POWER BRANCH GEAR AND DRIVE ASSEMBLY WITH SUCH POWER BRANCH GEAR AND WITH A BRAKING ENERGY STORAGE UNIT.

Description

Description of the industrial invention having for lng.Mayei*$iilan .ￂﾷￂﾷￂﾷ .ￂﾷￂﾷ title: and ￂﾷ ￂﾷ ￂﾷ ￂﾷ ￢ﾀﾢￂﾷￂﾷￂﾻￂﾷ . ￂﾷ "Power branch gear and assembly ....: ···· • · · · *· · • « · · « drive system with a power branch gear ···.· ..... • · · · · power of this kind and with a storage device for braking energy" on behalf of Maschinenfabrik Augsburg-Numberg Aktiengesellschaft, with registered office in Munich (German Federal Republic) and with registered office at the office of the agent Ing. Hans Benno Mayer, Milan, Via Boeri 11. Deposit date: ~ / j 2079GA / n The present invention relates to a power branch gear train, with an epicyclic differential comprising several gear elements, such as for example a planetary gear, a crosspiece and a crown gear with internal teeth, providing that at least one of said gear elements is connected to an input shaft of the gear train and a further gear element is connected to an output shaft of the gear train and that a volumetric machine, operable in both directions as a pump or as a motor, or an electric machine ( » control driving machine ) operable by Ing.Mayer-Ìiì)Lano with four-quadrant operation and with a second volumetric machine, which can be operated as a pump or as a motor, respectively with a second electric machine which can be operated with four-quadrant operation, which is connected, from an energetic point of view, with the control driving machine ( = connecting driving machine.). Power branch gear trains of this type are known in principle, for example, from the publication "VDIRichtlinien" (2152), March 1975, Figs. 3.8.3 and 3.8.4. For these known gear train designs, the connecting drive machine is always connected to the input shaft of the gear train or to the output shaft of the gear train, depending on the design. For these gear trains, depending on the ratio between the speeds at the input and output of the gear train, part of the power is transmitted purely mechanically, while another part of the power is transmitted via the energy connection of the aforementioned drive machines. For the embodiment which provides a continuous connection of the coupling drive machine with the input shaft of the gear train, in a first scope of ···· • · « • · · * - 3 operation of the gear train, where nn is ^0.5 a part of the drive power flows in a negative direction (reactive power) from the control drive machine to the connecting drive machine, connected to the input shaft of the gear train. In the other embodiment, with a continuous connection of the connecting drive machine to the output shaft of the gear train, a circulation of reactive power takes place from the connecting drive machine to the control drive machine and this occurs in a second operating range, i.e. in the case of dyn _ :n *-> 0.5. power take-off drive χ These reactive powers influence the efficiency levels of these well-known power branch gears. From German patent 1,550,941, a power branch gear train with two operating ranges became known, namely a first purely hydrostatic range for low speeds and a range with a power branch in which the connecting drive machine is connected to the input shaft of the gear train. A switchover from the first operating range to the second operating range takes place in these gear trains at a synchronous speed, since the hydraulic unit used in this case is under full load, however, the switchover from the suction side to the pressure side causes very hard switching shocks at the moment of the switchover. ....... Eng. Maye^MÌi^ùio And " · · • · · * (oil compression). Furthermore, the remaining percentage of hydrostatic power is the cause of a high noise level of the gear train. The object of the present invention is therefore to provide a power transmission gear train of the type mentioned above, where negative powers (reactive power) occur at low levels or do not occur at all, where the hydrostatic power percentage, in relation to the total transmitted power, is minimal, where shock-free switching from one operating range to the next is possible, and where only a minimum number of switching operations is necessary for an acceleration phase from zero to maximum speed, respectively for a braking phase from maximum speed to zero speed. Furthermore, it is desired to avoid an interruption of the flow of power during these switching operations. Finally, to enable low-loss operation - 5 - te during a constant number of revolutions, it is desired ing.MaytìrtMilano . · · · • .····· to provide a mechanical drive. *·..·' **'.·' · · · · ***** .