Drive device for a vehicle axle

Abstract

The invention relates to a drive device for a vehicle axle, in particular a rear axle, of a two-track vehicle, said drive device comprising an axle differential (15), the input side of which is drivingly connected to a drive unit (EM) and the output sides of which provide output to output shafts (17, 18) leading to the two vehicle wheels, wherein the vehicle axle has, for each output shaft (17, 18), a superimposing gearbox (19) that has a multi-plate clutch (7) and enables torque distribution to the vehicle wheels, wherein the vehicle axle comprises a central multi-plate brake (5) which is on the vehicle axle and can be used for vehicle braking. According to the invention, the drive device has a multi-plate brake park actuator (57) and / or a multi-plate clutch park actuator (58) for engaging or disengaging a vehicle holding function.

Description

[0001] Drive device for a vehicle axle

[0002] DESCRIPTION:

[0003] The invention relates to a drive device for a vehicle axle according to the preamble of claim 1.

[0004] Such a drive device for a vehicle axle features an axle differential, which enables a 50 / 50 distribution. Its input side is connected to a drive unit, such as an electric motor, while its output sides drive output shafts leading to the two vehicle wheels. Sports vehicles, in particular, usually feature a torque vectoring system on the vehicle's rear axle. This directs drive torque past the differential directly to the vehicle wheels. This allows the drive torque to be freely distributed on each vehicle axle. In addition to the conventional drive with a differential, such a torque vectoring system also features two superposition gears, two frictionally controlled clutches, two actuators, a control unit, and its own hydraulic system.

[0005] If the vehicle's rear axle is designed without wheel brakes, the rear axle can instead be equipped with a single central multi-disk brake acting on the vehicle axle, allowing vehicle braking to be performed evenly on both sides of the vehicle. The central multi-disk brake can be used to perform vehicle braking as an alternative to or in addition to the multi-disk clutches. Therefore, if the electric motor is unable to recuperate, or only partially capable of recuperation, the multi-disk brake can take over the braking task at least partially or completely. The multi-disk brake can, for example, cause vehicle braking depending on the current recuperation capacity.

[0006] A state-of-the-art parking management system consists of a parking lock integrated into the drive module and two parking brakes located on the rear wheels of the vehicle. Both systems operate independently of each other. This means that if one system fails, the other system takes over the holding function.

[0007] Since the generic drive device on the vehicle rear axle does not have any vehicle wheel brakes, but only a central multi-disk brake, the provision of a parking brake on the vehicle wheel involves a high component expenditure.

[0008] A parking lock device for a motor vehicle is known from DE 10 2006 046 712 A1. The parking lock device has a parking lock gearwheel that interacts with a pawl that can be selectively engaged or disengaged and is rotationally fixedly connected to an output shaft on the transmission output side. The output shaft on the transmission output side is rotationally coupled to the drive wheels of the motor vehicle. To save the installation space, weight, and costs required for a separate parking lock gearwheel, the parking lock gearwheel is integrated into a single functional element with a coupling element connected to the output shaft on the transmission output side.

[0009] A multi-plate clutch is known from DE 10 2018 212 199 A1. The multi-plate clutch has multi-plate carriers. Furthermore, the multi-plate clutch is assigned a parking lock, which locks the vehicle wheels when engaged and releases them when disengaged. One of the multi-plate carriers has locking teeth to form the parking lock, which interact with a pawl of the parking lock. An electric drive for a vehicle is known from DE 10 2019 216 013 A1. The invention consists in providing a drive device for a vehicle axle in which parking management is possible with reduced component complexity compared to the prior art.

[0010] The object is solved by the features of claim 1. Preferred developments of the invention are disclosed in the subclaims.

[0011] The invention relates to a drive device for a vehicle axle, in particular the rear axle, of a two-track vehicle. The drive device has an axle differential, the input side of which is drivingly connected to a drive unit. The output side of which drives to output shafts leading to the two vehicle wheels. The vehicle axle has a superposition gear with a multi-disk clutch for each output shaft. The superposition gear distributes torque to the vehicle wheels. Furthermore, the vehicle axle is designed without vehicle wheel brakes. Instead, the vehicle axle has precisely one central multi-disk brake acting on the vehicle axle, by means of which vehicle braking can be carried out.According to the characterizing part of claim 1, the parking management system according to the invention comprises a multi-disk brake parking actuator and a multi-disk clutch parking actuator, with the aid of which a vehicle holding function can be engaged or disengaged. The multi-disk brake parking actuator actuates the multi-disk brake, while the multi-disk clutch parking actuator actuates one of the two multi-disk clutches of the superposition gears to lock the axle differential.

