DE102021006571B4 - Coupling device for a transmission device of a motor vehicle - Google Patents

Abstract

Coupling device (3) for a transmission device (2) of a motor vehicle (1), which coupling device (3) has a first coupling device (7, 8) designed for selectively coupling a first drive element with a first output element (11, 12) and one for selectively coupling a second drive element with a second output element (11, 12) formed second coupling device (7, 8), wherein the first coupling device (7, 8) has a, in particular electromechanical, first actuator (13, 13 '), which is designed for this purpose to move a first coupling element (16, 16') of the first coupling device (7, 8) selectively into a coupling state and a decoupling state and wherein the second coupling device (7, 8) has a second actuator (13, 13'), in particular an electromechanical one. which is designed to move a second coupling element (16, 16 ') of the second coupling device (7, 8) selectively into a coupling state and a decoupling state, characterized in that at least one drive wheel (9, 10) has at least one passage section ( 23, 23 '), through which at least one pass-through element (22, 22') of a coupling element (16, 16') engages.

Description

The invention relates to a coupling device for a transmission device of a motor vehicle, which coupling device has a first coupling device designed for selectively coupling a first drive element with a first output element and a second coupling device designed for selectively coupling a second drive element with a second output element, the first coupling device having a in particular electromechanical, first actuator, which is designed to move a first coupling element of the first coupling device selectively into a coupling state and a decoupling state and wherein the second coupling device has a, in particular electromechanical, second actuator, which is designed to move a second coupling element of the to move the second coupling device selectively into a coupling state and a decoupling state.

Coupling devices for transmission devices of motor vehicles are basically known from the prior art. Such coupling devices are usually used to selectively couple drive elements with output elements in order to ensure a power flow or torque transmission from a drive to an output. For example, an output shaft of an electric machine can be connected or separated by the coupling device to an output element, which is coupled, for example, to a wheel of the motor vehicle, depending on the operating situation of the motor vehicle or the transmission device.

Such coupling devices are usually actuated in a complex manner, for example by means of electromagnets, which move the coupling elements of the coupling device into certain positions or hold them in certain positions. However, such electromagnets are susceptible to high temperatures, are dependent on the supply voltage provided, require electrical energy for positioning the coupling element and maintaining a specific position of the coupling element and, particularly with regard to use in traction drives for motor vehicles, would have to be inefficient due to the high torques to be transmitted be dimensioned large. The use of an electromagnet is in particular not linearly scalable with the torque to be transmitted, since the stroke range of the electromagnets used is extremely limited. If it is also necessary that more than one coupling element has to be moved, an electromagnet would have to be provided for moving the coupling elements. A corresponding sensor would therefore have to be assigned to each of the coupling elements, since the electromagnet itself does not allow monitoring of the positioning of the coupling elements.

US 2017 / 0 211 675 A1 describes a hybrid powertrain with two traction machines. There is a multi-plate clutch in the axle between the drive point and the wheels. Each multi-plate clutch is assigned its own actuator.

FR 2 930 743 A1 reveals an axle with 2 traction machines. These can each be separated from the axle by a coupling. Each clutch is assigned its own actuator.

DE 10 2019 204 682 A1 shows an axle with 2 traction machines. The torque is transmitted via a planetary gear. The traction machines can each be separated from the axle by a clutch. Each clutch is assigned its own actuator.

The invention is based on the object of specifying an improved coupling device for a transmission device of a motor vehicle.

DE 10 2013 209 637 A1 discloses a parallel transmission with which torque can be selectively applied to two transmission output shafts. The movement of beater forks takes place with two switching drums.

DE 10 2014 114 769 A1 shows a drive train whose drive power can be routed to driven wheels via a drive path and can be connected to a KERS storage.

DE 33 22 881 A1 discloses a gear-shift transmission in which the gears are non-positively connected to the drive shaft by a shift sleeve.

The invention is based on the object of specifying an improved coupling device for a transmission device of a motor vehicle, a transmission device with such a coupling device, and a motor vehicle with such a transmission device.

The task is solved by a coupling device with the features of claim 1. Advantageous refinements are the subject of the subclaims. The task is also solved by a transmission device with the features of claim 8 and by a motor vehicle with the features of claim 9.