*·***· According to the present invention said objects are *Λ* and • ··· · achieved due to the fact that a branch gear ..... of power conceived according to the present invention has the characteristics according to the characterizing part of claim 1. With this embodiment, realised according to the invention, favourable efficiency levels can be achieved over the entire operating range, the intended purposes can be achieved and furthermore these purposes can be achieved with a comparably inexpensive construction, in particular with a construction which saves space and weight. When considering the use of such a gear train in a vehicle, the particularly short construction length of the gear train, between the connecting flange on the engine and the flange for the power take-off, is of particular advantage. Further advantageous embodiments of the gear train, conceived according to the present invention, would result from the subclaims 2 to 8 as well as from the description of an embodiment illustrated in the attached drawings. • · · · « * ··' The present invention also relates to a drive construction for driving machines, *·..·' .·*.·* * · · and · *·*· ·**·*· with non-stationary operation, in particular for / ·. .··*·* . . *···' vehicles with at least one driving machine, a braking energy storage device and a power branching gear train, by means of which the drive shaft of the drive assembly is connected to the braking energy storage device and the driving machine. Such a drive unit of this type was proposed, for example, in German patent application P 2,641,886. The disadvantage of this known drive unit is that the proportion of hydrostatic power is relatively large in relation to the total transmitted power, resulting in unfavorable efficiency levels and a very high noise level. Another drive assembly of this kind is known from the German publication 2.515.048. Although this solution promises higher efficiency levels and reduced noise generation, since the static power is transformed only by one hydraulic unit, satisfactory operating behaviour is achieved only with ri » » « * ri · ri*·** -1 . essentially during the acceleration and braking phase of a vehicle. **.·' * · ri · a ♦« · * · • *** · The purpose of the present invention is to provide a / 7 *Λ* ri ····. drive assembly of the type mentioned, .... so that higher levels of efficiency are achieved than those of known systems, noise generation is kept to a minimum, and the system can operate without switching shocks. Furthermore, such a drive assembly must meet the requirements regarding space and low weight. According to the present invention, this object is achieved by the fact that a power branch gear train of the type described above is used for a drive assembly of this type. In this case, the braking energy storage device should advantageously feature a flywheel and two hydrostorage devices, with a high-pressure storage device connected to both driving machines so that the storage device supplies the driving machines with drive energy during an acceleration phase of the vehicle. This embodiment provided according to the present invention offers the possibility of using for the im- • · •· ·· storage of recoverable braking energy, both the flywheel and the hydrostorage, thus obtaining a notable reduction of the energy transformed hydrostatically with good effects on the degree of efficiency and on the noise level of the whole* The additional weight of the hydrostorage is at least partially compensated by the reduction in weight of the flywheel. Further advantageous embodiments of these drive assemblies, designed according to the invention, are contained in subclaims 11 to 15. The object conceived according to the present invention will now be described in more detail by means of some embodiments given only by way of example, relating to a power branch gearing conceived according to the invention and a drive assembly, made according to the invention and equipped with a power branch gearing of this kind, and illustrated in the attached drawings, in In g. May et'-Miieno which: Fig. 1 shows the diagram of a power branch gear train; Fig. 2 indicates the degree of efficiency of such a ro- • · power branching mechanism for the entire range of the Ing.Mayer-Hl.ian • · · 4 · · · · · speed, compared with characteristics for the ····· *,*.*.* • · · · · · · · · · efficiency of known gear trains; * and · * * Fig. 3 shows the schematic of a drive assembly for a vehicle, using a power branching gear train according to Fig. 1 ; Fig. 4 shows vector diagrams relating to the number of turns of an epicyclic differential which is part of the power branch gearing according to Fig. 1; Fig. 5 shows a diagram of the power transmission in a vehicle drive assembly without the use of a hydrostorage device and during the acceleration phase of the vehicle; Fig. 6 shows a diagram of the power transmission of a vehicle drive assembly using hydro-storage devices during vehicle acceleration; and Fig. 7 shows the angles of the tilt discs of the control and connecting drive machine, which are designed as volumetric machines and are part of the power branch gear train of the drive assembly, during vehicle acceleration. With the power branch gearing, illustrated in fig. 1 and indicated overall with 3, it is col• fa · fa ···· · • fa • fa · * fa * fa fa fa fa - in - ·····♦> • · ··· '···· 3. : tied