Parking lock assembly and overload protection device for a vehicle

Abstract

The invention relates to a parking lock assembly, preferably for an electrically operatable vehicle, comprising a parking lock which can be activated and deactivated by an actuation process, wherein the parking lock is connected to the output gears in a form-fitting manner and can be coupled to a drive assembly, preferably to a rotor of an electric motor. When the parking lock is activated, the parking lock is supported with respect to a housing, and, when activated, the parking lock has two possible states: – a state (B) in which the parking lock is activated and is coupled to the rotor but can be decoupled or – a state (C) in which the parking lock is activated but decoupled from the rotor.

Description

[0001] Parking brake arrangement and overload protection device for a vehicle

[0002] The invention relates to a parking lock assembly for a vehicle, as well as an overload protection device for a vehicle. The invention further relates to a vehicle having such a parking lock with an overload protection device.

[0003] Electrically powered vehicles (electric or e-vehicles) for road traffic have an electric machine as their prime mover, which can drive all or some of the vehicle's wheels via intermediate units such as transmissions, particularly manual or automatic transmissions, and differentials. The rotational position of the rotor of the electric machine is converted into a rotary motion of the vehicle's wheels, i.e., the output is coupled to the drive coming from the rotor; however, it is decoupled from it when the transmission is in neutral. In other vehicles, the prime mover is designed, for example, as an engine, particularly an internal combustion engine.

[0004] Brakes are used to stop the vehicle; for example, a handbrake, which is applied when parking, or, in the case of a vehicle with an electric or automatic transmission, parking brakes, which act as electric brakes directly on the vehicle wheels. Parking locks exist that couple the output to the vehicle wheels directly to the transmission housing, thereby locking it. Furthermore, transmissions have a parking lock that connects the output via the transmission to the drive from the rotor, i.e., couples it and locks it.

[0005] There are also parking locks with which the manual or automatic transmission, i.e. the gearshift in a park position “P”, couples the output to the drive coming from the rotor of the electric machine. This coupling is created when the driver puts the gear lever into the park position “P” and thereby engages the parking lock. This usually creates the load path between the drive and output, i.e. between the rotor and the vehicle wheels - unlike in the neutral position “N”. The rotor and transmission then prevent the vehicle from rolling away undesirably. The parking lock thus fixes the rotational position of the output leading to the vehicle wheels by coupling it to the rotational position of a rotor of an electric machine.Parking locks of this conventional type ensure that the vehicle remains stationary and quickly brake even in the event of a slight roll or if the vehicle is parked on a slope. In most cases, the handbrake is already engaged, or the electric vehicle's parking brake is already activated. To date, the handbrake and parking lock of the conventional design and function have been completely sufficient.

[0006] Hereinafter, a parking brake, a number of parking brakes of the vehicle, and a parking lock are all referred to as "parking brakes" within the meaning of this application. For parking brakes of any type, the aim is, at least when a specific switching position, namely a switching position intended for parking—regardless of whether manually set by the driver or automatically by the vehicle or by the vehicle's own software—to couple a rotational position of the output to a rotor of the drive motor. The switching position intended for this coupling thus aims to maintain a load path between the output, in particular the vehicle wheels, and the drive or the rotor.

[0007] However, a vehicle also has other switching positions, for example switching positions of a manual transmission, which are intended to maintain an uninterrupted load path and thus a coupling of the output to the rotor of the drive engine; at least when this respective switching position is switched on, i.e. activated.

[0008] The present application aims to increase the reliability of a vehicle, in particular a motor vehicle. In particular, the aim is to ensure that vehicles in the future respond even more robustly to changes between different gear positions and / or gear states and can achieve the desired gear state, which is intended by a predetermined gear position, in a highly efficient yet gentle manner, even under difficult conditions. This objective is achieved by the subject matter of claim 1.

[0009] According to the invention, a parking lock arrangement is proposed, preferably for an electrically driven vehicle, comprising a parking lock that can be switched on and off by actuation, wherein the parking lock is positively connected to the output wheels on the one hand and can be coupled to a drive unit, preferably to a rotor of an electric motor on the other hand, wherein, when the parking lock is switched on, the parking lock is supported against a housing, wherein the parking lock, when switched on, has two possible states, comprising

[0010] - an engaged state coupled to the rotor but decoupleable (B) or

[0011] - a switched-on but decoupled state from the rotor (C).

[0012] Furthermore, the object is achieved by an overload protection device, preferably for an electrically driven vehicle, wherein the overload protection device interrupts a load path at least temporarily when a predetermined limit value for a torque load that can be exerted on a rotor is exceeded, wherein a parking lock arrangement is provided, wherein a parking lock is firmly connected to the drive wheels and can be positively coupled to a housing.

[0013] By operating a lever, the driver or vehicle occupant can engage (lever position "P") and disengage (lever position "N") the parking lock. Conventionally, the parking lock is immediately engaged as soon as it is engaged by the lever position "P." The inertia of the stationary electric motor or its rotor and the interposed parking lock – and possibly also the braking or friction effect of the applied or engaged handbrake – holds or stops the vehicle.

[0014] According to the invention, however, the overload protection device does not need to comprise a parking lock, but can also provide two different states for any other switching position, for example for a switching position of a manual transmission which, in a specific switching position, aims at the connection and / or coupling between the rotor and the output; in particular a novel, third state in which this switching position is switched on, i.e. activated, but in which the output is nevertheless decoupled from the rotor of the drive machine. In particular, the load path which is provided for transmitting torque between the rotor and the vehicle wheels can be interrupted in this decoupled state; for example in the area of ​​the or a drive train.

[0015] The switching position for which the overload protection device provides two different states according to the invention—in particular the novel, decoupled state—can be a state of a manual transmission or gearshift, but alternatively or additionally also a switching position of a parking brake or parking lock, a clutch, and / or another vehicle component that is fundamentally intended to transmit torque between the rotor of a drive motor and an output or the vehicle wheels. The respective switching position can, in particular, be a switching position in which a respective gear, a parking brake or parking lock, a clutch, or another vehicle component is engaged or switched.This means that at least one mechanically movable element or component intended for force and / or in particular torque transmission is displaced, pulled, rotated, pivoted and / or moved in any other way, either axially or in another direction, whereby the switching position in the vehicle and / or in the overload protection device or at least in its surroundings is realized, in particular embodied, by this change in position, position and / or orientation.

[0016] Preferably, when the torque load generated and / or exerted on the rotor exceeds a predetermined limit when this switching position is switched on or activated, this switched-on but nevertheless decoupled state can be brought about. In particular, each time this switching position is activated, which aims at such a coupling between the output and the rotor or drive, but generates a torque load above the predetermined limit, the overload protection device can automatically bring about the state decoupled from the rotor and / or the interruption of the load path and maintain this state until the torque load drops below the predetermined limit. This protects the rotor even at high torques and prevents rotor impact, i.e. an excessively sudden and / or excessively hard or excessively powerful torque impact on the rotor.Depending on the vehicle type and drive technology, shifting the vehicle into this gear position—for example, by engaging the parking brake or engaging a gear—can be done manually by the driver or vehicle occupants, or automatically by the vehicle or its own software, for example, electromechanically or by other means.

[0017] In particular, when the vehicle is shifted into this shift position, the strength of the torque generated thereby can be used as a criterion for determining which of the two states the overload protection device automatically places the vehicle into. If, when the driver or vehicle occupant engages the parking lock, the torque generated thereby does not exceed a predetermined limit, the overload protection device automatically places the vehicle or a vehicle component, for example a parking lock, in the conventional manner, into the engaged state of the output coupled to the rotor. However, if, when shifting into this shift position, the torque generated thereby exceeds a predetermined limit, the overload protection device automatically places the vehicle, the parking lock, or other vehicle component into the other state of the output, decoupled from the rotor.

