Motor vehicle with a coupling gear and a functionally secured parking lock device

Abstract

Motor vehicle (K) with at least one electric drive motor (10) for driving the motor vehicle (K), with at least one coupling gear (20) which is switchable at least between a coupling position (KS), in which the electric drive motor (10) is coupled to a drive wheel (100) of the motor vehicle (K) in a torque-transmitting manner, and a decoupling position (ES), in which the electric drive motor (10) is decoupled from the drive wheel (100), and with a parking lock device (90) which comprises at least one parking lock element (92) which is displaceable between a parking lock position (P1), in which the at least one parking lock element (92) at least indirectly blocks rotation of the drive wheel (100), and an unlocking position (P2), in which the at least one parking lock element (92) releases rotation of the drive wheel (100),wherein the motor vehicle (K) comprises at least one actuating device (22) with an actuator (24), which is designed, on the one hand, to actuate a clutch (40) of the coupling mechanism (20), which clutch has at least one switching element (62) and serves for switching between the coupling position (KS) and the decoupling position (ES), and, on the other hand, to displace the at least one parking lock element (92) between the parking lock position (P1) and the unlocking position (P2), wherein the switching element (62) comprises a retaining region (65) which prevents the at least one parking lock element (92) from being displaced into the parking lock position (P1) as long as the coupling position (KS) is not set, characterized in that the switching element (62) is designed as a switching rocker which can be rotated by the actuator (24).

Description

The invention relates to a motor vehicle having at least one electric drive machine for driving the motor vehicle, having at least one coupling transmission which can be shifted at least between a coupling position in which the electric drive machine is coupled to a drive wheel of the motor vehicle in a torque-transmitting manner, and a decoupling position in which the electric drive machine is decoupled from the drive wheel, and having a parking lock device which comprises at least one parking lock element which can be displaced between a parking lock position in which the at least one parking lock element at least indirectly blocks rotation of the drive wheel and an unlocking position in which the at least one parking lock element releases the rotation of the drive wheel.With the aid of such coupling transmissions, it is possible, for example, to interrupt torque transmission between the electric drive machine and drive wheels of a motor vehicle as required (decoupling position) and thus, for example, to enable what is known as coasting of the motor vehicle during its driving operation, and to produce torque transmission (coupling position) in order to enable driving of the drive wheels by means of the drive machine.Parking lock devices, on the other hand, make it possible to secure motor vehicles in their parked state against rolling away. For this purpose, a pawl of the parking lock device usually latches positively into a parking lock wheel of the parking lock device.DE 199 23 316 A1 describes, for example, a drive system for a motor vehicle having a starter and generator unit arranged in a drive train having a drive shaft. The starter and generator unit has an electric machine which can be operated as an electric motor with a starter function or an electric generator, and a planetary transmission.In KR 10 1 122 409 B1, a drive motor serves as a drive source of an electric automobile. A reduction gear part of a reduction gear is connected to the drive motor. A transmission fork is directly connected to the reduction gear to effect a gear shifting operation of the reduction gear. The transfer fork has a head. The head is inserted into an engagement groove of a sleeve of a synchro gear between the reduction gear and an arc. The sleeve is pushed to the left or right so that the rotational force of the input shaft is transmitted to an output, wherein different gears are selectively engaged. Further examples of linearly moved shift forks in corresponding transmissions can be found in CN 1 11 059 268 A, DE 10 2012 007 061 A1 and US 2007 / 0 272 511 A1 as known.It is an object of the present invention to provide a motor vehicle having a coupling transmission and a parking lock device, which can be operated in an improved manner. This object is achieved by a motor vehicle having the features of claim 1. Advantageous embodiments with expedient developments of the invention are specified in the dependent claims.The invention is based on a motor vehicle having at least one electric drive machine for driving the motor vehicle. The motor vehicle furthermore comprises at least one coupling transmission, which can be shifted at least between a coupling position, in which the electric drive machine is coupled to a drive wheel of the motor vehicle in a torque-transmitting manner, and a decoupling position, in which the electric drive machine is decoupled from the drive wheel. In addition, the motor vehicle comprises a parking lock device which comprises at least one parking lock element which is displaceable between a parking lock position, in which the at least one parking lock element at least indirectly blocks rotation of the drive wheel, and an unlocking position, in which the at least one parking lock element enables rotation of the drive wheel. The coupling gear can preferably be shifted in an automated manner between the coupling position and the decoupling position.In addition, it is provided that the motor vehicle comprises at least one actuating device with an actuator which is designed, on the one hand, for actuating a clutch of the coupling transmission, which clutch has at least one shift element and serves for shifting between the coupling position and the decoupling position, and, on the other hand, for displacing the at least one parking lock element between the parking lock position and the unlocking position. This is advantageous because, on the one hand, the clutch can be actuated by means of the actuating device and, as a result, the switching between the coupling position and the decoupling position can be effected and, on the other hand, the displacement between the parking lock position and the unlocking position can also be effected by means of this actuating device. The actuating device thus has at least one dual function, so that the motor vehicle can be operated in an improved manner, namely with particularly low control expenditure and low structural expenditure. In addition, weight can be saved in particular in comparison with systems known from the prior art. The motor vehicle can comprise, for example, a control unit, by means of which, for example, the actuating device can be actuated. The term drive wheel can be understood in the present case as a drive element which has direct contact with a footprint of the motor vehicle and can accordingly have at least one rim and a tire connected thereto.Furthermore, it is provided that the shifting element comprises a retaining region which prevents the at least one parking lock element from being displaced into the parking lock position as long as there is no setting of the coupling position. In other words, the retaining region can be designed and arranged to release the displacement into the parking lock position only when the coupling position is present and has thus been set. The parking lock device is thus secured in terms of function in a particularly advantageous manner. The retaining region can preferably be connected integrally to the switching element. In a particularly simple and fail-safe variant, the retaining region can exert a position-retaining force (force for position-retaining the locking element) on the locking element in order to prevent the at least one parking locking element from being displaced into the parking locking position, as long as there is no setting of the coupling position. For example, the retaining region can be formed as a, preferably nose-shaped, retaining projection (projection which is formed for retaining) which can exert the position-retaining force on a locking element shoulder of the locking element. The locking element shoulder can also be referred to as a shoulder of the locking element and can preferably be connected integrally to the locking element.According to the invention, it is provided that the switching element is designed as a switching rocker which is rotatable by the actuator. This is advantageous since switching oscillations represent particularly robust forms of switching elements. In order to actuate the clutch, the shifting force can be exerted, for example, on the shifting element of the clutch. The switching element can preferably be rotatably coupled to the actuating device, in particular rotatably mounted on the actuating device.The invention is based