to the side of an input shaft 2 of the gear train ing.Mayerf4toieeio • fa fa fa · • fa fa · fa >* a driving machine 1. The output shaft of ..... .. · » . · fa fa fa fa fa power branch gearing is indicated with 10. ago ago ago * Between the gear input shaft 2 and the gear output shaft 10 is interposed an epicyclic differential 4, with a larger planet gear 5 and a smaller planet gear 105, double planet gears 6 and 106, a crosspiece 7, as well as an internally toothed ring gear 9 and a gear housing. The smaller planet gear 105 is rigidly connected to a hollow shaft 102, on which in turn a gear wheel 22 is rigidly arranged. The larger planetary gear 5 is rigidly connected to the input shaft 2 of the gear train. A gear wheel 11 is also rigidly connected to the housing 8, which engages with a gear wheel 12 rigidly arranged on the shaft 13. The shaft 13 provides the mechanical connection between the epicyclic differential 4 and a control machine 14, designed as a volumetric machine. The control machine 14 can be operated in both directions, as a pump and as a motor, and is connected to a further volumetric machine, operated via hydraulic lines 16, 17. 444 4 4 - 11 ·· • 9 9"· *♦*· · 4* * ♦ · · 9 *···· ​​.,·· *· β · · · 4 9 4 4 4 • 4444 94 9 * 4 49* in both directions as a pump and as a motor Ing.M^ye / ^KLEano and this last volumetric machine will be indicated below as a connecting operating machine 15. The gear wheel 22, provided on the hollow shaft 102, engages with a gear wheel 21 rotatably provided on a shaft 18. Shaft 18 provides the mechanical connection between the connecting drive machine 1 5 and the epicyclic differential 4. Furthermore, the gear wheel 19 is provided to be rotatably mounted on the shaft 18, which engages with a further gear wheel 20 rigidly connected to the output shaft of the gear train. With the aid of a clutch or a switching clutch 23, the gear wheel 19 can be rigidly connected to the shaft 18 (switching position a), or the gear wheel 21 can be rigidly connected to the shaft 18 (switching position c). Between these two switching positions, the zero position of the clutch or the switching clutch is provided. in 23 switching. number of revolutions of the output shaft 10 of the gear train is obtained by adding the number of revolutions of the planetary gear 5 and of the internally toothed crown gear 9, which determine the rotation speed of the ···· *·· · » · » fi fi * * 12 <:· ·· ·. epicyclic wheels 6 respectively of the rib 7. The drive machine 14 determines the speed and direction of rotation of the internally toothed ring gear 9 by means of its speed and direction of rotation via the gear wheels 12 and 11 and the gear housing 8. Ing .|iayèiMEi*lanc • fi fi fi fi* · » fi * »*· fi fi If the output shaft 10 of the gear train and a working machine connected to said shaft are to be accelerated in a first operating range (n outlet „ :n =0.5), then the driving force machine " control operator 14, in the event of a direction of rotation of the gear ring 9 which is opposite to the direction of rotation of the planetary gear 5, operates as a generator (pump) supplying the transformed power to the connecting operating machine 1 5. The connecting operating machine 1 5 works as a motor and drives the shaft 18 and the clutch or the changeover clutch 23, in this case being in the switching position indicated by a. Thus, the power is transmitted to the output shaft of the gear train. In a second operating area (n _ .. .__„ power take-off: η V = 0.5), at the same direction of rotation of the ring gear 9 and the planetary gear 5, the control machine 14 works as a motor, which receives its power via the connection 13 16, 17 from the connecting machine 15, which in this context works as a generator The clutch or shift clutch 23 is located Ing. Mayéf*-fiilàno therefore in the switching position indicated by c. The driving power for the connecting operating machine 15 is therefore taken from the hollow shaft 102. If the control machine 14 is stationary, then the entire power transmitted by the power branch gear is transmitted practically only mechanically. In this situation, the clutch or the changeover clutch 23 switches from position (a) to position (c) in the event of an increase in the output speed, or from position (c) to position (a) in the event of a decreasing output speed. Thus, negative power or reactive power is avoided, which is known to be one of the main drawbacks of the power branch gears known to date. From the efficiency diagram according to fig. 2, the particular advantage of this solution can be seen, namely the connection of the operating machine 15 with the hollow shaft 102 in the···· .·· • ·· · · - 14 ri ri ri ·*>· · .