[0018] An exemplary embodiment provides that the overload protection device, when the switching position is switched on, ie activated, in a summation gear that connects a first drive coming from the rotor, a second drive and the output,

[0019] - fixes the output and - interrupts and / or decouples the second drive if and as long as a torque exerted on the rotor by activating the switching position exceeds a predetermined limit, and

[0020] - fixes the second drive and / or couples it to a housing if or as soon as the torque exerted on the rotor by activating the switching position falls below the predetermined limit value.

[0021] In particular, the overload protection device can have an unlocking mechanism comprising a first unlocking element in the form of a pivotable pawl, which engages in an outer contour of a ring gear of the summation gear or in an outer contour of an overload decoupling wheel rotationally coupled to the ring gear, wherein the pivotable pawl

[0022] - engages in a locking pivoting position in the outer contour of the ring gear or the overload decoupling gear in order to fix its rotational position relative to a housing, but

[0023] - can be pivoted out of the outer contour of the ring gear or the overload decoupling gear in order to release its rotational position relative to the housing.

[0024] Alternatively, the overload protection device may be or comprise a parking lock arrangement and in particular have a parking lock clutch acting between the rotor and a manual transmission, which, when the parking lock is engaged, interrupts a drive leading from the rotor to the manual transmission if and as long as the maximum limit value for the torque exerted on the rotor by the parking lock is exceeded.

[0025] In particular, the parking lock arrangement or other overload protection device can have a clutch wheel acting between the rotor and a gear of a manual transmission, said clutch wheel having a plurality of clutch elements which, for example, are preloaded against a transmission gear of the gear of the manual transmission when the parking lock is engaged, but can be pushed out of the transmission gear by a torque of the transmission gear. In particular, it can be provided that the parking lock arrangement or other overload protection device pushes the clutch elements of the clutch wheel out of the clutch wheel in the direction of the transmission gear of the manual transmission when a certain gear position is engaged. Furthermore, it can be provided that the clutch elements of the clutch wheel and / or teeth of the transmission gear have teeth which become narrower as they approach one another, whereby the teeth orCoupling elements of the parking lock clutch wheel and the teeth of the transmission gear can be decoupled from one another, in particular pushed apart, by a torque existing between the clutch wheel and the transmission gear.

[0026] The overload protection device of any embodiment of this application can be and / or comprise a parking lock or parking lock arrangement, but also a transmission, in particular a manual or automatic transmission. The overload protection device can also be and / or comprise a housing, in particular a transmission housing, and / or a clutch for the transmission and / or for a parking lock.

[0027] Finally, according to the invention, a vehicle that can be driven electrically or in another way and that comprises such an overload protection device is also provided.

[0028] The invention is explained below using some exemplary embodiments. Figures 1 to 4 show several three-dimensional perspective views of a first embodiment of an overload protection device according to the invention.

[0029] Figure 5 is a schematic diagram of the first embodiment of the overload protection device according to the invention, Figure 6 is a schematic diagram of a second embodiment of an overload protection device according to the invention,

[0030] Figure 7 is a schematic diagram of a third embodiment of an overload protection device according to the invention, and Figures 8 and 9 are two schematic detailed diagrams of the third embodiment of the overload protection device according to the invention, and Figures 10 to 18 are several perspective views of a fourth embodiment of an overload protection device according to the invention, which combines at least some features of the first and third embodiments.

[0031] Figures 1 to 4 show a first embodiment of an overload protection device 10 according to the invention. The overload protection device 10 is shown in Figure 1 in a lateral perspective, in Figure 2 in a schematic sectional view from above, in Figure 3 in an oblique lateral perspective and in Figure 4 in an exact lateral perspective.

[0032] The overload protection device 10 can act on the summation gear 25, for example, when a parking lock 1 or a specific gear of a gearshift, i.e., a manual transmission such as a summation gear 25 or planetary gear, is engaged. Such a summation gear 25 comprises a sun gear 27 driven or drivable by the rotor of the prime mover, which acts as the first drive 22a, an epicyclic or ring gear 26 acting as the second drive 22b, and a planet carrier 29 acting as the output 23, the planet gears 28 of which engage between the sun gear 27 and the ring gear 26. The summation gear 25 is preferably the summation gear 25 of the first gear or another gear of an automatic or manually operated manual transmission 24.

[0033] The parking lock 1, for example, comprises two locking mechanisms, both of which are activated as soon as the parking lock 1 is engaged, either by the driver or vehicle occupant or—depending on the vehicle type and drive technology—by the vehicle software or the vehicle's own software. The overload protection device 10 can, in addition to or instead of the parking lock 1, also comprise a housing 30, a manual transmission 24 or parts thereof, and / or other components of a vehicle; for example, components for shifting the first, lowest gear, another gear, or several or all gears of a manual transmission, which can be activated by a respective shift position.

[0034] At the top of Figures 1, 3 and 4, a manual parking lock release 14 is shown, which serves, for example, as an emergency release, but is merely optional. The two locking mechanisms act on the output 23 and on the second drive 22b, which does not come from the engine. An unlocking element 2b, for example in the form of a pawl 3b, engages with an outer contour of the output-side planetary carrier 29 when the parking lock 1 is engaged and prevents its rotation; the further transmission train leading from there to the vehicle wheels is thereby blocked. When the parking lock 1 is engaged, the rotational position of the output 23 is fixed by the unlocking element 2b or the pawl 3b being pressed by an actuator 13 of the parking lock arrangement 10 against the outer contour of the planetary carrier 29, in particular into this outer contour. The outer contour has, for example,in a direction transverse or oblique to the circumferential direction, a number of recesses and / or elevations engage with the locking pawl 3b. This fixes the rotational position of the output drive by the parking lock.

[0035] Another unlocking element 2a, for example in the form of a pawl 3a, can additionally block the second drive 22b when the parking lock 1 is engaged, for example by engaging an outer contour of the ring gear 26 - or preferably, as can be seen in Figures 2 to 4 - an outer contour 6a of another gear coupled to the ring gear 26, namely an overload decoupling gear 6. A clutch gear of a transmission 24 and / or another existing gear which already has a different function can serve as the overload decoupling gear 6. At the very least, however, the overload decoupling gear 6 can be coupled to the second drive 22b or to the ring gear 26 - in particular by displacement in the axial direction - in such a way that both gears 6, 26 rotate in conjunction with one another, i.e., always with the same rotational position. Alternatively, the coupling or decoupling between the overload decoupling gear 6 and ring gear 26 orThe second drive 22b can also be connected by means of a switching element, wherein the switching element is displaceable in the axial direction between a coupling position and a decoupling position (cf. the fourth embodiment starting from Figure 10). The switching element displaceable between the two positions can be and / or comprise, for example, a switching wheel, a switching ring, or a shift fork, and it can be integrated into a parking lock arrangement, a manual transmission, or any other overload protection arrangement.

[0036] When the parking lock 1 is engaged or another switching position is activated, in addition to the output 23, the rotational position of the second drive 22b can also be fixed by pressing the unlocking element 2a or the pawl 3a against the outer contour 6a of the overload decoupling gear 6 coupled to the ring gear 26 by a further actuator 13. This outer contour 6a also has a number of recesses and / or elevations perpendicular, transverse, or at least oblique to the circumferential direction, into which the pawl 3a can engage in order to fix the rotational position of the second drive 22b.

