Motor Vehicle Having a Coupling Mechanism and a Parking Lock Device

Abstract

A motor vehicle includes an electric drive machine and a coupling mechanism for switching between a coupling position, in which the electric drive machine is coupled to a drive wheel of the motor vehicle, and a decoupling position in which the electric drive machine is decoupled from the drive wheel. The motor vehicle further includes a parking lock device which has a parking lock element movable between a parking lock position, in which the parking lock element blocks a rotation of the drive wheel, and an unlocking position in which the parking lock element releases rotation of the drive wheel. The motor vehicle also includes an actuation device to actuate a clutch of the coupling mechanism, which clutch has a switching element for switching between the coupling position and the decoupling position, and moving the parking lock element between the parking lock position and the unlocking position.

Claims

1.-13. (canceled)

14. A motor vehicle comprising: at least one electric drive machine for driving the motor vehicle, at least one coupling mechanism configured to switch at least between a coupling position, in which the electric drive machine is coupled to a drive wheel of the motor vehicle in a torque-transmitting manner, and a decoupling position, in which the electric drive machine is decoupled from the drive wheel, and a parking lock device having at least one parking lock element configured to be displaced between a parking lock position, in which the at least one parking lock element at least indirectly blocks a rotation of the drive wheel, and an unlocking position, in which the at least one parking lock element releases the rotation of the drive wheel, at least one actuating device having an actuator configured: i) to actuate a clutch of the coupling mechanism, the clutch having at least one switching element for switching between the coupling position and the decoupling position, and ii) for displacing the at least one parking lock element between the parking lock position and the unlocking position.

15. The motor vehicle according to claim 14, wherein the actuating device is configured to set a release state in which the decoupling position is switched, and at the same time, the parking lock element is held displaced in the unlocking position.

16. The motor vehicle according to claim 14, wherein the actuating device is configured to set a drive switching state in which the coupling position is switched, and at the same time, the parking lock element is held displaced in the unlocking position.

17. The motor vehicle according to claim 14, wherein the actuating device is configured to set a blocking switching state in which the coupling position is switched, and at the same time, the parking lock element is held displaced in the parking lock position.

18. The motor vehicle according to claim 14, wherein the at least one actuating device comprises an actuating element which is adjustable by the actuator and is configured to exert: i) at least one switching force on the switching element for actuating the clutch, and ii) at least one displacing force for displacing the at least one parking lock element between the parking lock position and the unlocking position.

19. The motor vehicle according to claim 18, wherein the at least one actuating element is at least indirectly coupled to the at least one switching element of the clutch in a force-transmitting manner via a first spring element of the actuating device.

20. The motor vehicle according to claim 18, wherein the at least one actuating element is at least indirectly coupled to an eccentric element of the actuating device in a force-transmitting manner via a second spring element of the actuating device, and wherein via the eccentric element, the parking lock element can be displaced between the parking lock position and the unlocking position.

21. The motor vehicle according to claim 20, wherein the actuating element is rotatable in a direction of rotation by the actuator, and the at least one switching force can be exerted on the switching element via the first spring element, and the at least one displacing force can be exerted on the eccentric element via the second spring element.

22. The motor vehicle according to claim 18, wherein the actuating element has a switching element stop for limiting a movement of the switching element relative to the actuating element, and/or the actuating element has an eccentric element stop for limiting a movement of the eccentric element relative to the actuating element.

23. The motor vehicle according to claim 14, wherein the coupling mechanism comprises a first gear, which is in at least in indirect engagement with the drive machine, and a second gear which can be coupled to the first gear by means of the clutch in a torque-transmitting manner and which is at least indirectly coupled to the drive wheel in a rotationally fixed manner, wherein the clutch comprises a first clutch element which is at least indirectly coupled to the first gear in a rotationally fixed manner via a second clutch element of the clutch which is connected to the first gear in a rotationally fixed manner, and wherein the clutch comprises a connecting element which is at least indirectly coupled to the second gear and can be at least indirectly coupled to the first clutch element in a rotationally fixed manner.

24. The motor vehicle according to claim 23, wherein the clutch comprises a locking element for preventing the switching from the decoupling position into the coupling position when there is a rotational speed difference between the first gear and the second gear, and for releasing a relative movement, which brings about the switching from the decoupling position into the coupling position, between the first clutch element and the second clutch element, when there is rotational speed parity between the first gear and the second gear.

