DE10133629A1 - Modular switched transmission for road vehicle has load switching shafts acting as interface between modular drive variant and control - Google Patents

Abstract

The switched transmission has an input shaft, an output shaft (13) and two load switching shafts (23,24) with different modular drive variants coupled to different modular controls, the load switching shafts acting as the interface between the drive variant and the control. The torque characteristic during gear changing can be controlled electronically using an engine characteristic.

Description

State of the art

DE 198 50 549 A1 describes a multi-speed transmission 10 ( 10 a) which has two input shafts 12 , 13 and one output shaft 25 . Each of the input shafts 12 , 13 is connected to a clutch 29 , 30 and can be separated therewith from the internal combustion engine 11 of the motor vehicle. Furthermore, one or two electric machines 34 , 35 , 40 are assigned to the two input shafts 12 , 13 and connected to them in a non-positive manner, which are located on the side of the clutches 29 , 30 facing away from the internal combustion engine 11 . In particular, a starter and an alternator for the internal combustion engine 11 can be dispensed with by means of the electric machine (s) 34 , 35 , 40 . Furthermore, both the synchronous speed of the input shaft 12 , 13 of a target gear can be set in a simple manner and various operating states can be implemented. Group load shifting is not possible here and double clutches are required.

Patent specification DE 41 02 202 C2 (D1) describes a gear arrangement in which an internal combustion engine is connected directly to the side gear 11 of a differential gear 10 . The parallel side gear 12 is connected to an electric motor 5 via a spur gear 24 , 25 . The pinion gears 13 and 14 lead to a further gear 3 via the pinion shaft 15 and a spur gear 16 , 20 . The differential gear 10 may not yet interlocked be fixed on one side (12 side gear) so that the side gear 12 in a driven motor vehicle must have the same torque always as the side gear 11, so that a torque can be transmitted to the pinion shaft 15 side. This torque must therefore be permanently supplied by the electric motor 5 . The function specified in the description that the electric motor can serve as a generator during the driving process leads to the state that the pinion shaft 15 (almost) stands and the side gear 12 rotates backwards relative to the side gear 11 and thus drives the generator. For the locomotion of the vehicle, a drive torque must therefore be permanently supplied by the electric motor 5 , which will ultimately quickly lead to the discharge of the vehicle electrical system battery.

The published patent application DE 196 50 723 A1 (D2) presents a control system for vehicle drive units, in which a motor generator 21 is connected directly to the sun gear of a planetary gear set 30 . The planetary gear set can be blocked via a clutch 36 . In contrast to the present application, the vehicle drive unit described in D2 requires a starting clutch 31 , the sun gear of the planetary gear set 30 cannot be fixed (the planetary gear set 30 therefore does not function as a group transmission for doubling the number of gears) and the motor generator 21 is not used to synchronize the gears of the transmission 4 .

Patent specification DE 196 06 771 C2 (D3) describes a hybrid drive in which two electric machines 3 and 4 and switchable planetary gear sets 5 , 6 , between the input shaft 1 (connected to the internal combustion engine) and the output shaft 12 (leading to the drive wheels). 16 are arranged. The switchable planetary gears serve as a stepped gearbox and in cooperation with the electrical machines, a switchable stepless gearbox results, which means that favorable operating points can be selected. However, it is a hybrid drive in which, except when the clutch 11 is closed, a torque generated by the electric machine 3 is always required for torque transmission, in which no planetary gear set coupled to the electric machine serves as a group transmission for doubling the number of gears, and in which no synchronization processes with the help of a planetary gear set and an electric machine.

In the published patent application DE 198 18 108 A1 (D4), a hybrid drive is also presented, whereby - similar to D2 - an electric machine 2 acts on the sun gear of a planetary gear set 35 (see, for example, FIG. 2) and that this planetary gear set is over a clutch 36 can be blocked. Similar to D2, however, the sun gear of the planetary gear set 35 cannot be fixed and this planetary gear set therefore does not have the function of a group transmission for doubling the number of gears, and the electric machine 2 is not used for synchronizing the gears of the transmission 4 .

The application WO 98/406 47 relates to a drive unit for motor vehicles with a transmission 18 , the transmission being able to be coupled to the internal combustion engine via a friction clutch and an electrical machine being able to be coupled to the transmission 18 with the aid of a clutch and an intermediate transmission. The electric machine serves as a starter motor, as a generator and for gear synchronization. This requires at least two friction clutches and the advantages that are possible with three-shaft operation are not used.

The patent application US 560 32 42 describes a gear arrangement in which at least one electric or hydraulic lathe synchronization of gears with two shafts allows. Here are at least two friction clutches (or a double-acting friction clutch) required and no synchronization operations are possible that span multiple groups go away.

The previous application 199 01 414 (G1) describes the integral structure of gears consisting of at least one planetary gear set coupled with at least one (predominantly) unsynchronized countershaft transmission. A wave of one Planetary gear set (mainly the sun gear shaft here) is directly connected to the crankshaft of the internal combustion engine connected, the second shaft (here mainly the bridge shaft) is directly connected to the integrated one Countershaft gear connected, while the third shaft (here mainly the ring gear shaft) with a Brake and a lathe is connected. The planetary gear set can also be used with a (Claw) clutch can be blocked. This means that several functions can be carried out. With the brake released and released (claw) clutch can be turned with the help of the lathe so that a gear can be switched on synchronized (e.g. 1st gear when the vehicle is stationary). Becomes then apply the brake, this gear is activated in the lower group, i. H. the Drive wheels start to move. So all gears of the countershaft transmission can be shifted then this is the bottom group of gears. If the gears of the Countershaft transmission - again synchronized via the lathe - switched in sequence and then the planetary gear set is blocked, so you get the upper group of gears. Become two Planetary sets each coupled with a countershaft transmission, the gears alternating the are assigned to both planetary gears, there is a power shift in the lower group of gears possible without torque interruption. In addition to the synchronization tasks, an electrical Lathe also take over the functions of starter motor and generator.

Additional application 199 21 064 (G2) preceding this application describes an arrangement of the lathe in alignment with the shaft (s) of the planetary gear (the Planetary gear) with which the lathe is directly coupled to the planetary gear (s) can be. A necessary reduction for the starter operation takes place via an internal one Power split of the planetary gear (s). For multi-part electrical lathes can u. U. without additional mechanical switching purely electrically between the functions Synchronization mode, starter mode and generator mode can be switched. Further Improvements in details are given.

The additional application prior to this application 199 33 373 (G3) describes the simplified structure of a 6-speed gearbox compared to the previous applications Transmission (+ reverse gear), in which the lower 3 gears by applying brakes without Torque interruption can be switched. There is also a possibility of Installation of the gearbox specified in the rear area. Further detail improvements will be made demonstrated.

Preliminary remark on further registrations
In the book
Alfred Krappel and 26 co-authors
Crankshaft start generator (KSG)
Basis for future vehicle concepts
espert publishing house Renningen
ISBN 3-8169-1808-5
different possibilities and applications of crankshaft start generators (KSG) are described. These are electrical machines that are directly connected to the crankshaft of internal combustion engines of motor vehicles. They can be used both as starters with high torque (at low speeds) and as generators with high power (at higher speeds). In the further additional registrations, the possibilities provided by the KSG are expanded in such a way that the KSG is integrated into the transmission and takes over the additional tasks of transmission synchronization and power shifting. It is therefore called the GSSG transmission synchronization start generator here. Of course, the tasks performed by the GSSG can also be used for gearbox synchronization and power shifting from a different type of lathe, e.g. B. a hydraulic unit to be taken over.

The additional application 199 62 854 (G4) preceding this application describes Applications that take advantage of the high torque of the GSSG, even without planetary gear To be able to carry out synchronization and powershift operations. The input shaft of the Transmission divided into two sections, each of which alternately gears are assigned. to A friction clutch can be used to increase the starting torque, otherwise it is sufficient Claw couplings. Arrangements with group gears are described, but each group their own synchronization and load switching device required.

The additional application 100 01 602 (G5) preceding this application describes other applications that use the high torque of the GSSG for synchronization and Take advantage of powershift operations, but now again using at least one planetary gear set. in the In contrast to the applications in G1, G2 and G3, a single or a double is now sufficient Acting planetary gear set for all powershift operations, while in G1, G2, G3 for powershift operations two sets of panettes are required and load switching is only possible in the lower group. The gearboxes described with further groups each need their own for each further group own synchronization and load switching devices.

The additional application 100 13 734 (G6) preceding this application describes further applications which take advantage of the high torque of GSSG for synchronization and powershift operations. Here, any number of group transmissions can be connected in series, all of which are synchronized and powershifted by a single GSSG. The specified variants are designed for a relatively large number of gears and the return from shaft 13 to shaft 1 can be difficult under certain circumstances. In addition, not all possible gears are used.

Additional application 100 21 837 (G7) preceding this application describes extensions and refinements of application G7 and nested transmission designs.

The additional application 100 34 656 (G8) preceding this application describes the Use of KSG in boats, mainly in sailing boats. In addition to his previous one The KSG serves tasks as a clutch replacement, as an electric drive and as a shaft generator.

The previous application 100 62 693.3 (G9) describes power shift Group transmissions in which a GSSG 9 is an integral part. For one main and one Sub-group are given simplified construction options, with no eccentric countershafts occur and only geometrical gear gradations are used.

Advantages of the invention

Other alternatives to the KSG are now known. For example, BMW suggests providing a fuel cell to supply the vehicle electrical system instead of a generator. This means that electrical energy can be made available with good efficiency regardless of the internal combustion engine. Therefore, it makes sense to design the gearbox variants in such a way that a GSSG or other components can be used to control the gearbox. This is achieved by not leading shaft 1 (coming from the internal combustion engine, see variants 11) into the transmission, but rather driving shafts 23 and 24 (see variants 1 to 10) out of the transmission towards the internal combustion engine. Different components (as a replacement for double clutches) can then be connected to these two shafts, so that a gearbox type with different controls can be implemented.

Furthermore, the gear stages are designed in countershaft design so that in addition to the countershaft at least one additional auxiliary shaft enables load switching over several groups and that at least one eccentric countershaft in addition to one or more reverse gears, usually also one or several additional forward gears with power shifts.

Also shown are gearboxes with progressive gear gradation, in which an additional There is a group switchover (e.g. as a terrain level) and usually several group switchovers can be designed as load circuits. This group switching can be done via at least a secondary shaft or a planetary set happen (see next paragraph).

In addition, gearbox variants with a planetary gear set are presented as a (range) group, at which the planetary gear set can be provided with claw clutches and claw brakes and nevertheless the (range) group is switched as a power shift by this too Switching process is synchronized centrally and powershifted.

In addition to a GSSG, other options for electronic Central synchronization and load switching (control) proposed, which can be carried out cost-effectively and do not have the high friction losses of double clutches.

Description of the invention

The description is based on the associated principle drawings. Show it

Fig. 1 schematic diagrams of a 6-speed transmission with optional off-road options in variants 1

Fig. 2 Pinzipdarstellungen a gear type with at least 5 or 6 or 7 courses in 2 variants

Fig. 3 is a schematic diagram of a 6-gear transmission with additional terrain transitions in variants 3

Fig. 4 is a schematic representation of a 7-speed transmission with additional terrain transitions in variants 4

Fig. 5 is a schematic representation of a 18-speed transmission in a variant 5

Fig. 6 is a schematic representation of a 16-speed transmission in a variant 6

Fig. 7 is a schematic representation of a 12-speed transmission in a variant 7

Fig. 8 is a schematic representation of a 16-speed transmission in variations 8

Fig. 9 is a schematic diagram of a 18-speed transmission in a variant 9

Fig. 10 is a schematic diagram of a 6-speed transmission, in a variant 10

Fig. 11 are schematic diagrams showing control systems of the transmission variants in 11

Fig. 12 shows a low-loss possibility of changing gear

Preliminary remarks

The transmission variants, preferably for motor vehicles, all have concentric input shafts 23 and 24 , which can optionally be coupled to an internal combustion engine via a shaft 1 (options are described in variants 11). These coupling options can simultaneously contain synchronization options or separate synchronization options must be provided. Such separate synchronizations are described in variant 1, variant 2, variant 8 and variant 11. Finally, a shaft 13 or a partially drawn gear 3 c (then without a drawn shaft 13 ) leads to the drive wheels in all transmission variants.

As with known double clutch transmissions, the drive torque is transmitted when the vehicle is driven via one of the two shafts 23 or 24 , while the next gear to be expected can run idle via the other shaft. Different coupling and synchronization options can be used for all variants.

All transmission variants are automatic manual transmissions, i.e. H. is switched z. B. via electrical, pneumatic or hydraulic actuators. To do this, sensors for detecting Speeds (for the purpose of electronically controlled synchronization) and an electronic control unit to be available. As usual, the gear changes can also be influenced manually become. It may also make sense to use the lower gears (especially the additional ones) Off-road gears of variants 1 and 3) torque limitation of the internal combustion engine provided.

The reference numbers are largely adapted to the previous applications. therefore surrender gaps in the order of numbering.

Variants 1

The gearbox variant shown in Fig. 1a) is designed for cars with the progressive gear gradation usual there. Shafts 23 , 24 , 21 and 13 are shafts of a 5-speed countershaft transmission and enable 2nd to 6th gear, whereby shift sleeves 33 and 34 , shift sleeve 33 a and the double-acting shift sleeve 35 (indicated by a vertical line) enable the power shift , The 2nd gear works via the gear pair 3.3 , 3 a3, the 3rd gear via 4.2 , 4 a2, the 4th gear via 3.2 , 3 a2, the 5th gear via 4.1 , 4 a1 and the 6th gear via 3.1 , 3 a1. The associated shift sleeves must be closed (it is of course also possible to use sliding wheels, for example). Synchronization options are discussed below. The gears work alternately via shafts 23 and 24 , which means that there are always powershift options. The shift sleeve 35 must be closed for the 2nd gear to the left, for switching to the 3rd gear on both sides and from the 3rd gear up only to the right, with the gear sleeve 33 a should always be closed at these gears (thus always defined Conditions prevail and the speeds of gear 3.3 and shafts 50 and 51 do not become too high).

