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CN-122003556-A - Power shift transmission for an electric drive

CN122003556ACN 122003556 ACN122003556 ACN 122003556ACN-122003556-A

Abstract

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

Inventors

  • SCHINACHER STEPHAN

Assignees

  • 采埃孚股份公司

Dates

Publication Date
20260508
Application Date
20241018
Priority Date
20231023

Claims (10)

  1. 1. A power shift transmission (3) for an electric drive (2) of a working machine, wherein the power shift transmission (3) has a drive end (4), an output (5), a first shift element (8), an intermediate shaft (17), an input ratio mechanism (23, 27) and a first gear ratio mechanism (30, 31,32, 33, 36), wherein the drive end (4) is mechanically operatively connected to the intermediate shaft (17) via the input ratio mechanism (23, 27), and wherein the intermediate shaft (17) is mechanically operatively connected to the output (5) via the first gear ratio mechanism (30, 31,32, 33, 36) by actuating the first shift element (8).
  2. 2. A powershift transmission (3) according to claim 1, characterized in that the transmission (3) has a second shift element (9), a third shift element (10), a second gear ratio mechanism (27, 22, 34, 33, 36) and a third gear ratio mechanism (27, 22, 35, 33, 36), wherein by actuating the second shift element (9) the intermediate shaft (17) can be mechanically connected to the output (5) via the second gear ratio mechanism (27, 22, 34, 33, 36) and by actuating the third shift element (10) the intermediate shaft (17) can be mechanically connected to the output (5) via the third gear ratio mechanism (27, 22, 35, 33, 36).
  3. 3. A powershift transmission (3) according to claim 1 or 2, characterized in that the input ratio mechanism (23, 27) is designed as a reduction ratio mechanism.
  4. 4. A powershift transmission (3) according to claim 2 or 3, characterized in that the powershift transmission (3) has a first gear shaft (11), a second gear shaft (12) and a third gear shaft (13), wherein the first gear shaft (11) is mechanically operatively connected to the intermediate shaft (17) via a first spur gear stage (30, 31), the first gear shaft (11) is mechanically connectable to the third gear shaft (13) via a second spur gear stage (32, 33) by actuating the first gear element (8), the second gear shaft (12) is mechanically connected to the intermediate shaft (17) via a third spur gear stage (27, 22), the second gear shaft (12) is mechanically connectable to the third gear shaft (13) via a fourth spur gear stage (34, 33) by actuating the second gear element (9), the third gear shaft (13) is mechanically connectable to the third gear shaft (13) via a third gear stage (30, 33) via a third spur gear stage (10), and wherein the second gear stage (12) is mechanically connectable to the output (30, 33) via a third gear stage (30, 33) via a third spur gear stage (30, 35) via a fifth gear stage (30, 33) 31 -the second (32, 33) and sixth (33, 36) spur gear stage, -the second gear ratio mechanism (27, 22, 34, 33, 36) is formed by the third (22, 27), fourth (34, 33) and sixth (33, 36) spur gear stage, and-the third gear ratio mechanism (27, 22, 35, 33, 36) is formed by the third (22, 27), fifth (22, 35) and sixth (33, 36) spur gear stage.
  5. 5. A powershift transmission (3) according to any of the preceding claims, characterized in that the shift element (8) is designed as a friction-locking shift element.
  6. 6. A powershift transmission (3) according to any of the preceding claims, characterized in that the shift element (8) and the gear ratio mechanism (30, 31, 32, 33, 36) are designed for use in a travel drive (2 ') of a working machine having an internal combustion engine (7').
  7. 7. Travel drive (2) for a working machine, having an electric drive (7) and a power shift transmission (3) according to any of the preceding claims, wherein the electric drive (7) is mechanically operatively connected to a drive end (4) of the power shift transmission (3).
  8. 8. Drive assembly (1) for a working machine, having a travel drive (2) according to claim 7 and a separate working drive (40), wherein the separate working drive (40) has a further electric drive (41) for driving a power take-off (43) for the working machine.
  9. 9. Use of a powershift transmission (3 ') with at least one gear designed for a travel drive (2 ') of a working machine with an internal combustion engine (7 ') for a travel drive (2) of a working machine with an electric drive (7).
  10. 10. Use according to claim 9, characterized in that it comprises removing a reversing structural assembly (14 ') of the powershift transmission (3 ') and supplementing an input ratio mechanism (23, 27) for adapting the powershift transmission (3 ') to the electric drive (7).