[0037] When the output 23 and the second drive 22b are both fixed, the rotational position of the rotor of the electric or other drive motor is also fixed via the summation gear 25. For this purpose, when actuated, i.e., engaging the parking lock 1 or activating another switching position, both release elements 2a, 2b or locking pawls 3a, 3b are pressed into the outer contours of the second drive 22b and the output 23.

[0038] This is done, for example, by means of two actuators 13 of an actuator device of the parking lock arrangement or other overload protection device 10, wherein the two actuators 13 (which can optionally be integrated into a single actuator and / or can be activated independently of one another, in particular alternately) each have a locking element 8a; 8b pre-tensioned by a pre-compression spring 9a; 9b. The locking elements 8a, 8b can be mounted together with pre-compression springs 9a, 9b on a guide rod (without reference numeral) and / or surrounded by a surrounding guide (not shown). The position of the pre-tensioned locking element 8a; 8b in the direction of its pre-compression spring 9a; 9b determines the strength of the force with which the respective locking element 8a; 8b presses the respective unlocking element 2a, 2b, ie the respective pawl 3a, 3b against the outer contour, in particular into the outer contour of the second drive 22b or the output 23.

[0039] The locking element 8b acting on the output 23 is held by a lever 11b or another support. If this locking element 8b is actuated by the associated actuator 13 via the lever 11b or the other support, the locking element 8b presses the release element 2b, i.e., the locking pawl 3b, into the outer contour of the output 23, thereby blocking its rotation (and that of the vehicle wheels). The position and / or preload of the locking element 8b are always sufficiently large to block the rotation of the output 23.

[0040] The locking element 8a acting on the additional drive 22b is held by a lever 11a or another holder. When the parking lock 1 is engaged or another switching position is activated, this locking element 8a is also actuated by its associated actuator 13. As a result, the locking element 8a presses the unlocking element 2a, i.e. the pawl 3a, into the outer contour of the drive 22b, whereby its rotation is also blocked. Thus, when the parking lock 1 is engaged or another switching position is activated, this additional locking mechanism also blocks the overload decoupling gear 6 and thus the ring gear 26 of the additional drive 22b, i.e., its rotational position is fixed.In both locking mechanisms, the rotational position is fixed relative to a housing 30, such as a housing 30 of the parking lock device or the respective other overload protection device 10, a housing 30 of a manual transmission and / or another non-rotatable housing and / or the vehicle itself. Apart from the anchoring bolt 4, about which both pawls 3a, 3b can pivot, Figures 1 to 4 show further bolts (without reference numerals) that are fixedly, in particular rotationally fixedly, connected to the housing 30. By means of the bolts, in particular a bearing for the overload decoupling wheel 6 is mounted on the housing 30, and the overload decoupling wheel 6 is rotatably mounted in a guide opening of the bearing.If the overload decoupling wheel 6 is not also designed to be axially displaceable, but has a fixed position in the axial direction, the above-mentioned axially displaceable switching element (switching wheel; switching ring or sliding sleeve; switching fork; see Figure 10 ff.) can be provided in addition to the overload decoupling wheel 6, which is mounted to be axially displaceable between the coupling position and the decoupling position.

[0041] Thus, after engaging the parking lock 1 or activating the other switching position, the locking elements 8a, 8b press both pawls 3a, 3b into the outer contours of the additional drive 22b, 6, 26 or the output 23, 29 to block their rotational position. The respective locking mechanism thus engages the respective pawl 3a, 3b and the respective outer contour.

[0042] According to the invention, however, an additional unlocking mechanism 5 is provided, which only acts on the additional drive 22b. This unlocking mechanism 5 serves to automatically release the rotational position of the additional drive 22b, i.e., to cancel the introduction of torque via the additional drive 22b into the housing 30, specifically when, through actuation by the driver or vehicle occupant, the parking lock 1 is engaged or the other switching position is activated or switched, but the torque suddenly generated thereby is greater than a predetermined limit for a torque that should be able to be transmitted to the rotor of the vehicle's electric machine at most.If, therefore, a torque greater than this limit value is generated by activating a different switching position, for example by engaging the parking lock 1, the overload protection device 10 according to the invention ensures that in this case the excessive torque automatically unlocks the unlocking element 2a, i.e. the pawl 3a, i.e. allows it to disengage from the outer contour of the drive 22b and thus decouples it from the overload decoupling gear 6 or ring gear 26. In this novel, further state, the rotation of the second drive 22b is not blocked, but released or at most slightly braked, i.e. dampened. In this state, the load path leading via the second drive 22b is interrupted. As a result, the rotational position of the vehicle wheels is not, or at least not yet, coupled to the rotational position of the rotor of the electric machine, despite the parking lock being engaged, but is decoupled from it.This novel state of the parking lock 1, which is made possible by the overload protection device according to the invention, is therefore referred to here as the switched-on state, decoupled from the rotor (state C). In a conventional parking lock or other overload protection device, there is only the switched-off state (state A) and an switched-on state (state B), in which the rotor and the vehicle wheels are coupled to one another with regard to their rotational positions by a continuous, uninterrupted load path. A state C, in which this load path is interrupted despite the switched-on overload protection device or parking lock, is unknown in conventional vehicles.

[0043] This novel state C, which is also made possible by the other exemplary embodiments and embodiments of these applications and is automatically brought about by the overload protection device according to the invention in the case of particularly high torques that are above a predetermined limit value, prevents, in future designs of vehicles, parking locks and / or manual transmissions, excessive torques that arise when switching on or activating a certain switching position from being suddenly transferred to the rotor and thereby causing damage or premature wear. The overload protection device according to the invention is therefore suitable for future vehicles with more critical gear ratios of the drive train or the entire vehicle train; in particular in the area of ​​the transmission and the parking lock. If this is achieved by switching on the overload protection device 10, ieIf the torque exerted on the rotor by the simultaneous engagement of both pawls 3a, 3b is too high, namely higher than a predefined limit value, this torque presses the pawl 3a out of the recesses in the outer contour 6a of the overload decoupling wheel 6 for so long and / or so often until, after a certain rotation - during which this pawl 3a engages and immediately disengages again several times - the torque has fallen below the predetermined limit value by piecemeal absorption and the remaining torque can be safely absorbed by the rotor without causing an intolerable rotor impact.

[0044] In the embodiment of Figures 1 to 4, the unlocking mechanism 5 is implemented in that - although when the overload protection device 10, preferably a parking lock 1, is activated, each of the two locking elements 8a, 8b presses the locking pawl 3a or 3b assigned to it against the respective outer contour - the locking pawl 3a acting on the second drive 22b is pressed with a force that is reduced compared to the force of the locking pawl 3b acting on the output 23. In particular, in contrast, the force with which the locking pawl 3a acting on the second drive 22b is pressed is reduced to such an extent that the second drive 22b is only fixed and / or coupled to the housing 30 if the torque caused by the activation of the parking lock 1 does not exceed a predetermined limit value, i.e., the highest or maximum value.If the actual torque is higher, the parking lock arrangement 10 automatically shifts the parking lock 1 into state C, which is engaged but decoupled from the rotor. In this case, the pawl 3a slides out one or more times in succession from the recesses in the outer contour 6a of the overload decoupling gear 6 coupled to the ring gear 26 (or alternatively, the ring gear 26 itself), and does so repeatedly or as often as necessary until, after a fraction of a second or after a few reductions, the excess portion by which the actual torque exceeds the specified limit value is reduced. Only then does the already engaged, but initially still decoupled, parking lock 1 automatically transition from the new state C to the coupled state B.

