MOTOR VEHICLE WITH A COUPLING GEARBOX AND A PARKING LOCK DEVICE

Description

[0001] The invention relates to a motor vehicle with at least one electric drive motor for driving the motor vehicle, with at least one coupling gear which can be switched at least between a coupling position in which the electric drive motor is coupled to a drive wheel of the motor vehicle in a torque-transmitting manner, and a decoupling position in which the electric drive motor is decoupled from the drive wheel, and with 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 rotation of the drive wheel.

[0002] Using such coupling gears, it is possible, for example, to interrupt the torque transmission between the electric drive motor and the drive wheels of a motor vehicle as required (decoupling position) and thus, for example, to enable the motor vehicle to coast during driving, as well as to establish the torque transmission (coupling position) in order to enable the drive wheels to be driven by the drive motor.

[0003] Parking lock devices, on the other hand, allow motor vehicles to be secured against rolling away while parked. Typically, a locking pawl on the parking lock device engages positively with a parking lock gear on the parking lock device.

[0004] DE 199 23 316 A1, for example, describes a drive system for a motor vehicle with a starter and generator unit arranged in a drive train with a drive shaft. The starter and generator unit comprises an electric machine operable as an electric motor with a starter function or as an electric generator, and a planetary gear.

[0005] WO 2020 / 001778 A1 discloses an actuator assembly for actuating a clutch and a parking lock in a drive train of a motor vehicle. The actuator assembly comprises a clutch with a clutch actuating member configured to driveably connect or disengage a clutch input part and a clutch output part. Furthermore, a parking lock is provided with a locking element that can be moved into a locking position to lock a locking gear and into a release position to release the locking gear. A parking lock actuating member serves to actuate the locking element.Furthermore, a controllable actuator with a movable actuator control element is provided, which can be transferred into at least three actuating positions and is operatively connected to the clutch actuating element and the parking lock actuating element such that the parking lock is engaged in a first actuating position, the clutch is engaged in a second actuating position, and the clutch and parking lock are released in a third actuating position. Further examples of similar systems can be found in WO 2018 / 095544 A1 and US 2020 / 0158238 A1.

[0006] The object of the present invention is to provide a motor vehicle with a coupling mechanism and a parking lock device that can be operated in an improved manner. This object is achieved by a motor vehicle having the features of patent claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the subclaims.

[0007] The invention is based on a motor vehicle with at least one electric drive motor for driving the motor vehicle. The motor vehicle further comprises at least one coupling gear, which can be switched at least between a coupling position, in which the electric drive motor is coupled to a drive wheel of the motor vehicle in a torque-transmitting manner, and a decoupling position, in which the electric drive motor is decoupled from the drive wheel. Furthermore, the motor vehicle comprises 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 rotation of the drive wheel.The coupling gear can preferably be switched automatically between the coupling position and the decoupling position.

[0008] Furthermore, it is provided that the motor vehicle comprises at least one actuating device with an actuator, which is designed, on the one hand, to actuate a clutch of the coupling mechanism, which clutch has at least one switching element and serves for switching between the coupling position and the uncoupling position, and, on the other hand, is designed to displace 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 actuating device can actuate the clutch and thereby effect switching between the coupling position and the uncoupling position, and, on the other hand, this actuating device can also effect switching between the parking lock position and the unlocking position.The actuating device thus has at least a dual function, allowing the motor vehicle to be operated in an improved manner, namely with particularly low control effort and minimal structural complexity. Furthermore, weight can be saved, particularly compared to systems known from the prior art. The motor vehicle can, for example, comprise a control unit by means of which, for example, the actuating device can be controlled. The term "drive wheel" can be understood in this case to mean a drive element that has direct contact with a contact surface of the motor vehicle and can accordingly have at least one rim and a tire connected to it.

[0009] Furthermore, it is provided that the at least one actuating device comprises an actuating element which is adjustable by means of the actuator and which is designed, on the one hand, to exert at least one switching force on the switching element for actuating the clutch and, on the other hand, to exert at least one displacement force for displacing the at least one parking lock element between the parking lock position and the unlocked position. This is advantageous because the actuating element thus fulfills a dual function, so that in particular the provision of further actuating elements is dispensed with and weight can be saved. The actuating element can preferably be designed, at least in part or entirely, as a shaft which can be connected in a rotationally fixed manner to a rotor shaft of the actuator or can be designed as the rotor shaft of the actuator.

[0010] According to the invention, 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 the parking lock element can be displaced between the parking lock position and the unlocked position. This is advantageous because the second spring element can be pretensioned when the displacement force is exerted by the actuating element, so that the displacement force can accordingly act permanently on the eccentric element. This makes it possible to achieve actuation of the eccentric element with particularly little delay and, as a result, for example, to achieve displacement of the parking lock element with particularly little delay, for example from the unlocked position to the parking lock position, as soon as this is mechanically possible.This can be mechanically possible, for example, if a rotational speed of a parking lock wheel of the parking lock device has a sufficiently small rotational speed value so that the parking lock element, which can be designed, for example, as a parking lock pawl, can engage in the parking lock wheel and the parking lock position can thereby be set.

[0011] The second spring element can be designed as a torsion spring. This allows adjustment of the spring travel of the second spring element as a result of the exertion of the displacement force not only to be carried out in a particularly space-saving manner, in particular without any axial length change. A further advantage is that the actuating element and / or the eccentric element can be inserted at least partially into a spring element opening of the second spring element, provided the second spring element is designed as a torsion spring. This allows the actuating element and / or the eccentric element to assume a further function, namely the function of holding the second spring element in a particularly captive manner.