on the finding that, in systems known from the prior art, a corresponding number of servomotors are also used for a plurality of functions, which entails increased outlay for actuating the respective servomotors in order to fulfil the functions. The invention starts here and allows improved operation, in particular improved operation, of the motor vehicle by actuating both the clutch and the parking lock element by the actuating device.The expression "between the coupling position and the decoupling position" can be understood to mean that the actuating device can be designed and used both for switching from the coupling position into the decoupling position and for (inversely) switching from the decoupling position into the coupling position. However, this need not be the case. The expression "between the coupling position and the decoupling position" can also include either the switching from the coupling position into the decoupling position or the switching from the decoupling position into the coupling position being effected by means of the actuating device.This also applies analogously to the displacement of the parking lock element between the parking lock position and the unlocking position. The actuating device can be designed both for moving from the parking position into the unlocking position and vice versa, i.e. from the unlocking position into the parking position, and can be used for this purpose. However, it is also conceivable that the actuating device can be configured and used either for displacing the parking lock element from the parking lock position into the unlocking position or vice versa, from the unlocking position into the parking position.The actuator can thus be used and arranged both for actuating the shift element and for displacing the parking lock element. For this purpose, the actuator can be coupled in a force-transmitting manner, on the one hand, at least indirectly to the shifting element and, on the other hand, at least indirectly to the parking lock element.Within the scope of the present invention, the actuator can particularly preferably be designed as an electric motor. The electric motor can be supplied with electrical energy from an on-board power supply of the motor vehicle with particularly low outlay.However, in principle, a configuration of the actuator as a pneumatic device or as a hydraulic device is also conceivable, so that, for example, the actuation of the clutch and the displacement between the parking lock position and the unlocking position can be effected by supplying the actuator with compressed air or hydraulic fluid.The configuration of the actuator as a pneumatic device (pneumatically operating device) or as a hydraulic device (hydraulically operating device) can be advantageous in order to enable an actuation and / or emergency actuation of the shift element and the parking lock element which is independent of an electrical energy store and thus of the on-board power supply system of the motor vehicle and is thus particularly fail-safe, in that the pneumatic device or hydraulic device is supplied with energy, for example via a corresponding pressure accumulator.The actuator can preferably be designed to generate a rotational movement, in particular oriented in exactly one rotational direction, by means of which both the clutch can be actuated and the parking lock element can be displaced. In contrast to a linear movement, such a rotational movement enables a particularly space-saving actuation or displacement.The clutch can be shifted by means of the shift element. Thus, for example, at least one clutch element of the clutch can be moved relative to another clutch element of the clutch by means of the shift element and the clutch can thereby be shifted.The coupling can preferably be designed as a form-fit coupling. The positive-locking coupling is understood to be a coupling in which, in the coupling position, torque is transmitted by positive meshing, i.e. by positive locking of the respective coupling elements of the coupling. Unlike in the case of clutches which transmit torque by frictional engagement, that is to say friction clutches, such as, for example, multiplate clutches or friction clutches, in the case of positive clutches, advantageously no holding force is necessary in order to maintain the transmission of the torque. Furthermore, in the case of positive-locking clutches, no slip occurs between the respective clutch elements, via which torque can be transmitted or is transmitted in the coupling position. This contributes to an increase in efficiency and overall allows low-complexity operation of the coupling transmission and thus also of the motor vehicle.Preferably, the torque-transmitting coupling between the electric drive machine and the drive wheel can be produced exclusively by switching from the decoupling position into the coupling position. It can therefore be provided that the motor vehicle does not comprise any further clutches which are interposed for the transmission of torque between the drive wheel and the electric drive machine.In the coupling position, the electric drive machine can advantageously be coupled to the drive wheel without a differential gear, i.e. without the interposition of a differential gear of the motor vehicle and thus without a differential gear, in a manner transmitting torque. The electric drive machine can thus be coupled to the drive wheel via the coupling gear for the single wheel drive of the drive wheel.Preferably, it can be provided that the motor vehicle comprises a plurality of drive wheels, coupling gears and electric drive machines. Thus, each of the drive wheels can be assigned at least one coupling gear and at least one electric drive machine. If the motor vehicle thus has, for example, a four-wheel drive, the motor vehicle can comprise four drive wheels, four electric drive machines and four coupling transmissions. As a result, for example, the respective front drive wheels assigned to a front carriage, i.e. to the front of the motor vehicle, can be decoupled by switching the (front) coupling gears assigned to these front drive wheels and setting the decoupling position, whereas the rear drive wheels assigned to a rear carriage, i.e. to the rear of the motor vehicle, are coupled by switching the (rear) coupling gears and setting the coupling position and are thus used for driving the motor vehicle. In this exemplary case, the front drive wheels are in a so-called "coasting mode" and, in contrast to the rear drive wheels, are not used for driving the motor vehicle. It is of course also conceivable for the front drive wheels to be used for driving the motor vehicle and for the rear drive wheels to be in sail operation.Particularly preferably, the coupling gear can be designed as a gear stage, in particular an intermediate gear stage, that can be shifted between the coupling position and the decoupling position. This allows simple integration into a transmission, in particular spur gear transmission, of the motor vehicle. The transmission can preferably be designed as an automatic transmission. The coupling gear can thus preferably be integrated into a spur gear of the motor vehicle. This is advantageous since the coupling gear can thereby be arranged in a particularly space-saving manner and can be accommodated in a housing of the spur gear. Preferably, the coupling gear can be designed as an intermediate gear stage of the spur gear.In an advantageous development of the invention, it is provided that the actuating device is designed to set a release state in which the decoupling position is switched and at the same time the parking lock element is held displaced in the unlocking position. This is advantageous since, in the release state, for example, what is known as "coasting" of the motor vehicle is made possible. It can thus be ensured that kinetic energy of the motor vehicle is used for its movement, instead of at least parts of the kinetic energy being lost due to a towing operation of the electric drive machine. Preferably, the actuator maintains both the decoupling position and simultaneously the unlocking position, whereby a high degree of functional reliability can be achieved, especially as the actuator can be used to maintain both positions, i.e. both the decoupling position and the unlocking position.In a further advantageous development of the invention, it is provided that the actuating device is designed to set a drive switching state in which the coupling position is switched and at the same time the parking lock element is held displaced in the unlocked position. This is advantageous because, in the drive switching state, the driving of the motor vehicle is ensured by coupling the electric drive machine via the coupling transmission to the drive wheel and, at the same time, the parking lock element is open and is thus held in the unlocked position. Preferably, the actuator maintains both the coupling position and simultaneously the unlocking position, whereby a high degree of functional