The 1st gear, reverse gear (gears) and further gears are made possible via an eccentric countershaft 50 ( 51 ), which is shown offset in FIG. 1a. The correct position of the shafts 50 and 51 is sketched in Fig. 1b) (the two shafts are aligned). These shafts are arranged so that a gear 4 b1 meshes with the gear 4 a1, a gear 3 b1 with the gear 3.1 and a gear 3 b3 with the gear 3 a3. (For reasons of clarity, not all gear wheels of FIG. 1a) are shown in FIG. 1b).)

The variant 1a shown in FIGS. 1a) and 1b) is complex in that a planetary gear set 52 is also installed between the shafts 50 and 51 . The land shaft of this planetary gear set is connected to the shaft 51 , the ring gear to the shaft 50 and the sun gear to the housing 12 . This planetary gear set 52 causes a reduction from the shaft 50 to the shaft 51 and thus enables further gears with a relatively large gear 3 b3. (This is the purpose of the planetary gear set 52, for larger gears effect a better tooth coverage. Other solutions (for example) are used in the description of the Fig. 1c), d), e), f) and indicated g).)

The gear wheel 3 b1 or 4 b1 can optionally be connected to the shaft 50 with a shift sleeve 36 . With the shift sleeve 36 closed to the right, the shift sleeve 35 closed to the left and the shift sleeve 33 a open, there is a reduction from the gear 4 b1 to the gear 3 a3 and thus to the shaft 13 , whereby the shaft 13 has the direction of rotation of forward gears in this way. A total of 4 additional powershiftable forward gears are possible via the shaft 21, which are engaged by the shift sleeves 33 and 34 . The 3rd to 6th gear is reduced to lower speeds via the auxiliary shaft 50 and the other components, so you get practically an off-road level with 4 gears and the gear jumps of gears 3 to 6.

With the dimensions shown, the 3rd off-road corridor corresponds to the 1st off-road corridor. Therefore, a 1st gear is not provided, but the 1st gear is identical to the 3rd off-road gear. This works from shaft 24 , gear set 4.1 , 4 a1, 4 b1, planetary gear set 52 and gear wheels 3 b3, 3 a3 on shaft 13 . In this state, synchronized via the speed of the shaft 23 , the shift sleeve 33 a can be closed. This means that 2nd gear is switched on, runs idle and can be activated as a power shift. Thus, there is also a power shift option between 1st and 2nd gear or at this point between off-road and street gears. There is still a power shift option between 3rd and 4th off-road gear, but there are no further power shift options from the 4th off-road gear.

With the selector sleeve 36 closed to the left (selector sleeve 35 closed to the left and the selector sleeve 33 a open), the direction of rotation is reversed and 4 reverse shift gears with the gear jumps of gears 3 to 6 are also obtained via the selector sleeves 33 and 34 .

The translations achieved with the drawn dimensions are shown in Fig. 1i) (with logarithmic axis), with gears 1 to 6 in the upper row (S (street) and R (reverse)) for the variant 1a) and in the lower one Row (G (off-road) and R (reverse)) the gears 1 to 4 apply. The associated reverse gears are slightly lower in translation and are shown in dashed lines.

With only 5 gear pairs, a countershaft with 3 gears (and here a planetary gear set 52 ) you get a total of 9 powershift forward and 4 powershift reverse gears (only between 4G and 2S there is no power shift possibility). The reason for the large number of gears is the multiple use of the change in speed of shaft 21, first via shift sleeve 35 directly and then for off-road and reverse gears via auxiliary shaft 50 . However, this advantage is paid for by several gear wheels connected in series and thus greater friction in off-road and reverse gears and in 1st gear. (With the low gear ratios here, the efficiency is not that important.)

Due to the planetary gear set 52 , there is great freedom in the choice of the diameter of the gear wheels 3 b3, 3 b1 and 4 b1 (was adapted here to variant 1c). The gear 4 b1 could also mesh with another gear of the shaft 21 .

In Fig. 1a) and 1b) is also shown a possibility of how an electric machine can serve as a generator, as a starter and as a central synchronization device for all gears (when shifting up), the transmission with its possibilities at the same time switching the translation between the generator - and starter operation enabled. For this purpose, a planetary gear set 53 is attached between the shafts 23 and 24 , in which the sun gear is connected to the shaft 23 and the ring gear is connected to the shaft 24 . The web shaft is (for example) connected to a large sprocket 54 , from which a chain 55 drives a small sprocket 54 , from which a shaft 56 leads to the electric machine. If at least one of the shafts 23 , 24 rotates (with the internal combustion engine running), the web shaft of the planetary gear set 53 is driven, and the electric machine is operated as a generator at high speed via the chain wheels 54 , the chain 55 and the shaft 56 . When shifting up one of the shafts 23 or 24 must be reduced in speed in order to achieve synchronous speeds. (The other of the shafts 23 or 24 is connected to the shaft 1. ) This speed reduction is achieved very quickly by the braking generator, the generator being able to be influenced electronically. The corresponding gear can then be engaged at the synchronization speed. With the planetary gear set 53 , a (conventional) generator can thus act as a synchronization device for all gears, generator operation always being possible at the same time.

For starter operation, an even larger ratio between shaft 56 and shaft 1 makes sense. This can be achieved without additional components (with appropriate programming of the control unit) by closing the sleeve 33 a and the sleeve 34 and 36 to the right (all other sleeves must be open). In addition, shafts 23 and 24 must be connected to shaft 1 . If the land shaft of the planetary gear set 53 is now driven by the shaft 56 (starter operation), the sun gear portion is guided directly to the shaft 1 , while the ring gear portion is transmitted via the gear wheels 4.2 and 4 a2, 4 a1 and 4 b1, the planetary gear set 52 and the gears 3 b3, 3 a3 and 3.3 is translated into slow. With the dimensions drawn, in addition to the translation by the chain wheels 54 , a translation of approximately 1: 2.5 is obtained, ie in starter mode the electric machine rotates 2.5 times faster than in generator mode at the same speed of the internal combustion engine. With this arrangement, a conventional electric machine (which must be designed for starter operation) is sufficient as a starter, generator and synchronization device, whereby generator operation is always possible during the synchronization processes (when shifting up, the synchronization when shifting down can take place via the speed of the internal combustion engine, see variants 11 ). The planetary gear set 53 only transmits the moments of the electric machine and can be designed to be correspondingly weak. The options described here also exist for the other variants 1 (weakened for variant 1c).

The planetary gear set 52 must be designed for the torques of the internal combustion engine and is therefore expensive. For this reason, the basic schematic diagrams 1c) to 1g) show how one can get by without this planetary gear set 52 .

In Fig. 1c) the gears 3 b3, 3 b1 and 4 b1 without planetary gear set 52 , that is, with a continuous shaft 50 , are shown. With the dimensions drawn here, the 1st street aisle (variant 1a) becomes the 1st street aisle, ie the terrain steps are omitted. The 1st gear then works with shift sleeves 34 and 36 closed to the right and shift sleeve 35 closed to the left via the gear wheels 4.2 and 4 a2, 4 a1 and 4 b1, 3 b3 and 3 a3. (Even faster gears are possible via the gear 3 b3, but are no longer sensible since they are located near the other street gears.) With the shift sleeve 36 closed to the left, reverse gears are switched on, with the shift sleeve 34 closed to the right reverse gear R1 indicated at Fig. 1i) receives, while causing the reverse gear R2 to the right closed switching muffle 33. (There are still 2 faster reverse gears possible, but probably no longer useful.) Without the planetary gear set 52 , you get a gearbox with 6 (reasonable) power shiftable forward and (at least) 2 power shiftable reverse gears without off-road gears 1 to 4. This allows this Modular gearboxes with or without planetary gear set 52 and thus with or without off-road gears.

With the Fig. 1d) to 1g) partial modifications are shown by which the translations of the variant 1a can be achieved even without planetary set 52. The translations described for variant 1a (including the translation for starter operation) therefore apply to these variants in FIG. 1i).

In Fig. 1d) the diameters of the gears 3 b3, 3 b1 and 4 b1 are chosen such that the translations of variant 1a are achieved without planetary gear set 52 . So this is a much simpler version. The only disadvantage is that the gear 3 b3 turns out to be very small and therefore the tooth overlap with the gear 3 a3 is not so good.

In Fig. 1e), an arrangement is sketched that achieved without planetary gear set 52, and without additional gears translation of variation 1a, in which case the gear 3 is greater than b3 may precipitate in the variant 1d. This is achieved via a "kinking" axis 50 , the "kinking" by z. B. two universal joints 57 is reached. A comparable result can also be achieved with an inclined (not kinking) axis 50 and then correspondingly machined gear wheels 3 b3, 3 b1 and 4 b1.

In Fig. 1f) an arrangement is sketched, which achieves the translations of the forward gears of variant 1a without planetary gear set 52 with the help of an additional gear 4 a, by selecting gear 4 a smaller than gear 4 a1 and thus gear 4 b accordingly is bigger. (There is a large variation possible here.) Since the gear 3 b1 is smaller than the gear 4 b1 here, the 4 reverse gears turn out somewhat faster in this variant than sketched in Fig. 1i).

In Fig. 1g) an arrangement is outlined that without planetary gear set 52 with the help of an additional gear 3 a (firmly connected to gear 3 a3) has the translations (also the reverse gears) of variant 1a. The diameter of the gear 3 a is chosen here so that the 1st gear could also be realized directly from shaft 24 with this gear. The advantage of this (and also the other) variant compared to the direct path of shaft 24 is that 3 further forward gears and 4 reverse gears can be reached. (You can also see that the diameter of the gear 3 a3 is not significantly smaller than the diameter of the gear 3 a. Thus, the tooth forces in the gear 3 a3 of the other variants are not significantly larger than the tooth forces in the gear 3 a.)

The load circuits in the off-road aisles run (as usual) alternately over the shafts 23 and 24 . With variants 1a, d, e, f and g, you get gait jumps between the 4 off-road gears as between the 3rd, 4th, 5th and 6th street gears (since these gears are each involved). Due to the progressive design of the gait jumps, the off-road aisles are relatively narrow. A load shift is basically also possible from the 1st to the 4th off-road gear. However, this jump is very large and from the 4th off-road gear shift to the road aisles is not possible. Therefore, variant 1h shows how you can implement a power shift between the 1st and 3rd off-road gears.

In Fig. 1h) an arrangement is sketched in which the gear pairs 4.1 , 4 a1 and 4.2 , 4 a2 have exchanged their positions compared to the previous arrangements. In addition, the shift sleeve 33 a (independently of one another) acts on the gears 3.3 and 3.2 . The shift sleeve 34 acts as before on the gears 4.1 and 4.2 , while the shift sleeve 33 acts on the gears 3.1 and 4.2 . The gear wheel 4.2 can thus be driven both by the shaft 24 and by the shaft 23 and therefore the third street gear can operate both via shaft 24 and via shaft 23 . The 3rd street aisle is also used for the 1st off-road aisle 50 . In this case, if the gear wheel 4.2 is driven by the shaft 23 (with the shift sleeve 33 closed to the right), the 5th gear can be shifted as a power shift (with the shift sleeve 34 closed to the right). This activates the 3rd off-road aisle or the 1st street aisle. The associated translations are entered in Fig. 1i) with C (crawler) and 1 (as before). This gives you a gear jump from crawler to 1st gear as between 3rd and 5th street gear (with powershift option). So you get a 6-speed gearbox with an additional crawler with powershift options between all forward gears. You are free to choose the reverse gears, you can still implement four powershiftable reverse gears. Which type of execution of the shaft 50 with the associated gear wheels is chosen is optional (only not variant 1c).

With an eccentric countershaft, there are many construction options. With such a countershaft, reverse gears and additional forward gears can always be achieved with the gear jumps and powershift options of the remaining countershaft transmission (here the gear pairs belonging to shaft 21 ) by a gearwheel of the eccentric countershaft with a gearwheel of a shaft of the countershaft transmission (here e.g. gearwheel 4 b1 and shaft 21 ), another gear of the eccentric auxiliary shaft meshes with a gear of the other (non-aligned) shaft of the countershaft transmission (here e.g. gear 3 b1 and shaft 23 ) and a third gear of the eccentric auxiliary shaft with another gear of the counter gear meshes (here, for example, gears 3 b3 and 3 a3). With only two gears of the eccentric countershaft z. B. reverse gears can be realized (here z. B. gears 3 b1 and 3 b3).

It is necessary for this that gear wheels of the countershaft transmission are connected to one another in a rotationally fixed manner or can be coupled (here, for example, the gear wheels of shaft 21 ). The speed changes of this part of the countershaft transmission can thus be transmitted to the eccentric countershaft and used for the other gears. The gearbox of variant 1 with 5 gear levels therefore has 4 additional forward and reverse gears (because the 5th gear level is used for the feedback). In particular with additional gearwheels with changed diameters (here variants 1f) and 1g)) there are many possible variations.

Another possible variation of variant 1g) results from the fact that the gears 3 a3 and 3 a do not have to be coupled and that the shift sleeve 35 which is effective on both sides can also be placed between these two gears. The associated variation possibilities are described in variant 2, the other variants show a further selection.

Variants 2

Variants 2 are a summary and extension of variants 1g and 1h. In variants 2, 1st and 2nd gear are guided over the eccentric countershaft 50 . The gear jump between 2nd and 3rd gear can be freely determined via the design of the gearwheels belonging to shaft 50 , while the gear jump between 1st and 2nd gear, for example the gear jump between 3rd and 5th gear (variants 2a, b, c) or between 4th and 6th gear (variant 2d). So that load shifts are also possible between the 1st and 2nd gear, a gear wheel must be selectively driven by the shafts 23 and 24 , ie shift sleeves 33 and 34 have access to this gear wheel. Which of the gears has this double-sided access is also determined by the fact that a power shift is also made possible from 2nd to 3rd gear.