[0012] The invention is based on the finding that prior art systems employ a corresponding number of servomotors for multiple functions, which entails increased complexity for controlling the respective servomotors to fulfill the functions. The invention addresses this issue and enables improved operation, in particular improved operation, of the motor vehicle by actuating both the clutch and the parking lock element with the actuating device.

[0013] 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 to the decoupling position and for (reverse) switching from the decoupling position to the coupling position. However, this does not have to be the case. The expression "between the coupling position and the decoupling position" can also encompass the switching from the coupling position to the decoupling position or the switching from the decoupling position to the coupling position being carried out using the actuating device.

[0014] This also applies analogously to the movement of the parking lock element between the parking lock position and the unlocked position. The actuating device can be designed and used to move the parking lock element from the parked position to the unlocked position and vice versa, i.e., from the unlocked position to the parked position. However, it is also conceivable that the actuating device can be designed and used to move the parking lock element either from the parked position to the unlocked position or vice versa, from the unlocked position to the parked position.

[0015] The actuator can therefore be used and arranged both to actuate the switching element and to displace the parking lock element. For this purpose, the actuator can be coupled in a force-transmitting manner, at least indirectly, to the switching element on the one hand, and at least indirectly to the parking lock element on the other.

[0016] 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 the vehicle's electrical system with particularly little effort.

[0017] In principle, however, it is also conceivable for the actuator to be designed as a pneumatic device or a hydraulic device, so that, for example, the actuation of the clutch and the shifting between the parking lock position and the unlock position can be effected by supplying the actuator with compressed air or hydraulic fluid. Designing the actuator as a pneumatic device (pneumatically operating device) or as a hydraulic device (hydraulically operating device) can be advantageous in order to enable actuation and / or emergency actuation of the switching element and the parking lock element that is independent of an electrical energy storage device and thus of the vehicle's electrical system and thus particularly fail-safe, by supplying the pneumatic device or hydraulic device with energy, for example, via a corresponding pressure accumulator.

[0018] Preferably, the actuator can be designed to generate a rotary movement, in particular oriented in precisely one direction of rotation, 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 rotary movement enables particularly space-saving actuation or displacement.

[0019] The clutch can be engaged using the shifting element. For example, the shifting element can be used to move at least one clutch element of the clutch relative to another clutch element of the clutch, thereby engaging the clutch.

[0020] The clutch can preferably be designed as a form-locking clutch. A form-locking clutch is one in which, in the coupled position, torque is transmitted through positive engagement, i.e., through the positive locking of the respective clutch elements. Unlike clutches that transmit torque through friction, i.e., friction clutches such as multi-plate clutches or slip clutches, form-locking clutches advantageously require no holding force to maintain torque transmission. Furthermore, with form-locking clutches, there is no slippage between the respective clutch elements via which torque can be or is transmitted in the coupled position. This contributes to increased efficiency and enables overall low-complexity operation of the coupling mechanism and thus also of the motor vehicle.

[0021] Preferably, the torque-transmitting coupling between the electric drive motor and the drive wheel can be established exclusively by switching from the uncoupling position to the coupling position. Thus, it can be provided that the motor vehicle does not include any additional clutches interposed for torque transmission between the drive wheel and the electric drive motor.

[0022] Advantageously, in the coupling position, the electric drive motor can be coupled to the drive wheel via the at least one coupling gear without a differential gear, i.e., without the interposition of a differential gear of the motor vehicle and thus transmitting torque without a differential gear. The electric drive motor can thus be coupled to the drive wheel via the coupling gear for independent wheel drive of the drive wheel.

[0023] Preferably, the motor vehicle can comprise a plurality of drive wheels, coupling gears, and electric drive motors. Thus, each of the drive wheels can be assigned at least one coupling gear and at least one electric drive motor. For example, if the motor vehicle has four-wheel drive, the motor vehicle can comprise four drive wheels, four electric drive motors, and four coupling gears.This allows, for example, the front drive wheels assigned to a front end of the vehicle, i.e., the front of the motor vehicle, to be decoupled by switching the (front) coupling gears assigned to these front drive wheels and adjusting the decoupling position, whereas the rear drive wheels assigned to a rear end of the vehicle, i.e., the rear of the motor vehicle, can be coupled by switching the (rear) coupling gears and adjusting the coupling position, and thus used to drive the motor vehicle. In this example, the front drive wheels are in what is known as "sailing mode" and, unlike the rear drive wheels, are not used to drive the motor vehicle. It is of course also conceivable for the front drive wheels to be used to drive the motor vehicle, while the rear drive wheels are in sailing mode.

[0024] Particularly preferably, the coupling mechanism can be designed as a gear stage, in particular an intermediate gear stage, that can be switched between the coupling position and the decoupling position. This allows for easy integration into a transmission, in particular a spur gear, of the motor vehicle. The transmission can preferably be configured as an automatic transmission. The coupling mechanism can thus preferably be integrated into a spur gear of the motor vehicle. This is advantageous because the coupling mechanism can thereby be arranged in a particularly space-saving manner and can be accommodated in a housing of the spur gear. The coupling mechanism can preferably be designed as an intermediate gear stage of the spur gear.