25. The motor vehicle according to claim 23, wherein in the coupling position and/or in the decoupling position, the switching element is inserted, in at least certain regions, into a gear recess arranged radially within a toothing of at least one of the gears, and is in engagement with the first clutch element.

26. The motor vehicle according to claim 14, wherein the switching element is a switching rocker or a switching fork.

27. A motor vehicle comprising: at least one electric motor for driving the motor vehicle, at least one coupler switchable between a coupling position, in which the electric motor is coupled to a drive wheel of the motor vehicle in a torque-transmitting manner, and a decoupling position, in which the electric motor is decoupled from the drive wheel, and a parking lock configured to be displaced between a parking lock position, in which the parking lock at least indirectly blocks a rotation of the drive wheel, and an unlocking position, in which the parking lock releases the rotation of the drive wheel, an actuator i) to actuate a clutch of the at least one coupler, the clutch having at least one switch for switching between the coupling position and the decoupling position, and ii) for displacing the at least one parking lock between the parking lock position and the unlocking position.

28. The motor vehicle according to claim 27, wherein the actuator is configured to set a release state in which the decoupling position is switched, and at the same time, the parking lock is held displaced in the unlocking position.

29. The motor vehicle according to claim 27, wherein the actuator is configured to set a drive switching state in which the coupling position is switched, and at the same time, the parking lock is held displaced in the unlocking position.

30. The motor vehicle according to claim 27, wherein the actuator is configured to set a blocking switching state in which the coupling position is switched, and at the same time, the parking lock is held displaced in the parking lock position.

31. The motor vehicle according to claim 27, wherein the actuator is adjustable to exert: i) at least one switching force on the switch for actuating the clutch, and ii) at least one displacing force for displacing the parking lock between the parking lock position and the unlocking position.

32. The motor vehicle according to claim 31, wherein the actuator is at least indirectly coupled to the switch of the clutch in a force-transmitting manner via a first spring.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The disclosure will be explained once again below by way of a specific exemplary embodiment. In this respect:

[0042] FIG. 1 shows a schematic perspective view of a spur gear transmission which comprises a coupling mechanism and is coupled to an electric drive machine which serves for driving a drive wheel of a motor vehicle (which is represented in a greatly abstracted manner), wherein the motor vehicle comprises a parking lock device, a clutch for switching the coupling mechanism, and an actuating device;

[0043] FIG. 2 shows a plan view of the coupling mechanism, the electric drive machine, the parking lock device, the clutch, and the actuating device;

[0044] FIG. 3 shows a sectional illustration in a section plane A shown in FIG. 2;

[0045] FIG. 4 shows a further sectional illustration in a section plane B shown in FIG. 2; and

[0046] FIG. 5 shows a further sectional illustration in a section plane C shown in FIG. 2.

DETAILED DESCRIPTION OF THE DRAWINGS

[0047] In the following, identical and functionally identical elements are provided with the same reference signs.

[0048] FIG. 1 is a schematic perspective view showing a motor vehicle K which comprises electric drive machines 10, spur gear transmissions SG with coupling mechanisms 20 and drive wheels 100. Each of the spur gear transmissions SG is assigned one of the coupling mechanisms 20. In other words, in each case, one of the coupling mechanisms 20 is integrated into one of the spur gear transmissions SG of the motor vehicle K.

[0049] Each of the drive machines 10 is coupled to in each case one of the spur gear transmissions SG. Each of the spur gear transmissions SG can moreover be coupled to in each case one of the drive wheels 100 in that the respective coupling mechanism 20 of the respective spur gear transmission SG is switched from a decoupling position ES into a coupling position KS. The decoupling position ES and the coupling position KS can be seen by way of example in FIG. 3. In the coupling position KS, the respective drive wheel 100 is coupled to the respective drive machine 10 in a torque-transmitting manner, whereas the torque transmission between the drive wheel 100 and drive machine 10 is interrupted in the decoupling position ES. In other words, the respective electric drive machine 10 is decoupled from the respective drive wheel 100 in the decoupling position ES of the respective coupling mechanism 20. This makes it possible overall to achieve selective driving of the respective drive wheels 100, therefore a single wheel drive of each of the drive wheels 100. Consequently, each of the drive wheels 100 can thus be driven independently of the other drive wheels 100 by way of the electric drive machine 10 respectively assigned thereto.