As described, the invention relates to a coupling device for a transmission device of a motor vehicle. The coupling device is designed to couple a drive element with an output element or to dissolve the coupling between the drive element and the output element. For this purpose, the coupling device has a first coupling device and a second coupling device, wherein the first coupling device is intended to selectively connect a first drive element to a first output element and the second coupling device is intended to selectively couple a second drive element to a second output element. In other words, the coupling state of the first coupling device and the second coupling device can be influenced by the coupling device, so that it can be adjusted whether the first drive element is coupled to the first output element or the second drive element is coupled to the second output element.

The invention is based on the knowledge that the first coupling device has a, in particular electromechanical, first actuator, which is designed to selectively move a first coupling element of the first coupling device into a coupling state and a decoupling state and that the second coupling device has a, in particular electromechanical, has a second actuator, which is designed to selectively move a second coupling element of the second coupling device into a coupling state and a decoupling state. For example, a drive wheel can be understood as a drive element and a driven wheel as an output element. The drive wheel and the driven wheel are connected to corresponding shafts, for example a drive shaft and an output shaft. The output shaft can, for example, be coupled directly or indirectly to a wheel of the motor vehicle, so that torque that is transmitted to the output wheel via the coupling element can be transmitted to the wheel of the motor vehicle. The drive shaft can be coupled directly or indirectly, for example via a pre-transmission, to the output shaft of a drive device, in particular an electric machine.

If the coupling device is closed, the coupling between the drive element and the output element is established, ie, torque can be transmitted from the drive device to the wheel or vice versa. In particular, positive coupling elements can be used as coupling elements, for example claw elements. The coupling device can also be referred to as a so-called “disconnect unit”, since it allows the drive element to be decoupled from the output element. This makes it possible to save CO ₂ and fuel in particular, since the coupling between the drive device and the wheel can be canceled in order to reduce unnecessary rotating parts in the drive train.

In other words, the drive device and the drive elements assigned to it do not have to be carried along in all operating situations unless they are needed. Each of the drive wheels or each of the drive elements can be driven by its own electric machine or generally its own drive device. The individual coupling devices can thus ultimately be assigned to individual drive devices or individual drive train parts. For example, a first drive device can be provided for driving a first wheel and the coupling state can be set via the first coupling device. Likewise, a second drive device can be provided for driving a second wheel of the motor vehicle, the coupling state of which can be adjusted via the second coupling device.

The use of an electromechanical actuator makes it possible, in particular, to use the sensors of the electric motor to monitor a state of the respective coupling device. The actuator described can have a current sensor and/or speed sensor and/or rotation angle sensor, which are designed to determine information, in particular a speed, a current and a rotation angle, which can be incorporated into the monitoring of the coupling state.

According to one embodiment of the coupling device, the first and second coupling devices of the coupling device can be arranged on the same axis of rotation, in particular symmetrically with respect to a central plane arranged between the first and second coupling devices. The central plane can, for example, be perpendicular to the two axes of rotation of the first coupling device and the second coupling device. The axes of rotation can, for example, be the axes of rotation of the side shafts of the transmission device, which transmit the rotational movement to the wheels of the motor vehicle. Ultimately, the axis of rotation can also be defined by the output shafts or the drive wheel or driven wheel of the respective coupling devices. The coupling devices can thus ultimately be arranged symmetrically with respect to the vehicle axle to which the coupling device is assigned. The output shafts, for example the side shafts Lens that lead to the wheels can be arranged parallel to the drive shafts of the drive devices, for example the electrical machines.

The first and second coupling devices can further be designed to move the first and second coupling elements towards each other when moving into the coupling state and away from each other when moving into the decoupling state. When moving into the coupling state, the two coupling elements can thus be moved towards one another, in particular in the direction of a center point which is arranged between the two coupling elements. If the two coupling elements are moved into the decoupling state by the first coupling device or the second coupling device, the two coupling elements move away from one another. The actuators, which are used to operate the first and second coupling devices or to move the first and second coupling elements, can here be arranged “outside” in relation to the drive wheels, i.e., arranged further away from the central plane than that Coupling elements.

According to a further embodiment of the coupling device, it can be provided that the first and second coupling devices are designed to move the first and second coupling elements independently or in a coordinated manner with one another. In principle, the individual actuators of the two coupling devices can move the coupling elements assigned to them freely from the other coupling device. This means that the first coupling element can be moved by the first coupling device, in particular by the first actuator, regardless of how the second coupling element is moved by the second coupling device, in particular by the second actuator, and vice versa.

