Motor vehicle with coupling transmission and parking lock

Abstract

The present invention relates to a motor vehicle (K) comprising: at least one electric drive machine (10) for driving the motor vehicle (K); at least one coupling transmission device (20) switchable at least between a coupled position (KS) and a discoupled position (ES), wherein in the coupled position the electric drive machine (10) is coupled to a drive wheel (100) of the motor vehicle (K) to transmit torque, and in the discoupled position the electric drive machine (10) is discoupled from the drive wheel (100). The motor vehicle (K) further comprises a parking lock device (90) including at least one parking lock element (92) displaceable between a parking lock position (P1) and an unlocked position (P2), wherein in the parking lock position the at least one parking lock element (92) at least indirectly locks the rotation of the drive wheel (100), and in the unlocked position the at least one parking lock element (92) releases the rotation of the drive wheel (100). The motor vehicle (K) further includes at least one operating device (22) having an actuator (24), the operating device being configured on one hand for operating a clutch (40) of a coupled transmission (20) having at least one switching element (62) for switching between a coupled position (KS) and a disengaged position (ES), and on the other hand for displacing the at least one parking lock element (92) between a parking lock position (P1) and an unlock position (P2).

Description

Technical Field

[0001] The present invention relates to a motor vehicle comprising at least one electric drive mechanism for driving the motor vehicle, the motor vehicle comprising at least one coupling transmission mechanism switchable between at least a coupled position and a discoupled position, wherein in the coupled position the electric drive mechanism is coupled to the drive wheels of the motor vehicle to transmit torque, and in the discoupled position the electric drive mechanism is discoupled from the drive wheels, and the motor vehicle comprising a parking lock device comprising at least one parking lock element displaceable between a parking lock position and an unlocked position, wherein in the parking lock position the at least one parking lock element at least indirectly locks the rotation of the drive wheels, and in the unlocked position the at least one parking lock element releases the rotation of the drive wheels. Background Technology

[0002] With the aid of such a coupling transmission device, torque transmission between the electric drive machine and the drive wheels of the motor vehicle can be interrupted (disengaged position) as needed, and thus, for example, so-called coasting of the motor vehicle can be achieved during its operation, and torque transmission (coupled position) can be established so that the drive wheels can be driven by means of the drive machine.

[0003] However, parking lock devices can secure a vehicle while it is parked to prevent it from rolling away. Typically, for this purpose, the locking claw of the parking lock device engages with the parking lock wheel.

[0004] DE 19923316 A1 describes, for example, a drive system for a motor vehicle, which includes a starter and generator unit disposed in a drive transmission having a drive shaft. The starter and generator unit has a motor that can operate as a starting motor or as a generator, and a planetary gear transmission. Summary of the Invention

[0005] The objective of this invention is to provide a motor vehicle having a coupled transmission and a parking lock, the motor vehicle being able to operate in an improved manner.

[0006] This task is solved by the motor vehicle according to the present invention.

[0007] This invention relates to a motor vehicle comprising at least one electric drive mechanism for driving the motor vehicle. Furthermore, the motor vehicle includes at least one coupling transmission mechanism switchable between at least a coupled position and a discoupled position, wherein in the coupled position the electric drive mechanism is coupled to the drive wheels of the motor vehicle to transmit torque, and in the discoupled position the electric drive mechanism is discoupled from the drive wheels. Additionally, the motor vehicle includes a parking lock device comprising at least one parking lock element displaceable between a parking lock position and an unlock position, wherein in the parking lock position the at least one parking lock element at least indirectly locks the rotation of the drive wheels, and in the unlock position the at least one parking lock element releases the rotation of the drive wheels. The coupling transmission mechanism can preferably switch between the coupled and discoupled positions automatically. The at least one operating mechanism includes at least one operating element adjustable by means of an actuator, the operating element being configured on one hand to apply at least one switching force to a switching element to operate a clutch and on the other hand to apply at least one displacement force for displaced the at least one parking lock element between the parking lock position and the unlock position. The at least one operating element is coupled at least indirectly to the eccentric element of the operating device via a second spring element of the operating device, by means of which the parking locking element can be moved between a parking locked position and an unlocked position.

[0008] According to the present invention, a motor vehicle includes at least one operating device with an actuator, the operating device being configured on the one hand for operating a clutch having at least one switching element (the clutch for switching between a coupled position and a disengaged position) of a coupled transmission, and on the other hand for displacing the at least one parking lock element between a parking lock position and an unlock position. This is advantageous because, by means of the operating device, the clutch can be operated on the one hand, thereby causing switching between the coupled and disengaged positions, and on the other hand, displacement between the parking lock and unlock positions can also be caused by means of the operating device. Thus, the operating device has at least one dual function, thereby allowing the motor vehicle to be operated in an improved manner, i.e., with particularly low operating costs and low structural costs. Furthermore, weight savings are particularly possible compared to systems known from the prior art. The motor vehicle may include, for example, a controller by means of which the operating device can be controlled, for example. The term "drive wheel" can currently be understood as a drive element that is in direct contact with the bearing surface of the motor vehicle and accordingly may have at least one rim and a tire connected to the rim.

[0009] This invention is based on the understanding that in systems known in the prior art, a corresponding number of servo motors are used for multiple functions, which is associated with increased costs for controlling the respective servo motors to achieve the functions. This invention addresses this issue and enables improved operation, and especially improved running, of motor vehicles by having the operating device operate both the clutch and the parking lock element.

[0010] The term "between the coupled and discoupled positions" can be understood as meaning that while the operating device can be configured to switch both from the coupled position to the discoupled position and (conversely) from the discoupled position to the coupled position, and is used therein, this is not necessarily the case. The term "between the coupled and discoupled positions" can also include switching from the coupled position to the discoupled position or from the discoupled position to the coupled position by means of the operating device.

[0011] This also applies similarly to the movement of the parking lock element between the parking lock position and the unlock position. The operating device can be configured to move both from the parking position to the unlock position and vice versa. However, it is also conceivable that the operating device can be configured to move the parking lock element from the parking lock position to the unlock position or vice versa.

[0012] Therefore, the actuator can be used to operate the switching element and to displace the parking lock element, and is configured for this purpose. For this purpose, the actuator can be coupled at least indirectly to the switching element on one hand and at least indirectly to the parking lock element on the other hand.

[0013] Within the scope of this invention, the actuator can be particularly preferably configured as an electric motor. The electric motor can be powered by the vehicle's onboard electrical grid with particularly low energy consumption.

