DE102010039446A1 - Transfer gear of vehicle drive train, has transmission element whose input shaft is rotatably connected with ring gear through switching element, and support elements which are mounted in housing for supporting ring gear - Google Patents

Abstract

The transfer gear (7) has transmission element that is connected to the driven vehicle axle. An input shaft (66) in housing (59) of transmission element is rotatably connected with ring gear via switching element. The ring gear is supported by support elements (63,64) which are mounted in the housing. The housing is formed with housing portions (60-62) that are parallel to plane of rotation of the ring gear.

Description

The invention relates to a transfer case of a vehicle drive train for coupling a drivable vehicle axle to the vehicle drive train according to the closer defined in the preamble of claim 1. Art.

From practice transfer gear devices of vehicle drive trains are known, by means of which a drivable vehicle axle operating state dependent on the power flow of a vehicle drive train can be coupled or is separable from this. The transfer case is connected to a transmission device in the range of different translations can be displayed, and the drivable vehicle axle connectable, with an engageable with the transmission input shaft of a transfer case input shaft in a housing via a switching element with a ring gear rotatably connected, which is mounted on storage facilities in the housing , The housing of a transfer case device is usually designed in two parts and the dividing plane between the two housing parts is substantially perpendicular to the plane of rotation of the ring gear.

In order to mount such trained transfer case, a distance between the bearing means of the ring gear in the housing must not fall below a minimum. However, this disadvantageously leads to the fact that a transfer case device in the axial direction has a non-unterschreitbaren axial space requirement. Thus, such transfer cases are not available in existing vehicle powertrain concepts that provide only limited space for the installation of the transfer case installation space available.

The present invention is therefore based on the object to provide a space-saving transfer case device available.

According to the invention this object is achieved with a transfer case with the features of claim 1.

The transfer case device according to the invention of a vehicle drive train for coupling a drivable vehicle axle to the vehicle drive train can be connected to a transmission device in the range of which different ratios can be represented and to the drivable vehicle axle. An input shaft of the transfer gear device according to the invention, which can be coupled to the transmission device, can be rotationally fixedly connected in a housing via a switching element to a ring gear which is mounted in the housing via bearing devices.

According to the invention the housing of the transfer case device according to the invention is formed longitudinally divided and has at least three housing parts, wherein the dividing planes between the housing parts are substantially parallel to the plane of rotation of the ring gear. Due to the housing pitch and the at least three-part design of the housing of the transfer case according to the invention, the storage facilities of the ring gear in the housing with a compared to known from practice solutions are much smaller distance positioned and the transfer case according to the invention with axially smaller space requirement executable and therefore also in vehicle powertrain concepts integrated , which provide only a limited space available for a transfer case.

In an embodiment of the transfer case device that is easy to manufacture, a first housing part is a main housing part, a second housing part is a housing flange and a third housing part is a housing cover.

If the ring gear is mounted in the housing via a crown gear carrier designed as a hollow shaft in the region of the bearing devices, the transfer gear device is characterized by a small space requirement both in the axial direction and in the radial direction.

In a further advantageous embodiment of the transfer case device according to the invention, the input shaft is designed as a hollow shaft and mounted on storage facilities in the housing.

Another characterized by a compact design embodiment of the transfer case according to the invention is designed such that one of the input shaft associated bearing means between the Tellerradträger and the input shaft is provided, while the other bearing means is positioned between the input shaft and the first housing part.

If the ring gear on a side facing away from a tooth profile of the ring gear, which faces one of the bearing means of the ring gear, formed with a recess, the bearing means can be positioned at a small distance from the ring gear and the transfer case with low axial space requirements executable.

Is the switching element designed as a synchronization and a synchronizer body of the switching element rotatably connected to the Tellerradträger, while the storage device between the Tellerradträger and the input shaft is arranged in the axial direction between the synchronizer body and a preferably flange designed trained area of the input shaft are compensated for a differential speeds between the ring gear and the input shaft via the synchronization and the transfer case overall with a small axial space requirement available.

If the input shaft rotatably connected to a clutch disc, wherein the synchronizer body between the clutch disc and the ring gear is arranged and the synchronizer body via a sliding sleeve form-fitting manner engageable with the clutch disc, the permanently rotating in operation of the transfer case means masses are advantageously low.

Alternatively, it is provided in a further embodiment of the transfer case according to the invention that the Tellerradträger rotatably coupled via an adapter part with a clutch disc and the synchronizer body is fixedly connected to the input shaft, while the synchronizer body via a sliding sleeve form-fitting manner engageable with the clutch disc and the Clutch disc between the ring gear and the synchronizer body is positioned.

Both the features specified in the claims and the features specified in the following embodiments of the transfer case device according to the invention are each suitable alone or in any combination with each other to further develop the subject invention. The respective feature combinations represent no limitation with respect to the development of the subject matter according to the invention, but essentially have only an exemplary character.

Further advantages and advantageous embodiments of the transfer gear device according to the invention will become apparent from the claims and the embodiments described in principle below with reference to the drawings, the same reference numerals are used in the description of the various embodiments in favor of clarity for construction and functionally identical components.

It shows:

1 a schematic representation of a vehicle drive train with switchable four-wheel drive;

2 an enlarged single view of an in 1 marked area closer 3 ;

3 a more detailed view of the in 1 marked area closer 3 ;

4 a known from practice interlocking switching element and a frictional switching element, which are actuated via a common actuator;

5 a 4 corresponding representation, wherein the positive switching element is designed according to the invention;

6a a shell element half of the positive switching element according to 5 with several elements comprehensive rows of teeth of a coupling device and also elements comprehensive rows of teeth of a coupling device of the switching element half form-fit engageable in operative connection further switching element half of the positive switching element in the open operating state of the form-locking switching element;

6b a 6a corresponding representation of the form-fitting switching element at the beginning of a closing operation of the form-locking switching element;

6c a 6a corresponding representation of the positive switching element according to 5 in the closed operating state of the positive switching element;

7 a single representation of an element of a row of teeth of a coupling device of the switching element halves of the positive switching element according to 5 ;

8th a 7 corresponding representation of another embodiment of an element;

9 a further embodiment of an element of a row of teeth in one 7 corresponding representation;

10 an enlarged single longitudinal sectional view of the positive switching element according to 5 ;

11 a longitudinal sectional view of the positive switching element and the frictional switching element according to 5 in the open operating state of the positive switching element;

12 a 11 corresponding representation of the form-locking switching element in the closed operating state of the positive switching element;

13 a 11 corresponding representation of a further embodiment of the positive switching element according to the invention according to 5 ;

14 a schematic representation of the form-fitting formwork element and the frictional switching element according to 5 when the operating state of the positive switching element is closed;

15 a 14 corresponding representation with open form-fitting switching element;

16 a 14 corresponding representation, wherein the frictional switching element is designed as a multi-disc brake;

17 a 16 corresponding representation with open form-fitting formwork element;

18 a more detailed view of the in 5 shown system in the open operating state of the switching elements;

19 a 18 corresponding representation when the operating state of the switching elements is closed;

20 an enlarged detail of an in 18 designated area XX with an additional acting in the opening direction of the positive switching element spring means;

21 one essentially 20 corresponding representation of another embodiment of the in 18 and 19 shown actuating mechanism of the positive switching element and the frictional switching element, wherein the positive switching element without the in 20 formed in the opening direction acting spring means is formed;

22 a 18 corresponding representation of another embodiment of the actuating mechanism of the positive and the frictional switching element with open form-locking switching element and simultaneously open frictional switching element;

23 a 22 corresponding representation of the actuating mechanism with closed positive switching element and simultaneously open frictional switching element;

24 a 22 corresponding representation of the actuating mechanism with closed positive switching element and closed frictional switching element;

25 an individual representation of a settlement of a ball track of a designed as a ball-ramp system drive converter means of the actuating mechanism of the positive switching element and the frictional switching element in the rear drive axle of the vehicle drive train according to 1 with open frictional switching element and simultaneously open form-fitting switching element;

26 a 25 corresponding representation of the ball-ramp system with closed positive switching element and not yet completely closed frictional switching element;

27 a development of a ball track of another embodiment of a ball-ramp system with several executed with different pitch ball track sections;

28 a 27 corresponding representation of a ball-ramp system in which a slope of a central ball track section is substantially equal to zero;

29 a 27 corresponding representation of a ball track, wherein a arranged between two ball track sections with positive slope ball track section has a negative slope;

30 a 25 corresponding representation of a ball-ramp system, which is designed to reduce the hertzian pressure each with two ball elements;

31 a schematic individual representation of the frictional switching element and the positive switching element in the region of the vehicle rear axle of the vehicle drive train according to 1 wherein the frictional switching element can be decoupled by moving a switching element half of the form-fitting switching element designed as a claw hub;

32 a 31 corresponding representation of the switching elements in completely decoupled operating state of the frictional switching element;

33 the positive switching element and the frictional switching element in one 31 corresponding representation, wherein the frictional switching element can be decoupled by moving a running as an intermediate shaft switching element half of the positive switching element and the frictional switching element;

34 a 33 corresponding representation of the switching elements in completely decoupled operating state of the frictional switching element;

35 a 31 corresponding representation of the frictional switching element and the positive switching element with coupled frictional switching element, which can be decoupled by moving a arranged between the switching element halves of the form-locking switching element claw sleeve;

36 a 35 corresponding representation of the frictional switching element and the positive switching element with completely decoupled frictional switching element;

37 a three-dimensional partial view of a in the region of the vehicle front axle of the vehicle drive train 1 according to 1 arranged distribution device with a arranged between two housing parts shielding plate,

38 a 37 corresponding representation of the distribution device with a grid representation of the shielding plate;

39 a sectional view of the distributor device of the vehicle drive train according to 1 ;

40 a further sectional view of the distribution device of the vehicle drive train according to 1 ;

41 a 40 corresponding representation of another embodiment of the distribution device of the vehicle drive train according to 1 ;

42 an enlarged view of an in 40 marked area XLII in the closed operating state of a positive switching element of the distributor device; and

43 a 42 corresponding representation of the distribution device with open form-fitting switching element.

1 shows a vehicle drive train 1 in the manner described below with either a drivable vehicle axle 2 or with two drivable vehicle axles 2 . 3 is operable in a four-wheel drive mode. An engine 4 and a downstream main transmission 5 are presently installed in the vehicle in a so-called front-transverse arrangement, in the drive wheels or front wheels 2A . 2 B the first drivable vehicle axle 2 over the main gearbox 5 from the prime mover 4 Operational state dependent driven. The drive power of the present case designed as an internal combustion engine prime mover 4 will be in the downstream main gearbox 5 modulated accordingly and then at least partially by means of a Achsdifferentialgetriebes 6 between the two front wheels 2A and 2 B distributed in a manner known per se.

