Drive arrangement for a tractor

Abstract

Drive arrangement (1) for a tractor, comprising a first drive train (2), wherein the first drive train (2) has a power take-off (4) for driving a connectable implement and / or a pump output (5) for driving at least one hydraulic pump (P1, P2, P3, P4), comprising a second drive train (3), wherein the second drive train (3) has a vehicle transmission (G3), wherein the vehicle transmission (G3) has at least one transmission output (8) for driving at least one vehicle component (7), comprising a first electric machine (EM1) and a second electric machine (EM2), wherein the first electric machine (EM1) is drive-technically coupled and / or connectable to the first drive train (2) and the second electric machine (EM2) is drive-technically coupled and / or connectable to the second drive train (3), characterized in that the vehicle transmission (G3) has a vehicle transmission input shaft (EW) for forming a transmission drive,a vehicle transmission output shaft (AW) for forming the at least one transmission output (8) as well as a first coupling device (K1) associated with the vehicle transmission input shaft (EW) and a second coupling device (K2) associated with the vehicle transmission output shaft (AW), wherein one coupling half of the first coupling device (K1) has a first toothed section (VA1), wherein the first toothed section (VA1) is connected to the vehicle transmission output shaft (AW) via at least one transmission stage, and wherein one coupling half of the second coupling device (K2) has a second toothed section (VA2), wherein the second toothed section (VA2) is connected to the vehicle transmission input shaft (EW) via at least one further transmission stage, and that the vehicle transmission input shaft (EW) has a second spur gear section (SA2).wherein the second spur gear section (SA2) engages with the second toothed section (VA2) of the second coupling device (K2) to form a second spur gear stage, such that in a closed state of the second coupling device (K2) a torque path (M1) runs from the vehicle transmission input shaft (EW) via the second spur gear stage to the vehicle transmission output shaft (AW).

Description

The invention relates to a drive arrangement for a tractor having the features of the preamble of claim 1.For driving tractors, in particular tractors, electrified drives are known, which provide a drive torque, in particular for at least one vehicle axle and / or a power take-off, via a power-split transmission, e.g., a CVT transmission.The document DE 10 2016 204 727 A1 discloses a continuously power-split transmission for a vehicle, wherein the transmission is provided to connect a drive machine arranged on the input side at least indirectly via a transmission input shaft to an output shaft provided for the output. The transmission comprises an electric variator with a first and a second electric machine for continuously setting a transmission ratio and for realizing at least one driving range, wherein the first electric machine is connected at least indirectly to a first sun of a stepped planetary gearset and the second electric machine is connected at least indirectly to a first ring gear of the stepped planetary gearset. The output shaft can be coupled at least indirectly to a second sun of the stepped planetary gearset, wherein the transmission input shaft is connected in a rotationally fixed manner to a planetary carrier of the stepped planetary gearset. Furthermore, the stepped planetary gear set has a plurality of stepped gears rotatably mounted on the planetary carrier, wherein the respective stepped gear has a first and second planetary gear tooth stage, wherein the first planetary gear tooth stage meshes with the first ring gear and the first sun, and wherein the second planetary gear tooth stage meshes at least with the second sun.From US 2013 / 0 066 496 A1 a hybrid working vehicle is known, comprising an engine, a drive wheel, a power take-off shaft and a power transmission system for transmitting power from the engine to the drive wheel and the power take-off shaft. The power transmission system is bifurcated at a bifurcation point into a drive train for driving the drive wheel and a PTO train for driving the PTO. A continuously variable transmission is provided on the drive train and a motor generator is provided on the power transmission system between the engine and the bifurcation point. The motor generator functions as a generator by the power of the engine and functions as an electric motor for driving the power transmission system.JP 2012-149 769 A discloses a continuously variable transmission including a first output gear for outputting a driving force from a planetary gear part concentrically arranged with sun gears of planetary gear mechanisms, and other output gears different from the first output gear. Two transmission shafts are provided for transmitting the driving force from the planetary gear part to an output rotating body.DE 10 2018 218 078 A1 discloses an integrated hybrid drive system for a working vehicle, comprising an engine and an electric motor. The propulsion system also includes a transmission configured to transfer mechanical power between the engine and the electric motor. The transmission is configured in a first configuration to transfer mechanical power in a first direction from the electric motor to the motor to start the engine. Further, in a second configuration, the transmission is configured to transmit mechanical power in the first direction and alternatively in a second direction from the engine to the electric motor after the engine has been started.The object of the invention is to provide a drive arrangement of the type mentioned at the beginning which is distinguished by a compact construction and which also makes possible different energy supplies.This object is achieved according to the invention by a drive arrangement having the features of claim 1. Advantageous embodiments are evident from the dependent claims, the drawings and / or the description.The subject matter of the invention is a drive arrangement which is designed and / or suitable for a tractor. In particular, the drive arrangement serves for driving the tractor and for transmitting energy to at least one attachment that can be coupled and / or is coupled to the tractor.The drive arrangement has a first drive train. In particular, the first drive train serves for energy transmission to consumers of the tractor and / or of the at least one attachment. The first drive train has at least or exactly one auxiliary output, in particular a power take-off shaft, which is designed and / or suitable for driving the attachment that can be coupled to the tractor. In particular, the auxiliary power take-off constitutes a mechanical drive source for the attachment. The at least one auxiliary power take-off can optionally be arranged on the front side or on the rear side of the tractor. Optionally, the first drive train can have a further auxiliary power take-off, wherein the one auxiliary power take-off is arranged on the front side and the other auxiliary power take-off is arranged on the rear side of the tractor. The attachment can be an attachment pulled or supported or stationary by the tractor, which is simultaneously drivable and / or driven via the auxiliary output.Alternatively or optionally additionally, the first drive train has a pump output which is designed and / or suitable for driving at least or exactly one hydraulic pump. In particular, the hydraulic pump forms a hydraulic drive source for the attachment. For example, the pump is designed for