[0025] In an advantageous development of the invention, the actuating device is designed to set a release state in which the uncoupling position is engaged and, at the same time, the parking lock element is held displaced in the unlocked position. This is advantageous because, for example, so-called "sailing" of the motor vehicle is possible in the release state. This ensures that the motor vehicle's kinetic energy is used to propel it, instead of losing at least part of the kinetic energy through dragging of the electric drive motor. Preferably, the actuator maintains both the uncoupling position and the unlocked position simultaneously, thereby achieving a high degree of functional reliability, especially since the actuator can be used to maintain both positions, i.e., both the uncoupling position and the unlocked position.

[0026] 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 drive of the motor vehicle is ensured by coupling the electric drive motor to the drive wheel via the coupling gear, and at the same time the parking lock element is open and thus held in the unlocked position. Preferably, the actuator maintains both the coupling position and the unlocked position at the same time, whereby a high degree of functional reliability can be achieved, especially since the actuator can be used to maintain both positions, i.e., both the coupling position and the unlocked position.

[0027] 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 because, in the blocking switching state, the drive wheel can be held both by the electric drive motor and by the parking lock device, so that undesired rolling away of the motor vehicle can be particularly effectively prevented. Preferably, the actuator maintains both the coupling position and the parking lock position at the same time, whereby a high degree of functional reliability can be achieved, especially since the actuator can be used to maintain both positions, i.e., both the coupling position and the blocking position.

[0028] Thus, the actuating device, in particular the actuator of the actuating device, can be used to selectively adjust the release state, the drive switching state, or the blocking switching state. This allows a particularly high degree of functional reliability to be achieved, especially since a situation in which the parking lock device is closed, i.e., the parking lock element is held displaced in the parking lock position, while the decoupling position is engaged at the same time, can be particularly effectively avoided.

[0029] Preferably, the switching element can be rotatably connected to the actuating element, in particular, it can be rotatably mounted on the actuating element. This is advantageous because the actuating element can thus also be used to support the switching element, eliminating the need for a corresponding additional bearing and thus saving weight.

[0030] In a further advantageous development of the invention, it is provided that the at least one actuating element is coupled, via a first spring element of the actuating device, in a force-transmitting manner, at least indirectly, preferably directly, to the at least one switching element of the clutch. This is advantageous because the first spring element can be preloaded by means of the actuating element when the switching force is exerted, so that the switching force can accordingly act permanently on the switching element. This makes it possible to actuate the clutch with particularly little delay and, as a result, for example, to shift from the uncoupling position to the coupling position with particularly little delay, as soon as this is mechanically possible, for example as a result of the respective gears of the coupling mechanism having the same speed. In order to actuate the clutch, the switching force can be exerted on the switching element of the clutch.The switching element can thereby be moved and adjust at least one coupling element of the clutch in order to thereby effect switching between the coupling position and the decoupling position.

[0031] The first spring element can be designed as a torsion spring. This allows adjustment of the spring travel of the first spring element as a result of the application of the switching force not only to be particularly space-saving, but also without any axial length change. A further advantage is that the actuating element and / or the switching element can be inserted at least partially into a spring element opening of the first spring element, provided the first spring element is designed as a torsion spring. This allows the actuating element and / or the switching element to assume a further function, namely the function of holding the first spring element in a particularly captive manner.

[0032] Preferably, the eccentric element can be designed as a cam, which allows a large cam stroke to be implemented for displacing the parking lock element even with a slight 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. Such a circular disk is not only particularly easy to manufacture, but also enables particularly smooth displacement without sudden changes in travel.

[0033] In a further advantageous development of the invention, the actuating element is rotatable in one direction of rotation by means of the actuator, whereby 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 because, upon rotation in the, in particular precisely one, direction of rotation, both the switching element and the eccentric element can be actuated.This creates a low-effort and, above all, functionally reliable coordination and arrangement of the components involved, in particular the actuating element, the switching element, and the eccentric element, in such a way that an undesirable or even safety-critical situation can be ruled out, for example, in which the parking lock element is in the parking lock position while the decoupling position is simultaneously engaged. This contributes significantly to the high functional reliability of the motor vehicle.

[0034] 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 because it allows a particularly low-effort adjustment of an end position positioning of the switching element and / or the eccentric element on the actuating element, 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 the eccentric element relative to the actuating element can be limited.The switching element can have a switching element-side stop that interacts with the switching element stop, thus corresponding to the switching element stop, which can engage 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 a stop on the eccentric element side that interacts with the eccentric element stop, thus corresponding to the eccentric element stop, which can engage with the eccentric element stop when limiting the movement of the eccentric element relative to the actuating element.

[0035] In a further advantageous development of the invention, the coupling mechanism comprises a first gear which is in at least indirect engagement with the drive motor, and a second gear which can be coupled to the first gear by means of the coupling to transmit torque and which is at least indirectly coupled to the drive wheel in a rotationally fixed manner. This is advantageous because the coupling mechanism is thereby particularly simple and robust in design and is therefore particularly low susceptibility to failure. The term "indirect" is generally understood to mean that additional torque-transmitting elements can be interposed. The respective gear can be coupled, for example, via a shaft (as such a torque-transmitting element) and thus indirectly to the drive motor or the drive wheel.The term "rotatably fixed" generally means that relative rotation between components that are coupled to one another in a rotationally fixed manner, for example a shaft and a gear, is prevented. In addition, the coupling comprises a first coupling element that is at least indirectly coupled to the first gear in a rotationally fixed manner via a second coupling element of the coupling that is connected to the first gear in a rotationally fixed manner. This is advantageous because it gives the coupling a particularly simple and robust design. The term "indirect" means that both the respective coupling element and the respective gear can be connected in a rotationally fixed manner, for example to a corresponding shaft, whereby the coupling element can then be coupled to the gear indirectly, for example via the shaft.The coupling further comprises a connecting element which, on the one hand, is at least indirectly coupled to the second gearwheel and, on the other hand, can be coupled at least indirectly, in particular by adjusting the coupling position, in a rotationally fixed manner to the first coupling element. This is advantageous because the connecting element allows a particularly simple design of the first coupling element. The connecting element can be reversibly detachable—in other words, non-destructively detachable—for example, by means of a spline, which can also be referred to as a spline. The connecting element can preferably be designed as a sleeve, in particular a fixed sleeve.