Variant 2a consists of a basic gearbox with 3 gears, which is expanded via the eccentric countershaft to a gearbox with 5 (6) forward and a maximum of 3 reverse gears. With rightward closed shift sleeve 35, closed shift sleeve 37 and left closed sliding sleeve 33 of the 3rd gear via the gears works 3.2 and 3 a2, while the 4th gear closed rightward shift sleeve 34 via the gear wheels 4 and 4 a and 5 Gear works with the shift sleeve 33 closed to the right via the gears 3.1 and 3 a1.

The 1st and 2nd gear work with the shift sleeve 36 closed to the right and the shift sleeve 35 closed to the left via the gearwheels 4 a, 4 b, 3 b2 and 3 c2. In the 1st gear, the shaft 21 is driven with the shift sleeves 33 and 37 closed to the left via the gears 3.2 and 3 a2, while in the 2nd gear with the shift sleeve 34 closed to the left, the gears 3.1 and 3 a1 transmit the torque. The gear 3.1 is connected to the shaft 24 and not to the shaft 23 in the 2nd gear, this enables load shifting between the 1st and 2nd as well as between the 2nd and 3rd gear.

If the shift sleeve 37 is released in the 2nd gear, the shaft 23 can be rotated with the shift sleeve 33 closed to the left such that the shift sleeve 35 can also be closed to the right. With this, the 3rd gear is switched on and runs along empty. If shaft 23 is then connected to shaft 1 (see variants 11), 3rd gear is activated as a power shift.

The shaft 50 must be attached out of the plane of the drawing so that the gear 3 b1 meshes with the gear 3.1 (corresponding to Fig. 1b)). With the shift sleeve 36 closed to the left, 3 powershiftable reverse gears are possible (via the 3rd-5th forward gears).

If space permits, the gears 3 b1 and 4 b can also be replaced by a sliding wheel. This sliding wheel must mesh with the gear 3.1 in reverse gears, while it can mesh with the gear in all other gears (even in the higher gears, because here the shift sleeve 35 is loosened on the left). In the illustrated embodiment, the shift sleeve 36 can remain closed to the right in all forward gears (this eliminates synchronization processes here), only in the reverse gears the shift sleeve 36 must be closed to the left. The comments in this paragraph apply analogously to (almost) all other variants.

The translations achieved with the drawn dimensions are shown in Fig. 1e), with an additional forward gear between the 1st and 2nd gear being possible (with the shift sleeve 34 closed to the right). This course is shown in dashed lines. The possible reverse gears are slightly lower in gear ratio than 1st, dashed and 3rd gear. With a 3-speed basic gearbox and 4 additional gears, you get at least 5 powershift forward and 3 powershift reverse gears.

In variant 2 b, the basic transmission has 4 forward gears; with the shift sleeve 35 closed to the right and the shift sleeve 37 closed, these are 3rd gear (shift sleeve 33 closed to the left), 4th gear (shift sleeve 34 a closed), 5th gear (Shift sleeve 33 closed to the right) and 6th gear (shift sleeve 34 closed to the right). The reference numerals z. B. the gears are comparable to variants 1 and are not listed anew.

Here, too, the 1st and 2nd gears are transmitted via the shaft 50 and the gear pair 3 b2, 3 c2, the shift sleeve 36 now having to be closed to the left and the gear pair 3 a1, 3 b1 being used. The jump between the 1st and 2nd gear is the same as the jump between the 3rd and 5th gear, for the 1st gear the shift sleeve 33 is closed to the left and for the 2nd gear the shift sleeve 34 is closed to the left. In 2nd gear, the shift sleeve 35 can be closed on both sides when the shift sleeve 37 is open. This also enables a power shift to 3rd gear (corresponding to variant 2a).

With an axis 50 turned out of the drawing plane (corresponding to FIG. 1b)), the gear 4 b1 meshes with the gear 4.1 . With the shift sleeve 36 closed to the right, 4 powershiftable reverse gears are possible. Here too, a sliding wheel can be used in accordance with the remarks in variant 2a.

The translations achieved with the drawn dimensions are entered in Fig. 2f), whereby 2 further forward gears are possible (shown in dashed lines). The translations of the possible reverse gears are slightly below the 1st, 2nd and the two dashed gears. Load shifts are also possible between the 4 possible reverse gears, whereby in practical driving it must be determined which of the possible reverse gears are enabled (by software).

In Fig. 2b) two further devices are shown, which can also be used in other variants. These are 1. two bridgeable freewheels 57 , which are each installed in the shafts 23 and 24 between shaft 1 and the associated gear wheels. In normal operation, these freewheels should be bridged so that overrun is also possible. Shortly before an upshift, the bypass in the shaft, which is currently transmitting the torque, should be switched off. If you now shift into higher gear, the released shaft automatically turns faster and freewheeling avoids the high heat losses of double clutches (see also variants 11).

2. A planetary gear set 53 is shown as a further device, which here fulfills a somewhat different task than the planetary gear set 53 of variant 1a. Due to the shift sleeve 34 , variant 2b does not allow central access between the gears 3.1 and 4.1 as in variant 1a. (This applies to all variants 2 and for variant 1h.) How variant central access can still be made is described in variant 11. Therefore two pairs of chain wheels 54 and two chains 55 are provided here. Different translations are now possible here, e.g. B. the sprocket 54 connected to the axle 24 is larger than the other three z. B. sprockets of the same size. The ring gear of the planetary gear set 53 thus rotates faster than the associated land shaft. The sun gear of planetary gear set 53 is connected via shaft 56 to an electric machine (not shown), which is to serve as a starter motor and synchronization device, but not as a generator (if, for example, a fuel cell is installed instead of a generator). Therefore, the translation of the sprockets and the planetary gear set is designed so that when the shafts 23 and 24 rotate at the same speed, the sun gear, so that the shaft 56 and the electric machine do not rotate. This protects the electrical machine (the starter) in normal operation. If one of the two shafts 23 or 24 is not connected to the shaft 1 , this shaft can be synchronized by a corresponding rotation of the electric machine, this being done at a low speed level.

There should be a higher gear ratio during the startup process. This can e.g. B. can be achieved by blocking the gearbox (parking lock) and to the right closed sleeve 34 or 34 a, the ring gear of the planetary gear set 53 is blocked. If, in addition, shaft 23 (and shaft 24 is not) is connected to shaft 1 , the internal combustion engine can be started via shaft 56 , the connection from the bridge shaft via sprockets 54 and chain 55 to shaft 23 and the planetary gear set 53 simultaneously reducing ( e.g. by a factor of 3). (Other options and possibly larger reductions are also available.)

Variant 2c is comparable to variant 2b, with 2c being designed for rear-wheel drive, i.e. with a shaft 13 aligned with shafts 23 and 24 . For this purpose, the gears 3 b and 3 c are fed back onto the shaft 13 . The basic transmission again has 4 gears, whereby with the shift sleeve 35 closed to the right and the shift sleeve 37 closed, the 3rd gear with the shift sleeve 33 closed to the left, the 4th gear with the shift sleeve 34 closed to the right, and the 5th gear with the shift sleeve 33 closed to the right and the 6th gear with closed shift sleeve 34 a is transmitted as a direct gear. Load switching is always possible.

With shift sleeves 35 and 36 closed to the left and shift sleeve 37 closed, 1st gear is obtained by turning shaft 23 from gear pair 3.2 , 3 a2 to shaft 21 ( 21 a) and from there via the gearwheels when shift sleeve 33 is closed to the left 3 a1, 3.1 , 3 b1, 3 b2 and 3 c2 is transmitted to shaft 13 . In the second gear, power is shifted by the fact that with the shift sleeve 34 closed to the left, the rotation of the shaft 24 is transmitted directly to gear 3.1 and from there to shaft 13 . (Gear 3.1 can also be coupled here with shaft 23 and shaft 24. ) With the shift sleeve 37 released and the shift sleeve 35 closed on both sides, it is possible to shift under load from the 2nd to the 3rd gear, because via the shaft 21 a path independent of the 2nd gear Wave 13 exists. With simple means, only a further forward gear is possible here (with the shift sleeve 34 closed to the right via the shaft 50 ), because the 6th gear, as a direct gear, cannot be easily guided onto the shaft 50 .

The shaft 50 must be arranged out of the plane of the drawing so that the gear 4 b2 meshes with the gear 4 a2. With the shift sleeve 36 closed to the right, the shift sleeve 35 closed to the left and the shift sleeve 37 closed, three powershiftable reverse gears are possible, namely with shift sleeve 33 closed to the left the 1st reverse gear, shift sleeve 34 closed to the right the 2nd reverse gear and shift sleeve 33 closed to the right the 3rd reverse gear. A 4th reverse gear would be difficult to implement (and is also not worth it), since the 6th gear is not readily available as a direct gear. (If the gears 3 c2 and 3 c swap places, this is basically possible.) Because of the changed arrangement compared to variant 2b, the reverse gears are somewhat faster than the associated forward gears.

The translations achieved with the dimensions shown are also shown in FIG. 2f), the second dashed gear (to the right of the second gear) is not available and the reverse gears are somewhat faster than the associated forward gears. Comparable arrangements designed for rear-wheel drive are also possible with variants 2a and 2d.

The variant 2d consists of a basic gearbox with 5 gears, which is expanded via the eccentric countershaft 50 to a gearbox with 7 (10) forward and a maximum of 5 reverse gears. Here the gears 3.3 and 3 a3 are added. When the shift sleeve 35 is closed to the right and the shift sleeve 37 is closed, the 3rd gear works with the shift sleeve 33 a closed to the left, the 4th gear with the shift sleeve 34 closed to the left, the 5th gear with the shift sleeve 33 a closed to the right, the 6th gear with shift sleeve 34 closed to the right and 7th gear with shift sleeve 33 closed to the left. Since shafts 23 and 24 are used alternately, load switching is always possible.

Here the jump between 1st and 2nd gear corresponds to the jump between 4th and 6th gear. This means that here a gear wheel of the shaft 24 must also be able to be coupled to the shaft 23 in order to enable power shifts between the 1st and 2nd gears. In addition, this gear, which can be coupled on both sides, must be gear 4.2 (that of the 4th gear), since the 6th gear responsible for the 2nd gear must be driven by the shaft 24 so that power shifts to the 3rd gear are possible. This also means that the gears 3 b1 and 4 b1 cannot be replaced by a sliding wheel, since the gear 4 a2 is "in the way". (Unless, in a slightly different design, the gear 4 b1 is meshed with the gear 3 a2 and not with the gear 4 a1.)

With the shift sleeve 35 closed to the left and the shift sleeve 36 closed to the right, 1st gear is obtained with the shift sleeve 33 closed to the right. Since the gear wheel 4.2 is now driven by the shaft 23 , the shift sleeve 34 can be shifted to the second gear with the shift sleeve 34 closed to the right. When the shift sleeve 37 is released and the shift sleeve 33 a closed to the left, the shaft 23 can be rotated so that the shift sleeve 35 can be closed on both sides. This enables a power shift to 3rd gear. From the 3rd gear up, the shift sleeve 37 must then be closed and the shift sleeve 35 must be opened on the left (the shift sleeve 36 can remain closed).

A total of five forward gears are possible with the shift sleeve 35 closed to the left, the closed shift sleeve 37 and the shift sleeve 36 closed to the right via the shaft 50 . Here it makes sense to provide these five gears as power shiftable off-road gears (off-road mode), whereby the 1st off-road gear (crawler) is below 1st gear (because 4th gear and not 3rd gear is used for 1st gear), the 2nd off-road gear has the same ratio as the 1st gear (but here works via shaft 24 with the shift sleeve 34 closed to the left), the 3rd off-road gear lies between 1st and 2nd gear, the 4th off-road gear is identical to the 2nd gear and the 5th off-road gear is slightly above the 2nd gear. In the off-road mode, all forward gears can be used and the 2nd off-road gear is shifted differently than the 1st gear, so that power shifts are also possible in this mode. A power shift to 3rd gear is also possible from the 4th off-road gear.

If the shift sleeve 36 is closed to the left, 5 powershiftable reverse gears are possible. The translations achieved with the drawn dimensions are shown in Fig. 2g), the additional gears in the off-road mode are shown in dashed lines and the bottom gear is designated by C (crawler). The possible reverse gears are slightly lower in translation than the gears in off-road mode.

If the crawler gear is not required, the gear 3 c2 can be omitted with a slightly different design. Then the shift sleeve 37 is omitted, the shift sleeve 35 lies between the gears 3 a2 and 3 a3 and the gear 3 b2 meshes with the gear 3 a3. In terms of arrangement, the gearbox modified in this way would correspond to variant 1h.

In the case of gearboxes with progressive gear gradation, a group construction may well be interesting, although of course the possibilities are not available as with geometrically graduated gearboxes. If a gear wheel can be driven by both shafts 23 and 24 , there are many possibilities in the design of the gear. In variant 2, the group construction is achieved by an eccentric countershaft 50 , gears of the slower group also being used for the main gears (1st and 2nd street aisle). (If the gears of the gears of the basic transmission used for the 1st and 2nd gear are already assigned different shafts ( 23 and 24 ), of course no gear wheel accessible from both shafts needs to be provided.) The following variants have separate road and off-road.

Variants 3

The variant 3a shown in FIG. 3a) has a basic transmission with 6 gears, which is expanded with the aid of an eccentric countershaft 50 with 5 off-road gears and 5 possible reverse gears. Care was taken to ensure that there were as many switchable transitions between the off-road and street aisles as possible.