this purpose as an, in particular variable, lifting mechanism pump. Alternatively, the hydraulic pump or optionally a further hydraulic pump forms a steering pump for hydraulic steering assistance. Alternatively, the hydraulic pump or optionally a further hydraulic pump forms an, in particular variable, transmission pump for power transmission. Alternatively, the hydraulic pump or optionally a further hydraulic pump forms an, in particular variable or constant, system pressure pump. Alternatively, however, the system pressure pump can also be designed as an electric pump, which can be operated independently of the pump output.The drive arrangement has a second drive train. In particular, the second drive train serves for driving the tractor. The second drive train has a vehicle transmission, in particular a shift transmission, which serves in particular for the transmission of a drive momet to the driven wheels of the tractor. The vehicle transmission has at least or exactly one transmission output which is designed and / or suitable for driving at least or exactly one vehicle axle. In particular, the vehicle axle is a driven rear axle or alternatively a driven front axle of the tractor.The drive arrangement has a first and a second electric machine. In particular, the two electric machines are each designed as a rotating electric machine. The two electric machines preferably each have a motor shaft, via which the two electric machines are mechanically incorporated and / or can be incorporated into the drive arrangement.Within the scope of the invention, it is proposed that the first electric machine is coupled and / or couplable to the first drive train in terms of drive technology and the second electric machine is coupled and / or couplable to the second drive train in terms of drive technology. In particular, the drive arrangement has at least one power control for the first and second electric machines. The at least one power control is used in particular to control the operation of the two electric machines. In particular, the two electric machines each have integrated power electronics as the power control.The advantage of the invention is in particular that the two electric machines propose a drive architecture which enables different energy supplies. By means of the two electric machines, the two drive trains can also be operated independently of one another in terms of drive, with the result that the two drive trains can be configured in a simple and space-saving manner. Thus, a drive arrangement is proposed which, while maintaining standard interfaces, provides the necessary installation space, in particular for the power electronics, energy supply, etc.In a preferred embodiment of the invention, it is provided that the drive arrangement has an internal combustion engine, in particular an internal combustion engine, in particular a diesel engine. The internal combustion engine preferably serves to form a hybrid drive. For this purpose, the internal combustion engine is operatively connected to one of the two electric machines, the corresponding electric machine being drivable in a generator mode for generating electric energy.In particular, the internal combustion engine forms a series hybrid drive together with the two electric machines. The electric machine operatively connected to the internal combustion engine is designed as a generator and the other electric machine is designed as an electric motor, the electric motor being fed by the electrical energy generated during generator operation of the generator.Alternatively, it can be provided that the internal combustion engine forms a parallel hybrid drive with the electric machine operatively connected. In this case, the electric machine operatively connected to the internal combustion engine can be operated both as a generator and as an electric motor, wherein the internal combustion engine and the electric machine act jointly on the associated drive train in a motor mode and electric energy is provided to the other electric machine in a generator mode.In a preferred concretization, it is provided that the first electric machine is designed at least as a generator and the second electric machine as an electric motor. The first drive train can be driven by the internal combustion engine and / or is driven by the latter, wherein the first electric machine designed as a generator is operatively connected to the internal combustion engine, in particular indirectly and / or in terms of transmission. In particular, the internal combustion engine and the first electric machine form a hybrid drive, in particular a diesel electric drive, for the first drive train. The second drive train can be driven by the electric motor and / or is driven by the latter. In particular, the second electric machine forms an electric drive for the second drive train. In a generator mode of the first electric machine, electrical energy is provided for the second electric machine designed as an electric motor and / or further consumers. Thus, a drive arrangement is proposed which is distinguished by a particularly efficient drive architecture on account of the electrical drive of the tractor and a hybrid drive of the auxiliary or pump output.In an alternative concretization, it is provided that the first electric machine is designed as an electric motor and the second electric machine as a generator. The second drive train can be driven by the internal combustion engine and / or is driven by the latter, wherein the second electric machine designed as a generator is operatively connected to the internal combustion engine, in particular indirectly and / or in terms of transmission. In particular, the internal combustion engine and the second electric machine form a hybrid drive, in particular a diesel electric drive, for the second drive train. The first drive train can be driven by the electric motor and / or is driven by the latter. In particular, the first electric machine forms an electric drive for the first drive train. In a generator mode of the second electric machine, electrical energy is provided for the first electric machine designed as an electric motor and / or further consumers. Thus, a drive arrangement is proposed which is distinguished by an alternative drive architecture on account of the hybrid drive of the tractor and the electric drive of the auxiliary or pump output.In an alternative embodiment of the invention, it is provided that the first electric machine is designed and / or suitable for generating a first drive torque and that the second electric machine is designed and / or suitable for generating a second drive torque in each case as an electric motor. In this case, the first drive train can be driven by the first electric machine designed as an electric motor and the second drive train can be driven by the second electric machine designed as an electric motor and / or is driven by the latter. In particular, the first electric machine thus forms an electric drive for the first drive train and the second electric machine forms an electric drive for the second drive train. Thus, a drive arrangement is proposed which, due to the electric drive of the tractor and the auxiliary or pump output, is distinguished by a purely electric drive architecture which, due to the omission of the internal combustion engine, also releases further installation space.In a further implementation, it is provided that the drive arrangement has an energy supply unit which is designed and / or suitable for storing and / or providing electrical energy. For this purpose, the first and the second electric