Transmission and drive train of a vehicle with a transmission

Abstract

A transmission (4) with a plurality of shafts (5 to 8) is described. The shafts (5 to 8) are rotatably arranged in a housing (9). An overload clutch (10A to 10C) automatically establishes a rotationally fixed connection between one of the shafts (8) and the housing (9) depending on a rotational position of the shaft (8) relative to the housing (9) and a torque applied to the shaft (8) if the torque is less than or equal to a defined torque limit. In addition, the overload clutch (10A to 10C) automatically releases a rotational movement of the shaft (8) relative to the housing (9) if the torque applied to the shaft (8) exceeds the limit.The overload clutch (10A to 10C) comprises at least one spring element (10A1 to 10C1) which, in the overload clutch state (10A to 10C), in which the overload clutch (10A to 10C) connects the shaft (8) to the housing (9) in a rotationally fixed manner, is positively connected to the housing (9) and positively connected to the shaft (8). The positive connection between the spring element (10A1 to 10C1) and the shaft (8) and / or the positive connection between the spring element (10A1 to 10C1) and the housing (9) is canceled in the overload clutch state (10A to 10C), in which the overload clutch (10A to 10C) releases the rotational movement of the shaft (8) relative to the housing (9). Furthermore, a drive train (1) of a vehicle with the transmission (4) is proposed.

Description

[0001] The invention relates to a transmission with multiple shafts, in particular a three-shaft planetary transmission according to the type defined in more detail in the preamble of patent claim 1. Furthermore, the present invention relates to a drive train of a vehicle with such a transmission.

[0002] To reduce torque shocks in drive trains, which are introduced on the input side by combustion engines or on the output side by drive wheels, it is known in conventional drives to use torque dampers and also dry or wet clutches in order to avoid excessive loads.

[0003] Electromechanically switched electric drives are often designed without friction clutches. Torsion dampers are also rarely installed because the electric drive motors generate only minimal vibrations. The resulting vibrations must be tolerated by the components. If vibrations are excited in the drivetrain due to the introduction of wheel torques from road surface excitations, the high mass inertia of the electric drive motor, coupled with high gear ratios, can result in very high torques that can be significantly higher than the maximum torques that can be generated by an electric drive motor. These torques must be tolerated by the entire system, which leads either to significant overloading or, alternatively, to overdimensioning of the components.

[0004] A transmission for a drive train of a motor vehicle and a motor vehicle are known from DE 10 2019 108 944 A1. The transmission is designed with a transmission element and a component. In addition, the transmission is designed with an overload clutch that can be adjusted from a secured state to a released state. In the secured state, the transmission element is positively secured against rotation about an axis of rotation relative to the component by means of the overload clutch. A torque applied to the transmission element can then be positively transmitted from the transmission element to the component via the overload clutch. In the released state, the overload clutch releases the transmission element so that the transmission element can rotate about the axis of rotation relative to the component. This is the case when the torque applied to the transmission element exceeds a limit value.

[0005] The overload clutch has at least one form-locking element that is translationally movable relative to the gear element along a direction running obliquely or perpendicular to the axis of rotation. In the secured state, the form-locking element engages in a corresponding recess that is rotatable with the gear element and is provided in particular on the gear element. The overload clutch then has its secured state and holds the gear element in a form-locking manner. In addition, the overload clutch comprises a spring element that is designed as a helical spring. A spring force of the spring element holds the form-locking element in the recess as long as the torque applied to the gear element does not exceed the limit value. If the torque exceeds the limit value, the form-locking element is pressed out of the recess against the spring force of the spring element and the overload clutch changes from the secured state to the released state.

[0006] Due to the spring-loaded positive locking element in the radial direction, the gearbox requires a large amount of space. Implementing the known overload clutch in existing gearbox systems without appropriate overload protection requires complex design measures, which, however, increases manufacturing costs.

[0007] The object of the present invention is to provide a gearbox with an overload protection and a drive train designed therewith which is space-saving, cost-effective and structurally simple.

[0008] According to the invention, this object is achieved with a transmission and with a drive train having the features of patent claims 1 and 14, respectively.