[0012] According to the invention, the drive or brake module is therefore expanded to include two independently operating parking systems, a first of which has the multi-disk brake parking actuator, while the second parking system has the multi-disk clutch parking actuator. The multi-disk brake parking actuator acts on the multi-disk brake, thereby applying the required braking force (for example, on a 30% gradient). Since the vehicle can still roll away with the multi-disk brake parking actuator activated and simultaneously with significantly different friction conditions at the vehicle wheels, the multi-disk clutch parking actuator is normally also activated to additionally lock the axle differential. In this case, the holding force can be transmitted via the vehicle wheel.

[0013] The multi-disk clutch and multi-disk brake each have a hydraulic cylinder controlled by an electronic control unit. This cylinder can be used to apply contact pressure to the multi-disk clutch and multi-disk brake disk packs to perform torque vectoring during normal ferry operation. This directs drive torque past the differential directly to the vehicle wheels. This allows the drive torque to be freely distributed across the vehicle axle. In addition to the conventional drive with differential, such a torque vectoring system also features two superposition gears on each side of the vehicle, two force-locked multi-disk clutches, the two hydraulic cylinders as actuators, a control unit, and its own hydraulic system.

[0014] In contrast, the two parking actuators according to the invention are not hydraulically controlled by the control unit, but rather electrically. When the vehicle hold function is engaged, the multi-disk brake parking actuator locks the multi-disk brake, while the multi-disk clutch parking actuator locks the multi-disk clutch.

[0015] In the first case of failure, the multi-plate clutch parking actuator may fail. In this case, locking the differential is not required. However, in this case, it can be assumed that there is sufficient friction at both vehicle wheels to ensure a parking lock function, thus fulfilling a minimum holding function.

[0016] In a second fault scenario, the multi-disk brake parking actuator may fail. In this case, only the multi-disk clutch is locked. However, due to the gear ratio difference in the superposition gear, the output shaft is also locked with the differential housing, and thus also the opposite output shaft. In this case, a reduced holding force is applied for a 15% gradient, so that a minimum holding function is fulfilled.

[0017] In a first embodiment, the multi-disk brake parking actuator can be implemented as follows: This actuator can have a pressure mechanism integrated into the multi-disk brake, comprising a ball-ramp unit and a preferably self-locking spindle drive. The spindle drive can drive the ball-ramp unit by building up / releasing a contact pressure acting on the multi-disk brake. Due to the self-locking nature of the electrically operated spindle drive, the set contact pressure can be maintained even without power. When the multi-disk brake parking actuator is activated, the hydraulic pressure in the hydraulic cylinder of the multi-disk brake can be depressurized at the same time. Furthermore, when the multi-disk brake parking actuator is activated, the vehicle can be secured on the front axle using the vehicle brakes.

[0018] In one embodiment, the multi-plate clutch parking actuator can be implemented as follows: The multi-plate clutch parking actuator can interact with a locking element, in particular a sliding sleeve. The multi-plate clutch parking actuator can adjust the locking element between a parking position and a release position. In the parking position, the locking element can lock the two plate carriers together, bridging the plate pack, to lock the multi-plate clutch.

[0019] For example, the multi-plate clutch can have an inner plate carrier with external teeth and an outer plate carrier with external teeth. With the help of the multi-plate clutch parking actuator, a sliding sleeve can be adjusted between a parking position and a release position. In the parking position, the internal teeth of the sliding sleeve can mesh with the external teeth of the two plate carriers. In contrast, in the release position, the sliding sleeve can only mesh with the external teeth of one of the two plate carriers. To implement a fail-safe mechanism, it is preferred if the sliding sleeve is assigned a spring element with which the sliding sleeve is preloaded towards the parking position. In this case, the multi-plate clutch parking actuator adjusts the sliding sleeve to the release position by building up a spring element restoring force.In the event of a fault, the sliding sleeve is automatically pushed into the parking position, reducing this restoring force.

[0020] The front side of the gear teeth may be designed with deflection contours. Therefore, engaging the multi-plate clutch may no longer be possible if a predefined driving speed (e.g., 3 km / h) is exceeded.