[0050] For reasons of clarity, FIG. 1 illustrates only one of the spur gear transmissions SG with one of the coupling mechanisms 20 and only one of the drive wheels 100. However, the statements below pertaining to the drive machine 10, to the spur gear transmission SG, to the coupling mechanism 20, and to the drive wheel 100 apply to all drive machines 10, spur gear transmissions SG, coupling mechanisms 20, and drive wheels 100 of the motor vehicle K. The drive machine is concealed in FIG. 1 and therefore cannot be seen, but is schematically illustrated in FIG. 2. Furthermore, FIG. 2 is a plan view showing the coupling mechanism 20 and thus a subregion of the spur gear transmission SG.

[0051] The spur gear transmission SG comprises a first transmission shaft 102, as can be seen in the plan view in FIG. 2. The transmission shaft 102 is coupled to the electric drive machine 10 of the motor vehicle K in a torque-transmitting manner. The torque-transmitting and thus rotationally fixed coupling between the first transmission shaft 102 and the drive machine 10 occurs here, merely by way of example, via a splined shaft end portion 103, that is to say in other words an end portion of the first transmission shaft 102 which has splines. The first transmission shaft 102 is in engagement with the electric drive machine 10 via these splines. A first transmission gear 104 is also coupled to the first transmission shaft 102 in a rotationally fixed manner. The first transmission gear 104 is in engagement with a first gear 42 of the coupling mechanism 20. Consequently, the first gear 42 of the coupling mechanism 20 is in indirect engagement with the drive machine 10, thus being indirectly coupled to the drive machine 10.

[0052] The spur gear transmission SG further comprises a second transmission shaft 106 which is coupled to the drive wheel 100 in a torque-transmitting manner. The first transmission shaft 102 and the second transmission shaft 106 can be coupled to one another in a torque-transmitting manner by way of the coupling mechanism 20 by setting the coupling position KS. For reasons of clarity, the coupling of the second transmission shaft 106 with the drive wheel 100 (which is shown only partially and in a greatly abstracted manner) is illustrated only in FIG. 1. The first transmission shaft 104 serves for input-side torque transmission, and the second transmission shaft 106 serves for output-side torque transmission. The torque-transmitting and thus rotationally fixed coupling between the second transmission shaft 106 and the drive wheel 100 occurs here, merely by way of example, via an internal spline toothing 107 of the second transmission shaft 106. The drive wheel 100 is in engagement with the internal spline toothing 107 via a drive axle 110 (which is illustrated in dashed lines in FIG. 1) and thus coupled to the second transmission shaft 106 of the spur gear transmission SG in a rotationally fixed manner.

[0053] It can also be seen from FIG. 1 that the coupling mechanism 20 is provided for torque-transmitting coupling to precisely one side of the drive axle 110 of the motor vehicle K, as a result of which a single wheel drive of the drive wheel 100 can occur. Here, the transmission of the torque between the electric drive machine 10 and the drive wheel 100 can occur without interposition of a differential gear mechanism. The transmission of the torque between the electric drive machine 10 and the drive wheel 100 can thus occur in a differential gear mechanism-free manner (without differential gear mechanism).

[0054] A second transmission gear 108 of the spur gear transmission SG is also coupled to the second transmission shaft 106 in a rotationally fixed manner. The second transmission gear 108 is in engagement with a second gear 52 of the coupling mechanism 20. Consequently, the second gear 52 of the coupling mechanism 20 is at least indirectly coupled to the drive wheel 100 in a rotationally fixed manner.

[0055] For reasons of clarity, respective gear teeth, for example of the (first and second) transmission gears 104, 108 and of the (first and second) gears 42, 52, are not illustrated in FIG. 1.