reliability can be achieved, especially as the actuator can be used to maintain both positions, i.e. both the coupling position and the unlocking position.In a further advantageous development of the invention, it is provided that the actuating device is designed to set a blocking switching state in which the coupling position is switched and at the same time the parking lock element is held displaced in the parking lock position. This is advantageous since the drive wheel can be held in the blocking switching state both by means of the electric drive machine and by means of the parking lock device, so that an undesired rolling away of the motor vehicle can be particularly effectively prevented. Preferably, the actuator maintains both the coupling position and simultaneously the parking lock position, whereby a high degree of functional reliability can be achieved, especially as the actuator can be used to maintain both positions, i.e. both the coupling position and the lock position.Thus, the actuation device, in particular the actuator of the actuation device, can be used to selectively set the release state, the drive switching state or the blocking switching state. As a result, a particularly high degree of functional safety can be achieved, especially since a situation can be avoided in a particularly effective manner in which the parking lock device is closed, that is to say the parking lock element is held displaced in the parking lock position and the decoupling position is simultaneously switched.In a further advantageous development of the invention, it is provided that the at least one actuating device comprises an actuating element which can be adjusted by means of the actuator and is designed, on the one hand, for exerting at least one switching force on the switching element for actuating the clutch and, on the other hand, for exerting at least one displacement force, for displacing the at least one parking lock element between the parking lock position and the unlocking position. This is advantageous since the actuating element thus performs a dual function, so that in particular provision of further actuating elements is dispensed with and weight can thereby be saved. The actuating element can preferably be designed at least in regions or completely as a shaft which can be connected in a rotationally fixed manner to a rotor shaft of the actuator or can be designed as a rotor shaft of the actuator.Preferably, the switching element can be rotatably connected to the actuating element, in particular rotatably mounted on the actuating element. This is advantageous since the actuating element can thus also be used for mounting the shifting element, so that a corresponding, additional bearing can be dispensed with and weight can thus be saved.In a further advantageous development of the invention, it is provided that the at least one actuating element is coupled to the at least one shifting element of the clutch in a force-transmitting manner at least indirectly, preferably directly, via a first spring element of the actuating device. This is advantageous since the first spring element can be prestressed by means of the actuating element when the switching force is exerted, with the result that the switching force can accordingly act permanently on the switching element. In this way, a particularly low-delay actuation of the clutch can be achieved and, as a result, for example, a particularly low-delay shifting from the decoupling position into the coupling position can be achieved as soon as this is possible mechanically, for example, as a result of a rotational speed equality of respective gearwheels of the coupling transmission. In order to actuate the clutch, the shifting force can be exerted on the shifting element of the clutch. The shift element can thereby be moved and adjust at least one clutch element of the clutch, in order thereby to bring about the shift between the coupling position and the decoupling position.The first spring element can be designed as a torsion spring. As a result, an adjustment of a spring travel of the first spring element as a result of the exertion of the switching force can be effected not only in a particularly space-saving manner, in particular without axial length change. A further advantage is that the actuating element and / or the switching element can be inserted at least in regions into a spring element opening of the first spring element, provided that the first spring element is designed as a torsion spring. As a result, the actuating element and / or the switching element can assume a further function, namely the function of the particularly captive holding of the first spring element.In a further advantageous development of the invention, it is provided that the at least one actuating element is coupled, via a second spring element of the actuating device, in a force-transmitting manner at least indirectly, preferably directly, to an eccentric element of the actuating device, by means of which eccentric element the parking lock element can be displaced between the parking lock position and the unlocking position. This is advantageous since the second spring element can be prestressed by means of the actuating element when the displacement force is exerted, with the result that the displacement force can accordingly act permanently on the eccentric element. As a result, a particularly low-delay actuation of the eccentric element can be achieved and consequently, for example, a particularly low-delay displacement of the parking lock element, for example from the unlocked position into the parking lock position, can be achieved as soon as this is mechanically possible. This can be possible mechanically, for example, if a rotational speed of a parking ratchet wheel of the parking ratchet device has a sufficiently low rotational speed value, so that the parking ratchet element, which can be designed as a parking ratchet, for example, can latch into the parking ratchet wheel and the parking ratchet position can thereby be set.The second spring element can be designed as a torsion spring. As a result, an adjustment of a spring travel of the second spring element as a result of the exertion of the displacement force can be effected not only in a particularly space-saving manner, in particular without axial length change. A further advantage is that the actuating element and / or the eccentric element can be inserted at least in regions into a spring element opening of the second spring element, provided that the second spring element is designed as a torsion spring. As a result, the actuating element and / or the eccentric element can assume a further function, namely the function of the particularly captive holding of the second spring element.The eccentric element can preferably be designed as a cam, by means of which a large cam stroke can be implemented for displacing the parking lock element even in the case of a small rotation of the cam. Alternatively, the eccentric element can also be designed, for example, as a circular disk mounted eccentrically, i.e., outside a central axis of the eccentric element. A circular disk of this type can be produced not only with a particularly low outlay, but also permits a particularly uniform displacement without sudden changes in travel.In a further advantageous development of the invention, it is provided that the actuating element can be rotated in a rotational direction by means of the actuator, as a result of which both the at least one switching force can be exerted on the switching element via the first spring element and the at least one displacement force can be exerted on the eccentric element via the second spring element. This is advantageous since during the rotation in the, in particular exactly one, rotational direction both the switching element and the eccentric element can thus be actuated. This creates a low-complexity and in particular functionally reliable coordination and arrangement of the components involved, in particular of the actuating element, of the shift element and of the eccentric element, on one another in such a way that an undesired or even safety-critical situation can be ruled out, in which, for example, the parking lock element is located in the parking lock position and, at the same time, the decoupling position is set. This contributes to a considerable degree of functional safety of the motor vehicle.In a further advantageous development of the invention, it is provided that the actuating element has a switching element stop, by means of which a movement of the switching element relative to the actuating element can be limited, and / or the actuating element has an eccentric element stop, by means of which a movement of the eccentric element relative to the actuating element can be limited. This is advantageous since a particularly low-complexity setting of an end position positioning of the switching element and / or of the eccentric element on the actuating element can be achieved as a result, wherein