In addition, in the area of the vehicle axle 2 or the vehicle front axle, a transfer case device 7 or a distribution device is provided, in whose area a power flow in the direction of the vehicle axle 3 or the vehicle rear axle via a switching element 8th if necessary, can be produced or interrupted. The transfer case device 7 can also be called angle gear or transfer gear. This is the vehicle powertrain 1 according to 1 in comparison to a trained with a conventional angle drive four-wheel drive train in the area of the vehicle front axle 2 around the switchable coupling element 8th complemented, which is designed as a synchronization and between the lateral axle differential 6 and the angle drive of the vehicle front axle 2 who has a crown wheel 9 and a bevel gear 11 comprises, is arranged.

The execution of the switching element 8th Synchronization on the one hand enables an efficient, positive connection between the drive machine 4 and the vehicle rear axle 3 and on the other hand represents a characterized by low drag torques, switchable disconnecting device. This is by the synchronization 8th available synchronization function in the reactivation case of the four-wheel drive mode of the vehicle drive train 1 usable to compensate for a differential speed.

Depending on the particular application, there is also the possibility of the switching element 8th as a purely positive switching element, such as a jaw clutch or the like to perform.

About the switching element 8th is the crown wheel 9 with a differential case 10 of the axle differential gear 6 rotatably connected. The ring gear 9 meshes with the bevel gear 11 , the rotationally fixed with a running in the vehicle longitudinal direction shaft 12 rotatably connected, which is also designed as a propeller shaft. The other end is the wave 12 also with a bevel gear 13 rotatably coupled, in turn, with a rotationally fixed with a running in the vehicle transverse direction drive shaft 14 the vehicle rear axle 3 rotatably connected another bevel gear 15 combs.

To deactivate the four-wheel distributor operation of the vehicle drive train 1 becomes the power flow between the prime mover 4 and the vehicle rear axle 3 in the area of the distribution device 7 by opening the switching element 8th interrupted. To do so by constantly co-rotating the power flow between the differential case 10 and the drive wheels 3A and 3B the vehicle rear axle 3 producing components of the vehicle drive train 1 To avoid caused drag losses, be the crown wheel 9 , the bevel gear 11 , the wave 12 , the bevel gear 13 , the more bevel gear 15 and the drive shaft 14 shut down in the manner described above.

To reduce the drag torque in the area of the disconnected area of the vehicle drive train 1 is the one in the area of the vehicle's rear axle 3 provided and the bevel gears 13 and 15 comprehensive angle drive can be stopped. For this purpose, the two lateral outputs to the rear wheels 3A and 3B with switchable coupling elements 16 to 19 executed. The coupling elements 16 and 17 respectively. 18 and 19 are the same, with the coupling elements 16 and 17 as frictional switching elements and the two coupling elements 18 and 19 are designed as form-locking switching elements.

Between the positive switching elements 18 and 19 and the drive wheels 3A . 3B are each cardan shafts 20 and 21 intended. In addition, the drive wheels 2A and 2 B also via cardan shafts 22 and 23 with side waves 24 and 25 of the axle differential gear 6 rotatably connected. There is also the possibility of the cardan shafts 20 to 25 to dispense and to connect the components directly. In the four-wheel drive mode, both the positive switching element 8th the distributor device 7 as well as the two frictional switching elements 16 and 17 as well as the two positive switching elements 18 and 19 closed, bringing a drive torque of the prime mover 4 between the drivable vehicle axles 2 and 3 in the area of the distribution device 7 is distributed in the vehicle longitudinal direction, during the vehicle front axle 2 supplied part of the drive torque of the prime mover 4 in the area of the axle differential gear 6 in the vehicle transverse direction in equal parts between the drive wheels 2A and 2 B is distributed.

The vehicle's rear axle 3 supplied proportion of the drive torque of the prime mover 4 becomes with closed form-fitting switching elements 18 and 19 and at the same time fully closed frictional switching elements 16 and 17 also in equal parts between the drive wheels 3A and 3B distributed without speed compensation between them. The degree of distribution in the area of the vehicle rear axle 3 is in a conventional manner between the drive wheels 3A and 3B depending on the particular transmission capability of the frictional switching elements 16 and 17 Operational state dependent between 0 and 1 changeable, bringing a driving behavior of the vehicle with the drive train 1 running vehicle is varied as needed. At the same time, depending on the transmission capabilities of the frictional switching elements 16 and 17 with closed positive switching elements 18 and 19 a speed compensation possible. In the open operating state, at least one of the form-locking switching elements 18 and 19 and / or at least one of the frictional switching elements 16 and 17 are the wheel speeds of the drive wheels 3A and 3B also independent from each other.

About the between the drive wheels 3A and 3B the vehicle axle 3 and the drive shaft 14 arranged frictional switching elements 16 respectively. 17 as well as the respective associated form-locking switching elements 18 respectively. 19 that in the power flow between the frictional switching elements 16 and 17 and the drive wheels 3A and 3B are positioned, are the drive wheels 3A and 3B in the area of the switching element 8th interrupted power flow between the prime mover 4 and the drivable vehicle axle 3 additionally from the drive shaft 14 decoupled.

In decoupled operating condition of the drive wheels 3A and 3B Also, the power flow between the open frictional switching elements 16 and 17 and the drive wheels 3A and 3B by opening the positive switching elements 18 and 19 separated, consumption-increasing drag torque in the range of open frictional switching elements 16 and 17 To reduce or avoid in a simple manner, for this purpose, first the frictional switching elements 16 and 17 be opened while the positive switching elements 18 and 19 as well as the synchronization 8th only then be transferred to it in at least approximately no-load condition in its open operating state.

Notwithstanding this, it may also be provided that the form-fitting switching elements in the power flow between the frictional switching elements and the drive shaft 14 are arranged. The mirrored arrangement of the positive and the frictional switching elements offers to a similar extent as the arrangement of the form-locking switching elements 18 and 19 between the frictional switching elements 16 and 17 and the drive wheels 3A and 3B the possibility that drag torques in the area of the open frictional shift elements are avoided.

However, the arrangement of the frictional switching elements between the drive wheels of the vehicle rear axle and the form-locking switching elements causes the frictional switching elements rotate at least with their connected to the drive wheels switching element halves in the operation of a vehicle each with the wheel speed and then provided for actuating the frictional switching elements actuator devices also with rotate, causing drag losses or power losses are generated.

When there is a corresponding request to display the four-wheel drive mode, the dormant components of the vehicle driveline become 1 reactivated by correspondingly rapid connection, wherein a speed compensation between the disengaged four-wheel components and the active vehicle drivetrain parts in the field of frictional switching elements 16 and 17 as well as in the field of synchronization 8th he follows.

Should that be the angle drive of the vehicle rear axle 3 respectively applied torque to at least one of the rear wheels 3A or 3B be forwarded, is at least one of the two form-locking switching elements first 18 or 19 close and then the respectively associated frictional switching element 16 or 17 pretension. The closing of a form-locking switching element 18 or 19 and the pressing of a respective associated frictional switching element 16 or 17 For reasons of concept, it is carried out in a sequential sequence, wherein an actuator assigned in each case to a wheel side initially carries out the switching of the interlocking switching element via its travel path and, in the further course, the corresponding frictional switching element 16 or 17 pressed.

To a regulation of the transmission capacity of the two frictional switching elements 16 and 17 in the area of the vehicle's rear axle 3 To be able to perform exactly, the two translations in the area between the crown wheel 9 and the bevel gear 11 as well as between the bevel gear 13 and the other bevel gear 15 designed such that between the vehicle axles 2 and 3 a so-called supply is available. About the flow between the vehicle axles 2 and 3 is in the range of frictional switching elements 16 and 17 in any drive situation of the vehicle drive train 1 a desired speed difference for an exact control, whereby a driving dynamics and a traction with the vehicle drive train 1 running vehicle is selectively influenced. This is the vehicle powertrain 1 executed with a so-called lock and torque splitter functionality. By choosing a smaller ratio in the area between the bevel gears 13 and 15 in the area of the vehicle's rear axle 3 will be in the area of the distribution facility 7 translated into fast speed average drive speed not in the same extent in the area of the vehicle rear axle 3 translated back again.

The resulting from the above translation choice differential speed between the drive shaft 14 and the two side waves 20 and 21 provides a simple way the basis for an exact, individual wheel control of the two frictional switching elements 16 and 17 while cornering or slipping rear wheels 3A and 3B the impressed differential speeds can be compensated unintentionally. Therefore, such operating conditions in the dimensioning of the flow must be considered.

Too large a selected flow leads in conjunction with conventional wet-running multi-plate clutches to pronounced drag losses caused by the proposed combination of positive switching elements and frictional switching elements in the area of the vehicle rear axle 3 , the possibility of targeted unlocking the slipping frictional switching elements 16 and 17 offers that are easily avoidable.

Due to the possible decoupling of the frictional switching elements 16 and 17 is the vehicle powertrain 1 can be interpreted with a clearly pronounced forward flow, with which the associated advantages of a robust drive torque distribution can be utilized virtually loss-free. This results from the fact that drag losses caused by a large flow when the all-wheel drive mode is switched off by opening the form-locking switching elements 18 and 19 can be faded out in a simple manner.

In the connected four-wheel drive mode of the vehicle drive train 1 during which the switching element 8th in the area of the vehicle front axle 2 closed and at the same time the frictional switching elements 16 and 17 and the positive switching elements 18 and 19 are transferred to their closed operating state, drag losses are in the range of the vehicle drive train 1 with uncoupled drive wheels 3A and 3B in the open operating state of the form-locking switching elements 18 and 19 at least in the area of the vehicle's rear axle 3 reduced. For a further reduction in drag losses, the switching element is also added 8th the distributor device 7 open, which also drag losses in the area of the wheels splashing in the oil 9 and 11 are further reduced by switching off these components.

The above-described combination of positive switching elements 18 and 19 and frictional switching elements 16 and 17 allows a purposeful task sharing between these switching elements, wherein the positive switching elements 18 and 19 preferably as separating elements in the region between the frictional switching elements 16 and 17 and the drive wheels 3A . 3B the vehicle rear axle 3 for minimizing the drag losses in the area of the frictional switching elements 16 and 17 are provided. The frictional switching elements 16 and 17 are in the activated four-wheel drive mode for torque distribution in the area of the vehicle's rear axle 3 provided, with a specific design of the frictional switching elements 16 and 17 To ensure a high transfer capability, for example, by a large friction radius, a high number of fins, a low clearance and the like without increasing unwanted drag losses in the disk packs is possible. The by a corresponding interpretation of the frictional switching elements 16 and 17 The resulting increase in drag losses is due to the possible separation in the area of the positive-locking switching elements 18 and 19 during the design of the frictional switching elements 16 and 17 not to be considered.

The shutdown of the frictional switching elements 16 and 17 in the field of positive switching elements 18 and 19 is also in the closed operating state of the switching element 8th the distributor device 7 possible, wherein the drag losses resulting from the flow in the two lateral friction-locking switching elements 16 and 17 by opening the positive switching elements 18 and 19 be specifically avoided, which is particularly advantageous especially at high speeds, preferably greater than 100 km / h.

The positive switching elements 18 and 19 are designed such that a switching of the form-locking switching elements 18 and 19 is also possible in vehicle standstill and a starting process of the vehicle with optimal traction in the all-wheel drive mode of the vehicle drive train 1 even with previously switched off all-wheel mode is possible.

Furthermore, disk packs of the frictional switching elements 16 and 17 and the positive switching elements 18 and 19 in a compact manner in a Tellerradträger the ring gear 15 integrated. This will be a simple storage concept for the Tellerradträger the ring gear 15 and the bevel gear 13 bearing wave 12 allows, which is comparable to a bearing concept of a conventional axle drive.

That of an actuator to close the switching elements 16 to 19 applied actuation forces or for pressing the couplings 16 to 19 applied Aktuatorkräfte are not in a simple manner in the housing 26 in the area of the vehicle's rear axle 3 provided gear unit 27 support, but are within the Tellerradträgers the ring gear 15 intercepted. As a result, weight advantages are achieved, because the housing 26 the rear gear unit 27 is then executable with less strength.

In general, the illustrated actuation of positive switching element and frictional switching element offers the possibility to switch between a decoupled and a coupled operating state of the respective frictional switching element via a corresponding actuation of the respective associated form-locking switching element without the change is perceived by a driver. The switchover can be implemented, for example, via an operating strategy which provides optimal performance in terms of consumption and four-wheel function.

Furthermore, a change between the decoupled and the coupled operating state of the respective frictional switching element within a short operating times feasible, which traction or driving dynamics events with high spontaneity are considered and the all-wheel drive mode is switched on or off as needed.

2 shows an enlarged single view of an in 1 marked area closer 3 , the bevel gear 13 , the ring gear meshing with it 15 , the drive shaft 14 , the frictional switching elements 16 and 17 , the positive-locking switching elements 18 and 19 as well as with the drive shafts 21 and 22 non-rotatably connected side shafts 28 and 29 the vehicle rear axle 3 the gear unit 27 includes. The positive switching elements 18 and 19 are each coaxial with the frictional switching elements 16 and 17 and within the frictional switching elements 16 and 17 arranged, wherein the drive shaft 14 Space-saving and cost-effective in one piece with a common outer disk carrier 16A . 17A the frictional switching elements 16 and 17 is trained. Inner disk carrier 16B and 17B the frictional switching elements 16 and 17 are present in one piece with first switching element halves 18A . 19A the positive switching elements 18 and 19 executed. Second switching element halves 18B and 19B the positive switching elements 18 and 19 are in turn integral with the side shafts 28 and 29 educated.

For actuating the positive switching elements 18 and 19 and the frictional switching elements 16 and 17 is in each case an actuating force F in the range of printing plates 30 . 31 on the displaceably designed inner disk carrier 16B . 17B or the first switching element halves 18A respectively. 19A be applied. With increasing displacement X of the inner plate carrier 16B . 17B or the first switching element halves 18A respectively. 19A are first each corresponding with each other rows of teeth 18A1 to 18A3 and 18B1 to 18b3 the positive switching element 18 or in each case corresponding tooth rows 19A1 to 19a3 and 19B1 to 19b3 the positive switching element 19 in the range of elements 18A1E to 18A3E and A18B1E to A18B3E brought into coincidence with each other in the field of positive switching elements 18 and 19 in each case a positive connection between the switching element halves 18A and 18B respectively. 19A and 19B manufacture. slats 16A1 or outer plates and 16B1 or inner disk of the frictional switching element 16 or lamellae 17A1 or outer plates and 17B1 or inner disk of the frictional switching element 17 in this switching phase are not yet in such a frictional engagement that on the frictional switching elements 16 and 17 a torque is feasible.

With further adjustment X of the inner plate carrier 16B respectively. 17B at the same time produced positive engagement in the field of positive switching elements 18 and 19 are also the disk sets of frictional switching elements 16 and 17 compressed, whereby the transmission capabilities of the frictional switching elements 16 and 17 in the desired extent up to the fully closed operating state of the frictional switching elements 16 and 17 increase, in each case the maximum transfer capability of the frictional switching elements 16 and 17 is present.

A more detailed view of the in 1 marked area closer 3 shows 3 , wherein the representation according to 3 also the positive switching elements 18 and 19 and the frictional switching elements 16 and 17 assigned and present with ball-ramp systems 32A and 33A executed actuator devices 32 and 33 includes. Each actuator device 32 and 33 is also in the in 4 and 5 schematically illustrated manner with a designed as an electric motor drive unit 34 formed the ball-ramp systems 32A and 33A each with alternating direction of rotation in the opening direction or in the closing direction of the positive switching elements 18 and 19 and the frictional switching elements 16 and 17 actuated.

This in 3 illustrated bearing concept offers in a simple way the possibility that in the field of gear unit 27 to keep occurring drag torques at a low level. The side waves 28 and 29 the gear unit 27 are each in the range of two needle roller bearings 99 . 100 and 101 . 102 stored with a small outer bearing diameter, which is disabled in all-wheel drive mode of the vehicle drive train 1 according to 1 be operated at different speeds. This version of the bearing of the side shafts 28 and 29 is possible because in the range of needle roller bearings 99 to 102 no axial forces must be supported. In addition, it is advantageous that the through the actuator device 32 provided actuating force for closing the frictional switching element 16 and the positive switching element 18 or in the region of the further actuator device 33 for actuating the frictional switching element 17 and further form-fitting switching element 19 and in the field of needle roller bearings 99 . 100 and 101 . 102 present bearing forces in the forward direction of one with the vehicle drive train 1 running vehicle cumulatively act.

In the illustration according to 4 is the positive switching element 18 a conventional claw switching element, each with a continuous row of teeth 18A1 and 18B1 in the area of the switching element halves 18A and 18B while the claw switching element 18 according to 5 each in the range of coupling devices 35 and 36 the switching element halves 18A and 18B with several rows of teeth 18A1 to 18A3 and 18B1 to 18b3 is trained. Both switching elements 18 have the same transmission capability, the claw switching element 18 according to 5 can be actuated with significantly reduced axial Schaltweg X.

About the electromechanical actuator devices 32 and 33 are the by the positive switching elements 18 and 19 and the frictional switching elements 16 and 17 predetermined different requirements for switching path and Schalkraft in a structurally simple manner feasible. The positive switching elements 18 and 19 are at relatively low switching forces at compared to the frictional switching elements 16 and 17 to operate larger switching paths X, while the frictional switching elements 16 and 17 are to be transferred with a lower switching paths X at the same time higher switching forces from an open operating state to a closed operating state. The switching path X in the region of the positive switching elements 18 . 19 is dependent on a total axial length of the individual elements or teeth of the rows of teeth 18A1 to 18A3 respectively. 18B1 to 18b3 , which is required to transmit the respective applied torque. At an in 4 shown standard arrangement of one row of teeth 18A1 respectively. 18B1 in the area of the switching element halves 18A and 18B corresponds to the switching path X each have a tooth width plus a distance between the rows of teeth 18A1 and 18B1 , a game between the rows of teeth 18A1 and 18B1 equivalent.

Is the required for the transmission of the respective torque overlap area between the rows of teeth of the switching element halves of a form-locking switching element in the in 5 shown manner on several individual rows of teeth 18A1 to 18A3 such as 18B1 to 18b3 distributed, the usable overlap length between the switching element halves 18A and 18B compared to one according to 4 maintained switching element while the switching path X significantly reduced. This results from the fact that the spaces between the rows of teeth 18A1 to 18A3 the switching element half 18A and between the rows of teeth 18B1 to 18b3 the switching element half 18B must be provided at least as wide as the tooth widths of each corresponding rows of teeth plus a small clearance between the rows of teeth.

During unfavorable closing operations of form-fitting switching elements, so-called tooth-on-tooth positions occur, as is known, during which elements of tooth rows of coupling devices of the switching element halves of a form-locking switching element that engage with one another in a form-fitting manner engage one another in mutually facing end faces. Due to existing in the contact area between the faces of the rows of teeth frictional forces a tooth-on-tooth position may not be resolved and a positive connection between the switching element halves of a form-locking switching element can not be produced.

Furthermore, tooth-on-tooth positions also do not dissolve independently at low differential speeds between the switching element halves or at equal speed of the two switching element halves.

In order to be able to resolve a tooth-on-tooth position in the region of a form-locking switching element, it is possible, for example, first to actuate the positive-locking switching element again in the opening direction when a tooth-on-tooth position is detected, and then to close the positive switching element repeat, this approach is not effective especially at low differential speeds or at a differential speed equal to zero between the switching element halves. Furthermore, the positive connection can not be produced within defined operating or switching times.

Thus tooth-on-tooth positions in the field of positive switching elements 18 and 19 be avoided with high probability and the positive switching elements 18 and 19 can be converted from an open operating state to a closed operating state within defined repeatable switching times, at least the rows of teeth designated below and assigned to each other as pilot rows are at least 18A1 and 18B1 as well as the rows of teeth 19A1 and 19B1 the positive switching elements 18 and 19 in the in 6a to 6c shown in detail in the area of their interlocking engageable elements 18A1E and 18B1E each in the elements 18A1E and 18B1E the rows of teeth 18A1 and 18B1 facing areas respectively starting from the elements 18A1E respectively. 18B1E the row of teeth 18A1 respectively. 18B1 the switching element halves 18A respectively. 18B facing end faces 18A1S respectively. 18B1S towards the elements 18A1E respectively. 18B1E the other switching element half 18A respectively. 18B remote end areas 18A1Z respectively. 18B1Z running in areas widening steadily.