The shafts 23 and 24 are again the input shafts of the transmission and the gear pair 3 b, 3 c generates the axle reduction, the gear 3 c being drawn only as a detail and connected to the shaft 13 , not shown. (The previous variants are drawn without a reduction gear, the shaft 13 shown there is connected to a gear 3 b accordingly.)

In the street aisles, the shift sleeves 33 a, 35 a and 37 a are always closed. The bottom two aisles are shifted with the shift sleeves 35 b and 37 belonging to the axis 21 ( 21 b) (so that the speed of the gears 3.3 and 4.3 does not become too high in the upper aisles), while the top 4 aisles through shift sleeves 33 and 34 are switched.

The 1st gear works over the gear pair 3.3 , 3 a3, the 2nd gear over the gear pair 4.3 , 4 a3, the 3rd gear over the gear pair 3.2 , 3 a2, the 4th gear over the gear pair 4.2 , 4 a2, the 5th gear via the gear pair 3.1 , 3 a1 and 6th gear via the gear pair 4.1 , 4 a1. Since these shafts are driven alternately by shafts 23 and 24 , load shifts are always possible.

In the off-road aisle, the shift sleeves 33 a and 35 a are open, the shift sleeves 36 to the left and 35 b, 37 a closed. Now there is an additional reduction with the gear pairs 3 a1, 3 b1 and 3 c3, 3 a3 via the shaft 50 . The 1st off-road gear works with the shift sleeve 37 closed via the 2nd gear, the 2nd off-road gear with the shift sleeve 33 closed to the left via the 3rd gear, the 3rd off-road gear with the shift sleeve 33 closed to the right via the 4th gear, the 4th Off-road aisle with shift sleeve 33 closed to the right via 5th gear and the 5th off-road gear with shift sleeve 34 closed to the left via 6th gear. The translations achieved with the drawn dimensions are shown in Fig. 3d), the gears 3 b1 and 3 c3 are designed so that the 3rd off-road and the 1st street gear have the same translations. In contrast to the previous variants, these are different gears, ie the translations of the off-road and street gears can be shifted against each other (in the logarithmic representation) within wide limits.

In Fig. 3d) the power shiftable transitions between off-road and street aisles are marked by arrows. This is described below. The 1st and 3rd off-road gears work (with the 2nd and 4th street gears) via wave 24 . Therefore, in these two gears shaft 23 can be rotated so that the shift sleeve 33 a can be closed synchronized. With this, 1st gear is switched on and runs along empty. 1st gear is activated by connecting shaft 23 to shaft 1 . (The addition "roads" - the gears are not always recorded.) When the shift sleeve 37 a is open, the 4th and 5th off-road gears work independently of shaft 21 via shafts 21 a and 50 . The 4th off-road gear is driven by shaft 23 , so shift sleeves 37 and 35 a can be closed synchronously via shaft 24 . This turns 2nd gear on, runs idle and is activated when shaft 24 is connected to shaft 1 . The 5th off-road gear is driven by shaft 24 , so shift sleeves 33 to the left and 35 a can be closed here via shaft 23 . This turns 3rd gear on, runs idle and is activated when shaft 23 is connected to shaft 1 . These are the drawn-on switchable transitions between off-road and street aisles.

With the shift sleeve 36 closed to the right (and otherwise as with the off-road gears), five powershiftable reverse gears are possible, which in their translations are somewhat below the associated off-road gears.

In Fig. 3b) the spatial position of selected axes and gears is shown to one another, wherein the variant 3a, only the left shaft 50 with the gear wheels 3 b1, b1 belongs 4 and 3 c3. The gear 3 b1 meshes with the gear 3 a1, the gear 4 b1 of the same size meshes with the gear 4.1 . Here too, the gears 3 b1 and 4 b1 can be replaced by a sliding wheel.

The variant 3c drawn in detail in FIG. 3c is a somewhat modified design with the same translations of the forward gears as in variant 3a). Here, the off-road gears are transferred from the gear 4 b2 (meshing with the gear 4 a2) with the shift sleeve 36 closed to the right. Therefore, the gears 3 c3, 4 b2 and 4 b1 (for the reverse gears with the shift sleeve 36 closed to the left) are smaller than in the variant 3a. So that the load shifts shown in Fig. 3d) between the off-road and street gears are possible, the shaft 21 a must turn out a little longer and in addition to the gears 3 a1 and 4 a1 also capture the gear 4 a2. The position of the gear wheels relative to one another is shown in FIG. 3 b) with the right shaft 50 with the gear wheels 3 c3, 4 b1 and 4 b2, the gear wheel 4 b1 meshing with the gear wheel 4.1 and the gear wheel 4 b2 with the gear wheel 4 a2. The gears 4 b1 and 4 b2 can also be replaced here by a sliding wheel. (Of course, the two shown shafts 50 should not be present at the same time. It is basically irrelevant whether they are arranged on the right or on the left.) In variant 3c, the reverse gears are somewhat lower in translation than in variant 3a.

Variants 3 are a bit more complicated than variants 1 and 2, but you have a free choice the gaps in the street aisles, the translation shift of the off-road aisles and many Powershift options between off-road and street corridors.

Interim comments 1

Variants 1 and 3 can of course also be carried out with other numbers of gears. B. as in variants 2. In variants 3, the shift sleeves 35 a and 35 b can also be combined to form a double-sided shift sleeve 35 , which is arranged between the gears 3 a2 and 3 a3. Then variants 1, 2 and 3 can be compared well.

Variants 3 are the most complex of these variants with the transmission of all street corridors directly from waves 23 and 24 to wave 21 ( 21 a). In this way, the position of the translation of the terrain to the street corridors can be freely selected in a large area and there are many power shiftable transitions between the terrain and street corridors ( FIG. 3d) is only an example). The number of off-road gears and the possible reverse gears is one less than the number of street gears and the gait jumps of the off-road gears correspond to the gait jumps of the upper street aisles. So here you have the most degrees of freedom.

In variants 3, the gear 3.3 and the shift sleeve 33 a can be omitted. Then the 1st gear must be designed as one of the off-road gears (is identical to this off-road gear). This should then be the 2nd or 4th off-road aisle, because load shifts to the 2nd street aisle are only possible from these off-road aisles (used as 1st street aisle). Without gear 3.3 and shift sleeve 33 a, the freedom of design is somewhat restricted (without an additional drawing).

In the case of variants 1, the freedom of design is restricted somewhat further, because gear 3.3 is also a gear of the second gear and at the same time serves to feed back shaft 50 (here with gear 3 b3). In these variants, 1st gear is identical to an off-road gear (here 3rd), but the gear jump between 1st and 2nd gear can still be freely determined via the design of the gear wheels belonging to shaft 50 . The number of off-road gears and possible reverse gears is two less than the number of road gears.

In comparison, also the gear wheel 3.3 is omitted in the variant 2b (as a further transmission with 6 road crossings) (the shift sleeve 33 a variant 1a is replaced by the shift sleeve 34 a variant of 2b). This further limits the freedom of interpretation, because now the gear jump between the 1st and 2nd gear is determined by other gear jumps (in variants 2a, b and c by the gear jump between 3rd and 5th gear, in the variant 2d by the gear jump between 4th and 6th gear for example). The number of possible reverse gears is two times lower than the number of street gears, the possibilities for off-road gears are severely limited. (Only variant 2d with 7 street aisles has acceptable off-road properties with a crawler and other narrower gears.)

In comparison, the variants 2d (unchanged) and 3a (or 3c) without gear 3.3 and shift sleeve 33 a have the same gear arrangement, only the design and assignment of the gears to shafts 23 and 24 or 21 and 21 a change , This gives you either a gearbox with 7 street gears and restricted off-road gears (variant 2d) or a gearbox with 6 street gears and many off-road gears (e.g. variant 3a) without gear 3.3 and shift sleeve 33 a). All other variants 1, 2 and 3 also have the same basic structure. With an eccentric countershaft 50, there is a wide range of variations in the design of powershift transmissions.

Variant 2d can also be designed to be comparable to variant 1 if the crawler is not required. Because the 4th and not the 3rd gear is used for the 1st gear, the gear 3 c2 can be omitted and the shift sleeve 35 is arranged between the gears 3 a3 and 3 a2 (cf. variant 1a). The shift sleeve 37 can thus also be omitted (the shift sleeve 35 also takes on this task). The gears 3 b2, 3 b1 and 4 b1 are then smaller, since the gear 3 b2 now meshes with the gear 3 a3 (corresponding to variant 1d, here gear 3 b3). All measures of gearwheel enlargement of variant 1 (with the exception of variant 1c) can be applied here. Another disadvantage is that the 3rd gear shift sleeve 36 must not be closed.

Basically, these savings are also available in variant 2b if the Gear jump between 1st and 2nd gear as the gear jump between 4th and 6th gear is selected, because then 3rd gear is also not required for 1st gear (or it is a crawler according to variant 2d possible). The saving measures naturally also reduce the number of possible ones Reverse gears by one (without associated drawing).

Variants 4

Variant 4a outlined in FIG. 4a) is a 7-speed transmission which is expanded by 7 off-road gears with a planetary gear set and has at least 3 reverse gears. The planetary gear set is arranged and designed in such a way that the largest possible overall spread results.

The basic transmission again has the input shafts 23 and 24 , the output of the transmission is the partially drawn gear 3 c with the shaft 13 not shown . The street aisles work with the brake 60 released and the shift sleeves 35 a and 46 a closed directly on the gear 3 b (on the shaft shaft 64 of the planetary gear set), the 1st gear working via the gear wheels 4.4 and 4 a4 with the shift sleeve 45 closed to the right, the 2nd gear via the gears 3.3 and 3 a3 with the shift sleeve 35 closed to the left, the 3rd gear via the gears 4.3 and 4 a3 with the shift sleeve 45 closed to the left, the 4th gear via the gear wheels 3.2 and 3 a2 with the left closed shift sleeve 46 , the 5th gear via the gears 4.2 and 4 a2 with the closed shift sleeve 34 , the 6th gear via the gears 3.1 and 3 a1 with the shift sleeve 35 closed to the right and the 7th gear via the gears 4.1 and 4 a1 shift sleeve 46 closed to the right. The translations achieved with the drawn dimensions are plotted logarithmically in Fig. 4b above (S = road).

The associated off-road gears are obtained when the brake 60 is blocked and the shift sleeve 35 a is open (and the shift sleeve 46 a is still closed) by the planet gears 63 generating a reduction ratio to the shaft shaft 64 when the ring gear 61 is blocked and the sun gear 62 connected to the shaft 21 a ( 21 ). The web shaft is in turn connected to the gear 3 b. Otherwise the 7 off-road gears are switched like the 7 road aisles. The translations achieved with the drawn dimensions (of the planetary set) are plotted in Fig. 4b) below (G = terrain).

In Fig. 4b) arrows indicate that two transitions between the off-road and the street are useful, namely from the 4th off-road to the 1st road and from the 7th off-road to the 2nd road. The execution of variant 2 a is chosen so that these transitions are possible as a power shift without the planetary gear 61 , 62 , 63 , 64 with z. B. multi-disc brakes and clutches must be equipped. The associated brake 60 can be a claw brake and the shift sleeve 35 a an unsynchronized shift sleeve or claw clutch.

To make matters worse, the fourth gear is driven by shaft 23 and the seventh gear by shaft 24 . In order to make load shifting possible, the planetary gear set 61 , 62 , 63 , 64 was placed in the middle of the gearbox. This makes it possible via the "concentric countershaft" 21 a when the shift sleeve 46 a is open, the sun gear 62 of the planetary gear set in 4th gear (with the shift sleeve 46 closed to the left) and in 7th gear (with the shift sleeve 46 closed to the right) independently of to drive the other gears. The 4th off-road gear works via wave 23 . Therefore, with the sleeve 46 a, the shaft 24 can be rotated so that the sleeve 45 to the right and the sleeve 35 a can be closed. The first street aisle is now switched on and runs along empty. 1st gear is activated by connecting shaft 24 to shaft 1 . If e.g. B. shaft 23 is equipped with a freewheel, the brake 60 need not be released immediately in this process. If brake is released 60 and shift sleeve 46 a is closed, the other road junctions can be connected.

The 7th off-road gear works via wave 24 . Therefore shaft 23 can be rotated so that sleeve 35 to the left and sleeve 35 a (synchronized) can be closed. The 2nd street aisle is now switched on and runs along empty. 2nd gear is activated by connecting shaft 23 to shaft 1 . Thereafter, when brake is released 60 and sliding sleeve 46 is closed a, the other road junctions can be connected.

So there are independent paths either from shaft 23 to shaft 21 a (sun gear 62 ) and from shaft 24 to gear 3 b (bridge shaft 64 ) or from shaft 24 to shaft 21 a (sun gear 62 ) and from shaft 23 to gear 3 b ( Bridge shaft 64 ). This enables a power shift from 4th off-road to 1st gear and from 7th off-road to 2nd gear without the need for frictional clutches or brakes on the planetary gear set.

This design also offers a wide range of variations, e.g. B. in the spread of Basic gear, in the jump between off-road and street aisles (= shift on the 1g- Scale) and in the powershift transition options between roads and Terrain transitions.

In Fig. 4c), a way having a smaller jump (over 4b)) and the load switching possibilities is indicated by 3 and 7 off-road gear to 2nd and 4th street gait (indicated by arrows) are recorded. Since the off-road aisles are each odd and the road aisles are even, both of the power shift transitions take place from one of the shafts 23 or 24 to the other of the shafts 23 or 24 . A possible planetary gear set for the terrain reduction can also be attached to the right or left of shaft 21 ( 21 a). Or the terrain reduction is achieved by another (differently designed) gear pair parallel to the gear pair 3 b, 3 c. This also enables a design for rear-wheel drive with a direct gear and with the shafts 23 and 24 in alignment with the shaft 13 (without additional drawings).