· * ri ri ri ri ri · · ' « ri · · ri * ri · * · · · ····. ri ri ri · 1 the upper speed range and the connection of the operating machine to the output shaft 10 of the gear train in the lower speed range. The trend of the efficiency level of the means, conceived according to the present invention, is indicated in said diagram by the thickest line C. The thin line A of the said diagram characterizes a power branch gear train, designed according to the prior art and with a connection of the connecting machine 1 5 only to the input shaft 2 for the entire operating range, while the dotted line D characterizes a power branch gear train, where the connecting machine 1 5 is connected for the entire operating range to the output shaft 10 of the gear train. The vector diagrams, indicated in fig. 4 with figs, 4.1, 4.2, 4.3, 4.4» serve to clarify the function of the epicyclic differential in the different stages of operation. Of the epicyclic differential designed according to fig. 1, the planetary gears 5, 105 and the planetary gears 6 and 106 are illustrated in fig. 4, that is, in the direction of observation y according to fig. 1. The control machine 14 has been indicated in the diagram with the reference Hj · The connecting machine 15 with the reference H 2 · « · · » *··*. *·. * Ing.Mayerw&^ino ··»·. · * · The abbreviation P indicates a pump, the abbreviation M a motor and therefore the abbreviation IL, = P means for example that the control machine 14 works as a pump in this operating state. The operating status: in fig. 4.1 it indicates the backward position; in fig. 4.2 it indicates the forward position in a first stage of operation; in Fig. 4.2 the forward position in a second operating stage; and in Fig. 4.4 a direct gear according to the position indicated in Fig. 4.3» taking into account, however, the provision of an additional switching clutch 24 as is provided in Fig. 3 in front of the epicyclic differential 3 and, providing that in this switching position the connection 24 must be in the position m. The drive assembly shown schematically in Fig. 3 has as its core a power branch gear train according to Fig. 1 and, as already indicated above, in front of the epicyclic differential. · · * « · · ♦ - ie - ···: • ago · ago Λ*. dale 4 a clutch or a switching clutch 24 is provided. In a first switching position m .. • « « * the gear wheel 22 and the crosspiece 7 are connected to the input shaft 2 of the gear train with the aid of the clutch 24. In a second position r, only the gear wheel 22 is connected to the hollow shaft 102, and in a position n, no rigid connection is provided between the hollow shaft 102 and the gear wheel 22. Between the motor 1 and the power branch gear train 3, an idle mechanism 52 is provided, which allows a higher number of revolutions of the gear train input shaft 2 than the number of revolutions of the motor 1. A fuel metering-distribution device of engine 1 is indicated by 50. A flywheel 38 connected via a clutch or a switchable clutch 37 and a connecting shaft 36 with a secondary means 34 for the power take-off of the gear train 3 for the power branch and said means 34, for the secondary power take-off, is connected via a gear wheel 35 to the gear wheel 21, provided on the shaft 18. ino In place of the flywheel 38 or in addition to said flywheel 38, a flywheel 138 can also be provided, as shown in fig. 3. The flywheel 138 can be connected by means of a clutch or a rigid clutch 1 37 to the hollow shaft 102. To ensure a minimum working pressure in the closed circuit of the pipes 16, 17 and of the operating machines 14, 15, a pump 28 is provided, which is connected to the connecting pipes 16,17 via non-return valves 29, 30. Pump 28 also supplies the control pressure oil required for a regulator if necessary. control unit that controls the operation of the drive assembly. Connected to the central regulator 31 via functional connections are a starter pedal 45, a brake pedal 46, a handbrake 47, a selection lever 48 for selecting "forward", "reverse" and "neutral" and an on-off switch 49. Furthermore, functional connections extend from different sensors of the drive assembly to the central controller 31, namely: connections from a sensor 39 controlled by the number of revolutions of the input shaft 2 of the gear train; connections from a sensor 40 for the number of revolutions ' · · • · *· > · · .· · of the output shaft 10 of the gear train; connections from a sensor 41 served by the number of - 18 *·* turns of the gear wheel 35; or Ing.Mayer-Miltóo ··*: connections from a sensor 42 or 142, controlled by the number of revolutions of the flywheel 38, 138 respectively and from pressure sensors 42 and 44 for measuring the .... • · * · pressure of the connecting pipes 16,17. The regulator 31 actuates, via appropriate control lines, the clutches 23, 24 and 37, the position of the tilting discs of the volumetric machines 14, 15 is also determined, the fuel metering-distribution device for the engine 1 is controlled, as well as the brake 51 for the drive wheels of the vehicle to be driven. Finally, a pressure regulation valve 26 and a control valve 25 are also activated. The control valve 25 is provided and switched in such a way that the mechanical switching of the clutch 23 switches the connecting lines between the operating machines 14 and 