machine are connected to the energy supply unit by supply technology. In particular, the energy supply unit comprises at least or exactly one energy store, preferably an electric accumulator. The at least one energy store preferably has the function of, in a motor mode of the at least one electric machine designed as an electric motor, supplying it with electrical energy and / or, in a generator mode of the at least one electric machine designed as a generator, absorbing and / or storing electrical energy. In particular, in the case of a configuration of the two electric machines as electric motors, the energy store can supply the two electric motors with electrical energy and / or can be charged by recuperation by at least one of the two electric motors. Alternatively or optionally additionally, the energy supply unit comprises an energy converter, preferably a fuel cell. The energy converter preferably has the function of supplying the electric machine(s) designed as electric motor(s) and / or the energy store with electric energy. Alternatively or optionally additionally, the energy supply unit can have an external energy supply interface, e.g. a cable outlet. The external energy supply interface preferably has the function of supplying the electric machine(s) designed as an electric motor(s) and / or the energy store with electrical energy.In a first possible embodiment, it is provided that the first and the second drive train are separated from one another by drive. In particular, the two drive trains are arranged parallel to one another in the towing machine. Preferably, the two drive trains are driven and / or drivable independently of one another.In an alternative embodiment, it is provided that the first drive train and the second drive train are connected and / or connectable to one another in a driven manner via the vehicle transmission, so that the drive torques of the first and of the second drive train can be summed with one another. Preferably, power branching is implemented by the geared connection of the first drive train to the second drive train. In particular, the two drive trains are mechanically connected to one another via at least one transmission stage. Optionally, the two drive trains can be coupled to one another via a coupling device for power branching and decoupled from one another for direct drive.In a preferred embodiment, it is provided that the vehicle transmission has a vehicle transmission input shaft for connecting the second electric machine, a vehicle transmission output shaft for forming the at least one transmission output, and a first and a second clutch device. In particular, the vehicle transmission input shaft is formed by the motor shaft of the second electric machine or is coupled and / or couplable thereto in a rotationally fixed manner. In particular, the at least one vehicle transmission output shaft is connected in terms of transmission to a vehicle axle transmission, in particular a differential transmission, of the vehicle axle. The two vehicle transmission shafts are preferably arranged axially parallel to one another. The vehicle transmission is particularly preferably designed as a dual clutch transmission. In this case, the first clutch device is assigned to the vehicle transmission input shaft and the second clutch device is assigned to the vehicle transmission output shaft. In particular, a drive torque transmitted to the vehicle transmission input shaft is selectively transmitted to the vehicle transmission output shaft via one of the two clutch devices. For example, the two clutch devices are designed as powershiftable and / or forcefitting clutches, in particular as multiplate clutches.According to this embodiment, a coupling half of the first coupling device has a first toothed section and a coupling half of the second coupling device has a second toothed section. In particular, the first and / or the second toothed section are designed as a spur toothing arranged on the associated clutch half or as a gearwheel, in particular spur gear, connected to the associated clutch half in a rotationally fixed manner. In this case, the first toothed section is connected by transmission technology to the vehicle transmission output shaft via at least or exactly one transmission stage and the second toothed section is connected by transmission technology to the vehicle transmission input shaft via at least or exactly one further transmission stage. In particular, the first toothed section forms an input interface into a first partial transmission and the second toothed section forms an input interface into a second partial transmission of the vehicle transmission designed as a dual clutch transmission.According to the invention, it is provided that the vehicle transmission has a vehicle transmission input shaft for forming a transmission drive, a vehicle transmission output shaft for forming the at least one transmission output, as well as a first clutch device assigned to the vehicle transmission input shaft and a second clutch device assigned to the vehicle transmission output shaft, wherein a clutch half of the first clutch device has a first toothed section, wherein the first toothed section is connected to the vehicle transmission output shaft by transmission technology via at least one transmission stage, and wherein a clutch half of the second clutch device has a second toothed section, wherein the second toothed section is connected to the vehicle transmission input shaft by transmission technology via at least one further transmission stage.In a further development, it is provided that the vehicle transmission has a planetary transmission which has a sun wheel, a ring gear, a planetary carrier and a plurality of planetary gears rotatably mounted on the planetary carrier. In particular, the planetary gear is arranged coaxially with the vehicle transmission output shaft. The sun gear is preferably designed as a stepped annulus gear, wherein the vehicle transmission output shaft is guided through the sun gear. The sun gear has a sun gear portion and a first spur gear portion. In particular, the sun gear is formed as a stepped gear, wherein the sun gear section is formed by a first step and the first spur gear section is formed by a second step of the stepped gear. Alternatively, the sun gear section and the first spur gear section can each be formed by a separate gearwheel which are connected to one another in a rotationally fixed manner. To form a planetary stage, the sun gear section is in mesh with the planetary gears and to form a first spur gear stage, the first spur gear section is in mesh with the first toothed section of the first clutch device. In particular, the planetary stage and the first spur gear stage have a different transmission ratio, so that a first gear stage is formed by the planetary stage and a second gear stage is formed by the first spur gear stage.In a further refinement, it is provided that the vehicle transmission has a first and a second shift element. In particular, the first and / or the second shifting element are designed as a force-locking shifting element, in particular as a friction clutch, or as a force-locking shifting element, in particular as a claw clutch. The two switching elements can each be moved between a release position and a switching position. In particular, the two shift elements are arranged on the vehicle transmission output shaft so as to be axially movable and rotationally fixed in the direction of rotation. The first shift element is coupled in the shift position in a rotationally fixed manner to the planet carrier, so that in a closed state of the first clutch device, a torque path runs from the vehicle transmission input shaft via the planetary stage, in particular via the planet carrier, to the vehicle transmission output shaft. The second shift element is coupled in the shift position in a rotationally fixed manner to the first spur gear section, so that in a closed state of the first clutch device, a torque path runs from the vehicle transmission input shaft via the first spur gear stage to the vehicle transmission output shaft. In particular, one of the two shift elements is optionally in the shift position, wherein the other shift element is in the idling position. In the closed state of the clutch device, one of the two gear stages can thus be selected via the shift elements.In a further implementation, it can be provided that the first drive train has a transmission gear which is designed and / or suitable for transmitting a drive torque, in particular of the internal combustion engine and / or of the first electric machine, to the auxiliary output and / or the pump output. In particular, the transmission gear is designed as a spur gear. The transmission transmission has at least or exactly one transmission transmission input shaft, which is designed and / or suitable for connecting the first electric machine. Optionally, the transmission transmission has a further transmission transmission input shaft, which is designed and / or suitable for connecting the internal combustion engine. In particular, the transmission transmission input shaft is coupled and / or couplable in terms of drive technology to the first electric machine and the further transmission input shaft is coupled and / or couplable in terms of drive technology to the internal combustion engine. Preferably, the two transmission transmission transmission input shafts are connected to one another in a driven manner via at least or exactly one transmission transmission stage.In the parallel hybrid drive, the first electric machine and the internal combustion engine act jointly on the first drive train via the transmission transmission. In particular, the transmission transmission input shaft thus serves, during motor operation of the first electric machine, for transmitting the drive torque to the first drive train.In the series hybrid drive, the drive torque generated by the internal combustion engine is transmitted or transmitted via the transmission transmission to the electric machine designed as a generator. In particular, the transmission transmission input shaft thus serves, during generator operation of the first electric machine, for transmitting the drive torque to the first electric machine, so that the transmission transmission input shaft takes over the function of an output shaft.Particularly preferably, the transmission gear has a transmission gear output shaft for forming the auxiliary output and at least or exactly one further transmission gear output shaft for forming the pump output.In particular, the transmission transmission input shaft and / or the further transmission transmission input shaft are connected to the transmission transmission output shaft and / or the further transmission transmission input shaft via at least or exactly one further transmission transmission transmission stage. The transmission transmission output shaft preferably forms a transmission input into a further transmission transmission, in particular a PTO transmission, for the auxiliary power take-off. The further transmission transmission transmission output shaft is preferably operatively connected to one or more of the pumps, so that the at least one pump is driven when the drive torque is transmitted. In particular, the transmission gear has a plurality of the further transmission gear output shafts for forming further pump outputs for further pumps. In particular, the further transmission transmission transmission input shaft and the transmission transmission output shaft are formed jointly by a shaft, so that these rotate at the same rotational speed about a common rotational axis.In a possible development, it is provided that the first drive train has a toothed wheel section and that the ring gear has an external toothing. In particular, the gearwheel section is connected to the transmission transmission output shaft in a rotationally fixed manner. The gearwheel section is preferably arranged, in particular in a further torque path, between the transmission transmission transmission and the further transmission transmission transmission. For example, the gear section is designed as a separate gear, preferably a spur gear. Alternatively, the gear section is designed as a toothing, in particular formed onto the transmission transmission transmission output shaft.According to this embodiment, it is provided that the gearwheel section of the first drive train is in engagement with and / or can be brought into engagement with the external toothing of the ring gear. In particular, the gearwheel section serves to connect the two drive trains to one another in a driven manner. The ring gear is rotatable about the vehicle transmission output shaft, so that during operation of the first electric machine and / or the internal combustion engine, the gear section meshes with the ring gear. In the shift position of the first shift element, a further torque path runs from the first drive train via the gearwheel section to the planetary transmission. In particular, the planetary gear thus serves as a summing gear, wherein the power(s) of the first electric machine and / or of the internal combustion engine and of the second electric machine are combined. Optionally, a locking device, e.g. a further shifting element and / or a further clutch device, can be provided, which is designed and / or suitable for locking the ring gear. Thus, in the switching position of the first switching element, the fixing device can switch the second drive train selectively between a power split and a direct electric drive. In particular, the first and the second drive train can be selectively drivingly connected to one another or drivingly disconnected from one another via the locking device. The efficiency, in particular in the first gear stage, can be significantly improved by the power distribution.According to the invention, it is provided that the vehicle transmission input shaft has a second spur gear section. In particular, the second spur gear section is arranged in the torque path upstream of the first clutch device, so that, in particular in an open state of the first clutch device, the second spur gear section is taken along by the vehicle transmission input shaft. The second spur gear section is preferably formed by a spur gear connected to the vehicle transmission input shaft in a rotationally fixed manner. Alternatively, however, the second spur gear section can also be formed by a spur gear contour formed correspondingly on the vehicle transmission input shaft. According to the invention, in order to form a second spur gear stage, the second spur gear section is in engagement with the second toothed section of the second clutch device, so that in a closed state of the second clutch device, a torque path runs from the vehicle transmission input shaft via the second spur gear stage to the vehicle transmission output shaft. In particular, the planetary stage and the two spur gear stages have different transmission ratios, so that a total of three different gear stages are formed. In particular, one of the two clutch devices is selectively closed, the other clutch device being open. Thus, one of the three gear stages can be selected depending on the two clutch devices and the two shift elements. Optionally, it can be provided that the vehicle transmission has a third spur gear stage for forming a further gear stage, which can be selected via a further shifting element.In a further embodiment of the invention, it is provided that the vehicle transmission has a further transmission output for driving at least or exactly one further vehicle axle. In particular, the further vehicle axle is a front axle of the tractor. The further vehicle axle is connected to the further transmission output via a further clutch device, so that the further vehicle axle is driven in a closed state of the further clutch device and is free of drive in an open state of the further clutch device. In particular, in the closed state of the further clutch device, an all-wheel drive for the tractor is implemented. The further clutch device is preferably designed as a powershiftable and / or forcefitting clutch, in particular a multiplate clutch.In a further development, it is provided that the vehicle transmission output shaft has a further spur gear section and a clutch half of the further clutch device has a further toothing section. In particular, the further spur gear section and / or the further toothed section is designed as a gearwheel, in particular a spur gear, or as a corresponding spur toothing. The further spur gear section and the further toothed section are in engagement with one another to form a further spur gear stage. In particular, the torque path is divided in a closed state of the first or the second clutch device via the vehicle transmission output shaft, wherein a partial torque path at the transmission output runs to the vehicle axle, preferably designed as a rear axle, and a further partial torque path at the further transmission output runs via the further spur gear stage and the further clutch device runs to the further vehicle axle, preferably designed as a front axle.Optionally, a further subject matter of the invention relates to a towing machine with the drive arrangement as has already been described above. In particular, the tractor is designed as an agricultural tractor, in particular a tractor. Preferably, an electric or diesel-electric drive is implemented by the drive arrangement.Further features, advantages and effects of the invention will become apparent from the following description of preferred exemplary embodiments of the invention. The following are shown: FIG. 1 is a schematic illustration of a drive arrangement for a tractor as an exemplary embodiment of the invention; FIGS. 2 a, b show a schematic illustration of a vehicle transmission of the drive arrangement from FIG. 1 in two different shift states; FIG. 3 shows, in the same illustration as FIGS. 2 a, b, the vehicle transmission in a further shifting state; FIG. 4 is a schematic illustration of the drive arrangement as an alternative embodiment of the invention; FIG. 5 shows a schematic illustration of the vehicle transmission of the drive arrangement from FIG. 2 in a switching state.FIG. 1 shows a highly schematic illustration of a drive arrangement 1 for a tractor, not illustrated, as an exemplary embodiment of the invention. For example, the tractor is designed as a tractor. The drive arrangement has a first and a second drive train 2, 3, wherein the first and the second drive train 2, 3 are separated from one another in drive terms.Current solutions for electrified drives are only conditionally suitable for different energy spread positions on the tractor, e.g. diesel engine or battery, and cannot be adopted without major adaptations. In addition, the installation space requirement of current approaches is significantly higher than in the case of the currently used tractor transmissions, with the result that integration of the electrified drive into existing tractor concepts is only possible with great difficulty. Associated with the high installation space requirement is a high complexity of the drive train with a plurality of planetary sets and shift elements. Approaches, for example, via single wheel drives require new vehicle concepts and are very expensive at the initial stage, since only a part of the drives will be electrified and the main part will remain conventional in the medium term.According to the invention, a drive arrangement 1 is proposed which enables different energy supplies, provides the standard interfaces of the current tractor transmissions and additionally reserves the necessary installation space for e.g. power electronics, without exceeding the current installation space limits of the standard transmissions. This drive arrangement 1 will be described below with reference to FIG. 1.The first drive train 2 serves for providing energy to various consumers of the tractor. For this purpose, the first drive train 2 has a power take-off 4 for driving a working implement which can be mechanically coupled or coupled to the tractor, or a stationary working implement, and a pump power take-off 4 for driving a plurality of pumps P 1, P 2, P 3, P 4. In addition, the first drive train 2 has an internal combustion engine VM, only indicated schematically, and a first electric machine EM 1 including power electronics, which are operatively connected to one another via a transmission gear G 1. For example, the internal combustion engine VM is designed as a diesel engine and the first electric machine EM 1 is designed as a generator and / or as an electric motor. For example, the transmission gear G 1 is configured as a spur gear.The transmission transmission G 1 has a transmission transmission input shaft EW 1 for connecting the first electric machine EM 1 and a further transmission input shaft EW 2 for connecting the internal combustion engine VM, as well as a transmission output shaft AW 1 for forming the auxiliary output 4 and further transmission output shafts AW 2, AW 3 for forming the pump output 5. The transmission G 1 has a drive wheel AR 1 and a further drive wheel AR 2, wherein the two drive wheels AR 1, AR 2 are engaged with one another to form a transmission stage. In this case, the drive wheel AR 1 is connected via the transmission transmission transmission input shaft EW 1 to the first electric machine EM 1 and the further drive wheel AR 2 is connected via the further transmission transmission transmission input shaft EW 2 to the internal combustion engine VM in a rotationally fixed manner. In particular, the further transmission transmission transmission input shaft EW 2 and the transmission transmission transmission output shaft AW 1 form a common shaft, wherein the further drive wheel AR 2 is arranged on the shaft in a rotationally fixed manner. The further transmission transmission input shaft EW 2 and the transmission output shaft AW 1 are thus driven at the same rotational speed.In a generator mode of operation of the first electric machine EM 1, the latter is driven via the internal combustion engine VM, wherein a drive torque generated by the internal combustion engine VM is transmitted via the transmission transmission stage to the first electric machine EM 1. As a result, the first electric machine EM 1, which is designed as a generator, is driven and electric energy is generated, which is stored in an energy supply unit 6, for example an electric accumulator.Optionally, in a motor mode of the first electric machine EM 1, a further output torque can be generated by the first electric machine EM 1, wherein the first electric machine EM 1, which is designed as an electric motor, is supplied with electrical energy by the energy supply unit 6. The internal combustion engine VM and the first electric machine EM 1 can act jointly on the drive train EM 1, so that a parallel hybrid drive is implemented.The transmission gear G 1 has an output gear BR 1, which is in mesh with the further drive gear AR 2 via an intermediate gear ZR. The output wheel BR 1 is arranged on the further transmission transmission transmission output shafts AW 2 in a rotationally fixed manner and forms with the latter a pump output 5 for, for example, a main pump P 1, a lubricating and / or cooling pump P 2 and a steering pump P 3. Furthermore, the transmission gear G 1 has a further output gear BR 2, which is in mesh with the drive gear AR 1. The further output wheel BR 2 is arranged on the further transmission transmission output shaft AW 3 in a rotationally fixed manner and forms with the latter a pump output 5 for, for example, a constant transmission pump P 3.Furthermore, the first drive train 2 has a further transmission gear G 2 for transmitting the output torque acting on the transmission gear output shaft AW 1 to the auxiliary output 4. For example, the further transmission gear G 2 is designed as a PTO gear. The further transmission gear G 2 has a drive ring gear AH 1 and a further drive ring gear AH 2, wherein the transmission gear output shaft AW 1 is guided coaxially through the two drive ring gears AH 1, AH 2. The transmission transmission output shaft AW 1 can be coupled selectively via a first coupling element KE 1 to one of the two input ring gears AH 1, AH 2 in a rotationally fixed manner.The two driving ring gears AH 1, AH 2 are in engagement with a stepped intermediate gear SR 1 having different transmission ratios. Furthermore, the further transmission gear G 2 has a further intermediate stepped gear SR 2, wherein the stepped gear SR 1 is engaged with the further intermediate stepped gear SR 2 via exactly one step. In addition, the further transmission gear G 2 has an output annulus gear BH 1 and a further output annulus gear BH 2, wherein a secondary output shaft NW is guided coaxially through the two output annulus gears BH 1, BH 2 to form the secondary output 4. The two output ring gears BH 1, BH 2 are each in engagement with the further intermediate stepped gear SR 1 with different transmission ratios. The auxiliary output shaft NW can be coupled selectively via a second coupling element KE2 to one of the two input ring gears BH1, BH2 in a rotationally fixed manner, so that, depending on the coupling position of the first and the second coupling element KE1, KE2, the output torque can be transmitted from the transmission transmission transmission output shaft AW1 to the auxiliary output shaft NW in four different transmission stages.The second drive train 3 serves to drive the tractor. For this purpose, the second drive train 3 has a driven vehicle axle 7, preferably a rear axle, which is connected via a vehicle transmission G 3 in a driven manner to a second electric machine EM 2 including power electronics. The second electric machine EM 2 is designed as an electric motor, wherein the energy supply unit 6 provides electrical energy for the second electric machine EM 2.The vehicle transmission G 3 has a vehicle transmission input shaft EW, which is coupled in terms of drive technology to the second electric machine EM 2. For example, the vehicle transmission input shaft EW is designed as a motor shaft of the second electric machine EM 2. The vehicle transmission G 3 has a vehicle transmission output shaft AW, which forms a transmission output 8 for the vehicle axle 7 and a further transmission output 9 for a further vehicle axle, not shown.The vehicle transmission G 3 is designed as a dual clutch transmission, wherein the vehicle transmission G 3 has a first and a second clutch device K 1, K 2 for clutching the second electric machine EM 2 with at least the vehicle axle 7. The two clutch devices K 1, K 2 are each designed as a multiplate clutch, the first clutch device K 1 being assigned to the vehicle transmission input shaft EW and the second clutch device K 2 being assigned to the vehicle transmission output shaft AW. In this case, an outer disk carrier of the first clutch device K 1 is connected in a rotationally fixed manner to the vehicle transmission input shaft EW and an outer disk carrier of the second clutch device K 2 is connected in a rotationally fixed manner to the vehicle transmission output shaft AW.The vehicle transmission G 3 has a planetary transmission 10 which has a ring gear HR, a sun gear SR, a planetary carrier PT and a plurality of planetary gears PR rotatably mounted on the planetary carrier PT. The planetary gear 10 is arranged coaxially with the vehicle transmission output shaft AW, wherein the sun gear SR is formed as a stepped ring gear and the vehicle transmission output shaft AW is guided through the sun gear SR. The sun gear SR has a sun gear section SA and a first spur gear section SA 2, wherein the planetary gears PR are in engagement with the ring gear HR fixed to the housing on the one hand and with the sun gear section SA on the other hand to form a planetary stage. The inner plate carrier of the first clutch device K 1 has a first toothed section VA 1, which is in engagement with the first spur gear section SA 1 to form a first spur gear step. For example, the first toothing section VA 1 is formed by a spur toothing arranged on the inner plate carrier of the first clutch device K 1.The vehicle transmission G 3 has a first and a second shift element SE 1, SE 2, wherein the two shift elements SE 1, SE 2 are arranged on the vehicle transmission output shaft AW so as to be movable axially between a shift position and a release position and so as to be rotationally fixed in the direction of rotation. The first shifting element SE 1 serves for the rotationally fixed coupling of the planetary carrier PT with the vehicle transmission output shaft AW. The second shifting element SE 2 serves for the rotationally fixed coupling of the sun gear SR, in particular of the first spur gear section SA 1, to the vehicle transmission output shaft AW.The vehicle transmission input shaft EW has a second spur gear section SA 2 and an inner disk carrier of the second clutch device K 2 has a second toothed section VA 2, wherein the second spur gear section SA 2 and the second toothed section VA 2 are engaged with one another to form a second spur gear step. The vehicle transmission G 3 designed as a dual clutch transmission thus has two spur gear stages and one planetary stage with respectively different transmission ratios.The vehicle transmission output shaft AW is connected in terms of transmission technology at the location of the transmission output 8 to a differential transmission 11, in particular a rear axle differential, wherein the differential transmission 11 distributes the drive torque of the second electric machine EM 2 to two vehicle wheels 12 a, b, in particular rear wheels.The further vehicle axle can be coupled to the vehicle transmission output shaft AW via a further clutch device K 3, in particular for implementing an all-wheel drive. For this purpose, the further clutch device K 3 is designed as a further multiplate clutch. At the location of the further transmission output 9, the vehicle transmission output shaft AW has a further spur gear section SA 3, wherein a clutch half of the further clutch device K 3 has a further toothing section VA 3. The further spur gear section SA 3 and the further toothed section VA 3 are in engagement with one another to form a further spur gear step.FIGS. 2 a, band 3 each show a torque profile of the first drive