MOTOR VEHICLE WITH A COUPLING GEAR AND WITH A FUNCTIONALLY PROTECTED PARKING LOCKING DEVICE

Description

[0001] The invention relates to a motor vehicle with at least one electric drive motor for propelling the motor vehicle, with at least one coupling transmission which is switchable 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 is displaceable between a parking lock position in which the at least one parking lock element at least indirectly blocks a rotation of the drive wheel and an unlock position in which the at least one parking lock element releases the rotation of the drive wheel.

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

[0003] Parking locks, on the other hand, secure parked vehicles against rolling away. Typically, a locking pawl of the parking lock engages positively with a locking wheel of the parking lock.

[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 that can be operated as an electric motor with starter function or as an electric generator, and a planetary gear set.

[0005] DE 10 2011 100 060 A1 relates to a drivetrain of a motor vehicle with a parking lock for selectively blocking the drivetrain, with an electric motor comprising a stator and a rotor, and with a driven axle that is permanently coupled to the electric motor and can be selectively coupled to at least one wheel of the motor vehicle via a disconnect clutch. The parking lock and the disconnect clutch are arranged at least partially, and in particular completely, within the rotor.

[0006] From KR 101 122 409 B1, on which the two-part claim is based, a gear reduction drive system for an electric vehicle is known that improves driving characteristics by reducing the speed of the drive motor by means of a reduction gearbox. In this system, a drive motor serves as the drive source. A reduction gearbox is connected to the drive motor. This reduction gearbox reduces the speed and delivers the drive power. A speed switch is integrated into one side of the reduction gearbox.

[0007] CN 111 059 268 A discloses a shifting and parking device for a transmission and an associated method as known. The shifting and parking device comprises a drive motor, a shifting unit, and a parking device. The shifting unit consists of a shift cam, a synchronizer ring, and a shift connecting piece. The shift cam is connected to the synchronizer ring via the shift connecting piece. The parking device comprises a parking cam, a parking lock, and a grooved parking disc. The parking cam presses the parking lock downwards, causing it to engage in a toothed groove of the grooved parking disc and move the transmission into the park position. The shifting and parking cams are driven by the same shaft, which in turn is driven by the drive motor. Due to the design and coaxial arrangement of the shifting and parking cams, shifting or parking can be performed with only one motor.

[0008] The object of the present invention is to provide a motor vehicle with a coupling mechanism and a parking lock device which is operable in an improved manner. This object is achieved by a motor vehicle with the features of claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the dependent claims.

[0009] The invention relates to a motor vehicle with at least one electric drive motor for propelling the motor vehicle. The motor vehicle further comprises at least one coupling transmission which is switchable 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.

[0010] Furthermore, the motor vehicle includes a parking locking device comprising at least one parking locking element that is movable between a parking locking position, in which the at least one parking locking element at least indirectly blocks rotation of the drive wheel, and an unlocking position, in which the at least one parking locking element releases rotation of the drive wheel. The coupling mechanism can preferably be switched automatically between the coupling position and the decoupling position.

[0011] Furthermore, the motor vehicle is designed to include at least one actuating device with an actuator, which is configured, on the one hand, to actuate a clutch of the coupling mechanism, which has at least one switching element and serves to switch between the coupled and uncoupled positions, and, on the other hand, to move the at least one parking lock element between the park locked and unlocked positions. This is advantageous because, by means of the actuating device, the clutch can be actuated, thereby effecting the switching between the coupled and uncoupled positions, and, on the other hand, the movement between the park locked and unlocked positions can also be effected by means of this actuating device.The actuating device thus performs at least a dual function, enabling improved operation of the motor vehicle, namely with particularly low control effort and minimal structural complexity. Furthermore, weight can be saved, especially compared to systems known from the prior art. The motor vehicle may, for example, include a control unit by means of which the actuating device can be controlled. In this context, the term "drive wheel" can be understood as a drive element that has direct contact with a contact surface of the motor vehicle and accordingly may have at least a rim and a tire connected to it.

[0012] Furthermore, the switching element is designed to include a retention area that prevents at least one parking lock element from moving into the parking lock position as long as the coupling position has not been set. In other words, the retention area can be designed and arranged to only release the movement into the parking lock position once the coupling position has been reached and thus set. This ensures the parking lock device is functionally secure in a particularly advantageous way. The retention area can preferably be integrally connected to the switching element. In a particularly simple and fail-safe variant, the retention area can exert a position-holding force (force to hold the locking element in position) on the locking element to prevent at least one parking lock element from moving into the parking lock position as long as the coupling position has not been set.For example, the retention area can be designed as a preferably nose-shaped retention projection (a projection designed for retention) which can exert the holding force on a locking element shoulder of the locking element. The locking element shoulder can also be referred to as the shoulder of the locking element and is preferably integrally connected to the locking element.

[0013] The invention is based on the understanding that, in systems known from the prior art, a corresponding number of actuators are used for multiple functions, which entails increased effort for controlling the respective actuators to fulfill the functions. The invention addresses this issue and, by actuating both the clutch and the parking lock element with the actuating device, enables improved operation, and in particular improved performance, of the motor vehicle.

[0014] The term "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 (the reverse) switching from the decoupling position to the coupling position. However, this is not necessarily the case. The term "between the coupling position and the decoupling position" can also encompass the fact that either the switching from the coupling position to the decoupling position or the switching from the decoupling position to the coupling position is performed by means of the actuating device.

