EP2721314A1

EP2721314A1 - Connecting device for outside a variable-speed transmission

Info

Publication number: EP2721314A1
Application number: EP12718197.2A
Authority: EP
Inventors: Reiner Keller; Frank Richter
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2011-06-17
Filing date: 2012-05-02
Publication date: 2014-04-23
Also published as: DE102011077748A1; WO2012171709A1; US9279497B2; US20140116180A1

Abstract

The invention relates to a connecting device of a vehicle drive train, outside a variable-speed transmission, for the rotary coupling of a vehicle shaft (12) and of a vehicle drive train element (13) which is rotatable relative thereto, having a sliding sleeve (10) which is arranged non-rotatably and axially displaceably between at least one first and second position on the vehicle shaft (12), wherein, in the first position, the sliding sleeve (10) brings about rotary decoupling of the vehicle shaft (12) from the vehicle drive train element (13) and, in the second position, brings about the rotary coupling thereof, and having actuating means (16, 17, 18) for displacing the sliding sleeve (10) between the first and second position, with at least one shift groove (16, 17) along a circumference of the sliding sleeve (10), and engagement means (18) for engaging in the shift groove (16, 17). According to the invention, the sliding sleeve (10) is moveable rotatably and axially with respect to the engagement means (18), wherein the shift groove (16, 17) is designed in the form of a radial cam such that, when the engagement means (18) engage in the shift groove (16, 17) and when the sliding sleeve (10) rotates with respect to the engagement means (18), the sliding sleeve (10) is moved axially by the shift groove (16, 17) between the first and second position.

Description

Connection device for outside a gear change unit

The invention relates to a connecting device of a

Fahrzeugantriebsstranges, outside of a gear change transmission, to

Rotary coupling of a vehicle shaft with a relatively rotatable

Vehicle drive train element, in particular a second vehicle shaft or a housing, according to the preamble of claim 1 and to a

Transfer case of a vehicle drive train according to the preamble of

Claim 1 1.

From DE 600 01 023 T2 a switching device of a gear change transmission is known, in which sliding sleeves can be moved axially on this associated adjusting means in the form of shift forks, targeted by the respective axial movement an associated gear ratio of

Select gear change gearbox. It is generally known that the sliding sleeves in each case rotationally fixed and axially displaceable on one

Transmission shaft are arranged, which also carries at least on one side adjacent to the respective sliding sleeve a loose wheel. These loose wheels are in this case freely rotatably provided on the transmission shaft and are in permanent meshing with pinion arranged in the countershaft or as a parallel input or output shaft, another transmission shaft. According to the number of teeth ratios of each meshing gears here are the switchable

Translation ratios of the change-speed gearbox defined. In an axial movement of the respective sliding sleeve from a neutral position into a

Switching position in the direction of the respective idler gear this idler gear is coupled upon reaching the switching position by the sliding sleeve with the gear shaft and thus realized the respective defined ratio of speeds and torques from one gear shaft to the other gear shaft.

In DE 600 01 023 T2, the shift forks of the individual sliding sleeves are axially displaceably guided on a common control shaft, which can be selectively rotated by an electric actuator via a pinion arranged at the end. Furthermore, on the control shaft a hereby firmly connected cylinder mounted, which has on an outer diameter a, in the axial direction curved groove. On the cylinder, a sleeve is further placed, with a, pronounced at its inner diameter pin in the groove of

Cylinder engages and on a rotation of the control shaft and corresponding to the course of the groove of the cylinder performs an axial movement on the cylinder. On its outer diameter, the sleeve further has shift fingers which, depending on the angular position of the sleeve, come into contact with one of the shift forks and accordingly transmit the axial movement of the sleeve to the respective fork. In order to adjust the respective angular position of the sleeve, this is connected via a toothing with an intermediate shaft in connection, which in turn is in contact via a gear with the control shaft.

