POWER SPLIT TRANSMISSION, METHOD OF OPERATING A POWER SPLIT TRANSMISSION AND MOTOR VEHICLE WITH A POWER SPLIT TRANSMISSION

Abstract

A power split transmission has a drive shaft with a first mechanical branch comprising a planetary gear arrangement with at least two sun gears, a first ring gear and a planetary web, on which double planetary gears are arranged, which mesh with the sun gears and with the first ring gear, at least one of the sun gears being coupled to the drive shaft, with a continuously adjustable second branch, which can be connected at least partially to the first, mechanical branch via the planetary gear arrangement and comprises at least two adjustable hydraulic units which can be energetically coupled to one another and can be operated in each case in both directions as a motor or pump, and with an output shaft which can be coupled to the drive shaft via the first, mechanical branch and the second branch, the planetary gear arrangement being assigned a planetary reversing gear by means of which the direction of rotation of the first, mechanical branch can be reversed.

Claims

1. A power split transmission comprising: a drive shaft; a first mechanical branch comprising a planetary gear arrangement with at least two sun gears, a first ring gear and a planetary web on which double planetary gears are arranged, which mesh with the sun gears and with the first ring gear, at least one of the sun gears being coupled to the drive shaft; a continuously variable second branch which can be connected at least partially to the first mechanical branch via the planetary gear arrangement and comprises at least two adjustable hydraulic units which can be energetically coupled to one another and can be operated in each case in both directions as a motor or pump; and an output shaft which can be coupled to the drive shaft via the first, mechanical branch and the second branch; wherein the planetary gear arrangement is assigned a planetary reversing gear by which the direction of rotation of the first mechanical branch can be reversed; wherein the planetary reversing gear has an axially adjustable shift sleeve, in one axial position of which the direction of rotation of the planetary web can be transmitted directly to the first, mechanical branch and in the other axial position of which the direction of rotation of the planetary web can be fed in reverse to the first, mechanical branch.

2. (canceled)

3. The power split transmission according to claim 1, wherein the shift sleeve is blocked against rotation relative to a transmission housing in one of the axial positions.

4. The power split transmission according to claim 1, wherein the shift sleeve is formed as a reversing ring gear with a reversing planet with an associated odd number of gears.

5. The power split transmission according to claim 4, wherein the radially inner gear wheel of the shift sleeve is non-rotatably connected to the first mechanical branch by a coupling shaft.

6. The power split transmission according to claim 5, wherein the coupling shaft is designed as a hollow shaft and surrounds a journal shaft connected to the drive shaft.

7. The power split transmission according to claim 1, wherein the first, mechanical branch is connected or connectable in the direction of the power flow downstream of the planetary reversing gear and the second branch is connected or connectable via a first clutch to a summing shaft, which is connected to the output shaft.

8. The power split transmission according to claim 7, wherein the first, mechanical branch is connected on the output side of the coupling shaft to the summing shaft via an odd number of gears.

9. The power split transmission according to claim 8, wherein a second clutch is assigned to the second branch.

10. The power split transmission according to claim 9, wherein the first clutch is designed as a claw clutch assigned to the summing shaft for detachable interaction with a hydrostatic shaft of the second hydraulic unit.

11. The power split transmission according to claim 10, wherein the second clutch is assigned to the hydrostatic shaft of the second hydraulic unit and is designed as a double jaw clutch for interaction of the hydrostatic unit via a first gear transmission with the sun gear in the first closed position and for interacting via a second gear transmission with the sun gear in the second closed position.

12. The power split transmission according to claim 8, wherein an additional gear stage is arranged between the gear wheel assigned to the coupling shaft and the adjacent gear wheel, which detachably couples a first supplementary gear wheel associated with the coupling shaft to the adjacent gear wheel via two clutches and a second supplementary gear wheel and a third supplementary gear wheel.