[0045] If the actual torque already falls below the limit value when the parking lock is engaged, the parking lock arrangement 10 immediately puts the parking lock 1 into the engaged state B coupled to the rotor, which is also known (just like the disengaged state A) from any conventional parking lock.

[0046] The comparatively weaker, set according to the predefined limit

[0047] The force (or the weaker torque) acting on the pawl 3a or by which this pawl 3a acts on the further drive 22b can be dosed and thus adjusted exactly to the predefined limit value.

[0048] This adjustment can be achieved, for example, by - as indicated in Figures 1 to 4 - pressing the pawl 3a with a predetermined force (or with a predetermined torque) against the outer contour 6a or against the overload decoupling gear 6 or ring gear 26. If this force is correctly dosed, then when the overload protection device 10, in particular the parking lock 1, is activated, the torque generated thereby is just as high as necessary to press the pawl 3a out of the outer contour 6a of the overload decoupling gear 6 or alternatively of the ring gear 26, namely against the force exerted on the pawl 3a by the associated locking element 8a.

[0049] This force exerted by the locking element 8a on the pawl 3a, which acts on the second drive 22b, can be dosed, for example, by the locking element 8a

[0050] - held in a suitable position,

[0051] - pre-tensioned with a suitably strong spring force of the pre-compression spring 9a and / or

[0052] - is brought into a suitable distance from the pawl 3a and / or from the stop 12.

[0053] This can be adjusted, for example, by the associated actuator 13 and / or by the position of the associated lever 11 a or the other holder.

[0054] Optionally, a comparatively weak spring 19 is provided on the anchoring bolt 4, which has the tendency to pull both pawls 3a, 3b out of their respective outer contours. Its effect is preferably taken into account, i.e. subtracted or compensated for, in the above dosage of the spring force of the actual pre-compression spring 9a. The final dosage determines the limit torque above or below which the overload protection device 10 or parking lock 1 automatically switches to state C or state B when switched on. As can be seen in Figures 3 and 4, when the overload protection device or parking lock 1 is switched on, the locking element 8a takes up a lower position, closer to the associated pawl 2a and / or closer to the stop 12, than the other locking element 8b for the output 23. This, for example,An outer edge and / or an underside of the locking element 8a is pressed against the locking pawl 2a with only reduced spring force—for example, against an inclined contact surface after the pivoting end of the locking pawl 2a. Therefore, a lower torque corresponding to the predetermined limit value, which occurs when the parking lock is engaged or a specific switching position is activated, is sufficient to push the locking pawl 2a back out of the outer contour 6a.

[0055] The above unlocking mechanism 5 for implementing state C is preferably only provided for the second drive 22b or only acts on it. On the output 23, however, no such mechanism is provided. When the overload protection device or parking lock is switched on, the input torque resulting from the braking due to the vehicle's inertia is transmitted via the output 23, 29 and the planetary gears 28 to the two drives 22a, 22b. If the braking torque is smaller than the predetermined limit, it is transmitted completely by the overload protection device 10 via the second drive 22b into the housing 30 and thus diverted. If, on the other hand, the braking torque is greater than the predetermined limit, it causes the at least temporary separation of the second drive 22b, i.e.Its decoupling from the housing 30, but only until the rotation of the ring gear 26 and / or overload decoupling gear 6 has reduced and absorbed the braking torque to such an extent that the predetermined limit value is again undershot. This prevents a potentially damaging impact on the rotor. Thus, in the event of an overload, the second drive 22b can be easily temporarily disengaged, i.e., the supporting load path to the housing 30 can be opened briefly and then closed again, automatically.

[0056] The overload protection device 10 or parking lock device 1, and in particular the actuator device with the two actuators 13, can preferably be operated and controlled separately, i.e., independently of the manual transmission 24. However, it is preferably provided that both unlocking elements or locking blades can only be engaged or disengaged alternately, i.e., only individually, but never simultaneously, by a combined or a single, common actuator 13.

[0057] A separate, redundant energy source can be provided for controlling the parking lock arrangement 1 or the other overload protection device 10, in particular for controlling the actuator device for the actuators 13. The unlocking mechanism 5 is also designed such that it can be switched even under load, in particular, switched to the state such that at least the first pawl 3a, which also serves as the unlocking element 2a, is designed such that it can always be pushed out of the outer contour 6a of the overload decoupling gear 6, even under torque load. As a result, the overload protection device 10 or parking lock 1 can be operated, controlled, and / or switched independently of whether the power supply to the vehicle's electric motor and, if applicable, the manual transmission is functioning or not, and furthermore, regardless of whether and, if applicable, to which gear the manual transmission is engaged.

[0058] The overload protection device 10 according to this first embodiment can alternatively or additionally have another unlocking or decoupling mechanism based on the axial displacement and / or axial preload of switching elements (switching wheel, switching fork and / or sliding sleeve), as will be explained with reference to Figures 7 to 9 (third embodiment) and Figures 10 to 18 (fourth embodiment).

[0059] Figure 5 shows a schematic diagram of the first embodiment of the overload protection device 10 according to the invention from Figures 1 to 4, in particular as a parking lock 1 or parking lock device 10, wherein the entire vehicle 100 with electric machine 20, rotor 21, the vehicle wheels 50 to be driven and the differential 40 as well as with some shafts 35 of the transmission lines is shown; at least purely schematically. For the sake of brevity, reference will be made below only to a parking lock arrangement, i.e. a parking lock device, but the overload protection device 10 according to the invention can instead just as easily be an overload protection device without reference to a parking lock. The first drive 22a and the output 23 run between the rotor 21 of the electric machine 20 and the vehicle wheels 50 to be driven; the summation or planetary gear 25 of the 1st gear is located in between.This manual transmission 24; 25 usually includes additional gears.

[0060] As can be seen in Figure 5 from the arrows, the parking lock assembly 10, and in particular its actual parking lock 1 (in the narrower sense) of the rotor 21, acts on the output 23 and also on the second drive 22b, which is connected to the frame 30 of the manual transmission 24; 25, to the frame 30 of any other component, or to the frame 30 of the vehicle 100 as a whole. In addition to the deactivated state A, there is an activated state B of the parking lock 1 or the parking lock assembly 10 comprising it, in which the second drive 22b is connected to the frame 30, i.e., its rotational position is fixed. As a result, the parking lock 1 or parking lock assembly 10 in state B couples the vehicle wheels 50 to the rotor 21 of the electric motor 20.

[0061] In addition, according to the invention, there is also a second state C of the engaged parking lock 1 or the parking lock arrangement 10, in which the second drive 22b is not connected to the frame 30, but is separated and / or interrupted therefrom and is thus free in its rotational position. Thus, in state C, the parking lock 1 or the parking lock arrangement 10 decouples the second drive 22b from the frame 30. As a result, in state C, the vehicle wheels 50 are decoupled from the rotor 21 of the electric machine 20. The engaged but decoupled state C enabled by the invention is always switched to state C instead of state B whenever switching on, i.e. engaging the parking lock (e.g., moving the parking lock lever to a "P" position), generates a torque that is greater than a predetermined limit value; in any case, until the torque generated by switching on falls below the predetermined limit value.Figure 6 shows a schematic diagram of a second embodiment of a parking lock assembly according to the invention. In addition to the actual parking lock 1 in the narrower sense, the parking lock assembly 10 also has a parking lock clutch 15 acting between the rotor 21 and a manual transmission 24. When the parking lock 1 is engaged, the parking lock clutch 15 interrupts a drive 22 leading from the rotor 21 to the manual transmission 24 if and as long as the torque generated by engaging the parking lock 1 exceeds the predetermined limit value. In Figure 6, the manual transmission 24 and the differential 40 are shown schematically in simplified form as a single unit.