15. Such a control valve is, however, only necessary if the operating machines 14, 15 are designed as volumetric machines with a variable volumetric stroke, where a tilting disk is adjustable only in one direction. Because the direction of rotation and moments cannot be obtained for volumetric machines of this type ♦ · ·· *·. ♦·• 9 » · · » « * - 19 - · • · • · * · * • · ... « · · · · · The pressure control valve 26, which is col- ····! • · and · connected by means of an automatic switching device 27 to the pressurized connecting line of the control machine 14, controls the torque of said control machine, since the connecting machine 1 5, due to the zero position of its tilting disk, does not offer any control possibility. The prerequisite for this control is that the control machine 14 still works as a pump at the time of switching on the switching clutch 23, respectively that the switching clutch 23 is theoretically displaced compared to the actual switching or that a different source, for example an additional pump (not shown) or a hydrostorage tank, provides the necessary overpressure, this can also be achieved via the control pump 28, if an additional switchable connection to the pressure side of the control machine 14 is provided. A further function of the pressure control valve 26 is the permanent braking for • · ri ri ri··· * » •ri·· 7·*·** • · · · · · · · · · · · · · - 20• · · · ri ♦ · · · · · ri ri ri · · e * ***** * * * · · • · · ri ri · • · ri · · « e * the vehicle, when the two operating machines 14 and 15 ing.Ma\»r*-Mia*ano *·fc* · · * * ri work as generators respectively as pumps. .· ·, ·· ·· ri *· ​​• · ri · · To limit the control pressure, an additional pressure limiting valve 32 is provided. The pressure control valve 26 is connected to the pressure side of the pump 28. The pressure limiting valve 32 and the pump 28 are also connected via a common oil sump 38. The pump 28 is advantageously driven by the input shaft 2 of the gear train or by the hollow shaft 102. As an additional energy storage device, a high-pressure storage device 60 and a low-pressure storage device 61 can be provided for the drive assembly according to Fig. 3. The operation and control of the drive assembly with or without such hydrostorage devices 60, 61 in connection with the connecting lines 16, 17 between the driven machines 14, 15 is carried out via adjustable shut-off valves 62 and 162 and a switching valve 63, which are controlled by the central control device 31. The shut-off valves 62 and 162 serve to compensate for energy losses related to oil pressure in the event of a machine being stopped >·· ·· .1 and, in addition, this controls the addition and 1 »shut- Ing.Ma^y-^JL-ano tation of the hydro-storage tanks. The switching valve 63 connects the low-pressure store 61 to the suction side of the control machine 14 and the high-pressure store 60 to the pressure side of the control machine 14, and in this case, the suction side and the pressure side of the control machine 14 are different, depending on the operating situation (running and braking). From the low-pressure store 61, a connecting line 64 with a non-return valve 65 extends to the pressure-limiting valve 32, in order to prevent impermissible overpressures. If the drive assembly is to be operated without the hydrostorage unit 60, 61 and therefore only with the flywheel 38 as energy store, then an operation is achieved as described for example for the drive system according to the prior German patent application P 2,641,866. The differences compared to the operation described in the aforementioned question are essentially the following: loading of the flywheel 38 in case of stoppage of the vehicle occurs hydrostatically. With the brake at Ing.Mayeirtiil^no I • · blocked hand of the vehicle and a commutation position *·-·· clutch 24, the operating machine / *·.. And ····. The control unit is driven by the engine. The power is transmitted via the operating machine 1 5 via the gear wheels 21 and 35 with closed clutch 37 to the flywheel 38, or in the case of a system with a flywheel 1 38 via the gear wheels 21 to 22 with closed clutch 1 37 to the flywheel 138. A further difference between the drive assembly according to the present invention and the system described in German patent application 2,641,886 is that, in the case of constant vehicle travel, with the drive assembly present in this operating range, the motor 1 is directly connected to the smoothing shaft of the gear train and thus to the switching position m of the clutch 24. This switching is performed at a synchronous speed and without interruption of the flow of power. Thus, the small planetary gear 105 is connected to the crosspiece 7 and the epicyclic differential 4 forms a rigid connection between the gear input shaft 2 and the gear output shaft 10. It is also possible to operate the construction group 23 fa**· fa fa •fa fa* ··* fa «fa fa fa - ··* fa· · * fa * fa · fafafafa Ing. Meryè®-ltLÌano • fa · fa _ * drive system, exclusively