This ultimately makes it possible to move the first coupling device into the coupling state or the decoupling state independently of the second coupling device and also to move the second coupling device into the decoupling state or the coupling state independently of the first coupling device. This allows the first drive device to be decoupled from the first wheel or to establish the coupling regardless of whether the second drive device is coupled to the second wheel or not. This means that the individual wheels can be decoupled or coupled independently of one another. Alternatively, it can be provided that the two coupling devices are operated in a coordinated manner. For example, a control device can be designed to move the first actuator and the second actuator in a coordinated manner, for example synchronously.

At least one of the two coupling devices can have a switching device coupled to the associated actuator, in particular a switching sleeve, which is coupled via an engagement element to a switching ring coupled to the coupling element. The switching device can therefore be designed as a switching sleeve or include one. The switching device may have or be coupled to an engagement element, which engagement element is coupled to a switching ring which is arranged on or connected to the coupling element.

The switching ring and the engagement element can be made in one piece with the respective components to which they are coupled. For example, the switching ring can be attached to the coupling element or the engagement element can be attached to the switching sleeve. The switching device can in particular comprise the switching ring and the engagement element, in particular together with switching plates, a sliding sleeve and the switching sleeve. Ultimately, the actuator can engage in a toothing of the switching sleeve via an output pinion and thus move the switching sleeve. The switching sleeve is in turn coupled to the switching ring by the engagement element, which can, for example, move a sliding sleeve that is arranged on the coupling element.

According to the invention it is provided that at least one drive wheel has at least one passage section through which at least one passage element of a coupling element engages. The coupling elements, for example the first coupling element or the second coupling element, can thus have pass-through elements which pass through the pass-through sections of the drive wheel. In particular, a first drive wheel can have a first pass-through section or a plurality of first pass-through sections, through which a first pass-through element of the first coupling element can grip. The first coupling element can have any number of first pass-through elements, with a first pass-through element being able to reach through a first pass-through section of the first drive wheel. Likewise, a second drive wheel can have a second pass-through section or a plurality of second pass-through sections, through which a second pass-through element of the second coupling element can grip. The second coupling element can have any number of second pass-through elements, with a second pass-through element being able to reach through a second pass-through section of the second drive wheel.

The pass-through elements are rod-like or finger-like and extend, for example, in the axial direction away from a base body of the coupling element. This allows, in particular, an actuation “from outside”, so that the movement generated by the respective actuator can be transmitted to the switching device, which engages with the pass-through element of the respective coupling element and thus moves it through the pass-through section and thereby shifts the position of the coupling element. As a result, the coupling elements can be brought into or out of engagement with the assigned coupling partners in order to adjust the coupling state accordingly.

The coupling device can further have at least one spring device which is designed to build up a restoring force in the event of a relative movement between a switching device and a coupling element. For example, the first coupling device has a first spring device and the second coupling device has a second spring device. If a relative movement occurs in the respective coupling device between the coupling element and the switching device, for example a relative movement between a switching ring and a sliding sleeve or a relative movement between a switching ring and the coupling element, the spring device can be deformed to build up the restoring force.

In particular, if a tooth-on-tooth position of the coupling element occurs, i.e. that the coupling element cannot be engaged directly because the teeth of the coupling element and the associated coupling partner rest against one another with their teeth in the axial direction, the spring device can be deformed. This allows the respective switching device to be moved directly into its end position, whereby in the tooth-on-tooth position a relative movement can occur between the switching device and the coupling element, which biases the spring device while building up the restoring force. This means that no monitoring of the position of the coupling element or a controlled movement of the coupling element has to be taken into account when a tooth-on-tooth position occurs. Instead, the movement can be carried out over the full circumference and the relative movement between the switching device and the coupling element can be generated when a tooth-on-tooth position occurs. Since the spring device is preloaded, when the tooth-on-tooth position is released, the coupling element moves into the end position while reducing the restoring force.

The coupling device can further have at least one damping device which is designed to dampen a relative movement between a coupling element and a switching device, in particular when the restoring force is reduced. As described, the relative movement can be permitted in order to move the switching device directly into an end position, so that when the tooth-on-tooth position occurs, the spring device is deformed and exerts a restoring force on the coupling element. If the tooth-on-tooth position is broken, the spring force is suddenly reduced, which can lead to a sudden “snapping” of the coupling element.