[0062] All individual features explained with reference to Figures 1 to 5 are transferable - also in combination with one another - to the embodiment of Figure 6 and the following figures.

[0063] In Figure 6, the second drive 22b is omitted. Nevertheless, three different states A, B, and C are also possible in Figures 6 to 9. The parking lock arrangement 10 places the parking lock 1 in state C instead of state B during all engagement processes caused by manual actuation in which the generated torque is greater than the predetermined limit value—at least temporarily, until the excessive portion of the generated torque has been reduced. Decoupling in state C is achieved here by the parking lock clutch 15, which can be operated independently of a clutch of the manual transmission 24. The parking lock clutch 15 is self-releasing when torques are too high; it can be implemented, for example, as a slip clutch or dog clutch, or as a ball clutch.

[0064] Figure 7 shows a schematic diagram of a third embodiment of an overload protection device 10 according to the invention, which is illustrated in Figures 8 and 9 by two further detail views.

[0065] According to Figure 7, the overload protection device 10, which in turn - purely by way of example - can be implemented as a parking lock device 10 or parking lock 1 or can comprise such a device, has, in addition to the actual parking lock 1 in the narrower sense, a clutch gear 32 acting between the rotor 21 and a first gear I of a manual transmission 24 (here, by way of example, for a 2-speed manual transmission without further designation as a summation or planetary gear or as a transmission of another, alternative transmission design). The clutch gear 32 (preferably, for example, a parking lock clutch gear 32) can simultaneously also have the function of a transmission clutch gear, namely the shift gear 31, in particular of the first gear I or another gear II of an automatic or other manual transmission 24; 25.However, it is at least designed in such a way that it not only serves as a pure clutch wheel for one gear, but also - when the parking lock 1 is engaged (e.g., according to the parking lock lever position "P") or in at least one specific switching position when this is activated - enables an automatic setting of one of the two states B or C, depending on the magnitude of the torque generated by engaging or activating the switching position.

[0066] The neutral position "N" of the parking lock lever, for example, corresponds to the disengaged state "A" (the lever positions and states mentioned here are transferable to all embodiments or examples of this application). The overload protection device 10 according to the invention can, in particular, be a parking lock arrangement 10. According to Figure 7, it initially switches the parking lock 1 to the engaged but decoupled state C if the predetermined torque limit is exceeded during engagement.

[0067] The clutch wheel 32 preferably has a plurality of clutch elements 33; these can in particular be loose and can be, for example, movable, in particular axially displaceable claws, teeth or balls of the clutch. The clutch elements 33 are preloaded against a transmission gear 18 of the first gear I of the manual transmission 24 when the overload protection device 10 is switched on or when the parking lock 1 is switched on, but can be forced out of the transmission gear 18 by a torque of the transmission gear 18 acting relative to the parking lock clutch 15; 32. As a result, when the parking lock 1 is switched on (i.e., when the lever is moved to the "P" position), the parking lock 1 is automatically switched to state C (instead of B) if the torque is too high, i.e., is decoupled from the rotor 21, at least initially.A predetermined and / or adjustable counterpressure for pressing the clutch wheel 32 into the transmission gear 18 of the gear can be exerted, for example, by means of a shift fork holder 31 e prestressed in the axial direction, which is explained below with reference to the fourth embodiment.

[0068] When the clutch gear 32 or shifting gear 31 is shifted or axially shifted in the opposite direction, second gear II is engaged, whereby the clutch gear 32 or shifting gear 31 now engages the gear 19 of the second gear II instead of the gear 18 of the first gear I. Depending on the design, a sliding sleeve 31a (Figures 10 ff.) can also be shifted or axially shifted instead of the clutch gear 32 or shifting gear 31, as will also be explained with reference to the fourth embodiment.

[0069] Figures 8 and 9 show further details in this regard; namely, the teeth 36 of the clutch wheel 32; 31 intended for engagement with teeth 39 on the gear wheel 19 of the second gear II and the elements of the clutch wheel 32; 31 or a sliding sleeve 31a intended for engagement with teeth 38 of the gear wheel 18 of the first gear I. The elements intended for engagement with the gear wheel 18 of the first or other gear I and / or with its teeth 38 of the specific element can optionally be, for example, loose elements such as individually movable clutch elements 33 (such as claws or balls) or further, oppositely oriented teeth 37. The elements 33 or teeth 37 can optionally

[0070] - be mounted on the clutch wheel 32 itself,

[0071] - be mounted on a separately movable coupling element carrier 34 arranged on the coupling wheel 32, such as a sliding sleeve 31 a or

[0072] - loose, but displaceable by the coupling wheel 32 and / or the coupling element carrier 34.

[0073] The overload protection device 10 or, by way of example, the parking lock 1 is shown in Figure 8 in the switched-on state (optionally B or C) and in Figure 9 in the switched-off state A, namely as a purely schematic, partial side view of part of the circumference of the gear and clutch wheel profiles (reference numerals 18, 19, 32, 34) or their elements or teeth 36, 37, 38 and 39. By engaging, i.e. switching on, the overload protection device 10 acting on gear I, which is preferably designed as a parking lock 1 and / or can comprise such a parking lock 1, the sliding sleeve 31a or the separately movable clutch element carrier 34 or alternatively the clutch wheel 32 as a whole is axially moved onto the transmission gear 38 of this gear I (or alternatively or additionally onto an inner contour 6b of an overload decoupling wheel 6 according to Figures 10 ff.) so that their elements or teeth 33; 37 and 38 engage with each other.

[0074] Alternatively, a plurality of individually movable, loose coupling elements 33 can be guided by the coupling wheel 32 or a coupling element carrier 34 mounted thereon to a gear or other transmission wheel 18 of gear I (and / or to an inner contour 6b of the overload decoupling wheel of Figures 10 ff.). However, if the coupling wheel 32 were moved in the opposite direction as far as possible, another gear II, preferably the so-called "second" gear, would be engaged.

[0075] In the position shown in Figure 8, for example, a gear position is engaged or activated which corresponds to first or another gear. However, in reality the clutch 15 engages as a result of the meshing of the elements 33 or teeth 37 of the clutch wheel 32 with those 38, because the wheel 18 of the gear only serves as a carrier wheel when the parking lock 1 is engaged, i.e. as a component of the parking lock 1 (state B). This meshing only brings about a non-positive transmission, i.e. a true coupling between the vehicle wheels 50 and the rotor 21, if and only as long as the torque generated by engaging the parking lock 1 or the overload decoupling device 10 does not exceed the predetermined limit value. However, if the torque generated by engaging the parking lock 1 or the overload decoupling device 10 is greater, the elements 33 orTeeth 37 of clutch wheel 32 are not engaged, and vehicle wheels 50 and rotor 21 of motor vehicle 100 are decoupled from one another (state C). In the position shown in Figure 8, parking lock arrangement 1 or other overload decoupling device 10 thus effects an automatic selection of one of the two states B or C, dependent on the torque, and in the second case, returns to state B only after the limit value is undershot. Before actuation or switching on, overload decoupling device 10 or parking lock 1 was in state A (Figure 9).

[0076] The shift teeth of two gears I, II can be stationary and the sliding toothing of teeth 36 and / or 33; 37 can be movable, in particular axially displaceable.