Upon rotation of the control shaft via the electric actuator is

according to the rotation of the cylinder moves the sleeve in the axial direction and in this case leads one of the shift forks, so that ultimately a movement of the respective sliding sleeve and thus a circuit of an associated transmission ratio is initiated. According to the ratio between the control shaft and intermediate shaft, the intermediate shaft also rotates the sleeve during rotation of the control shaft relative to the same, so that the shift finger corresponding to the switching sequence of the transmission in succession with the individual shift forks in contact. Thus, upon actuation of the electric actuator is a

successive upshift or downshift possible.

The applicant's non-prepublished DE 10 2009 054 942 proposes an internal shifting device for a change-speed gearbox for shifting one of a plurality of shiftable transmissions of the change-speed gearbox, with a gearshift sleeve rotationally fixed on a transmission shaft and axially displaceable. In this case, actuating means engage in an actuation of the switching device in at least one shift groove, which is provided on an outer diameter of the sliding sleeve and has a curved course, so that the sliding sleeve is axially displaced upon rotation of the transmission shaft according to the course of the shift groove. Thus, there is a coupling of the gear shaft with a loosely placed idler wheel. Since it is in DE 10 2009 054 942 proposed device is explicitly to a switching device for a gear change gear for switching one of several switchable ratios of the transmission and for this purpose a loose wheel is assumed, this device is not readily for applications outside a gear change transmission, for example in a single-stage transfer case of a vehicle drive train, suitable.

Based on the cited prior art, the object of the invention can be seen to provide a simple device for connecting a vehicle shaft with another vehicle drive train element for outside a change-speed gearbox, in particular a transfer case of a vehicle drive train.

This object is achieved by a connecting device according to the

Claim 1 and a transfer case according to claim 1 1 solved. Preferred developments thereof are the dependent claims.

The connecting device according to the invention accordingly has a

Sliding sleeve, which is arranged rotationally fixed and axially displaceable between at least a first and second position on the vehicle shaft, wherein the

Sliding sleeve in the first position causes a rotational decoupling of the vehicle shaft of the vehicle drive train element and causes in the second position of their rotational coupling. In addition, the connecting device has adjusting means for displacing the sliding sleeve between the first and second position, at least with a switching groove along a circumference of the sliding sleeve and engagement means for engaging in the switching groove. Here, the sliding sleeve with respect to the engagement means is rotatable and axially movable, wherein the shift groove is designed in the form of a control cam, so that upon engagement of the engagement means in the shift groove and upon rotation of the sliding sleeve with respect to the engaging means

Sliding sleeve is moved by the shift groove axially between the first and second position. Thus, during a rotation of the vehicle shaft and a concomitant rotation of the sliding sleeve, it is moved axially into the first or the second position when the engagement means engage, whereby the vehicle shaft is either rotationally coupled to the vehicle drive train element, ie coupled in a torque-transmitting manner, or ) are decoupled.

The transfer case according to the invention has such a connection device. In principle, however, the proposed connection device can also be used for any other applications in a vehicle drive train outside a gear change transmission, for example, to connect and disconnect a power take-off (for example, a PTO or the like) of the vehicle drive train.

Preferably, the vehicle drive train element is designed as a second vehicle shaft to a torque between the two vehicle shafts to

transferred, or the vehicle drive train element is designed as a housing, such as transfer case to support a torque of the vehicle shaft against the housing.

Compared to the devices known from the prior art, this means that a smaller number of components is necessary.

In addition, the force required for the coupling or decoupling of the vehicle shaft from the vehicle drive train element of the rotational movement of the sliding sleeve or the vehicle shaft is removed and need not be applied by the connecting device itself. The connecting device can

accordingly be made small and low component.