[0056] The motor vehicle K additionally comprises a parking lock device 90 which comprises a parking lock element 92. In the present case, the parking lock element 92 takes the form of a pawl. The parking lock element 92 can be displaced between a parking lock position P1, in which the parking lock element 92 is in engagement with a parking lock wheel 94 of the parking lock device 90 and thereby blocks a rotation of the drive wheel 100, and an unlocking position P2, as can be seen from FIG. 5. In FIG. 5, the parking lock position P1 is schematically illustrated by dashed representation of subregions of the parking lock wheel 94 and of the parking lock element 92. In the unlocking position P2, which can be seen for example in FIG. 1, the parking lock element 92 is not in engagement with the parking lock wheel 94, as a result of which the rotation of the drive wheel 100 is released, that is to say not blocked by the parking lock device 90. It can be seen from FIG. 2 for example that the parking lock wheel 94 is coupled in a rotationally fixed manner to the first transmission shaft 102 and to the first transmission gear 104 and the electric drive machine 10. As can be seen from FIG. 5, the parking lock element 92 can be rotatably mounted via a parking lock element bearing 93 on a housing (not shown further presently), for example the housing of the spur gear transmission SG, and can be displaced between the parking lock position P1 and the unlocking position P2 by a pivoting movement of the parking lock element 92 about the parking lock element bearing 93.

[0057] For mounting the coupling mechanism 20 in this housing, use can be made, for example, of a plurality of rolling bearings 60a, 60b, as can be seen from FIG. 3. However, it is clear that still further bearings can be provided. In the present case, the rolling bearings 60a, 60b are formed as adjusted cylinder roller bearings, wherein the rolling bearing 60a serves for rotatably mounting the second gear 52 on the housing, and the rolling bearing 60b serves for rotatably mounting the first gear 42 on the housing. The first gear 42 is rotatably mounted and supported on a shaft 53 of the second gear 52 via a further rolling bearing 60c (see FIG. 3), which in the present case takes the form of a needle bearing, for example. Furthermore, the two gears 42, 52 are supported with respect to one another via a further rolling bearing 60e, namely an axial needle bearing, in the axial direction and thus in the direction of an axis of rotation x. FIG. 4 shows that the first transmission shaft 102 and thus the first transmission gear 104 are supported on the housing (not shown further) via a further rolling bearing 60d, which in the present case takes the form of a ball bearing, for example.

[0058] The motor vehicle K further comprises an actuating device 22 with an actuator 24. The actuator 24 is designed, on the one hand, to actuate a clutch 40 of the coupling mechanism 20, which clutch has at least one switching element 62 and serves for switching between the coupling position KS and the decoupling position ES. On the other hand, the actuator 24 also serves for displacing the parking lock element 92 between the parking lock position P1 and the unlocking position P2. The switching element 62 takes the form of a switching rocker or switching fork, for example, as can be seen from FIG. 1.

[0059] In the present case, the clutch 40 takes the form of a positive clutch, namely a claw clutch. The motor vehicle K comprises a control unit ECU by way of which the actuating device 22 and the electric drive machine 10 can be controlled, as schematically illustrated in FIG. 2.

[0060] The design of the clutch 40 can be seen from a combination of FIG. 1 with the sectional illustration in FIG. 3. The clutch 40 comprises a first clutch element 44 which is at least indirectly coupled in a rotationally fixed manner to the first gear 42, namely by way of a second clutch element 54 of the clutch 40. The second clutch element 54 can be formed as a fixed socket which can be coupled to the first gear 42 in a rotationally fixed manner. However, in the present case, the second clutch element 54 is formed as toothing which is arranged in a gear recess 43 of the first gear 42, is connected in one piece to the first gear 42 and is thus coupled to the first gear 42 in a rotationally fixed manner. Although the first clutch element 44 is coupled to the first gear 42 in a rotationally fixed manner by way of the second clutch element 54, it is possible, by virtue of the toothing, to have a relative axial displacement between the first clutch element 44 and the second clutch element 54 parallel to the axis of rotation x about which, during operation of the motor vehicle K, the gears 42, 52 can rotate for example in a circumferential direction U illustrated by an arrow.

[0061] Furthermore, the clutch 40 comprises a connecting element 70 which, on the one hand, is directly coupled to the second gear 52 and, on the other hand, can be directly coupled in a rotationally fixed manner to the first clutch element 44 in that the first clutch element 44 is switched from the decoupling position ES into the coupling position KS. In the present case, the connecting element 70 is, on the one hand, in engagement with the first clutch element 44 and, on the other hand, with the second gear 52 via respective spline toothings which are not designated in further detail. The connecting element 70 can be formed in particular as a fixed socket, as can be seen from FIG. 3. To set the coupling position KS, the first clutch element 44 is brought into engagement with the connecting element 70, as shown in FIG. 3.