There are also many options for reverse gears. One possibility is indicated in Fig. 4a). The shift sleeve 34 is shown belonging to the shaft 24 . (The following reference numerals relate to the previous variants, the details are no longer shown here.) A shaft 50 with associated gear wheels 4 b2 and 3 b2 and a one-sided shift sleeve 36 is sufficient to implement three reverse gears. The gear 4 b2 should mesh with the gear 4.2 , the gear 3 b2 with the gear 3 b1. If the gears 4 b2 and 3 b2 have the same speed (when the shift sleeve 36 is closed), the direction of rotation is reversed, with the shaft 23 now rotating backwards. (The control - variants 11 - must allow this.)

When the shift sleeves 35 a and 46 a are open and the brake 60 is blocked, these reverse gears are transmitted via the planetary gear set 61 , 62 , 63 , 64 in the off-road stage to gear 3 b, namely as the 1st reverse gear with the shift sleeve 45 closed to the right, as the 2nd Reverse gear with shift sleeve 45 closed to the left and as 3rd reverse gear with closed shift sleeve 34 .

Since these reverse gears all run via the shaft 24 , no load shifts are possible. (If gear 3.2 can be released from a shift sleeve of shaft 23 , there are further reverse gears with powershift options.) The shaft 50 can also couple with other gears. This possibility (indicated by a dashed arrow in FIG. 4a) was mentioned because here, apart from the one-sided shift sleeve 36, no further additional shift sleeves are required for the reverse gears.

Interim comments 2

Possibilities that can be realized with progressively graded (group) powershift transmissions have become shown in variants 1 to 4, variants 1 to 3 possibilities of an eccentric Show countershaft, while (complex) variant 4a) shows how a Planet set without friction clutches and brakes can be used for power shifts.

Variants 5 to 9 are geometrically graded group powershift transmissions (mainly for trucks) in which a planetary gear set according to variant 4a can be integrated. In addition, eccentric countershafts are also used here for reverse and further forward gears used.

Finally, variant 10 is a progressively graded powershift transmission with several auxiliary shafts.

Variant 5

The variant 5 outlined in FIG. 5 a) is designed for trucks in a group construction with the geometric gear gradation customary there. The main transmission is a countershaft transmission with two gears with the gear pairs 4 b1, 4 c1 and 4 b2, 4 c2. The split group is a 4-speed countershaft transmission with gear pairs 3.1 and 3 a1, 3.2 and 3 a2, 4.1 and 4 a1, 4.2 and 4 a2. The planetary gear set 61 , 62 , 63 , 64 with the braking device 60 serves as the range group.

When the shift sleeve 35 c is closed, the 1st gear of the split group works with the shift sleeve 33 closed to the left, the 2nd gear with the shift sleeve 34 closed to the right, the 3rd gear with the shift sleeve 33 closed to the right and the 4th gear with the shift sleeve closed to the left 34 . Since the gears are alternately driven by shafts 23 and 24, power shifts are always possible within the split group. The gearbox is designed in such a way that presynchronizations and power shifts from shafts 23 and 24 are possible with all switching operations, because there are always independent transmission paths through the gearbox up to the range group.

In the lower eight gears, the brake 60 is closed and the sun gear 62 is driven by the shaft 22 , so that the planet gears 63 produce a reduction to the shaft shaft 64 . This is in turn connected to the output shaft 13 .

In the lower four gears, the main transmission is in the lower gear, ie with closed shift sleeves 35 a, b, c, 37 b and 38 a, the four gears of the split group result in gears 1 to 4. The fourth gear works via the shaft 24 , therefore can be rotated with loosened shift sleeves 35 a and 35 c and to the left closed sleeve 33 the shaft 23 so that the sleeve 38 b can be closed synchronized. With this, 5th gear is switched on and runs along empty. 5th gear is activated by connecting shaft 23 to shaft 1 . Gears 1 to 4 of the split group now result in gears 5 to 8, with the main transmission working in the upper gear.

The gear pairs 4.1 , 4 a1 and 4 b1, 4 c1 are the same size. Therefore, the gear 8 instead of to the left closed sliding sleeve 34 can also be guided to the right with closed sliding sleeve 34 and sleeve 37 a closed circuit as a direct transition from the shaft 24 via the shaft 22 to the sun gear 62nd In this state, when the shift sleeves 35 b, 35 c and 37 b are released, the shift sleeve 33 closed to the left and the 38 a closed shift sleeve 38 a shaft 23 can be rotated so that the shift sleeve 38 c can be closed (since shaft 22 a now rotate independently of shaft 22) can). The 9th gear is now switched on and runs along empty. (The 9th gear is the 1st gear of the split group, the lower gear of the main gearbox and the range group is bridged.) The 9th gear is activated by connecting shaft 23 to shaft 1 . If the shaft 24 has a freewheel, the brake 60 does not need to be released immediately in this switching process, but the shaft 24 rotates by a gear jump faster than the shaft 1 when the brake 60 is locked. If you no longer want to shift back to 8th gear, brake 60 can be released.

When the brake 60 is released , the gears 9 to 16 are shifted and activated as before the gears 1 to 8, only that now with the brake 60 released and the shift sleeve 38 c closed, the torque is transmitted directly from shaft 22 ( 22 a) to shaft 13 . Finally, the 16th gear goes directly from shaft 24 via shaft 22 ( 22 a) to shaft 13 when the shift sleeve 37 a ( 38 a, 38 c) is closed.

Two further powershiftable forward gears are possible. To do this, the shift sleeves 35 b, 35 c must be released. In still closed shift sleeve 37 a and dissolved sliding sleeve 34 translates the split group to a gear jump into Fast when shift sleeve 33 is closed to the right and by two speed jumps to high speed when shift sleeve 34 is closed to the left. This gives you a total of 18 powershiftable forward gears. With the dimensions shown, gait jumps of around 1.19 and a total spread of around 19 are obtained.

The power flow diagram of most gears is recorded in Fig. 5b). The right-hand boxes of gears 1 to 8 symbolize that the brake 60 is closed and the planetary gear set 61 , 62 , 63 , 64 is translated as a range group into slow (without this box, the planetary gear set is bridged). The left of the vertical lines symbolizes at which point from wave 23 or 24 to wave 21 ( 21 a) is coupled (split group). The right of the vertical lines symbolizes at which point from shaft 21 ( 21 a) to shaft 22 a ( 22 ) is fed back (main gear or gear 4.2 for gears 17 and 18). Gears 10 to 15 are like gears 2 to 7, only with a bridged planetary gear set. That is why these gears are not specially drawn.

Reverse gears are e.g. B. possible by using a shaft 50 z. B. is coupled from the gear 4.1 to the gear 3 a2. With the help of the shaft 21 a three power shiftable reverse gears are obtained (without drawing, indicated by the dashed arrow R).

The power shiftable transition from 8th to 9th gear is purchased here through an additional pair of gears 4 b1, 4 c1. (Otherwise, the gear pair 4.1 , 4 a1 of the same size could take over this task in a slightly different arrangement, see registration 100 62 693.9.) Analogous to variants 4 (and the following variants), the sun gear 62 (at blocked brake 60 ) driven by one of the shafts 23 or 24 , while in the lowest gear of the direct group the other of the shafts 23 or 24 enables independent direct access to the web shaft 64 . In this way, load shifts are also possible via the planetary gear set 61 , 62 , 63 , 64 , without the need for friction brakes or clutches.

Variant 6

The variant 6 outlined in FIG. 6a) is also designed for trucks in a group construction with the geometric gear gradation customary there and has 16 gears. The range group again consists of the planetary gear set 61 , 62 , 63 , 64 with the braking device 60 . The planetary gear set should again be load-shifted from the shafts 23 and 24 without its own friction brakes and clutches. The necessary independent transmission paths are provided here by two countershafts 25 and 26 .

Here, emphasis was placed on the shortest possible length with as few gears as possible.

Therefore, the possibility of a direct connection from shaft 23 or 24 to shaft 13 was dispensed with, so that (here) there can be an “offset” between shaft 24 and shaft 13 . This means that the two countershaft transmissions (one with the countershaft 25 and 26, respectively) can be operated with common gears 3 , 4 and 3 e, 4 e (the countershafts can - as shown - lie on one plane). With (selected) gears 3 b and 3 d or 4 b and 4 d of equal size, the gears 3 a and 4 a are larger than the gears 3 c and 4 c due to this offset a. Thus, the shaft 25 is responsible for lower gears and the shaft 26 for higher gears.

The gear belonging to the shafts 25 and 26 forms the main gear, while the planetary gear set serves as a range group. When the gearshift sleeve 38 is closed and the gearshift sleeve 37 is open, the sun gear 62 is driven by the gearwheels 3 e and 4 e, the planet gears 63 generating a reduction ratio to the shaft shaft 64 when the ring gear 61 is stationary. So this is the bottom group of gears.

In the main transmission, with the shift sleeve 34 a closed to the left, the 1st gear is obtained with the right shift sleeve 33 a and the 2nd gear with the shift sleeve 33 a closed to the left. (In order for load switching to be possible here, these two states must be able to occur simultaneously independently of one another. Switch sleeve 33 a must therefore be able to switch independently on both sides, which is symbolized by the line in the switching sleeve.) The next two gears run over the shaft 26 , namely with the shift sleeve 34 c closed to the left, the 3rd gear with the shift sleeve 33 c closed to the right and the 4th gear with the shift sleeve 33 c closed to the left (for power shifts this shift sleeve must also be able to switch independently on both sides). The next two gears work again via the shaft 25 , namely with the shift sleeve 34 a closed to the right, the 5th gear with the shift sleeve 33 a closed to the right and the 6th gear with the shift sleeve 33 a closed to the left. The next two gears work again via the shaft 26 , namely with the shift sleeve 34 c closed to the right, the 7th gear with the shift sleeve 33 c closed to the right and the 8th gear with the shift sleeve 33 c closed to the left.

Since the gears work alternately via the shafts 23 and 24 and the shift sleeves 33 a and 33 c can switch independently of one another, load shifts are always possible. With the drawn dimensions here is also in the 8th gear, the speed of shaft 13 b is equal to the speed of shaft 23 (but this need not be so).

When now dissolved shift sleeve 38 of the gear 8 about the shaft 13 operates b independently of the shaft 13 a and the counter shaft 26 from the shaft 23 forth. Therefore, the shaft 24 can now be rotated so that with the shift sleeve 34 a closed to the left and the shift sleeve 33 a closed to the right (this is the 1st gear of the main transmission, which works via the shaft 25 ), the shift sleeve 37 can be closed synchronously. The 9th gear is now switched on and runs along empty. 9th gear is activated by connecting shaft 24 to shaft 1 . Even in this process, the brake 60 does not need to be released immediately if the shafts 23 and 24 are equipped with freewheels. With the brake 60 released , the shift sleeve 37 still closed and the shift sleeve 38 closed, the 10th to 16th gear are shifted under load like the 2nd to 8th gear before.

Reverse gears are possible by e.g. B. is coupled via a shaft 50 with the associated gears from the gear 3 e to the gear 4 b. With the shift sleeves 37 and 38 open and the brake 60 fixed, four reverse gears are possible, which are otherwise powershifted like the first four forward gears (only indicated by the dashed arrow R).

The power flow diagram of most gears is recorded in Fig. 6b). The right box of gears 1 to 8 again symbolizes the range group that is switched on. Vertical lines up indicate the path over the countershaft 25 , while vertical lines down indicate the path over the countershaft 26 . Gears 10 to 15 are like gears 2 to 7 "without boxes", therefore these gears are not specially drawn.

The offset a therefore gives further freedom in the design of the transmission. With the common gears 3 , 4 and 3 e, 4 e, the two countershafts 25 and 26 have a very short design and two independent transmission paths, so that the planetary gear set 61 , 62 , 63 , 64 can be load-shifted without their own friction brakes and clutches (here between 8th and 9th gear). The planetary gear set 61, 62, 63, 64 "the other way round" is arranged here as in the other variants, since the shaft 13 is here the inner shaft and the sun gear 62 is driven via a hollow shaft b. 13 In the other variants, the sun gear 62 is driven by the inner shaft.

With the dimensions shown, a total spread of about 10 and Rate jumps of around 1.17.

Variant 7

The variant 7 outlined in FIG. 7a) is again designed for trucks in a group construction with the geometric gear gradation customary there and has 12 forward gears. The range group again consists of the planetary gear set 61 , 62 , 63 , 64 with the braking device 60 ; here too the range group is load-switched by the shafts 23 and 24 .

Here, too, there are two countershafts 25 and 26 , but shafts 24 and 13 , 13 a are in alignment and thus a direct connection from shaft 24 to shaft 13 or 13 a is possible. The different ratios are achieved in that the shafts 25 and 26 have different distances from the shafts 23 , 24 and in that the shaft 24 has two gears 4.1 and 4.2 with different diameters. The shaft 23 is only equipped with a gear 3 . The shaft 25 includes the gears 3 a, 4 a2 and 4 b, the gear 4 b should be designed as a sliding wheel with a displacement device 35 (so that the speed of shaft 25 does not become too high in the high gears). The gears 3 c, 4 c1 and 4 d belong to the shaft 26 . The gears 4 b and 4 d couple via the gear 4 e to the shaft 13 a.

The range group works with the brake device 60 and the shift sleeve 38 b released, ie there is a reduction from the sun gear 62 to the shaft shaft 64 and thus to the shaft 13 . First, the shift sleeves 37 and 38 should be closed a right and the sliding gear 4b with the gear 4 mesh with e. In this state, the 1st gear works with a closed shift sleeve 33 a and the 2nd gear with a closed shift sleeve 33 b (for power shifts also simultaneously). The 3rd gear works with the shift sleeve 33 c closed to the left and the 4th gear with the shift sleeve 33 c closed to the right (for power shifts also simultaneously). In 3rd gear the sliding wheel 4 b should be shifted to the right into a position no longer meshing with the gear 4 e, then the shift sleeve 33 b can remain closed. This enables a power shift to 5th gear by closing 37 shift sleeve 38 a to the left and shift sleeve 33 a when the shift sleeve is open.