13. A method for operating a power split transmission comprising a drive shaft, a first mechanical branch comprising a planetary gear arrangement with at least two sun gears, a first ring gear and a planetary web on which double planetary gears are arranged, which mesh with the sun gears and with the first ring gear, at least one of the sun gears being coupled to the drive shaft, a continuously variable second branch which can be connected at least partially to the first mechanical branch via the planetary gear arrangement and comprises at least two adjustable hydraulic units which can be energetically coupled to one another and can be operated in each case in both directions as a motor or pump, and an output shaft which can be coupled to the drive shaft via the first, mechanical branch and the second branch, wherein the planetary gear arrangement is assigned a planetary reversing gear by which the direction of rotation of the first mechanical branch can be reversed, wherein the planetary reversing gear has an axially adjustable shift sleeve, in one axial position of which the direction of rotation of the planetary web can be transmitted directly to the first, mechanical branch and in the other axial position of which the direction of rotation of the planetary web can be fed in reverse to the first, mechanical branch, wherein the method comprises: in a forward driving range, displacing the shift sleeve into an axial position which is not fixed in terms of rotation relative to the transmission housing, wherein the first hydraulic unit is coupled to the ring gear via a gear wheel and a gear wheel on an outer ring of the ring gear, wherein the second hydraulic unit is coupled to a summing shaft via a first clutch, a gear wheel and a gear wheel, wherein the first hydraulic unit is pivoted from a pivoting position with a pivoting angle of 0? in a first pivoting direction into a positive angular range and is operated as a pump, and wherein the second hydraulic unit is operated as a motor.

14. The method according to claim 13, wherein, in a second stage of the forward travel range, the first hydraulic unit is operated as a motor and the second hydraulic unit is operated as a pump, in that the second hydraulic unit is coupled to the sun gear via a second clutch and a first gear transmission and is pivoted from a pivoting position of 0? into a negative angular range.

15. A method for operating a power split transmission comprising a drive shaft, a first mechanical branch comprising a planetary ear arrangement with at least two sun gears, a first ring gear and a planetary web on which double planetary gears are arranged, which mesh with the sun gears and with the first ring gear, at least one of the sun gears being coupled to the drive shaft, a continuously variable second branch which can be connected at least partially to the first mechanical branch via the planetary gear arrangement and comprises at least two adjustable hydraulic units which can be energetically coupled to one another and can be operated in each case in both directions as a motor or pump, and an output shaft which can be coupled to the drive shaft via the first, mechanical branch and the second branch, wherein the planetary gear arrangement is assigned a planetary reversing gear by which the direction of rotation of the first mechanical branch can be reversed, wherein the planetary reversing gear has an axially adjustable shift sleeve, in one axial position of which the direction of rotation of the planetary web can be transmitted directly to the first, mechanical branch and in the other axial position of which the direction of rotation of the planetary web can be fed in reverse to the first, mechanical branch, wherein the method comprises: in a reverse travel range, moving the shift sleeve into the axial position in which the shift sleeve is fixed against rotation relative to the transmission housing, wherein the first hydraulic unit is operated as a pump and the second hydraulic unit is operated as a motor, and wherein the first hydraulic unit H1 is pivoted from a pivoting position of 0? into a second pivoting direction into a negative angular range.

16. The method according to claim 15, wherein in a second stage of the reverse travel range, the first hydraulic unit is operated as a motor and the second hydraulic unit is operated as a pump, in that the second hydraulic unit is coupled to the sun gear via a second clutch and a second gear transmission and is pivoted from a pivoting position of 0? into a negative angular range.

17. A motor vehicle with a power split transmission according to claim 1.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0025] Further advantages, features and details of the invention are apparent from the claims, the following description of embodiments and from the drawings.

[0026] FIG. 1 is a model representation of a power split transmission.

[0027] FIG. 2 is a top view of a constructive embodiment of the model representation of the power split transmission of FIG. 1.

[0028] FIG. 3 is a side view of the power split transmission from FIG. 2, shown partially cut in the area of the planetary gear arrangement.

[0029] FIG. 4 is a view from the direction of arrow IV from FIG. 2, shown partially cut in the area of the second ring gear of the planetary reversing gear.

[0030] FIG. 5 is a view from the direction of arrow V from FIG. 2, shown partially cut in the area of a differential lock assigned to the output shaft.

[0031] FIG. 6a is an illustration corresponding to FIG. 1, with the corresponding swivel angle of the two hydraulic units for starting in a forward driving range and the symbolic representation of the power flow in the closed power transmission chains, with the dashed representation for the power at the transmission input with the input shaft, the dotted representation for the hydraulically transmitted power, the dot-dashed representation for the mechanically transmitted power and the solid representation for the power at the transmission output with the output shaft.

[0032] FIG. 7 in the partial illustrations a), b) and c) is a symbolization of the start-up process from the initial position shown in FIG. 6.

[0033] FIG. 8 is an illustration of the state shown in FIG. 7c) corresponding to FIG. 6 for the forward travel range at the transition from the first stage to the second stage.