[0009] The transmission according to the invention comprises several shafts and can, for example, be designed as a three-shaft planetary transmission. The transmission shafts are rotatably arranged in a housing. In addition, the transmission comprises at least one overload clutch, which automatically establishes a rotationally fixed connection between one of the shafts and the housing depending on the rotational position of the shaft relative to the housing and a torque applied to the shaft, if the torque is less than or equal to a defined torque limit.

[0010] In addition, the overload clutch automatically releases the shaft from rotating relative to the housing when the torque applied to the shaft exceeds the limit value. The overload clutch comprises at least one spring element that, in the overload clutch state in which the overload clutch connects the shaft to the housing in a rotationally fixed manner, is positively connected to the housing and positively connected to the shaft.

[0011] According to the invention, the positive connection between the spring element and the shaft is canceled in the state of the overload clutch, in which the overload clutch releases the rotational movement of the shaft relative to the housing.

[0012] Alternatively or additionally, the positive connection between the spring element and the housing is canceled in the overload clutch state in which the overload clutch releases the rotational movement of the shaft relative to the housing.

[0013] The transmission according to the invention, designed with overload protection, requires essentially no additional installation space compared to transmissions without overload protection. This is because the spring element of the overload clutch blocks or releases the rotational movement of the shaft without a separate positive locking element, and the spring element additionally provides the function of the positive locking element.

[0014] Thus, only the spring element and a corresponding area on the shaft and / or in the housing with which the spring element interacts in a form-fitting manner are required. This offers the possibility of integrating the overload clutch into existing transmission systems that lack corresponding overload protection with essentially no space requirements. Furthermore, the transmission according to the invention is structurally simpler than known transmission systems with overload protection and requires fewer design changes to the transmission components involved in overload protection.

[0015] In a structurally simple and cost-effective further development of the transmission according to the invention, the spring element is designed as a leaf spring, which can be manufactured with the required shape with little manufacturing effort.

[0016] The gearbox shaft can be a sun gear, a planetary carrier, or a ring gear, for example, to protect the gearbox against excessive loads. This also makes it possible to install the overload clutch with minimal effort in suitable areas of a known gearbox.

[0017] In the overload clutch state, in which the overload clutch connects the shaft to the housing in a rotationally fixed manner, the spring element can engage in a recess in the shaft radially along the shaft, which recess is formed as a depression in a circumferential surface of the shaft. This embodiment of the transmission according to the invention can be manufactured cost-effectively with minimal manufacturing effort.

[0018] Furthermore, it can be provided that the spring element, in the state of the overload clutch in which the overload clutch connects the shaft to the housing in a rotationally fixed manner, engages in a form-fitting manner in the radial direction of the shaft in a recess of the housing which is formed as a depression in a circumferential surface of the housing.

[0019] In further developments of the transmission according to the invention which are structurally simple and can be produced with little effort, the recess of the shaft and / or the housing can be cylindrical, elliptical, triangular, groove-like or dome-like.

[0020] Overload protection can be provided in a structurally simple and cost-effective manner and without additional actuation effort if the shape of the spring element and the shape of the recess are coordinated and each designed to release the rotationally fixed connection between the shaft and the housing when the torque applied to the shaft is greater than the torque limit. In addition, the shape of the spring element and the shape of the recess can be coordinated and designed to establish the rotationally fixed connection when the torque applied to the shaft is less than or equal to the torque limit and the spring element overlaps the recess in the shaft and / or the recess in the housing.

[0021] The spring element can have two end sections and an intermediate section running between them. It is possible to firmly connect the spring element to the housing or shaft in the area of ​​the end sections. When the shaft is non-rotatable, the intermediate section can engage in the recess of the shaft or the recess of the housing due to the spring preload. When the shaft is rotatable, the intermediate section of the spring element can be disengaged from the recess of the shaft or the recess of the housing, with the intermediate section then resting against the peripheral surface of the shaft or the peripheral surface of the housing.

[0022] In an easily assembled embodiment of the transmission according to the invention, the end sections are at least approximately circular and are each fixed to bolt-like spring holders of the housing or to bolt-like spring holders of the shaft.

