Asymmetrical, active axle transmission
The invention relates to an asymmetrical, active axle transmission with an epicyclic gear system, which is arranged concentrically to a side shaft ( 7 ) and has a planet carrier ( 17 ). To achieve an active yaw function, the planet carrier ( 17 ) or the central wheel ( 13 ) can be braked. Conventional asymmetrical active yaw gears use in this connection two separate brake clutches. This enlarges the construction space and increases the manufacturing costs which the invention avoids in that the planet carrier ( 17 ) is part of a first brake coupling ( 5 ) and that a second brake clutch ( 9 ) for braking the side shaft ( 7 ) as well as the first brake clutch ( 5 ) use a common abutment lamella ( 19 ).
1. An asymmetrical, active axle gear for cooperating with a differential ( 23 ) arranged in a differential housing ( 2 ), comprising
a transmission case
a side shaft ( 7 ) arranged in said transmission case, which is able to transfer a drive torque provided by said differential ( 23 ) to an output drive,
a shiftable epicyclic gear system ( 10 ) arranged in said transmission case having a planet carrier ( 17 ) with planet wheels which are provided with an external tooth system and are meshed with a second central wheel ( 12 ) connected torque proof with said side shaft ( 7 ), a third central wheel ( 13 ) which, can be braked relative to said transmission case, over a second brake clutch ( 5 ) which can be shifted via an actuator and a first central wheel coupled with said differential housing ( 2 ),
wherein said planet carrier ( 17 ) can be indirectly or directly braked relative to said transmission case over a first brake clutch ( 5 ) which can be shifted via an actuator, characterized in that
said planet carrier ( 17 ) is arranged between an abutment lamella ( 18 ) and a first brake lamella ( 22 ) which is arranged axially moveable relative to said abutment lamella ( 18 ), wherein said first brake clutch ( 5 ) by applying an operative force is capable of reducing the distance between said abutment lamella ( 18 ) and said first brake lamella ( 22 ) to generate a brake force.
2. The asymmetrical, active axle transmission according to claim 1 , characterized in that said transmission case is an axle housing ( 1 ) of a vehicle in which said differential ( 2 ) is arranged.
3. The asymmetrical, active axle transmission according to claim 1 , characterized in that said transmission case is a separate case from said axle housing ( 1 ) of a vehicle, wherein said first central wheel is connected with said differential housing ( 2 ) over a torque proof connection.
4. The asymmetrical, active axle transmission according to claim 1 , characterized in that said third central wheel ( 13 ) is supported axially movable and extends with a friction area between said abutment lamella ( 18 ) and a second brake lamella ( 19 ), axially moveable relative to said support lamella ( 18 ), wherein said second brake clutch ( 9 ) by applying an operative force is capable of reducing the distance between said abutment lamella ( 18 ) and said second brake lamella ( 19 ) to generate a brake force.
5. The asymmetrical, active axle transmission according to claim 1 , characterized in that said abutment lamella ( 18 ) is axially supported in said transmission case.
6. The asymmetrical, active axle transmission according to claim 1 or claim 4 , characterized in that said breakable third central wheel ( 13 ) has a hollow cylindrical first region and a second region adjacent to the first region extending flange-like outwardly, wherein said first region is formed as a toothed gear wheel with implemented side shaft ( 7 ) and said second region has said friction region.
7. The asymmetrical, active axle transmission according to claim 6 or claim 4 or claim 1 , characterized in that said brakable third central wheel ( 13 ) is held load-centered by the planet wheels.
8. The asymmetrical, active axle transmission according to claim 1 or claim 4 , characterized in that between said brakable third central wheel ( 13 ) and said side shaft ( 7 ) an additional radial bearing is arranged.
9. The asymmetrical, active axle transmission according to claim 1 , characterized in that said first tooth system ( 14 ) and said second tooth system ( 15 ) have an identical number of teeth and an identical diameter, wherein said central wheel ( 12 ) coupled with said side shaft ( 7 ) and said central wheel ( 11 ) coupled with said differential housing ( 2 ) have a different number of teeth with the same diameter and the engagement is realized via a profile offset.
10. The asymmetrical, active axle transmission according to the preceding claim, characterized in that said central wheel ( 12 ) coupled with said side shaft ( 7 ) has less teeth than the central wheel ( 11 ) coupled with said differential housing ( 2 ).
11. The asymmetrical, active axle transmission according to claim 10 , characterized in that said central wheel ( 12 ) coupled with said side shaft ( 7 ) has more teeth than said central wheel ( 11 ) coupled with said differential housing ( 2 ).
12. The asymmetrical, active axle transmission according to claim 10 or claim 11 , characterized in that said planet carrier ( 17 ) is held load-centered by said first central wheel ( 11 ) and said second central wheel ( 12 ).
13. The asymmetrical, active axle transmission according to claim 12 or claim 11 , characterized in that the tooth system of said central wheel ( 12 ) coupled with said side shaft ( 7 ) and said central wheel ( 11 ) coupled with said differential housing ( 2 ) are selected such that in response to the activity “braking effect on said planet carrier ( 17 ) or on said third central wheel ( 13 )” a gear transmission ratio error between −10% and 10% occurs.