Compared with the unpublished DE 10 2009 054 942, the present invention differs in that it is used for coupling the vehicle shaft and the vehicle drive train element outside a gear change transmission, in particular in a transfer case of a vehicle drive train. Such a transfer case preferably has a single gear ratio between a drive and at least a first and second Output of the transfer case. In such a transfer case may be, for example, a transverse or longitudinal transfer case, the former is also called axle differential, while the latter is also called all-wheel transfer case. By the proposed connecting device here is the drive of the transfer case of the first and / or second output of

Transfer case can be coupled and uncoupled. The invention is therefore preferably a connection device of a transfer case or, in other words, a transfer case connecting device.

Preferably, the connecting device has a housing, within which the vehicle shaft is rotatably mounted and optionally fixed in the axial direction. In this case, the engagement means are stationary with respect to the housing when engaging in the shift groove. Thus, the sliding sleeve is rotatable and axially movable with respect to the engagement means and the housing, whereby the sliding sleeve is moved axially in the first or second position upon engagement of the engagement means in the shift groove and a simultaneous rotation of the sliding sleeve by the curve shape of the shift groove. The housing may in particular be a

Transfer case act.

In a preferred embodiment of the connecting device according to the invention the engagement means are switchable with the respective associated shift groove in engagement and disengageable. As a result, the vehicle shaft with the vehicle drive train element is coupled or decoupled only when needed, especially when the engagement means with the shift groove are engaged. In this case, the engagement means are preferably mechanically, for example by spring means or manual switch, or hydraulically, for example by hydraulic piston, or pneumatically, for example by pneumatic piston, or electromagnetically, for example by electric motor, traction or pressure electromagnet, with respect to the shift groove and / or extendable, that is in or out of engagement with this brought. Here, different operating principles can be used for retracting and extending, for example, the extension can be done mechanically by spring medium / storage and the retraction electromagnetically, or the other way round. If the retraction or extension by spring means, ie by a relaxation the spring means, a switchable holding device is preferably present, which holds the engagement means in the position without energy expenditure, in which the

Spring means are stretched. For example, the holding device is designed as a ball trap device. When the holding device is released, the engagement means are then extended or retracted by the relaxation of the spring means. For mechanical retraction of the engagement means, the sliding sleeve may generally also have a cam, which automatically engages the engagement means after a

predetermined rotational distance from the shift groove and moved over a normal outer diameter of the sliding sleeve away, i. disengages.

The engagement means are particularly switchable, i. by triggering retractable and extendable, for engaging in the shift groove means such as

for example, one or more shift fingers or pins to selectively bring the engagement means into or out of engagement with the shift groove. Optionally, the means have at least one in the extended state applied to the shift groove roller, for reducing friction between the shift groove and the engagement means. Alternatively, the means may also comprise at least one sliding block.

Preferably, the adjusting means comprise a sensor to determine whether the engagement means with the respective shift groove are engaged or disengaged. In the case of an electromagnetic extension or retraction of the engagement means by means of a coil and a movable armature, in particular the sensor system can be designed such that it evaluates the position of the armature with respect to the coil and derives therefrom the state (retracted or extended) of the engagement means. Alternatively or additionally, the sensors on the engaging means and a donor element, for example, a permanent magnet, provide, the position of which is detected by a sensor element, such as a Hall sensor or a reed relay, which is also determined whether the engagement means off or retracted.

In one embodiment of the invention, the adjusting means provide at least a first and a second shift groove on the sliding sleeve, which in particular have an opposite cam profile, wherein the first shift groove causes a movement of the sliding sleeve in the first position and the second

Shift groove causes movement of the sliding sleeve in the second position, provided that the engagement means engages in the respective shift groove. In other words, the forward movement of the sliding sleeve from a start position, which may be the first or second position, to the target position, which is then the other of the first or second position, by engagement of the engagement means takes place in one of the two Schaltnuten. And the return movement of the sliding sleeve from this target position to the starting position then takes place by engagement of the engagement means in the other of the two Schaltnuten. For this purpose, the engagement means may in particular comprise at least two means for engaging in the switching grooves, for example a respective shifting finger or pin, one of which is associated with one of the switching grooves, i. can only intervene in this associated shift groove. The outward and return movement can be adjusted by the shape of the respective shift groove precisely and independently and cause, for example, a smooth coupling or decoupling.

