Drive arrangement for an axle of a vehicle

Abstract

The invention relates to a drive arrangement for an axle (VA) of a two-track vehicle with an electric machine (EM), which is output via an axle differential (3) to driven axles (7, 9), which lead to the wheels (5), wherein one of the driven axles (9) is divided into a wheel-side axle section (17) and an electric machine-side axle section (19), the two axle sections can be coupled to one another in a torque-proof manner by means of a form-locking coupling (21) for driving connection of the electric machine (EM) to the wheels (5) in a driving operation, or the two axle sections can be decoupled from one another for avoiding drag losses when the electric machine (EM) is deactivated in a driving operation.

Description

Technical Field

[0001] The present invention relates to a drive device for an axle of a vehicle with two wheel tracks as described in the preamble of claim 1, and a method for operating such a drive device as described in claim 10. Background Technology

[0002] In this type of all-wheel-drive vehicle with an electric drive system, the front and rear axles each have at least one motor independently. Depending on the driving operation, for example, the front axle motor may not be energized and only the rear axle motor may be energized, thus driving the vehicle only from the rear axle. This improves overall efficiency and increases driving range. However, in this purely rear-axle operation, frictional losses occur due to the dragged, deactivated front axle drive unit.

[0003] An operating device for a claw coupling is known from patent document DE 20 2015 000 397 U1. A method for operating a powertrain system of a motor vehicle is known from patent document EP 2 409 873 B1. Summary of the Invention

[0004] The object of the present invention is to provide a drive device for an axle of an electrically operated vehicle, and a method for operating such a drive device, wherein drag loss can be reduced in an inactive motor during driving operation.

[0005] This objective is achieved by the features described in claim 1 or 10. Preferred improvements of the invention are disclosed in the dependent claims.

[0006] According to the invention, the motor outputs power to the driven shaft via the axle differential, and the driven shaft leads to the wheels. One of the driven shafts is divided into a wheel-side axle section and a motor-side axle section. The two axle sections can be connected to each other in a transmission manner by means of a form-locking coupling for driving the motor to the wheels during operation. Alternatively, the two axle sections can be separated during operation to avoid drag losses when the motor is deactivated. According to the invention, the form-locking coupling is implemented as a sleeve, which is arranged on the mating teeth of the first of the two axle sections, non-rotatable but axially movable. The sleeve can move between a coupling-disengaged state and a coupling-engaged state by means of a first adjusting force generated by an actuator. In the coupling-disengaged state, the sleeve is disconnected from the second axle section by the form-locking connection. Conversely, in the coupling-engaged state, the sleeve is form-locked to the second axle section. The actuator and actuator controller are electrically connected. When there is a need for coupling engagement, the coordinator controls the actuator with an engagement signal to engage the form-locked coupling. Conversely, when there is no need for coupling engagement, the coordinator controls the actuator with a disengagement signal to disengage the form-locked coupling.

[0007] In the main controller above the coordinator, especially in the driving power regulator, the presence or absence of coupling engagement requirement is determined based on the current driving operating parameters. According to the invention, the main controller is not directly connected to the actuator signals, but rather connected to the actuator signals through an intermediate coordinator.

[0008] The coordinator can be implemented as a microcontroller and / or has localized, decentralized decision-making autonomy in the event of functional failures during connection or disconnection, thereby enabling faster fault resolution compared to existing technologies.

[0009] The core concept of this invention lies in the coordinator's signal connection to the motor. Before the engagement or disengagement process, the coordinator manipulates the motor in such a way that, during the engagement or disengagement process, the locking coupling is operated with essentially no load and free of load.

[0010] In a specific implementation variant, synchronization can be achieved prior to the coupling process using an actuator controller. During synchronization, the coordinator manipulates the motor to ensure that there is essentially synchronization between the wheel-side axle section and the motor-side axle section. Once synchronization is achieved, the coordinator generates an engagement signal to initiate the coupling process.

[0011] Furthermore, the coordinator can perform torque zeroing before the disengagement process begins. During torque zeroing, the coordinator manipulates the motor such that most of the torque is released, especially no torque, while the form-locked coupling is still engaged. Without this torque zeroing, the still-engaged form-locked coupling may be subjected to drag torque loading when the motor deactivates. A problem with excessive drag torque (without torque zeroing) is that the adjustment force applied by the actuator may be insufficient to disengage the form-locked coupling.