The pilot rows 18A1 and 18B1 the coupling devices 35 and 36 exhibit in the range of their elements 18A1E and 18B1E or in the facing areas 18A1S respectively. 18B1S each have a Verzahnungsanspitzung, by means of the tooth-on-tooth positions between the switching element halves 18A and 18B even at low differential speeds between the switching element halves 18A and 18B or at a differential speed equal to zero are resolved with high probability or occur only partially short-term.

If the Verzahnungsanspitzung in the area of the switching element halves 18A and 18B For example, by means of cutting manufacturing process, such as rotary Abdachen performed by means of surface milling cutters or form cutters, the production is at low gear diameters of the form-locking switching elements 18 and 19 very challenging. Furthermore, the distance between the rows of teeth is also 18A1 to 18A3 the switching element half 18A or the rows of teeth 18B1 to 18b3 the switching element half 18B may not be sufficient to accommodate all of the corresponding rows of teeth 18A1 to 18A3 such as 18B1 to 18b3 the switching element halves 18A and 18B perform in the manner described above with a Verzahnungsanspitzung, since the cutting method for the in relation to the pilot rows 18A1 and 18B1 rear rows of teeth 18A2 and 18A3 respectively. 18B2 and 18b3 are not applicable. Also made of sintered material jaws or elements of rows of teeth of coupling elements form-locking switching elements of each first row of teeth are sharpening so that they exist tool falling.

In the in 6a shown operating state is the positive switching element 18 completely open and the rows of teeth 18A1 to 18A3 are from the rows of teeth 18B1 to 18b3 spaced. In this operating state of the positive switching element 18 is a free rotation of both switching element halves 18A and 18B possible with any speed. A respective provided Lüftspiel between each adjacent to each other arranged rows of teeth 18A1 to 18b3 ensures trouble-free rotation between the two switching element halves 18A and 18B the positive switching element 18 ,

Due to a corresponding requirement for closing the positive switching element 18 becomes the switching element half 18A relative to the switching element half 18B of the positive switching element shifted, whereby the pilot rows 18A1 and 18B1 initially overlap each other in the area of their Verzahnungsanspitzungen while the rows of teeth 18A2 and 18B2 respectively. 18A3 and 18b3 still have no overlap with each other. In this phase of the closing process of the positive switching element 18 slide the beveled surfaces of the elements 18A1E and 18B1E the pilot train 18A1 and 18B1 at the same time speed compensation between the switching element halves 18A and 18B and also simultaneous centering of the rows of teeth 18A1 to 18A3 respectively. 18B1 to 18b3 to each other with increasing switching path X along each other. This means that due to the relative movement between the switching element halves 18A and 18B a speed adjustment and a centering in the area of the pointed teeth or elements 18A1E and 18B1E the pilot train 18A1 and 18B1 he follows.

The centering between the switching element halves 18A and 18B is completed as soon as the clearance between the pilot rows 18A1 and 18B1 is overrun and the Pilotzahnreihen 18A1 to 18B1 the areas of the toothing tip of the elements 18A1E and 18B1E are in overlap with each other as well as the Pilotzahnreihen 18A1 and 18B1 in the area of tooth flanks 18A1F and 18B1F of the elements 18A1E and 18B1E abut each other. The other rows of teeth 18A2 and 18B2 respectively. 18A3 and 18b3 the switching element halves 18A and 18B the positive switching element 18 are not yet in overlap at this time.

Subsequently, the positive switching element 18 during a so-called push-through phase of the switching element half 18A with respect to the second switching element half 18B up to a positive stop in the region of the second switching element half 18B completely closed.

The total overlap between the switching element halves 18A and 18B in each case represents the sum of the individual overlap areas between the mutually corresponding rows of teeth of the coupling devices 35 and 36 the switching element halves 18A and 18B represents.

Manufacturing tolerances in the range of rows of teeth 18A1 to 18A3 respectively. 18B1 to 18b3 are minimized by manufacturing the rows of teeth during a common step.

The Elements 18A1E and 18B1E are in the in 7 to 9 in each case illustrated manner with a full sharpening, with a rounded shape or only in the region of the outer edges with Anspitzungen executable, with other suitable for dissolving a tooth-on-tooth position forms of the mutually engageable elements of rows of teeth the switching element halves of a positive switching element can be provided.

Depending on the respective application, there is also the possibility that only one of the pilot rows 18A1 or 18B1 the switching element halves 18A and 18B is performed with a Verzahnungsanspitzung to a dissolution of a tooth-on-tooth position between the switching element halves 18A and 18B to improve. Again, in other alternative embodiments, it is envisaged that all the rows of teeth of the switching element halves 18A and 18B with one of the 7 to 9 or any other Verzahnungsanspitzung are executed.

10 shows the two switching element halves 18A and 18B the positive switching element 18 in a highly schematic design in the open operating state of the positive switching element 18 , To between the switching element halves 18A and 18B which are arranged substantially coaxially with each other during a closing operation of the positive switching element 18 To compensate for any existing eccentricities in a simple manner, the tooth profiles 18A1 to 18A3 as well as the rows of teeth 18B1 to 18b3 in the region of their elements in each case facing end face areas 18A1Y . 18B1Y trained with oppositely running guide slopes over which the switching element halves 18A and 18B during the production of the positive connection in the region of the positive switching element 18 are coaxially aligned with each other.

During the closing process of the positive switching element 18 become each designed as a counterpart end face profiles of the rows of teeth 18A1 to 18A3 and 18B1 to 18b3 the switching element halves 18A and 18B to the Claw phases or along the slopes in the for closing the positive switching element 18 desired centric position out. This is an undesirable blocking due to tilting between the switching element halves 18A and 18B during the closing process of the positive switching element 18 avoided in a structurally simple way.

An angle α of the claw phases is preferably determined empirically as a function of the prevailing application. As during the closing process of the positive switching element 18 first the two pilot rows 18A1 and 18B1 In their Anspitzungsbereich come into abutment with each other, the claw phase is mainly in the field of Pilotzahnreihen 18A1 and 18B1 advantageous. Since the switching element halves 18A and 18B after dissolution of a possible tooth-on-tooth position in the area of the toothed teeth of the pilot rows 18A1 and 18B1 are substantially well centered to each other, is a possible skewed or tilted position between the switching element halves 18A and 18B ie an eccentricity between the switching element halves 18A and 18A , by at least one second chamfered gearing row 18A2 . 18B2 and 18A3 and 18b3 by corresponding sliding of the beveled end face areas 18A2Y . 18B2Y and 18A3Y such as 18B3Y canceled.

11 and 12 show one 10 corresponding representation of the positive switching element 18 , where in 11 the positive switching element 18 is open and in the illustration in 12 is present in closed operating state. Additionally is in 11 and 12 that the positive switching element 18 radially encompassing frictional switching element 16 shown. In the open operating state of the positive switching element 18 is the switching element half 18A , which is designed here as a claw hub, over a game seat 37 in the outer disk carrier 16A the frictional switching element 16 stored, wherein the differential speed between the first switching element half 18A the positive switching element 18 and the outer disc carrier 16A is equal to zero.

In the area of the game seat 37 or in the area of the seat seat bearing of the first switching element half 18A the positive switching element 18 be in the open operating state of the positive switching element 18 around the bearing point of the first switching element half 18A in the area of the outer disk carrier 16A on the first switching element half 18A taken attacking tilting moments and in particular in the open operating state of the positive switching element 18 a contact between the first switching element half 18A and the second switching element half 18B or the claw shaft avoided in any case.

The game seat storage 37 is at the in 11 illustrated embodiment on the outer circumference of the first switching element half 18A intended. In further embodiments, not shown, the Spielsitzlagerung the first switching element half 18A in one of the second switching element half 18B facing interior.

Is a corresponding requirement for closing the positive switching element 18 before, the first half of the switching element 18A from the in 11 position shown in the in 12 shown second switching position under application of an acting in the axial direction of the actuating force on the positive switching element 18 or its first switching element half 18A method, wherein the first switching element half 18A increasingly from the game seat area of the outer disk carrier 16A comes. At the same time, the first switching element half 18A with respect to the second switching element half 18B the positive switching element 18 through the contact in the area of the claw phases 18A1Y and 18B1Y the pilot train 18A1 and 18B1 due to the angling independently in the area of the second switching element half 18B centered or over to 10 described claw phases 18A1Y . 18B1Y . 18A2Y and 18B2Y such as 18A3Y and 18B3Y the gearing rows 18A1 to 18b3 coaxially centered and at the first switching elements 18 attacking tilting moments in the region of the positive connection with the second switching element half 18B supported.

In this case, a centering effect of an involute toothing for the first switching element half 18A or the claw hub in the switched operating state of the positive switching element 18 used and the first switching element half 18A is in the closed operating state of the positive switching element 18 in the region of the second switching element half 18B is stored. That in the description too 11 and 12 explained in more detail storage concept of the first switching element half 18A the positive switching element 18 corresponds essentially to the bearing concept of the first switching element half 19A the further positive switching element 19 and is characterized both by low production costs and by a small space requirement.

In non-switched state or in the open operating state of the positive switching element 18 is in the area of the game seat 37 to provide a sufficient support width. Alternatively, two support points with clearance and sufficient bearing seat width in the field of Outer disk carrier 16A the frictional switching element 16 for the first switching element half 18A conceivable.

To the above bearing change of the first switching element half 18A the positive switching element 18 between the game seat 37 and in the area of the toothing between the switching element halves 18A and 18B to provide the desired extent, are the outer disc carrier 16A the frictional switching element 16 and the second switching element half 18B the positive switching element, each having an input shaft and an output shaft of the positive switching element 18 represent, in the housing 26 the gear unit 27 store accordingly.

A 11 corresponding representation of another embodiment of the positive switching element 18 for the positive non-rotatable connection of at least two components via the two switching element halves 18A and 18B the positive switching element 18 shows 13 in which the centering of the first switching element half 18A in the area of the outer disk carrier 16A the frictional switching element 16 via cooperating conical centering surfaces 16C . 18C of the outer disc carrier 16A the frictional switching element 16 and the first switching element half 18A the positive switching element 18 is centered. The conical centering surfaces 16C and 18C provide essentially the same functionality as the game seat 37 according to 11 and 12 available, wherein the first switching element half 18A the positive switching element 18 in the closed operating state of the positive switching element 18 in the region of the positive connection between the two switching element halves 18A and 18B to the same extent as in the preceding description 11 and 12 is stored.