with hydro-storage units and without flywheel 38 or 138. The flywheel 38 and also the drive mechanism 34 and their corresponding components can be omitted for this case. The acceleration of the vehicle with the aid of hydrostorage devices takes place in such a way that the connecting machine 15 is connected from the beginning to the input shaft 2 of the gear train according to the switching position c of the clutch 23 and that the clutch 24 is in that position m, so that the input shaft 2 of the gear train and the output shaft 10 of the gear train are rigidly connected. The two operating machines 14 and 15 then become active as motors during the vehicle's acceleration. At the end of the acceleration phase, the shut-off valves 62 and 162 are closed and normal operation of the gear train is achieved. The existing drive assembly can also be operated with a flywheel and a so-called shock absorber, thus obtaining a system similar to that described in the German publication fa fa fa fa fa.*· 2.51 5.048. The 6th high pressure storage tank accommodates in the ··«« » « • to ·· - 24 • « • · • « · · • · · * to · · * « · · its first stage of pressure oil, transporting this Ing.Ma^^-ifilano pressure oil in a second stage to a volumetric machine. With this type of operation of the aforementioned drive assembly, the connecting operating machine 1 5 is in the zero position, i.e. the inclination angle of the tilt disk of this operating machine 15 is equal to zero. If the drive assembly according to fig. it is operated in such a way that both the flywheel 38 and the hydro-storage unit 60, 61 can be used as energy storage units, i.e. at the end of the braking phase of the vehicle the high-pressure storage unit 60 has a higher energy content than at the beginning of the braking phase, then compared to operation with the flywheel 38, respectively. 138, as an energy store, and the low-pressure store 61, as a shock absorber store, have advantages that are made clear by a comparison between Fig. 5 and Fig. 6. Fig. 5 shows the acceleration phase of the vehicle without a high-pressure reservoir. The slanted hatched surface shows the energy hydrostatically transformed by the corresponding operating machines 14, 15 and called energies • » · • « ···· .*.*.*.. ···· • ··· * ·' . ·· · · - 25 · · « · • · · · · · · · · · · « .......... 9* · · · · ..... . ,... .·· are significant compared to the drive energy actually transmitted. ing.MayeSJSileno . ··'·· '·*·' . · .... * · ·» · This is illustrated with the surface below the * / ♦. ... of a high-pressure storage tank 60, the hydrostatic power transformation occurs depending on the speed 14. This significantly reduces the total hydrostatically transformed energy and this corresponds to the inclined hatched surface according to Fig. 6. The thin line and dot-dash pattern, composed of straight lines, as illustrated in fig. 6, shows instead that the energy transformed hydrostatically for a system working only with a wind turbine and a shock absorber store (according to / (German publication 2.525.048) is higher than the hydrostatically converted power when using a flywheel and a high-pressure storage tank. To achieve these favorable values, the following operation of the drive assembly designed according to the present invention is envisaged: The first stage of the vehicle's acceleration takes place solely through the connecting machine 1 5, i.e. in a purely hydrostatic manner. Φ · t * is • · · • · · · · .···· • · • the pressure p in the 1 high pressure storage tank 60 Tn g.Space ί * * · .* * ** drops. During a short transition phase the power is guided through the operating machine 14 ·“. ' *. * * · · » of command and this means an activation of the mecha- . flywheel drive system. In a second stage of vehicle acceleration, in which the connecting machine 1 5 is operated as a pump, the pressure of the high-pressure reservoir 60 is brought back to the original pressure level. Finally, in a third stage of the acceleration, namely after the clutch 23 is switched on, the control machine 14 operates as a motor until the end of the acceleration phase, consuming energy from the high-pressure store 60. This causes the pressure in the high-pressure store 60 to drop to a minimum level. At the end of the acceleration phase, the drive continues through normal operation of the gear train. During the vehicle's braking phase, the phases occur in a mirror-image opposite to the acceleration phase. Fig. 7 shows the variation of the angle oC of the tilting discs of the operating machines 14, 15 during the acceleration phase described above. ' • And · " · Finally, let it be mentioned that instead of the hydraulic machines and the hydro-storage units · . · ... 60, 61, it is possible to use in the same way machines .·* · / %*· fi electrical operators and electric storage machines and **'*; Instead of the pin clutches 23 and 24, multi-plate clutches of different design and arrangement can also be used without changing the function of the entire drive assembly.