[0021] In a further design variant, the multi-plate clutch parking actuator can be configured as follows: The actuator can have two clamping jaws, similar to a vice, between which the multi-plate clutch's disc pack is arranged. One of the two clamping jaws is adjustable by means of an electrically operated spindle drive. The spindle drive can be used to build up or release the contact pressure acting on the disc pack.

[0022] In another design variant, the multi-plate clutch parking actuator can adjust a pawl between a park position and a release position. In the park position, the pawl meshes with the external teeth of the two plate carriers. In contrast, in the release position, the pawl is disengaged from the external teeth of the two plate carriers. For fail-safe purposes, the pawl can be preloaded toward the park position by means of a spring element.

[0023] Embodiments of the invention are described below with reference to the attached figures.

[0024] Figures 1 to 5b show different views illustrating the structure and functioning of the drive devices according to the invention.

[0025] Figure 1 shows an electrified vehicle rear axle with an electric motor EM and a transmission 3. The electric motor EM is connected to a high-voltage battery (not shown). Conventional vehicle wheel brakes are omitted from the vehicle rear axle. Instead of such conventional vehicle wheel brakes, the vehicle axle has a central multi-disk brake 5 (described later) and multi-disk clutches 7. The central multi-disk brake 5 provides vehicle braking alternatively or in addition to the multi-disk clutches 7.

[0026] The electric motor EM is connected via its rotor shaft 9, with a countershaft stage 11 interposed, to the input side of an axle differential 15. Its output sides are in driving connection with the vehicle's rear wheels. In Figure 1, the electric motor EM is installed transversely in the vehicle axle. Accordingly, the rotor shaft 9 and the output shafts 17, 18 are axially parallel to one another, leading from the output sides of the axle differential 15 to the vehicle's rear wheels. Likewise, the multi-disk clutches 7 and the multi-disk brake 5 installed in the vehicle axle are axially parallel to one another in the vehicle's transverse direction y.

[0027] The vehicle axle has a superposition gear 19 on each side of the vehicle, viewed in the vehicle's transverse direction y, with which the electric motor EM can be directly connected to one of the output shafts 17, 18, bypassing the axle differential 15. With the help of the two superposition gears 19, the electric motor EM can therefore drive directly to the vehicle wheels via load paths, bypassing the axle differential 15, in order to perform torque vectoring. The countershaft stage 11 is in driving connection with an input-side axle differential gear 21. The axle differential gear 21 is rotationally connected to a rotating differential housing 25. According to Figure 1, the axle differential 15 drives in the vehicle's transverse direction y in a 50 / 50 distribution on both sides to the two output shafts 17, 18 leading to the vehicle wheels.

[0028] The two superposition gears 19 are mirror-inverted with respect to a vehicle center longitudinal plane passing through the axle differential 15. Thus, each of the two superposition gears 19 has a gear ratio stage 28 designed in the manner of a planetary gear (but without an external ring gear) having a sun gear 47 on the outside of the vehicle, viewed in the vehicle transverse direction y, which is rotatably mounted on the output shaft 17, 18, and a sun gear 29 on the inside of the vehicle, which is rotatably arranged as an idler gear on the output shaft 17, 18. The sun gear 29 on the inside of the vehicle meshes with planet gears 41 on the inside of the vehicle, each of which is rotatably arranged on a carrier shaft 43. Each of the carrier shafts 43 has a planet gear 45 on the outside of the vehicle, which meshes with the sun gear 47 on the outside of the vehicle.

[0029] The vehicle's internal sun gear 29 (i.e., the idler gear) sits together with an inner disk carrier 31 of the multi-plate clutch 7 on a hollow shaft through which the output shaft 17, 18 passes. The inner disk carrier 31 of the multi-plate clutch 7 interacts via a disk pack with an outer disk carrier 39, which is rotationally connected to the differential housing 25. The disk pack located between the outer disk carrier 39 and the inner disk carrier 31 can be pressurized via an annular piston 63, indicated in Figure 4. This piston is adjustable by a horizontal stroke using a hydraulic cylinder 49 in order to actuate the multi-plate clutch 7 to a predetermined degree of engagement. The multi-plate clutch 7 is powershiftable and controllable with slip.