[0062] To prevent the switching from the decoupling position ES into the coupling position KS when there is a rotational speed difference between the first gear 42 and the second gear 52, the clutch 40 comprises a locking element 80. The locking element 80 serves to release a relative movement RB, which brings about the switching from the decoupling position ES into the coupling position KS, between the first clutch element 44 and the second clutch element 54 when there is rotational speed parity between the first gear 42 and the second gear 52. In the case of rotational speed parity, the locking element 80 thus allows the movement of the first clutch element 44 and hence the switching from the decoupling position ES into the coupling position KS, wherein, in the coupling position KS, the force flow KF can be guided via the first gear 42, the second clutch element 54, the first clutch element 44, the connecting element 70, and the second gear 52.

[0063] When there is rotational speed parity, produced by way of the electric drive machine 10, between the first gear 42 and the second gear 52, the locking element 80 thus releases overall the relative movement RB, which brings about the switching from the decoupling position ES into the coupling position KS, between the first clutch element 44 and the second clutch element 54.

[0064] FIG. 3 shows the respective position of the first clutch element 44 for illustration both in the coupling position KS and in the decoupling position ES (dashed lines). It is advantageous here if, in addition to the second clutch element 54 and the locking element 80, which are each completely arranged in the gear recess 43, the first clutch element 44 and the connecting element 70 are also arranged at least partially, preferably completely, in the gear recess 43. The force flow KF between the first gear 42 and the second gear 52 occurs in a particularly small installation space and thus extends over a particularly short path if the first clutch element 44 is arranged in the gear recess 43 not only in the decoupling position ES but also in the coupling position KS.

[0065] The switching element 62 serves for setting the coupling position KS and the decoupling position ES. The switching element 62 comprises a first element arm portion 64 and a second element arm portion 66 which is directly connected to the first element arm portion 64 and encloses an angle with the first element arm portion 64. The first element arm portion 64 and the second element arm portion 66 together form an L shape, by way of which particularly space-saving and fault-free switching is made possible. A combination of FIG. 1 with FIG. 3 reveals that the switching element 62 is rotatably coupled to the first clutch element 44 via the second element arm portion 66. The switching element 62 can have, in particular on the second element arm portion 66, an engagement element 63, for example a sliding block, or an engagement region which is inserted into an engagement groove 45 of the first clutch element 44 that extends at least in certain regions in the circumferential direction U. The engagement element 63 can be seen in FIG. 1 and is schematically shown in FIG. 3.

[0066] If the switching element 62 is rotated by the actuator 24, the switching element arm portions 64, 66 can be pivoted and thus there can be brought about a displacement of the first clutch element 44 between the coupling position KS and the decoupling position ES.

[0067] The actuating device 22 comprises an actuating element 26 which can be adjusted by way of the actuator 24 and which is designed, on the one hand, to exert a switching force F_SK on the switching element 62 to actuate the clutch 40 and, on the other hand, to exert a displacing force F_VK, for displacing the parking lock element 92 between the parking lock position P1 and the unlocking position P2. The actuating element 26 is shown for example in FIG. 1 and in sectional illustration in FIG. 5. The actuating element 26 can preferably be formed as a shaft. This shaft can be connected to a rotor shaft of the actuator 24 in a rotationally fixed manner. Alternatively, the actuating element 26 can also be formed as a rotor shaft of the actuator 24.

[0068] It can be seen from FIG. 5 that the switching element 62 can be inserted into an actuating element recess 25 of the actuating element 26 and rotatably mounted there. The actuating element 26 is directly coupled to the switching element 62 of the clutch 40 in a force-transmitting manner via a first spring element 27, formed as a torsion spring, of the actuating device 22.

[0069] It can also be seen in FIG. 5 that the actuating element 26 is directly coupled to an eccentric element 30 of the actuating device 30 in a force-transmitting manner via a second spring element 28, which is likewise formed as a torsion spring, of the actuating device 22, by way of which eccentric element the parking lock element 92 can be displaced between the parking lock position P1 and the unlocking position P2. In the present case, the eccentric element 30 is formed as a cam, as can be seen from FIG. 4. Alternatively, the eccentric element 30 could also be formed as an eccentrically mounted circular disk, although this is not shown further in the present case.