In one embodiment of the invention, the shift groove or the shift grooves on at least one end portion which causes the shift groove (s) leak into an outer surface of the sliding sleeve, in particular to a level of

Outside diameter of the sliding sleeve. This has the advantage that the engagement means after reaching the desired position of the sliding sleeve need not be deliberately led out of the shift groove, but are automatically moved back by the leakage of the groove in the starting position.

It is a further advantageous embodiment of the invention that the engagement means on opposite, radial sides of the at least one

Sliding sleeve are arranged. By an opposite placement of engagement means around the sliding sleeve around tilting or tilting of the sliding sleeve is prevented when performing the axial displacement.

In a further development of the connecting device, the sliding sleeve on a detent, which the sliding sleeve in the first and / or in the second Position locked. Conveniently, the detent is in this case in the form of at least one spring-loaded ball, which is placed in an associated recess of the first vehicle shaft and in the first position and / or the second position of the sliding sleeve with in these positions opposite her

Locking grooves cooperates on the sliding sleeve. The detent significantly reduces the risk of unintentional remigration of the sliding sleeve from the respective position into which it has been deliberately guided via the adjusting means. A ball detent can be integrated with little effort and space saving between the first vehicle shaft and the sliding sleeve. In addition, according to the spring load of the at least one ball, the respective force for holding the sliding sleeve can be defined in the desired position.

A development provides that the sliding sleeve itself friction or positive connection means, which are rotatably connected to the Fahrzeugantriebs- strangelement be brought into connection so that they directly rotatably couple the vehicle shaft with the vehicle drive train element in the second position of the sliding sleeve. In particular, the connecting means may be embodied as one or more friction linings on the sliding sleeve, which frictionally cooperate with one or more corresponding surfaces of the vehicle driveline element in the second position, or they may be embodied as one or more claws or serrations on the sliding sleeve, which engage with corresponding ones complementary claws or teeth on the

Vehicle drive train element interact positively in the second position. Further extra connection means between the vehicle shaft and the vehicle drive train element, such as an extra clutch, are therefore not required, whereby the component requirement is low. The torque transmission takes place in this case, ie without extra connecting means, directly over the sliding sleeve. Thus, the transmitted from the vehicle shaft to the vehicle drive train element torque is forwarded directly through the sliding sleeve. Alternatively, it is provided that the sliding sleeve act axially on frictional or positive connection means which couple the vehicle shaft in the second position of the sliding sleeve with the vehicle drive train element. Accordingly, the rotational coupling is not done directly by the sliding sleeve itself, but indirectly by the extra connecting means, such as an extra clutch, which are actuated by the sliding sleeve axially in the displacement from the first to the second position. These connecting means can also be designed, for example, as a form-locking dog clutch or a frictional disc clutch. It can also be provided that the sliding sleeve acts on the connecting means via one or more spring elements, such as disc springs or coil springs. In other words, one or more spring element are arranged between the sliding sleeve and connecting means, via which the sliding sleeve acts on the connecting means. Thus, an operating force of the sliding sleeve does not transfer directly to the

Connecting means, whereby a gentle coupling or decoupling of the vehicle shaft can take place with or from the vehicle drive train element. The torque transmission takes place in this case, i. with extra lanyard, exclusively or at least for the most part, via these extra lanyards. This means that the transmitted from the vehicle shaft to the vehicle drive train element torque is not or only slightly forwarded through the sliding sleeve, which accordingly can be made less robust and possibly smaller.

In both cases, the connecting means may also be designed in a form-fitting manner with a frictional synchronization.

In the following, the invention will be explained in more detail with reference to examples and drawings, from which further advantageous embodiments and features of the invention can be taken. Each show in a schematic representation,

Fig. 1 is a plan view of a vehicle drive train; Fig. 2 is a longitudinal section of the connecting device according to a

first embodiment of the invention;

Fig. 3 is a plan view of a sliding sleeve and associated adjusting means of the connecting device of Fig. 2;

4 shows a side view of the sliding sleeve and the adjusting means of FIG.