[0012] In terms of reliable connection and disconnection processes, it is preferable that the coordinator continuously monitors the wheel speed (i.e., driven speed) and motor speed during synchronization or during torque zeroing.

[0013] To further improve process reliability during coupling operation, it is preferable to assign a position sensor to the coordinator. The position sensor allows the actual position of the coupling sleeve to be acquired. After the coupling or disengagement process is completed, a reliability check can be performed in the actuator controller, where the reliability of the actual position of the coupling sleeve acquired by the position sensor is checked. During the reliability check, it is verified whether the actual position of the coupling sleeve matches the disengaged or mated position of the coupling sleeve stored in the coordinator. If they match, the disengagement or coupling process can be considered correct.

[0014] In the context of high encapsulation density in the axle area, a compact solution that reduces structural space by integrating the form-locking coupling with the actuator is crucial. In this context, an actuator sleeve can be assigned to the actuator, arranged on the outer periphery of a cylindrical engagement sleeve. To decouple from the rotation of the engagement sleeve during operation, the actuator sleeve can be supported on the outer periphery of the engagement sleeve by at least one rolling bearing; specifically, the axial adjustment force generated by the actuator is transmitted to the engagement sleeve through the rotationally decoupled actuator sleeve and the rolling bearing.

[0015] In one implementation variation, in order to transmit the adjusting force, not only can the outer ring of the rolling bearing be connected to the actuator sleeve in a manner that transmits the adjusting force, but the inner ring of the rolling bearing can also be connected to the coupling sleeve in a manner that transmits the adjusting force.

[0016] The aforementioned actuator sleeve can be adjusted between a disengaged position and an engaged position by means of the actuator, in which the locking coupling is disengaged. For this purpose, the actuator can work in conjunction with the actuator sleeve via a transmission stage. In a solution that favors structural space, the transmission stage can have external teeth on the outer periphery of the cylindrical engaging sleeve. In the external teeth, the teeth are axially spaced and mesh with gears on the actuator shaft of a motor, which forms the actuator.

[0017] Preferably, the locking coupling is implemented as a claw coupling, wherein the engaging sleeve and the second shaft section have wheel-side switching claws and axle-side switching claws facing each other axially upwards. The cylindrical outer periphery of the engaging sleeve can transition into a larger diameter switching claw while forming an inner corner region. This allows for the arrangement of an actuator sleeve within the resulting inner corner region, which is advantageous in terms of structural space.

[0018] In the connection process (i.e., engagement process) of the aforementioned claw coupling, the wheel-side switching claw and the axle-side switching claw are positioned relative to each other in an axial tooth-to-tooth / backlash manner, thereby achieving a smooth form-locking engagement. More likely, conversely, during the engagement process, the switching claws initially abut against each other in a tooth-to-tooth manner. According to the invention, from the point of tooth-to-tooth contact, the actuator sleeve continues to be adjusted into its engagement position, specifically, by means of the overload spring tensioning the wheel-side and axle-side switching claws by generating the spring force of the overload spring axially output to the switching claws. Once the switching claws are positioned in a tooth-to-backlash relative position by a small relative angular rotation of the two coupling halves, the wheel-side and axle-side switching claws can be form-locked together with the spring force released.

[0019] In one technical implementation, the wheel-side switching pawl can be constructed on a retainer ring, which is arranged on the wheel-side axle section in a manner that prevents relative rotation and allows axial movement via interlocking teeth. The retainer ring can abut against the axial stop of the wheel-side axle section on its axially opposite side via the aforementioned overload spring. Therefore, if the wheel-side switching pawl and the axle-side switching pawl are brought into contact with each other in a tooth-to-tooth manner during the engagement process of the claw coupling, the actuator sleeve, together with the engagement sleeve, is adjusted to the engagement position, thereby causing the retainer ring to adjust its compensation stroke on the wheel-side axle section under the spring force generated by the engagement sleeve. Once a tooth-to-tooth gap appears due to a relatively small angle rotation of the two coupling halves, a form-locked connection is achieved, in which the wheel-side retainer ring is form-locked with the axle-side switching pawl when the aforementioned compensation stroke is consumed and when the spring force is released. Attached Figure Description

[0020] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0021] in:

[0022] Figure 1 A rough schematic diagram of an electrically operated motor vehicle is shown, with the axle prominently depicted in a sketch from above;