Claims

1. Claims 1. Power branch gear train, with an epicyclic differential comprising several gear elements, such as for example the planet wheel, the crosspiece and the internally toothed ring gear and in which an input shaft of the gear train is connected to at least one of said gear elements, in which the output shaft of the gear train is connected to another element and in which a positive displacement machine, operable in both directions as a pump or as a motor, or an electric machine ( = control operating machine ) operable with four-quadrant operation is connected to a third gear element for controlling the direction of rotation and the number of revolutions of the same and in which a second positive displacement machine, operable as a pump or as a motor, or a second electric machine, operable with four-quadrant functions respectively is connected to a second electric machine. :··· • · • ri ri ri · • · · ♦ · · • · · · · φ ri ·,···· · .· • · · · · · · · · · · · the four-quadrant system is energetically connected to the control operating machine.* ·. * / ." ·· · · · ,· * · · · · ( = connecting operating machine ), charac- terized by the fact that the epicyclic differential has two planetary wheels (5, 105) of different diameter, a crosspiece (7), on which double planetary wheels (6) are provided which engage with the planetary wheels (5, 105) and with a crown (9) with internal teeth, that the larger planetary wheel is connected to the input shaft (2) of the gear train and that the connecting operating machine (15) can be connected with the aid of couplings or commutation clutches (23) alternatively and depending on the number of revolutions of the output shaft (10) of the gear train, with the output shaft (10) of the gear train or with the smaller planetary wheel (105).

2. Power branch gearing according to claim 1, characterised in that for the connection of the connecting machine (15) to the input shaft (2) of the gearing a gear coupling is provided with a gear wheel (22) rigidly provided on the hollow shaft (102) connected to the smaller planetary gear (105) and with a gear wheel (21 ) rigidly connectable to the connecting machine (15), which for the connection to the output shaft (10) of the gearing Eng.MayejJ-ftijSuxo a further gear coupling is provided with a gear wheel (20) provided on the output shaft (10) of the gear train and a gear wheel (19) which can be rigidly connected to the connecting operating machine and that the multiplication ratio of the two gear wheel couplings (21, 22 and 19, 20) is chosen in such a way that in case of stationary operating machine (14) the correlation Z22 is valid. n » Z20 ·"— input -— 221 Z19 output where z = the number of teeth of the gear wheel x; xn = the number of revolutions of the input shaft (2) of the gear train; n , « number of revolutions of the output shaft (10) of the gear train.

3. Gear train for power branching, according to claim 2, characterised in that the gear wheel (21) can be disengaged from the shaft (13) of the connecting operating machine (15).