[0070] The actuating element 26 can generally be rotated in a direction of rotation D1 by operating the actuator 24, as a result of which both the switching force F_SK can be exerted on the switching element 62 via the first spring element 27 and the displacing force F_VK can be exerted on the eccentric element 30 via the second spring element 28.

[0071] In FIG. 1, the actuating device 22 maintains a drive switching state in which the coupling position KS is switched and at the same time the parking lock element 92 is held displaced in the unlocking position P2. In the drive switching state, the driving of the motor vehicle K is ensured by coupling the electric drive machine 10 to the drive wheel 100 via the coupling mechanism 20 and at the same time the parking lock element 92 is open and thus held in the unlocking position ES.

[0072] In a likewise switchable release state, the motor vehicle K can operate, for example, in a so-called coasting mode, that is to say a so-called coasting of the motor vehicle K can be made possible in which the motor vehicle K is moved without the respective electric drive machines 10 driving the respective drive wheels 100, and without the respective parking lock device 90 blocking the movement of the motor vehicle K, in particular the rolling of the respective drive wheels 100. In the release state, the decoupling position ES is switched and at the same time the parking lock element 92 is held displaced in the unlocking position P2.

[0073] The parking lock element 92 rotatably mounted on the housing is pressed against the eccentric element 30 counter to gravitational force and held there in the unlocking position P2 by way of a third spring element 29 which is assigned for example to the actuating device 22 and which, just like the first spring element 27 and the second spring element 28, is formed as a torsion spring.

[0074] In the release state, an eccentric element-side stop 32, which is formed as a projection and can also be referred to as a stop assigned to the eccentric element 30, bears against an eccentric element stop 38. In the present case, the eccentric element stop 38 assigned to the actuating element 26 is also formed as a projection, as can be seen particularly clearly in FIG. 4 and also in FIG. 2. Moreover, in the release state, a switching element-side stop 34, which is formed as a projection and can also be referred to as a stop assigned to the switching element 62, bears against a switching element stop 37 of the actuating element 26. In the present case, the switching element stop 37 assigned to the actuating element 26 is also formed as a projection, as can be seen from FIG. 1 and FIG. 2.

[0075] The switching element stop 37 makes it possible for a movement, in particular a rotation, of the switching element 62 relative to the actuating element 26 to be limited. The eccentric element stop 38 makes it possible for a movement, in particular a rotation, of the eccentric element 30, which is rotatably mounted on the actuating element 26, relative to the actuating element 26 to be limited.

[0076] It is also possible by way of the actuating device 22 to set the drive switching state in which, as stated, the coupling position KS is switched and at the same time the parking lock element 92 is held displaced in the unlocking position P2. In the drive switching state, the drive wheel 100 is thus coupled to the electric drive machine 10 via the spur gear transmission SG and hence also the coupling mechanism 20 and the parking lock device 90 is open, with the result that the drive wheel 100 can be driven by the electric drive machine 10 without the parking lock device 90 blocking the driving of the drive wheel 100.

[0077] In order to set the drive switching state, the actuating element 26 can be rotated by way of the actuator 24 corresponding to the direction of rotation D1 (here: in the clockwise direction) illustrated by an arrow in FIG. 2 and in FIG. 3. If there is no rotational speed parity between the gears 42, 52, the locking element 80 prevents the switching from the decoupling position ES into the coupling position KS and thus the corresponding relative movement RB of the first clutch element 44 by way of the switching element 62.