[0015] This also applies analogously to moving the parking lock element between the locked and unlocked positions. The operating device can be designed and used to move the element from the locked position to the unlocked position and vice versa. However, it is also conceivable that the operating device could be designed and used either to move the parking lock element from the locked position to the unlocked position or vice versa.

[0016] The actuator can therefore be used and arranged to actuate both the switching element and the parking lock element. For this purpose, the actuator can be coupled, at least indirectly, to the switching element on the one hand and, at least indirectly, to the parking lock element on the other.

[0017] 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 low effort.

[0018] However, it is also conceivable in principle to design the actuator as a pneumatic or hydraulic device, so that, for example, the clutch actuation and the movement between the park lock and unlock positions can be achieved by supplying the actuator with compressed air or hydraulic fluid. Designing the actuator as a pneumatic or hydraulic 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, thereby ensuring particularly reliable operation. This can be achieved, for example, by supplying the pneumatic or hydraulic device with energy via a suitable pressure accumulator.

[0019] Furthermore, according to the present invention, the actuator is designed to generate a rotary movement, in particular one oriented in a specific direction, by means of which both the clutch can be actuated and the parking lock element can be moved. Such a rotary movement, in contrast to a linear movement, allows for particularly space-saving actuation and repositioning.

[0020] The clutch can be engaged using the switching element. For example, the switching element can be used to move at least one clutch element relative to another clutch element, thereby engaging the clutch.

[0021] The coupling can preferably be designed as a positive-lock coupling. A positive-lock coupling is defined as a coupling in which, in the engaged position, torque is transmitted by positive engagement, i.e., by the positive locking of the respective coupling elements. Unlike couplings that transmit torque by friction, such as multi-plate or slip clutches, positive-lock couplings advantageously do not require a holding force to maintain torque transmission. Furthermore, positive-lock couplings also prevent slippage between the respective coupling elements through which torque can be transmitted in the engaged position. This contributes to increased efficiency and enables overall low-effort operation of the coupling mechanism and thus also of the vehicle.

[0022] Preferably, the torque-transmitting coupling between the electric drive motor and the drive wheel can be established solely by switching from the decoupling position to the coupling position. It is therefore possible that the vehicle does not include any further couplings interposed for torque transmission between the drive wheel and the electric drive motor.

[0023] Advantageously, in the coupled position, the electric drive motor can be coupled to the drive wheel via at least one coupling gear without a differential gear, i.e., without the interposition of a differential gear of the vehicle and thus without differential gear transmission. The electric drive motor can therefore be coupled to the drive wheel via the coupling gear to provide individual wheel drive for the drive wheel.

[0024] Preferably, the motor vehicle may comprise a plurality of drive wheels, coupling gears, and electric drive motors. Each drive wheel may thus be assigned at least one coupling gear and at least one electric drive motor. For example, if the motor vehicle has four-wheel drive, it may comprise four drive wheels, four electric drive motors, and four coupling gears.This allows, for example, the respective front drive wheels, assigned to the front of the vehicle, to be decoupled by engaging the corresponding front coupling gears and setting the decoupling position, while the rear drive wheels, assigned to the rear of the vehicle, are engaged by engaging the corresponding rear coupling gears and setting the coupling position, thus enabling them to propel the vehicle. In this example, the front drive wheels are in a so-called "coasting mode" and, unlike the rear drive wheels, are not used to propel the vehicle. It is, of course, also conceivable that the front drive wheels are used to propel the vehicle while the rear drive wheels are in coasting mode.

[0025] The coupling mechanism can preferably be designed as a gear stage, particularly an intermediate gear stage, that can be switched between the coupling and decoupling positions. This allows for easy integration into a transmission, especially a spur gear transmission, of the motor vehicle. The transmission can preferably be designed as an automatic transmission. The coupling mechanism can thus preferably be integrated into a spur gear transmission of the motor vehicle. This is advantageous because the coupling mechanism can then be arranged in a particularly space-saving manner and housed within a casing of the spur gear transmission. Preferably, the coupling mechanism can be designed as an intermediate gear stage of the spur gear transmission.

[0026] Furthermore, according to the present invention, the at least one actuating device comprises an actuating element adjustable by means of the actuator. This actuating element 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 unlock position. This is advantageous because the actuating element thus fulfills a dual function, so that, in particular, the provision of further actuating elements can be dispensed with, thereby saving weight. The actuating element can preferably be designed, at least partially or completely, as a shaft, which can be rotationally fixed to a rotor shaft of the actuator or can be designed as the rotor shaft of the actuator.

[0027] Preferably, the switching element can be rotatably connected to the actuating element, and in particular, rotatably mounted on the actuating element. This is advantageous because the actuating element can then also be used to support the switching element, thus eliminating the need for a separate bearing and saving weight.

[0028] According to the invention, the at least one actuating element is coupled, at least indirectly, preferably directly, to an eccentric element of the actuating device via a second spring element of the actuating device. This eccentric element allows the parking lock element to be displaced between the parking lock position and the unlocked position. This is advantageous because the second spring element can be pre-tensioned when the displacement force is applied by means of the actuating element, so that the displacement force can act continuously on the eccentric element. This allows for particularly low-delay actuation of the eccentric element and, consequently, for example, a particularly low-delay displacement of the parking lock element, such as from the unlocked position to the parking lock position, as soon as this is mechanically possible.This can be mechanically possible, for example, if the rotational speed of a parking lock wheel of the parking lock device has a sufficiently low rotational speed value so that the parking lock element, which may be designed as a parking lock pawl, can engage in the parking lock wheel and thereby set the parking lock position.