[0014] However, it is also conceivable in principle to construct the actuator as a pneumatic or hydraulic device, thereby enabling, for example, the operation of the clutch and displacement between the parking lock and unlock positions by supplying compressed air or hydraulic fluid to the actuator. Constructing the actuator as a pneumatic (pneumatic working device) or hydraulic (hydraulic working device) device can be advantageous, so as to achieve, for example, the operation of the switching element and parking lock element independent of the electrical accumulator and therefore independent of the vehicle's onboard electrical system, and thus particularly fail-safe operation and / or emergency operation, by supplying energy to the pneumatic or hydraulic device via a corresponding accumulator.

[0015] The preferred actuator can be configured to generate rotational motion, particularly oriented in exactly one direction of rotation, by means of which not only the clutch can be operated but also the parking lock element can be displaced. In contrast to linear motion, this rotational motion enables particularly space-saving operation or displacement.

[0016] The clutch can be switched by means of a switching element. Thus, by means of a switching element, at least one coupling element of the clutch can be moved relative to another coupling element of the clutch, thereby switching the clutch.

[0017] The clutch is preferably configured as a form-locking clutch. A form-locking clutch should be understood as a clutch in which torque is transmitted in the coupled position through the interlocking of the form-locking elements, i.e., through the form-locking of the corresponding coupling elements of the clutch. Unlike clutches that transmit torque through frictional engagement, i.e., friction clutches such as plate clutches or slipping clutches, a form-locking clutch advantageously eliminates the need for a holding force to maintain torque transmission. Furthermore, in a form-locking clutch, there is no slippage between the corresponding coupling elements, by which torque can be transmitted or transferred in the coupled position. This contributes to improved efficiency and enables low-cost operation of the coupled transmission overall, and therefore also low-cost operation of the motor vehicle.

[0018] Preferably, the torque transmission coupling between the electric drive mechanism and the drive wheels can be established simply by switching from the disengaged position to the coupled position. Therefore, it can be stipulated that the motor vehicle does not include any other clutches that serve as intermediate connections between the drive wheels and the electric drive mechanism for torque transmission.

[0019] An electric drive machine can advantageously be coupled to the drive wheels in a coupled position via the at least one coupling transmission to transmit torque without a differential—in other words, without a differential connecting the vehicle to the intermediate differential and therefore without a differential. Thus, an electric drive machine can be coupled to the drive wheels via the coupling transmission to achieve single-wheel drive.

[0020] Preferably, the motor vehicle includes multiple drive wheels, multiple coupled transmission devices, and multiple electric drive mechanisms. Therefore, each drive wheel can be assigned at least one coupled transmission device and at least one electric drive mechanism. For example, if the motor vehicle has four-wheel drive, it can include four drive wheels, four electric drive mechanisms, and four coupled transmission devices. Thus, for example, the front drive wheels assigned to the front of the vehicle can be disengaged by switching the (front) coupled transmission devices assigned to these front drive wheels and adjusting them to a disengaged position; conversely, the rear drive wheels assigned to the rear of the vehicle can be coupled by switching the (rear) coupled transmission devices and adjusting them to a coupled position, and are therefore used to drive the motor vehicle. In this exemplary case, the front drive wheels are in a so-called "coasting operation" and, unlike the rear drive wheels, are not used to drive the motor vehicle. It is also conceivable that the front drive wheels are used to drive the motor vehicle while the rear drive wheels are in a coasting operation.

[0021] A particularly preferred coupling transmission can be configured as a gear stage, especially an intermediate gear stage, that can switch between coupled and disengaged positions. This allows for easy integration into the transmission of a motor vehicle, particularly a spur gear transmission / spur gear gearbox. The transmission can preferably be configured as an automatic transmission. The coupling transmission can therefore be preferably integrated into the spur gear transmission of the motor vehicle. This is advantageous because the coupling transmission can thus be arranged and housed within the housing of the spur gear transmission with particularly economical structural space. Preferably, the coupling transmission can be configured as an intermediate gear stage of the spur gear transmission.

[0022] In an advantageous extension of the invention, the operating device is configured to adjust to a released state, in which it switches to a disengaged position while the parking lock element remains displaced to the unlocked position. This is advantageous because the released state allows for, for example, the so-called "coasting" of the vehicle. This ensures that the vehicle's kinetic energy is used for its forward movement, rather than being lost at least partially through towing by the electrically driven machine. Preferably, the actuator maintains both the disengaged and unlocked positions simultaneously, thereby achieving high functional reliability, especially since the actuator can be used to maintain both positions.

[0023] In another advantageous extension of the invention, the operating device is configured to adjust to a drive switching state, in which the vehicle switches to a coupled position while the parking lock element remains displaced to the unlocked position. This is advantageous because in the drive switching state, the drive of the vehicle is ensured by coupling the electric drive mechanism to the drive wheels via a coupling transmission, while the parking lock element is opened and thus held in the unlocked position. Preferably, the actuator here holds both the coupled and unlocked positions simultaneously, thereby achieving high functional reliability, especially since the actuator can be used to hold both positions, namely the coupled and unlocked positions.

[0024] In another advantageous extension of the invention, the operating device is configured to adjust to a locking-switching state, in which the vehicle switches to the coupled position while the parking lock element remains displaced to the parking lock position. This is advantageous because the drive wheels can be held in the locking-switching state by means of both the electric drive mechanism and the parking lock device, thereby particularly effectively preventing unwanted rollover of the vehicle. Preferably, the actuator here holds both the coupled position and the parking lock position simultaneously, thereby achieving high functional reliability, especially since the actuator can be used to hold both positions, namely the coupled position and the locked position.

[0025] Therefore, the system can be selectively adjusted to a release state, a drive switching state, or a lock switching state by means of an operating device, especially an actuator of the operating device. This allows for a particularly high degree of functional reliability, and in particular, it can effectively prevent situations where the parking lock device is closed, i.e., the parking lock element remains displaced in the parking lock position and simultaneously switches to the disengaged position.

[0026] According to the invention, the at least one operating device includes an operating element adjustable by means of an actuator. This operating element is configured, on the one hand, to apply at least one switching force to a switching element to operate the clutch, and on the other hand, to apply at least one displacement force to displace the at least one parking lock element between a parking lock position and an unlock position. This is advantageous because the operating element thus fulfills a dual function, thereby eliminating the need for other operating elements and saving weight. The operating element is preferably configured, at least partially or entirely, as a shaft that is non-rotatably connected to the rotor shaft of the actuator, or it can be configured as the rotor shaft of the actuator.