4. Power branch gear train according to claim 1 or 2, characterised in that in a lower speed range of the output shaft (10) of the gear train, the connecting operating machine (15) is connected, via one of the switching clutches (23) to the output shaft (10) of the gear train. • · · and 9 9 9.999 5. Power branch gear train according to one or more of the preceding claims, characterised in that at least two elements of the gear train, consisting of the epicyclic differential (4), which elements move relative to each other during differential operation, can be rigidly connected to each other with the aid of an additional clutch or a switching clutch (24).

6. Power branch gear train, according to one or more of the preceding claims, characterised in that the energy connections (16, 17) between the control operating machine and the connecting operating machine (15) are connected to a pressure control valve (26), said valve taking over, during the actuation of the switching clutch (23), the control of the working pressure of the control operating machine (14), thus determining the moment of power take-off of the gear train.

7. Power branch gear according to claim 6, characterised in that the power connection lines (16, 17) are connected to a switching device (27) which always automatically connects the lines under pressure to the pressure control valve (26).

8. Power branch gearing according to one or more of the preceding claims, characterised in that in the energy connections (16, 17) between the operating machines (14, 15) a control valve (25) is inserted which causes a switching of the connections (16, 17 simultaneously with the actuation of the switching clutch (23).

9. Drive assembly for non-stationary operating machines, in particular for vehicles, with at least one drive machine, with a braking energy storage device and with a power branch gear, via which the power take-off shaft of the drive assembly is connected to the braking energy storage device and the driven machine, characterised in that a power branch gear according to one of claims 1 to 8 is used.

10. Drive assembly according to claim 9, characterised in that the device for storing the braking energy comprises a flywheel (138) which can be connected to the smaller planetary gear (105).

11. Drive assembly according to claim 9 or 10, characterised in that the device for storing the braking energy has a flywheel (36) and a hydro-storage unit (60, 61) and that a high-pressure storage unit 60 can be connected to at least one operating machine (14, 15) in such a way that said storage unit supplies said operating machine with drive energy during the acceleration phase of the vehicle. :*·'* *·«.

12. Actuating constrictor group according to claims 9 to 11, characterised in that a switching valve (63) is provided, with which a low-pressure storage tank (61) can be connected to the suction side of the control machine (14) and the high-pressure storage tank (60) to the high-pressure side of the control machine (14).

13. Actuation assembly according to one of claims 9 to 12, characterised in that an adjustable shut-off valve (62) is provided in the connection between the high-pressure store (60) and at least one of the operating machines (14, 15), which valve controls the passage of pressure in the event of activation or interruption of the operation. 33 « fa * * • fa fa* ♦·· fa. fa fa fa fa fa ·♦· · fa* fa ··« •fafa» fa fa fa fa fa ' fa fa fa « fa « fa fa fa fa · ► fa * fa 1 fafa fa ···· fa fa fa 1 • · .· * fa fa fa I fa fa fa * fa fa · 1 operation with hydrostorage units (60, 61). lng.May64*fati)ano ,. and 14. Drive assembly according to one of claims 9 to 13, characterised in that an automatic control device is provided for the operation of the drive assembly and that said automatic control device is designed in such a way that in an acceleration phase of the vehicle, after mechanical actuation of the engagement of the changeover clutch (23) for the higher speed range, it switches the drive machine (14) so ​​that it functions as a motor, by connecting the machine to a high-pressure gas generator (60).

15. Drive assembly according to one or more of claims 9 to 14, characterised in that the control device is designed in such a way that simultaneously only one of the operating machines (14, 15) transforms energy.

16. Actuation assembly according to one or more of claims 9 to 15, characterised in that the control device (31) is designed in such a way that the pressure in the high pressure reservoir (60) is greater at the beginning of the vehicle acceleration phase than at the end of said phase. • V - 34 V « > · • fi fi J fi fi fi · . « fi Λ · · · · · • ' · · * » - · · · * · » · · • « * » · « · » » ' ' * » fi fi • * * fi All substantially as described and illustrated Ing.MayetWÌllh^<3 * · · · ·. ..... for the purposes specified above. ,· ·* '.. i · · hn nrj Milan, 1 ' «I p. the Maschinenfabrik Augsburg-Nurnberg Aktiengesellse haft .* * « * ' The representative Ing. Hans