Through the use of the above-described changing storage concept for the first switching element half 18A the positive switching element 18 are wear-bearing rolling and sliding bearings for the storage of the first switching element half 18A not mandatory. In addition, the storage of the switchable claw or the storage of the first switching element half requires 18A a minimal space requirement and the resolution of the dog teeth during the claw synchronization phase of the positive switching element 18 in the area of the phasing of the elements 18A1E and 18be the rows of teeth 18A1 . 18B1 is supported.

In general, non-actuated frictional engagement elements, such as multi-plate clutches or brakes in the open operating state and high differential speeds between the switching element halves cause high drag torques that cause conceptual disadvantages in operation and adversely affects a function of technical facilities to an undesirable extent. The drag moments occur in particular in wet-running frictional shift elements due to viscous friction forces. In addition, unintentional wobbling movements of disks of frictionally engaged multi-disk shift elements, especially at high differential speeds, result in non-negligible wear and increase thermal stress in the area of the frictionally engaged shift elements, possibly even down to functional failure of a frictionally engaged shift element.

The above-described adverse effects are directly influenced by the occurring in the range of a frictional switching element differential speed between the switching element halves. Demand-driven decoupling of the frictional switching elements 16 and 17 in the area of one of the two switching element halves via the positive switching elements 18 and 19 prevents the occurrence of differential speeds between the switching element halves of the frictional switching elements 16 and 17 and thus the mentioned negative effects.

Based on the illustrations according to 14 and 15 become the modes of action of the decoupling of the present case designed as multi-plate clutches switching elements 16 and 17 shown briefly, while based on the illustration according to 16 and 17 the advantageous decoupling principle in the execution of a frictional switching element 41 is explained as a multi-disc brake.

In 14 is the positive switching element 18 in the closed operating state, while the frictional switching element 16 is open. An input speed n1 of the positive switching element 18 therefore corresponds to an output speed n2 of the form-locking switching element, which simultaneously the input speed of the open frictional switching element 16 is. The output speed n3 of the frictionally engaged switching element differs in the present case from the input speed n2, which in the region of the frictional switching element 16 Drag torques occur and additionally increased wear and thermal load due to lamellae are caused.

In 15 are both the positive switching element 18 as well as the frictional switching element 16 shown in the open operating state, wherein the input speed n1 and the output speed n2 of the interlocking switching element differ from each other, while the input speed n2 and the output speed n3 the frictional switching element due to the between the slats 16A1 and 16A2 the frictional switching element 16 occurring friction are the same and both drag torques and wear and thermal stress are reduced to a minimum.

In the in 16 shown illustration is a frictional switching element 41 associated positive switching element 40 closed, which is why the input speed n1 and the output speed n2 of the positive switching element 40 is equal to. The designed as a multi-disc brake frictional switching element 41 is open, whereby the input speed n2 greater than the output speed n3 of the frictional switching element 41 is, which is zero. In coupled operating state of the frictional switching element 41 occur the disadvantages described above, ie drag torque and high wear and high thermal stress in the field of frictional switching element 41 on.

The positive switching element 40 is in 17 shown in the open operating state, whereby the input speed n1 and the output speed n2 are different. Due to the viscous friction forces in the region of the open frictional switching element 41 corresponds to the input speed n2 of the frictional switching element of the output speed n3, which in turn is zero, bringing neither drag torque nor from lamellae resulting wear and also a thermal load in the region of the frictional switching element 41 are avoided. The decoupling of the rotating input shaft of the frictional switching element 41 in the region of the positive switching element 40 also offers advantages in terms of limiting the inertia, wherein the decoupling of the connection of multi-disc brake and a housing 42 is geometrically easier to integrate in the illustrated system compared to systems known from practice.

A more detailed view of in 5 shown actuator device 32 , for the actuation of the positive switching element 18 and the frictional switching element 16 is provided is in 18 and 19 shown. The electric motor 34 In the present case, a gear device designed as a one-stage spur gear toothing is used 43 with the ball-ramp system 32A operatively connected. Depending on the respective application case, it may also be provided that the transmission device 43 as a multi-stage gear ratio or as a comparable translation element, such as a toothed chain, a belt or the like, is executed.

The ball-ramp system 32A has a present directly with the transmission device 43 connected rotatable first ball-ramp segment disc 32A1 on, which has at least three executed with different pitch ball track sections. The non-rotating ball ramp segment disc 32B is the same extent as the rotatable ball-ramp segment disc 32A1 also formed with at least three executed with different increase ball track sections. Between the first rotatable ball ramp segment disc 32A1 and the second rotationally designed ball-ramp segment disc 32A2 is a sphere element 32A3 arranged, which at the electric motor side actuation of the rotatable ball-ramp segment disc 32A1 between the ball-ramp segment discs 32A1 and 32A2 unrolls and a pressure washer 44 in the direction of the switching elements 16 and 18 against one between the pressure plate 44 and the first switching element half 18A the positive switching element 18 arranged spring device 45 shifts.

Both between an axially fixed component 46 or a support disk and the rotatable ball-ramp segment disc 32A1 as well as between the further pressure disc 44 and the rotationally fixed ball ramp segment disc 32A2 is in each case an existing here as a needle bearing thrust bearing 47 . 48 for rotational decoupling of the ball-ramp system 32A intended.

About the spring device 45 or the Aktuierungsfeder for the positive switching element 18 is also a so-called fail-safe function available over the event of a failure of the electric motor 34 the ball-ramp system 32A in a to an open operating state of the switching elements 16 and 18 equivalent operating state is transferred.

Starting from the in 18 illustrated open operating state of the switching elements 16 and 18 is at a corresponding request for coupling the frictional switching element 16 the further pressure disc 44 via the ball-ramp system 32A in the direction of the switching elements 16 and 18 moved translationally. In this case, the positive switching element 18 or its first switching element half 18A by appropriate transmission of the actuating force via the spring device 45 initially in positive engagement with the other switching element half 18B led to the extent described above.

The frictional switching element 16 is until the production of the complete positive connection between the switching element halves 18A and 18B the positive switching element 18 over one between the pressure disc 44 and the printing plate 30 arranged pressure pin 50 not yet acted upon by the electric motor-side actuating force. When fully established positive connection between the switching element halves 18A and 18B is the first switching element half 18A at a the adjustment X of the first switching element half 18A limiting stop 49 and is thus at a further actuation of the switching elements 16 and 18 through the electric motor 34 and the ball-ramp system 32A not further actuated in the closing direction.

With increasing adjustment X of the further pressure plate 44 becomes the spring device 45 further compressed and between the other pressure disc 44 and the printing plate 30 arranged pressure pin 50 comes on the pressure plate 30 to the concern. With further adjustment X of the pressure bolt 50 is the disk set of the frictional switching element 16 increasingly compressed, until even the frictional switching element 16 is in fully closed operating condition. 19 shows both the positive switching element 18 as well as the frictional switching element 16 in closed operating state. The transmission capability of the frictional switching element 16 is via the actuator device 32 in the closed operating state of the positive switching element 18 between a maximum value and a minimum value, which in the present case is equal to zero, can be varied by a corresponding electric motor-side actuation.

The spring device 45 is to the pressure plate 44 connected and for the closing of the positive switching element 18 responsible. The spring device 45 takes over several functions, with the spring device 45 an adjustment of the further pressure disc 44 from a displacement of the first switching element half 18A is decoupled. This structural design is based on the requirement that the frictional switching element 16 only to be acted upon with an actuating force when the positive switching element 18 is completely aktuiert and the positive switching element 18 or its first switching element half 18A at the stop 49 is applied.

Furthermore, via the spring device 45 a defined operating force on the positive switching element 18 created. Will the positive switching element 18 For example, due to a temporarily present tooth-on-tooth position not immediately transferred to the closed operating state with fully established positive locking, is an electric motor-side actuation of the ball-ramp system 32A Do not slow down or interrupt, as the further adjustment of the ball-ramp system 32A with blocked movement of the first switching element half 18A the positive switching element 18 to a compression of the spring device 45 leads, which at one through the Verzahnungsanspitzung in the field of coupling devices 35 and 36 improved resolution of the tooth-on-tooth position then by a resumed movement of the first switching element half 18 in the direction of the attack 49 is relaxed again.

Depending on the compression of the spring device 45 is about the spring device 45 generates a counterforce in the area of the electric motor 34 by a corresponding power consumption of the electric motor 34 is sensible. About the sensing of the reaction force is a current operating state of the positive switching element 18 in particular during a closing operation of the positive switching element by monitoring the sliding force over the sliding path of the positive switching element 18 feasible. If the actuating force increases before reaching the complete positive connection or before reaching the end position of the first switching element half 18A that the plant at the stop 49 corresponds to an unexpected extent, is of an incomplete form-fitting in the field of positive switching element 18 went out.

In 20 is an enlarged detail of an in 18 more marked area XX with an additional in the opening direction of the positive switching element 18 acting spring device 51 shown the first switching element half 18A against the actuating force of the actuator device 32A with a spring force in the opening direction of the positive switching element 18 applied. The further spring device 51 or the claw return spring is on the actuator device 32 opposite side of the switching elements 16 and 18 provided, which is in the range of a disc spring carrier 52 supported. The spring device 45 is between the further pressure disc 44 and the first switching element half of the positive switching element 18 or the inner disk carrier 16B the frictional switching element 16 arranged and over a circlip 53 held in pretensioned installation position between these components. The bias of the spring device 45 offers due to the energy storage in the spring device 45 and a correspondingly high designed spring force of the spring device 45 even with low compression spring considerable advantages in terms of the actuation travel, the switching time, a fail-safe spring force provision and a switching behavior of the positive switching element 18 ,

The first switching element half 18A or the claw sliding sleeve is freely floating in the axial direction on the second switching element half 18B mounted and used by the two spring devices 45 and 51 guided. The spring device 51 actuates the positive switching element in the opening direction and provides in de-energized state of the electric motor 34 a defined, open operating state of the positive switching element 18 for sure. In addition, in the open operating state of the positive switching element 18 the actuator device 32 from the spring device 51 subjected to a desired biasing force.

In the event of a fault in the area of the actuator device 32 , which may be triggered by a power failure, for example, is the positive switching element 18 through the spring device 51 automatically opened.