[0027] Preferably, the switching element can be rotatably connected to the operating element, and in particular, rotatably supported on the operating element. This is advantageous because the operating element can therefore also be used to support the switching element, thereby eliminating the need for corresponding, additional supports and thus saving weight.

[0028] In another advantageous extension of the invention, the at least one operating element is coupled to the at least one switching element of the clutch at least indirectly, preferably directly, via a first spring element of the operating device. This is advantageous because the first spring element can be preloaded by the operating element when the switching force is applied, so that the switching force can be applied to the switching element accordingly and persistently. This allows for particularly low-delay operation of the clutch and thus, for example, particularly low-delay switching from the disengaged position to the engaged position, once this is mechanically possible, for example, based on the synchronization of the corresponding gears in the coupling transmission. To operate the clutch, a switching force can be applied to the switching element of the clutch. The switching element can thus move and adjust at least one coupling element of the clutch so as to cause a switching between the engaged and disengaged positions.

[0029] The first spring element can be constructed as a torsion spring. Therefore, adjustment of the spring travel of the first spring element by applying a switching force can be performed with particularly space-saving efficiency, especially in the absence of axial length variation. Another advantage is that if the first spring element is constructed as a torsion spring, the operating element and / or switching element can be at least partially inserted into the spring element opening of the first spring element. Thus, the operating element and / or switching element can perform another function: specifically, maintaining the function of the first spring element to prevent loss.

[0030] According to the invention, the at least one operating element is coupled, at least indirectly and preferably directly, to an eccentric element of the operating device via a second spring element, by means of which the parking lock element can be displaced between a parking lock position and an unlock position. This is advantageous because the second spring element can be preloaded by means of the operating element when the displacement force is applied, so that the displacement force can be applied to the eccentric element accordingly for a longer duration. This allows for particularly low-delay operation of the eccentric element and thus, for example, particularly low-delay displacement of the parking lock element, for example, from the unlock position to the parking lock position, once this is mechanically possible. This is mechanically possible, for example, when the rotational speed of the parking lock wheel of the parking lock device is sufficiently small such that the parking lock element, for example, which can be configured as a parking lock pawl, can engage with the parking lock wheel and thereby be adjusted to the parking lock position.

[0031] The second spring element can be constructed as a torsion spring. Therefore, adjustment of the spring travel of the second spring element by applying a displacement force can be performed with particularly space-saving efficiency, especially in the absence of axial length variation. Another advantage is that if the second spring element is constructed as a torsion spring, the operating element and / or eccentric element can be at least partially inserted into the spring element opening of the second spring element. Thus, the operating element and / or eccentric element can perform another function: specifically, to retain the second spring element in a way that prevents loss.

[0032] A preferred eccentric element can be constructed as a cam, by which a large cam lift for displacing the parking lock element can be achieved with a small rotation of the cam. Alternatively, the eccentric element can also be constructed, for example, as a disc supported eccentrically, i.e., outside the central axis of the eccentric element. Such a disc can not only be manufactured at a particularly low cost, but also achieves particularly uniform displacement without sudden changes in path.

[0033] In another advantageous extension of the invention, the operating element is rotatable in the rotational direction by means of an actuator, thereby applying not only the at least one switching force to the switching element via the first spring element, but also the at least one displacement force to the eccentric element via the second spring element. This is advantageous because it allows both the switching element and the eccentric element to be operated when rotating, especially in exactly one rotational direction. Therefore, this achieves a low-cost and particularly functionally reliable coordination and arrangement of the components involved, especially the operating element, the switching element, and the eccentric element, thereby eliminating undesirable or even safety-threatening situations, such as when the parking lock element is in the parking lock position and simultaneously adjusted to the disengaged position. This greatly contributes to the high functional reliability of the motor vehicle.

[0034] In another advantageous extension of the invention, the operating element is provided with a switching element stop, by means of which movement of the switching element relative to the operating element is restricted, and / or the operating element has an eccentric element stop, by means of which movement of the eccentric element relative to the operating element is restricted. This is advantageous because it allows for particularly low-cost positioning of the end positions of the switching element and / or the eccentric element on the operating element, where the switching element can abut against the switching element stop and the eccentric element can abut against the eccentric element stop. The switching element stop and / or the eccentric element stop, in particular, restricts rotation of the switching element and / or the eccentric element relative to the operating element. The switching element may have a corresponding switching element-side stop that works in conjunction with the switching element stop, abutting against the switching element stop when restricting movement of the switching element relative to the operating element. The eccentric element may have a stop on the corresponding eccentric element side that works together with the eccentric element stop. This eccentric element side stop can abut against the eccentric element stop when restricting the movement of the eccentric element relative to the operating element.

[0035] In another advantageous extension of the invention, the coupled transmission includes a first gear and a second gear, the first gear being at least indirectly engaged with a drive machine, the second gear being coupled to the first gear via a clutch to transmit torque, and the second gear being at least indirectly coupled to the drive wheel in a non-rotatable manner. This is advantageous because the coupled transmission is thus particularly simple and robust in construction and therefore has particularly low susceptibility to interference. The term "indirectly" should generally be understood as meaning that other torque-transmitting elements can be intermediately connected. The corresponding gear, for example, can be coupled indirectly to the drive machine or drive wheel via a shaft (as such a torque-transmitting element) and thus. The term "non-rotatable" should generally be understood as prohibiting relative rotation between components that are non-rotatably coupled to each other, such as a shaft and a gear. Furthermore, the clutch includes a first coupling element, which is at least indirectly coupled to the first gear in a non-rotatable manner via a second coupling element of the clutch. This is advantageous because the clutch thus has a particularly simple and robust structure. The term "indirect" should be understood to mean that not only the corresponding coupling element but also the corresponding gear can be connected, for example, to the corresponding shaft in a non-rotatable manner, thereby the coupling element can be indirectly, i.e., coupled to the gear, for example, by means of the shaft. Furthermore, the clutch includes a connecting element that is at least indirectly coupled to the second gear on one hand and can be at least indirectly, especially by adjusting to a coupling position, coupled to the first coupling element in a non-rotatable manner on the other hand. This is advantageous because the connecting element allows for a particularly simple design of the first coupling element. The connecting element can be reversibly detached (in other words, non-destructively detachable), for example, by means of mating teeth, which can also be called interlocking teeth, at least indirectly coupled to the second gear. The connecting element can preferably be constructed as a sleeve, especially a fixed sleeve.