[0036] In a further advantageous development of the invention, the clutch comprises a locking element. The locking element is designed to prevent switching from the uncoupling position to the coupling position when there is a speed difference between the first gear and the second gear. Furthermore, the locking element is designed to release a relative movement between the first clutch element and the second clutch element, which causes switching from the uncoupling position to the coupling position, when the speeds between the first gear and the second gear are the same. The locking element thus advantageously prevents excessive mechanical loads, in particular the clutch elements from hitting one another, as well as unwanted noises which could otherwise occur during an (unintentional) switching to the coupling position when there is a speed difference.

[0037] In a further advantageous development of the invention, it is provided that the switching element, in the coupling position and / or in the decoupling position, is inserted at least partially into a gear recess arranged radially within a toothing of at least one of the gears and is engaged with the first coupling element. This is advantageous because the at least partial arrangement of the switching element in the gear recess creates a particularly space-saving arrangement. The fact that the switching element is engaged with the first coupling element in the gear recess results in a particularly advantageous force flow with very few deflections and correspondingly low mechanical stresses and / or load peaks.Particularly preferably, the first clutch element can be arranged radially within the gear recess both in the coupling position and in the decoupling position, resulting in a correspondingly particularly advantageous arrangement with regard to the flow of force. To actuate the clutch, the switching force can be exerted, for example, on the switching element of the clutch and transmitted via the switching element to the first clutch element. The gear recess can also be referred to as the gear recess, whereby this recess is located further inward in the radial direction of extension than the gear teeth.

[0038] The switching element can have at least a 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. One of the element arm sections can be inserted into the gear recess and coupled to the clutch, and the other element arm section can be rotatably coupled at least indirectly, preferably directly, to the actuating device. This design allows for particularly space-saving actuation of the clutch.

[0039] In a further advantageous development of the invention, the shifting element is designed as a shift rocker or a shift fork. This is advantageous because both shift rockers and shift forks are particularly robust forms of shifting elements. To actuate the clutch, the shifting force can be exerted, for example, on the clutch's shifting element. The shifting element can preferably be rotatably coupled to the actuating device, in particular, be rotatably mounted on the actuating device.

[0040] The features and combinations of features mentioned above in the description as well as 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 respective combination specified, but also in other combinations or on their own, without departing from the scope of the invention, wherein the invention is defined by the claims.

[0041] Further advantages, features and details of the invention emerge from the claims, the following description of preferred embodiments and from the drawings.

[0042] The invention is explained once again below using a specific embodiment. This shows: Fig. 1 is a schematic perspective view of a spur gear train comprising a coupling gear and coupled to an electric drive motor which serves to drive a drive wheel of a motor vehicle shown in a highly abstract manner, wherein the motor vehicle comprises a parking lock device, a clutch for switching the coupling gear and an actuating device; Fig. 2 is a plan view of the coupling gear, the electric drive motor, the parking lock device, the clutch and the actuating device; Fig. 3 is a sectional view according to a Fig. 2 shown section plane A; Fig. 4 a further sectional view according to a Fig. 2 shown section plane B; and Fig. 5 a further sectional view according to a Fig. 2 shown section plane C.

[0043] In the following, identical and functionally equivalent elements are provided with the same reference symbols.

[0044] Fig. 1 shows a schematic perspective view of a motor vehicle K, which comprises electric drive motors 10, spur gears SG with coupling gears 20, and drive wheels 100. Each of the spur gears SG is assigned one of the coupling gears 20. In other words, one of the coupling gears 20 is integrated into one of the spur gears SG of the motor vehicle K.

[0045] Each of the drive machines 10 is coupled to one of the spur gears SG. Furthermore, each of the spur gears SG can be coupled to one of the drive wheels 100 by switching the respective coupling gear 20 of the respective spur gear SG from a decoupling position ES to a coupling position KS. The decoupling position ES and the coupling position KS are illustrated by way of example with reference to Fig. 3 can be seen. In the coupling position KS, the respective drive wheel 100 is coupled to the respective drive machine 10 in a torque-transmitting manner, whereas the torque transmission between the drive wheel 100 and the drive machine 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 gear 20. Overall, this enables selective driving of the respective drive wheels 100, thus enabling individual wheel drive of each of the drive wheels 100. Thus, each of the drive wheels 100 can be driven independently of the other drive wheels 100 by the respective electric drive machine 10 assigned to it.

[0046] For reasons of clarity, Fig. 1 only one of the spur gears SG with one of the coupling gears 20 and only one of the drive wheels 100 is shown. The following explanations regarding the drive machine 10, the spur gear SG, the coupling gear 20 and the drive wheel 100, however, apply to all drive machines 10, spur gear SG, coupling gear 20 and drive wheels 100 of the motor vehicle K. The drive machine is in Fig. 1 hidden and therefore not visible, but in Fig. 2 shown schematically. In addition, Fig. 2 in a plan view the coupling gear 20 and thus a part of the spur gear SG.