[0023] Figure 2 A drive unit for the front axle of a vehicle is shown;

[0024] Figure 3An embodiment of the claw coupling in the disengaged state is shown in a partial view;

[0025] Figure 4 and Figure 5 The following diagrams illustrate the disengagement process ( Figure 4 ) and connection process ( Figure 5 (line drawing) Detailed Implementation

[0026] exist Figure 1 The diagram illustrates an electrically operated motor vehicle having an electrically driven front axle VA and an electrically driven rear axle HA. The front axle VA is equipped with exactly one motor EM, which outputs power via a front axle differential 3 to drive shafts 7 and 9 on the left and right sides, respectively, leading to the right and left front wheels 5. The rear axle HA has a drive system in which, unlike the front axle VA, each of the rear wheels 15 is assigned a separate motor EM1 and EM2, which are connected to the drive shaft 11 of the rear axle HA via transmission stages U1 and U2.

[0027] For example, it is also possible to... Figure 2 and Figure 3 As obtained in the diagram, the right front drive shaft 9 is divided into a wheel-side axle section 17 and an axle-side axle section 19. These two axle sections can be connected by means of a claw coupling 21 for driving the motor EM to the wheel 5 during operation. Alternatively, axle sections 17 and 19 can be disengaged from each other to avoid dragging losses during operation and when the motor EM is deactivated.

[0028] Therefore, when the claw coupling 21 is disengaged, only the differential bevel gear 29 in the front axle differential 3 retains unloaded balanced movement during driving. Conversely, the rest of the drive unit (i.e., the transmission and motor) remains stationary, thus significantly reducing drag losses.

[0029] exist Figure 2 In this configuration, the motor EM of the front axle VA is connected to the external gear 25 on the input side of the front axle differential 3 via a countershaft 23. On the output side of the front axle differential 3, the axle bevel gear 27 is connected to the two drive shafts 7 and 9. The axle bevel gear 27, and consequently the toothed differential bevel gear 29, are positioned within the differential housing 31 of the axle differential 3.

[0030] Next, according to Figure 3 Describe the structure and working principle of the claw coupling 21. Figure 3 In this configuration, the axle bevel gear 27 extends through the axle section 19 on the axle side. A connecting shaft extending to the front wheel 5 is radially rotatably supported within the axle section 19 on the axle side, forming the wheel-side axle section 17. Figure 3In this configuration, the claw coupling 21 has an axle-side switching claw 33 and a wheel-side switching claw 35, which are form-locked together when the claw coupling 21 is engaged. Figure 3 In this configuration, the wheel-side switching claw 35 is a component of the engagement sleeve 37, which is arranged on the insertion teeth 39 of the wheel-side axle section 17 in a manner that prevents relative rotation but allows axial movement. The axle-side switching claw 33 is constructed on the support ring 41, which is supported on the axle-side axle section 19 in a manner that prevents relative rotation but allows axial movement via the insertion teeth 43. The support ring 41 is supported on its axially opposite side to the wheel-side axle section 17 by means of an overload spring 45 against the axial stop 47 of the axle-side axle section 19.

[0031] exist Figure 3 In this configuration, the engaging sleeve 37, axially movable on the axle section 17 on the axle side, can be operated by an actuator 49, which is implemented as an electric motor. The actuator 49 is connected to the actuator sleeve 53 in a transmission manner via a preferably self-locking transmission stage 51. The actuator sleeve is arranged on the cylindrical outer periphery 55 of the engaging sleeve. To decouple from the rotation of the engaging sleeve 37 during operation, the actuator sleeve 53 is supported on the cylindrical outer periphery 55 of the engaging sleeve by two rolling bearings (sliding bearings are also optional) 57, 59. Figure 3 In this configuration, the outer rings 61 of the rolling bearings 57 and 59 are pressed into the inner periphery of the actuator sleeve 53, meaning they are connected to the actuator sleeve 53 in a manner that transmits adjusting force. Furthermore, the inner rings 63 of the rolling bearings 57 and 59 are pressed against the outer periphery 55 of the coupling sleeve, meaning they are connected to the coupling sleeve 37 in a manner that transmits adjusting force. In this way, the axial adjusting force F generated by the actuator 49... S The actuator sleeve 53 is rotated and then transmitted to the engagement sleeve 37 via two rolling bearings 57 and 59.