[0036] In another advantageous extension of the invention, the clutch includes a locking element. The locking element is configured to prevent switching from the disengaged position to the coupled position when a speed difference exists between the first and second gears. Furthermore, the locking element is configured to release relative movement between the first and second coupling elements that would cause a switch from the disengaged position to the coupled position when there is a speed match between the first and second gears. Therefore, the locking element advantageously prevents excessive mechanical load, particularly collisions between the coupling elements, and undesirable noise that might otherwise occur during (accidental) switching to the coupled position due to a speed difference.

[0037] In another advantageous extension of the invention, the switching element is specified to be at least partially embedded in a gear recess located radially within the teeth of at least one of the gears in the coupled and / or disengaged positions, and engaged with a first coupling element. This is advantageous because a particularly space-saving arrangement is achieved by arranging the switching element at least partially within the gear recess. By engaging the switching element with the first coupling element in the gear recess, a particularly advantageous force flow is obtained, which has particularly little steering and correspondingly small mechanical stress and / or load peaks. It is particularly preferred that the first coupling element can be arranged radially within the gear recess not only in the coupled position but also in the disengaged position, thereby obtaining a correspondingly particularly advantageous arrangement in terms of force flow. To operate the clutch, a switching force can be applied, for example, to the switching element of the clutch and transmitted to the first coupling element via the switching element. The gear recess can also be referred to as a gear recess, which is further inward than the teeth of the gear in the radial extension direction.

[0038] The switching element may have at least one first element arm section and a second element arm section directly connected to the first element arm section and forming an angle with the first element arm section. One of the element arm sections may be inserted into a gear recess and coupled to the clutch, and the other element arm section may be rotatably coupled to the operating device, at least indirectly and preferably directly. This configuration allows for particularly space-efficient clutch operation.

[0039] In another advantageous extension of the invention, the switching element is configured as a shift rocker arm or a shift fork. This is advantageous because both the shift rocker arm and the shift fork are particularly stable shapes for the switching element. To operate the clutch, a switching force can be applied, for example, to the clutch's switching element. The switching element is preferably rotatably coupled to the operating device, and in particular rotatably supported on the operating device.

[0040] The features and combinations of features mentioned above in the specification, as well as the features and combinations of features mentioned below in the description of the drawings and / or shown separately in the drawings, may be used not only in the combinations given separately, but also in other combinations or individually, without departing from the scope of the invention.

[0041] Other advantages, features and details of the present invention will become apparent from the following description of preferred embodiments and from the accompanying drawings. Attached Figure Description

[0042] The invention will now be further illustrated with specific embodiments. The accompanying drawings are as follows:

[0043] Figure 1A schematic perspective view of a spur gear transmission is shown, which includes a coupling transmission and is coupled to an electric drive machine for driving the drive wheels of a highly abstract motor vehicle, which includes a parking lock, a clutch for switching the coupling transmission, and an operating device.

[0044] Figure 2 A top view is shown of the coupled transmission, electric drive mechanism, parking lock, clutch, and operating device.

[0045] Figure 3 Showing according to Figure 2 The cross-sectional view of section A shown in the figure;

[0046] Figure 4 Showing according to Figure 2 Another cross-sectional view of section B shown in the figure; and

[0047] Figure 5 Showing according to Figure 2 Another cross-sectional view of section C shown in the figure. Detailed Implementation

[0048] In the following text, the same and functionally identical elements are given the same reference numerals.

[0049] Figure 1 A schematic perspective view shows a motor vehicle K, which includes an electric drive unit 10, a spur gear transmission SG with a coupling transmission device 20, and drive wheels 100. Each of the spur gear transmission devices SG is associated with one of the coupling transmission devices 20. In other words, each coupling transmission device 20 is integrated into one of the spur gear transmission devices SG of the motor vehicle K.

[0050] Each drive mechanism 10 is coupled to one of the spur gear transmission devices SG. Furthermore, each spur gear transmission device SG can be coupled to one of the drive wheels 100 by switching the corresponding coupling transmission device 20 of the respective spur gear transmission device SG from the disengaged position ES to the coupled position KS. The disengaged position ES and the coupled position KS can be exemplarily switched from... Figure 3 As can be seen, in the coupled position KS, the corresponding drive wheel 100 is coupled to the corresponding drive machine 10 to transmit torque; conversely, the torque transmission between the drive wheel 100 and the drive machine 10 is interrupted in the disengaged position ES. In other words, the corresponding electric drive machine 10 is disengaged from the corresponding drive wheel 100 in the disengaged position ES of the corresponding coupled transmission device 20. Overall, this allows for selective driving of the corresponding drive wheel 100, thus enabling single-wheel drive of each drive wheel 100. Therefore, each drive wheel 100 can be driven independently of the other drive wheels 100 by the electric drive machine 10 assigned to it.

[0051] For clarity, Figure 1 Only one of the spur gear transmission devices SG and one of the drive wheels 100 with one of the coupling transmission devices 20 are shown. However, the following description of the drive machine 10, the spur gear transmission device SG, the coupling transmission device 20, and the drive wheel 100 applies to all drive machines 10, spur gear transmission devices SG, coupling transmission devices 20, and drive wheels 100 in the motor vehicle K. The drive machine is in Figure 1 It is covered and therefore invisible, but Figure 2 This is illustrated schematically. Furthermore... Figure 2 A top view shows a portion of the coupled drive unit 20 and therefore the spur gear drive unit SG.

[0052] The spur gear transmission device SG includes a first drive shaft 102, as shown in... Figure 2 As can be seen in the top view, the drive shaft 102 is coupled to the electric drive machine 10 of the motor vehicle K to transmit torque. The torque-transmitting and therefore non-rotatable coupling between the first drive shaft 102 and the drive machine 10 is exemplarily achieved only through the splined shaft end section 103, in other words, through the end section of the first drive shaft 102 with splined teeth. The first drive shaft 102 meshes with the electric drive machine 10 through this splined tooth. The first transmission gear 104 is also non-rotatably coupled to the first drive shaft 102. The first transmission gear 104 meshes with the first gear 42 of the coupling transmission device 20. Therefore, the first gear 42 of the coupling transmission device 20 is in indirect engagement with the drive machine 10, i.e., indirectly coupled to the drive machine 10.