The damping device can dampen the relative movement, in particular the reduction in the restoring force, so that the “snapping” cannot be perceived as disturbing by users of the motor vehicle. The damping device in particular provides an air volume that is sealed by a seal. The damping device has a defined output for the air volume, which determines the flow of air out of the air volume during a relative movement. Depending on how the damping device is dimensioned, the reduction in the restoring force or the relative movement takes place in a more or less dampened manner. In particular, a compromise can be found between the fastest possible insertion movement and damping of the movement, so that acoustic impairments can be avoided.

In addition, the invention relates to a transmission device which comprises a previously described coupling device.

The transmission device can preferably have a gear, in particular a spur gear, as a drive element. Preferably, the transmission device can have a flange to a shaft to a wheel as an output element.

In addition, the invention relates to an electric axle drive which includes a previously described transmission device. The electric axle drive also has two electric motors. Each of the electric motors can be connected to a wheel via one of the two coupling devices. In particular, the power flow can go from the electric motor via a transmission, in particular a two-stage spur gear, and then via the coupling device and further via a drive flange to a shaft. The shaft is then connected or connectable to a wheel.

Due to its design, the electric axle drive has between an electric motor Tor and a wheel as the only gear a spur gear, in particular a two-stage spur gear. In other words, the electric axle drive is designed without differentials.

The power flows from the electric motors to the wheels are arranged mechanically independently of one another. Theoretically, one electric motor can transfer the full torque to “its” wheel and the other electric motor can stand still.

The invention further relates to a motor vehicle comprising such a transmission device or such an electric final drive. The motor vehicle has in particular two electrical machines that are arranged on the same axis of rotation. The two output shafts of the electrical machines point in particular in opposite directions or the output shaft of the first electrical machine points in the direction of the second electrical machine and the output shaft of the second electrical machine points in the direction of the first electrical machine. The electrical machines are arranged in particular parallel to the coupling devices of the coupling device assigned to them. Here, the output shafts of the electrical machines can be arranged parallel to the output shafts of the coupling devices, for example the side shafts.

All advantages, details and features that have been described in relation to the coupling device are completely transferable to the transmission device and the motor vehicle.

• 1 einen Ausschnitt eines Kraftfahrzeugs, umfassend eine Getriebevorrichtung mit einer Kopplungsvorrichtung; und
• 2 die Kopplungsvorrichtung des Kraftfahrzeugs von 1.

The invention is explained below using an exemplary embodiment with reference to the figures. The figures are schematic representations and show:

• 1 a section of a motor vehicle, comprising a transmission device with a coupling device; and
• 2 the coupling device of the motor vehicle 1 .

1 shows a schematic section of a motor vehicle 1 with a transmission device 2 and a coupling device 3. In this exemplary embodiment, the transmission device 2 has two electrical machines 4, 5 which are arranged on the same axis of rotation 6, the output shafts of the electrical machine 4, 5 being aligned in this way are that they point to the other electrical machine 4, 5. In the context of the following description, the terms “first” and “second” are chosen arbitrarily and can therefore be interchanged at will and the corresponding description can be transferred. The electrical machine 4 can thus be referred to as the “first electrical machine 4” and the electrical machine 5 as the “second electrical machine 5” or vice versa. The respective components of the coupling device 3 can also be referred to as “first” and “second”. The individual names are interchangeable.

In the in 1 In the illustration shown, the output shafts of the electrical machine 4, 5 are coupled to the coupling device 3 via a pre-translation. The coupling device 3 basically has a first coupling device 7 and a second coupling device 8. The first coupling device 7 provides a first drive wheel 9 and the second coupling device 8 provides a second drive wheel 10, which can be driven by the electrical machines 4, 5 via the corresponding pre-transmission. The two coupling devices 7, 8 are arranged symmetrically in this exemplary embodiment, for example on a central plane arranged between the two coupling devices 7, 8. The central plane can, for example, be perpendicular to the axis of rotation 6 or perpendicular to an axis of rotation of the coupling devices 7, 8, which in this exemplary embodiment are arranged parallel to the axis of rotation 6.