[0023] The intermediate section may have a convex curvature with respect to the shaft or with respect to the housing.

[0024] In another structurally simple and easily assembled embodiment of the transmission according to the invention, the end sections are straight and the intermediate section is triangular. It can be provided that the end sections each form an acute angle with the intermediate region and are arranged in pocket-shaped recesses in the housing or in pocket-shaped recesses in the shaft and are firmly connected to the housing or the shaft.

[0025] Furthermore, it is possible for the spring element to comprise a closed cylindrical or closed elliptical cross-section intermediate section and connected lateral guide sections that engage with guide rails on the housing side. The spring element is secured in the guide rails via the lateral guide sections, preventing it from twisting around the longitudinal and vertical axes of the spring element, and is guided for displacement in the circumferential direction of the shaft.

[0026] It is possible for the spring element to engage positively with the intermediate section in the recess of the housing when the shaft is in a rotationally fixed state and, at the same time, with the intermediate section, to engage positively in the recess of the shaft.

[0027] When the shaft is rotatable, the spring element with the intermediate section can be out of engagement with the recess of the shaft and rest against the circumferential surface of the shaft, while the intermediate section engages positively in the recess of the housing.

[0028] In addition, it is possible for the spring element to engage positively with the intermediate section in the shaft recess when the shaft is in the rotatable state, and for the intermediate section to simultaneously disengage from the recess in the housing and rest against the circumferential surface of the shaft.

[0029] Furthermore, in the rotatable state of the shaft, it can also be provided that the intermediate section engages neither with the recess of the shaft nor with the recess of the housing and rests against both the circumferential surface of the shaft and the circumferential surface of the housing.

[0030] If the overload clutch has at least two spring elements and respective cooperating recesses in the shaft and / or respective cooperating recesses in the housing, the shaft can be subjected to the holding force required to hold the shaft in a rotationally fixed manner symmetrically in the desired manner.

[0031] Furthermore, a vehicle drivetrain with a prime mover and an output is proposed. The transmission described in more detail above is arranged in the power flow between the prime mover and the output.

[0032] The invention is not limited to the specified combination of features of the independent claims or the dependent claims. Furthermore, possibilities arise for combining individual features with one another, even if they emerge from the claims, the following description of embodiments, or directly from the drawings. The reference of the claims to the drawings by the use of reference symbols is not intended to limit the scope of protection of the claims.

[0033] Preferred developments emerge from the dependent claims and the following description. Exemplary embodiments of the invention are explained in more detail with reference to the drawings, without being limited thereto.

[0034] It shows: Fig. 1 a simplified representation of a drive train of a vehicle; Fig. 2 a highly simplified partial side view of a transmission of the drive train according to Fig. 1 with various possible embodiments of an overload clutch; Fig. 3 a simplified partial representation of one of the Fig. 2 illustrated embodiments of the overload clutch; and Fig. 4 a Fig. 2 corresponding representation of the gearbox according to Fig. 1, which is designed with a further embodiment of the overload clutch.

[0035] Fig. 1 shows a drive train 1 of a vehicle with a drive motor 2 and an output 3. A transmission 4 is arranged in the power flow between the drive motor 2 and the output 3. In addition, Fig. Figure 2 shows a simplified cross-sectional view of the transmission 4, which is designed as a three-shaft planetary transmission. The transmission 4 comprises a sun gear 5 and three planet gears 6 meshing therewith. The planet gears 6 are rotatably mounted on a planet carrier 7. Furthermore, the planet gears 6 mesh with a ring gear 8. The planet gears 6, the sun gear 5, the planet carrier 7, and the ring gear 8 are rotatably mounted and arranged in a housing 9 of the transmission 4.

[0036] During operation of the drive train 1, the drive motor 2 transmits its torque via the sun gear 5 into the transmission 4. The output 3 is operatively connected to the planetary gear 7, while the ring gear 8 is connected in a rotationally fixed manner to the housing 9 via an overload clutch 10A, 10B or 10C, as long as a torque applied to the ring gear 8, which is to be supported in the housing 9 via the overload clutch 10A, 10B or 10C, is less than or equal to a defined limit value.