[0047] The spur gear SG comprises a first gear shaft 102, as shown in the plan view in Fig. 2 can be seen. The transmission shaft 102 is coupled to the electric drive motor 10 of the motor vehicle K in a torque-transmitting and thus rotationally fixed coupling between the first transmission shaft 102 and the drive motor 10 is effected merely by way of example via a splined shaft end section 103, in other words an end section of the first transmission shaft 102 which has a spline. The first transmission shaft 102 is in engagement with the electric drive motor 10 via this spline. A first transmission gear 104 is also rotationally fixedly coupled to the first transmission shaft 102. The first transmission gear 104 is in engagement with a first gear 42 of the coupling gear 20. The first gear 42 of the coupling gear 20 is thus in indirect engagement with the drive motor 10, i.e. is indirectly coupled to the drive motor 10.

[0048] The spur gear SG further comprises a second gear shaft 106, which is coupled to the drive gear 100 in a torque-transmitting manner. The first gear shaft 102 and the second gear shaft 106 can be coupled to one another in a torque-transmitting manner by means of the coupling gear 20 by adjusting the coupling position KS. For reasons of clarity, the coupling of the second gear shaft 106 to the drive gear 100, which is shown only in sections and in a highly abstract manner, is only shown in Fig. 1 The first gear shaft 104 serves for the input-side torque transmission and the second gear shaft 106 for the output-side torque transmission. The torque-transmitting and thus rotationally fixed coupling between the second gear shaft 106 and the drive gear 100 is achieved merely by way of example via an internal spline 107 of the second gear shaft 106. The drive gear 100 is connected to the drive gear 100 by way of a Fig. 1 The drive shaft 110 shown in dashed lines engages with the internal spline 107 and is thus rotationally fixedly coupled to the second gear shaft 106 of the spur gear SG. Fig. 1 It can also be seen that the coupling gear 20 is provided for torque-transmitting coupling to exactly one side of the drive axle 110 of the motor vehicle K, whereby a single-wheel drive of the drive wheel 100 can be achieved. The transmission of torque between the electric drive motor 10 and the drive wheel 100 can take place without the interposition of a differential gear. The transmission of torque between the electric drive motor 10 and the drive wheel 100 can therefore take place without a differential gear.

[0049] A second gear 108 of the spur gear SG is also non-rotatably coupled to the second gear shaft 106. The second gear 108 meshes with a second gear 52 of the coupling gear 20. Thus, the second gear 52 of the coupling gear 20 is at least indirectly non-rotatably coupled to the drive gear 100.

[0050] For reasons of clarity, respective gear teeth, for example of the (first and second) gear wheels 104, 108 and the (first and second) gear wheels 42, 52, are shown in Fig. 1 not shown.

[0051] The motor vehicle K further comprises a parking lock device 90, which comprises a parking lock element 92. The parking lock element 92 is designed as a pawl. The parking lock element 92 can be displaced between a parking lock position P1, in which the parking lock element 92 engages with a parking lock gear 94 of the parking lock device 90 and thereby blocks rotation of the drive wheel 100, and an unlocked position P2, as shown in FIG. Fig. 5 can be seen. In Fig. 5 The parking lock position P1 is schematically illustrated by dashed lines of parts of the parking lock gear 94 and the parking lock element 92. In the example shown in Fig. 1 In the recognizable unlocking position P2, the parking lock 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. Based on Fig. 2 For example, it can be seen that the parking lock gear 94 is coupled in a rotationally fixed manner to the first transmission shaft 102 as well as to the first transmission gear 104 and the electric drive motor 10. As can be seen from Fig. 5 As can be seen, the parking lock element 92 can be rotatably mounted via a parking lock element bearing 93 on a housing not shown in more detail here, for example the housing of the spur gear SG, and can be displaced between the parking lock position P1 and the unlock position P2 by a pivoting movement of the parking lock element 92 about the parking lock element bearing 93.

[0052] For supporting the coupling gear 20 in this housing, several rolling bearings 60a, 60b can be used, as shown in Fig. 3 can be seen. However, it is clear that further bearings can be provided. The rolling bearings 60a, 60b are designed as cylindrical roller bearings, with the rolling bearing 60a serving to rotatably support the second gear 52 on the housing and the rolling bearing 60b serving to rotatably support the first gear 42 on the housing. Via a further rolling bearing 60c (see Fig. 3 ), which in this case is designed as a needle bearing, the first gear 42 is rotatably mounted and supported on a shaft 53 of the second gear 52. In addition, the two gears 42, 52 are supported against each other in the axial direction and thus in the direction of a rotational axis x via a further roller bearing 60e, namely an axial needle bearing. Fig. 4 it is shown that the first transmission shaft 102 and thus the first transmission gear 104 is supported on the housing (not shown further) via a further rolling bearing 60d, which in the present case is designed as a ball bearing, for example.

[0053] The motor vehicle K further comprises an actuating device 22 with an actuator 24. The actuator 24 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 to switch between the coupling position KS and the decoupling position ES. On the other hand, the actuator 24 also serves to displace the parking lock element 92 between the parking lock position P1 and the unlocking position P2. The switching element 62 is designed, for example, as a shift rocker or as a shift fork, as can be seen from Fig. 1 can be seen.

[0054] The clutch 40 is designed here 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 motor 10 can be controlled, as shown schematically in Fig. 2 is shown.