2 illustrated connecting device;

Fig. 5 is a longitudinal section of the connecting device according to a

another, second embodiment of the invention; and

Fig. 6 is a longitudinal section of the invention

Connecting device according to a third

Embodiment.

In the figures, identical or functionally identical components are the same

Provided with reference numerals.

The four-wheel drive train exemplified in FIG. 1, also called 4WD drive train, has a drive motor 1, for example an internal combustion engine, an electric motor or an internal combustion engine / electric motor hybrid drive. On the output side of the drive motor 1, a conventional change-speed gearbox 2, for example, a manual or automated manual transmission in countershaft design, connects. Not shown here is that, in terms of drive technology, between the drive motor 1 and the change-speed gearbox 2, a disconnect clutch, i. Starting clutch, can be located. Drive motor 1 and change-speed gearbox 2 are designed here in front-longitudinal arrangement, other arrangements are however also conceivable, for example, a front-transverse arrangement or a mid-motor assembly.

Within the change-speed gearbox 2, one of a plurality of gear ratios is generally engaged depending on the driving situation in order to increase or decrease a torque provided by the drive motor 1. Flanged directly to the change-speed gearbox 2 and outside of the change-speed gearbox 2, the drive train has a first transfer case 3, in detail a longitudinal transfer case, which distributes the output torque of the change-speed gearbox 2 to a front axle 4 and a rear axle 5 (corresponding to the illustrated arrows). The first transfer case 3 may in this case have at least one of the connecting devices according to the invention integrated in order to connect or disconnect the front axle 3 and / or the rear axle 4 from the transfer case 3. As a result, optionally no torque can be transmitted to the respective axle 4, 5 or a maximum possible torque, or, by a slipping operation of the connecting device, a predetermined limited torque.

Alternatively or additionally, between the first transfer case 3 and the front and / or rear axle 4, 5 one or more of

Be arranged connecting devices through which the respective axes 4, 5 with the transfer case 3 and can be coupled - exemplary installation locations for this are marked with the reference symbol Y.

Starting from the first transfer case 3, the torque assigned to the front axle 4 is transferred to a second transfer case 6, here a transverse transfer case of the front axle 4, where it is in turn distributed to a right and left wheel drive shaft 7 and from there to a right or left vehicle wheel 8 becomes (according to the illustrated arrows). Analogous to the front axle 3, the torque is also transmitted to vehicle wheels 8 of the rear axle 5, which has a third transfer case 9 for this purpose.

In particular, when the second and / or third transfer case 6, 9 are designed as limited slip differential or torque vectoring differential gear, these may have at least one of the connecting devices according to the invention integrated to regulate the torque transmission to the respective right and / or left wheel 8 or in order to connect or disconnect the respective wheel 8 completely in terms of drive technology from the remaining vehicle drive train. Alternatively or additionally, one or more of the connecting devices can also be arranged between one of the vehicle wheels 8 and the associated transfer case 6, Be arranged on or in the corresponding wheel drive shaft 7 - exemplary installation locations for this purpose are marked with the reference numeral X.

The powertrain shown here is to be seen by way of example and not by way of limitation for the invention. It will be understood by those skilled in the art that the powertrain may also be configured so that only the front or rear axles 4, 5 can be driven by the drive motor 1, i. that it can only be a so-called 2WD drivetrain. The use of the connecting device according to the invention is not limited to multi-lane vehicles, but can also be used in single-track vehicles, such as a motorcycle, a scooter or the like. The vehicle may also have more than two driven axles and be designed, for example, as a 6x6 or 8x8 driveline, i. Have 3 or 4 drivable axes.