[0029] The second spring element can be designed as a torsion spring. This allows for a particularly space-saving adjustment of the spring travel of the second spring element by applying a displacement force, especially without any change in axial length. 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 perform an additional function: namely, to securely hold the second spring element in place.

[0030] Preferably, the eccentric element can be designed as a cam, which allows even a small rotation of the cam to achieve a large cam stroke for moving the parking lock element. Alternatively, the eccentric element can also be designed, for example, as a circular disk mounted eccentrically, i.e., outside the central axis of the eccentric element. Such a circular disk is not only particularly easy to manufacture, but also enables a very smooth movement without abrupt changes in position.

[0031] In an advantageous embodiment of the invention, the actuating device is designed to set a release state in which the decoupling position is engaged and the parking lock element is simultaneously held in the unlocked position. This is advantageous because, for example, the vehicle can "coast" in this release state. This ensures that the vehicle's kinetic energy is used for propulsion instead of losing at least some of it through drag operation of the electric drive motor. Preferably, the actuator maintains both the decoupling and unlocked positions simultaneously, thus achieving a high degree of operational reliability, especially since the actuator can be used to maintain both positions.

[0032] In a further advantageous embodiment of the invention, the actuating device is designed to set a drive switching state in which the coupling position is engaged and the parking lock element is simultaneously held in the unlocked position. This is advantageous because, in this drive switching state, the propulsion of the vehicle is ensured by coupling the electric drive motor to the drive wheel via the coupling gear, while the parking lock element is simultaneously held open and thus in the unlocked position. Preferably, the actuator maintains both the coupling position and the unlocked position simultaneously, thereby achieving a high degree of operational reliability, especially since the actuator can be used to maintain both positions, i.e., both the coupling position and the unlocked position.

[0033] In a further advantageous embodiment of the invention, the actuating device is designed to set a locking switching state in which the coupling position is engaged and the parking lock element is simultaneously held in the parking lock position. This is advantageous because, in the locking switching state, the drive wheel can be held by both the electric drive motor and the parking lock device, thus effectively preventing the vehicle from rolling away. Preferably, the actuator maintains both the coupling position and the parking lock position simultaneously, resulting in a high degree of operational reliability, especially since the actuator can be used to maintain both positions, i.e., both the coupling position and the locking position.

[0034] Thus, the release state, the drive switching state, or the blocking switching state can be selectively set using the actuating device, in particular the actuator of the actuating device. This allows for a particularly high degree of functional reliability, especially since it effectively prevents a situation in which the parking lock is closed, i.e., the parking lock element is held in the displaced parking lock position, and the decoupling position is simultaneously engaged.

[0035] In a further advantageous embodiment of the invention, the at least one actuating element is coupled, at least indirectly, preferably directly, to the at least one switching element of the clutch via a first spring element of the actuating device. This is advantageous because the first spring element can be pre-tensioned when the switching force is applied by means of the actuating element, so that the switching force can act on the switching element continuously. This allows for particularly low-delay actuation of the clutch and, consequently, for example, particularly low-delay switching from the disengaged position to the engaged position, as soon as this is mechanically possible, for example, due to the equal rotational speed of the respective gears of the coupling mechanism. To actuate the clutch, the switching force can be applied to the switching element of the clutch.This allows the switching element to be moved and at least one coupling element of the clutch to be adjusted in order to effect switching between the coupling position and the decoupling position.

[0036] The first spring element can be designed as a torsion spring. This allows for a particularly space-saving adjustment of the spring travel of the first spring element in response to the application of a switching force, especially without any change in axial length. A further advantage is that the actuating element and / or the switching element can be inserted, at least partially, into an opening in 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 perform an additional function: namely, to securely hold the first spring element in place.

[0037] In a further advantageous embodiment 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 via the first spring element on the switching element and the at least one displacement force via the second spring element on the eccentric element can be exerted. This is advantageous because, during rotation in the, in particular, one specific direction of rotation, both the switching element and the eccentric element can be actuated.This ensures a low-effort and, in particular, reliable coordination and arrangement of the components involved, especially 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, such as when the parking lock element is in the parking lock position and simultaneously in the decoupling position. This contributes significantly to the high operational reliability of the vehicle.

[0038] In a further advantageous embodiment of the invention, the actuating element has a switching element stop by means of which the 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 the movement of the eccentric element relative to the actuating element can be limited. This is advantageous because it allows for particularly simple adjustment of the end position positioning of the switching element and / or the eccentric element on the actuating element, whereby the switching element can be brought into contact with the switching element stop and the eccentric element with the eccentric element stop. In particular, the rotation of the switching element and / or the eccentric element relative to the actuating element can be limited by means of the switching element stop and / or the eccentric element stop.The switching element can have a corresponding stop on the switching element side, which interacts with the switching element stop and can be in contact with the switching element stop when limiting the movement of the switching element relative to the actuating element. The eccentric element, on the other hand, can have a corresponding stop on the eccentric element side, which interacts with the eccentric element stop and can be in contact with the eccentric element stop when limiting the movement of the eccentric element relative to the actuating element.