In 5th gear shift sleeve 38 a can then be opened on the right, so 5th gear works from shaft 23 via gear pairs 3 , 3 a and 4 a2, 4.2 via shift sleeves 38 a left on shaft 13 a. In the 6th passage, finally, the shift sleeve 37 is closed (opened and b 33), so that the 6th gear operates as a direct through-connection of shaft 24 to shaft 13 a.

Gears 7 to 12 work without a range group with a closed shift sleeve 38 b. It may be advisable to equip shift sleeve 38 b with a separate synchronization device (for further synchronization options, see variants 11 and registration 100 21 837.7-14). The 6th gear works via wave 24 . Therefore, in closed shift sleeves 33 a and 38 b shaft 23 are rotated so that the sliding gear 4 can be brought in a synchronized b meshing with the gear 4 e position. The 7th gear is now switched on and runs along empty. 7th gear is activated by connecting shaft 23 to shaft 1 (freewheels can also ensure that brake 60 does not have to be released immediately). Then brake 60 can be released, shift sleeve 38 a released on the left and closed on the right, and shift sleeve 37 closed. In this state, gears 8 to 12 are shifted like gears 2 to 6, whereby now planetary gear set 61 , 62 , 63 , 64 is always blocked and 12th gear works as a direct connection from shaft 24 to shaft 13 .

A reverse gear is possible if a shaft 50 couples the associated gearwheels from the gearwheel 4 c1 to the gearwheel 4.2 and reverses the direction of rotation. Driven by the shaft 24 , it continues from the gear 4 a2 via the closed shift sleeve 33 b and the gear pair 4 b, 4 e and the shift sleeve 38 a closed to the right to the sun gear 62 . If the gear 4 d can be uncoupled from the axis 26 , yet another (slower) reverse gear can be implemented from the shaft 23 by simultaneously closing the shift sleeve 33 c to the right and to the left. (Is only symbolized by the dashed arrow R.)

The power flow diagram of most gears is recorded in Fig. 7b). The right box of gears 1 to 6 again symbolizes the range group that is switched on. Vertical lines upwards indicate the path over the countershaft 25 , vertical lines downwards indicate the way over the countershaft 26 . The gears 8 to 11 are like the gears 2 to 5 "without box", therefore these gears are not specially drawn.

Without offset a (variant 6), a gearbox with direct shifting is also possible with two countershafts. However, z. B. the gear 4 b turn out quite small, which is why a sliding wheel can be useful here. The spatial position of the axes 25 and 26 relative to one another can be varied within wide limits. They do not have to lie in one plane and can also be arranged relatively close together.

With the dimensions shown you can achieve a spread of about 10 and steps from about 1.23.

Variants 8

The variant 8 outlined in Fig. 8a) is again designed for trucks in a group construction with the usual geometric gear gradation there and has 16 forward and 3 reverse gears. The basic structure of this transmission is comparable to variant 5, only that the gear pair 4 b1, 4 c1 is missing here. The task of the pair of gears 4 b2, 4 c2 of variant 5 is carried out here by the pair of gears 3 b, 3 c. The task of the pair of gears 4 b1, 4 c1 of variant 5 is carried out here by the pair of gears 4.1 , 4 a1 with the additional gear 4 b1. In variant 5, the gear pair 4 b1, 4 c1 was necessary to enable a power shift from 8th to 9th gear. (This pair of gears also made 17th and 18th gear possible). In variant 8, the power shift from 8th to 9th gear is made possible by gear 4 b1 (gears 4 b2 and 3 b1 are required for reverse gears). However, this lower effort means that only 16 forward gears are possible with variant 8.

With released shift sleeves 36 and 38 , fixed brake device 60 , shift sleeve 35 b closed to the right and shift sleeve 35 a closed on both sides, the 1st gear works with the shift sleeve 34 closed to the left via the gears 4.2 and 4 a2, the 2nd gear with the right closed Shift sleeve 33 via the gearwheels 3.2 and 3 a2, the 3rd gear with the gearshift sleeve 34 closed to the right via the gearwheels 4.1 and 4 a1 and the 4th gear with the gearshift sleeve 33 closed to the left via the gearwheels 3.1 and 3 a1, each using the Gears 3 b and 3 c is coupled back to the shaft 13 a, the sun gear 62 drives the planet gears 63 and, when the ring gear 61 is fixed (braking device 60 ), they generate a reduction ratio to the web shaft 64 and thus to the shaft 13 .

In the 4th Gear, the shift sleeve 35 a can be loosened on the right. So that the 4th gear from the shaft 23 via the shaft 21 works independently of the shaft 21 a. Therefore, with shift sleeve 34 closed to the left and shift sleeve 37 closed on both sides (shift sleeve 35 b remains closed), it is now possible to shift to the 5th gear. In 5th gear, shift sleeve 37 on the right and shift sleeve 33 can be opened after shift sleeve 35 a has been closed again on both sides. In this state, you get 6th gear with the shift sleeve 33 closed to the right (in 5th and 6th gear, the gear pair 4 a1, 4.1 is fed back to shaft 13 ), 7th gear with the shift sleeve 34 closed to the right as a direct clutch from shaft 24 to shaft 13 a and 8th gear with the shift sleeve 33 closed to the left and the shift sleeve 36 closed to the right via the shaft 50 with a feedback via the gear pair 4 b1, 4.1 on shaft 13 a.

The 8th gear could be transmitted like the 4th gear via waves 21 and 21 a. With the additional gear 4 b1 and the shift sleeve 35 b, however, you have the option of shifting the 9th gear independently of the 8th gear, which again enables a power shift. In 8th gear and when the shift sleeve 35 b is released and the shift sleeve 35 a is released to the left, the shaft 24 can be rotated so that the shift sleeves 34 and 38 can be closed synchronously to the left. The 9th gear is now switched on and runs along empty. The 9th gear is activated by connecting shaft 24 to shaft 1 (with freewheels, braking device 60 does not need to be released immediately). If shift sleeves 33 and 36 and brake 60 are then released and shift sleeve 35 a is also closed to the left and shift sleeve 35 b is closed again, gears 10 to 12 can be shifted as previously gears 2 to 4.

If shift sleeve 35 a is loosened on the right in 12th gear, this gear works independently of shaft 21a via shaft 21 . This allows shaft 24 to be rotated so that shift sleeves 34 and 37 can be closed to the left and shift sleeve 38 can also be closed to the right. The 13th gear is now switched on and runs idle. The 13th gear is activated by connecting shaft 24 to shaft 1 . In 13th gear, shift sleeve 38 on the left can be loosened and shift sleeve 35 a on the left (both sides) closed again. In this state, the gears 14 to 16 can be power-shifted via the gearshift sleeves 33 and 34 , the 15th gear being the direct gear and the 16th gear translating by one gear jump.

Fig. 8b) shows the actual position of the axes to each other and selected gears in plan view. The gear 4 b2 meshes with the gear 4 a2 and is responsible for the reverse gears, while the gear 4 b1 meshes with the gear 4.1 and in 8th gear enables a power shift to 9th gear (the gears 4 b1 and 4 b2 can be the same size be carried out, so a sliding wheel is also possible here). The axis 50 associated with these two gearwheels is firmly connected to the gearwheel 3 b1, which meshes with the gearwheel 3.1 and is responsible for the 8th gear and the reverse gears.

The reverse gears work with shift sleeves 36 and 35 a closed to the left ( 35 a must be open to the right), shift sleeve 37 closed to the right ( 37 must be open to the left), closed shift sleeve 35 b and fixed braking device 60 . The 1st reverse gear works with the shift sleeve 34 closed to the left, the 2nd reverse gear with the shift sleeve 33 closed to the right and the 3rd reverse gear with the shift sleeve 34 closed to the right. Load switching is also possible here.

Fig. 8c) shows the force flow diagrams of most gears, the boxes again symbolizing the range group. Vertical lines downwards symbolize the path over waves 21 and 21a , vertical lines upwards symbolize the way over waves 50 . The shaft 50 is only required for the 8th and reverse gears. The reverse gears run from the input shaft in different ways to shaft 21 a, from there via shaft 50 all the way back to the left via gears 3 b1, 3.1 and 3 a1 to shaft 21 and from there via gears 3 b, 3 c to Range group.

With the dimensions shown, the gearbox has a total spread of around 13 and Rate jumps of around 1.19.

During the upshifts, the inactive shaft 23 or 24 must be reduced in speed. This can be done by a central braking device according to variant 8 d, which is outlined in Fig. 8d). For this purpose, the end of the shaft 23 and the subsequent section of the shaft 24 are each provided with a brake disk 65 or 66 (these brake disks also rotate). In between are non-rotating brake blocks 67 which can be shifted to the right and left and which, in the central position, have no contact with the brake disks 65 or 66 , shifted to the left the brake disk 65 and thus the shaft 23 and shifted to the right the brake disk 66 and thus the Brake shaft 24 . If speed sensors are also available, this simple device can be used to electronically control a central synchronization process for all gears. Since there are large speed differences between the stationary brake pads 67 and the brake disks 65 and 66 , these synchronization processes take place quickly and with low braking forces. The disadvantage here is the greater heat development. This heat development can be counteracted by z. B. these braking processes can only be used when gear changes are required quickly (and otherwise the synchronization takes place by "waiting"). Rotating brake pads are also possible with respect to shaft 1 at an adapted lower speed. (Variant 8d is not limited to variant 8, see also variant 11h.)

Variant 9

The variant 9 outlined in FIG. 9a) is a further development of the variant 8 with 18 forward and 4 reverse gears as a truck transmission in a group construction with geometric gear gradations.

Again the planetary gear set 61 , 62 , 63 , 64 with braking device 60 serves as a range group. The eccentric auxiliary shaft 50 with the gears 3 b2, 3 b3 and 4 b is responsible for 4 reverse gears and a total of 8 forward gears, a gear 3.3 firmly connected to the gear 3.1 meshing with the gear 3 b3. In addition to gear 4 b, gear 4 c also transmits torque to gear 4 a. The rest of the gearbox can be seen analogously to variant 8.

In the lower 8 gears, the braking device 60 is fixed and the shift sleeve 37 is only closed to the right, ie the planetary gear set 61 , 62 , 63 , 64 works as a range group and the gear 4 a serves for feedback on shaft 13 a.

In the lower 4 gears, the shift sleeves 36 b, 35 a and 35 b are closed on the left (open on the right). The 1st gear works with the shift sleeve 33 closed to the left via the meshing gears 3.2 and 3 a2, 3 a1 and 3.1 , 3.3 and 3 b3, 4 b and 4 a and the planetary gear set 61 , 62 , 63 , 64 . In the further gears, the gear pair 3.2 , 3 a2 is replaced, namely in the 2nd gear with the shift sleeve 34 closed to the right by the gear pair 4.2 , 4 a2 and in the 4th gear with the shift sleeve 34 closed to the left by the gear pair 4.1 , 4 a1. Finally, the 3rd gear works with the shift sleeve 33 closed to the right without the detour via the shafts 21 , 21 a directly from the gear 3.3 to the gear 3 b3.

With these gears, the reduction is achieved in three stages, namely as the 1st stage via the gear pair 3.3 , 3 b3 (the gear 3.3 being driven with four different gear ratios), as the 2nd stage via the gear pair 4 b, 4 a and as the 3rd stage via the planetary gear set 61 , 62 , 63 , 64 . The individual stages can be carried out with relatively large gears and thus good overlaps. The associated course of force flow of gears 1 to 4 is outlined in Fig. 1c above.

Gears 5 to 8 continue to work via the planetary gear set 61 , 62 , 63 , 64 , but without the reduction via the gear pair 3.3 , 3 b3. With the shift sleeve 35 b now closed to the right and the open shift sleeve 36 b, the torque is transmitted to shaft 13 a via the gear pair 4 c, 4 a (ie from shaft 21 ). The load circuit takes place from 4th to 5th gear with an open sliding sleeve 35 a, because in this state, the fourth gear is only transmitted via shaft 21 a and do not wave the 21st In this state, shaft 23, and thus shaft 21, can be rotated with shift sleeve 33 closed to the left such that shift sleeve 35 b can be closed synchronously to the right. With this, 5th gear is switched on and runs along empty. 5th gear is activated by connecting shaft 23 to shaft 1 . If the shift sleeve 35 a is then closed again, the 6th and 7th gear can be shifted as before, the 2nd and 3rd gear.

Because the gear pairs 4.1 , 4 a1 and 4 a, 4 b have been chosen to be the same size, there are two transmission paths for 8th gear, namely with the shift sleeve 34 closed to the left via the shafts 21 , 21 a or with the shift sleeve 34 closed to the right additionally to the left closed sleeve 37 directly on shaft 13 a. The second way is preferable, ie shift sleeve 34 can remain closed from the 6th gear to the right. A power shift to 9th gear is possible because neither shaft 21 ( 21a ) nor shaft 50 are involved in 8th gear. (The force flow paths of gears 5 to 8 are also entered in Fig. 9c).)

In the 8th Gear shift sleeve 37 can be loosened on the right. In addition, shift sleeve 36 b and shift sleeve 38 can then be closed (shift sleeve 38 possibly with a separate synchronization option). If then (with the shift sleeve 35 a closed) the shift sleeve 33 is closed to the left, the 9th gear is switched on and runs along empty. The 9th gear is activated by connecting shaft 23 to shaft 1 and works again via shaft 50 (and shafts 21 , 21 a), the range group now being switched off (with freewheels, braking device 60 does not need to be opened immediately). With the braking device 60 released and the switching sleeve 37 released on the left (closed on the right), gears 10 to 16 are shifted in the same way as gears 2 to 8 before (only that planetary gear set 61 , 62 , 63 , 64 is now blocked). There are again two transmission paths for the 16th gear, the path with direct connection from shaft 24 to shaft 13 being preferred. In Fig. 9c) only the 16th gear is sketched, all other gears (also the 16th) are like gears 1 to 8 "without box".