[0078] The rotation of the actuating element 26 in the direction of rotation D1 preloads the first spring element 27 via which the switching element 62 and the actuating element 26 are coupled to one another in a force-transmitting manner. For this purpose, the actuator 24 exerts a torque by way of which the first spring element 27 is mechanically preloaded and as a result the switching force F_SK is stored in the first spring element 27 as long as the locking element 80 prevents the coupling of the first clutch element 44 to the connecting element 70 and thus the setting of the coupling position KS. Here, the first clutch element 44 is pressed as it were by the switching force F_SK in the direction of the locking element 80 by way of the first spring element 27 via the switching element 62 and the engagement element 63 arranged in the engagement groove 45. The locking element 80 prevents the coupling of the first clutch element 44 to the connecting element 70 as long as the rotational speed difference between the first gear 42 and the second gear 52 prevails. As soon as the electric drive machine 10 has compensated for the rotational speed difference and there is thus rotational speed parity between the two gears 42, 52, the locking element 80 allows the coupling of the first clutch element 44 to the connecting element 70 and thus the setting of the coupling position KS. Consequently, the first clutch element 44 is moved by the exertion of the switching force F_SK in the direction of the connecting element 70, and the first clutch element 44 is brought into engagement with the connecting element 70, as a result of which the coupling position KS is set. It is clear that, for example, during an acceleration of the motor vehicle K from standstill, rotational speed parity can prevail even without interventions of the electric drive machine 10, which accordingly means that there is no need for an intervention of the electric drive machine 10 since, in this case, there is no rotational speed difference.

[0079] Likewise, the rotation of the actuating element 26 in the direction of rotation D1 also preloads the second spring element 28 via which the eccentric element 30 and the actuating element 26 are coupled to one another in a force-transmitting manner. The torque exerted by way of the actuator 24 allows the second spring element 28 to be mechanically preloaded and thus the displacing force F_VK to be stored in the second spring element 28 if the displacement of the parking lock element 92 from the unlocking position P2 into the parking lock position P1 is mechanically prevented. For example, the displacement from the unlocking position P2 into the parking lock position P1 can be mechanically prevented if the parking lock element 92 and the parking lock wheel 94 are oriented with respect to one another as shown in FIG. 1, that is to say if the parking lock element 92 cannot engage in the parking lock element 94. If a rotational speed of the first transmission shaft 102 falls below a predetermined rotational speed limit value, that is to say the rotational speed of the first transmission shaft is sufficiently low, which can be the case, for example, at a driving speed of the motor vehicle K of less than 5 km/h, the parking lock element 92 (here: pawl) can be brought into engagement with the parking lock wheel 94, that is to say the parking lock element 92 can be displaced from the unlocking position P2 into the parking lock position P1. For this purpose, the eccentric element 30 is rotated in the (first) direction of rotation D1 by the displacing force F_VK stored in the second spring element 28 and presses the parking lock element 92 into a position in which the parking lock element 92 latches with the parking lock wheel 94 and thus the parking lock position P1 is set. In this case, then, both the coupling position KS is switched and at the same time the parking lock element 92 is held displaced in the parking lock position P1, with the result that a blocking switching state is set. The motor vehicle K can thus then be held at a standstill by way of the parking lock device 90.

[0080] During the operation of the motor vehicle K, it is thus generally possible, by way of the actuating device 22, for the first spring element 27 with the switching force F_SK and additionally, in particular at the same time, for the second spring element 28 with the displacing force F_VK to be held in a respectively preloaded state. As soon as the rotational speed parity between the two gears 42, 52 prevails, that is to say the two gears 42, 52 each have the same rotational speed (gear rotational speed), the first clutch element 44 can be moved and switched from the decoupling position ES into the coupling position KS via the first spring element 27, in particular through at least partial relaxation of the first spring element 27 and resultant pivoting of the element arm portions 64, 66. As soon as the driving speed of the motor vehicle K is sufficiently low, it is possible, via the second spring element 28, in particular through at least partial relaxation of the second spring element 28, for the parking lock element 92 to be moved by way of the eccentric element 30 counter to a spring force of the third spring element 29 and moved from the unlocking position P2 into the parking lock position P1.

[0081] In order to set the release state in turn, the actuating element 26 can be rotated by operation of the actuator 24 in a second direction of rotation D2 opposite to the first direction of rotation D1. To set the release state starting from the drive switching state and/or from the blocking switching state, the switching element stop 37 and the switching element-side stop 34 and/or the eccentric element stop 38 and the eccentric element-side stop 32 are particularly useful, since the respective mutually corresponding stops 37, 34 or 38, 32 allow reliable resetting of the switching element 62 and/or of the eccentric element 30 and thus the reliable setting of the decoupling position ES and the unlocking position PS.

[0082] A key advantage of the motor vehicle K is that, by virtue of the arrangement described, an undesired switching state in which the parking lock position P1 and at the same time the decoupling position ES are set can be reliably ruled out. Consequently, the motor vehicle K has a particularly high degree of operational reliability.