In this exemplary embodiment, the coupling devices 7, 8 are basically designed independently of one another to couple a first output element 11, in the case of the first coupling device 7, or a second output element 12, in the case of the second coupling device 8, or to cancel the coupling. In other words, the first coupling device 7 can establish or separate the coupling with the first output element 11 and the second coupling device 8 can establish or separate the coupling with the second output element 12. The output elements 11, 12 can, for example, each be connected to a side shaft and thus produce a torque transmission to a wheel of the motor vehicle 1.

2 shows a detailed schematic representation of the coupling device 3 according to an exemplary embodiment. Basically, the two coupling devices 7, 8 are designed symmetrically, so that the description of the first coupling device 7 can be transferred to the second coupling device 8 and vice versa. The first coupling device 7 has an actuator 13, which in this exemplary embodiment is designed as an electromechanical actuator. The actuator meshes, for example with an output pinion, in a toothing of a switching sleeve 14, which is coupled to a coupling element 16 via a switching device 15. The coupling element 16 has, for example, claw teeth and can be positively connected to the output element 11 be brought into engagement in order to establish the coupling state between the drive wheel 9 and the output element 11.

For this purpose, the switching device 15 has an engagement element 17 on the switching sleeve 14, which has switching plates which can be brought into contact with corresponding contact surfaces of a switching ring 18 in order to position the switching ring 18. The switching ring 18 is in turn in engagement with a sliding sleeve 19, which is arranged on the coupling element 16. The sliding sleeve 19 can also be an integral part of the coupling element 16 or the sliding sleeve 19 can be dispensed with by coupling the switching ring 18 directly to the coupling element 16. A spring device 20 is arranged between the switching ring 18 and the coupling element 16 or the sliding sleeve 19. The spring device 20 has at least one spring element which can exert a restoring force on the coupling element 16. If the actuator 13, for example, moves the switching sleeve 14 in the direction of the coupling state, that is, in the illustration shown, to the right towards the output element 11, the engagement element 17 moves the switching ring 18, which, for example via the sliding sleeve 19, moves the coupling element 16.

If a so-called tooth-on-tooth position occurs between the coupling element 16 and the output element 11, the actuator 13 can still move the switching sleeve 14 or the switching device 15 into their end position. Here, the spring element of the spring device 20 is pretensioned between the switching ring 18 and the coupling element 16, for example between the switching ring 18 and the sliding sleeve 19. If the tooth-on-tooth position is released, the coupling element 16 can snap into place, reducing the restoring force and relaxing the spring element of the spring device 20. The coupling device 7 additionally has a damping device 21, which can dampen the “snap-in movement”. This provides an air volume that is compressed by the snap-in movement of the sliding sleeve 19 and, depending on which opening the damping device 21 has, the snap-in movement is limited or dampened by the outflowing air flow. This can prevent a negative acoustic impact during the snap-in movement.

Analogous to the first coupling device 7, the second coupling device 8 ultimately has the same components. The second coupling device 8 has an actuator 13 ', which in this exemplary embodiment is designed as an electromechanical actuator. The actuator 13' meshes, for example with an output pinion, in a toothing of a switching sleeve 14', which is coupled to a coupling element 16' via a switching device 15'. The coupling element 16 'has, for example, a claw toothing and can be brought into positive engagement with the output element 12 in order to produce the coupling state between the drive wheel 10 and the output element 12.

For this purpose, the switching device 15' has an engagement element 17' on the switching sleeve 14', which has switching plates which can be brought into contact with corresponding contact surfaces of a switching ring 18' in order to position the switching ring 18'. The switching ring 18' is in turn in engagement with a sliding sleeve 19', which is arranged on the coupling element 16'. The sliding sleeve 19' can also be an integral part of the coupling element 16' or the sliding sleeve 19' can be dispensed with. A spring device 20' is arranged between the switching ring 18 'and the coupling element 16' or the sliding sleeve 19'. The spring device 20' has at least one spring element which can exert a restoring force on the coupling element 16'. If the actuator 13 'moves, for example, the switching sleeve 14' in the direction of the coupling state, that is, in the illustration shown, to the left towards the output element 12, the engagement element 17' displaces the switching ring 18', which, for example via the sliding sleeve 19' Coupling element 16 'moves.