In 21 is essentially 20 corresponding representation of another embodiment of the in 18 and 19 shown actuating mechanism of the positive switching element 18 and the frictional switching element 16 shown, wherein in the region of the positive switching element, the in 20 shown and acting in the opening direction further spring means 51 is not provided. A provision of the positive switching element 18 or the pressure disk 44 will be at the in 21 illustrated suspension concept by a positive connection between the spring-loaded actuator pressure plate 44 and the inner disc carrier 16B the frictional switching element 16 realized. The pressure disc 44 is over the pressure pin 50 with the pressure plate 30 tensile strength connected, wherein the tensile connection can be made for example via a press fit, caulking, a screw or the like. The printing plate 30 is over the circlip 53 tensile strength with the inner disk carrier 16B connected to the frictional switching element, wherein the locking ring 53 again the above bias of the spring device 45 allows.

In 22 to 24 is a the in 20 shown actuating system corresponding system for actuating the frictional switching element 16 and the positive switching element 18 shown with one in the area between the thrust washer 44 and the cup spring carrier 52 additionally arranged spring device 54 is trained. The additional spring device 54 is for pressing and resetting the ball-ramp unit 32A and the positive switching element 18 arranged outside the coupling space. In 22 are both the positive switching element 18 as well as the frictional switching element 16 completely open while 23 the positive switching element 18 in the closed state and the frictional switching element 16 still in open operating state. At the in 24 shown operating state is also the frictional switching element 16 operated, depending on the electric motor-side actuation of the ball-ramp system 32A the transmission capability of the frictional switching element 16 can be varied to represent a desired driving behavior.

About the ball ramp system 32A becomes a rotary drive of the drive device 34 in a translational actuating movement for the switching elements 16 and 18 implemented. By means of the combination of the drive device 34 and the drive converter device 32A become the two switching elements 18 and 16 , ie the positive switching element 18 and the frictional switching element 16 , sequentially actuated sequentially, wherein in an arrangement of the frictional switching element 16 in the power flow between the positive switching element 18 and the drive wheel 3B the vehicle rear axle 3 the order of operation of the two switching elements 16 and 18 is provided such that initially the disk set of the frictional switching element 16 is acted upon by a defined actuation force to the positive switching element 18 to synchronize before closing. Subsequently, the actuation force on the positive switching element 18 built and this closed. In the closed operating state of the positive switching element 18 in turn, the actuating force in the region of the frictional switching element 16 increased to close this completely. The operation when opening the two switching elements is then exactly in the reverse order.

In the arrangement of the positive switching element shown in the drawing 18 between the frictional switching element 16 and the drive wheel 3B is when opening the two switching elements 16 and 18 First, the frictional switching element 16 opened and then the positive switching element 16 transferred to its open operating state. The actuating force is in the range of the two switching elements 16 and 18 each sequentially reduced, which in turn essentially the reverse procedure as when closing the two switching elements 16 and 18 equivalent.

The spring force of the pressure washer 44 and the inner disc carrier 16B the frictional switching element 16 or the first switching element half 18A the positive switching element 18 arranged spring device 45 is as in the embodiment according to 18 and 19 greater than the spring force of the spring device 51 on the to the actuator device 32 opposite side of the The clutch hub 16B and the stop 49 for the travel of the first switching element half 18A is arranged. The pressure disc 44 is in the in 22 shown manner spaced from the disk set of the frictional switching element 16 arranged, which at the beginning of the electric motor-side actuation initially only the form-locking switching element 18 with the operating force of the electric machine 34 starting from the pressure disk 44 over the spring device 45 is charged.

Due to the higher spring force of the spring device 45 this is compressed to a lesser extent than the spring device 51 , With increasing displacement is the positive switching element 18 converted into its closed operating state. Comes the inner disk carrier 16B or the first switching element half 18A , which is also the outer disk carrier of the frictional switching element 16 can be at the end stop 49 to concern, the spring device 51 then not further compressed. The further applied actuating force leads to a further compression of the spring device 45 , where the pressure disk 44 on the disk set of the frictional switching element 16 comes to the concern.

The above-described operation of the sequential operation of the positive switching element 18 and the frictional switching element 16 that requires the two with the first half of the switching element 18A the positive-locking switching element cooperating spring devices 45 and 51 or whose spring characteristics are designed such that the spring device 45 during the actuation of the positive switching element 18 essentially no compression occurs while the spring means 51 compressed. Upon reaching the mechanical stop 49 the displacement of the positive switching element 18 in the closing direction, the spring device 45 by the actuating force of the drive device 34 and in the area of the drive converter device 32A converted. Actuating increasingly compressed and the frictional switching element 16 operated to the desired extent. During operation of the two switching elements 16 and 18 is also the additional spring device 54 compressed accordingly.

About the different high spring rates of the spring device 45 and the spring device 51 exists with both the spring device 54 as well as without the spring device 54 Advantageously, the possibility of a so-called tooth-on-tooth position in the region of the positive switching element 18 to determine, as the spring device 45 then by in the area of the electric machine 34 applied adjusting force is compressed and from the electric machine 34 to apply a higher force. The electric machine 34 is operated position-controlled, which is why the adjustment or the relative movement between the first switching element half 18A and the second switching element half 18B the positive switching element 18 by the number of rotations of the electrical machine 34 is detectable. With an increase in power in the area of the electric machine 34 at a time when the positive switching element 18 is not fully turned on, is thus in a simple manner to a tooth-on-tooth position in the region of the positive switching element 18 closable.

The additional spring device 54 is to open the switching elements 16 and 18 provided, with a hooking in the region of the positive switching element 18 the spring device 51 the ball-ramp system 32A no longer subjected to the desired biasing force. This functionality is then via the additional spring device 54 made available. The spring rate of the additional spring device 54 is again smaller than the spring rate of the spring device 45 ,

In the sphere of ball-ramp systems 32A and 33A becomes one of electric motors 34 the actuator devices 32 and 33 outgoing rotational movement in each case converted into an axial movement, at the same time a reduction / translation of the power coupling takes place. The reduction / ratio is dependent on the ratio of the transmission device 43 , the diameter of a ball track and the slope of the ball track within the ball track plane. By appropriate design of the radii and gradients of the ball-ramp systems 32A and 33A the desired reduction ratios are available.

In 25 is a settlement of a ball track 55 the rotatable ball ramp segment disc 32A as well as a ball track 56 the rotationally fixed ball-ramp segment disc 32A2 the ball-ramp system 32A shown. The ball-ramp system 32A is located in 25 shown operating state in its ground state in which the ball element 32A3 each at the lowest point of the ball tracks 55 and 56 is arranged and in which a distance G between outer sides 57 . 58 the ball ramp segment discs 32A1 and 32A2 is minimal. By turning the rotatable ball ramp segment disc 32A1 in the direction of the arrow 49 Direction marked direction rolls the ball element 32A3 within the ball tracks 55 and 56 from. The ball tracks 55 and 56 are presently mirror-symmetrical with three ball track sections 55A1 to 55A3 respectively. 56A1 to 56A3 formed, wherein the first ball track sections 55A1 and 56A1 are executed essentially with a slope equal to zero. The each to the first ball track sections 55A1 . 56A1 subsequent second ball track sections 55A2 and 56B2 are designed with a positive pitch, bringing a twisting of the rotatable ball-ramp segment disc 32A1 during a rolling process of the ball element 32A3 in the area between the ball track sections 55A2 and 56A2 to increase the distance G between the outsides 57 . 58 the ball ramp segment discs 32A1 and 32A2 causes. These in turn to the second ball track sections 55A2 and 56A2 subsequent third ball track sections 55A3 and 56A3 are also designed with a positive slope, which is smaller than the slope of the second ball track sections 55A2 and 56A2 , This ensures that in the area of the second ball track sections 55A2 and 56A2 at the same differential rotation angles of the rotatable ball-ramp segment disc 32A1 relative to the rotationally fixed ball ramp segment disc 32A2 a greater change in the distance G is achieved than when crossing the third ball track sections 55A3 and 56A3 , wherein a reduction in the region of the second ball track sections 55A2 and 56A2 larger than in the area of the third ball track sections 55A3 and 56A3 ,

The above-described structural design of the ball tracks 55 and 56 the ball-ramp system 32A results from the fact that starting from an open operating state of the positive switching element 18 and the frictional switching element 16 in the presence of closing the positive switching element 18 and for setting an operating state-dependent selected transmission capability of the frictional switching element 16 different requirements for the over the actuator device 32 provided actuating travel during a closing operation of the positive switching element and an actuation of the frictional switching element 16 be put. During the closing process of the positive switching element 18 is to provide a larger axial actuating travel at the same time lower switching forces, as during the operation of the frictional switching element 16 , which has a lower axial switching path at comparatively higher switching forces than the positive switching element 18 is to be operated.

To the positive switching element 18 and the frictional switching element 16 to operate with a higher resolution, one of the representation according to 27 corresponding design of the ball-ramp system 32A provided, wherein 27 only the non-rotatable ball-ramp segment disc 32A2 with four ball track sections 56A1 to 56A4 the ball track 56 shows. The first ball track section 56A1 the ball track 56 is in turn designed with a slope equal to zero, which is the resting position of the ball-ramp system 32A Are defined. The adjoining second ball track section 56A2 is with the largest positive slope of the ball track 56 educated. The adjoining ball track sections 56A3 and 56A4 show at the in 27 illustrated embodiment of the ball-ramp system 32 also in each case a positive slope, wherein the slope of the third ball track section 56A3 smaller than the pitch of the second ball track section 56A2 is and the slope of the fourth ball track section 56A4 is again smaller than the slope of the third sphere section 56A3 ,

When driving over the second ball track section 56A2 becomes the positive switching element 18 transferred from its open operating state to its closed operating state, while the third ball track section 56A3 and the fourth ball track section 56A4 for the actuation of the frictional switching element 16 are provided. The third ball track section designed with a higher pitch 56A3 , over which a lower actuation force than over the fourth ball track section 56A4 is available, is at the beginning of the closing operation of the frictional switching element 16 provided, during which a clearance between the slats to overcome at relatively low switching forces. Subsequently, the slats of the disk set of the frictional switching element 16 with increasing shift travel X when driving over the fourth ball track section 56A4 at lower Schaltwegveränderung and at the same time higher switching forces increasingly compressed with each other, wherein during this switching phase of the frictional switching element 16 the transmission capability of the frictional switching element increases with increasing switching path X in the closing direction.

In 28 is another embodiment of the ball-ramp system 32A shown in which the third ball track section 56A3 is performed with a slope of at least approximately equal to zero, while the other ball track sections 56A1 . 56A2 and 56A4 have substantially the same pitch as the ball track sections 56A1 . 56A2 and 56A4 the ball track 56 according to 27 , Over the horizontal section or the third ball track section 56A3 becomes the translation of the ball-ramp system 32A temporarily neutralized to create a so-called rest section during which on the ball-ramp system 32A attacking and in the opening direction of the positive switching element 18 acting restoring forces not in the direction of the electric motor 34 be fed back and that positive switching element 18 and also the frictional switching element 16 are durable in the current operating condition without applying an electric motor-side actuating force.