[0034] FIG. 9 is an illustration corresponding to FIG. 7 with the initial state in a) at the transition from the first stage.

[0035] FIG. 10 is an illustration corresponding to FIG. 6 with the corresponding swivel angle of the two hydraulic units for starting in a reverse travel range and the symbolic illustration of the power flow in the closed power transmission chains, with the shift sleeve of the planetary reversing gear shifted in relation to FIG. 6 for the reverse travel range.

[0036] FIG. 11 is an illustration corresponding to FIG. 7 for the start-up process in the reverse direction.

[0037] FIG. 12 is an illustration corresponding to FIG. 9 for the reverse travel range with the initial state in a) at the transition from the first stage to the second stage.

[0038] FIG. 13 is a symbolic illustration corresponding to FIG. 6 of the force flow in the state shown in FIG. 12b).

[0039] FIG. 14 is a transmission diagram of the power split transmission from FIG. 1.

[0040] FIG. 15 is an illustration corresponding to FIG. 14 with an additional gear stage comprising two multi-plate clutches to provide a further stage.

[0041] FIG. 16 for the forward travel range: partial illustration a) is an illustration corresponding to FIG. 9b) with the additional gear stage and partial illustration b) is an illustration corresponding to FIG. 9c) with the additional gear stage.

[0042] FIG. 17 is a symbolic illustration corresponding to FIG. 6, of the force flow in the closed force transmission chains according to FIG. 16a).

[0043] FIG. 18 for the reverse travel range: partial illustration a) is an illustration corresponding to FIG. 12b) with the additional gear stage and partial illustration b) is an illustration corresponding to FIG. 12c) with the additional gear stage.

[0044] FIG. 19 is a symbolic illustration corresponding to FIG. 6, of the force flow in the closed force transmission chains according to FIG. 18a).

[0045] FIG. 20 is an illustration of an embodiment corresponding to FIG. 1 with first clutch and second clutch designed as multi-plate clutches.

[0046] FIG. 21 is a speed-dependent illustration of the hydrostatic power component (dashed line) and the efficiency.

DETAILED DESCRIPTION

[0047] FIG. 1 shows a three-dimensional model representation of a power split transmission 30, which is coupled with its drive shaft 12 to an internal combustion engine, which is symbolized by a piston 10 connected to a crankshaft 11. The drive shaft 12 can also be connected to the combustion engine via a torsion damper not shown in the drawing and a cardan shaft not shown.

[0048] The drive shaft 12 is connected to a journal shaft 13 extending through the power split transmission 30, with which further components can be driven. If, for example, the power split transmission 30 is used in a motor vehicle designed as a tractor for agricultural use, a pump for the working hydraulics and a further pump for the steering can be driven via the power journal shaft 13; it is also possible to drive other units.

[0049] The power split transmission 30 has a planetary gear arrangement 18 with a large sun gear Z1 and a small sun gear Z1. Furthermore, there are double planetary gears Z2 and Z2, a first ring gear Z3 and a planetary web P. A first mechanical branch 16 runs via this planetary gear arrangement 18, through which the power provided by the internal combustion engine via the drive shaft 12 can be fed to a summing shaft 14 and from this to an output shaft 24.

[0050] FIGS. 2 to 5 show the design implementation of the schematic illustration of the power split transmission 30 from FIG. 1.

[0051] As a special feature of the power split transmission 30, a planetary reversing gear 15 is provided on the output side of the planetary gear arrangement 18 for easy changeover between a forward travel range V and a reverse travel range R. The direction of rotation of the first mechanical branch 16 can be reversed by this planetary reversing gear 15. The planetary reversing gear 15 comprises an axially adjustable shift sleeve Z23 formed as a reversing hollow gear, which in a first axial position transmits the direction of rotation of the planetary web P directly to a reversing planet Z22, Z21, Z20, which is connected by force to the summing shaft 14 via three gear wheels Z11, Z12 and Z13 in the first mechanical branch 16.

[0052] In a second axial position, the shift sleeve Z23 is directly or indirectly blocked against rotation with respect to a gear housing 17 of the power split transmission 30, so that the direction of rotation of the planetary web P is reversed in this axial position and acts on the summing shaft 14 with a reversed direction of rotation. For this purpose, the indexing sleeve Z23 has a reversing planet Z20, Z21, Z22 with an assigned odd number of gearwheels, whereby the radially inner gear wheel Z20 is non-rotatably connected to the gear wheels Z11, Z12, Z13 by a coupling shaft 19 with the first, mechanical branch 16. The coupling shaft 19 is designed as a hollow shaft and surrounds the journal shaft 13.

