eliminates the need for the fixed wheel 26' located on the reverse gear shaft 19' and the fixed wheel 21' located on the forward gear shaft 15'. Furthermore, the torque converter 6' is also eliminated. Instead, Figure 2The power shift transmission 3 has a drive end 4, which is permanently anti-rotationally connected to the electric motor 7. A fixed wheel 23 is provided on the drive end 4, which meshes with a mating wheel 27 permanently anti-rotationally mounted on an intermediate shaft 17 to form input gear ratio mechanisms 23, 27. Here, the input gear ratio mechanisms 23, 27 are designed as reduction gear ratio mechanisms to adjust the power shift transmission 3' designed for use with the electric motor 7. Therefore, by providing the input gear ratio mechanisms 23, 27, the power shift transmission 3' can be used without any other adjustments besides its reversing mechanism assembly 14'. Figure 2 The driving drive 2 in the middle has an electric motor 2.

[0027] In addition to Drive Drive 2 Figure 2 The drive assembly 1 also includes the aforementioned work drive 40. The work drive 40 has an additional electric drive unit 41, which is designed as a separate electric motor. A power output device 43 for driving the work equipment, such as a hydraulic pump of the work hydraulic system, is connected to the electric motor 41 via a cylindrical gear stage 42.

[0028] In this embodiment, Figure 1 The drive unit 2' has a lower housing portion in which the oil tank of the power shift transmission 3' is provided. A second gear shaft 12 together with a second shift element 9, a third gear shaft 13 together with a third shift element 10, and an output end 5 are arranged in this lower housing portion. The upper housing portion mainly houses a first gear shaft 11 and a first shift element 8. Here, within the scope of this embodiment, this lower housing portion, along with the oil tank from the drive unit 2', is used for the power shift transmission 3 of the drive unit 2 having an electric motor 7. Here, the electric motor 7 and the operating drive 40 are integrated into a new upper housing portion, which together with the lower housing portion forms the housing of the drive assembly 1.

[0029] Therefore, within the scope of this embodiment, a drive drive 2 with an electric motor 7 can be provided, which is based on a large number of common components because the shift elements 8, 9, 10 and the components for forming the first, second, and third gear ratio mechanisms can be used without adjustment. At the same time, by providing three gears, relatively small gear jumps can be provided, which results in relatively low speeds in the clutches 8, 9, and 10 and the electric motor 7. Adjustments for various applications can be easily achieved by adjusting the gear pairs in the first, second, and / or third gear ratio mechanisms. When adjusting these gear pairs, adjustments already implemented in a drive drive 2' with an internal combustion engine can be used. As a result, a drive drive 2 with an electric motor 7 can be provided, which has low development risk and low unit cost.

[0030] List of reference numerals

[0031] 1. Driver Components

[0032] 2', 2 driving drive

[0033] 3', 3' power shift transmission

[0034] 4', 4 drive ends

[0035] 5 Output terminal

[0036] 6' torque converter

[0037] 7', 7 drive unit

[0038] 8, 9, 10 Shift elements

[0039] 11, 12, 13 gear shafts

[0040] 14' Commutation Structure Assembly

[0041] 15', 19' Forward or Reverse Axle

[0042] 16', 18', 20' Forward or Reverse Gear Shift Elements

[0043] 17 Intermediate Shaft

[0044] 21', 23', 26', 28' fixed wheels

[0045] 24', 25', 29' empty sleeves

[0046] 30, 31 First cylindrical gear stage

[0047] 32, 33 Second cylindrical gear stage

[0048] 27, 22 Third cylindrical gear stage

[0049] 34, 33 Fourth cylindrical gear stage

[0050] 22, 35 Fifth cylindrical gear stage

[0051] 33, 36 Sixth Cylindrical Gear Stage

[0052] 23, 27 Input transmission ratio mechanism

[0053] 40 Job Driver

[0054] 41. Other electric drive devices

[0055] 42 Cylindrical Gear Stage

[0056] 43 Power Take-Off Device

[0057] H (height direction)

[0058] Axial direction

Claims

1. A power shift transmission (3) for an electric drive system (2) of a work machinery, wherein, The power shift transmission (3) has a drive end (4), an output end (5), a first shift element (8), an intermediate shaft (17), an input gear ratio mechanism (23, 27), and a first gear ratio mechanism (30, 31, 32, 33, 36). The drive end (4) is mechanically connected to the intermediate shaft (17) via the input gear ratio mechanism (23, 27), and the intermediate shaft (17) can be mechanically connected to the output end (5) via the first gear ratio mechanism (30, 31, 32, 33, 36) by manipulating the first shift element (8).

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

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

4. The power shift transmission (3) according to claim 2 or 3, characterized in that, The power shift transmission (3) has a first gear shaft (11), a second gear shaft (12), and a third gear shaft (13). The first gear shaft (11) is mechanically connected to the intermediate shaft (17) via a first cylindrical gear stage (30, 31). The first gear shaft (11) can be mechanically connected to the third gear shaft (13) via a second cylindrical gear stage (32, 33) by operating the first shift element (8). The second gear shaft (12) is mechanically connected to the intermediate shaft (17) via a third cylindrical gear stage (27, 22). The second gear shaft (12) can be mechanically connected to the third gear shaft (13) via a fourth cylindrical gear stage (34, 33) by operating the second shift element (9). The third gear shaft (13) can be connected to the second gear shaft (13) via a fifth cylindrical gear stage (22, 35) by operating the third shift element (10). The shaft (12) is mechanically connected, and the third gear shaft (13) is mechanically connected to the output end (5) via the sixth cylindrical gear stage (33, 36). The first gear transmission ratio mechanism (30, 31, 32, 33, 36) is formed by the first cylindrical gear stage (30, 31), the second cylindrical gear stage (32, 33) and the sixth cylindrical gear stage (33, 36). The second gear transmission ratio mechanism (27, 22, 34, 33, 36) is formed by the third cylindrical gear stage (22, 27), the fourth cylindrical gear stage (34, 33) and the sixth cylindrical gear stage (33, 36). The third gear transmission ratio mechanism (27, 22, 35, 33, 36) is formed by the third cylindrical gear stage (22, 27), the fifth cylindrical gear stage (22, 35) and the sixth cylindrical gear stage (33, 36).

5. The power shift transmission (3) according to any one of the preceding claims, characterized in that, The shift element (8) is designed as a friction-locking shift element.

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

7. A drive unit (2) for operating machinery, the drive unit having an electric drive unit (7) and a power shift transmission (3) according to any one of the preceding claims, wherein, The electric drive unit (7) is mechanically connected to the drive end (4) of the power shift transmission (3).

8. A drive assembly (1) for a work machine, the drive assembly having a travel drive (2) according to claim 7 and a separate work drive (40), wherein, The independent work drive (40) has an additional electric drive (41) for driving the power output device (43) for the work equipment.

9. The use of a power shift transmission (3') having at least one gear, designed for use in the drive (2') of a working machine having an internal combustion engine (7'), in the drive (2) of a working machine having an electric drive unit (7).

10. The use according to claim 9, characterized in that, The uses include: removing the reversing structure assembly (14') of the power shift transmission (3') and supplementing the input gear ratio mechanism (23, 27) to adapt the power shift transmission (3') to the electric drive unit (7).

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