[0037] The torque limit corresponds to a torque value above which the components of the transmission 4 and interacting components of the drive train 1 are exposed to inadmissibly high loads that permanently impair their function during unfavorable operating conditions of the drive train 1.

[0038] Reference numerals 10A to 10C represent embodiments of the overload clutch, each comprising a spring element 10A1, 10B1, or 10C1, respectively, and each providing the same functionality, explained in more detail below. The overload clutches 10A to 10C differ in terms of design in some areas, as described in more detail below.

[0039] The overload clutches 10A to 10C are each arranged to act between the ring gear 8 and the housing 9, and the spring elements 10A1 to 10C1 are each designed as leaf springs. Depending on the rotational position of the ring gear 8 relative to the stationary housing 9 and the torque applied to the ring gear 8, the overload clutches 10A to 10C automatically establish a rotationally fixed connection when the torque is less than or equal to the defined torque limit. In contrast, the overload clutches 10A to 10C automatically release the rotational movement of the ring gear 8 relative to the housing 9 when the torque applied to the ring gear 8 exceeds the limit.

[0040] In the state of the overload clutch 10A, in which the overload clutch 10A connects the ring gear 8 to the housing 9 in a rotationally fixed manner, the spring element 10A1 of the overload clutch 10A is positively connected to the housing 9 and positively connected to the ring gear 8. If the torque applied to the ring gear 8 exceeds the limit value, the positive connection between the spring element 10A1 and the ring gear 8 is released, allowing the ring gear 8 to perform a relative rotational movement with respect to the housing 9.

[0041] When the torque applied to the ring gear 8 exceeds the torque limit, the spring element 10A1 is deformed against the spring force of the spring element 10A1 essentially in the radial direction R of the ring gear 8 and pressed out of a recess 8A of the ring gear 8 until the positive connection between the spring element 10A1 and the ring gear 8 is released. The recess 8A of the ring gear 8 is formed as a recess provided in a circumferential surface 8A1 of the ring gear 8.

[0042] The concave shape of the recess 8A of the ring gear 8 with respect to the housing 9 and the convex curvature of the intermediate section 10A2 of the spring element 10A1 with respect to the ring gear 8 are structurally coordinated with one another. The coordination is such that, when there is a positive connection between the spring element 10A1 and the ring gear 8, the spring element 10A1 rests essentially gap-free against the side or outer surface 8A1 of the recess 8A facing the spring element 10A1.

[0043] The spring element 10A1 is firmly connected to the housing 9 in end regions 10A3 and 10A4. The end sections 10A3 and 10A4 of the spring element 10A1 are at least approximately circular and each engage around bolt-like spring holders 10A5 and 10A6 of the housing 9, respectively, and are thus firmly connected to the housing 9.

[0044] The overload clutch 10B essentially represents a mirrored version of the overload clutch 10A, wherein the spring element 10B1 of the overload clutch 10B engages with its end sections 10B3 and 10B4 around the spring holders 10B5, 10B6 of the ring gear 8 and is thereby firmly connected thereto. In the state of the overload clutch 10B, in which the overload clutch 10B connects the ring gear 8 to the housing 9 in a rotationally fixed manner, the intermediate section 10B2 of the spring element 10B1 engages in a form-fitting manner in the radial direction R of the ring gear 8 into a recess 9A of the housing 9, which is formed as a depression in a circumferential surface 9A1 of the housing 9.

[0045] The intermediate section 10C2 of the spring element 10C1 of the overload clutch 10C has a closed elliptical cross-section. Fig. 3 are connected to lateral guide sections 10CA to 10CD, which extend in the direction of a longitudinal axis 10CE of the spring element 10C1 from the intermediate section 10C2 in the direction of the housing 9 and engage with housing-side guide tracks 9C, 9D running in the circumferential direction U of the ring gear 8. The spring element 10C1 is held securely in the guide tracks 9C, 9D by means of the guide sections 10CA to 10CD against rotation about the longitudinal axis 10CE of the spring element 10C1 and about a vertical axis 10CF of the spring element 10C2, which corresponds to the radial direction R of the ring gear 8 or the gear 4, and is guided so as to be displaceable in the circumferential direction U relative to the housing 9.