[0039] In a further advantageous embodiment 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 via the coupling to transmit torque and which is at least indirectly rotationally fixed to the drive wheel. This is advantageous because the coupling mechanism is thereby made particularly simple and robust, and thus exhibits a particularly low susceptibility to malfunctions. The term "indirectly" is generally understood to mean that further torque-transmitting elements may be interposed. The respective gear can, for example, be coupled to the drive motor or the drive wheel indirectly via a shaft (as such a torque-transmitting element).The term "rotationally rigid" generally means that relative rotation between components rigidly coupled to each other, such as a shaft and a gear, is prevented. Furthermore, the coupling comprises a first coupling element, which is at least indirectly rotationally rigidly coupled to the first gear via a second coupling element, which is itself rotationally rigidly connected to the first gear. This is advantageous because it results in a particularly simple and robust coupling design. The term "indirectly" means that both the respective coupling element and the respective gear can be rotationally rigidly connected, for example, to a corresponding shaft, thus allowing the coupling element to be indirectly coupled to the gear, for instance, via the shaft.Furthermore, the coupling comprises a connecting element which is coupled, at least indirectly, to the second gear and, at least indirectly, in particular by adjusting the coupling position, can be coupled to the first coupling element in a rotationally fixed manner. This is advantageous because the connecting element allows for a particularly simple design of the first coupling element. The connecting element can be reversibly detachable, i.e., non-destructively detachable, for example, by means of a splined connection, which can also be referred to as a plug-in connection, and can be coupled, at least indirectly, to the second gear. The connecting element can preferably be designed as a sleeve, in particular a fixed sleeve.

[0040] In a further advantageous embodiment of the invention, the clutch comprises a locking element. The locking element is designed to prevent shifting from the disengaged position to the engaged position when there is a speed difference between the first and second gears. Furthermore, the locking element is designed to allow relative movement between the first and second clutch elements, which enables shifting from the disengaged position to the engaged position, when the speeds of the first and second gears are equal. Advantageously, the locking element thus prevents excessive mechanical stress, in particular the clutch elements striking each other, as well as undesirable noise that could otherwise occur during (unintentional) shifting into the engaged position when there is a speed difference.

[0041] In a further advantageous embodiment of the invention, the switching element is provided that, in the coupling position and / or in the decoupling position, it is inserted at least partially into a gear recess arranged radially within the teeth of at least one of the gears and is in engagement with the first coupling element. This is advantageous because the partial arrangement of the switching element in the gear recess results in a particularly space-saving arrangement. Because the switching element is in engagement with the first coupling element in the gear recess, a particularly advantageous force flow with very few deflections and correspondingly low mechanical stresses and / or load peaks is achieved.Particularly preferably, the first coupling element can be arranged radially within the gear recess in both the engaged and disengaged positions, resulting in a particularly advantageous arrangement with respect to the force flow. To actuate the clutch, the switching force can, for example, be applied to the clutch's switching element and transmitted via the switching element to the first coupling element. The gear recess can also be referred to as the gear's recess, wherein this recess is located further inward in the radial direction than the gear's teeth.

[0042] 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 forming an angle with the first element arm section, wherein 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 to the actuating device, at least indirectly, preferably directly. This design allows for a particularly space-saving actuation of the clutch.

[0043] In a further advantageous embodiment of the invention, the switching element is designed as a switching rocker arm or a switching fork. This is advantageous because both switching rockers and switching forks represent particularly robust forms of switching elements. To actuate the clutch, the switching force can, for example, be exerted on the switching element of the clutch. The switching element can preferably be rotatably coupled to the actuating device, and in particular, be rotatably mounted on the actuating device.

[0044] The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combination specified in each case, but also in other combinations or on their own, without leaving the scope of the invention, which is defined by the following claims.

[0045] Further advantages, features and details of the invention will become apparent from the claims, the following description of preferred embodiments and the drawings.

[0046] The invention is explained below again using a specific embodiment. This is illustrated by: Fig. 1 a schematic perspective view of a spur gear transmission comprising a linkage transmission and coupled to an electric drive motor for driving a drive wheel of a highly abstracted motor vehicle, the motor vehicle comprising a parking lock device, a clutch for switching the linkage transmission, and an actuating device; Fig. 2 a top view of the linkage transmission, the electric drive motor, the parking lock device, the clutch, and the actuating device; Fig. 3 a sectional view according to a drawing in Fig. 2 section plane A shown; Fig. 4 another section view according to one in Fig. 2 section plane B shown; Fig. 5 another section view according to one in Fig. 2 section plane C shown; and Fig. 6 a further schematic perspective view of the coupling mechanism, wherein a switching element of the clutch includes a retention area which prevents the at least one parking lock element from being moved into the parking lock position as long as no setting of the coupling position is present.

[0047] The following are identical and functionally equivalent elements with the same reference symbols.

[0048] Fig. 1 Figure 1 shows a schematic perspective view of a motor vehicle K, comprising electric drive motors 10, spur gear units SG with coupling gears 20, and drive wheels 100. Each spur gear unit SG is assigned one of the coupling gears 20. In other words, each coupling gear 20 is integrated into each of the spur gear units SG of the motor vehicle K.

[0049] Each of the drive motors 10 is coupled to one of the spur gear units SG. Each of the spur gear units SG can also be coupled to one of the drive wheels 100 by switching the respective coupling gear 20 of the respective spur gear unit 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. Fig. 3 This can be seen. In the coupling position KS, the respective drive wheel 100 is coupled to the respective drive motor 10, transmitting torque, whereas in the decoupling position ES, the torque transmission between drive wheel 100 and drive motor 10 is interrupted. In other words, in the decoupling position ES of the respective coupling gear 20, the respective electric drive motor 10 is decoupled from the respective drive wheel 100. Overall, this enables selective driving of the respective drive wheels 100, thus allowing individual wheel drive for each of the drive wheels 100. Therefore, each of the drive wheels 100 can be driven independently of the other drive wheels 100 by its assigned electric drive motor 10.