[0055] The structure of the coupling 40 is shown by the combination of Fig. 1 with the sectional view in Fig. 3 The clutch 40 comprises a first clutch element 44, which is at least indirectly, namely by means of a second clutch element 54 of the clutch 40, rotationally fixedly coupled to the first gear 42. The second clutch element 54 can be designed as a fixed sleeve, which can be rotationally fixedly coupled to the first gear 42. In the present case, however, the second clutch element 54 is designed as a toothing, which is arranged in a gear recess 43 of the first gear 42, is integrally connected to the first gear 42, and is thereby rotationally fixedly coupled to the first gear 42.By means of the second coupling element 54, the first coupling element 44 is coupled in a rotationally fixed manner to the first gear 42, but due to the toothing, a relative axial displacement between the first coupling element 44 and the second coupling element 54 is possible parallel to the axis of rotation x, about which the gears 42, 52 can rotate during operation of the motor vehicle K, for example in a circumferential direction U indicated by an arrow.

[0056] In addition, the clutch 40 comprises a connecting element 70, which on the one hand is directly coupled to the second gear 52 and on the other hand can be coupled directly to the first clutch element 44 in a rotationally fixed manner by switching the first clutch element 44 from the decoupling position ES to the coupling position KS. The connecting element 70 is in engagement with the first clutch element 44 and the second gear 52 via respective splines (not designated in more detail). The connecting element 70 can in particular be designed as a fixed sleeve, as can be seen from Fig. 3 can be seen. To adjust the coupling position KS, the first coupling element 44 is brought into engagement with the connecting element 70, as shown in Fig. 3 is shown.

[0057] In order to prevent switching from the decoupling position ES to the coupling position KS when there is a speed difference between the first gear 42 and the second gear 52, the clutch 40 comprises a locking element 80. The locking element 80 serves to release a relative movement RB between the first clutch element 44 and the second clutch element 54, which causes switching from the decoupling position ES to the coupling position KS, when the speeds between the first gear 42 and the second gear 52 are the same. When the speeds are the same, the locking element 80 therefore allows the first clutch element 44 to move and thus the switching from the decoupling position ES to the coupling position KS, wherein in the coupling position KS the force flow KF can be guided via the first gear 42, the second clutch element 54, the first clutch element 44, the connecting element 70 and the second gear 52.

[0058] When the speed is equal between the first gear 42 and the second gear 52, which is established by means of the electric drive motor 10, the locking element 80 therefore releases the relative movement RB between the first coupling element 44 and the second coupling element 54, which causes the switching from the decoupling position ES to the coupling position KS.

[0059] In Fig. 3 For clarity, the respective position of the first coupling element 44 is shown 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 locking element 80, which are each arranged completely in the gear recess 43, the first coupling element 44 and the connecting element 70 are also arranged at least partially, preferably completely, in the gear recess 43. The force flow KF between the first gear 42 and the second gear 52 results in a particularly small installation space and thus extends over a particularly short distance if the first coupling element 44 is arranged in the gear recess 43 not only in the decoupling position ES but also in the coupling position KS.

[0060] The switching element 62 serves to set 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 that is directly connected to the first element arm section 64 and forms 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, which enables a particularly space-saving and interference-free switching. In summary, Fig. 1 with Fig. 3 It can be seen that the switching element 62 is rotatably coupled to the first coupling element 44 via the second element arm section 66. 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 partially in the circumferential direction U. The engagement element 63 is in Fig. 1 recognizable and schematic in Fig. 3 shown.

[0061] If the switching element 62 is rotated by the actuator 24, the switching element arm sections 64, 66 can be pivoted and thereby a displacement of the first coupling element 44 between the coupling position KS and the decoupling position ES can be effected.

[0062] The actuating device 22 comprises an actuating element 26 which is adjustable by means of the actuator 24 and which is designed, on the one hand, to exert a switching force F_SK on the switching element 62 for actuating the clutch 40 and, on the other hand, to exert a displacement force F_VK for displacing the parking lock element 92 between the parking lock position P1 and the unlocked position P2. The actuating element 26 is, for example, in Fig. 1 and in sectional view 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.

[0063] Based on Fig. 5 It can be seen that the switching element 62 can be inserted into an actuating element recess 25 of the actuating element 26 and rotatably mounted there. The actuating element 26 is directly coupled to the switching element 62 of the clutch 40 in a force-transmitting manner via a first spring element 27 of the actuating device 22, designed as a torsion spring.

[0064] Also in Fig. 5 It can be seen that the actuating element 26 is coupled via a second spring element 28 of the actuating device 22, also designed as a torsion spring, in a directly force-transmitting manner to an eccentric element 30 of the actuating device 30, by means of which the parking lock element 92 can be displaced between the parking lock position P1 and the unlocked position P2. The eccentric element 30 is designed as a cam, as can be seen from Fig. 4 can be seen. Alternatively, the eccentric element 30 could also be designed as an eccentrically mounted circular disk, although this is not shown further here.

[0065] The actuating element 26 can generally be rotated in a direction of rotation D1 by operating the actuator 24, whereby 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_VK can be exerted on the eccentric element 30 via the second spring element 28.

[0066] In Fig. 1 The actuating device 22 maintains a drive switching state in which the coupling position KS is engaged and, at the same time, the parking lock element 92 is held displaced in the unlocked position P2. In the drive switching state, the driving of the motor vehicle K is ensured by coupling the electric drive motor 10 to the drive wheel 100 via the coupling gear 20, and, at the same time, the parking lock element 92 is open and thus held in the unlocked position ES.

[0067] In a release state, which can also be switched, the motor vehicle K can, for example, be operated in a so-called coasting mode, i.e., a so-called coasting of the motor vehicle K can be enabled, in which the motor vehicle K is moved without the respective electric drive motors 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 unlocked position P2.