[0030] The multi-disk brake 57 consists of an inner disc carrier 59 and an outer disc carrier 61 with a disc pack arranged between them. The inner disc carrier 59 is mounted on the differential housing 25 in a rotationally fixed manner, while the outer disc carrier 61 is connected to the transmission housing wall 55. The disc pack located between the outer disc carrier 61 and the inner disc carrier 59 can be pressurized via an annular piston 63, indicated in Figure 2. This piston can be adjusted by a horizontal stroke by means of a hydraulic cylinder 51 to actuate the multi-disk brake 5.

[0031] As further shown in Figure 1, the vehicle's parking management system PM consists of a multi-disk brake parking actuator 57 acting on the multi-disk brake 5 and a multi-disk clutch parking actuator 58 acting on the left-hand multi-disk clutch 7. The two actuators 57, 58 provide two independently operating parking systems that are controlled electrically rather than hydraulically by a control unit. When the vehicle hold function is engaged, the actuator 57 acts on the multi-disk brake 5 to apply the required braking force. It should be noted that if the multi-disk brake parking actuator 57 is actuated alone and the friction conditions at the rear wheels differ significantly, the vehicle can still roll away. To prevent such a rolling away, the left-hand multi-disk clutch 7, and thus the axle differential 15, are also blocked with the help of the multi-disk clutch parking actuator 58.

[0032] The following fault scenarios are conceivable in the parking management system PM. In a first fault scenario, the multi-plate clutch parking actuator 58 may fail, meaning that the axle differential 15 need not be locked. In this fault scenario, a minimum holding function is provided, which assumes that there is sufficient friction at the two rear wheels. In a second fault scenario, the multi-plate brake parking actuator 57 may fail. In this case, only the multi-plate clutch parking actuator 58 acts on the left-hand multi-plate clutch 7. In the second fault scenario, a minimum holding function is also provided, in which the gear ratio difference in the superposition gear 19 blocks the left-hand output shaft 17 with the differential housing 25 and thus also the right-hand output shaft 18.

[0033] In Figure 2, the multi-disk brake parking actuator 57 is designed with a pressure mechanism with a ball-ramp unit 65 integrated into the multi-disk brake 5. The disc pack located between the outer disc carrier 61 and the inner disc carrier 59 is pressurized via an annular piston 63, which can be adjusted by a horizontal stroke by means of the hydraulic cylinder 51. On the side axially opposite the annular piston 63, the ball-ramp unit 65 acts on the disc pack. The ball-ramp unit 65 consists of a fixed disc 67 and a rotatable disc 69, between which balls 71 are arranged. The rotatable disc 69 is extended radially outward with a toothing 73, which interacts with a drive spindle (not shown) of the multi-disk brake parking actuator 57.

[0034] In Figure 3, the multi-plate clutch parking actuator 58 is implemented as follows: The multi-plate clutch 7 has external teeth 75 on both the inner plate carrier 31 and the outer plate carrier 39, which interact with internal teeth of a sliding sleeve 77. This can be axially adjusted by means of the multi-plate clutch parking actuator 58 between a release position shown in Figure 3 and a parking position. In the release position shown in Figure 2, the sliding sleeve 77 is in tooth engagement only with the outer plate carrier 39. In the parking position (not shown), however, the sliding sleeve 77 is in tooth engagement with both the outer plate carrier 39 and the inner plate carrier 31. In Figure 3, the sliding sleeve 77 is supported on the outer plate carrier 39 via a spring element 79 and preloaded towards the parking position.

[0035] In Figure 4, the multi-plate clutch parking actuator 58 is designed like a vice with two clamping jaws 81, 83. The plate set of the multi-plate clutch 7 is arranged between the two clamping jaws 81, 83. Of the two clamping jaws 81, 83, the right-hand clamping jaw 83 is in threaded engagement with a nut 85, which can be driven by a spindle drive 87 of the actuator 58. The clamping jaw 83 is axially floatingly mounted in the gearbox housing. A spring mechanism ensures that, in the unloaded state, the two clamping jaws 81, 83 do not contact rotating parts. The threaded engagement between the right-hand clamping jaw 83 and the nut 85 is self-locking, so that the contact force can be maintained without current.

[0036] In the embodiment of Figure 2, the multi-disk brake parking actuator 57 is implemented with a ball-ramp unit 65. With such a ball-ramp unit 65, self-locking is only possible with considerable design effort due to the low coefficient of friction between the balls 71 and the ramp-shaped tracks of the stationary disc 67 and the rotatable disc 69.