[0050] For the sake of clarity, in Fig. 1 Only one of the spur gear units SG with one of the coupling units 20 and only one of the drive wheels 100 is shown. However, the following descriptions of the drive unit 10, the spur gear unit SG, the coupling unit 20, and the drive wheel 100 apply to all drive units 10, spur gear units SG, coupling units 20, and drive wheels 100 of the motor vehicle K. The drive unit is in Fig. 1 concealed and therefore not recognizable, however in Fig. 2 schematically represented. Furthermore, it shows Fig. 2 in a top view the coupling gear 20 and thus a part of the spur gear SG.

[0051] The spur gear unit SG comprises a first gear shaft 102, as shown in the top view in Fig. 2 As can be seen, the transmission shaft 102 is coupled to the electric drive motor 10 of the motor vehicle K in a torque-transmitting manner. The torque-transmitting and thus rotationally fixed coupling between the first transmission shaft 102 and the drive motor 10 is achieved, for illustrative purposes only, via a splined shaft end section 103, i.e., an end section of the first transmission shaft 102 which has a splined connection. The first transmission shaft 102 engages with the electric drive motor 10 via this splined connection. A first transmission gear 104 is also rotationally fixed to the first transmission shaft 102. The first transmission gear 104 engages with a first gear 42 of the coupling mechanism 20. Thus, the first gear 42 of the coupling mechanism 20 is in indirect engagement with the drive motor 10, i.e., indirectly coupled to the drive motor 10.

[0052] The spur gear unit SG further comprises a second gear shaft 106, which is coupled to the drive wheel 100 for torque transmission. The first gear shaft 102 and the second gear shaft 106 can be coupled to each other for torque transmission by means of the coupling mechanism 20 by setting the coupling position KS. The coupling of the second gear shaft 106 to the drive wheel 100, which is only shown partially and in a highly abstract manner, is only shown in the following section for the sake of clarity. Fig. 1 The first transmission shaft 104 serves for the input-side torque transmission, and the second transmission shaft 106 for the output-side torque transmission. The torque-transmitting and thus rotationally fixed coupling between the second transmission shaft 106 and the drive wheel 100 is shown only as an example via an internal spline 107 of the second transmission shaft 106. The drive wheel 100 is connected via a Fig. 1 The drive shaft 110, shown with dashed lines, engages with the internal spline 107 and is thus rotationally fixed to the second transmission shaft 106 of the spur gear unit SG. Based on Fig. 1 It is also evident that the coupling device 20 is designed for torque transmission with exactly one side of the drive axle 110 of the motor vehicle K, thereby enabling individual wheel drive of the drive wheel 100. The transmission of torque between the electric drive motor 10 and the drive wheel 100 can thus occur without the interposition of a differential gear. The transmission of torque between the electric drive motor 10 and the drive wheel 100 can therefore be achieved without a differential gear.

[0053] A second gear 108 of the spur gear SG is also rotationally fixed to the second transmission shaft 106. The second gear 108 is engaged with a second gear 52 of the coupling gear 20. Thus, the second gear 52 of the coupling gear 20 is at least indirectly rotationally fixed to the drive gear 100.

[0054] For the sake of clarity, the respective gear teeth, for example of the (first and second) gears 104, 108 and the (first and second) gears 42, 52, are shown in Fig. 1 not shown.

[0055] The motor vehicle K also includes a parking locking device 90, which comprises a parking locking element 92. The parking locking element 92 is designed as a pawl. The parking locking element 92 can be moved between a parking locking position P1, in which the parking locking element 92 engages with a parking locking wheel 94 of the parking locking device 90 and thereby blocks rotation of the drive wheel 100, and an unlocked position P2, as shown by Fig. 5 can be seen. In Fig. 5 The parking lock position P1 is schematically illustrated by a dashed representation of sections of the parking lock wheel 94 and the parking lock element 92. For example, in Fig. 1 In the recognizable unlocked position P2, the parking lock element 92 is not engaged with the parking lock wheel 94, thus releasing the rotation of the drive wheel 100, i.e., it is not blocked by the parking lock device 90. Based on Fig. 2 It can be seen, for example, that the parking lock wheel 94 is rotationally fixed 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 locking element 92 can be rotatably mounted on a housing (not shown here), for example the housing of the spur gear unit SG, via a parking locking element bearing 93, and can be moved between the parking locking position P1 and the unlocking position P2 by a pivoting movement of the parking locking element 92 about the parking locking element bearing 93.

[0056] The switching element 62 also includes a Fig. 6 The recognizable retention area 65 prevents the parking locking element 92 from moving into the parking lock position P1 as long as the coupling position KS is not set. To achieve this, a holding force F_PH can be exerted on a locking element shoulder 91 of the parking locking element 92 via the retention area 65. This ensures a particularly high degree of functional reliability for the parking locking device 90. In particular, the retention area 65 ensures that the coupling gear 20 is always in the coupling position KS before the parking lock position P1 can be set. By using the retention area 65, simplified component protection, especially of the respective gear teeth of the coupling gear 20, can be achieved, reliably preventing any accidental events from occurring.