[0046] In the rotationally fixed state of the ring gear 8, the spring element 10C1 engages with a radially outer region 10C2A of the intermediate section 10C2 in a recess 9B of the housing 9 and with a radially inner region 10C2B in a recess 8B of the ring gear 8 in a form-fitting manner. In contrast, when the ring gear 8 is rotatable relative to the housing 9, the intermediate section 10C2 is either disengaged from the recess 8B of the ring gear 8 or disengaged from the recess 9B or simultaneously disengaged from the recesses 8B and 9B. Depending on this, the spring element 10C1 then rests with the radially outer region 10C2A of the spring element 10C2 on the circumferential surface 9A1 of the housing 9 and / or with the radially inner region 10C2B of the spring element 10C1 on the circumferential surface 8A1 of the ring gear 8.

[0047] In other words, when the torque acting on the ring gear 8 exceeds the torque limit, the spring element 10C1 is compressed in the radial direction R until the spring element 10C1 exits the recess 8B of the ring gear 8, the recess 9B of the housing 9, or simultaneously from both recesses 8B and 9B. This enables a rotational movement of the ring gear 8 relative to the stationary housing 9 in order to limit loads acting on the transmission 4 to permissible values.

[0048] Fig.4 shows another overload clutch 10D with a spring element 10D1, whose intermediate section 10D2 is triangular in shape. The end sections 10D3 and 10D4 of the spring element 10D1 each form an acute angle with the intermediate region 10D2 and are arranged in pocket-shaped recesses 9E, 9F of the housing 9, in the region of which the spring element 10D1 is firmly connected to the housing 9. When the ring gear 8 is in the rotationally fixed state, the intermediate section 10D2 engages in a likewise triangular-shaped recess 8C of the ring gear 8. If the torque acting on the ring gear 8 exceeds the torque limit, the spring element 10D1 is deformed and emerges from the recess 8C of the ring gear 8 in order to limit the loads acting on the transmission 4 to permissible values.

[0049] It is of course at the discretion of the expert to design the overload clutch 10D in a mirrored manner depending on the respective application and to firmly connect the spring element 10D1 to the ring gear 8 in the area of ​​its end sections 10D3 and 10D4 and to design the housing 9 with a triangular recess into which the triangular intermediate section 10D2 can engage in a form-fitting manner.

[0050] In order to enable the most symmetrical force introduction possible or to be able to apply the holding force required to hold the ring gear 8 in a rotationally fixed manner as symmetrically as possible to the ring gear 8, the transmission 4 can be designed with more than one overload clutch 10A to 10D, preferably three, four or even more overload clutches 10A to 10D. The overload clutches 10A to 10D are then spaced equidistant from one another in the circumferential direction U of the ring gear 8 and distributed over the circumference of the ring gear 8.

[0051] The solutions described above ideally provide additional elasticity between the ring gear 8 and the housing 9 in a space-neutral manner, which enables the ring gear 8 to deflect in the event of an overload.