[0053] Furthermore, the spur gear transmission SG includes a second drive shaft 106, which is coupled to the drive wheel 100 to transmit torque. The first drive shaft 102 and the second drive shaft 106 can be coupled to each other to transmit torque by means of a coupling transmission device 20, adjusted to a coupling position KS. For clarity, only... Figure 1 The image shows the coupling of a second drive shaft 106 with a drive wheel 100, shown only partially and in a highly abstract manner. A first drive shaft 104 is used for torque transmission on the driving side, and a second drive shaft 106 is used for torque transmission on the driven side. The torque-transmitting and therefore non-rotatable coupling between the second drive shaft 106 and the drive wheel 100 is achieved here only by way of example, through the internal spline teeth 107 of the second drive shaft 106. The drive wheel 100 is connected via... Figure 1 The drive axle 110, shown in dashed lines, meshes with the internal spline gear 107 and is thus non-rotatably coupled to the second drive shaft 106 of the spur gear transmission SG. Furthermore, according to... Figure 1As can be seen, the coupled transmission device 20 is configured to be coupled to exactly one side of the drive axle 110 of the vehicle K to transmit torque, thereby enabling single-wheel drive of the drive wheel 100. In this configuration, torque transmission between the electric drive machine 10 and the drive wheel 100 can occur without an intermediate differential. Therefore, torque transmission between the electric drive machine 10 and the drive wheel 100 can be performed without a differential.

[0054] The second transmission gear 108 of the spur gear transmission device SG is also non-rotatably coupled to the second transmission shaft 106. The second transmission gear 108 meshes with the second gear 52 of the coupled transmission device 20. Therefore, the second gear 52 of the coupled transmission device 20 is at least indirectly coupled to the drive wheel 100 non-rotatably.

[0055] For clarity, for example, the corresponding teeth of the (first and second) transmission gears 104, 108 and (first and second) gears 42, 52 are in Figure 1 Not shown in the image.

[0056] Furthermore, the vehicle K includes a parking lock device 90, which includes a parking lock element 92. The parking lock element 92 is currently configured as a locking pawl. The parking lock element 92 can be displaced between a parking lock position P1 and an unlock position P2, as per [specific configuration]. Figure 5 As can be seen, in the parking lock position, the parking lock element 92 engages with the parking lock wheel 94 of the parking lock device 90, thereby locking the rotation of the drive wheel 100. Figure 5 The parking lock position P1 is schematically shown in the dashed diagram of a portion of the parking lock wheel 94 and the parking lock element 92. For example, in... Figure 1 In the unlocked position P2, as visible in the diagram, the parking lock element 92 is not engaged with the parking lock wheel 94, thereby releasing the rotation of the drive wheel 100, i.e., it is not locked by the parking lock device 90. According to Figure 2 For example, it can be seen that the parking lock wheel 94 is non-rotatably coupled to the first drive shaft 102, the first drive gear 104, and the electric drive machine 10. As per... Figure 5 As can be seen, the parking lock element 92 can be rotatably supported by the parking lock element support 93 on a housing not shown further, such as the housing of the spur gear transmission SG, and can be moved between the parking lock position P1 and the unlock position P2 by the pivoting movement of the parking lock element 92 about the parking lock element support 93.

[0057] To support the coupling drive 20 within the housing, for example, multiple rolling bearings 60a, 60b can be used, as per [reference needed]. Figure 3It is evident that other bearings could also be used. Rolling bearings 60a and 60b are currently configured as adjustable cylindrical roller bearings, wherein rolling bearing 60a is used to rotatably support the second gear 52 on the housing and rolling bearing 60b is used to rotatably support the first gear 42 on the housing. The first gear 42 is supported by another rolling bearing 60c (see...). Figure 3 The second gear 52 is rotatably supported and supported on the shaft 53 of the second gear 52, and the other rolling bearing is exemplarily constructed as a needle roller bearing. Furthermore, the two gears 42, 52 are supported relative to each other in the axially extending direction and therefore in the direction of the rotation axis x by another rolling bearing 60e, i.e., an axial needle roller bearing. Figure 4 As shown, the first drive shaft 102 and thus the first drive gear 104 are supported on the housing (not shown further) by another rolling bearing 60d, which is exemplarily constructed as a ball bearing.

[0058] Furthermore, the motor vehicle K includes an operating device 22 with an actuator 24. The actuator 24 is configured, on one hand, to operate a clutch 40 with at least one switching element 62 of the coupled transmission 20, the clutch being used to switch between a coupled position KS and a disengaged position ES. On the other hand, the actuator 24 is also used to displace the parking lock element 92 between a parking lock position P1 and an unlocked position P2. As per [reference to...] Figure 1 As can be seen, the switching element 62 is configured, for example, as a shift rocker arm or a shift fork.

[0059] Clutch 40 is currently configured as a form-lock clutch, i.e., a claw clutch. The vehicle K includes a controller ECU, by which the operating device 22 and the electric drive mechanism 10 can be controlled, as illustrated in... Figure 2 As shown in the image.

[0060] The structure of clutch 40 can be engaged Figure 1 and Figure 3As shown in the cross-sectional view, the clutch 40 includes a first coupling element 44, which is at least indirectly, i.e., non-rotatably coupled to the first gear 42 by means of a second coupling element 54 of the clutch 40. The second coupling element 54 can be constructed as a fixed sleeve that can be non-rotatably coupled to the first gear 42. However, the second coupling element 54 is currently constructed as a tooth, which is disposed in the gear recess 43 of the first gear 42, integrally connected to the first gear 42, and thus non-rotatably coupled to the first gear 42. Although the first coupling element 44 is non-rotatably coupled to the first gear 42 by the second coupling element 54, relative axial movement parallel to the axis of rotation x can be generated between the first coupling element 44 and the second coupling element 54 based on the tooth, and the gears 42, 52 can rotate about the axis of rotation, for example, in the circumferential direction U indicated by the arrow, when the vehicle K is running.