[0077] According to Figure 9, both sets of teeth or elements 36 and 33; 37 can also be displaced relative to one another so that they either approach one another or move away from one another; preferably in the axial direction between the axes of gears I, II. The protruding teeth or elements 36 and 33; 37 can be displaced back by means of the clutch wheel 32 and / or the clutch element carrier 34 (sliding sleeve) until the clutch wheel 32 engages between the teeth or elements 33; 37 and / or the clutch element carrier 34 (sliding sleeve 31a) engages between the teeth or elements 36 and thereby fills the gaps, i.e. the lateral distances or depressions between them. For example, this state A according to Figure 9 is brought about by the position “N” of a parking lock lever (or another actuating element for actuating a parking lock 1; not shown in Figures 7 to 9).

[0078] Even in this third embodiment, the overload protection device 10 does not necessarily have to be and / or comprise a parking brake 1, and the switching state or the switching position for which the overload protection device 10 provides the two states B and C according to the invention can also be a different switching position than the one that is manually or automatically switched on or activated in connection with a parking brake 1 - which, depending on the vehicle type, can be designed as an actual "parking brake", as a plurality of parking brakes or as an actuatable parking lock - in order to achieve a holding or braking effect of the vehicle. The other, switched off state, on the other hand, can correspond to a (third) state A, in which the parking brake 1, a specific gear or another vehicle component is switched off, i.e. in which the said switching position is switched off or deactivated and thus deactivated.

[0079] The overload protection device 10 and / or the parking lock 1 or parking lock arrangement encompassed and / or embodied thereby is thus preferably a self-acting overload clutch 10, i.e., it reacts exclusively to the strength of the acting torque, but is not dependent on active operation by the driver or vehicle occupants or on automatic control by the vehicle or a vehicle component. This applies to all embodiments or exemplary embodiments of this application.

[0080] The overload protection device 10 and / or the parking lock 1 or parking lock arrangement encompassed and / or embodied thereby can, in particular, be a self-opening, i.e., self-releasing or self-disengaging, overload clutch that automatically disengages, i.e., decouples, when a predetermined limit value for a tolerable maximum torque is exceeded by the actually acting torque, thus interrupting a load path (and / or a single 22, first 22a, or second drive 22b). This also applies to all embodiments or exemplary embodiments of this application.

[0081] The automatic decoupling and / or re-coupling, ie restoration of the coupling, can optionally take place in the connection area between two components, in particular between two or more rotatable and / or rotatably coupled components (e.g. on the one hand 31 a or 34, on the other hand 18; 6 or 6b and / or 19), as explained according to the third and fourth embodiment.

[0082] Alternatively or additionally, the automatic decoupling and / or re-coupling, ie restoration of the coupling, can also be effected by disengaging and / or re-engaging the first unlocking element 2a, such as the first pawl 3a, into the outer contour 6a of the overload decoupling wheel 6.

[0083] One or both types of this decoupling / coupling mechanism can be arranged and / or act, in particular, between the rotor 21 of the drive motor 20 and a manual transmission 24; 25, i.e., can be arranged and / or act "in front of" the manual transmission 24; 25 on the drive side. As a result, the overload protection device 10 according to the invention can provide the coupled state B and the decoupled state C not only for a single shift position, but for a plurality of shift positions - including, for example, a gear I, another gear II, and / or a parking position P in which a parking brake 1 is engaged.

[0084] According to the invention, the teeth, claws or other coupling elements 33, 37 of the coupling wheel 32 and / or the coupling element carrier 34 (i.e. the sliding sleeve), which are intended to act on or engage the gearwheel 18 of the first gear when the parking lock 1 is engaged or when the other shift position is activated, are provided with negative tooth flank angles. Conventionally, however, positive tooth flank angles always occur in the first, second and every subsequent gear of a manual transmission 24, which are intended to ensure that the meshing clutch or gearwheels do not lose their grip in the event of shocks, vibrations or other torque loads. However, in the clutch of the parking lock 1, this operating principle is reversed. As a result, the parking lock clutch 15 ensures that at least

[0085] - the first gear 18 used or used for the parking lock 1,

[0086] - the parking lock clutch wheel 32 used for engagement therewith (or at least its or a clutch element carrier 34 movably mounted or at least held thereon; for example in the form of a sliding sleeve) and / or

[0087] - both of them 18; 32 (and / or if applicable 34) now have teeth 38; 37, claws or other coupling elements 33; 37 with negative (tooth) flank angles.

[0088] These negative flank angles cause the parking lock clutch 15 to automatically release, i.e., disengage, upon application of a torque greater than the predetermined limit, thus bringing about state C (instead of B), and thus protecting the rotor 21. Thus, when the parking lock 1 is engaged, the parking lock arrangement 10 presses the clutch elements 33; 37 of the parking lock clutch gear 32 out of the parking lock clutch gear 32 or with it in the direction of the transmission gear 18 of the first gear of the manual transmission 24.Furthermore, it is provided that the clutch elements 33; 37 of the parking lock clutch wheel 32 and / or the teeth 38 of the transmission gear 18 of the first gear have oblique flanks with a negative tooth flank angle, whereby the clutch elements 33 of the parking lock clutch wheel 32 and the teeth 38 of the transmission gear 18 of the first gear can be decoupled from one another, in particular forced apart, by a torque existing between the parking lock clutch wheel 32 and the transmission gear 18, which torque is generated when the parking lock is engaged, if this torque exceeds the predetermined limit value.

[0089] If, on the other hand, the parking lock 1 is disengaged and the first, second or another gear is engaged, the positive flank angles there force the clutch connection to remain engaged even if the torque is too high.

[0090] Figures 10 to 18 show a fourth embodiment of an overload protection device 10 according to the invention in various sectional and perspective views. The fourth embodiment of the overload protection device 10 is a modified version of the first embodiment of Figures 1 to 4, in which features of the second and / or third embodiments are also implemented. Nevertheless, these four embodiments are merely exemplary, and the features claimed or explained above or below can also be combined with one another in other ways.

[0091] The reference numerals used in Figures 10 to 18 designate the same elements as those in Figures 1 to 4, to which reference is made to avoid repetition, and their functions are also largely the same. Therefore, only the differences compared to the first embodiment will be explained below. The fourth embodiment of Figures 10 to 18 is an exemplary embodiment of an overload protection device 10 according to the invention, which is implemented in a vehicle 100 with a manual transmission 24 with multiple gears I; II. In a simplified manner, only elements for implementing two gears I; II of the manual transmission are shown; for example, one or the lowest, first gear I and the second lowest, second gear II, which, however, only represent any two gears of the gearshift or of a manual transmission 24, which is also only illustrated here as an example as a summation gear 25.

[0092] Figures 10 and 11 show, by means of sectional views, schematically the course of the load paths, in particular of the first drive 22a coming from the rotor 21 of the drive machine 20, the second drive 22b which can be coupled to the housing 30 and the output 23, via which torques are transmitted.

[0093] The first drive 22a comprises a shaft coming from the rotor 21, for example, a hollow shaft 27a, in which the sun gear 27 is rotatably mounted. The sun gear 27 can be coupled to the hollow shaft 27a such that both have the same rotational position.

[0094] In the summation gear 24; 25, the connection - as shown here in the area of ​​the planetary gears 28 - contains the further load paths, namely to the output 23, starting with the planetary carrier 29, and to the second drive 22b. The second drive 22b leads from the planetary gears 28 [dark green] via the ring gear 26 [dark blue], a switching element, which here is, for example, multi-part, and specifically - depending on which of the two gears is engaged - either back to the hollow shaft (as shown in Figure 11 in, for example, second gear II, which couples both drives 22a, 22b to each other, so that only a single drive is effective, with the sun gear 27 and ring gear 26 rotating at the same speed), or alternatively further via the multi-part switching element and the overload decoupling gear 6 [grey] to a rotationally fixed holder 30a [dark green], which is part of the rotationally fixed housing 30.The rotationally fixed holder 30a [dark green] surrounds the overload decoupling wheel 6 [grey] except in a section in which the first unlocking element 2a, ie the first pawl 3a, is arranged to engage or lock into the outer contour 6a of the overload decoupling wheel 6.