With the shift sleeve 37 closed to the left (and opened to the right after the power shift), the closed shift sleeve 35 a and the shift sleeve 35 b closed to the left, two further gears are possible, namely with the shift sleeve 33 closed to the right the 17th gear (translation by a gear shift into Fast) and, with the shift sleeve 34 closed to the left, the 18th gear (translation by two gear jumps into fast). Load switching is also possible here. These two courses are also shown in Fig. 9c).

If the planetary gear set 61 , 62 , 63 , 64 is changed (e.g. by a smaller sun gear) so that the gear ratio is two gears lower and an additional shift sleeve is fitted between the gears 4 a1 and 4 a2 two more courses available. So a 9th and 10th gear (corresponding to the 17th and 18th gear) can run over the range group. (Power shift from 8th to 9th gear as from 16th to 17th gear). In 10th gear the gear 4 a2 rotates independently of shaft 21 (it now practically belongs to shaft 21 a). Therefore, a power shift to 11th gear is now possible as before to 9th gear. In total you get 20 courses. Additional gears are possible if individual powershift operations are not used and the gearwheels are designed differently.

In Fig. 9b) the spatial position of the axes to each other is sketched (and selected gear wheels in plan view). Here it can be seen that the gear 3 b2 is driven by the gear 3 a2 and thus a reversal of the direction of rotation is generated. With a closed shift sleeve 36 a (instead of 36 b) four reverse gears are possible, which are shifted under load like gears 1 to 4. Because of the lack of reduction by gear 3.3 , the reverse gears are somewhat faster than gears 1 to 4. (If with The gear 3 a2 is directly coupled to a smaller gear (corresponding to gears 3.1 , 3.3 ) and a correspondingly larger gear 3 b2, a translation adaptation is also possible here.

With the drawn dimensions you get a total spread of about 13 (or larger at more than 18 gears) and gait jumps of about 1.19.

The advantage of variant 9 is that the reduction can be done in several stages. This gives you many gears with relatively little effort and the gears do not have large diameter differences (good overlap). However, the greater friction losses of the gears, which work simultaneously via shafts 50 and 21 ( 21 a), are disadvantageous.

Variant 10

The idea presented in variant 6, namely to achieve a shortened gearbox design by not aligning axles 23 , 24 and 13 , is further developed in variant 10 for car transmissions with progressive gear ratios. The transmission variant 10 outlined in FIGS. 10a), b), c), d), e) is a 6-speed transmission with a reverse gear and 4 (3) countershafts. In Fig. 10a) the transmission with the countershafts for the 1st, 2nd, 5th and 6th gear is sketched; in Fig. 10b) the spatial position of the axes to each other with a plan view of the gears, Fig. 10c) shows the transmission with the countershafts for the 2nd, 3rd and reverse gear, Fig. 10d) shows the power flow plan and Fig. 10e) Translation ratios in logarithmic representation.

To the concentric input shafts 23 and 24 , the shaft 13 is shifted by the offset a. The gears 3.1 and 3.2 are firmly connected to the shaft 23 and the gear 4 to the shaft 24 . The gears 3 a2, 4 a and 4 b belonging to the shaft 25 have diameters such that the gear 4 h (towards the shaft 13 ) is translated into slow speed (due to the offset a), namely with the shift sleeve 33 a closed to the left for 1st gear and with the shift sleeve 33 a closed to the right for 2nd gear. In addition, the offset a causes the gearwheels 3 a1, 4 c and 4 d belonging to the shaft 26 to transmit the 5th gear with the shift sleeve 33 b closed and the 6 th gear with the closed shift sleeve 33 c. (With the dimensions shown, the 6th gear has the ratio 1)

The assignment of the gears 3.1 and 3.2 to the shaft 23 ensures that the jump between 1st and 2nd gear is significantly larger than the jump between 5th and 6th gear. Gear 3.1 can also be used for 3rd gear, whereby the jump between 3rd and 4th gear should be larger than the jump between 5th and 6th gear (gear 4 is used for 2nd, 4th and 6th Gear used). This is achieved in that the gears 3 a2, 4 e and 4 f belonging to the shaft 27 and responsible for the 3rd and 4th gear are chosen to be relatively small. These gears are shown in FIG. 10b) and FIG. 10c), in which Fig 10c). A to Fig. 10) vertical section through the transmission. The 3rd gear works with the closed shift sleeve 34 b and the 4th gear with the closed shift sleeve 34 a.

Load shifts are possible because the gears are driven alternately via shafts 23 and 24 . It is also necessary for power circuits that the shift sleeves 33 a, 33 b and 33 c, 34 a and 34 b can be closed independently of one another, ie also simultaneously (or 33 a right and left).

A possibility for a reverse gear is also outlined in FIGS. 10b) and 10c). The gears 4 g and 3 b2 belonging to the shaft 28 are arranged such that the gear 4 g meshes with the gear 4 and the gear 3 b2 with the gear 3 a2. With the shift sleeve 34 c closed, a reversal of the direction of rotation for the gear 4 is generated. Further, when the shift sleeve 33 is closed a to the right, this direction of rotation reversal is h on the gear 4 and thus transmitted to the shaft. 13 (A somewhat larger gearwheel 3 b2 with the associated shift sleeve 34 c can also be mounted directly on shaft 27 , then a somewhat faster reverse gear is possible with only these two additional components. An adaptation can be made by shaft 13 in the plane of the drawing in FIG . 10c) is additionally shifted by the offset b.)

In Fig. 10d) the power flow diagram of the gears is recorded, the solid portions (1st, 2nd, 5th, 6th and right section of the reverse gear) referring to Fig. 10a) and the dashed portions (3rd and 4th Gear and left section of the reverse gear on Fig. 10c) (rotated by 90 °, axes parallel to Fig. 10a)).

The offset a (possibly also offset b) between the shaft 13 and the shafts 23 , 24 thus gives a short gearbox with four gearwheel levels, which has six forward gears and one reverse gear with progressive gear jumps.

Variants 11

All of the gearbox variants mentioned have concentric input shafts 23 and 24 , which must optionally be able to be coupled to a shaft 1 (coming from the internal combustion engine). In variant 11, such coupling options and possible synchronization options (controls) are shown. (Further synchronization options have already been addressed for variants 1, 2 and 8.) The various controls can be coupled modularly with the different transmission variants, the interfaces are always the concentric shafts 23 and 24 . A system for the transmission and distribution of electrical energy and a further synchronization device are also presented.

The variant 11a outlined in FIG. 11a) is a device in which a crankshaft start generator - transmission synchronization start generator GSSG 9 - is used. As already z. B. described in the application 100 21 837.7-14, the GSSG is also divided into three parts here with a stator a, a rotor b and a co-rotating "stator" c. This has the advantage that both shafts 23 and 24 are connected to part of the GSSG 9 and that generator operation is always possible. However, electrical energy must be transmitted via slip rings for portion c. The connection to the shaft 1 is made via the claw couplings 5 and 8 , which can produce a non-rotatable connection to the shaft 1 to the connecting parts 23 a and 24 a (and thus to the shafts 23 and 24 ). As already z. B. described in the application 100 21 837.7-14, at least one of the clutches 5 and 8 must always be closed. The torques during the starting and shifting processes are applied by the GSSG 9 . The 1st gear should be coupled to the shaft 23 because the greatest moments can be applied to this shaft.

The variant outlined 11b in Fig. 11b) is attached to an extension 11a of the variant by a friction clutch 6 between the connecting portions 23 a and 24 a. With one clutch 5 or 8 closed , this clutch 6 can be used to support the starting and powershift processes. As with variant 11a, the synchronization processes take place via GSSG 9 . In the variants 11a, b, the rotor must 9 b to be able to transmit the torque of the engine mechanically.

The variant 11c outlined in FIG. 11c) is matched to a conventional starter motor, which is integrated here as 9 b, c in the control. In contrast to the GSSG 9 with the large diameters present in crankshaft start generators, the starter motor is designed with a small diameter, which means that the clutches 5 , 8 and 6 engage around the starter motor. Here, the synchronization processes take place via the starter motor 9 and the starting and powershift processes essentially via the friction clutch 6 . Here, too, at least one of the clutches 5 or 8 must always be closed. When starting, the gearbox can be used to reduce the start, e.g. B. described in variants 1 and 2. In the variants 11a, b, c, the portion c of the electric machine 9 must be supplied with electrical energy. Associated additional options are described in variant 11g.

The variant 11d outlined in FIG. 11d) initially only includes the two dog clutches 5 and 8 with the associated connecting parts 23 a and 24 a and the friction clutch 6 . This enables start-up and powershift operations, the synchronization operations must take place elsewhere (e.g. according to variant 1a, 2b or 8d). Variant 11d also outlines how options can also be integrated into the control. In the connecting part 23 a, the planet gears 79 are mounted, which mesh with the gears 80 and 81 . In comparison with Fig. 1a), b), the gear 80 takes over the function of the web shaft there and can be connected to an electric machine. All functions of the electric machine of variant 1 can also be fulfilled in this way, namely the task as a generator, synchronization device and starter. Here, too, the gearbox can be used for reduction during starter operation. The freewheels 57 outlined in variant 2b can also be integrated directly into the control, as outlined in FIG. 11d). The functions of the freewheels will be explained again here. First of all, these freewheels must be bridged so that overrun operation is possible. Shortly before shifting up to the next gear, the bridging of the working freewheel should be released. If clutch 6 is now closed, it is shifted into the next gear and the previously operating shaft experiences an increase in speed, which the associated freewheeling allows without further ado. Then the gearbox sleeves can be "sorted" again and the freewheel can be bridged again. Such freewheels in shafts 23 and 24 thus avoid the heat losses from double clutches. Downshifting can be done very differently. If the synchronization takes place via the speed of the internal combustion engine during downshifting, the clutches 5 and 8 can both be closed and the freewheels can be bridged. With this procedure it is then possible to shift into any gear without having to change between the shafts 23 and 24 . The freewheels (and the planetary gear) outlined in FIG. 11d) can in principle also be integrated in all other variants.

The variant 11e outlined in FIG. 11e) can be seen as an alternative to the variant 11d (the planet gears 79 etc. can also be integrated here). Here, the connecting parts 23 a and 24 a are connected to the shaft 1 via disengageable freewheels 68 . The clutch 7 is a two-way clutch, ie it can produce a frictional connection either with the connecting part 23 a or the connecting part 24 a. When a certain gear is working, the clutch 7 to the associated connecting part is closed. In addition, the associated freewheel should be switched on, whereby it is automatically bridged by the clutch 7 . The other shaft of shafts 23 and 24 can be used for synchronization processes if the associated freewheel is switched off, i.e. there is no connection to shaft 1 (for upshifts). The gear is shifted into the next gear by moving the clutch 7 to the other connecting part and establishing a frictional connection there. The freewheel 68 previously bridged by the clutch 7 takes over the torque transmission during the upshift process until the speed of the associated shaft becomes greater than the speed of shaft 1 and the freewheel allows this. After the changeover, the previously switched-off freewheel should be switched on so that this freewheel can take over the torque transmission during the next upshifting process. When downshifting, both freewheels should be switched on, so that synchronization and a shifting process to any gears is possible via the speed of the internal combustion engine.

The variant 11f outlined in FIG. 11f) is a modified torque converter. The guide vanes are divided into three parts here, portion 69 being fixedly connected to shaft 1 , portion 70 being connected to shaft 24 and portion 71 being connected to shaft 23 . The shafts 23 and 24 can be connected to shaft 1 via the couplings 5 and 8 and the connecting parts 23 a and 24 a. The torque converter should have two oil feeds, not shown, via which (from shaft 1 ), with the help of an external pump, not shown, oil can optionally be pumped into the torque converter. The resulting excess oil can be collected by at least one scoop pipe 72 in such a way that as much of the kinetic energy of the oil as possible is used and the pumping process with the external pump is as efficient as possible. The guide vanes and the two oil feeds are now designed in such a way that during the pumping process, the guide vanes 70 are increased in speed by a supply and the guide vanes 71 are reduced in speed, and that during the pumping process, the guide vanes 71 are increased in speed and the guide vanes 70 be reduced in speed (if none of clutches 5 or 8 is closed). It can be useful to make the guide vanes 69 adjustable for this process. (Then the guide vanes 69 should be provided with cavities so that they float in the oil and the centrifugal forces are partially compensated.) When the clutch 5 or 8 is open, the associated shaft 23 or 24 can first be reduced in speed for the synchronization process (pumping process in one direction) and then the speed is increased (pumping process in the other direction) so that the previously opened clutch 5 or 8 can be closed synchronously (upshifting process). Outside of the switching operations and when downshifting, the two clutches 5 and 8 should be closed. Outside the switching processes, the efficiency is increased by the bridged converter. When downshifting, synchronization with the combustion engine can be shifted into any gear. This variant is primarily intended for the high torques that occur in the truck sector. Here an existing oil pump for a retarder can be used for this task. For sensitive control of the processes, an electric machine can e.g. B. can be integrated according to variant 11c. Freewheels according to variant 11d are of course also possible here.