[0057] For the mounting of the coupling gear 20 in this housing, several rolling bearings 60a, 60b can be used, for example, as shown by Fig. 3 This is evident. However, it is clear that further bearings may be provided. The rolling bearings 60a, 60b are designed here as spherical cylindrical roller bearings, with rolling bearing 60a serving for the rotatable mounting of the second gear 52 on the housing and rolling bearing 60b for the rotatable mounting of the first gear 42 on the housing. A further rolling bearing 60c (see Fig. 3 In the present example, which is designed as a needle bearing, the first gear 42 is rotatably mounted and supported on a shaft 53 of the second gear 52. Furthermore, the two gears 42, 52 are supported against each other in the axial direction, and thus in the direction of a rotational axis x, by means of another rolling 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 (not further shown) housing via a further rolling bearing 60d, which is designed here by way of example as a ball bearing.

[0058] 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 has at least one switching element 62 and serves to switch between the coupled position KS and the uncoupled position ES. On the other hand, the actuator 24 also serves to move the parking lock element 92 between the park lock position P1 and the unlock position P2. The switching element 62 is designed, for example, as a shift lever or as a shift fork, as shown by Fig. 1 can be seen.

[0059] The coupling 40 is designed as a positive-lock coupling, specifically as a jaw coupling. The motor vehicle K includes 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.

[0060] The design of the coupling 40 is determined by combining the following: Fig. 1 with the sectional view in Fig. 3 The coupling 40 comprises a first coupling element 44, which is coupled to the first gear 42 in a rotationally fixed manner, at least indirectly, namely by means of a second coupling element 54 of the coupling 40. The second coupling element 54 can be designed as a fixed sleeve, which can be coupled to the first gear 42 in a rotationally fixed manner. In this case, however, the second coupling element 54 is designed as a toothed section, which is arranged in a gear recess 43 of the first gear 42, integrally connected to the first gear 42, and thus rotationally fixed to the first gear 42.The second coupling element 54 does indeed couple the first coupling element 44 to the first gear 42 in a rotationally fixed manner, but due to the toothing, a relative axial displacement between the first coupling element 44 and the second coupling element 54 parallel to the axis of rotation x, about which the gears 42, 52 can rotate during the operation of the motor vehicle K, for example in a circumferential direction U indicated by an arrow, is possible.

[0061] Furthermore, the coupling 40 comprises a connecting element 70, which is directly coupled to the second gear 52 on one side and can be rotationally coupled directly to the first coupling element 44 on the other by switching the first coupling element 44 from the decoupling position ES to the coupling position KS. The connecting element 70 engages with the first coupling element 44 and the second gear 52 on the other side via splined connections (not specified in detail). The connecting element 70 can, in particular, be designed as a fixed sleeve, as shown by Fig. 3 This can be seen. To set the coupling position KS, the first coupling element 44 is engaged with the connecting element 70, as shown in Fig. 3 shown.

[0062] 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 includes 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 effects the switching from the decoupling position ES to the coupling position KS, when the speeds of the first gear 42 and the second gear 52 are equal. Thus, when the speeds are equal, the locking element 80 allows the movement of the first clutch element 44 and therefore the switching from the decoupling position ES to the coupling position KS, whereby in the coupling position KS the power flow KF can be directed via the first gear 42, the second clutch element 54, the first clutch element 44, the connecting element 70, and the second gear 52.

[0063] When the speeds of the first gear 42 and the second gear 52 are equalized by means of the electric drive machine 10, the locking element 80 releases the relative movement RB between the first clutch element 44 and the second clutch element 54, which causes the switching from the decoupling position ES to the coupling position KS.

[0064] In Fig. 3 The respective position of the first coupling element 44 is shown for clarity in both the coupling position KS and the decoupling position ES (dashed lines). It is advantageous if, in addition to the second coupling element 54 and the locking element 80, which are each completely arranged in the gear recess 43, the first coupling element 44 and the connecting element 70 are also at least partially, preferably completely, arranged 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 path 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.

[0065] 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, which 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 arrangement. In conjunction with Fig. 1 with Fig. 3 It is evident 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 can have, particularly on the second element arm section 66, an engagement element 63, for example a sliding block, or an engagement area, which is inserted into an engagement groove 45 of the first coupling element 44 that extends at least partially in the circumferential direction U. The engagement element 63 is in Fig. 1 recognizable and schematic in Fig. 3 shown.

[0066] 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.

[0067] An example of the aforementioned random event is the tooth-to-tooth alignment of the first coupling element 44 and the connecting element 70, such that the relative movement RB may be blocked, at least temporarily. The term "tooth-to-tooth alignment" here means that, when the vehicle K is stationary, the respective teeth of the first coupling element 44 and the connecting element 70 overlap along a line parallel to the axis of rotation x, thus aligning, for example, so that the relative movement RB may be mechanically blocked, at least temporarily. If the parking lock element 92 and the parking lock wheel 94 were aligned in such a way that the parking lock element 92 could assume the parking lock position P1, this could lead to component overload, particularly of the respective teeth of the first coupling element 44 and / or the connecting element 70.To avoid this, the retention area 65 prevents the parking locking element 92 from moving into the parking locking position P1, at least as long as the relative movement RB is blocked.

[0068] The actuating device 22 comprises an actuating element 26 adjustable by means of the actuator 24, which is designed on the one hand to exert a switching force F_SK on the switching element 62 to actuate the clutch 40 and on the other hand to exert a displacement force F_VK to displace the parking lock element 92 between the parking lock position P1 and the unlock 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 non-rotatably connected to a rotor shaft of the actuator 24. Alternatively, the actuating element 26 can also be designed as the rotor shaft of the actuator 24.