[0032] The transmission stage 51 connected between actuator 49 and actuator sleeve 53 Figure 3 The actuator is formed by a drive gear 67 mounted on the actuator shaft, which meshes with an external tooth 69 on the outer peripheral side of the engagement sleeve 37. The external tooth 69 has teeth spaced apart from each other in the axial direction.

[0033] Next, according to Figure 3 Describes the connection process (i.e., engagement process) of the claw coupling 21, in which the wheel-side switching claw and the axle-side switching claws 33 and 35 have their teeth 58 aligned with the clearance 60 (as in...). Figure 3 As shown in the diagram, they are axially opposed to each other. In this case, actuator 49 is activated to cause actuator sleeve 53, together with its kinetically coupled engagement sleeve 37, to move from... Figure 3The wheel-side switching claw and the axle-side switching claw 33, 35 smoothly engage in the disengaged position shown in the figure.

[0034] It is possible that (in relation to) Figure 3 In the opposite case, during engagement, the wheel-side switching claws and axle-side switching claws 33 and 35 are not axially opposite each other with teeth 58 facing the gap 60, but rather oppositely, with teeth 58 facing each other. In this case, during engagement, the wheel-side switching claws and axle-side switching claws 33 and 35 first abut with teeth 58 facing each other. Only after achieving this teeth-to-teeth contact does the actuator sleeve 53, together with the engagement sleeve 37, continue to adjust the overload stroke Δh (in... Figure 3 (As shown in the diagram) it enters the engagement position, wherein, under the spring force forming the overload spring 45, the support ring 41 moves through the overload stroke Δh onto the axle section 19 on the axle side (in Figure 3 (From center to right). Once the tooth 56 faces the gap 60 by a relatively small angle rotation, the support ring 41 suddenly / impactively engages with the axle-side switching claw 33 of the engagement sleeve 37 in a locking manner, consuming the overload stroke Δh and releasing the spring force of the overload spring 45.

[0035] In order to connect (that is, when engaging the claw coupling 21), the motor EM is first energized, which in turn causes the movable part of the claw coupling 21 (that is, the wheel-side switching claw 35) to engage with the current wheel speed n. rad Synchronization. If near-synchronization is achieved, activate actuator 49 to engage claw coupling 21.

[0036] Next, according to Figure 4 Describe the detachment process and according to Figure 5 Describe the connection process. To understand it more simply... Figure 4 and Figure 5 The chart in the image shows the wheel rotation speed n in a way that is easy to interpret. rad and motor speed n EM The curve shown in the figure:

[0037] exist Figure 4 In the diagram, we assume a driving scenario where all motors EM, EM1, and EM2 are activated up to time t0, and not only the front axle VA but also the rear axle HA is engaged in the powertrain system. Figure 4 In the middle, the torque M of the front axle is transmitted through the motor EM. VA The front axle VA is driven, while the rear axle torque M (via motors EM1 and EM2) is... HA Drive the rear axle HA. Front and rear axle torque M VA and M HAThe sum and corresponding to the total torque M required by the driver via the driver's pedal ges Based on the current driving parameters, the main controller 70 will control M... ges Divided into front axle torque M VA and rear axle torque M HA .

[0038] exist Figure 4 In the main controller 70, such as the driving power regulator, a separation signal S is generated based on the current driving operating parameters. ab (Time t0). By generating the separation signal S ab Torque transfer begins, during which the front axle torque M is reduced. VA And simultaneously, the rear axle torque M HA Increasing the same value, specifically in the total torque M ges To avoid compromising driver comfort while maintaining overall stability, the coordinator 71 initiates torque zeroing. During torque zeroing, the front axle motor EM is slightly engaged for drive. This balances or eliminates the drag torque acting in the still-engaged claw coupling 21. In this way, the still-engaged claw coupling 21 is without torque or load. Once torque-free operation is achieved, the coordinator 71 generates a coupling disengagement signal S. auf (exist Figure 4 At time t2), the claw coupling 21 can be disengaged without load. At time t3, the speed n of the inactive motor will be reduced. EM Reduced to zero, while the wheel speed n rad It remains constant during the separation process.