From Fig. 2 is a longitudinal section of a connecting device according to a first embodiment of the invention can be seen. This includes a sliding sleeve 10, which is rotatably on a driving gear 1 1 and arranged axially displaceably on a first vehicle shaft 12 and which is placed in the axial direction adjacent to a running as a second vehicle shaft 13 Fahrzeugantriebs- strand element. This second vehicle shaft 13 is rotatable relative to the first vehicle shaft 12. On one, the sliding sleeve 10 side facing the second vehicle shaft 13 has a toothing 14 which is designed to correspond to a toothing 15 on the sliding sleeve 10. In this case, the teeth 14, 15 each have mutually facing tooth flanks and are designed according to a claw coupling known to those skilled in the art. The teeth 14, 15 in this case form connecting means 26 for rotational coupling of the first and second vehicle shaft 12, 13. However, it is also conceivable to form a locking synchronization by an appropriate design of the sliding sleeve 10 and the second vehicle shaft 13, and by interposing one or more synchronizer rings , On its outer circumference, ie the outer diameter, the sliding sleeve 10 further has a first and a second shift groove 1 6, 17, which, as can be seen in particular from the plan view of Fig. 3, have a characteristic curve-shaped in the axial direction. In addition, on each of the opposite, radial sides of the sliding sleeve 10 engaging means 18, here exemplified switching pin pairs 18a, 18b and 18c, 18d provided at a

Actuation with a suitable means 19, for example a bolt, switching pin or shift finger, in which each associated first or second shift groove 1 6 or 17 engage. Engagement means 18 and switching grooves 1 6, 17 in this case form the movement means used for the sliding sleeve 10 actuating means of the connecting device.

As can be seen, in particular, from the side view of FIG. 4, the engagement means 18a to 18d are each placed in a stationary manner in a housing 20, so that during an engagement movement of the respective engagement means 18a to 18d in the respective

associated first or second shift groove 16 or 17 due to the axially variable course of these shift grooves 16, 17, a corresponding axial displacement of the sliding sleeve 10 on the first vehicle shaft 12 is caused. In this case, in a corresponding direction of rotation of the first vehicle shaft 12 and thus also the sliding sleeve 10 by the one pair of engagement means 18a and 18c with the first shift groove 1 6 an axial movement of the sliding sleeve 10 from the first position in which the vehicle shafts 12, 13 is not rotationally coupled are, in the direction of the second vehicle shaft 13, ie in the second position, in which the two vehicle shafts 12, 13 are coupled causes. And by the other pair of engaging means 18b, 18d, a second movement of the second vehicle shaft 13 directed backward movement of the sliding sleeve 10 is effected with the second shift groove 17, whereby the sliding sleeve is guided from the second position back to the first position. The

Engagement pairs 18a, 18c and 18b, 18d are preferably, but not necessarily, respectively placed on opposite, radial sides of the sliding sleeve 10, as can be seen from FIG. 4 with reference to the pair of engagement means 18a, 18c

Tilting the sliding sleeve 10 is prevented during axial movement.

The Eingriffsmitteil 8a to 18d are designed in particular as electromagnetically actuated components that are in power supply for a retraction or extension the respective means 19 provide. However, it will be clear to the person skilled in the art that the engagement means 18a to 18d can just as well be embodied as mechanically, hydraulically or pneumatically actuatable components.