[0053] The power split transmission 30 also has two hydraulic units H1 and H2, which form a hydraulic, continuously variable second branch 22 of the power split transmission 30. The two hydraulic units H1, H2 are hydraulically connected to each other via high-pressure lines not shown.

[0054] The hydraulic units H1 and H2 are formed by wide-angle hydrostats of the bent-axis type, in which a cylinder block 20 with pistons 21 located therein can be swiveled out of the axis of the associated hydrostat shaft 23 to one side by a swivel angle. The basic structure and mode of operation of the wide-angle hydrostats is described in WO 2006/042434 A1 and is known therefrom.

[0055] If the hydrostat shaft 23 and thus also the cylinder block 20 are rotated around their respective axes via a synchronizing shaft at a constant swivel angle not equal to 0?, each of the pistons 21 runs through a complete stroke cycle per revolution.

[0056] A hydraulic unit H1, H2 can operate as a hydraulic pump PU if it is driven via the hydrostatic shaft 23 and a hydraulic medium is sucked in by the pistons 21 moving out of the cylinder bore and pushed out by the pistons 21 moving into the cylinder bore. The larger the swivel angle, the greater the pumping capacity in volume per revolution.

[0057] A hydraulic unit H1, H2 can also operate as a hydraulic motor M if the cylinders are each pressurized with a hydraulic medium and the resulting rotary motion is taken from the hydrostatic shaft 23. The greater the swivel angle, the greater the torque.

[0058] The operating mode of the hydraulic units H1, H2 is also noted in the figures; the same applies to the shift positions V, R of the planetary reversing gear 15 and the shift positions K2V and K2R of the double claw clutch K2V/K2R.

[0059] The drive shaft acts on the first hydraulic unit H1 via the gear wheel Z4 on the outer ring of the ring gear Z3 and the gear wheel Z5.

[0060] In the forward travel range V and in the reverse travel range R of stage 1, the second hydraulic unit H2 is coupled via the first clutch K1 and gear wheels Z9 and Z10 to the summing shaft 14, which is connected via the gear wheels Z15 and Z14 to the output shaft 24, which in the embodiment example is used to drive a rear axle HA and can also be used to drive a front axle VA via a third clutch K3.

[0061] In the embodiments shown in FIGS. 1 to 19, the first clutch K1 is designed as a claw clutch assigned to the summing shaft 14 for detachable interaction with a hydrostatic shaft 23 of the second hydraulic unit H2. Furthermore, the second clutch K2 is assigned to the hydrostatic shaft 23 of the second hydraulic unit H2 and is designed as a double claw clutch K2V/K2R for the interaction of the hydrostatic unit H2 via a first gear transmission Z6, Z7 with the sun gear Z1 in the first closed position K2V, which is assigned to the forward travel range, and for cooperation via a second gear transmission Z7, Z7, Z6, Z6 with the sun gear Z in the second closed position K2R, which is assigned to the reverse travel range.

[0062] FIGS. 15 to 19 indicate that an additional gear stage 31 can be arranged between the gear wheel Z11 assigned to the coupling shaft 19 and the adjacent gear wheel Z13, which detachably couples a first supplementary gear wheel Z11 assigned to the coupling shaft 19 to the adjacent gear wheel Z13 via two clutches KS, KL and a second supplementary gear wheel Z11'S and a third supplementary gear wheel Z11L.

[0063] In the design examples shown in FIGS. 1 to 19, the clutches K1 and K2 are formed as claw clutches and K3 as a multi-plate clutch, while FIG. 20 shows the use of multi-plate clutches for clutches K1 and K2, which is also possible in principle, but is associated with the loss of the second stage for the reverse travel range R.

[0064] The second hydraulic unit H2 can therefore be coupled to the summing shaft 14 via the first clutch K1 and, when the first clutch K1 is open, can be coupled to the planetary gear arrangement 18 by means of the second clutch K2 via the first gear reduction gearing Z6, Z7 or the second gear reduction gearing Z7, Z7, Z6, Z6 and the small sun gear Z1. The possible operating modes of the power split transmission 30 with the structure described above are explained below.