In 29 is another embodiment of the ball-ramp system 32A in a 28 corresponding representation, differing from the designs of the ball-ramp system 32A according to 27 and 28 again essentially only in the area of the third sphere section 56A3 different. In the execution of the ball-ramp system 32A according to 29 is the third ball track section 56A3 executed with a negative slope to after passing through the second ball track section 56A2 To create a rest point, the nature of a self-contained movement of the ball-ramp system 32A causes in the structurally predetermined rest position.

To a Hertzian pressure in the sphere of the ball element 32A3 are to be reduced at the in 30 illustrated embodiment of the ball-ramp system 32A in the area between the ball tracks 55 and 56 two ball elements each 32A31 and 32A32 arranged, whereby requirements for the ball track surface of the ball tracks 55 and 56 are easier to meet. Particularly advantageous is the use of two ball elements when the ball tracks 55 and 56 are designed with constant slope. If several ball elements are used in ball-ramp systems whose ball tracks are designed with different pitch, a ball guide is provided by means of which the above-described functionalities of a ball-ramp system for actuating a positive switching element and a frictional switching element are available.

The horizontal version of the third ball track section 56A3 leads to a reduction of the actuating force of the restoring force to zero during the negative slope of the third ball track section 56A3 provides a defined rest point in which the ball-ramp system 32A even when the drive of the drive device is switched off 34 remains safe. In this case, various functions can be represented, such as an increased torque in the region of the output, via which a parking lock function is available when the drive system is switched off. Is the ball element 32A3 in the area through the third ball track section 56A3 formed rest position, is the electric motor 34 not to energize and the ball-ramp system 32A still remains in the rest position, bringing an energy expenditure for the operation of the transmission device 27 is reduced.

31 to 36 show different versions of the frictional switching element 16 and the positive switching element 18 in the area between the inner disk carrier 16B and the first switching element half 18A the positive switching element 18 , in which 31 . 33 and 35 in each case the frictional switching element 16 in docked operational state while 32 . 34 and 36 the frictional switching element 16 in each case in decoupled operating state or the form-locking switching element 18 in open operating state.

In the execution according to 31 and 32 are the inner disk carrier 16B and the first switching element half 18A made in one piece and the second switching element half 18B the positive switching element 18 is relative to the first switching element half 18A of the positive. Switching element formed movable. In the further embodiment of the positive switching element 18 and the frictional switching element 16 according to 33 and 34 are the inner disk carrier 16B and the first switching element half 18A again in one piece and with respect to the outer disc carrier 16A the frictionally engaged switching element and the second switching element half 18B the positive-locking switching element arranged axially displaceable between them, to the form-locking switching element 18 to open or close and the frictional switching element 16 to couple or decouple.

At the in 35 and 36 illustrated embodiment, the inner disk carrier 16B the frictional switching element 16 and the first switching element half 18A the positive switching element 18 in relation to the inner disk carrier 16B the frictional switching element 16 and the second switching element half 18B the positive switching element 18 displaceable in the axial direction and formed as separate components.

The embodiments according to 33 and 34 or according to 35 and 36 are compared to the embodiment according to 31 and 32 With regard to the mass and the inertia of each displaceable in the axial direction component more advantageous since a lower mass and a lower inertia of the displaceable component lower acceleration forces during actuation and thus a lower energy synchronization of the two halves switching element 18A and 18B causes the positive switching element. This results from the fact that a lower energy input in particular during the operation of the positive switching element a lifetime of the positive switching element impaired to a lesser extent and during the operation of the positive switching element 18 lower switching noises occur.

37 and 38 show a three-dimensional partial view of the distribution device 7 , which may also be referred to as an angle gear or transfer gear, the vehicle drive train 1 according to 1 while in 39 to 43 each sectional views of different embodiments of the distribution device 7 demonstrate.

A housing 59 the distributor device 7 is designed longitudinally divided and comprises three housing parts 60 to 62 , wherein the housing part 60 the main housing part, the housing part 61 a housing flange and the housing part 62 a housing cover are. The three-part housing pitch of the housing 59 the distributor device 7 offers in a simple way the possibility of storage facilities 63 and 64 of the ring gear 9 to provide each other with a small axial distance, whereby the distributor device 7 has a small axial space requirement. The storage facilities 63 and 64 of the ring gear 9 or a rotatably connected Tellerradträgers 65 , which in the present case is designed as a hollow shaft, are designed as angular contact ball bearings. One over the switching element 8th with the Tellerradträger 65 rotatably connectable input shaft 66 or drive shaft is through the Tellerradträger 65 guided and also designed as a hollow shaft. On the axle differential 6 facing side is the drive shaft 66 in the first housing part 60 via a bearing device embodied here as a deep groove ball bearing 67 rotatably mounted. In an axle differential 6 facing away from the shaft end is the drive shaft 66 via a likewise designed as a deep groove ball bearing further storage facility 68 rotatable on the Tellerradträger 65 stored, the storage facility 68 between the Tellerradträger 65 and the input shaft 66 in the axial direction between the synchronizer body 68A and a flange-shaped area 105 the input shaft ( 66 ) is arranged. The angular contact ball bearing 64 is due to the three-part longitudinal division of the housing 60 with a small axial distance to the ring gear 9 positionable, bringing the switching element 8th also near the ring gear 9 in the case 59 can be arranged. As a result, an axial space requirement of the distributor device 7 further reduced.

In addition, the ring gear 9 on the angular contact ball bearing 64 facing side with a recess 9A executed, so that the whole arrangement is even more compact can be arranged. About the storage facility 68 the drive shaft 66 is a defined axial positioning between a synchronizer body 68A of the switching element 8th and the drive shaft 66 implemented in a structurally simple way.

The positive connection in the synchronization area 8th or the switching element between the Tellerradträger 65 and the drive shaft 66 is via a sliding sliding sleeve in the axial direction 69 of the switching element 8th and a rotationally fixed to the drive shaft 66 connected clutch disc 70 manufactured, wherein the sliding sleeve 69 from the in 39 shown position axially in the direction of the clutch disc 70 about one in 40 illustrated actuator device 71 to move. The actuator device 71 in this case comprises an electric motor 72 whose rotary drive in the area of a spindle-nut arrangement 73 in a translational actuating movement of the switching element 8th or its sliding sleeve 69 is converted.

The axial position of the clutch disc 70 is present over the two deep groove ball bearings 67 and 68 set, wherein during assembly of the distribution device 7 First, the position of the clutch disc 70 via the directly to the synchronizer body 68A associated deep groove ball bearings 68 is set. Subsequently, in the area of the deep groove ball bearing 67 a wave spring 74 installed, by means of which temperature differences between the present case made of aluminum housing 59 and the drive shaft made of steel 66 can be compensated in a simple way. The deep groove ball bearing 67 is in common with the wave spring 74 via circlips 75 and 76 on the drive shaft 66 and in the housing 59 shouldered, bringing to the drive shaft 66 engaging axial forces can be introduced into the relevant components and the axial position of the clutch disc 70 is clearly defined.

At the in 41 illustrated embodiment of the distribution device 7 is the switching element 8th compared to the in 40 illustrated embodiment of the distribution device 7 in a mirrored arrangement in the housing 59 arranged, however, a higher radial space requirement of the distribution device 7 in the area of the switching element 8th caused. In addition, the clutch disc 70 in the execution of the distribution device 7 according to 41 via an additional adapter part 77 with the Tellerradträger 65 connected. In the 40 illustrated embodiment of the switching element 8th offers compared to the design of the distribution device 7 according to 41 In addition, the advantage that in the open operating state of the switching element 8th the compared to the clutch disc 70 much larger synchronizer body 68A stands still and thus in the open operating state of the switching element 8th lower drag torques are generated. This results from the fact that the drive shaft 66 over the entire operating range of the distribution device 7 independent of the operating state of the switching element 8th rotated and in the execution of the distribution device 7 according to 40 only the thus rotatably connected clutch disc 70 and also rotatably with the drive shaft 66 connected spacer 78 in the case 59 or the third housing part 62 circulate.

The components of the distribution device 7 according to 40 and also according to 41 In the present case, they are supplied with lubricating oil as well as cooling oil via an inactive oiling concept. This is done in the housing 59 filled a defined volume of oil, which in the housing interior of the housing 59 filled oil volume at non-rotating components of the distributor device has a static oil level result and both the clutch disc 70 as well as the spacer 78 with the actuator device 71 immersed areas in the oil immersed. The housing interior of the housing 59 is in the range of the second housing part 61 in a first oil room 80 and a second oil room 81 split, with the first oil room 80 from the first housing part 60 and the second housing part 61 is limited, while the second oil chamber 81 from the second housing part 61 and the third housing part 62 is formed. The two oil rooms 80 and 81 are in the range of two above the drive shaft 66 essentially horizontally through the second housing part 61 running crossover holes 82 . 83 and a substantially in the lower region of the first oil chamber 80 opening and through the second housing part 61 also essentially horizontal oil drilling 84 connected or brought into operative connection.

Here are the two oil rooms 80 and 81 over the crossing holes 82 and 83 permanently connected, while the two oil rooms 80 and 81 in the field of oil drilling 84 only in the closed operating state of the switching element 8th interact with each other. The oil drilling 84 is one with a sliding sleeve 69 of the switching element 8th actuating shift fork 85 coupled sealing plug 86 assigned, by means of the oil hole 84 in the open operating state of the switching element 8th in the mouth area to the second oil room 81 is closed. The sealing plug 86 is in the axial direction in the with the actuator device 71 operatively connected shift fork 85 arranged displaceably and in the direction of the mouth region of the oil hole 84 in the second oil room 81 spring-loaded, bringing the plug 86 independent of manufacturing tolerances, safe sealing in the mouth area of the oil hole 84 in the second oil room 81 in the open operating state of the switching element 8th comes to the concern.

Because the second housing part 61 on the second oil room 81 facing side present with radially extending stiffening ribs 87 is formed, the second housing part 61 in this area by means of a shielding plate 88 in the in 37 and 38 shown in more detail on his second oil chamber 81 facing side facing. This undesirable turbulence of the oil flow in the second oil chamber 81 reduces and minimizes drag losses in a simple manner.