[0061] Furthermore, the clutch 40 includes a connecting element 70, which is directly coupled to the second gear 52 on one hand and can be directly coupled to the first coupling element 44 in a non-rotatable manner on the other hand, by switching the first coupling element 44 from the disengaged position ES to the coupled position KS. The connecting element 70 is currently engaged with the first coupling element 44 on one hand and the second gear 52 on the other hand via corresponding insert teeth (not shown in detail). The connecting element 70 can in particular be configured as a fixed sleeve, as per [specific configuration]. Figure 3 As can be seen, in order to adjust to the coupling position KS, so that the first coupling element 44 engages with the connecting element 70, as in Figure 3 As shown in the image.

[0062] To prevent switching from the disengaged position ES to the coupled position KS when there is a speed difference between the first gear 42 and the second gear 52, the clutch 40 includes a locking element 80. The locking element 80 is used to release the relative movement RB between the first coupling element 44 and the second coupling element 54 that would cause the switch from the disengaged position ES to the coupled position KS when there is a speed match between the first gear 42 and the second gear 52. When the speeds are matched, the locking element 80 allows the first coupling element 44 to move and thus allows the switch from the disengaged position ES to the coupled position KS, in which the force flow KF can be guided via the first gear 42, the second coupling element 54, the connecting element 70, and the second gear 52.

[0063] With the help of the electric drive machine 10 to establish the same rotational speed between the first gear 42 and the second gear 52, the locking element 80 is thus generally released from the relative motion RB between the first coupling element 44 and the second coupling element 54 that caused the switch from the disengaged position ES to the coupled position KS.

[0064] exist Figure 3 The diagram illustrates the corresponding positions (dashed lines) of the first coupling element 44 in the coupling position KS and the disengagement position ES. Advantageously, in addition to the second coupling element 54 and the locking element 80 being fully disposed in the gear recess 43 respectively, the first coupling element 44 and the connecting element 70 are also at least partially, preferably fully, disposed in the gear recess 43. If the first coupling element 44 is disposed in the gear recess 43 not only in the disengagement position ES but also in the coupling position KS, the force flow KF between the first gear 42 and the second gear 52 is generated in a particularly small structural space and therefore extends along a particularly short path.

[0065] Switching element 62 is used to adjust to the coupling position KS and the disengagement position ES. Switching element 62 includes a first element arm segment 64 and a second element arm segment 66 directly connected to the first element arm segment 64 and forming an angle with it. The first element arm segment 64 and the second element arm segment 66 form an L-shape with each other, which allows for particularly space-saving and interference-free switching. Figure 1 and Figure 3 It can be seen that the switching element 62 is rotatably coupled to the first coupling element 44 via the second element arm section 66. Here, the switching element 62, particularly on the second element arm section 66, may have a fitting element 63, such as a slider, or a fitting region, which is embedded in a fitting groove 45 of the first coupling element 44 that extends at least partially in the circumferential direction U. The fitting element 63 in… Figure 1 Visible and schematic in Figure 3 As shown in the image.

[0066] When the switching element 62 is rotated by the actuator 24, the switching element arm segments 64, 66 can pivot and thereby cause the first coupling element 44 to shift between the coupling position KS and the disengagement position ES.

[0067] The operating device 22 includes an operating element 26 adjustable by means of an actuator 24. This operating element is configured on one hand to apply a switching force F_SK to the switching element 62 to operate the clutch 40, and on the other hand to apply a displacement force F_VK to displace the parking lock element 92 between a parking lock position P1 and an unlock position P2. The operating element 26, for example, in… Figure 1 Neutralization Figure 5 The cross-sectional view shows that the operating element 26 can preferably be configured as a shaft. This shaft can be non-rotatably connected to the rotor shaft of the actuator 24. Alternatively, the operating element 26 can also be configured as the rotor shaft of the actuator 24.

[0068] according to Figure 5As can be seen, the switching element 62 can be inserted into the operating element recess 25 of the operating element 26 and rotatably supported there. The operating element 26 is coupled to the switching element 62 of the clutch 40 by directly transmitting force through the first spring element 27 of the operating device 22, which is a torsion spring.

[0069] Also in Figure 5 As can be seen, the operating element 26 is directly coupled to the eccentric element 30 of the operating device 22 via a second spring element 28, which is also a torsion spring, and the parking locking element 92 can be moved between the parking locked position P1 and the unlocked position P2 by means of the eccentric element. The eccentric element 30 is currently constructed as a cam, as shown in the diagram. Figure 4 As can be seen, alternatively, the eccentric element 30 could also be constructed as an eccentrically supported disk, but this is not shown further at present.

[0070] Generally, the operating element 26 can be rotated in the rotation direction D1 by running the actuator 24. Thus, the switching force F_SK can be applied to the switching element 62 by the first spring element 27, and the displacement force F_VK can be applied to the eccentric element 30 by the second spring element 28.

[0071] exist Figure 1 In this state, the operating device 22 remains in a drive switching state, in which it switches to the coupling position KS and simultaneously the parking lock element 92 remains displaced to the unlocked position P2. In the drive switching state, the electric drive machine 10 is coupled to the drive wheel 100 via the coupling transmission 20 to ensure the drive of the vehicle K, while the parking lock element 92 is opened and thus held in the unlocked position ES.

[0072] In the same switchable release state, the vehicle K can, for example, operate in a so-called coasting operation, i.e., the vehicle K can coast while the corresponding electric drive machine 10 does not drive the corresponding drive wheel 100 and the corresponding parking lock device 90 does not lock the movement of the vehicle K, especially the rolling of the corresponding drive wheel 100. In the release state, it switches to the disengaged position ES while the parking lock element 92 remains displaced to the unlocked position P2.

[0073] The parking lock element 92, which is rotatably supported on the housing, is pressed against the eccentric element 30 by means of, for example, a third spring element 29 assigned to the operating device 22, and is held there in the unlocked position P2. The third spring element is also constructed as a torsion spring, just like the first spring element 27 and the second spring element 28.

[0074] In the released state, the stop 32 on the eccentric element side abuts against the eccentric element stop 38, which is constructed as a protrusion and can also be referred to as the stop assigned to the eccentric element 30. The eccentric element stop 38 assigned to the operating element 26 is similarly constructed as a protrusion, as is clearly seen in… Figure 4 and Figure 2 As can be seen. Furthermore, in the released state, the stop 34 on the switching element side abuts against the switching element stop 37 of the operating element 26. This stop on the switching element side is constructed as a protrusion and can also be referred to as the stop assigned to the switching element 62. The switching element stop 37 assigned to the operating element 26 is also constructed as a protrusion here, as shown in the diagram. Figure 1 and Figure 2 visible.