[0039] Next, according to Figure 5 Describe the connection process: In Figure 5 In the diagram shown, we assume a driving situation where, up to time t0, only the rear axle HA with active rear axle motors EM1 and EM2 is engaged in the powertrain system, while the front axle VA with inactive motor EM (i.e., n) is engaged. EM =0) Disconnected from the powertrain system. Therefore, the wheel side axle section 17 is connected at wheel speed n rad Rotation, and the motor speed n EM The value is 0 at time t0. At time t0, the main controller 70 generates a docking signal S based on the current driving operation parameters. an This is used to connect the front axle VA to the powertrain system. Subsequently, synchronization Δt is performed. s In this process, the still disengaged motor EM is adjusted to synchronous speed to establish synchronization, for example, between the two shaft sections 17 and 19. Once synchronization is achieved, the coordinator 71 generates an engagement signal S. zuAt time t1, the claw coupling 21 engages without load, and the motor EM outputs drive torque to the powertrain system. At time t2, the actuator sleeve 53 reaches its corresponding engaged position.

[0040] For example, it is also possible to... Figure 3 As obtained in the above, a position sensor 77 is assigned to the actuator controller 71. The actual position of the coupling sleeve can be obtained by means of the position sensor 77. During the reliability check, the actual position of the coupling sleeve can be compared in the coordinator 71 with the coupling sleeve disengagement position or coupling sleeve mating position (stored in the coordinator 71).

[0041] After the connection process is completed, a reliability check is performed in the coordinator 71. In the reliability check, the actual position of the coupling sleeve obtained by means of the position sensor 77 is compared with the coupling sleeve docking position stored in the coordinator 71. If the actual position of the coupling sleeve matches the coupling sleeve docking position stored in the coordinator 71, a correct connection process has been established.

[0042] Similarly, after the disengagement process is completed, a reliability check is performed in the coordinator 71. In this reliability check, the actual position of the engagement sleeve obtained by means of the position sensor 77 is compared with the disengagement position of the engagement sleeve stored in the coordinator 71. If the actual position of the engagement sleeve matches the disengagement position of the engagement sleeve stored in the coordinator 71, a correct disengagement process has occurred.