[0037] With regard to a self-locking mechanism that is easier to implement, reference is made to the exemplary embodiment in Figures 5a and 5b. In Figure 5a, the multi-disk brake parking actuator 57 is essentially structurally identical to that in Figure 2. Reference is therefore made to the description of Figure 2. In contrast to Figure 2, in Figures 5a and 5b, the multi-disk brake parking actuator 57 is not implemented with a ball-ramp unit 65, but with a ramp unit 70. No balls 71 are installed in the ramp unit 70, which allows for a much simpler self-locking mechanism than in Figure 2.

[0038] In Figure 5a, the self-locking ramp unit 70 consists of a fixed disc 67 and a coaxial rotatable disc 69. Both the fixed disc 67 and the rotatable disc 69 have ramp-shaped inclined surfaces 72 (Figure 5b) that are in sliding / frictional contact with each other. The rotatable disc 69 is formed with external teeth 73, which are drivingly connected to a drive spindle (not shown) of the multi-disk brake parking actuator 57. Depending on the direction of rotation of the rotatable disc 69, pressure builds up or decreases. LIST OF REFERENCE SYMBOLS:

[0039] 3 gearboxes

[0040] 5-disk brake

[0041] 7 multi-plate clutch

[0042] 9 Rotor shaft

[0043] 11 countershaft

[0044] 15 axle differential

[0045] 17, 18 Output shafts

[0046] 19 superposition gears

[0047] 21 axle differential gear

[0048] 25 differential housing

[0049] 28 gear ratios

[0050] 29 vehicle-internal sun gear

[0051] 31 Inner plate carrier of the multi-plate clutch

[0052] 39 Outer plate carrier of the multi-plate clutch

[0053] 41 vehicle-internal planetary gears

[0054] 43 Carrier wave

[0055] 45 vehicle-external planetary carriers

[0056] 47 vehicle outer sun gear

[0057] 49 Hydraulic cylinder of the multi-plate clutch

[0058] 51 Hydraulic cylinder of the multi-disk brake

[0059] 55 Gearbox housing wall

[0060] 57 multi-disc brake parking actuator

[0061] 58 multi-plate clutch parking actuator

[0062] 59 Brake inner disc carrier

[0063] 61 Outer brake disc carrier

[0064] 63 ring pistons

[0065] 65 Ball Ramp Unit

[0066] 67 fixed disc

[0067] 69 rotating writing

[0068] 70 Ramp Unit

[0069] 71 ball

[0070] 72 Inclined surfaces 73 Toothing

[0071] 75 external teeth of the multi-plate clutch carrier

[0072] 77 Sliding sleeve

[0073] 79 Spring element 81 , 83 Clamping jaws

[0074] 85 mother

[0075] 87 spindle drive

[0076] EM electric machine

[0077] PM Park Management

Claims

PATENT CLAIMS: 1 . A drive device for a vehicle axle, in particular the rear axle, of a two-track vehicle, comprising an axle differential (15), the input side of which is drivingly connected to a drive unit (EM) and the output sides of which drive to output shafts (17, 18) leading to the two vehicle wheels, wherein the vehicle axle has a superposition gear (19) with a multi-disk clutch (7) for each output shaft (17, 18), with which torque is distributed to the vehicle wheels, wherein the vehicle axle has a central multi-disk brake (5) acting on the vehicle axle, by means of which vehicle braking can be carried out, characterized in that the drive device has a multi-disk brake parking actuator (57) for engaging or disengaging a vehicle holding function, with which the multi-disk brake (5) can be actuated, and a multi-disk clutch parking actuator (58) with which one of the two multi-disk clutches (7) can be actuated,to block the axle differential (15).

2. Drive device according to claim 1, characterized in that the multi-disk clutch (7) and / or the multi-disk brake (5) have a hydraulic cylinder (49, 51) that can be controlled by a control unit, that in particular in ferry operation the multi-disk clutch (7) and / or the multi-disk brake (5) can be subjected to a contact pressure by means of the hydraulic cylinders (49, 51), that in particular the hydraulic cylinders (49, 51) do not ensure a permanent vehicle holding function when the vehicle is parked due to evaporation tendencies of the hydraulic pressure acting on the hydraulic cylinders (49, 51), and / or that in particular the respective parking actuator (57, 58) can be controlled electrically, not hydraulically, by a control unit, and / or that in particular the two parking actuators (57, 58) can be controlled independently of one another, and / or that when the vehicle hold function is engaged, both the multi-disk brake (5) is locked by means of the multi-disk brake parking actuator (57) and the multi-disk clutch (7) is locked by means of the multi-disk clutch parking actuator (58).