[0075] The movement, especially rotation, of the switching element 62 relative to the operating element 26 can be restricted by means of the switching element stop 37. The movement, especially rotation, of the eccentric element 30, which is rotatably supported on the operating element 26, relative to the operating element 26 can be restricted by means of the eccentric element stop 38.

[0076] The drive switching state can also be adjusted using the operating device 22, in which the drive switching state is switched to the coupling position KS as described above, while the parking lock element 92 remains displaced to the unlocked position P2. In the drive switching state, the drive wheel 100 is coupled to the electric drive machine 10 via the spur gear transmission SG and therefore also via the coupling transmission 20, and the parking lock device 90 is open, so that the drive wheel 100 can be driven by the electric drive machine 10, and the parking lock device 90 does not lock the drive wheel 100.

[0077] To adjust to the drive switching state, actuator 24 can be used in response to... Figure 2 and Figure 3The operating element 26 is rotated in the direction of rotation D1 (clockwise in this case) indicated by the arrow. If there is no uniform rotational speed between gears 42 and 52, the locking element 80 prevents switching from the disengaged position ES to the coupled position KS, and therefore prevents the first coupled element 44 from making the corresponding relative movement RB by means of the switching element 62. By rotating the operating element 26 in the direction of rotation D1, the first spring element 27 is preloaded, and the switching element 62 and the operating element 26 are coupled to each other by force transmitted through the first spring element. The actuator 24 applies torque for this purpose, by which the first spring element 27 is mechanically preloaded and thereby the switching force F_SK is stored in the first spring element 27, as long as the locking element 80 prevents the coupling of the first coupled element 44 with the connecting element 70, and therefore prevents adjustment to the coupled position KS. Here, the first coupled element 44 is pressed towards the locking element 80 by means of the first spring element 27, the switching element 62, and the fitting element 63 provided in the fitting groove 45, according to the switching force F_SK. As long as there is a speed difference between the first gear 42 and the second gear 52, the locking element 80 prevents the first coupling element 44 from coupling with the connecting element 70. Once the electric drive machine 10 balances the speed difference and thus achieves speed uniformity between the two gears 42, 52, the locking element 80 releases the coupling between the first coupling element 44 and the connecting element 70, and thus releases the adjustment to the coupling position KS. Therefore, by applying a switching force F_SK, the first coupling element 44 is moved in the direction of the connecting element 70 and the first coupling element 44 engages with the connecting element 70, thereby adjusting to the coupling position KS. Obviously, for example, when the motor vehicle K accelerates from its stationary state, speed uniformity can exist even without the intervention of the electric drive machine 10, and accordingly, the intervention of the electric drive machine 10 can be abandoned because there is no speed difference in this case.

[0078] Similarly, by rotating the operating element 26 along the rotation direction D1, the second spring element 28 is also preloaded, and the eccentric element 30 and the operating element 26 are coupled to each other by transmitting force through the second spring element. The second spring element 28 can be mechanically preloaded by the torque applied by the actuator 24, and thus, when the parking lock element 92 is mechanically prevented from shifting from the unlocked position P2 to the parking lock position P1, the shifting force F_VK can be stored in the second spring element 28. For example, when the parking lock element 92 and the parking lock wheel 94 are... Figure 1When the parking lock element 92 is oriented relative to each other, i.e., when the parking lock element 92 cannot engage with the parking lock element 94, displacement from the unlock position P2 to the parking lock position P1 can be mechanically prevented. If the rotational speed of the first drive shaft 102 is below a predetermined speed limit, i.e., the rotational speed of the first drive shaft is sufficiently low (for example, this may be the case when the speed of the vehicle K is less than 5 km / h), then the parking lock element 92 (here, the locking pawl) can engage with the parking lock wheel 94, i.e., the parking lock element 92 can be displaced from the unlock position P2 to the parking lock position P1. For this purpose, the eccentric element 30 rotates along the (first) rotation direction D1 by the displacement force F_VK stored in the second spring element 28 and presses the parking lock element 92 into a position in which the parking lock element 92 engages with the parking lock wheel 94 and is thus adjusted to the parking lock position P1. In this situation, the vehicle switches to the coupling position KS while the parking lock element 92 remains in the parking lock position P1, thus adjusting to the locking switching state. The vehicle K can therefore be kept stationary by means of the parking lock device 90.

[0079] Therefore, when the vehicle K is in motion, the first spring element 27 can generally be held in a pre-tensioned state by means of the operating device 22 with a switching force F_SK, and additionally, especially simultaneously with a displacement force F_VK, the second spring element 28. Once there is a uniform rotational speed between the two gears 42 and 52, that is, the two gears 42 and 52 have the same rotational speed (gear speed), the first coupling element 44 can be moved from the disengaged position ES to the coupled position KS by means of the first spring element 27, especially by the at least partial relaxation of the first spring element 27 and the resulting pivoting of the element arm sections 64 and 66. Once the vehicle K is traveling at a sufficiently low speed, the parking lock element 92 can be moved from the unlocked position P2 to the parking lock position P1 by means of the eccentric element 30, overcoming the elastic force of the third spring element 29.

[0080] To readjust to the released state, the operating element 26 can be rotated in a second rotation direction D2, opposite to the first rotation direction D1, by the operation of the actuator 24. The switching element stop 37 and the stop 34 on the switching element side and / or the eccentric element stop 38 and the stop 32 on the eccentric element side are particularly useful for adjusting to the released state from the drive switching state and / or the lock switching state, because the corresponding stops 37, 34 or 38, 32 enable reliable reset of the switching element 62 and / or the eccentric element 30 and thus reliable adjustment to the disengaged position ES and the unlocked position PS.

[0081] A key advantage of vehicle K is that the aforementioned arrangement reliably eliminates unwanted switching states in which the vehicle is simultaneously adjusted to the parking lock position P1 and the disengaged position ES. Therefore, vehicle K exhibits exceptionally high functional reliability.