the switching element can be brought into contact with the switching element stop and the eccentric element can be brought into contact with the eccentric element stop. By means of the switching element stop and / or the eccentric element stop, in particular a rotation of the switching element and / or of the eccentric element relative to the actuating element can be limited. The switching element can have a stop which interacts with the switching element stop, that is to say which corresponds to the switching element-side stop, and which can be in contact with the switching element stop when limiting the movement of the switching element relative to the actuating element. The eccentric element, on the other hand, can have an eccentric element-side stop interacting with the eccentric element stop, i.e. corresponding, which can be in contact with the eccentric element stop when limiting the movement of the eccentric element relative to the actuating element.In a further advantageous development of the invention, the coupling transmission comprises a first gearwheel which is in at least indirect engagement with the drive machine, and a second gearwheel which can be coupled to the first gearwheel in a manner transmitting torque by means of the clutch and is coupled to the drive wheel in a manner at least indirectly fixed against relative rotation. This is advantageous because the coupling gear is thus constructed in a particularly simple and robust manner and thus has a particularly low susceptibility to faults. The term indirect is to be understood in general to mean that further torque-transmitting elements can be interposed. The respective gearwheel can be coupled, for example, via a shaft (as such a torque-transmitting element) and thus indirectly to the drive machine or the drive wheel. The term "rotationally fixed" is to be understood in general to mean that a relative rotation between components coupled to one another in a rotationally fixed manner, for example shaft and gearwheel, is prevented. In addition, the clutch comprises a first clutch element which is coupled at least indirectly in a rotationally fixed manner to the first gearwheel via a second clutch element of the clutch connected in a rotationally fixed manner to the first gearwheel. This is advantageous since the coupling thus has a particularly simple and robust construction. The term indirect means that both the respective clutch element and the respective gearwheel can be connected in a rotationally fixed manner, for example to a corresponding shaft, as a result of which the clutch element can then be coupled indirectly, namely for example by means of the shaft, to the gearwheel. Furthermore, the clutch comprises a connecting element which is coupled on the one hand at least indirectly to the second gearwheel and on the other hand can be coupled to the first clutch element in a rotationally fixed manner at least indirectly, in particular by setting the coupling position. This is advantageous since the connecting element allows a particularly simple configuration of the first coupling element. The connecting element can be coupled reversibly releasably, i.e. in other words non-destructively releasably, for example by means of a spline, which can also be referred to as a spline, at least indirectly to the second gearwheel. The connecting element can preferably be designed as a sleeve, in particular a fixed sleeve.In a further advantageous development of the invention, the coupling comprises a blocking element. The blocking element is designed to prevent the switching from the decoupling position into the coupling position in the event of a rotational speed difference between the first gearwheel and the second gearwheel. In addition, the blocking element is designed to release a relative movement between the first clutch element and the second clutch element, which movement brings about the switching from the decoupling position into the coupling position, when the rotational speed is the same between the first gearwheel and the second gearwheel. The locking element thus advantageously prevents excessive mechanical loads, in particular a striking of the clutch elements, and undesirable noises, which could otherwise occur in the event of a (unintentional) shift into the coupling position in the event of a rotational speed difference.In a further advantageous development of the invention, it is provided that the shifting element, in the coupling position and / or in the decoupling position, is inserted at least in regions into a gearwheel recess arranged radially within a toothing of at least one of the gearwheels and is in engagement with the first coupling element. This is advantageous because, at least in regions, arranging the shift element in the gearwheel recess creates a particularly space-saving arrangement. Because the shifting element is in engagement with the first clutch element in the gear wheel recess, a particularly advantageous force flow results with particularly few deflections and correspondingly low mechanical stresses and / or load peaks. Particularly preferably, the first clutch element can be arranged radially inside the gearwheel recess both in the coupling position and in the decoupling position, resulting in a correspondingly particularly advantageous arrangement with respect to the force flow. In order to actuate the clutch, the shifting force can be exerted, for example, on the shifting element of the clutch and transmitted via the shifting element to the first clutch element. The gearwheel recess can also be referred to as a recess of the gearwheel, wherein this recess is located further inward in the radial direction of extent than the toothing of the gearwheel.The shifting element can have at least one first element arm section and a second element arm section directly connected to the first element arm section and enclosing an angle with the first element arm section, wherein one of the element arm sections can be inserted into the gear wheel recess and coupled to the coupling, and the other element arm section can be rotatably coupled at least indirectly, preferably directly, to the actuating device. This construction permits a particularly space-saving actuation of the coupling.The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the respectively specified combination but also in other combinations or alone without departing from the scope of the invention.Further advantages, features and details of the invention are evident from the claims, the following description of preferred embodiments and on the basis of the drawings.The invention is explained once again below with reference to a specific exemplary embodiment. The following shows: FIG. 1 is a schematic perspective view of a spur gear transmission, which comprises a coupling transmission and is coupled to an electric drive machine, which serves for driving a drive wheel of a motor vehicle shown in highly abstract form, wherein the motor vehicle comprises a parking lock device, a clutch for shifting the coupling transmission and an actuating device; FIG. 2 is a top view of the coupling gear, the electric drive machine, the parking lock device, the clutch and the actuating device; FIG. 3 shows a sectional illustration according to a sectional plane A shown in FIG. 2 ; FIG. 4 shows a further sectional illustration according to a sectional plane B shown in FIG. 2 ; FIG. 5 shows a further sectional illustration according to a sectional plane C shown in FIG. 2 ; and FIG. 6 shows a further schematic perspective view of the coupling transmission, wherein a shifting element of the clutch comprises a retaining region which prevents the at least one parking lock element from being displaced into the parking lock position as long as there is no setting of the coupling position.Identical and functionally identical elements are provided with the same reference numerals below.FIG. 1 shows a schematic perspective view of a motor vehicle K which comprises electric drive machines 10, spur gear transmissions SG with coupling gears 20 and drive wheels 100. In this case, each of the spur gears SG is assigned one of the coupling gears 20 in each case. In other words, one of the coupling gears 20 is integrated into one of the spur gears SG of the motor vehicle K.Each of the drive engines 10 is coupled to a respective one of the spur gears SG. Each of the spur gears SG can furthermore be coupled to a respective one of the drive wheels 100 by the respective coupling gear 20 of the respective spur gear SG being switched from a decoupling position ES into a coupling position KS. The decoupling position ES and the coupling position KS can be seen by way of example with reference to FIG. 3. In the coupling position KS, the respective drive wheel 100 is coupled to the respective drive engine 10 in a torque-transmitting manner, whereas the torque transmission between the drive wheel 100 and the drive engine 10 is interrupted in the decoupling position ES. In other words, the respective electric