In Fig. 2, the sliding sleeve 10 is shown in the second position in which it is on the teeth 15 with the teeth 14 of the vehicle shaft 13 is engaged. In this position, the vehicle shafts 12, 13 are thus rotatably coupled together via the sliding sleeve 10. To move the sliding sleeve 10 now from this second position to the first position in which the teeth 14, 15 are no longer engaged and the second vehicle shaft 13 is thus rotatable relative to the first vehicle shaft 12 (rotationally coupled), only the engagement means 18b, 18d are electrically controlled, whereupon the respective means 19 engage in the associated switching groove 17. Due to the axial course of the shift groove 17 and the common rotation of the sliding sleeve 10 with the first vehicle shaft 12, the sliding sleeve 10 is then moved away in the axial direction of the second vehicle shaft 13. Upon reaching the first position, the means 19 are retracted, whereby the engagement means 18b, 18d are disengaged from the shift groove 17. This is realized here by the switching grooves 1 6, 17 are executed in the direction of rotation in respective end regions, which can expire the Schaltnuten 1 6, 17 in an externa ßere surface of the sliding sleeve 10, ie. to a level of the outer diameter of the sliding sleeve 10, as can be seen in Fig. 4. Thus, the means 19 of the engagement means 18a, 18c automatically pushed out of the shift groove 1 6. The shift groove 17 is analogous to the shift groove 1 6 executed with such an end. In particular, this end portion of each switching groove 1 6, 17 connect a cam, which the means 19 on the normal level of the outer surface or the

Outside diameter of the sliding sleeve 10 lifts.

Thus, since the respective engagement means 18a, 18c and 18b, 18d are no longer in contact with the switching grooves 16, 17 after reaching the desired position of the sliding sleeve 10, undesired axial movements of the sliding sleeve 10 may occur between the sliding sleeve 10 and the first vehicle shaft 12, a detent 21 is provided. This consists of a spring-loaded ball 22, which is placed in a recess 23 of the first vehicle shaft 12 and in each case in the first and second positions of the sliding sleeve 10 with their respective opposite locking grooves 24, 25 at one

Inner diameter of the sliding sleeve 10 cooperates. According to the

Spring load of the ball 22, the sliding sleeve 1 0 is thereby locked by the ball 22 in the respective position. Now, if a change from one position to the other position of the sliding sleeve causes, the ball 22 is in the

Recess 23 back-pressed until it comes into coincidence with the other of the locking grooves 24 and 25 on the sliding sleeve 10 and engages there.

Fig. 5 illustrates the connecting device according to a second

Embodiment of the invention. In contrast to the variant shown in FIG. 1, the sliding sleeve 10 in the second position does not directly engage the vehicle drive train element here as the second vehicle shaft 13 with the first vehicle shaft 12, but actuates extra connecting means 26, here by way of example in the form of a dog clutch with a synchronization executed, which then rotatably couple the second vehicle shaft 13 with the first vehicle shaft 12 at a displacement of the sliding sleeve 10 in the second position. In the case shown, the connecting means 26 have an axially on the first vehicle shaft 12 rotatably and slidably disposed connecting sleeve with claws and a synchronization, which are pressed at a displacement of the sliding sleeve in the second position in the direction and against corresponding claws of the second vehicle shaft 13, thereby the rotational movements of the vehicle shafts 12, 13 are first synchronized and these then come into positive engagement with each other. In order to represent the optionally necessary contact force and for a smooth coupling of the vehicle shafts 12, 13, 26 one or more spring elements 27, here exemplified as disc springs, placed between the sliding sleeve 10 and the connecting means, which, after a bias by the movement the sliding sleeve 10 in the switching position steadily transmits a contact pressure on the connecting means 26. The sliding sleeve 10 thus does not directly engage the first vehicle shaft 12 itself with the second one in this case

Vehicle shaft 13, but indirectly via the connecting means 26. The actual Torque transmission between the vehicle shafts 12, 13 takes place accordingly exclusively or at least for the most part via the connecting means 26.

FIG. 6 shows a further, third embodiment of the invention. In contrast to the previous variant of Fig. 5, the connecting means 26 for coupling the first and second vehicle shaft 12, 13 in this case as

Lamella coupling formed, the outer plate 28 with the second

Vehicle shaft 13 and the inner plate 29 are rotatably connected to the first vehicle shaft 12. The sliding sleeve 10 presses in the movement into the second position via the intermediate spring element 27 the

Multi-plate clutch 26, ie this is closed. Thus, even in this case, there is no direct coupling of the first and second vehicle shafts 12, 13 via the sliding sleeve 10.