[0065] One possible operating mode is active standstill, in which the summing shaft 14 and, therethrough the output shaft 24 are blocked and a type of parking brake is present. For this purpose, the second hydraulic unit H2 is fully swiveled out, as shown in FIG. 1, while the first hydraulic unit H1 has a swivel angle of 0?. The first hydraulic unit H1 acts as a pump PU and the second hydraulic unit H2 as a motor M, so that the desired blockage is achieved via the second hydraulic unit H2 and the first clutch KL.

[0066] The forward travel range V is explained with reference to FIGS. 6 and 7. Initially, when the motor vehicle with the power split transmission 30 is stationary, the second hydraulic unit H2 is fully swung out and the first hydraulic unit H1 has a swivel angle of 0?. The first hydraulic unit H1 functions as a pump PU and the second hydraulic unit H2 as a motor M. When starting up, the first hydraulic unit H1 swivels from 0? into a positive angle range, in the embodiment example shown counterclockwise, up to its maximum swivel angle, which is 45? in the embodiment example shown in the drawings. The hydrostatic power from the first hydraulic unit H1 is supplied to the second hydraulic unit H2, which operates as a motor M, and is transmitted via the first clutch K1 to the summing shaft 14, to which power is also supplied mechanically via the first mechanical branch 16 directly via the planetary web P and the reversing planets Z20, Z21, Z22 (FIG. 6). The power flow in the closed power transmission chains is also shown symbolically in FIG. 6, with the dashed representation representing the power at the transmission input with the input shaft, the dotted representation representing the hydraulically transmitted power, the dash-dotted representation representing the mechanically transmitted power and the solid representation representing the power at the transmission output with the output shaft. The allocations are also retained in the other similar illustrations.

[0067] FIG. 7B shows the state when the first hydraulic unit H1 has reached its maximum swivel angle, whereupon the second hydraulic unit H2 swivels back to a swivel angle of 0? (FIG. 7c) and the first hydraulic unit H1 comes to a standstill. The clutches K1 and K2 run synchronously and are unloaded, whereupon the first clutch K1 is opened and the second clutch K2 is closed. As a result, the second hydraulic unit H2 is coupled to the small sun gear Z of the planetary gear arrangement 18 via the gear transmission Z6, Z7. The power flow in the power transmission chains can be seen in FIG. 8.

[0068] By swiveling the second hydraulic unit H2 further in the opposite direction into a negative angle range, the direction of flow of the hydraulic units H1 and H2 is changed so that a change is made to a stage 2 of the forward travel range V, in which the second hydraulic unit H2 works as a pump PU and drives the first hydraulic unit H1. The hydrostatic and mechanical power are combined in the planetary gear arrangement 18 and the hydrostatically transmitted power increases. If the second hydraulic unit H2 is fully swung out, the first hydraulic unit H1 swings back to 0? (FIG. 9C), as a result of which the second hydraulic unit H2 is almost stationary and the power transmission is almost purely mechanical via the first, mechanical branch 16.

[0069] FIG. 21 shows the hydrostatic power component HL as a function of speed. It can be seen that when starting off, the hydrostatic power component HL is 100% and then drops almost linearly to 0%, whereby the switchover from the first stage to the second stage of the forward driving range V then takes place, whereupon the hydrostatic power component HL increases again to approx. 29% and drops again after this maximum until finally the power transmission is purely mechanical. FIG. 21 also shows the efficiency ? which remains almost constant at a high level over the entire speed range.

[0070] For stages 1 and 2 of the forward travel range V, the power flow 25 in the power transmission chains is thus shown in FIGS. 6 and 8, with FIG. 6 showing the constellation during start-up, in which hydrostatic power is supplied from the second hydraulic unit H2 to the summing shaft 14 via the first clutch K1 and mechanical power is transmitted from the drive shaft 12 to the summing shaft 14 via the planetary gear arrangement 18. FIG. 8 shows the transition to stage 2 of the forward travel range V, in which the hydrostatically generated power is also supplied to the planetary gear arrangement 18 and from there to the summing shaft 14.

[0071] FIG. 11 shows the initial situation in sub-figure a) when starting from a standstill in the reverse travel range R. For the reverse travel range R, the reversing ring gear as a shift sleeve Z23 is fixed in the second axial position relative to the gearbox housing 17, so that the direction of rotation of the planetary web P is reversed. The second hydraulic unit H2 operates as a motor M and is fully swiveled out, while the first hydraulic unit H1 acts as a pump P and swivels clockwise from the initial position of 0? to ?45?. Due to the opposite direction of rotation of the first hydraulic unit H1 into the negative angle range, the direction of rotation of the second hydraulic unit H2 is reversed and fed via the first clutch K1 with the corresponding direction of rotation to the summing shaft 14, which also receives the mechanical power component through the planetary reversing gear 15 with the reversed direction of rotation.

