WO2021244913A1

WO2021244913A1 - Utility vehicle having a parking brake

Info

Publication number: WO2021244913A1
Application number: PCT/EP2021/064011
Authority: WO
Inventors: Sabine GATTINGER; Christian AICHER; Tobias Linke; Christian Kohrs; Thomas Reiter
Original assignee: Man Truck & Bus Se
Priority date: 2020-06-05
Filing date: 2021-05-26
Publication date: 2021-12-09
Also published as: DE102020114985A1

Abstract

The invention relates to a utility vehicle (10) with a rigid axle (1), comprising an axle gear (1.1) and at least one wheel drive shaft (1.2) as well as a parking brake (2). In order to increase the parking brake force of the parking brake or in order to be able to structurally downsize said parking brake, a parking lock (5a) is provided, by which a rotation of the rigid axle (1) of the utility vehicle (10) can be mechanically blocked in order to support the parking brake action of the parking brake.

Description

Commercial vehicle with a parking brake Description

The invention relates to a utility vehicle with a parking brake.

Parking brakes are used to prevent commercial vehicles from rolling away unintentionally. When engaged, the parking brake applies a permanent braking torque that prevents the wheels of the commercial vehicle from rotating. In the present case, a parking brake is understood to mean a device which is designed to prevent rotation of at least one wheel of the utility vehicle on the wheel itself in order to prevent the wheel from rolling and thus the utility vehicle from rolling away. In practice, spring-loaded parking brakes that can be released by means of compressed air are often used in commercial vehicles.

The document DE 103 24 723 B4 describes a spring-loaded parking brake for vehicles with an external power brake system, with at least one spring-loaded cylinder, which can be connected to a pressure medium source, in the released state of the parking brake with pressure from the pressure medium source via a supply valve and in the engaged state of the parking brake via the supply valve and a pressure relief line are connected to a pressure sink. The spring-loaded cylinder has a spring chamber with a spring and a pressure chamber which can be connected to the energy store and the pump via the valves and a supply line and pressure line and to the storage container via a pressure relief line. When the spring-loaded cylinder is depressurized, the spring presses the parking brake into the engaged position. To release the parking brake, the pressure stored in the energy store is passed into the pressure chamber of the spring-loaded cylinder, whereby the spring in the spring-loaded cylinder is compressed and the parking brake is released.

Parking brakes in today's commercial vehicles are increasingly reaching their limits due to the increasing requirements with regard to the required braking effect.

It is usually not easily possible to install larger-sized parking brakes, since the installation space in which the component would have to be accommodated is often exhausted. At the same time, larger-sized or more powerful parking brakes, and in particular larger-sized or more powerful spring-loaded parking brakes, are hardly available on the market. The object of the present invention is to provide a utility vehicle with a parking brake with which the disadvantages of known solutions can be avoided. The object of the invention is, in particular, to provide a more powerful braking effect when a utility vehicle is parked, preferably without the need for additional installation space for the parking brake.

This object is achieved with the features of claim 1. Advantageous embodiments and applications of the invention are the subject matter of the dependent claims and are explained in more detail in the following description with partial reference to the figures.

A basic idea of the invention is to apply the required parking brake force when the commercial vehicle is parked not only through the parking brake, but also through a mechanical lock on the axle, which can be activated in the parking mode, for example through a mechanical lock on the axle drive or the wheel drive shafts of the rigid commercial vehicle axle. This mechanical lock of the axle is implemented by a parking lock with a mechanical locking mechanism, which is provided in addition to the parking brake. Correspondingly, to increase the parking brake force, it is not necessary to make the parking brake structurally larger or the parking brake can be structurally smaller with the same parking brake force in order to free up valuable installation space for other units or components.

Accordingly, according to a general aspect of the invention, a utility vehicle is provided which, in a manner known per se, comprises a rigid axle and a parking brake. The rigid axle comprises an axle drive, preferably a differential gear, and at least one wheel drive shaft.

The parking brake can, for. B. be designed to permanently generate a braking torque in the engaged state that blocks or brakes at least one of the wheels of the commercial vehicle and brakes or prevents the commercial vehicle from rolling away. The parking brake is preferably designed to prevent rotation of at least one wheel of the utility vehicle on the wheel itself in order to prevent the wheel from rolling and thus the utility vehicle from rolling away.

According to the invention, the utility vehicle also includes a parking lock. The parking lock is a braking device that mechanically rotates the rigid axle of the commercial vehicle can be blocked. In other words, the rotation of the rigid axle can be blocked or prevented by the parking lock. The parking lock thus represents a braking device which is provided in addition to the parking brake in order to be able to generate an additional parking brake force. In contrast to the parking brake, the parking lock does not prevent the wheels from rotating on the wheel itself, but only indirectly via a mechanical blocking of at least one rotatable component of the rigid axle that is drivingly connected to the wheels of the rigid axle. In other words, the invention is based on the idea of generating a permanent braking effect for the parked or parked utility vehicle via the parking brake and the parking lock. The parking brake of the commercial vehicle can in this respect be supported by the use of the parking lock or combined with it.

As already stated above, by means of the proposed solution the achievable parking brake effect can be advantageously increased in comparison to the known solutions and / or the parking brake can optionally be dimensioned smaller. This offers inter alia. Cost advantages and advantages with regard to the required installation space or packaging advantages.

An increase in the parking brake effect by supporting the parking brake by means of the parking lock also leads to an increase in the operational safety of the commercial vehicle. Furthermore, the parking lock can also be used in an advantageous manner as a redundant anti-roll safeguard, which still provides a parking brake effect even in the event of the parking brake failing and in this respect also secures the utility vehicle from unintentional rolling away.

In an advantageous embodiment, the parking lock can be designed to mechanically block the axle drive, for example the axle differential, to prevent rotation when activated. For this purpose, the parking lock z. B. be designed to block gears or other rotating components of the final drive directly. The axle drive as a central component of the power transmission can in this respect be used in an advantageous manner to provide the parking brake effect.

In a further advantageous embodiment, the parking lock can additionally or alternatively be designed to mechanically block the at least one wheel drive shaft to prevent rotation when activated. This leads to a further increase in the operational safety of the commercial vehicle. