Dual clutch transmission group, group transmission and working machine

Abstract

The invention relates to a dual-clutch transmission group (100) for a power-shiftable range transmission, comprising a first shaft (131), a second shaft (132), a third shaft (133), and a fourth shaft (134), a first gear pair (141), a second gear pair (142), and a third gear pair (143), a first power-shift clutch (131), a second power-shift clutch (132), a first shifting element (141), a second shifting element (142), and a third shifting element (143). The invention further relates to a corresponding range transmission and a corresponding machine.

Description

[0001] The present invention relates to a dual-clutch transmission group for a load-shiftable group transmission according to the preamble of claim 1, a corresponding group transmission and a corresponding working machine.

[0002] It is known in the prior art that agricultural vehicles, especially tractors, typically require a wide range of finely graduated driving ranges due to their broad range of tasks. This generally necessitates a comparatively large spread between the lowest and highest gears. Furthermore, small geometric step increments between the individual gears must be achieved to allow for the required high number of gears. To provide this large number of gears with reasonable effort, transmissions for agricultural or municipal vehicles are often designed as group transmissions consisting of several individual gearboxes.

[0003] In general, it is desirable to design the individual gearboxes of a group gearbox to be compact, weight-saving and cost-effective while maintaining high efficiency.

[0004] In this context, EP 2 916 044 A1 discloses a modular motor vehicle transmission designed for use in an agricultural vehicle, for example, a tractor. The motor vehicle transmission comprises several individual transmission groups, one of which is implemented as a dual-clutch transmission.

[0005] From DE 10 2021 208 975 A1 a power shift transmission of a motor vehicle is known with a split group having several power shift stages, a power shiftable intermediate group and a synchronous transmission group.

[0006] DE 10 2011 076 391 A1 describes a parallel transmission comprising a split group and a range group, each of which is divided into two parallel transmission branches. One of the transmission branches can be selected by actuating a corresponding load-shifting element.

[0007] In an automatic transmission according to DE 39 26 500 A1, the machine's drive power is fed into a power transmission system via an input shaft. This system is divided into two transmission branches. The drive power is then transmitted from these two transmission branches to a single output shaft. The automatic transmission has the following four components on an intermediate or auxiliary shaft of each transmission branch: A first intermediate gear meshes with a first drive gear, which is fixed to the input shaft. An output intermediate gear is coupled to the first intermediate gear via a transmission clutch for first gear, a lock-up clutch, and a freewheel clutch. A reverse gear intermediate gear is mounted on the same intermediate shaft and can be coupled via idler gears to a reverse gear input gear, which is located on the output shaft.A synchronizing mechanism is provided for the selective coupling of the lock-up clutch and the reverse gear intermediate gear with the intermediate shaft.

[0008] DE 10 2013 110 316 A1 describes a power take-off (PTO) transmission for an agricultural machine, in particular for a tractor. The PTO transmission comprises a first sub-transmission, to which a first transmission shaft is assigned, and at least one further sub-transmission, to which a further transmission shaft spaced apart from the first transmission shaft is assigned. Each of the transmission shafts can be connected to a common PTO shaft via at least one gear stage. In addition, each of the transmission shafts can be connected to an input shaft of the PTO transmission by engaging a friction clutch assigned to the respective sub-transmission.

[0009] However, the well-known powershift transmissions have a disadvantage in that they have a comparatively large number of components and especially gears, which makes them heavy and expensive as well as requiring a large amount of installation space.

[0010] One object of the invention is to propose an improved dual-clutch transmission group for a load-shiftable group transmission.

[0011] This problem is solved according to the invention by the dual-clutch transmission group for a load-shiftable range transmission according to claim 1. Advantageous embodiments and further developments of the invention are described in the dependent claims.

[0012] The invention relates to a dual-clutch transmission group for a power-shiftable group transmission, comprising a first shaft, a second shaft, a third shaft and a fourth shaft, a first gear pair, a second gear pair and a third gear pair, a first power-shift clutch and a second power-shift clutch, a first shifting element, a second shifting element and a third shifting element.

[0013] A dual-clutch transmission unit is therefore provided, i.e., a single transmission unit designed as a dual-clutch transmission or dual-shift transmission, which can be used as part of a power-shiftable range transmission. The power-shift capability can be provided by the dual-clutch transmission unit or by one or more other transmission units of the range transmission.

[0014] The dual-clutch transmission group according to the invention comprises at least four shafts, three pairs of gears, two power-shift clutches and three shifting elements.

[0015] The transmission group – and thus also the dual-clutch transmission group – is driven by a drive unit, which can be, for example, an internal combustion engine or an electric motor. Further transmission groups can be arranged upstream or downstream of the dual-clutch transmission group, such as a splitter transmission group, a range transmission group, or a reversing gear group.

[0016] The first and second shafts are advantageously arranged axially offset and coaxially to each other. Likewise, the third and fourth shafts are advantageously arranged axially offset and coaxially to each other.

[0017] The first and second waves are advantageously arranged parallel to the third and fourth waves.

[0018] Each gear pair of the dual-clutch transmission group advantageously consists of two meshing spur gears, which can be designed either as a fixed gear or as a loose gear.

[0019] Furthermore, the dual-clutch transmission group also includes a first power-shift clutch and a second power-shift clutch. The first and second power-shift clutches can preferably be designed as wet or dry multi-plate clutches. Power-shift clutches have the advantage that the transmission components to be shifted, such as shafts or gears, do not need to be synchronized before the shifting process.

[0020] Finally, the dual-clutch transmission group also includes a first shift element, a second shift element, and a third shift element, which are advantageously designed not to be shiftable under load. This makes the first, second, and third shift elements comparatively more cost-effective and compact; however, it necessitates speed synchronization of the transmission elements to be shifted before the shifting process.

[0021] According to the invention, it is now provided that a first wheel of the first pair of wheels is arranged on the first shaft, that a first wheel of the second pair of wheels and a first wheel of the third pair of wheels are arranged on the second shaft, that a second wheel of the first pair of wheels is arranged on the third shaft, that a second wheel of the second pair of wheels and a second wheel of the third pair of wheels are arranged on the fourth shaft, that the first shaft can be coupled to the second shaft via the first power-shift clutch, that the third shaft can be coupled to the second wheel of the second pair of wheels via the second power-shift clutch, that the first wheel of the first pair of wheels and the second wheel of the first pair of wheels are each designed as a fixed wheel, that the first wheel of the second pair of wheels and the second wheel of the second pair of wheels are each designed as a loose wheel, that the first wheel of the third pair of wheels is designed as a fixed wheel.that the second wheel of the third pair of wheels is designed as a loose wheel, that the first wheel of the second pair of wheels can be coupled to the second shaft via the first switching element, that the second wheel of the second pair of wheels can be coupled to the fourth shaft via the second switching element, and that the second wheel of the third pair of wheels can be coupled to the fourth shaft via the third switching element.

[0022] This specific design of the dual-clutch transmission group has proven to be both space-efficient and efficient.

[0023] According to a preferred embodiment of the invention, the first shaft is an input shaft of the dual-clutch transmission group.

[0024] Thus, drive power can be introduced into the dual-clutch transmission group and routed from the first shaft via a multitude of possible transmission branches to represent different gear levels within the dual-clutch transmission group.

[0025] According to a further preferred embodiment of the invention, the fourth shaft is an output shaft of the dual-clutch transmission group.

[0026] The drive power, converted in terms of torque and speed, can therefore be released again via the fourth shaft, for example to a wheel drive, an axle drive or another gear group of the group gearbox.

[0027] According to a further preferred embodiment of the invention, it is provided that four gear stages can be represented via the dual clutch transmission group.

[0028] It has been shown that the representation of four gear stages is possible with a comparatively high efficiency of the dual-clutch transmission group.

[0029] According to a particularly preferred embodiment of the invention, it is provided that a drive path of the first gear stage runs from the first shaft via the first pair of gears, the third shaft, the second power shift clutch, the second pair of gears, the first shifting element, the second shaft, the third pair of gears, the third shifting element and the fourth shaft.

[0030] The drive path of the first gear stage thus runs via three pairs of gears, which enables a significant reduction in engine speed. The torque is increased accordingly.

[0031] According to a further particularly preferred embodiment of the invention, it is provided that a drive path of the second gear stage runs from the first shaft via the first power shift clutch, the second shaft, the third gear pair, the third shifting element and the fourth shaft.

[0032] Since the drive path of the second gear stage thus only runs via a single pair of wheels, namely the third pair of wheels, a particularly high efficiency can be guaranteed here.

[0033] According to a further particularly preferred embodiment of the invention, it is provided that a drive path of the third gear stage runs from the first shaft via the first pair of wheels, the third shaft, the second power shift clutch, the second wheel of the second pair of wheels, the second shifting element and the fourth shaft.

[0034] Since the drive path of the second gear stage also only runs via a single pair of wheels, namely the first pair of wheels, particularly high efficiency can be guaranteed here as well.

[0035] According to a further particularly preferred embodiment of the invention, it is provided that a drive path of the fourth gear stage runs from the first shaft via the first power shift clutch, the second shaft, the first shifting element, the second pair of gears, the second shifting element and the fourth shaft.

[0036] Therefore, the drive path for the third gear also runs through only a single pair of wheels, namely the second pair. This ensures particularly high efficiency here as well.

[0037] According to a further preferred embodiment of the invention, it is provided that an output of the dual clutch transmission group is designed as a bevel pinion.

[0038] This offers the advantage that a differential, for example a differential of a driven axle, can be driven particularly easily via the output shaft. The axle can, for example, be designed as the rear axle of the machine and be directly connected to the powershift transmission via the bevel pinion.

[0039] According to a further preferred embodiment of the invention, the dual-clutch transmission group includes a switchable all-wheel drive.

[0040] This offers the advantage of improved off-road capability for a vehicle equipped with a range gearbox. Furthermore, engaging all-wheel drive ensures greater traction, which can be particularly beneficial for agricultural machinery, allowing, for example, the use of a larger plow.

[0041] If the all-wheel drive is not needed, it can be switched off again in order to avoid permanently negatively impacting the efficiency of the powershift transmission and thus keeping fuel consumption low.

[0042] The invention also relates to a transmission group comprising a dual-clutch transmission group according to the invention. Thus, the advantages of the invention also apply accordingly to the transmission group according to the invention.

[0043] The invention relates to a machine comprising a group transmission according to the invention. Thus, the advantages of the invention also apply to the machine according to the invention.

[0044] The working machine is preferably an agricultural vehicle, in particular an agricultural tractor.

[0045] The invention is explained below by way of example with reference to embodiments shown in the figures.

[0046] They show: Fig. 1. An exemplary and schematic embodiment of a dual-clutch transmission group according to the invention for a (in Fig. 1 (not shown) power-shiftable group transmission and Fig. 2a-2d show, by way of example and schematically, the drive path of a first, second, third and fourth gear stage of the dual clutch transmission group of the Fig. 1.

[0047] Identical objects, functional units, and comparable components are designated across all figures using the same reference symbols. These objects, functional units, and comparable components are identical in their technical characteristics unless explicitly or implicitly stated otherwise in the description.

[0048] Fig. Figure 1 shows, by way of example and schematically, a possible embodiment of a dual-clutch transmission group 100 according to the invention for a (in Fig. 1 (not shown) power-shiftable group transmission,

[0049] The dual-clutch transmission group 100 comprises a first shaft 111, a second shaft 112, a third shaft 113 and a fourth shaft 114, a first gear pair 121, a second gear pair 122 and a third gear pair 123, a first power shift clutch 131 and a second power shift clutch 132, a first shift element 141, a second shift element 142 and a third shift element 143.

[0050] A first wheel 121' of the first pair of wheels 121 is designed as a fixed wheel and is arranged on the first shaft 111.

[0051] A first wheel 122' of the second pair of wheels 122 and a first wheel 123' of the third pair of wheels 123 are arranged on the second shaft 112. The first wheel 122' of the second pair of wheels 122 is designed as a loose wheel and the first wheel 123' of the third pair of wheels 123 as a fixed wheel.

[0052] A second wheel 121" of the first pair of wheels 121 is designed as a fixed wheel and is arranged on the third shaft 113.

[0053] A second wheel 122" of the second wheel pair 122 and a second wheel 123" of the third wheel pair 123 are designed as loose wheels and are arranged on the fourth shaft 114.

[0054] The first shaft 111 is designed as the input shaft of the dual clutch transmission group 100 and can be coupled to the second shaft 112 via the first power shift clutch 131.

[0055] The third shaft 113 can be coupled to the second gear of the second gear pair 114 via the second power-shift clutch 132, with the fourth shaft 114 being an output shaft of the dual-clutch transmission unit 100. An output of the dual-clutch transmission unit 100, or of the fourth shaft 114, is designed, for example, as a bevel pinion 115.

[0056] The first wheel 122' of the second pair of wheels 122 can be coupled to the second shaft 112 via the first switching element 141.

[0057] The second wheel 122" of the second pair of wheels 122 can be coupled to the fourth shaft 114 via the second switching element 132.

[0058] The second wheel 123" of the third wheel pair 123 can be coupled to the fourth shaft 114 via the third switching element 143.

[0059] For example, four gear ratios can be represented via the dual-clutch transmission group 100.

[0060] Fig. Figure 2a shows, by way of example and schematically, the drive path of a first gear stage of the dual-clutch transmission group 100. Fig. 1.

[0061] As can be seen, the drive path of the first gear stage runs from the first shaft 111 via the first pair of gears 121, the third shaft 112, the second power shift clutch 132, the second pair of gears 122, the first shifting element 141, the second shaft 112, the third pair of gears 123, the third shifting element 143 and the fourth shaft 114.

[0062] Fig. Figure 2b shows, by way of example and schematically, the drive path of a second gear stage of the dual-clutch transmission group 100. Fig. 1.

[0063] As can be seen, the drive path of the second gear stage runs from the first shaft 111 via the first power shift clutch 131, the second shaft 112, the third gear pair 123, the third shift element 143 and the fourth shaft 114. Fig. Figure 2c shows, by way of example and schematically, the drive path of a third gear stage of the dual-clutch transmission group 100. Fig. 1.

[0064] As can be seen, a drive path of the third gear stage runs from the first shaft 111 via the first pair of wheels 21, the third shaft 113, the second power shift clutch 132, the second wheel 122" of the second pair of wheels 122, the second shifting element 142 and the fourth shaft 114.

[0065] Fig. Figure 2d shows, by way of example and schematically, the drive path of a fourth gear stage of the dual-clutch transmission group 100. Fig. 1.

[0066] As can be seen, a drive path of the fourth gear stage runs from the first shaft 111 via the first power shift clutch 131, the second shaft 112, the first shifting element 141, the second gear pair 122, the second shifting element 142 and the fourth shaft 114. Reference sign 100 Dual Clutch Transmission Group 111 first wave 112 second wave 113 third wave 114 fourth wave 115 conical pinions 121 first pair of wheels 121' first wheel of the first pair of wheels 121'' second wheel of the first pair of wheels 122 second pair of wheels 122' first wheel of the second pair of wheels 122'' second wheel of the second pair of wheels 123 third pair of wheels 123' first wheel of the third pair of wheels 123'' second wheel of the third pair of wheels 124 fourth pair of wheels 124' first wheel of the fourth pair of wheels 124" second wheel of the fourth wheel pair 131 first power shift clutch 132 second power shift clutch 141 first switching element 142 second switching element 143 third switching element

Claims

[1] Dual clutch transmission group (100) for a power shiftable group transmission, comprising a first shaft (111), a second shaft (112), a third shaft (113) and a fourth shaft (114), a first pair of wheels (121), a second pair of wheels (122), and a third pair of wheels (123), a first power shift clutch (131) and a second power shift clutch (132), a first switching element (141), a second switching element (142) and a third switching element (143), characterized by , that a first wheel (121') of the first pair of wheels (121) is arranged on the first shaft (111), that a first wheel (122') of the second pair of wheels (122) and a first wheel (123') of the third pair of wheels (123) are arranged on the second shaft (112), that a second wheel (121'') of the first pair of wheels (121) is arranged on the third shaft (113), that a second wheel (122'') of the second pair of wheels (122) and a second wheel (123'') of the third pair of wheels (123) are arranged on the fourth shaft (114), that the first shaft (111) can be coupled to the second shaft (112) via the first power shift clutch (131), that the third shaft (113) can be coupled via the second power shift clutch (132) to the second 122'') wheel of the second wheel pair (122), that the first wheel (121') of the first pair of wheels (121) and the second wheel (121'') of the first pair of wheels (121) are each designed as a fixed wheel, that the first wheel (122') of the second pair of wheels (122) and the second wheel (122'') of the second pair of wheels (122) are each designed as a loose wheel, that the first wheel (3123') of the third pair of wheels (123) is designed as a fixed wheel, that the second wheel (123'') of the third pair of wheels (123) is designed as a loose wheel, that the first wheel (122') of the second pair of wheels (122) can be coupled to the second shaft (112) via the first switching element (141), that the second wheel (122'') of the second pair of wheels (122) can be coupled to the fourth shaft (114) via the second switching element (142) and that the second wheel (123'') of the third pair of wheels (123) can be coupled to the fourth shaft (114) via the third switching element (143). [2] Dual clutch transmission group (100) according to claim 1, characterized by , that the first shaft (111) is an input shaft of the dual clutch transmission group (100). [3] Dual clutch transmission group (100) according to at least one of claims 1 and 2, characterized by , that the fourth shaft (114) is an output shaft of the dual clutch transmission group (100). [4] Dual clutch transmission group (100) according to at least one of claims 1 to 3, characterized by , that four gear stages can be represented via the dual clutch transmission group (100). [5] Dual clutch transmission group (100) according to claim 4, characterized by , that a drive path of the first gear stage runs from the first shaft (111) via the first pair of gears (121), the third shaft (113), the second power shift clutch (132), the second pair of gears (122), the first shifting element (141), the second shaft (112), the third pair of gears (123), the third shifting element (143) and the fourth shaft (114). [6] Dual clutch transmission group (100) according to at least one of claims 4 and 5, characterized by , that a drive path of the second gear stage runs from the first shaft (111) via the first power shift clutch (131), the second shaft (112), the third gear pair (123), the third shift element (143) and the fourth shaft (114). [7] Dual clutch transmission group (100) according to at least one of claims 4 to 6, characterized by , that a drive path of the third gear stage runs from the first shaft (111) via the first pair of wheels (121), the third shaft (113), the second power shift clutch (132), the second wheel (122'') of the second pair of wheels (122), the second shifting element (142) and the fourth shaft (114). [8] Dual clutch transmission group (100) according to at least one of claims 4 to 7, characterized by , that a drive path of the fourth gear stage runs from the first shaft (111) via the first power shift clutch (131), the second shaft (112), the first shifting element (141), the second gear pair (122), the second shifting element (142) and the fourth shaft (114). [9] Dual clutch transmission group (100) according to at least one of claims 5 to 8, characterized by , that one output of the dual clutch transmission group (100) is designed as a bevel pinion (115). [10] Dual clutch transmission group (100) according to at least one of claims 1 to 9, characterized by , that the dual-clutch transmission group (100) includes a switchable all-wheel drive. [11] Group transmission comprising a dual clutch transmission group (100) according to at least one of claims 1 to 10. [12] Working machine comprising a group transmission according to claim 11.

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