[0068] The parking lock element 92, which is rotatably mounted on the housing, is pressed against the eccentric element 30 against the force of gravity by means of a third spring element 29, which is assigned, for example, to the actuating device 22 and 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 P2.

[0069] In the release state, an eccentric element-side stop 32, which is designed as a projection and can also be referred to as a stop associated with the eccentric element 30, rests against an eccentric element stop 38. The eccentric element stop 38 associated with the actuating element 26 is also designed as a projection in the present case, as is particularly clear in Fig. 4 and also in Fig. 2 can be seen. In addition, in the release state, a switching element-side stop 34, which is designed as a projection and can also be referred to as a stop associated with the switching element 62, rests against a switching element stop 37 of the actuating element 26. The switching element stop 37 associated with the actuating element 26 is also designed as a projection in the present case, as can be seen from Fig. 1 and Fig. 2 can be seen

[0070] 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, which is rotatably mounted on the actuating element 26, relative to the actuating element 26 can be limited.

[0071] Using the actuating device 22, the drive switching state can also be set, in which, as mentioned, the coupling position KS is switched and, at the same time, the parking lock element 92 is held displaced in the unlocked position P2. In the drive switching state, the drive wheel 100 is coupled to the electric drive motor 10 via the spur gear SG and thus also the coupling gear 20, and the parking lock device 90 is open, so that the drive wheel 100 can be driven by the electric drive motor 10 without the parking lock device 90 blocking the drive of the drive wheel 100.

[0072] In order to set the drive switching state, the actuating element 26 can be moved using the actuator 24 according to the Fig. 2 and in Fig. 3 rotated in the direction of rotation D1 (here: clockwise) indicated by an arrow. If the speeds between the gears 42, 52 are not the same, the locking element 80 prevents switching from the uncoupling position ES to the coupling position KS and thus the corresponding relative movement RB of the first clutch element 44 by means of the switching element 62.

[0073] By rotating the actuating element 26 in the direction of rotation D1, 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 preloaded. For this purpose, the actuator 24 exerts a torque by which the first spring element 27 is mechanically preloaded, thereby storing the switching force F_SK in the first spring element 27 as long as the locking element 80 prevents the coupling of the first coupling element 44 with 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 engagement element 63 arranged in the engagement groove 45, so to speak, based on the switching force F_SK, in the direction of the locking element 80.The locking element 80 prevents the coupling of the first clutch element 44 with the connecting element 70 as long as the speed difference between the first gear 42 and the second gear 52 exists. As soon as the electric drive motor 10 has compensated for the speed difference and thus the speeds are equal between the two gears 42, 52, the locking element 80 releases the coupling of the first clutch element 44 with the connecting element 70 and thus the setting of the coupling position KS. As a result, the first clutch element 44 moves toward the connecting element 70 due to the exertion of the switching force F_SK, and the first clutch element 44 is brought into engagement with the connecting element 70, whereby the coupling position KS is set.It is clear that, for example, when the motor vehicle K accelerates from a standstill, the speed can be the same even without intervention by the electric drive motor 10, so that intervention by the electric drive motor 10 can be dispensed with, since in this case there is no difference in speed.

[0074] Likewise, by rotating the actuating element 26 in the direction of rotation D1, 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 preloaded. The torque exerted by the actuator 24 can mechanically preload the second spring element 28 and thereby store the displacement force F_VK in the second spring element 28 when the displacement of the parking lock element 92 from the unlocked position P2 into the parking lock position P1 is mechanically prevented. The displacement from the unlocked position P2 into the parking lock position P1 can, for example, be mechanically prevented when the parking lock element 92 and the parking lock gear 94 are as shown in Fig. 1shown are oriented towards one another, i.e. when the parking lock element 92 cannot engage with the parking lock element 94. If a speed of the first transmission shaft 102 falls below a predetermined speed limit, i.e. the speed of the first transmission shaft is sufficiently low, which can be the case, for example, when the driving speed of the motor vehicle K is less than 5 km / h, the parking lock element 92 (here: pawl) can be brought into engagement with the parking lock gear 94, i.e. the parking lock element 92 can be displaced from the unlocked position P2 into the parking lock position PP1. For this purpose, the eccentric element 30 is rotated in the (first) direction of rotation D1 by the displacement force F_VK stored in the second spring element 28 and presses the parking lock element 92 into a position in which the parking lock element 92 is locked with the parking lock gear 94 and the parking lock position P1 is thus set.In this case, both the coupling position KS is engaged and, at the same time, the parking lock element 92 is held displaced in the parking lock position P1, so that a blocking switching state is established. The motor vehicle K can then be held stationary using the parking lock device 90.

[0075] During operation of the motor vehicle K, it is generally possible, using 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_VK in a respective preloaded state. As soon as the speed equality between the two gears 42, 52 prevails, i.e. the two gears 42, 52 each have the same speed (gear speed), the first coupling element 44 can be moved via the first spring element 27, in particular by at least partially relaxing the first spring element 27 and thereby pivoting the element arm sections 64, 66, and switched from the uncoupling position ES to the coupling position KS.As soon as the driving speed of the motor vehicle K is sufficiently low, the parking lock element 92 can be moved by means of the eccentric element 30 via the second spring element 28, in particular by at least partially relaxing the second spring element 28, against a spring force of the third spring element 29 and can be moved from the unlocked position P2 into the parking lock position P1.