[0082] List of reference numerals

[0083] 10 drive machines

[0084] 20 Coupled Drives

[0085] 22 Operating Device

[0086] 24 actuators

[0087] 25 Operating element recess

[0088] 26 operating elements

[0089] 27 First Spring Element

[0090] 28 Second Spring Element

[0091] 29 Third Spring Element

[0092] 30 eccentric elements

[0093] 32. Stop on the side of the eccentric element

[0094] 34 Stop on the switching element side

[0095] 37 Switching Component Stop

[0096] 38 eccentric element stop

[0097] 40 clutch

[0098] 42 First Gear

[0099] 43 Gear Recess

[0100] 44 First coupling element

[0101] 45 Fitting Groove

[0102] 52 Second Gear

[0103] 53 axis

[0104] 54 Second Coupling Element

[0105] 60a-e rolling bearings

[0106] 62 switching elements

[0107] 63 Embedded Components

[0108] 64 First component arm section

[0109] 66 Second Component Arm Section

[0110] 70 connecting elements

[0111] 80 Locking Element

[0112] 90 Parking Lock Device

[0113] 92 Parking Lock Components

[0114] 93 Parking Lock Component Support

[0115] 94 Parking Lock Wheel

[0116] 100 drive wheels

[0117] 102 First drive shaft

[0118] 103 splined shaft end section

[0119] 104 First transmission gear

[0120] 106 Second drive shaft

[0121] 107 internal spline teeth

[0122] 108 Second Transmission Gear

[0123] 110 drive axle

[0124] D1 (First) Rotation Direction

[0125] D2 (Second) Rotation Direction

[0126] ECU controller

[0127] F_SK switching power

[0128] F_VK displacement force

[0129] K Motor Vehicle

[0130] KF Force Flow

[0131] KS coupling position

[0132] ES decoupling location

[0133] P1 Parking Lock Position

[0134] P2 Unlock Location

[0135] RB relative motion

[0136] SG spur gear transmission device

[0137] U-shaped circumferential direction

[0138] x-axis of rotation

Claims

1. Motor vehicle (K) comprising: At least one electric drive machine (10) for driving a motor vehicle (K); at least one coupling transmission (20) capable of switching between at least a coupled position (KS) and a disengaged position (ES), in which the electric drive machine (10) is coupled to the drive wheel (100) of the motor vehicle (K) to transmit torque, and in which the electric drive machine (10) is disengaged from the drive wheel (100); and a parking lock device (90) comprising at least one parking lock element (92) capable of shifting between a parking lock position (P1) and an unlock position (P2), in which the at least one parking lock element is shiftable between the parking lock position (P1) and the unlock position (P2). The vehicle locking element (92) at least indirectly locks the rotation of the drive wheel (100), and in the unlocked position, the at least one parking locking element (92) releases the rotation of the drive wheel (100). The motor vehicle (K) includes at least one operating device (22) with an actuator (24), the operating device being configured on one hand for operating a clutch (40) with at least one switching element (62) of a coupled transmission (20), the clutch being used to switch between a coupled position (KS) and a disengaged position (ES), and on the other hand for displacing the at least one parking locking element (92) between a parking locked position (P1) and an unlocked position (P2). At least one of the operating devices (22) includes an operating element (26) adjustable by means of an actuator (24), the operating element being configured on one hand to apply at least one switching force (F_SK) to a switching element (62) to operate the clutch (40) and on the other hand to apply at least one displacement force (F_VK) to displace the at least one parking lock element (92) between a parking lock position (P1) and an unlock position (P2), characterized in that, At least one of the operating elements (26) is coupled at least indirectly to the eccentric element (30) of the operating device (22) by means of the second spring element (28) of the operating device (22), and the parking locking element (92) of the eccentric element can be moved between the parking locked position (P1) and the unlocked position (P2).

2. Motor vehicle (K) according to claim 1, characterized in that The operating device (22) is configured to be adjusted to a release state, in which it switches to the disengaged position (ES) while the parking lock element (92) remains displaced to the unlocked position (P2).

3. Motor vehicle (K) according to claim 1 or 2, characterized in that The operating device (22) is configured to adjust to a drive switching state, in which the drive switching state is switched to the coupling position (KS) and the parking lock element (92) is kept in the unlocked position (P2).

4. Motor vehicle (K) according to claim 1 or 2, characterized in that The operating device (22) is configured to adjust to a locking switching state, in which it switches to the coupling position (KS) while the parking locking element (92) remains displaced to the parking locking position (P1).

5. The motor vehicle (K) according to claim 1, characterized in that, At least one of the operating elements (26) is coupled at least indirectly to the at least one switching element (62) of the clutch (40) via a first spring element (27) of the operating device (22).

6. Motor vehicle (K) according to claim 5, characterized in that The operating element (26) can rotate in the rotation direction (D1) by means of the actuator (24), thereby applying the at least one switching force (F_SK) to the switching element (62) not only by the first spring element (27), but also by the second spring element (28) to the eccentric element (30).

7. The motor vehicle (K) according to claim 1 or 2, characterized in that, The operating element (26) has a switching element stop (37) by means of which the movement of the switching element (62) relative to the operating element (26) is restricted, and / or the operating element (26) has an eccentric element stop (38) by means of which the movement of the eccentric element (30) relative to the operating element (26) is restricted.

8. Motor vehicle (K) according to claim 1, characterized in that The coupled transmission device (20) includes a first gear (42) and a second gear (52), the first gear being at least indirectly engaged with an electric drive machine (10), the second gear being coupled to the first gear (42) via a clutch (40) to transmit torque, the second gear being at least indirectly coupled to a drive wheel (100) in a non-rotatable manner, the clutch (40) including a first coupling element (44), the first coupling element being at least indirectly coupled to the first gear (42) via a second coupling element (54) of the clutch (40) in a non-rotatable manner, and the clutch (40) including a connecting element (70), the connecting element being at least indirectly coupled to the second gear (52) on one hand and being at least indirectly coupled to the first coupling element (44) in a non-rotatable manner on the other hand.

9. The motor vehicle (K) according to claim 8, characterized in that, The clutch (40) includes a locking element (80) for preventing the switching from the disengaged position (ES) to the coupled position (KS) when there is a speed difference between the first gear (42) and the second gear (52) and for releasing the relative motion (RB) between the first coupling element (44) and the second coupling element (54) that causes the switching from the disengaged position (ES) to the coupled position (KS) when there is a speed match between the first gear (42) and the second gear (52).

10. Motor vehicle (K) according to claim 8 or 9, characterized in that The switching element (62) is at least partially embedded in a gear recess (43) located radially within the teeth of at least one of the first gears (42) and the second gear (52) in the coupled position (KS) and / or disengaged position (ES) and engages with the first coupling element (44).

11. The motor vehicle (K) according to claim 1 or 2, characterized in that, The switching element (62) is configured as a shift rocker arm or a shift fork.

Images