The circuit outlined in FIG. 11g) in a variant 11g has options for supplying electrical energy to the parts c of the electric machine 9 . The coils 9 d of the portions 9 c are z. B. on the shaft 24 via contacts 73 and via electrical lines 74 with an electronically generated rotating field. High-frequency transmitters 75 , the outputs of which are coupled to rectifiers 76, can be installed in the lines 74 . The transmitters 75 should be designed so that they allow the (low-frequency) rotating field to pass through and do not pass on to the rectifiers 76 . To the coils 9 d capacitors should be connected in parallel, which form a short circuit for high frequencies. A low-frequency voltage for generating the rotating field can thus be conducted once via the contacts 73 , as a result of which the electric machine is controlled. In addition, a high frequency can be transmitted via the contacts, which delivers a DC voltage as a rectifier output signal. With this DC voltage z. B. servomotors for shift sleeves etc. are supplied. The high and low frequency signals can be controlled completely independently. If the rectifiers 76 are still controllable, z. B. a reversal of the direction of rotation of the servomotors can be generated by reversing the voltage. If an impedance measurement is also carried out in the high-frequency range, z. B. can be recognized when the servomotors are braked mechanically because they z. B. drove against a stop. So z. B. shift sleeves are rotating electrically controlled, the state "right or left stop reached" can be reliably detected.

The variant 11h outlined in FIG. 11h) is a section of a transmission with a central synchronization device 77 , 78 . This is an example of a 5-speed transmission in which the idler gear for the 5th gear (here) is mounted on shaft 23 , while the idler gears of the other gears are mounted on shaft 21 . Coupled to each of the shafts 23 and 24 are disks 78 , which can be acted upon by the synchronization part 77 as a friction clutch. When the shaft 21 is stationary, this device has the same function as the braking device 67 of variant 8d. With rotating shaft 21, however , the friction losses are not as great as in variant 8d, since the relative speeds between disks 78 and part 77 are not as great as in variant 8d. The lower gears can be electronically controlled and monitored by means of brief rubbing processes with this device, while in the 5th (highest) gear the device 77 , 78 acts like a normal synchronization device. (With the synchronization part, a shift sleeve should be coupled to the left, with which the 5th gear is switched on.) So here you have a central synchronization device that has much lower friction losses than the variant 8d.

Concluding remarks, Fig. 12

If the powershift operations e.g. B. with the help of the friction clutches 6 or 7 and freewheels 57 or 68 are installed, it is useful to control the timing of the torque transmission via the clutch 6 or 7 during the switching process so that the torque curve initially rises steeply until the new gear the transfer takes over. In Fig. 12 as a time (t) moment (M) diagram, this moment is denoted by Mü. From this moment on, the torque increase of clutch 6 or 7 (depending on the contact pressure) should be much flatter so that jerks are avoided. The initially steep climb is important to avoid unnecessary heat loss. The moment Mü can e.g. B. can be obtained from the characteristic of the internal combustion engine or from the state of the freewheels (if the freewheeling function starts).

Claims (23)

1. powershift transmission with an input shaft 1 , an output shaft 13 and two powershift shafts 23 and 24 , characterized in that different transmission variants (variants 1 to 10) can be coupled modularly with different controls (variants 11a to 11d), the shafts 23 and 24 serve as a uniform interface between the gearbox variants and the controls. 2. Powershift transmission according to claim 1, characterized in that the shafts 23 and 24 are equipped with bridgeable freewheels 57 , that these freewheels are arranged between the controls and the gears belonging to the respective shaft 23 and 24 (variants 2b and 11d) that these freewheels are bridged outside of the switching operations (so that overrun operation is possible) that the bridging is switched off shortly before an upshifting operation in the currently torque-transmitting freewheel so that the speed increase occurring in this freewheeling upshifting operation is absorbed without great friction losses. 3. Powershift transmission according to claim 1 and 2, characterized in that during the upshift the torque transmitted via the new gear M z. B. electronically controlled is first raised very quickly to a moment Mü at which the torque transmission begins in the new gear and that from then on the increase in torque transmission takes place more slowly ( FIG. 12). 4. Powershift transmission according to claim 1 to 3, characterized in that the electronic control of the torque characteristic ( Fig. 12) is obtained either from the map of the internal combustion engine or from the onset freewheel function of the freewheels 57 . 5. powershift transmission according to at least claim 1, characterized in that between the shaft 1 and the shafts 23 and 24 with associated connecting parts 23 a and 24 a disconnectable freewheels 68 are attached that between the shaft 1 and the connecting parts 23 a and 24 a double-acting clutch 7 is arranged and that claims 3 and 4 can also be used here (variant 11e). 6. powershift transmission according to at least claim 1, characterized in that between the shaft 1 and the connecting parts 23 a, 24 a two (claw) clutches 5 and 8 and a GSSG 9 is attached (variant 11 a) or that additionally a friction clutch 6 between the connecting parts 23 a and 24 a is attached (variants 11b, c). 7. powershift transmission according to at least claim 1, characterized in that between the shaft 1 and the connecting parts 23 a and 24 a, the (claw) clutches 5 and 8 and between the connecting parts 23 a and 24 a, a friction clutch 6 is attached and that Synchronization processes are carried out elsewhere (variant 11d). 8. powershift transmission according to at least claim 1, characterized in that the shaft 1 with (claw) clutches 5 and 8 and a portion 69 of guide vanes of a torque converter is connected, that the shaft 24 via the connecting part 24 a with a portion 70 of guide vanes and the shaft 23 is connected via the connecting part 23 a with a portion 71 of guide vanes that the portions 70 and 71 of the torque converter can be bridged by the couplings 5 and 8 , that the torque converter via two (not shown) feeds and at least one scoop pipe 72 can be charged with oil by an external pump, that the guide vanes 69 can be adjustable and that the adjustable guide vanes can be provided with hollow bodies (variant 11d). 9. powershift transmission according to claim 6, 7 or 8, characterized in that the claims 2 to 4 can also be used here. 10. Powershift transmission according to at least claim 1, characterized in that the clutches 5 and 8 can be closed during downshifts or the freewheels 68 are not switched off, that in this state the gears are synchronized via the speed of the internal combustion engine and thus downshifts in any course is possible. 11. Powershift transmission according to at least claim 1, characterized in that a planetary gear set 53 can be mounted between shaft 23 and shaft 24 and z. B. over sprockets 54 and chain 55, a rotary connection to an electric machine can be made (variant 1a) or that z. B. the connecting part 23 a is equipped with planet gears 79 , which in turn mesh with the gears 80 and 81 and that here the gear 80 z. B. over sprockets and chain (or via V-belts) can be brought into rotary connection with an electric machine (variant 11d), the electric machine here being able to take over the tasks of synchronization device, generator and starter and for starting operations the gearbox belonging to shafts 23 and 24 can bring about additional reduction (variant 1a). 12. Powershift transmission according to at least claim 1 with a planetary gear set 53 , characterized in that the web shaft and the ring gear of this planetary gear set z. B. driven by sprockets 54 and chain 55 with different ratios from the shafts 23 and 24 ago, that these translations and the planetary gear set 53 are designed so that a shaft 56 does not rotate at the same speeds of shaft 23 and 24 that this shaft 56 is connected to a starter motor, which can then simultaneously perform synchronization tasks and that the gear belonging to shafts 23 and 24 can generate a reduction for the starting process (variant 2b). 13. Powershift transmission according to at least claim 1, characterized in that the shafts 23 and 24 can be provided with brake disks 65 and 66 and that between these brake disks a brake block 67 movable to the right and left can be electronically controlled as central synchronization (variant 8d). 14. Power shift transmission according to at least claim 1, characterized in that the idler gear of the highest gear on z. B. shaft 23 and the other idler gears are mounted on shaft 21 , that a disk 78 is coupled to each of the shafts 23 and 24 and that between these two disks a synchronization part 77 serves as a friction clutch as an electronically controlled central synchronization (variant 11h). 15. Powershift transmission according to at least claim 1 with a lathe 9 , characterized in that to this lathe 9 electrical energy is transmitted via slip rings and that high-frequency electrical voltages can be conducted simultaneously and independently via these slip rings, which by means of transformers 75 and rectifiers 76 z. B. can control rotating servomotors. 16. Powershift transmission according to at least claim 1, with shafts 23 and 24 and shaft 21 as a countershaft, characterized in that an eccentric auxiliary shaft 50 with three gear wheels (z. B. 3 b2, 3 b1 and 4 b in the variant 2a) and one Shift sleeve 36 is arranged so that one of the three gears is firmly connected to shaft 50 and this gear meshes with a gear that belongs to a shaft 13 (gear 3 c2 in variant 2a) that the other two gears as idler gears on the Shift sleeve 36 are switchable (or can be replaced by a sliding wheel) that one of the idler gears meshes with a gear of shaft 21 (gear 4 b with gear 4 a in variant 2a), that the other of the idler gears with a gear of shaft 23 or 24 combs (gear 3 b1 with gear 3.1 in variant 2a) and that the speed changes of the shaft 21 in the different gears are used for additional forward and reverse gears when the shift sleeve 36 s is either closed to the right or left (variants 1, 2, 3 and 9). 17. Powershift transmission according to claim 16, characterized in that the gears caused by the shaft 50 through a planetary gear set 52 with an additional shaft 51 (variant 1a), through a kinking shaft 50 with universal joints 57 or through an inclined shaft (variant 1e) , by an additional gear 4 a (variant 1f), 3 a (variant 1g) or 3.3 (variant 9) in their speed level so that low gear ratios are achieved, whereby the associated gears can be large (good coverage). 18. Powershift transmission according to at least claim 1, characterized in that a gear of the shafts 23 and 24 can be driven from both shafts via shift sleeves (gear 4.2 in the variant 1h, gear 3.1 in the variant 2a, b, c and gear 4.2 at variant 2d), so that there are more powershift options (especially in combination with shaft 50 ). 19. Power shift transmission according to at least claim 1 and according to claim 18, with progressive gear gradation, characterized in that in addition to the reverse gears at least the 1st gear (variant 1c) additional off-road gears (variants 1a, d, e, f, g, h and 2d ) or the 1st and 2nd gear (variants 2a, b, c, d) are driven via the auxiliary shaft 50 , in the last case the gear jump between 1st and 2nd gear through the gear jump between 3rd and 5th gear ( Variants 2a, b, c) or between 4th and 6th gear (variant 2d) is generated and that the power shift between 1st and 2nd gear is achieved in that, according to claim 18, a gearwheel is driven from shaft 23 and shaft 24 can be. 20. Powershift transmission according to at least claim 1, with a planetary gear set 61 , 62 , 63 , 64 , with a braking device 60 for a ring gear 60 in a group transmission with geometric gear gradations, characterized in that a web shaft 64 is connected to a shaft 13 as the output shaft of the transmission and these carrier shaft also connect to the shaft 13 opposite side of the planetary gear set 61, 62, 63, 64 has that a sun gear 13 a (and 13 b in the variant 6) on the shaft 13 opposite side provided that this Planet set works as a range group and in the highest gear of the range group there is a connection of the shaft 13 a or 13 b to the associated gear of the upstream transmission, which is completely independent of the next gear, which leads directly from the upstream transmission to the shaft shaft 64 , in the variant 5 of the 8 th gear is switched directly from the shaft 24 to the shaft 13 a and the 9th passage of the shaft 23 through the WE cases 21 and 22 a, and the shift sleeve 38 c to the carrier shaft 64 is performed by 26 is performed b the shaft 13 in the variant 6 of the 8 th gear of the shaft 23 via a shaft and the 9th passage of the shaft 24 via a shaft 25 and a shift sleeve 37 directly to the carrier shaft 64 (the shaft 13) is performed by in the variant 7 of the 6th gear directly from the shaft 24 to the shaft 13 a made and the 7th gear via a shaft 25 and a sliding sleeve 38 b is guided onto the shaft 64 by, in variant 8, the 8th gear from the shaft 23 via a shaft 50 to the shaft 13 a and the 9th gear from the shaft 24 via the shafts 21 , 21 a and the shift sleeve 38 is guided on the shaft 64 and in that in variant 9 the 8th gear is guided directly from the shaft 24 to the shaft 13a and the 9th gear from the shaft 23 via the shafts 21 , 21a , the shaft 50 and the shift sleeve 38 is guided on shaft 64 and, through these independent transmission paths, load shifts also at the U Switching of the range group from waves 23 and 24 are possible. 21. Power shift transmission at least according to claim 1 and according to claim 20 with a transmission with progressive gear gradation and a planetary gear set 61 , 62 , 63 , 64 , characterized in that the countershaft 21 includes a concentric countershaft 21 a and the shafts 21 via a shift sleeve 46 a and 21 a can be connected so that the gears 3 a2 and 4 a1 belonging to shaft 21 a can be driven via gears 3.2 and 4.1 both from shaft 23 and from shaft 24 , that shaft 21 a is directly coupled to sun gear 62 is that the web shaft 64 can be coupled via a shift sleeve 35 a to shaft 21 and that range switchings can thus take place both from shaft 23 to shaft 24 and from shaft 24 to shaft 23 by having independent paths according to claim 20 for both powershift operations ( Variant 4). 21. Powershift transmission according to at least claim 1 with two input shafts 23 and 24 , characterized in that the shaft 13 is provided with an offset a against the shaft 24 ( 23 ) and that through this offset a the diameter ratios of the gears 3 a associated with the shaft 25 , 4 a, 3 b, 4 b are different than the diameter ratios of the gear wheels 3 c, 4 c, 3 d, 4 d associated with the shaft 26 and that, as a result, with common gear wheels 3 , 4 and 3 e, 4 e via the shaft 25 others (Lower) gear ratios are available than via shaft 26 , resulting in a shortened construction and the shafts 25 and 26 enable independent transmission paths for load circuits (variant 6). 22. Powershift transmission according to at least claim 1 and claim 21, characterized in that in addition to the offset a between shaft 24 and shaft 13 in a direction perpendicular thereto, an offset b can be present and that in addition to the waves 25 and 26 spatially offset, there are also waves 27 and 28 can be present that different gear ratios result from these shafts due to different diameter ratios of the gears belonging to the shafts 25 , 26 , 27 , 28 and that with a division of the gear 3 of the variant 6 into two gears 3.1 and 3.2 the variant 10 also gear ratios with progressive gear gradation can be achieved.