If a so-called tooth-on-tooth position occurs between the coupling element 16' and the output element 12, the actuator 13' can still move the switching sleeve 14' or the switching device 15' into their end position. Here, the spring element of the spring device 20' is pretensioned between the switching ring 18 and the coupling element 16, for example between the switching ring 18' and the sliding sleeve 19'. If the tooth-on-tooth position is released, the coupling element 16' can snap into place, reducing the restoring force and relaxing the spring element of the spring device 20'. The second coupling device 8 additionally has a damping device 21 ', which can dampen the "snap-in movement". This provides an air volume that is compressed by the snapping-in of the sliding sleeve 19' and, depending on which opening the damping device 21' has, the snap-in movement is limited or dampened by the outflowing air flow. This can prevent a negative acoustic impact during the snap-in movement.

The coupling devices 7, 8 are basically designed to set the coupling state separately or independently of one another. For this purpose, the actuators 13, 13' can be energized independently. Ultimately, the coupling state for the first electric machine 4 and the second electric machine 5 can be determined independently of one another, or a first wheel, which is assigned to the first output element 11, can be determined independently of a second wheel, which is assigned to the second output element 12. can be coupled or decoupled and vice versa.

The two coupling devices 7, 8 also have passage elements 22, 22' on the coupling elements 16, 16 ', which pass through passage sections 23, 23' in the drive wheels 9, 10. This makes it possible for the drive wheels 9, 10 to be gripped and thus for an axial movement of the coupling elements 16, 16' to be carried out “from the outside” by the actuators 13, 13'.

The advantages, details and features shown in the exemplary embodiments can be transferred to one another in any way, interchangeable with one another and combined with one another.

Reference symbols

1

motor vehicle

2

Gear device

3

Coupling device

4, 5

electric machine

6

Axis of rotation

7, 8

Coupling device

9, 10

drive wheel

11, 12

output element

13, 13'

Actor

14, 14'

switching sleeve

15, 15'

Switching device

16, 16'

Coupling element

17, 17'

Intervention element

18, 18'

Switch ring

19, 19'

Sliding sleeve

20, 20'

Spring device

21, 21'

Damping device

22, 22'

Penetration element

23, 23'

Pass-through section

Claims (9)

Coupling device (3) for a transmission device (2) of a motor vehicle (1), which coupling device (3) has a first coupling device (7, 8) designed for selectively coupling a first drive element with a first output element (11, 12) and one for selectively coupling a second drive element with a second output element (11, 12) formed second coupling device (7, 8), wherein the first coupling device (7, 8) has a, in particular electromechanical, first actuator (13, 13 '), which is designed for this purpose to move a first coupling element (16, 16') of the first coupling device (7, 8) selectively into a coupling state and a decoupling state and wherein the second coupling device (7, 8) has a second actuator (13, 13'), in particular an electromechanical one. which is designed to selectively move a second coupling element (16, 16 ') of the second coupling device (7, 8) into a coupling state and a decoupling state, characterized in that at least one drive wheel (9, 10) has at least one passage section ( 23, 23 '), through which at least one pass-through element (22, 22') of a coupling element (16, 16') engages. Coupling device (3). Claim 1 , characterized in that the first and second coupling devices (7, 8) are arranged on the same axis of rotation (6), in particular symmetrically with respect to a central plane arranged between the first and second coupling devices (7, 8). Coupling device (3). Claim 1 or 2 , characterized in that the first and second coupling devices (7, 8) are designed to move the first and second coupling elements (16, 16 ') towards each other when moving into the coupling state and away from each other when moving into the decoupling state . Coupling device (3) according to one of the preceding claims, characterized in that the first and second coupling devices (7, 8) are designed to move the first and second coupling elements (16, 16') independently or in a coordinated manner. Coupling device (3) according to one of the preceding claims, characterized in that at least one coupling device (7, 8) is a switching device (15, 15'), in particular a switching sleeve (14, 14'), coupled to the actuator (13, 13'). , which is coupled via an engagement element to a switching ring (18, 18') coupled to the coupling element (16, 16 '). Coupling device (3) according to one of the preceding claims, characterized by a spring device (20, 20'), which is designed to build up a restoring force during a relative movement between a switching device (15, 15') and a coupling element (16, 16'). Coupling device (3). Claim 6 , characterized by a damping device (21, 21'), which is designed to dampen a relative movement between a coupling element (16, 16') and a switching device (15, 15'), in particular when the restoring force is reduced. Transmission device (2), comprising a coupling device (3) according to one of the preceding claims. Motor vehicle (1), comprising a transmission device (2) according to the preceding claim.

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