reference numeral

drive motor

Gear shift transmission

Transfer Case

Front

rear axle

Transfer Case

wheel drive shaft

wheel

Transfer Case

sliding sleeve

engaging gears

vehicle wave

gearing

switching groove

, 18a, .. .., d engaging means

medium

casing

detent

Bullet

recess

locking groove

connecting means

spring element

outer disk

inner disk

Y installation location

Claims

claims

1 . Connecting device of a vehicle drive train, outside of a change-speed gearbox (2), for rotational coupling of a vehicle shaft (12) with a relatively rotatable vehicle drive train element (13), in particular a second vehicle shaft (13) or a housing (20) comprising

a sliding sleeve (10) rotatably and axially slidably disposed (12) between at least first and second positions on the vehicle shaft (12), the sliding sleeve (10) in the first position rotationally decoupling the vehicle shaft (12) from the vehicle driveline element (13, 20) causes and in the second position causes their rotational coupling, and having

Adjusting means (1 6, 17, 18) for displacing the sliding sleeve (10) between the first and second position, with at least one switching groove (16, 17) along a circumference of the sliding sleeve (10) and engagement means (18) for engaging in the switching groove (1 6, 17), characterized in that the sliding sleeve (10) with respect to the

Engagement means (18) is rotatable and axially movable and the shift groove (1 6, 17) is designed in the form of a control cam, so that upon engagement of the engagement means (18) in the shift groove (1 6, 17) and upon rotation of the sliding sleeve ( 10) with respect to the engagement means (18) the sliding sleeve (10) by the shift groove (1 6, 17) is moved axially between the first and second position.

2. Connecting device according to claim 1, wherein the engagement means (18) switchable with the shift groove (16, 17) are engageable and disengageable.

3. Connecting device according to claim 2, wherein the engagement means (18) mechanically, electromagnetically, hydraulically or pneumatically with respect to the shift groove (1 6, 17) are designed and / or extendable.

4. Connecting device according to claim 2 or 3, wherein the adjusting means (16, 17, 18) comprise a sensor for determining whether the engagement means (18) with the shift groove (1 6, 17) are engaged or disengaged.

5. Connecting device according to one of claims 1 to 4, wherein the adjusting means (1 6, 17, 18) have a first and second shift groove (1 6, 17) on the sliding sleeve (10), in particular have an opposite curve, wherein the sliding sleeve (10) is moved to the second position by the first switching groove (16) when the engaging means (18a, 18c) are engaged therein, and the sliding sleeve is engaged by the second switching groove (17) when engaging therein

Engagement means (18b, 18c) is moved to the first position.

6. Connecting device according to one of claims 1 to 5, wherein the shift groove (1 6, 17) has an end portion which causes the shift groove (1 6, 17) to leak into an outer surface of the sliding sleeve (10).

7. Connecting device according to one of the preceding claims, wherein the sliding sleeve (10) has a detent (21) which locks the sliding sleeve (10) in the first and / or second position.

8. Connecting device according to claim 7, wherein the detent (21) in the form of a spring-loaded ball (22) is formed, which is placed in an associated recess of the vehicle shaft (12) and in the first position and / or in the second position of the sliding sleeve (10) cooperates with respective locking grooves (24, 25) of the sliding sleeve (10).

9. Connecting device according to one of the preceding claims, wherein the sliding sleeve (10) self-friction or positive connection means (15, 26) which couple the vehicle shaft (12) with the vehicle drive train element (13) in the second position of the sliding sleeve (10) or wherein the sliding sleeve (10) acts axially on friction or positive connection means (26) which couple the vehicle shaft (12) to the vehicle drive train element (13) in the second position of the sliding sleeve (10).

10. Connecting device according to claim 9, wherein the sliding sleeve (10) via at least one spring element (27) acts on the connecting means (26).

1 1. Transfer case (3, 6, 9) of a vehicle drive train, in particular transverse or Längsverteilergetriebe, characterized by a connecting device according to one of the preceding claims.