drive machine 10 is decoupled from the respective drive wheel 100 in the decoupling position ES of the respective coupling transmission 20. Overall, this allows selective driving of the respective drive wheels 100, and consequently individual wheel driving of each of the drive wheels 100. Thus, each of the drive wheels 100 can be driven by the electric drive machine 10 assigned to it in each case independently of the other drive wheels 100.For reasons of clarity, only one of the spur gear transmissions SG is shown in FIG. 1 with one of the coupling transmissions 20 and only one of the drive wheels 100. The following explanations regarding the drive engine 10, the spur gear transmission SG, the coupling transmission 20 and the drive wheel 100 apply, however, to all the drive engines 10, spur gear transmission SG, coupling transmission 20 and drive wheels 100 of the motor vehicle K. The drive engine is concealed in FIG. 1 and therefore cannot be seen, but is schematically illustrated in FIG. 2. In addition, FIG. 2 shows a top view of the coupling gear 20 and thus a partial region of the spur gear SG.The spur gear transmission SG comprises a first transmission shaft 102, as can be seen in the plan view in FIG. 2. The transmission shaft 102 is coupled to the electric drive machine 10 of the motor vehicle K in a torque-transmitting manner. The torque-transmitting and thus rotationally fixed coupling between the first transmission shaft 102 and the drive machine 10 is effected here merely by way of example via a spline shaft end portion 103, that is to say in other words an end portion of the first transmission shaft 102, which has a spline toothing. Via this spline, the first transmission shaft 102 is engaged with the electric drive machine 10. Likewise coupled rotationally fixedly to the first transmission shaft 102 is a first transmission gearwheel 104. The first gear wheel 104 is in mesh with a first gear wheel 42 of the coupling gear 20. The first gearwheel 42 of the coupling gear 20 is thus in indirect engagement with the drive machine 10, that is to say is indirectly coupled to the drive machine 10.The spur gear transmission SG further comprises a second transmission shaft 106 which is coupled to the drive wheel 100 in a torque-transmitting manner. The first transmission shaft 102 and the second transmission shaft 106 can be coupled to one another by means of the coupling transmission 20 by setting the coupling position KS in a manner transmitting torque. The coupling of the second transmission shaft 106 to the drive wheel 100, which is shown only in sections and greatly abstracted, is only shown in FIG. 1 for reasons of clarity. The first transmission shaft 102 serves for the input-side torque transmission and the second transmission shaft 106 serves for the output-side torque transmission. The torque-transmitting and thus rotationally fixed coupling between the second transmission shaft 106 and the drive wheel 100 is effected here merely by way of example via an internal spline toothing 107 of the second transmission shaft 106. The drive wheel 100 is in engagement with the internal spline toothing 107 via a drive axle 110 illustrated in dashed lines in FIG. 1 and is thereby coupled to the second transmission shaft 106 of the spur gear transmission SG in a rotationally fixed manner. It can also be seen from FIG. 1 that the coupling transmission 20 is provided for torque-transmitting coupling with exactly one side of the drive axle 110 of the motor vehicle K, as a result of which an individual wheel drive of the drive wheel 100 can take place. In this case, the transmission of the torque between the electric drive machine 10 and the drive wheel 100 can take place without the interposition of a differential gear mechanism. The transmission of the torque between the electric drive machine 10 and the drive wheel 100 can therefore take place without a differential gear (without a differential gear).Likewise coupled rotationally fixedly to the second transmission shaft 106 is a second transmission gearwheel 108 of the spur gear transmission SG. The second gear 108 meshes with a second gear 52 of the linkage 20. Thus, the second gearwheel 52 of the coupling transmission 20 is coupled at least indirectly in a rotationally fixed manner to the drive wheel 100.For reasons of clarity, respective gear teeth, for example the (first and second) transmission gears 104, 108 and the (first and second) gears 42, 52, are not shown in FIG. 1.The motor vehicle K also comprises a parking lock device 90, which comprises a parking lock element 92. The parking lock element 92 is embodied as a pawl in the present case. The parking lock member 92 can be shifted between a parking lock position P 1 in which the parking lock member 92 is engaged with a parking gear 94 of the parking lock device 90, thereby blocking rotation of the drive wheel 100 and an unlock position P 2, as can be seen from FIG. 5. In FIG. 5, the parking lock position P 1 is schematically illustrated by dashed illustration of partial regions of the parking lock gear 94 and of the parking lock element 92. In the unlocking position P 2 recognizable in FIG. 1, for example, the parking locking element 92 is not engaged with the parking lock gear 94, whereby the rotation of the drive wheel 100 is released, i.e., not blocked by the parking lock device 90. It can be seen, for example, from FIG. 2 that the parking lock gear 94 is coupled rotationally fixedly to the first transmission shaft 102 and to the first transmission gear 104 and to the electric drive machine 10. As can be seen with reference to FIG. 5, the parking lock element 92 can be rotatably mounted via a parking lock element bearing 93 on a housing, for example the housing of the spur gear transmission SG, which is not shown in any more detail in the present case, and can be displaced between the parking lock position P 1 and the unlocking position P 2 by a pivoting movement of the parking lock element 92 about the parking lock element bearing 93.The shifting element 62 also comprises a retaining region 65, which can be seen in FIG. 6 and which prevents the parking lock element 92 from being moved into the parking lock position P 1 as long as there is no setting of the coupling position KS. In order to achieve this, a position holding force F_PH can be exerted on a locking element shoulder 91 of the parking locking element 92 via the retaining region 65. As a result, the parking lock device 90 is secured in function to a particular extent. The retaining region 65 can in particular ensure that the coupling transmission 20 is always only in the coupling position KS before the parking lock position P 1 can be set. By using the retaining region 65, simplified component protection, in particular respective toothings of the coupling transmission 20, can be achieved, wherein any occurrence of random events can be reliably prevented.For mounting the coupling gear 20 in this housing, for example, a plurality of rolling bearings 60 a, 60 bmay be used, as can be seen with reference to FIG. 3. However, it is clear that still further bearings can be provided. The roller bearings 60 a, 60 bare designed in the present case as fixed cylindrical roller bearings, wherein the roller bearing 60 ais used for rotatably mounting the second gearwheel 52 on the housing and the roller bearing 60 bis used for rotatably mounting the first gearwheel 42 on the housing. Via a further rolling bearing 60 c(see FIG. 3 ), which is presently exemplarily designed as a needle bearing, the first gearwheel 42 is rotatably mounted and supported on a shaft 53 of the second gearwheel 52. In addition, the two gearwheels 42, 52 are supported against one another via a further rolling bearing 60 e, namely an axial needle bearing, in the axial extension direction and thus in the direction of an axis of rotation x. FIG. 4 shows that the first transmission shaft 102 and thus the first transmission gearwheel 104 are supported on the housing (not shown in greater detail) via a further rolling bearing 60 d, which is designed in the present case as a ball bearing by way of example.The motor vehicle K furthermore comprises an actuating device 22 with an actuator 24. the actuator 24 is configured, on the one hand, for actuating a clutch 40, which has at least one shifting element 62, of the coupling transmission 20 and serves for shifting between the coupling position KS and the decoupling position ES. On the other hand, the actuator 24 also serves to displace the parking lock member 92 between the parking lock position P 1 and the unlock position P 2. The switching element 62 is designed as a switching rocker, as can be seen with reference to FIG. 1.The clutch 40 is designed in the present case as a positive-locking clutch, namely as a claw clutch. The motor vehicle K comprises a control unit ECU, by means of which the actuating device 22 and the electric drive machine 10 can be controlled, as is schematically illustrated in FIG. 2.The construction of the coupling 40 can be seen by viewing