[0076] To set the release state, the actuating element 26 can be rotated in a second rotational direction D2, opposite to the first rotational direction D1, by operating the actuator 24. For setting the release state based on the drive switching state and / or the blocking switching state, the switching element stop 37 as well as 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 corresponding stops 37, 34 and 38, 32 enable reliable resetting of the switching element 62 and / or the eccentric element 30 and thus reliable setting of the decoupling position ES and the unlocking position PS.

[0077] A key advantage of motor vehicle K is that the described arrangement reliably eliminates an undesirable switching state in which the parking lock position P1 and the decoupling position ES are simultaneously engaged. Motor vehicle K thus exhibits a particularly high degree of functional reliability. List of reference symbols

[0078] 10 Drive motor 20 Coupling gear 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 gear 43 Gear recess 44 First coupling element 45 Engagement groove 52 Second gear 53 Shaft 54 ​​Second coupling element 60a-e Roller bearing 62 Switching element 63 Engagement element 64 First element arm section 66 Second element arm section 70 Connecting element 80 Locking element 90 Parking lock device 92 Parking lock element 93 Parking lock element bearing 94 Parking lock gear 100Drive gear 102First transmission shaft 103Splined shaft end section 104First transmission gear 106Second transmission shaft 107Internal spline 108Second transmission gear 110Drive axle D1(first) direction of rotation D2(second) direction of rotation ECUControl unit F_SKShift force F_VKDisplacement force KMotor vehicleKF Power flow KS Coupling position ES Uncoupling position P1 Parking lock position P2 Unlock position RBRelative movement SGSpurge gear UCircumferential direction xAxis of rotation

Claims

1. Motor vehicle (K) having at least one electric drive machine (10), for driving the motor vehicle (K), having at least one coupling mechanism (20) which can be switched at least between a coupling position (KS), in which the electric drive machine (10) is coupled in a torque-transmitting manner to a drive wheel (100) of the motor vehicle (K), 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 moved between a parking lock position (P1), in which the at least one parking lock element (92) blocks a rotation of the drive wheel (100) at least indirectly, and an unlocking position (P2), in which the at least one parking lock element (92) releases the 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 firstly for actuating a coupling (40), having at least one switching element (62), of the coupling mechanism (20), which serves to switch between the coupling position (KS) and the decoupling position (ES), and is designed secondly for moving the at least one parking lock element (92) between the parking lock position (P1) and the unlocking position (P2), and wherein the at least one actuating device (22) comprises an actuating element (26) which can be adjusted by means of the actuator (24) and which is designed firstly for exerting at least one switching force (F_SK) on the switching element (62) for actuating the coupling (40) and secondly for exerting at least one movement force (F_VK), for moving the at least one parking lock element (92) between the parking lock position (P1) and the unlocking position (P2), characterized in that the at least one actuating element (26) is coupled in a force-transmitting manner via a second spring element (28) of the actuating device (22) at least indirectly to an eccentric element (30) of the actuating device (30), by means of which the parking lock element (92) can be moved between the parking lock position (P1) and the unlocking position (P2).

2. 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 in a displaced manner in the unlocking position (P2).

3. 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 in a displaced manner in the unlocking position (P2).

4. 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 in a displaced manner in the parking lock position (P1).

5. Motor vehicle (K) according to one of the preceding claims, characterized in that the at least one actuating element (26) is coupled in a force-transmitting manner, at least indirectly, to the at least one switching element (62) of the coupling (40) via a first spring element (27) of the actuating device (22).

6. Motor vehicle (K) according to Claim 5, characterized in that the actuating element (26) can be rotated by means of the actuator (24) in a direction of rotation (D1), whereby 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_VK) can be exerted via the second spring element (28) on the eccentric element (30).

7. Motor vehicle (K) according to one of the preceding claims, 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.

8. Motor vehicle (K) according to one of the preceding claims, characterized in that the coupling mechanism (20) comprises a first gearwheel (42) which is in at least indirect engagement with the drive machine (10), and a second gearwheel (52) which can be coupled by means of the coupling (40) to the first gearwheel (42) in a torque-transmitting manner, which second gearwheel is coupled at least indirectly to the drive wheel (100) fixedly for conjoint rotation, wherein the coupling (40) comprises a first coupling element (44) which is at least indirectly coupled to the first gearwheel (42) for conjoint rotation via a second coupling element (54), connected to the first gearwheel (42) fixedly for conjoint rotation, of the coupling (40), and wherein the coupling (40) comprises a connecting element (70) which is firstly at least indirectly coupled to the second gearwheel (52) and secondly can be at least indirectly coupled to the first coupling element (44) for conjoint rotation.

9. Motor vehicle (K) according to Claim 8, characterized in that the coupling (40) comprises a locking element (80) for preventing the switching from the decoupling position (ES) into the coupling position (KS) in the case of a rotational speed difference between the first gearwheel (42) and the second gearwheel (52) and for enabling a relative movement (RB), which causes the switching from the decoupling position (ES) into the coupling position (KS), between the first coupling element (44) and the second coupling element (54) in the case of the same rotational speed between the first gearwheel (42) and the second gearwheel (52).

10. Motor vehicle (K) according to Claim 8 or 9, characterized in that, in the coupling position (KS) and / or in the decoupling position (ES), the switching element (62) is at least partially inserted into a gearwheel recess (43) arranged radially within a toothing system of at least one of the gearwheels (42, 52) and is in engagement with the first coupling element (44).

11. Motor vehicle (K) according to one of the preceding claims, characterized in that the switching element (62) is designed as a selector rocker or as a selector fork.