Description

Power shift transmission for an electric drive Technical Field The present invention relates to a power shift transmission for an electric travel drive of a work machine. The invention also relates to an electric drive for a work machine, comprising an electric drive assembly and such a power shift transmission. The invention also relates to a drive assembly for a work machine, which drive assembly has such a travel drive and a separate work drive. Background Today, work machine drives are basically driven by internal combustion engines. For power transmission, powershift transmissions or continuously variable power split transmissions with a hydrodynamic torque converter are generally used. For power shift transmissions, reversing transmissions having three to six gears are commonly used. In this case, all-electric drives, which usually have two gears and thus have very large gear jumps, can also be used as the drive train is electrified. In this case, due to the large gear jumps, high-performance electric motors and power shift transmissions with high development requirements are required. It is therefore an object of the present invention to provide a power shift transmission for an electric drive of a working machine, which has low development costs and relatively low requirements for electronic components. Disclosure of Invention This object is achieved by a powershift transmission for an electric travel drive of a work machine as claimed in claim 1. The work machine may be a work machine or an agricultural machine. The work machine is for example a wheel loader or a tractor. In one embodiment, the work machine is a tractor or a cargo vehicle. The work machine can be moved by means of the travel drive. The drive can be designed electrically, for example with an electric drive, which can comprise one or more electric motors. Powershift transmissions are designed for use in such electric drive. With the aid of the transmission, at least one gear can be shifted between the drive end and the output end. The transmission is designed to be able to shift the at least one gear under load. In addition to the travel drive, the work machine may have a work drive, which may be provided independently of the travel drive. By means of the work drive, a power take-off can be provided for the work equipment of the work machine. In one embodiment, the work drive is designed for driving a work hydraulic system, for example a hydraulic pump of the work hydraulic system, via the power take-off, by means of which the work equipment of the work machine can be hydraulically operated, for example the work equipment of the work machine can be moved. Alternatively or additionally, with the power take-off, a power take-off may also be driven, with which a work device of the work machine may be mechanically connected, for example by means of a cardan shaft. The travel drive and the work drive may be arranged in a common housing or, alternatively, may be arranged in two different housings. In one embodiment, a single housing is provided, which is designed to be composed of housing parts that are detachably connected to one another, in which housing both the travel drive and the work drive are arranged. The power shift transmission has a drive end at which a variable to be transmitted is fed into the transmission, and an output at which the variable transmitted through the transmission is output. The drive end and the output end may be arranged offset from each other with respect to the axis in parallel. In an alternative embodiment, the drive end and the output end are arranged coaxially with respect to each other. The drive end can be mechanically connected, for example permanently connected against relative rotation, to a drive device, for example the above-described electric drive device of the drive. The output may be mechanically coupled to a propulsion element of the work machine, such as a wheel or track, for example, via a transverse and/or longitudinal differential. The powershift transmission has a first shift element, and in one embodiment, a second shift element and a third shift element. In one embodiment, the powershift transmission has only three shift elements and no other shift elements. Furthermore, the powershift transmission has an intermediate shaft which can be arranged parallel to the drive end and/or the output end axis at a distance. The intermediate shaft may be a countershaft. Furthermore, the powershift transmission has an input ratio mechanism and a first gear ratio mechanism. The transmission may also have a second gear ratio mechanism and a third gear ratio mechanism. The first gear ratio mechanism, the second gear ratio mechanism, and the third gear ratio mechanism may each provide different gear ratio values. The input ratio mechanism and the one or more gear ratio mechanisms may be formed by single or multiple spur gear stages and/or one or more planetary stages, respectively. Each of the gear rati