FIG. 1 together with the sectional representation in FIG. 3. The clutch 40 comprises a first clutch element 44 which is coupled at least indirectly, namely by means of a second clutch element 54 of the clutch 40, in a rotationally fixed manner to the first gearwheel 42. The second clutch element 54 can be designed as a fixed sleeve, which can be coupled to the first gearwheel 42 in a rotationally fixed manner. In the present case, however, the second clutch element 54 is designed as a toothing which is arranged in a gearwheel recess 43 of the first gearwheel 42, is connected integrally to the first gearwheel 42 and is thereby coupled rotationally fixedly to the first gearwheel 42. Although the first clutch element 44 is coupled to the first gearwheel 42 in a rotationally fixed manner by the second clutch element 54, a relative axial displacement between the first clutch element 44 and the second clutch element 54 parallel to the axis of rotation x about which the gearwheels 42, 52 can rotate during operation of the motor vehicle K, for example in a circumferential direction U indicated by an arrow, is possible due to the toothing.In addition, the clutch 40 comprises a connecting element 70, which is coupled directly to the second gearwheel 52 on the one hand and can be coupled directly to the first clutch element 44 in a rotationally fixed manner on the other hand, in that the first clutch element 44 is switched from the decoupling position ES into the coupling position KS. The connecting element 70 is in the present case in engagement via respective plug-in tooth arrangements, not designated in more detail, on the one hand with the first clutch element 44 and on the other hand with the second gearwheel 52. The connecting element 70 can be designed in particular as a fixed sleeve, as can be seen with reference to FIG. 3. To set the coupling position KS, the first coupling member 44 is engaged with the connecting member 70 as shown in FIG. 3.In order to prevent the shift from the decoupling position ES into the coupling position KS in the event of a rotational speed difference between the first gearwheel 42 and the second gearwheel 52, the clutch 40 comprises a blocking element 80. The blocking element 80 serves for releasing a relative movement RB between the first clutch element 44 and the second clutch element 54 which brings about the shift from the decoupling position ES into the coupling position KS when the rotational speed is the same between the first gearwheel 42 and the second gearwheel 52. In the event of the rotational speed being the same, the blocking element 80 therefore permits the movement of the first clutch element 44 and thus the shift from the decoupling position ES into the coupling position KS, wherein, in the coupling position KS, the force flow KF via the first gearwheel 42 allows, the second clutch element 54, the first clutch element 44, the connecting element 70 and the second gearwheel 52 can be guided.When the speed equality between the first gearwheel 42 and the second gearwheel 52 is established on the basis of the electric drive machine 10, the blocking element 80 therefore releases overall the relative movement RB between the first clutch element 44 and the second clutch element 54 which brings about the switching from the decoupling position ES into the coupling position KS.For the sake of clarity, FIG. 3 shows the respective position of the first coupling element 44 both in the coupling position KS and in the decoupling position ES (dashed lines). It is advantageous here if, in addition to the second coupling element 54 and the blocking element 80, which are each arranged completely in the gearwheel recess 43, the first coupling element 44 and the connecting element 70 are also arranged at least partially, preferably completely, in the gearwheel recess 43. The force flow KF between the first gearwheel 42 and the second gearwheel 52 results in a particularly small installation space and thus extends over a particularly short path if the first clutch element 44 is arranged in the gearwheel recess 43 not only in the decoupling position ES but also in the coupling position KS.The switching element 62 serves for setting the coupling position KS and the decoupling position ES. The switching element 62 comprises a first element arm section 64 and a second element arm section 66, which is directly connected to the first element arm section 64 and encloses an angle with the first element arm section 64. The first element arm section 64 and the second element arm section 66 together form an L-shape, by means of which a particularly space-saving and interference-free circuit is made possible. When viewing FIG. 1 together with FIG. 3, it can be seen that the shifting element 62 is rotatably coupled to the first coupling element 44 via the second element arm section 66. In this case, the switching element 62, in particular on the second element arm section 66, can have an engagement element 63, for example a sliding block, or an engagement region which is inserted into an engagement groove 45 of the first coupling element 44 which extends at least in regions in the circumferential direction U. The engagement element 63 is recognizable in FIG. 1 and is shown schematically in FIG. 3.If the shifting element 62 is rotated by the actuator 24, the shifting element arm sections 64, 66 can be pivoted and a displacement of the first coupling element 44 between the coupling position KS and the decoupling position ES can thereby be effected.An example of an aforementioned, random event represents a tooth-on-tooth standing of the first coupling element 44 and of the connecting element 70, so that the relative movement RB can be blocked at least briefly. The expression "tooth-on-tooth standing" is to be understood in the present case as meaning that respective teeth of the first clutch element 44 and of the connecting element 70 overlap one another along a parallel to the axis of rotation x when the motor vehicle K is at a standstill and are therefore, for example, aligned, such that the relative movement RB can be mechanically blocked at least temporarily. If the parking lock element 92 and the parking lock wheel 94 were now aligned with respect to one another in such a way that the parking lock element 92 could assume the parking lock position P 1, then any component overloading, in particular respective teeth of the first clutch element 44 and / or of the connecting element 70, could occur. To avoid this, the retaining region 65 prevents the displacement of the parking lock element 92 into the parking lock position P 1, at least as long as the relative movement RB is blocked.The actuating device 22 comprises an actuating element 26 which can be adjusted by means of the actuator 24 and is designed, on the one hand, for exerting a switching force F_SK on the switching element 62 for actuating the clutch 40 and, on the other hand, for exerting a displacement force F_V for displacing the parking lock element 92 between the parking lock position P 1 and the unlocking position P 2. The actuating element 26 is shown, for example, in FIG. 1 and in a sectional illustration in FIG. 5. The actuating element 26 can preferably be designed as a shaft. This shaft can be connected in a rotationally fixed manner to a rotor shaft of the actuator 24. Alternatively, the actuating element 26 can also be designed as a rotor shaft of the actuator 24.It can be seen from FIG. 5 that the switching element 62 can be inserted into an actuating element recess 25 of the actuating element 26 and can be rotatably mounted there. The actuating element 26 is coupled directly in a force-transmitting manner to the shifting element 62 of the clutch 40 via a first spring element 27 of the actuating device 22 embodied as a torsion spring.It can likewise be seen in FIG. 5 that the actuating element 26 is directly coupled in a force-transmitting manner via a second spring element 28 of the actuating device 22, likewise embodied as a torsion spring, to an eccentric element 30 of the actuating device 22, by means of which element the parking lock element 92 can be displaced between the parking lock position P 1 and the unlocking position P 2. The eccentric element 30 is designed as a cam in the present case, as can be seen with reference to FIG. 4. Alternatively, the eccentric element 30 could also be designed as an eccentrically mounted circular disk, which is not shown in any more detail here, however.The actuating element 26 can generally be rotated in a rotational direction D 1 by operating the actuator 24, as a result of which both the switching force F_SK can be exerted on the switching element 62 via the first spring element 27 and the displacement force F_V can be exerted on the eccentric element 30 via the second spring element 28.In FIG. 1, the operating device 22 maintains a drive switching state in which the coupling position KS is switched and at the same time the parking lock member 92 is held displaced in the unlocking position P 2. In the drive