[0043] List of reference numerals

[0044] 3 front axle differential

[0045] 5 front wheels

[0046] 7 and 9 front axle drive shafts

[0047] 11 rear axle drive shaft

[0048] 15 rear wheels

[0049] 17 Wheel side axle section

[0050] 19 Axle section on the side of the axle

[0051] 21-jaw coupling

[0052] 23 sub-shafts

[0053] 25 external gears

[0054] 27 Axle Bevel Gear

[0055] 29 Differential Bevel Gear

[0056] 31 Differential housing

[0057] 33 Axle Side Switching Claw

[0058] 35 wheel-side switching claw

[0059] 37 Joint Sleeve

[0060] 39 Connecting teeth

[0061] 41 rings

[0062] 43 Connecting teeth

[0063] 45 Overload Spring

[0064] 47 Axial stop section

[0065] 49 actuators

[0066] 51 transmission stages

[0067] 53 actuator sets

[0068] 54 inner corner area

[0069] 55 Cylindrical coupling sleeve outer periphery

[0070] 57 and 59 rolling bearings

[0071] 61 bearing outer ring

[0072] 63 bearing inner ring

[0073] 67 drive gears

[0074] 69 External teeth

[0075] 71 Coordinator

[0076] 73, 75 speed sensors

[0077] 77 position sensor

[0078] EM, EM1, EM2 motors

[0079] U1 and U2 transmission stages

[0080] Δh overload stroke

[0081] I separation position

[0082] II. Joint Position

[0083] M VA Front axle drive torque

[0084] M HA Rear axle drive torque

[0085] M ges Total drive torque

[0086] Δt S synchronous

[0087] n rad Wheel speed

[0088] n EM motor speed

[0089] S an docking signal of main controller 70

[0090] S ab Disconnect signal of main controller 70

[0091] S auf Separation signal of coordinator 71

[0092] S zu Coordinator 71 engagement signal

Claims

1. A drive device for an axle (VA) of a double-track vehicle, the drive device having an electric motor (EM) outputting to driven axles (7, 9) via an axle differential (3), the driven axles respectively connecting to wheels (5), wherein, One of the driven shafts (9) is divided into a wheel-side axle section (17) and a motor-side axle section. The wheel-side axle section and the motor-side axle section can be connected to each other by means of a form-locking coupling for driving the motor (EM) to the wheel during operation, or the wheel-side axle section and the motor-side axle section can be separated by means of a form-locking coupling to avoid drag loss when the motor (EM) is deactivated during operation. The form-locking coupling is characterized by having a coupling sleeve (37) arranged on the insertion teeth (39) of the wheel-side axle section (17) in a manner that prevents relative rotation but allows axial movement. The coupling sleeve (37) is adjusted by an adjustment force (F) generated by an actuator (49). S The actuator (49) moves between a coupling disengaged state and a coupling engaged state. In the disengaged state, the coupling sleeve (37) is not form-locked to the motor side shaft section. In the engaged state, the coupling sleeve (37) is form-locked to the motor side shaft section. The actuator (49) and the coordinator (71) are electrically connected. When there is a coupling engagement requirement (S... an When the coordinator uses the engagement signal (S) zu ) Control actuator (49) for engaging the form-locking coupling when there is no need for coupling engagement (S ab When ), the coordinator uses a separation signal (S) auf A control actuator (49) is used to disengage the form-locked coupling, wherein the coordinator (71) is electrically connected to the motor (EM). Before the coupling or disengagement process, the coordinator (71) controls the motor (EM) to achieve unloaded coupling operation during the coupling or disengagement process.

2. The driving device according to claim 1, characterized in that, The coordinator (71) performs synchronization (Δt) before the connection process. S During synchronization, the coordinator (71) manipulates the motor (EM) in such a way that there is synchronization between the wheel side axle section (17) and the motor side axle section, and when synchronization occurs, the coordinator (71) begins the connection process.

3. The driving device according to claim 1 or 2, characterized in that, The coordinator (71) zeros the torque before the disengagement process. When the torque is zeroed, the coordinator (71) manipulates the motor (EM) such that torque is released while the form-locked coupling is still engaged. When torque is released, the coordinator (71) begins the disengagement process.

4. The driving device according to claim 2, characterized in that, In synchronization (Δt) S During the period of torque zeroing or during the period of torque zeroing, the coordinator (71) continuously monitors the wheel speed (n) of the wheel side axle section (17). rad (or the speed related to this.) 5. The driving device according to claim 1, characterized in that, The coordinator (71) is electrically connected to the position sensor (77) and can perform a reliability check after the connection or disconnection process is completed. In the reliability check, the reliability of the actual position of the coupling sleeve obtained by the position sensor (77) is checked.

6. The driving device according to claim 1 or 2, characterized in that, An actuator sleeve (53) is provided for the actuator (49), the actuator sleeve being arranged on the outer periphery (55) of a cylindrical engagement sleeve. In order to decouple from the rotation of the engagement sleeve (37) rotating during operation, the actuator sleeve (53) is supported on the outer periphery (55) of the engagement sleeve by at least one rotary bearing (57, 59), thereby accommodating the axial adjustment force (F) generated by the actuator (49). S The force is transmitted to the coupling sleeve (37) by rotating the decoupled actuator sleeve (53) and the rotary bearings (57, 59). In order to transmit the adjustment force, not only the outer ring (61) of the rotary bearings (57, 59) is connected to the actuator sleeve (53) in order to transmit the adjustment force, but also the inner ring (63) of the rotary bearings (57, 59) is connected to the coupling sleeve (37) in order to transmit the adjustment force.

7. The driving device according to claim 6, characterized in that, The actuator sleeve (53) can be adjusted between a disengaged position and an engaged position by means of the actuator (49). In the disengaged position, the form-locking coupling is disengaged, and / or the actuator (49) works in conjunction with the actuator sleeve (53) through a transmission stage (51). To realize the transmission stage (51), an external tooth (69) is constructed on the outer peripheral side of the engagement sleeve (37). The external tooth has teeth spaced apart from each other in the axial direction, which mesh with the gear (67) of the actuator shaft (65) of the actuator (49) motor.

8. The driving device according to claim 6, characterized in that, The coupling sleeve (37) and the motor side shaft section have wheel-side switching claws (33) and axle-side switching claws (35) facing each other axially. The cylindrical outer periphery (55) of the coupling sleeve transitions into the larger diameter switching claw (35) in the case of forming an inner corner region (54). The actuator sleeve (53) is arranged in the inner corner region (54) to save structural space.

9. The driving device according to claim 3, characterized in that, When the torque is zeroed, the coordinator (71) manipulates the motor (EM) so that there is no torque when the in-form locking coupling is engaged.

10. A method for operating a drive device according to any one of the preceding claims.

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