The shielding plate 88 is both in an annular contact area 89 of the second housing part 61 and in the region of two substantially central stiffening ribs 90 . 91 of the second housing part 61 sealing on the second housing part 61 attached. In addition, the shielding plate 88 in an upper circle segment area with a recess 92 executed, which extends substantially over an angular range, which is above the two central stiffening ribs 90 and 91 lies. In addition, the shielding protrude beyond 88 the annular contact area 89 in the area of the recess 92 around a defined web height, bringing in the area of the recess 92 between the second housing part 61 and the shielding a curved gutter-like collecting area is formed in the the transfer holes 82 and 83 lead.

Below the two middle stiffening ribs 90 and 91 is the shielding plate 88 with several holes 103 executed, bringing one from the shield 88 and the second housing part 61 limited cavity 104 permanently with the second oil room 81 connected is. In this way is the cavity 104 also for that inside the case 59 filled oil volume accessible. In addition, the cavity represents 104 a so-called oil calming room.

Is one the distributor device 7 or its switching element 8th actuated driving strategy carried out such that the switching element 8th is transferred with the vehicle off or in the vehicle standstill in its closed operating state, in which the vehicle drive train 1 in four-wheel drive mode with coupled rear axle of the vehicle 3 is operated, is the first oil room 80 in the field of oil drilling 84 with the second oil room 81 connected, in which case in non-rotating components in the housing 59 the distributor device 7 the preset static oil level sets. During operation of the vehicle drive train 1 or with rotating drive shaft 66 and simultaneously closed switching element 8th that will be inside the case 59 arranged oil in the oil rooms 80 and 81 circulated and there is a certain exchange of oil between the oil rooms 80 and 81 over the crossing holes 82 and 83 as well as the oil well 84 in front.

This will be in the oil room 81 existing oil from the closed operating state of the switching element 8th in the oil room 81 rotating components thrown radially outward. The part of the oil in the area of the recess 92 of the shielding plate 88 in the area between the shielding plate 88 and the second housing part 61 passes, flows through the crossover holes 82 and 83 in the direction of the first oil room 80 off while oil from the first oil room 80 over the oil well 84 in the direction of the second oil chamber 81 flows back when there is a corresponding distribution of oil volume.

In principle, during operation of the distributor device 7 with rotating crown wheel 9 in the first oil room 80 accumulate a larger volume of oil, as the rotation of the ring gear 9 causes a certain suction, which causes an oil flow starting from the second oil chamber 81 in the direction of the first oil room 80 favored.

In the open operating state of the switching element 8th , in which the vehicle rear axle by uncoupling the ring gear 9 from the drive shaft 66 is separate to minimize power losses and the vehicle driveline 1 only drive torque in the area of the vehicle front axle 2 provides are, with the above-mentioned oiling concept of distribution device 7 Power losses in the distribution system area 7 further reduced in the manner described below.

As already described, the oil hole 84 in the open operating state of the switching element 8th through the sealing plug 86 closed while the crossover holes 82 and 83 the two oil rooms 80 and 81 continue to connect with each other. The rotation with the drive shaft 66 connected clutch disc 70 and the likewise rotatably coupled spacer 78 distribute together with the second oil room 81 rotating drive shaft 66 Oil in the second oil room 81 , At the same time is the crown wheel 9 in the first oil room 80 and do not dive into the first oil room 80 existing oil volume, which in the first oil room 80 no churning losses are generated.

Due to the rotation of the drive shaft 66 and the clutch disc 70 and the spacer 78 will continue in the second oil room 81 Oil swirls, with the rotation of the drive shaft 66 and the clutch disc 70 and the spacer 78 increasingly oil through the recess 92 through into the area behind the shielding plate 88 promotes, then on the Übertrittsbohrungen 82 . 83 in the direction of the first oil room 80 flows. By this at least partial pumping of the second oil chamber 81 existing oil sinks the oil level in the second oil chamber 81 at least to a level below the lower component edge of the clutch disc 70 with this dynamic oil level in 40 under the reference number 93 is specified closer and below the static oil level.

Because in the second oil room 81 with the switching element open 8th no further components rotate in the direction of the actuator device 71 extend radially further down than the clutch disc 70 , are the splash losses in the area of the second oil room 81 after a short period of operation also reduced to a minimum.

LIST OF REFERENCE NUMBERS

1

Vehicle powertrain

2

vehicle axle

2A, 2B

Drive wheel, front wheel

3

Vehicle axle, vehicle rear axle

3A, 3B

Drive wheel, rear wheel

4

prime mover

5

main gearbox

6

axle differential

7

Transfer case unit

8th

Switching element, synchronization

9

crown

9A

recess

10

differential case

11

bevel gear

12

wave

13

bevel gear

14

drive shaft

15

another bevel gear

16

frictional switching element

16A

External disk carrier

16A1

slats

16B

Inner disk carrier

16B1

slats

16C

conical centering surface

17

frictional switching element

17A

External disk carrier

17A1

slats

17B

Inner disk carrier

17B1

slats

18

positive switching element

18A

first switching element half

18A1 to 18A3

teeth

18A1E to 18A3E

element

18A1F

tooth flank

18A1S

Area

18A1Y to 18A3Y

End face region

18A1Z

end

18B

second switching element half

18B1 to 18B3

teeth

18B1E to 18B3E

element

18B1F

tooth flank

18B1S

Area

18B1Y to 18B3Y

End face region

18B1Z

end

18C

conical centering surface

19

positive switching element

19A

first switching element half

19A1 to 19A3

teeth

19B

second switching element half

19B1 to 19B3

teeth

20 to 23

propeller shaft

24, 25

sideshaft

26

casing

27

gear unit

28, 29

sideshaft

30, 31

printing plate

32

actuator device

32A

Ball-ramp system

32A1

rotatable ball ramp segment disc

32A2

non-rotating ball ramp segment disc

32A3, 32A31, 32A32

ball element

33

actuator device

33A

Ball-ramp system

34

drive unit

35, 36

coupling device

37

game seat

40

positive switching element

41

frictional switching element

42

casing

43

transmission device

44

thrust washer

45

spring means

46

component

47, 48

thrust

49

attack

50

pushpin

51

spring means

52

Belleville spring carrier

53

circlip

54

additional spring device

55

ball track

55A1 to 55A4

Ball track section

56

ball track

56A1 to 56A4

Ball track section

57

Outside of the rotatable ball ramp segment disc

58

Outside of the torsion-resistant ball-ramp segment disc

59

Housing of the distribution device or the angular gear or the transfer gear

60 to 62

housing part

63, 64

Storage facility

65

ring gear carrier

66

Input shaft, drive shaft

67, 68

Storage facility

68A

synchronizer

69

sliding sleeve

70

clutch disc

71

actuator device

72

electric motor

73

Spindle-nut assembly

74

Well spring

75, 76

circlip

77

adapter part

78

spacer

80

first oil room

81

second oil room

82, 83

Overflow hole

84

oil well

85

shift fork

86

sealing plug

87

stiffening ribs

88

shield

89

annular investment area

90, 91

middle stiffening ribs

92

recess

93

dynamic oil level

99 to 102

Needle storage facility

103

drilling

104

cavity

105

flange-like portion of the drive shaft

F

operating force

G

distance

n1 to n3

rotation speed

X

Switching path, displacement

α

angle

Claims (9)

Transfer case device ( 7 ) of a vehicle drive train ( 1 ) for coupling a drivable vehicle axle ( 3 ) to the vehicle drive train ( 1 ) connected to a transmission device ( 5 ), in whose range various translations can be represented, and the drivable vehicle axle ( 3 ) Is connectable, one with the transmission device ( 5 ) coupling input shaft ( 66 ) in a housing ( 59 ) via a switching element ( 8th ) with a ring gear ( 9 ) rotatably connected via storage facilities ( 63 . 64 ) in the housing ( 59 ), characterized in that the housing ( 59 ) is formed longitudinally divided and at least three housing parts ( 60 to 62 ), wherein the dividing planes between the housing parts ( 60 to 62 ) substantially parallel to the plane of rotation of the ring gear ( 9 ). Transfer case according to claim 1, characterized in that a first housing part ( 60 ) a main housing part, a second housing part ( 61 ) a housing flange and a third housing part ( 62 ) is a housing cover. Transfer case according to claim 1 or 2, characterized in that the ring gear ( 9 ) via a trained as a hollow shaft Tellerradträger ( 65 ) in the area of storage facilities ( 63 . 64 ) in the housing ( 59 ) is stored. Transfer case according to one of claims 1 to 3, characterized in that the input shaft ( 66 ) is designed as a hollow shaft, which via storage facilities ( 67 . 68 ) in the housing ( 59 ) is stored. Transfer case according to one of claims 1 to 4, characterized in that one of the input shaft ( 66 ) associated storage facilities ( 68 ) between the Tellerradträger ( 65 ) and the input shaft ( 66 ), while the other storage facility ( 67 ) between the input shaft ( 66 ) and the first housing part ( 60 ) is positioned. Transfer case according to claim 4 or 5, characterized in that the ring gear ( 9 ) on a tooth profile of the ring gear ( 9 ) facing away from one of the storage facilities ( 64 ) facing the ring gear, with a recess ( 9A ) is trained. Transfer case according to one of claims 1 to 6, characterized in that the switching element ( 8th ) formed as a synchronization and a synchronous body ( 68A ) of the switching element ( 8th ) rotatably with the Tellerradträger ( 65 ), the storage facility ( 68 ) between the Tellerradträger ( 65 ) and the input shaft ( 66 ) in the axial direction between the synchronizer body ( 68A ) and a preferably flange-shaped area ( 105 ) of the input shaft ( 66 ) is arranged. Transfer case according to claim 7, characterized in that the input shaft ( 66 ) rotatably with a clutch disc ( 70 ), wherein the synchronous body ( 68A ) between the clutch disc ( 70 ) and the ring gear ( 9 ) is arranged and the synchronous body ( 68A ) via a sliding sleeve ( 69 ) positively with the clutch disc ( 70 ) can be brought into operative connection. Transfer case according to claim 7, characterized in that the Tellerradträger ( 65 ) via an adapter part ( 77 ) rotatably with a clutch disc ( 70 ) and the synchronous body ( 68A ) fixed to the input shaft ( 66 ), wherein the synchronous body ( 68A ) via a sliding sleeve ( 69 ) positively with the clutch disc ( 70 ) can be brought into operative connection and the clutch disc ( 70 ) between the ring gear ( 9 ) and the synchronous body ( 68A ) is positioned.

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