shift state, the driving of the motor vehicle K is ensured by coupling the electric drive machine 10 via the coupling transmission 20 to the drive wheel 100 and at the same time the parking lock element 92 is open and is thus held in the unlocked position ES.In a likewise switchable release state, the motor vehicle K can be operated, for example, in what is known as coasting operation, i.e., what is known as coasting of the motor vehicle K is made possible, in which the motor vehicle K is moved without the respective electric drive machines 10 driving the respective drive wheels 100 and without the respective parking lock device 90 blocking the movement of the motor vehicle K, in particular the rolling of the respective drive wheels 100. In the release state, the decoupling position ES is switched and at the same time the parking lock element 92 is held displaced in the unlocking position P 2.The parking lock element 92 rotatably mounted on the housing is pressed against the eccentric element 30 counter to gravity by means of a third spring element 29 assigned, for example, to the actuating device 22, which-like the first spring element 27 and the second spring element 28-is designed as a torsion spring, and is held there in the unlocked position P 2.In the released state, an eccentric element-side stop 32, which is designed as a projection and can also be referred to as a stop assigned to the eccentric element 30, abuts against an eccentric element stop 38. The eccentric element stop 38 assigned to the actuating element 26 is in the present case likewise designed as a projection, as can be seen particularly clearly in FIG. 4 and also in FIG. 2. In addition, in the released state, a stop 34 on the switching element side, which is designed as a projection and can also be referred to as a stop assigned to the switching element 62, abuts against a switching element stop 37 of the actuating element 26. The switching element stop 37 assigned to the actuating element 26 is in the present case likewise designed as a projection, as can be seen with reference to FIGS. 1 and 2 By means of the switching element stop 37, a movement, in particular rotation, of the switching element 62 relative to the actuating element 26 can be limited. By means of the eccentric element stop 38, a movement, in particular rotation, of the eccentric element 30 rotatably mounted on the actuating element 26 relative to the actuating element 26 can be limited.The actuation device 22 can also be used to set the drive switching state in which, as stated, the coupling position KS is switched and at the same time the parking lock element 92 is held displaced in the unlocking position P 2. In the drive shift state, therefore, the drive wheel 100 is coupled to the electric drive machine 10 via the spur gear transmission SG and thus also 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 without the parking lock device 90 blocking the driving of the drive wheel 100.In order to set the drive switching state, the actuating element 26 can be rotated by means of the actuator 24 in accordance with the rotational direction D 1 (here: clockwise) indicated by an arrow in FIG. 2 and in FIG. 3. If there is no rotational speed equality between the gearwheels 42, 52, the blocking element 80 prevents the switching from the decoupling position ES into the coupling position KS and thus the corresponding relative movement RB of the first clutch element 44 by means of the switching element 62.By rotating the actuating element 26 in the rotational direction D 1, the first spring element 27 via which the switching element 62 and the actuating element 26 are coupled to one another in a force-transmitting manner is prestressed. For this purpose, the actuator 24 exerts a torque, by means of which the first spring element 27 is mechanically prestressed and the switching force F_SK is thereby stored in the first spring element 27, as long as the blocking element 80 prevents the coupling of the first coupling element 44 to the connecting element 70 and thus the setting of the coupling position KS. In this case, the first coupling element 44 is pressed by means of the first spring element 27 via the switching element 62 and the engaging element 63 arranged in the engaging groove 45 in the direction of the blocking element 80 on the basis of the switching force F_SK, as it were. The locking element 80 prevents the coupling of the first clutch element 44 to the connecting element 70 as long as the rotational speed difference exists between the first gearwheel 42 and the second gearwheel 52. As soon as the electric drive machine 10 has compensated the rotational speed difference and there is therefore rotational speed equality between the two gearwheels 42, 52, the blocking element 80 enables the coupling of the first clutch element 44 to the connecting element 70 and thus the setting of the coupling position KS. As a result, the first clutch member 44 moves toward the link member 70 by the application of the switching force F_SK, and the first clutch member 44 is engaged with the link member 70, thereby adjusting the coupling position KS. It is clear that, for example, in the event of an acceleration of the motor vehicle K from its standstill, speed equality can prevail even without interventions of the electric drive machine 10, so that an intervention of the electric drive machine 10 can be dispensed with accordingly, since in this case there is no speed difference.Likewise, by rotating the actuating element 26 in the rotational direction D 1, the second spring element 28, via which the eccentric element 30 and the actuating element 26 are coupled to one another in a force-transmitting manner, is also prestressed. The torque exerted by means of the actuator 24 allows the second spring element 28 to be mechanically prestressed and the displacement force F_Vcan thereby be stored in the second spring element 28 when the displacement of the parking lock element 92 from the unlocked position P 2 into the parking lock position P 1 is mechanically prevented. The displacement from the unlocked position P 2 into the parking lock position P 1 can be mechanically prevented, for example, when the parking lock element 92 and the parking lock gear 94 are oriented with respect to one another as shown in FIG. 1, i.e. when the parking lock element 92 cannot engage in the parking lock gear 94. If a rotational speed of the first transmission shaft 102 falls below a predetermined rotational speed limit value, i.e. the rotational speed of the first transmission shaft is sufficiently low, which can be the case, for example, at a travel speed of the motor vehicle K of less than 5 km / h, the parking lock element 92 (here: pawl) can be brought into engagement with the parking lock wheel 94, i.e. the parking lock element 92 can be displaced from the unlocked position P 2 into the parking lock position PP 1. For this purpose, the eccentric element 30 is rotated in the (first) rotational direction D 1 by the displacement force F_V stored in the second spring element 28 and presses the parking lock element 92 into a position in which the parking lock element 92 locks to the parking lock wheel 94 and thus the parking lock position P 1 is set. In this case, the coupling position KS is then switched and the parking lock element 92 is simultaneously held displaced in the parking lock position P 1, so that a blocking switching state is set. The motor vehicle K can therefore then be held at a standstill by means of the parking lock device 90.During operation of the motor vehicle K, it is therefore generally possible, on the basis of the actuating device 22, to keep the first spring element 27 with the switching force F_SK and additionally, in particular simultaneously, the second spring element 28 with the displacement force F_V in a respectively prestressed state. As soon as the speed equality prevails between the two gearwheels 42, 52, i.e. the two gearwheels 42, 52 each have the same speed (gearwheel speed), the first clutch element 44 can be moved via the first spring element 27, in particular by at least partially relaxing the first spring element 27 and pivoting of the element arm sections 64, 66 effected as a result, and can be switched from the decoupling position ES into the coupling position KS. As soon as the travel speed of the motor vehicle K is sufficiently low, the parking lock element 92 can be moved by means of the eccentric element 30 counter to a spring force of the third spring element 29 via the second spring element 28, in particular by at least partially releasing the second spring element 28, and can be moved from the unlocked position P 2 into the parking lock position P 1.In order to set the release state again, the actuating element 26 can be rotated by operation of the actuator 24 in a second rotational direction D 2 which is opposite the first rotational direction D 1. For setting the release state starting from the drive switching state and / or from the blocking switching state, the switching element