[0095] This locking occurs exclusively in gear I (for example, the lowest, "first" gear). The coupling to be established within this second drive 22b between the rotational positions of the overload decoupling wheel 6 and the ring gear 26 is carried out by means of the switching element of the overload protection device 10; in particular

[0096] - via an axially displaceable sliding sleeve 34 [yellow], which corresponds to the sliding sleeve, ie the separately movable coupling element carrier 34 of the second embodiment of Figures 7 to 9,

[0097] - via a shift wheel 31 [red], which is used when shifting the manual transmission 24 into gear I, and

[0098] - via an axially displaceable shift fork 31 b [grey] (e.g. by means of a shift fork guide actuator 31 e [pink]), which is used to shift between a plurality of gears I, II, but according to the invention also to couple the rotational positions of the shift wheel 31 of gear I and the overload decoupling wheel 6 to one another, precisely when the sliding sleeve 34 is pushed axially towards the summation gear 24, 25 by means of the shift fork 31 b, ie is pushed to the right in Figure 10 as in Figure 8. As a result, on the one hand, the first gear I is engaged. In addition, however, the load path along the second drive 22 is connected or completed, which leads from the ring gear 26 via the shift wheel 31, via the axially pushed-on sliding sleeve 31 a and via the overload decoupling wheel 6 to the housing.

[0099] The sliding sleeve 31a has an internal thread that can be coupled to an external thread of the switching gear 31. In addition, however, the sliding sleeve 31a has an external thread that can be coupled to an external thread of the overload decoupling gear 6, specifically when gear 1 is engaged. When gear I is engaged, the load path along the second drive is thus also continued up to the "predetermined breaking point" of the overload protection device 10 according to the invention, namely the "predetermined breaking point" between the overload decoupling wheel 6 and the housing 30. There, depending on the strength of the acting torque, the rotational position of the overload decoupling wheel 6 is either fixed, i.e. coupled to the rotationally fixed housing 30 (by means of the engaged first pawl 2a, 3a) or otherwise - above a predetermined limit value of the torque - at least temporarily released, i.e. decoupled from the rotationally fixed housing 30.In the second case, the load path of the second drive 22b is interrupted.

[0100] The housing 30 can, in particular, be and / or comprise a manual transmission housing, and its manual transmission 24; 25 can have at least one other gear or a second gear II. This can be engaged by the sliding sleeve 34 being pulled or pushed axially away from the summation transmission 24, 25 by means of the shift fork 31b, ie, in Figure 11, as in Figure 9, being pulled or pushed to the left, whereby the other gear II is engaged.

[0101] As a result, the load path along the (actually second) drive 22b is coupled to the hollow shaft 27a of the actual, first drive 22a, via the gearwheel 19 of gear II, whereby ultimately only a single drive is present or acts on the output 23. In this other and / or second gear II, however, the overload protection device 10 is not active because the sliding sleeve 31 is pulled to the left, i.e., away from the summation gear 24, 25; thus, the overload switching element 31b is switched off.

[0102] The overload protection device 10 therefore only acts in gear I of the manual transmission 24; 25, ie it is switched on or activated at the same time as gear I is switched on.

[0103] On the one hand, the overload protection device 10 can, in the activated switching state of the switching element, bring about the decoupled state C when the permissible predetermined limit value, i.e. the maximum value for the torque, is exceeded by the first unlocking element 2a, i.e. the first pawl 3a, being pushed out of the outer contour 6 of the overload decoupling wheel 6 above this limit value, i.e. jumping out and thereby decoupling its rotational position from the housing 30. Alternatively or additionally, the overload protection device 10 can, in the activated switching state of the switching element, bring about the decoupled state C when the permissible predetermined limit value is exceeded by the overload switching element, in particular its sliding sleeve 31a, being pushed out laterally and thus in the axial direction from the inner contour 6b of the overload decoupling wheel 6 by a torque that exceeds the limit value, i.e.and thereby decouples the rotational positions of the switching wheel 31 (namely the transmission gear 18 of gear 1; see Figures 8 and 9) and the overload decoupling wheel 6 from each other. This makes this fourth embodiment realizable as a link between the third embodiment (Figures 7 to 9) and the first embodiment.

[0104] When the sliding sleeve 31a is pushed out or springs out, it is pushed or pressed out laterally, i.e. in the axial direction, only far enough away from the gearbox 24, 25 that the overload protection device is switched off or bypassed, without (i.e. not far enough that) gear 1 is switched off or disengaged or even gear 2 is switched on or engaged. For this purpose, the axial width of the outer toothing of the sliding sleeve 31a, which is intended to engage in the inner contour 6b of the overload decoupling wheel 6, can be narrower in the axial direction than the inner toothing of the sliding sleeve 31a, which is intended to engage in the outer contour 31d of the switching wheel 31, i.e. the transmission gear 18 of gear 1, whereby in a middle axial position of the sliding sleeve 31a it only engages on its inner side.

[0105] In this alternative or additional second decoupling mechanism of the overload protection device 10, the shift fork 31b encompassing the sliding sleeve 31a is simultaneously pressed or pushed into an axially central position (the shift fork 31b can be movable, for example, by means of a shift fork guide actuator 31e [pink], which axially displaceably supports a shift fork holder 31c carrying the shift fork 31b and / or axially preloads it in the direction of the manual transmission 24; 25, in particular in the direction toward the clutch gear 18; 32 of a gear 1). This does not necessarily have to be an axial or central position in which neutral is engaged, i.e., none of the gears 1, 2, etc. are engaged, but can be an additional axial intermediate position lying between those axial positions corresponding to gear 1 and neutral.

[0106] The first decoupling mechanism of the overload protection device 10, however, which functions by means of the first unlocking element 2a, ie the first pawl 3a and the outer contour 6 of the overload decoupling wheel 6, can be provided for such switching states and / or situations in which a limit value for the torque is to be set, ie preset or adjusted, by the positions of the pre-compression springs 9a and / or 9b or at least that of the second pre-compression spring 9b.

[0107] In both cases—whether by means of the first or second decoupling mechanism of the overload protection device 10—the torque transmittable via the second drive 22b drops abruptly and abruptly to zero, skipping any intermediate values ​​between zero and this limit or maximum value as soon as the acting torque, starting from the decoupled state C, drops or is reduced to such an extent that it reaches a predetermined limit value. Upon reaching this limit value, the torque then no longer decreases continuously but drops abruptly to zero.

[0108] The multi-part shifting element comprises—more clearly visible from the outside in Figure 12—an actuator 31 e for axially guiding a shift fork 31 b, which is held on the actuator 31 e by means of a shift fork holder 31 c. The shift fork holder 31 c is held displaceably in an axial displacement direction z by the actuator 31 e, preferably simultaneously also laterally preloaded in an axial preload direction z' against another gear; for example, against a transmission gear 18 of a gear of the manual transmission 24, against an overload decoupling gear 6, and / or against a ring gear 26 of the manual transmission 24.