[0072] The power flows can be seen in FIGS. 10 and 13, which, in comparison with FIGS. 6 and 8, show that in the forward travel range V and in the reverse travel range R the merging of the power components is basically the same, with FIG. 13 showing the use of the second gear transmission Z7, Z7, Z6, Z6 via the double claw clutch K2V/K2R in position K2R.

[0073] FIG. 15 shows an embodiment in which an additional gear stage 31 with two clutches KS and KL is used in stage 2, both for the forward travel range V and the reverse travel range R, via the coupling shaft 19 in order to extend the operating range. At the end of stage 2, clutch KL is opened and clutch KS is closed; during the changeover time from clutch KL to clutch KS, the first hydraulic unit H1 is swiveled from 0? in the direction of 45?. Once clutches KL and KS have reached synchronous speed, the first hydraulic unit H1 is swiveled back to 0?.

[0074] FIG. 16 and FIG. 17 show the use of the additional transmission stage 31 in the forward travel range V. At the end of the second stage, the clutch KL is opened and the clutch KS is closed, whereby during the changeover from the clutch KL to the clutch KS, the first hydraulic unit H1 is pivoted from 0? in the direction of 45?. As soon as the clutch KS and the clutch KL have reached the synchronous speed, the first hydraulic unit H1 swivels back to 0?. As the second hydraulic unit H2 is fully swiveled out, it is almost stationary and the power transmission is almost purely mechanical (FIG. 17).

[0075] FIGS. 18 and 19 show the conditions when using the additional gear stage 31 in the reverse travel range R at the end of the second stage, whereby it should be noted that the swivel direction of the first hydraulic unit H1 is inverted with respect to the forward travel range V.

REFERENCE LIST

[0076] 10 piston [0077] 11 crankshaft [0078] 12 drive shaft [0079] 13 journal shaft [0080] 14 summing shaft [0081] 15 planetary reversing gear [0082] 16 first, mechanical branch [0083] 17 transmission housing [0084] 18 planetary gear arrangement [0085] 19 coupling shaft [0086] 20 planetary web [0087] 21 piston [0088] 22 second branch: hydraulic [0089] 23 hydrostatic shaft [0090] 24 output shaft [0091] 25 power flow [0092] 30 power split transmission [0093] 31 additional gear stage [0094] K1 first clutch [0095] K2 second clutch [0096] K3 third clutch [0097] KS clutch for additional step [0098] KL additional clutch for additional stage [0099] K2V/K2R double claw clutch [0100] HA rear axle [0101] VA front axle [0102] HL hydrostatic power share [0103] ? efficiency [0104] V forward travel range [0105] R reverse driving range [0106] M motor [0107] PU pump [0108] K2V first closed position of the double claw clutch for V [0109] K2R second closed position of the double claw clutch for R [0110] H1 first hydraulic unit [0111] H2 second hydraulic unit [0112] P planetary web [0113] Z1 large sun gear [0114] Z1 small sun gear [0115] Z2 double planetary gear [0116] Z2 double planetary gear [0117] Z3 first ring gear [0118] Z4 gear wheel on the outer ring of Z3 [0119] Z5 gearwheel for H1 [0120] Z6, Z7 first gear transmission [0121] Z7, Z7, Z6, Z6 second gear transmission [0122] Z9, Z10 gears between 23 and K1 [0123] Z11 gear assigned to the coupling shaft [0124] Z12 gear wheel of the first, mechanical branch [0125] Z13 adjacent gear [0126] Z11 first supplementary gear [0127] Z11'S second supplementary gear [0128] Z11L third supplementary gear [0129] Z20, Z21, Z22 reversing planet [0130] Z23 shift sleeve/reversible ring gear [0131] Z30, Z31, Z32, Z33 differential lock

[0132] Aspects of the various embodiments described above can be combined to provide further embodiments. In general, in the following claims, the terms used should not be construed to limit the claims to the specific embodiments disclosed in the specification and the claims, but should be construed to include all possible embodiments along with the full scope of equivalents to which such claims are entitled.