3. Drive device according to claim 1 or 2, characterized in that in the event of a fault in which the multi-disk clutch parking actuator (58) fails, the multi-disk clutch (7) does not block the axle differential (15) and only blocks the multi-disk brake (5), thereby providing a minimum holding function designed for a scenario in which there is sufficient friction on both vehicle wheels to ensure a holding effect.

4. Drive device according to claim 1, 2 or 3, characterized in that in the event of a fault in which the multi-disk brake parking actuator (57) fails, only the multi-disk clutch (7) locks, whereby a minimum holding function is provided in which, due to the gear ratio difference in the superposition gear (19), the output shaft (17, 18) is blocked with the differential housing (25) and thus also the opposite output shaft (18).

5. Drive device according to one of the preceding claims, characterized in that the multi-disk brake parking actuator (57) has a pressure mechanism integrated in the multi-disk brake (5) with a ball-ramp unit (65) and with a preferably self-locking spindle drive, that the ball-ramp unit (65) consists of a fixed disc (67) and a coaxial rotatable disc (69), between which at least one ball (71) rolls, that the spindle drive drives the rotatable disc (69) of the ball-ramp unit (65) by building up / reducing a contact pressure acting on the multi-disk brake (5), and that in particular the set contact pressure is kept currentless by the self-locking spindle drive.

6. Drive device according to one of claims 1 to 4, characterized in that the multi-disk brake parking actuator (57) has a pressure mechanism integrated in the multi-disk brake (5) with a particularly self-locking ramp unit (70) and a spindle drive, that the ramp unit (70) consists of a fixed disc (67) and a rotatable disc (69) coaxial therewith, that inclined surfaces of the fixed disc (67) and the rotatable disc (69) are in sliding / frictional contact with one another, that the spindle drive drives the rotatable disc (69) of the ramp unit (65) while building up / reducing a contact pressure acting on the multi-disk brake (5), and that a pressure build-up or reduction takes place depending on the direction of rotation of the rotatable disc (69).

7. Drive device according to one of the preceding claims, characterized in that when the multi-disk brake parking actuator (57) is activated, the hydraulic pressure in the hydraulic cylinder (51) of the multi-disk brake (5) is simultaneously depressurized, and / or that in particular when the multi-disk brake parking actuator (58) is activated, the vehicle can be secured by means of the vehicle brakes of the front axle.

8. Drive device according to one of the preceding claims, characterized in that that the multi-disk clutch parking actuator (58) cooperates with a locking element (77), in particular a sliding sleeve, with which the inner and outer disk carriers (31, 39) can be locked together by bridging the disk pack in order to lock the multi-disk clutch (7), and / or that the multi-disk clutch (7) has an inner disk carrier (31) with external toothing (75) and an outer disk carrier (39) with external toothing (75), and that in particular the multi-disk clutch parking actuator (58) adjusts a sliding sleeve (77), the inner toothing of which can be brought into tooth engagement with the external toothings (75) of the inner disk carrier (31) and / or the outer disk carrier (39), and that in a parking position the sliding sleeve (77) is connected both to the inner disk carrier (31) and to the Outer disk carrier (39) is in tooth engagement, and / or that in a release position the sliding sleeve (77) is in tooth engagement with only one of the disk carriers (31, 39).

9. Drive device according to claim 8, characterized in that the sliding sleeve (77) is assigned a spring element (79), with which the sliding sleeve (77) is pretensioned into the parking position, and / or that the multi-plate clutch parking actuator (58) moves the sliding sleeve (77) into the release position by building up a spring element restoring force, so that in particular in the event of a fault the sliding sleeve (77) is automatically pressed into the parking position, and that in particular the end face of the toothings is designed with deflection contours, so that engagement of the multi-plate clutch (7) is not possible above a driving speed of, for example, 3 km / h.

10. Drive device according to one of claims 1 to 7, characterized in that that the multi-plate clutch parking actuator (58) has two clamping jaws (81, 83) in the manner of a vice, between which the plate pack of the multi-plate clutch (7) is arranged, and that of the two clamping jaws (81, 83), one clamping jaw (83) is adjustable by means of a spindle drive (87), specifically by building up / reducing a contact pressure acting on the plate pack.

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