[0052] For this purpose, the radially arranged leaf springs 10A1 to 10D1 are each designed in such a way that, on the one hand, they are fastened in the housing 9 or on the ring gear 8, and on the other hand, partial areas 10A2 to 10D2 of the leaf springs 10A1 to 10D1 rest on the ring gear 8 or the housing 9 in a geometry provided for this purpose. The positive connection prevents the ring gear 8 from simply spinning relative to the housing 9. If the torque applied to the ring gear 8 increases significantly, the leaf springs 10A1 to 10D1 are each overpressed and deflected from the predetermined geometry, so that the ring gear 8 can slip relative to the housing 9. By regularly distributing the springs around the circumference of the ring gear 8, a type of detent can be achieved that allows a defined slip path of the ring gear 8 relative to the housing 9. The slip path can be adapted to the torque to be designed or the expected torque dynamics by redesigning the ring gear 8. Reference symbol 1 drivetrain 2 drive machine 3 Downforce 4 gearboxes 5 Sun gear 6 planetary gear 7 planet carriers 8 ring gear 8A Recess of the ring gear 8A1 Circumferential surface of the ring gear 8B Recess of the ring gear 8C triangular recess of the ring gear 9 housings 9A Recess of the housing 9A1 Circumferential surface of the housing 9C, 9D housing-side slide track 9E, 9F pocket-shaped recess 10A to 10D overload clutch 10A1 to 10D1 Spring element of the overload clutch 10A2 to 10D2 Intermediate section of the spring element 10A1 to 10D1 10A3, 10A4 End section of the spring element 10A1 10B3, 10B4 End section of the spring element 10B1 10D3, 10D4 End section of the spring element 10D1 10A5, 10A6 Spring holder of the overload clutch 10A 10B5, 10B6 Spring holder of the overload clutch 10B 10CA to 10CD guide section 10CE Longitudinal axis of the spring element 10C1 10CF Vertical axis of the spring element 10C1 10C2A radially outer region of the intermediate section 10C2 10C2B radial inner area of ​​the intermediate section 10C2 R radial direction of the ring gear U Circumferential direction of the ring gear QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 108 944 A1

[0004]