[0109] If the shift fork 31 b is moved in the opposite direction -z' against the mechanical preload or is pushed out of the further gear, then, for example, a coupling of a sliding sleeve 31 a guided or switched by the shift fork 31 b in the axial direction z with the ring gear 26 of the manual transmission 24 or with the overload decoupling gear 6 can be successively released and then its coupling with the transmission gear 18 of a gear of the manual transmission 24 can be released. With further axial displacement in the direction -z' of the sliding sleeve 31 a by means of the shift fork 31 c, another gear can be engaged or switched.

[0110] Reference symbol Parking brake a, 2b Release element a, 3b Pawl Anchoring bolt Release mechanism Overload decoupling gear a Outer contour b Inner contour Decoupling gear bearing a, 8b Locking element a, 9b Pre-compression spring 0 Overload protection device 1 a, 11 b Lever 2 Stop 3 Actuator 4 Manual parking lock release 4a Release lever 5 Parking brake clutch 6 Parking brake clutch gear 7 Clutch elements 8 Gearbox gear (of 1st gear) 9 Gearbox gear (of 2nd gear) 9 Spring 0 Electric machine 1 Rotor 2 Drive 2a First drive 2b Second drive 3 Output 4 Manual transmission 5 Summation gear 26 Ring gear

[0111] 27 Sun gear

[0112] 27a Hollow shaft

[0113] 27b Hollow shaft bearing

[0114] 28 Planetary gear

[0115] 29 planet carrier

[0116] 30 housings

[0117] 30a bracket

[0118] 31 Shift wheel (manual transmission)

[0119] 31 a Sliding sleeve (overload switching element)

[0120] 31 b Shift fork (overload switching element)

[0121] 31 c Shift fork bracket (axially movable and / or axially preloaded)

[0122] 31 d Outer contour of the sliding sleeve

[0123] 31 e shift fork guide actuator

[0124] 32 clutch gear

[0125] 32a Outer contour of the clutch wheel

[0126] 33 Coupling element (optionally loose or fixed to carrier 34)

[0127] 34 coupling element carrier

[0128] 35 Wave

[0129] 36 tooth (of the clutch gear of the manual transmission)

[0130] 37 tooth (of the parking lock clutch gear, if fixed to 32 and / or 34)

[0131] 38 tooth (of the 1st gear gear)

[0132] 39 tooth (of the 2nd gear gear)

[0133] 40 Differential

[0134] 50 vehicle wheel

[0135] 100 vehicles

[0136] A switched off state

[0137] B switched on, coupled to the rotor state

[0138] C switched on, decoupled from the rotor state

[0139] I gear of the manual transmission

[0140] II further gear of the manual transmission

[0141] N Neutral position (switched off state A)

[0142] P Parking position (switched on state B or C) z Axial displacement direction z' Axial preload direction

Claims

Patent claims 1. Parking lock arrangement (10), preferably for an electrically driven vehicle (100), comprising a parking lock (5) which can be switched on and off by actuation, wherein the parking lock (5) is on the one hand connected in a form-fitting manner to the output wheels and on the other hand can be coupled to a drive unit (22), preferably to a rotor (21) of an electric motor (20), wherein, when the parking lock (1) is switched on, the parking lock (5) is supported against a housing (30), characterized in that the parking lock (1), when it is switched on, has two possible states, comprising - a switched-on state (B) coupled to the rotor (21) but decoupleable, or - a switched-on state (C) but decoupled from the rotor (21).

2. Parking lock arrangement (10) according to claim 1, characterized in that the parking lock arrangement (10) interrupts a load path at least temporarily when a predetermined limit value is exceeded, the torque load exerted on the rotor (21).

3. Parking lock arrangement (10) according to claim 1, characterized in that the parking lock arrangement (10) decouples the rotor (21) from the parking lock (5) each time the parking lock (1) is actuated, which is intended to engage the parking lock (1), and thus brings about the decoupled state (C).

4. Parking lock arrangement (10) according to claim 2, characterized in that depending on the strength of a torque generated by switching on the parking lock (1) - the rotor (21) is decoupled in the load path if and as long as this torque exceeds a predetermined limit value, and - the rotor (21) is recoupled to the load path if or as soon as this torque falls below the predetermined limit value.

5. Parking lock arrangement (10) according to one of claims 1 to 4, characterized in that, as soon as the parking lock (1) is actuated and thereby switched on, the parking lock arrangement (1) in a summation gear (25), preferably a planetary gear, which connects a first drive (22a) coming from the rotor (21), a second drive (22b) and an output (23) to one another, - the output (23) is fixed to the housing (30) and optionally assumes state B or state C.

6. Parking lock arrangement (10) according to claim 5, characterized in that the parking lock arrangement (10) has an unlocking mechanism (5) which comprises an unlocking element (2a) in the form of a pivotable pawl (3a) which engages in an outer contour of a ring gear (26) of the summation gear (25) or in an outer contour (6a) of a decoupling gear (6) which is rotationally coupled to the ring gear (26), wherein the pivotable pawl (3a) - in a locking pivoting position engages the outer contour (6a) of the ring gear (26) or the decoupling gear (6) in order to fix its rotational position relative to a housing (30), but - can be pivoted out of the outer contour (6a) of the ring gear (26) or the decoupling gear (6) in order to release its rotational position relative to the housing (30).

7. Parking lock arrangement (10) according to claim 2 or 4, characterized in that the parking lock arrangement (10) has a parking lock clutch (15) acting between the rotor (21) and a gearbox (24), wherein the parking lock clutch (15) interrupts a drive (22) leading from the rotor (21) to the gearbox (24) when the parking lock (1) is engaged, if and as long as the torque generated by the engagement of the parking lock (1) exceeds a predetermined limit value.

8. Parking lock arrangement (10) according to one of claims 2, 4 or 7, characterized in that the parking lock arrangement (10) has a parking lock clutch wheel (16; 32) acting between the rotor (21) and a first gear of a manual transmission (24) with a plurality of clutch elements (17; 33) which, when the parking lock (1) is engaged, are pretensioned against a transmission gear (18) of the first gear (1) of the manual transmission (24), but can be forced out of the transmission gear (18) by a torque of the transmission gear (18) acting relative to the parking lock clutch (15).

9. Parking lock arrangement (10) according to claim 8, characterized in that the parking lock arrangement (10) when the parking lock (1) is engaged presses the coupling elements (33) of the parking lock clutch wheel (32) out of the parking lock clutch wheel (32) in the direction of the transmission gear (18) of the manual transmission (24) and in that the coupling elements (33) of the parking lock clutch wheel (32) and / or teeth (38) of the transmission gear (18) have obliquely running tooth flank angles, whereby the coupling elements (33) of the parking lock clutch wheel (32) and the teeth (38) of the transmission gear (18) can be decoupled from one another, in particular forced apart, by a torque existing between the parking lock clutch wheel (32) and the transmission gear (18).

10. Electrically driven vehicle (100) comprising a parking lock arrangement (10) according to one of claims 1 to 9. 1 1. Overload protection device (10), preferably for an electrically driven vehicle, characterized in that the overload protection device (10) interrupts a load path at least temporarily when a predetermined limit value for a torque load that can be exerted on a rotor (21) is exceeded, wherein a parking lock arrangement (1) is provided, wherein a parking lock (5) is firmly connected to the drive wheels and can be positively coupled to a housing (30) 12. Parking lock arrangement (10), preferably for an electrically driven vehicle (100), characterized in that the parking lock arrangement ( ) changes into a state (C) decoupled from the rotor (21) when the parking lock is activated in at least one gear.

13. Electrically driven vehicle (100) comprising a parking lock arrangement or overload protection device according to one of claims 1 to 12 and / or in combination with one or more preceding claims.

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