[0069] Based on Fig. 5 It can be seen that the switching element 62 is inserted into an actuating element recess 25 of the actuating element 26 and can be rotatably mounted there. The actuating element 26 is directly coupled to the switching element 62 of the clutch 40 via a first spring element 27 of the actuating device 22, which is designed as a torsion spring.

[0070] Also in Fig. 5 It can be seen that the actuating element 26 is directly coupled to an eccentric element 30 of the actuating device 30 via a second spring element 28 of the actuating device 22, which is also designed as a torsion spring. This eccentric element allows the parking lock element 92 to be moved between the parking lock position P1 and the unlock position P2. The eccentric element 30 is designed as a cam, as can be seen from the following: Fig. 4 This can be seen. Alternatively, the eccentric element 30 could also be designed as an eccentrically mounted circular disk, which, however, is not shown further here.

[0071] 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.

[0072] In Fig. 1 The actuating device 22 maintains a drive switching state in which the coupling position KS is engaged and simultaneously the parking lock element 92 is held in the unlocked position P2. In this drive switching state, the propulsion 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 simultaneously the parking lock element 92 is open and thus held in the unlocked position ES.

[0073] In a switchable release state, the motor vehicle K can, for example, be operated in so-called sailing mode, i.e., sailing of the motor vehicle K is enabled, in which the motor vehicle K moves 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 in the unlocked position P2.

[0074] The parking locking element 92, which is rotatably mounted on the housing, is pressed against the eccentric element 30 against 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.

[0075] In the release state, an eccentric element-side stop 32, which is designed as a projection and can also be referred to as the 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, as is particularly evident in Fig. 4 and also in Fig. 2 This can be seen. Furthermore, in the release state, a stop 34 on the switching element side, which is designed as a projection and can also be referred to as the 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, as can be seen from Fig. 1 and Fig. 2 can be seen

[0076] The switching element stop 37 can limit the movement, in particular rotation, of the switching element 62 relative to the actuating element 26. The eccentric element stop 38 can limit the movement, in particular rotation, of the eccentric element 30, which is rotatably mounted on the actuating element 26, relative to the actuating element 26.

[0077] The drive switching state can also be set using the actuating device 22, in which, as mentioned, the coupling position KS is switched and simultaneously the parking lock element 92 is held in the unlocked position P2. In the drive switching state, the drive wheel 100 is thus 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.

[0078] To set the drive switching state, the actuating element 26 can be adjusted using the actuator 24 according to the setting shown in Fig. 2 and in Fig. 3 The direction of rotation D1 (here: clockwise) is indicated by an arrow. If the gears 42 and 52 do not rotate at the same speed, the locking element 80 prevents switching from the decoupling 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.

[0079] 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 each other for force transmission, is pre-tensioned. The actuator 24 exerts a torque for this purpose, which mechanically pre-tensions the first spring element 27 and thereby stores the switching force F_SK in the first spring element 27, as long as the locking element 80 prevents the coupling of the first clutch element 44 with the connecting element 70 and thus the setting of the coupling position KS. In this process, the first clutch element 44 is pressed towards the locking element 80 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, by the switching force F_SK.The locking element 80 prevents the first clutch element 44 from engaging with the connecting element 70 as long as there is a speed difference between the first gear 42 and the second gear 52. As soon as the electric drive motor 10 has equalized the speed difference and thus the speeds of the two gears 42 and 52 are equal, the locking element 80 releases the first clutch element 44 from engaging with the connecting element 70, thereby setting the coupling position KS. Consequently, the first clutch element 44 moves towards the connecting element 70 due to the application of the switching force F_SK, and the first clutch element 44 engages with the connecting element 70, thus setting the coupling position KS.It is clear that, for example, when the motor vehicle K accelerates from a standstill, the speeds can be equal even without intervention from the electric drive motor 10, so that intervention from the electric drive motor 10 can be dispensed with, since in this case there is no difference in speed.

[0080] Rotating the actuating element 26 in the direction of rotation D1 also pre-tensions the second spring element 28, via which the eccentric element 30 and the actuating element 26 are force-transmittingly coupled to each other. The torque exerted by the actuator 24 can mechanically pre-tension the second spring element 28 and thereby store the displacement force F_VK in the second spring element 28 when the movement of the parking lock element 92 from the unlocked position P2 to the parking lock position P1 is mechanically prevented. Movement from the unlocked position P2 to the parking lock position P1 can be mechanically prevented, for example, when the parking lock element 92 and the parking lock wheel 94 are in the position shown in the diagram. Fig. 1The parking locking element 92 is shown in its oriented relative positions, i.e., when the parking locking element 92 cannot engage with the parking locking element 94. If the rotational speed of the first transmission shaft 102 falls below a predetermined speed limit, i.e., if the rotational speed of the first transmission shaft is sufficiently low, which can be the case, for example, when the vehicle K is traveling at a speed of less than 5 km / h, the parking locking element 92 (here: pawl) can be engaged with the parking locking wheel 94, i.e., the parking locking element 92 can be moved from the unlocked position P2 to the locked parking 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 pushes the parking locking element 92 into a position in which the parking locking element 92 engages with the parking locking wheel 94, thus setting the parking locking position P1.In this case, both the coupling position KS is engaged and the parking lock element 92 is simultaneously held in the parking lock position P1, so that a blocking switching state is set. The vehicle K can therefore then be held stationary by means of the parking lock device 90.