Claims

[1] Gearbox (4) with several shafts (5, 6, 7, 8), in particular a three-shaft planetary gear, which are rotatably arranged in a housing (9), and with an overload clutch (10A; 10B; 10C; 10D) which automatically establishes a rotationally fixed connection between one of the shafts (8) and the housing (9) depending on a rotational position of the shaft (8) relative to the housing (9) and a torque applied to the shaft (8) when the torque is less than or equal to a defined torque limit, and which automatically releases a rotational movement of the shaft (8) relative to the housing (9) when the torque applied to the shaft exceeds the limit, wherein the overload clutch (10A; 10B; 10C; 10D) comprises at least one spring element (10A1; 10B1; 10C1; 10D1), characterized by , that the spring element (10A1; 10B1; 10C1; 10D1) in the state of the overload clutch (10A; 10B; 10C; 10D), in which the overload clutch (10A; 10B; 10C; 10D) connects the shaft (8) to the housing (9) in a rotationally fixed manner, is positively connected to the housing (9) and positively connected to the shaft (8), wherein the positive connection between the spring element (10A1; 10B1; 10C1; 10D1) and the shaft (8) and / or the positive connection between the spring element (10A1; 10B1; 10C1; 10D1) and the housing (9) is canceled in the state of the overload clutch (10A; 10B; 10C; 10D), in which the overload clutch (10A; 10B; 10C; 10D) releases the rotary movement of the shaft (8) relative to the housing (9). [2] Transmission according to claim 1, characterized by that the spring element (10A1; 10B1; 10C1; 10D1) is designed as a leaf spring. [3] Transmission according to claim 1 or 2, characterized by that the shaft (8) is a sun gear, a planet carrier or a ring gear. [4] Transmission according to one of claims 1 to 3, characterized by in that the spring element (10A1; 10B1; 10C1; 10D1) in the state of the overload clutch (10A; 10B; 10C; 10D), in which the overload clutch (10A; 10B; 10C; 10D) connects the shaft (8) to the housing (9) in a rotationally fixed manner, engages in a recess (8A; 8B; 8C) of the shaft (8) in a form-fitting manner in the radial direction (R) of the shaft (8), which recess is formed as a depression in a circumferential surface (8A1) of the shaft (8). [5] Transmission according to one of claims 1 to 4, characterized by in that the spring element (10A1; 10B1; 10C1; 10D1) in the state of the overload clutch (10A; 10B; 10C; 10D), in which the overload clutch (10A; 10B; 10C; 10D) connects the shaft (8) to the housing (9) in a rotationally fixed manner, engages in a recess (9A) of the housing (9) in a form-fitting manner in the radial direction (R) of the shaft (8), which recess is formed as a depression in a circumferential surface (9A1) of the housing (9). [6] Transmission according to claim 4 or 5, characterized bythat the recess (8A; 8B; 8C; 9A) of the shaft (8) and / or the housing (9) is cylindrical, elliptical, triangular, groove-like or dome-like. [7] Transmission according to one of claims 4 to 6, characterized by that the shape of the spring element (10A1; 10B1; 10C1; 10D1) and the shape of the recess (8A; 8B; 8C; 9A) are each designed to release the rotationally fixed connection between the shaft (8) and the housing (9) when the torque applied to the shaft (8) is greater than the limit value of the torque, and to establish the rotationally fixed connection when the torque applied to the shaft (8) is less than or equal to the limit value of the torque and the spring element (10A1; 10B1; 10C1; 10D1) is in overlap with the recess (8A; 8C) of the shaft (8) and / or the recess (9A) of the housing (9). [8] Transmission according to one of claims 4 to 7, characterized bythat the spring element (10A1; 10B1; 10C1; 10D1) has two end sections (10A3, 10A4; 10B3, 10B4; 10D3, 10D4) and an intermediate section (10A2; 10B2; 10D2) extending between them, wherein the spring element (10A1; 10B1; 10D1) is firmly connected to the housing (9) or to the shaft (9) in the region of the end sections (10A3, 10A4; 10B3, 10B4; 10D3, 10D4) and, when the shaft (8) is rotationally fixed, due to the spring preload, with the intermediate section (10A2; 10B2; 10D2) into the recess (8A; 8C; 9A) of the shaft (8) or the housing (9) engages, and the intermediate section (10A2; 10B2; 10D2) of the spring element (10A1; 10B1; 10C1; 10D1) is out of engagement with the recess (8A; 8C) of the shaft (8) or with the recess (9A) of the housing (9) when the shaft (8) is rotatable, and the intermediate section (10A2; 10B2; 10D2) bears against the circumferential surface (8A1) of the shaft (8) or against the circumferential surface (9A1) of the housing (9). [9] Transmission according to claim 8, characterized bythat the end sections (10A3, 10A4; 10B3, 10B4) are at least approximately circular and are each fixed to bolt-like spring holders (10A5, 10A6) of the housing (9) or to bolt-like spring holders (10B5, 10B6) of the shaft (8). [10] Transmission according to claim 8 or 9, characterized by that the intermediate section (10A2; 10B2; 10C2; 10D2) has a convex curvature with respect to the shaft (8) or with respect to the housing (9). [11] Transmission according to claim 8 or 10, characterized by that the end sections (10D3, 10D4) are straight and the intermediate section (10D2) is triangular, wherein the end sections (10D3, 10D4) each enclose an acute angle with the intermediate region (10D2) and are arranged in pocket-shaped recesses (9E, 9F) of the housing (9) or in pocket-shaped recesses of the shaft (8) and are firmly connected to the housing (9) or to the shaft (8). [12] Transmission according to one of claims 8 to 11, characterized by that the spring element (10C1) comprises a closed cylindrical or a closed elliptical cross-section having an intermediate section (10C2) and lateral guide sections (10CA to 10CD) connected thereto, wherein the spring element (10C1) in the rotationally fixed state of the shaft (8) with the intermediate section (10C2) engages in a form-fitting manner in the recess (9B) of the housing (9) and in the recess (8B) of the shaft (8), and in the rotatable state of the shaft (8) with the intermediate section (10C2) bears against the circumferential surfaces (8A1, 9A1) of the shaft (8) and of the housing (9) and in the guide sections (10CA, 10CD), which engage in the housing-side guide tracks (9C, 9D), against rotation about the longitudinal and the vertical axis (10CE, 10CF) of the spring element (10C1) is secured. [13] Transmission according to one of the preceding claims, characterized bythat the overload clutch (10A; 10B; 10C; 10D) has at least two spring elements (10A1; 10B1; 10C1; 10D1) and respective recesses (8A; 8B; 8C; 9A) of the shaft (8) and / or the housing (9) cooperating therewith. [14] Drive train (1) of a vehicle with a drive engine (2) and with an output (3), wherein a transmission (4) according to one of claims 1 to 13 is arranged in the power flow between the drive engine (2) and the output (3).

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