train 3 for different shift states of the vehicle transmission G 3. Depending on the switching state of the two shift elements SE 1, SE 2 and of the two clutch devices K 1, K 2, a total of three different gear stages with different transmission ratios can be represented. Optionally, a third shifting element, not shown, and a third spur gear stage, not shown, can be supplemented for a fourth gear stage with a fourth transmission ratio.In FIG. 2 a, the vehicle transmission G 3 is shifted, for example, in a first gear stage. For this purpose, the first clutch device K 1 is closed and the second clutch device K 2 is open, wherein the first shift element SE 1 is arranged in the shift position and the second shift element SE 2 is arranged in the release position. In this case, the vehicle transmission input shaft EW is coupled to the planetary transmission 10 via the first clutch device K 1 and the sun gear SR, wherein the planetary carrier PT is connected to the vehicle transmission output shaft AW in a rotationally fixed manner via the first shift element SE 1. In an operating state of the second electric machine EM 2, a torque path M 1 thus runs from the vehicle transmission input shaft EW via the first clutch device K 1, the first spur gear stage and the planetary stage to the vehicle transmission output shaft AW, wherein the torque path M 1 divides into a first partial torque path TM 1 in the direction of the transmission output 8 and into a second partial torque path TM 2 in the direction of the further transmission output 9. The second partial torque path TM 2 extends via the further spur gear stage to the further clutch device K 3, wherein by closing the further clutch device K 3 the further vehicle axle for the all-wheel drive can be connected.In FIG. 2 b, the vehicle transmission G 3 is shifted, for example, in a second gear stage. For this purpose, the first clutch device K 1 is open and the second clutch device K 2 is closed, wherein the two shift elements SE 1, SE 2 are each arranged in the release position. In this case, the vehicle transmission output shaft AW is coupled to the second spur gear section SA 2 via the second clutch device K 2. In the operating state of the second electric machine EM 2, the torque path M 1 thus runs from the vehicle transmission input shaft EW via the second spur gear stage and the second clutch device K 2 to the vehicle transmission output shaft AW, wherein the torque path M 1 is subsequently divided into the first and the second partial torque paths TM 1, TM 2, as already described above.In FIG. 3, the vehicle transmission G 3 is shifted, for example, in a third gear stage. For this purpose, the first clutch device K 1 is closed and the second clutch device K 2 is open, wherein the first shift element SE 1 is arranged in the release position and the second shift element SE 2 is arranged in the shift position. In this case, the vehicle transmission input shaft EW is coupled to the sun gear SR via the first clutch device K 1, wherein the first stepped gear section SA 1 is connected to the vehicle transmission output shaft AW in a rotationally fixed manner via the second shift element SE 2. In the operating state of the second electric machine EM 2, the torque path M 1 thus runs from the vehicle transmission input shaft EW via the first clutch device K 1 and the first spur gear stage to the vehicle transmission output shaft AW, wherein the torque path M 1 is subsequently divided into the first and the second partial torque paths TM 1, TM 2, as already described above.FIG. 4 shows a highly schematic illustration of an alternative embodiment of the drive arrangement 1 as has already been described above in FIG. 1. The drive arrangement 1 differs from the embodiment described in FIG. 1 in that the first and the second drive train 2, 3 are connected to one another in a driven manner. For this purpose, the ring gear HR can be rotated about the vehicle transmission output shaft AW, wherein the transmission transmission output shaft AW 1 has a gear section ZA, which is in engagement with the ring gear HR. For example, the gearwheel section ZA is designed as a spur gear which is connected to the transmission transmission output shaft AW 1 in a rotationally fixed manner, and the ring gear HR has an external toothing on its outer circumference, via which the gearwheel section ZA meshes with the ring gear HR.In the first gear stage, the SE 1 is in the shift position, as illustrated in FIG. 5, wherein the torque path M 1, as already described in FIG. 2 a, runs via the planetary transmission 10 onto the vehicle transmission output shaft AW. In addition, a further torque path M 2 runs from the transmission transmission output shaft AW 1 via the gearwheel section ZA to the ring gear HR and thus into the planetary transmission 10; in this case, the planetary transmission 10 serves as a summing transmission, wherein the torques of the two torque paths M 1, M 2 are combined in the planetary transmission 10 and transmitted via the switching element SE 1 to the vehicle transmission output shaft AW or split into the two partial torque paths TM 1, TM 2. As a result, power branching takes place in the first gear stage, wherein a higher efficiency in the first gear stage can be achieved by combining the drive torques of the first and the second drive train 2, 3 or the powers of the internal combustion engine VM and / or of the first electric machine EM 1 and of the second electric machine EM 2.Reference numerals denote reference numerals1 Drive arrangement 2 First drive train 3 Second drive train 4 Auxiliary output 5 Pump output 6 Energy supply unit 7 Vehicle axle 8 Transmission output 9 Further transmission output 10 Planetary transmission 11 Differential transmission 12 a, b vehicle wheels AH 1 input annulus gear AH 2 further input annulus gear AW vehicle transmission output shaft AW 1 transmission transmission output shaft AW 2 further transmission transmission transmission output shaft AW 3 further transmission transmission transmission output shaft AR 1 drive wheel AR 2 further drive wheel BH 1 further output annulus gear BH 2 further output annulus gear BR 1 output wheel BR 2 further output wheel EM 1 first electric machine EM 2 second electric machine EW vehicle transmission input shaft EW 1 transmission transmission transmission input shaft EW 2 further transmission transmission transmission transmission input shaft G 1 transmission transmission G 2 further transmission transmission G 3 vehicle transmission HR annulus gear K 1 first clutch device K 2 second clutch device K 3 further clutch device KE 1 first Coupling element KE2 Second coupling element M1 Torque path M2 Further torque path NW Auxiliary output shaft P1 Main pump P2 Lubricating / cooling pump P3 Steering pump P4 Transmission pump PR Planetary gears PT Planetary carrier SA Sun gear section SA1 First spur gear section SA2 Second spur gear section SA3 Further spur gear section SR Sun gear SR1 Stepped ring gear SR2 Further stepped ring gear TM1 First partial torque path TM2 Second partial torque path VA1 First toothed section VA2 Second toothed section VA3 Further toothed section VM Internal combustion engine ZR Intermediate gear ZA Toothed section

Claims