[0081] During operation of the motor vehicle K, it is generally possible, by means of the actuating device 22, to hold the first spring element 27 with the switching force F_SK and, additionally, and in particular simultaneously, the second spring element 28 with the displacement force F_VK in a pre-tensioned state. As soon as the rotational speeds of the two gears 42, 52 are equal, i.e., the two gears 42, 52 each have the same rotational speed (gear speed), the first clutch element 44 can be moved via the first spring element 27, in particular by at least partially relaxing the first spring element 27 and thereby pivoting the element arm sections 64, 66, and switched from the decoupling 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 against a spring force of the third spring element 29 and moved from the unlocked position P2 to the parking lock position P1, in particular by at least partially relaxing the second spring element 28.

[0082] To adjust the release state, the actuating element 26 can be rotated in a second direction of rotation D2, opposite to the first direction of rotation D1, by operating the actuator 24. For adjusting the release state from 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 a reliable reset of the switching element 62 and / or the eccentric element 30 and thus the reliable adjustment of the decoupling position ES and the unlocking position PS.

[0083] A key advantage of vehicle K is that the described arrangement reliably prevents an undesired switching state in which the parking lock position P1 and the decoupling position ES are simultaneously engaged. This gives vehicle K a particularly high degree of operational reliability. Reference symbol list

[0084] 10 Drive motor 20 Linkage 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 clutch element 45 Engagement groove 52 Second gear 53 Shaft 54 ​​Second clutch element 60a-e Rolling bearing 62 Switching element 63 Engagement element 64 First element arm section 65 Retaining area 66 Second element arm section 70 Connecting element 80 Locking element 90 Parking lock device 91 Locking element shoulder 92 Parking lock element 93 Parking lock element bearing 94 Parking lock wheel 100 Drive wheel 102 First transmission shaft 103 Splined shaft end section 104 First transmission gear 106 Second transmission shaft 107 Internal splined connection 108 Second transmission gear 110 Drive shaft D1 (first) direction of rotation D2 (second) direction of rotation ECU control unit F_SK Shifting forceF_PH Position holding force F_VK Displacement force K Vehicle KF Force flow K Coupling position ES Decoupling position P1 Parking lock position P2 Unlocking position R Relative movement SGS Spur gear U Circumferential direction x Axis of rotation

Claims

1. Motor vehicle (K) with at least one electric drive machine (10), for driving the motor vehicle (K), with at least one coupling transmission (20), which is switchable at least between a coupling position (KS), in which the electric drive machine (10) is coupled to a drive wheel (100) of the motor vehicle (K) in a torque-transmitting manner, and a decoupling position (ES), in which the electric drive machine (10) is decoupled from the drive wheel (100), and with a parking lock device (90), which comprises at least one parking lock element (92), which is displaceable between a parking lock position (P1), in which the at least one parking lock element (92) at least indirectly blocks a rotation of the drive wheel (100), 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 on the one hand for actuating a clutch (40) of the coupling transmission (20), which has at least one switching element (62), which serves for switching between the coupling position (KS) and the decoupling position (ES), and on the other hand is designed for displacing the at least one parking lock element (92) between the parking lock position (P1) and the unlocking position (P2), wherein the switching element (62) is configured such that it comprises a retention region (65), which prevents the at least one parking lock element (92) from being displaced into the parking lock position (P1) as long as no setting of the coupling position (KS) is present, wherein the actuator is designed for generating a rotational movement, by means of which both the clutch (40) can be actuated and the parking lock element (92) can be displaced, and wherein the at least one actuating device (22) comprises an actuating element (26) adjustable by means of the actuator (24), which is designed on the one hand for exerting at least one switching force (F_SK) on the switching element (62) for actuating the clutch (40) and on the other hand for exerting at least one displacement force (F_VK), for displacing 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 at least indirectly via a second spring element (28) of the actuating device (22) to an eccentric element (30) of the actuating device (30), by means of which the parking lock element (92) is displaceable 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 kept displaced 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 kept displaced 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 kept displaced 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 via a first spring element (27) of the actuating device (22) to the at least one switching element (62) of the clutch (40).

6. Motor vehicle (K) according to claim 5, characterized in that the actuating element (26) is rotatable 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 claims 5 or 6, 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 transmission (20) comprises a first gear wheel (42), which is in at least indirect engagement with the drive machine (10), and a second gear wheel (52), which can be coupled to the first gear wheel (42) in a torque-transmitting manner by means of the clutch (40), which is coupled at least indirectly in a rotationally fixed manner to the drive wheel (100), wherein the clutch (40) comprises a first clutch element (44), which is coupled at least indirectly in a rotationally fixed manner via a second clutch element (54) of the clutch (40), which is connected in a rotationally fixed manner to the first gear wheel (42), to the first gear wheel (42), and wherein the clutch (40) comprises a connecting element (70), which is coupled on the one hand at least indirectly to the second gear wheel (52) and on the other hand can be coupled at least indirectly in a rotationally fixed manner to the first clutch element (44).

9. Motor vehicle (K) according to claim 8, characterized in that the clutch (40) comprises a locking element (80) for preventing the switching from the decoupling position (ES) to the coupling position (KS) in the event of a speed difference between the first gear wheel (42) and the second gear wheel (52) and for releasing a relative movement (RB) between the first clutch element (44) and the second clutch element (54), which effects the switching from the decoupling position (ES) to the coupling position (KS), in the event of speed equality between the first gear wheel (42) and the second gear wheel (52).

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

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