stop 37 and the switching element-side stop 34 and / or the eccentric element stop 38 and the eccentric element-side stop 32 are particularly useful, since the respective stops 37, 34 and 38, 32 corresponding to one another enable a reliable resetting of the switching element 62 and / or the eccentric element 30 and thus the reliable setting of the decoupling position ES and of the unlocking position PS.An important advantage of the motor vehicle K is that, by means of the described arrangement, an undesired switching state in which the parking lock position P 1 and at the same time the decoupling position ES is set can be reliably excluded. The motor vehicle K thus has a particularly high degree of functional reliability.List of reference characters10 Drive machine 20 Coupling transmission 22 Actuating device 24 Actuator 25 Actuating element recess 26 Actuating element 27 First spring element 28 Second spring element 29 Third spring element 30 Eccentric element 32 Eccentric element-side stop 34 Switching element-side stop 37 Switching element stop 38 Eccentric element stop 40 Clutch 42 First gearwheel 43 Gearwheel recess 44 First clutch element 45 Engagement groove 52 Second gearwheel 53 Shaft 54 Second clutch element 60 a- e Wälzlager bearing 62 Switching element 63 Engagement element 64 First element arm portion 65 Retaining region 66 Second element arm portion 70 Connecting element 80 Locking element 90 Parking lock device 91 Locking element shoulder 92 Parking lock element 93 Parking lock element bearing 94 Parking lock gear 100 Drive wheel 102 First transmission shaft 103 Splined shaft end portion 104 First transmission gearwheel 106 Second transmission shaft 107 Internal spline 108 Second transmission gearwheel 110 Drive axis D 1 (first) rotational direction D 2(second) rotational direction ECU control device F_SK switching force F_PH position holding force F_V displacement force K motor vehicle KF force flow KS coupling position ES decoupling position P 1 parking lock position P 2 unlocking position RB relative movement SG spur gear transmission U circumferential direction x rotational axis

Claims

Motor vehicle (K) having at least one electric drive machine (10) for driving the motor vehicle (K), having at least one coupling transmission (20) which can be shifted at least between a coupling position (KS) in which the electric drive machine (10) is coupled to a drive wheel (100) of the motor vehicle (K) in a torque-transmitting manner, and a decoupling position (ES) in which the electric drive machine (10) is decoupled from the drive wheel (100), and having a parking lock device (90) which comprises at least one parking lock element (92) which can be shifted between a parking lock position (P1) in which the at least one parking lock element (92) at least indirectly blocks rotation of the drive wheel (100) and an unlocking position (P2), in which the at least one parking lock element (92) enables the rotation of the drive wheel (100), it being possible for the motor vehicle (K) to be displaced, wherein the motor vehicle (K) comprises at least one actuating device (22) with an actuator (24) which is designed, on the one hand, for actuating a clutch (40), which has at least one switching element (62), of the coupling transmission (20) and serves for switching between the coupling position (KS) and the decoupling position (ES), and, on the other hand, for displacing the at least one parking lock element (92) between the parking lock position (P1) and the unlocking position (P2), wherein the switching element (62) comprises a retaining region (65) which prevents the at least one parking lock element (92) from being displaced into the parking lock position (P1), As long as there is no setting of the coupling position (KS), characterized in that the switching element (62) is designed as a switching rocker which can be rotated by the actuator (24).Motor vehicle (K) according to Claim 1, characterized in that the actuating device (22) is designed to set a release state in which the decoupling position (ES) is switched and at the same time the parking lock element (92) is held displaced in the unlocking position (P2).Motor vehicle (K) according to Claim 1 or 2, characterized in that the actuating device (22) is designed to set a drive switching state in which the coupling position (KS) is switched and at the same time the parking lock element (92) is held displaced in the unlocked position (P2).Motor vehicle (K) according to one of the preceding claims, characterized in that the actuating device (22) is designed to set a blocking switching state in which the coupling position (KS) is switched and at the same time the parking lock element (92) is held displaced in the parking lock position (P1).Motor vehicle (K) according to one of the preceding claims, characterized in that the at least one actuating device (22) comprises an actuating element (26) which can be adjusted by means of the actuator (24) and is designed, on the one hand, for exerting at least one switching force (F_SK) on the switching element (62) for actuating the clutch (40) and, on the other hand, for exerting at least one displacement force (F_V) for displacing the at least one parking lock element (92) between the parking lock position (P1) and the unlocking position (P2).Motor vehicle (K) according to Claim 5, characterized in that the at least one actuating element (26) is coupled at least indirectly to the at least one switching element (62) of the clutch (40) in a force-transmitting manner via a first spring element (27) of the actuating device (22).Motor vehicle (K) according to either of Claims 5 and 6, characterized in that the at least one actuating element (26) is coupled, in a force-transmitting manner, at least indirectly, via a second spring element (28) of the actuating device (22), to an eccentric element (30) of the actuating device (22), by means of which eccentric element the parking lock element (92) can be displaced between the parking lock position (P1) and the unlocking position (P2).Motor vehicle (K) according to Claim 7 when referring back to Claim 6, characterized in that the actuating element (26) can be rotated by means of the actuator (24) in a direction of rotation (D1), as a result of which both the at least one switching force (F_SK) can be exerted via the first spring element (27) on the switching element (62) and the at least one displacement force (F_V) can be exerted via the second spring element (28) on the eccentric element (30).Motor vehicle (K) according to one of Claims 5 to 8, characterized in that the actuating element (26) has a switching element stop (37), by means of which a movement of the switching element (62) relative to the actuating element (26) can be limited, and / or the actuating element (26) has an eccentric element stop (38), by means of which a movement of the eccentric element (30) relative to the actuating element (26) can be limited.Motor vehicle (K) according to one of the preceding claims, characterized in that the coupling transmission (20) comprises a first gearwheel (42) which is in at least indirect engagement with the drive engine (10), and a second gearwheel (52) which can be coupled to the first gearwheel (42) in a manner transmitting torque by means of the clutch (40) and is coupled to the drive wheel (100) in a manner at least indirectly fixed against relative rotation, wherein the clutch (40) comprises a first clutch element (44) which is coupled to the first gearwheel (42) in a manner at least indirectly fixed against relative rotation by means of a second clutch element (54) of the clutch (40) which is connected to the first gearwheel (42) in a manner fixed against relative rotation, and wherein the clutch (40) comprises a connecting element (70) which is coupled on the one hand at least indirectly to the second gearwheel (52) and on the other hand can be coupled to the first clutch element (44) in a manner fixed against relative rotation.Motor vehicle (K) according to Claim 10, characterized in that the clutch (40) comprises a blocking element (80) for preventing the switching from the decoupling position (ES) into the coupling position (KS) in the event of a rotational speed difference between the first gearwheel (42) and the second gearwheel (52) and for releasing a relative movement (RB) between the first clutch element (44) and the second clutch element (54), which movement brings about the switching from the decoupling position (ES) into the coupling position (KS), in the event of rotational speed equality between the first gearwheel (42) and the second gearwheel (52).Motor vehicle (K) according to Claim 10 or 11, characterized in that, in the coupling position (KS) and / or in the decoupling position (ES), the switching element (62) is introduced at least in regions into a gearwheel recess (43) arranged radially within a toothing of at least one of the gearwheels (42, 52) and is in engagement with the first coupling element (44).

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