Drive arrangement (1) for a tractor, having a first drive train (2), wherein the first drive train (2) has a power take-off (4) for driving an attachment which can be coupled and / or a pump take-off (5) for driving at least one hydraulic pump (P1, P2, P3, P4), having a second drive train (3), wherein the second drive train (3) has a vehicle transmission (G3), wherein the vehicle transmission (G3) has at least one transmission take-off (8) for driving at least one vehicle axle (7), having a first electric machine (EM 1) and having a second electric machine (EM 2), and wherein the first electric machine (EM 1) is coupled and / or can be coupled by drive technology to the first drive train (2) and the second electric machine (EM 2) is coupled by drive technology to the second drive train (3), characterized in that the vehicle transmission (G 3) has a vehicle transmission input shaft (EW) for forming a transmission drive, a vehicle transmission output shaft (AW) for forming the at least one transmission output (8) and a first clutch device (K 1) assigned to the vehicle transmission input shaft (EW) and a second clutch device (K 2) assigned to the vehicle transmission output shaft (AW), wherein a clutch half of the first clutch device (K1) has a first toothed section (VA1), wherein the first toothed section (VA1) is connected in terms of transmission to the vehicle transmission output shaft (AW) via at least one transmission stage, and wherein a clutch half of the second clutch device (K2) has a second toothed section (VA2), wherein the second toothed section (VA2) is connected in terms of transmission to the vehicle transmission input shaft (EW) via at least one further transmission stage, and wherein the vehicle transmission input shaft (EW) has a second spur gear section (SA2), wherein the second spur gear section (SA2) is engaged with the second toothed section (VA2) of the second clutch device (K2) to form a second spur gear stage, such that, in a closed state of the second clutch device (K2), a torque path (M1) runs from the vehicle transmission input shaft (EW) via the second spur gear stage to the vehicle transmission output shaft (AW).Drive arrangement (1) according to Claim 1, characterized byan internal combustion engine (VM), at least one of the electric machines (EM1, EM2) being drivable in a generator mode and being operatively connected to the internal combustion engine (VM) in order to generate electrical energy.Drive arrangement (1) according to Claim 2, characterized in that the first electric machine (EM1) is designed at least as a generator and the second electric machine (EM2) as an electric motor, wherein the first drive train (2) can be driven at least by the internal combustion engine (VM) and the second drive train (3) by the second electric machine (EM2) designed as an electric motor, wherein the first electric machine (EM1) is operatively connected to the internal combustion engine (VM) and, in a generator mode, provides electrical energy for the second electric machine (EM2).Drive arrangement (1) according to Claim 2, characterized in that the first electric machine (EM1) is designed as an electric motor and the second electric machine (EM2) is designed at least as a generator, wherein the first drive train (2) can be driven by the first electric machine (EM1) designed as an electric motor and the second drive train (3) can be driven at least by the internal combustion engine (VM), wherein the second electric machine (EM2) is operatively connected to the internal combustion engine (VM) and, in a generator mode, provides electrical energy for the first electric machine (EM1).Drive arrangement (1) according to Claim 1, characterized in that the first and the second electric machine (EM1, EM2) are each designed as an electric motor, the first drive train (2) being drivable by the first electric machine (EM1) and the second drive train (3) being drivable by the second electric machine (EM2).Drive arrangement (2) according to one of the preceding claims, characterized bya power supply unit (6) for storing and / or providing electrical power, wherein the first and the second electrical machine (EM1, EM2) are connected to the power supply unit (6) by means of supply technology.Drive arrangement (2) according to one of the preceding claims, characterized in that the first and the second drive train (2, 3) are separated from one another in terms of drive.Drive arrangement (2) according to one of Claims 1 to 6, characterized in that the first drive train (2) and the second drive train (3) are connected and / or can be connected to one another in a driven manner via the vehicle transmission (G3), with the result that the drive torques of the first and of the second drive train (2, 3) can be summed with one another.Drive arrangement (1) according to Claim 1, characterized in that the vehicle transmission (G3) has a planetary transmission (10), wherein the planetary transmission (10) has a sun wheel (SR), a ring wheel (HR), a planet carrier (PT) and a plurality of planet wheels (PR) rotatably mounted on the planet carrier (PT), wherein the sun wheel (SR) has a sun wheel section (SA) and a first spur wheel section (SA1), wherein the sun wheel section (SA) is in engagement with the planet wheels (PR) in order to form a planetary stage, and wherein the first spur wheel section (SA1) is in engagement with the first toothed section (VA1) of the first clutch device (K1) in order to form a first spur wheel stage.Drive arrangement (1) according to Claim 9, characterized in that the vehicle transmission (G3) has a first and a second shift element (SE1, SE2), wherein the two shift elements (SE1, SE2) can each be moved between a release position and a shift position, wherein the first shift element (SE1) couples the planet carrier (PT) to the vehicle transmission output shaft (AW) in a rotationally fixed manner in the shift position, such that, in a closed state of the first clutch device (K1), a torque path (M1) runs from the vehicle transmission input shaft (EW) via the planetary stage to the vehicle transmission output shaft (AW), and wherein the second shift element (SE2) couples the first spur gear section (SA1) to the vehicle transmission output shaft (AW) in a rotationally fixed manner in the shift position, such that, in a closed state of the first clutch device (K 1), a torque path (M 1) runs from the vehicle transmission input shaft (EW) via the first spur gear stage to the vehicle transmission output shaft (AW).Drive arrangement (1) according to Claim 10, characterized in that the first drive train (2) has a gearwheel section (ZA) and the ring gear (HR) has external toothing, wherein the gearwheel section (ZA) is in engagement and / or can be brought into engagement with the external toothing of the ring gear (HR) for the driven connection of the first drive train (2) to the second drive train (3), wherein, in the switching position of the first switching element (SE1), a further torque path (M2) runs from the first drive train (2) via the gearwheel section (ZA) to the planetary transmission (10).Drive arrangement (1) according to one of the preceding claims, characterized in that the vehicle transmission (G3) has a further transmission output (9) for driving at least one further vehicle axle, wherein the further vehicle axle is connected to the further transmission output (9) via a further clutch device (K3), such that the further vehicle axle is driven in a closed state of the further clutch device (K3) and is free of drive in an open state of the further clutch device (K3).Drive arrangement (1) according to Claim 12, characterized in that the vehicle transmission output shaft (AW) has a further spur gear section (SA3) and a clutch half of the further clutch device (K3) has a further toothed section (VA3), wherein the further spur gear section (SA3) and the further toothed section (VA3) are in engagement with one another in order to form a further spur gear stage (SA3).

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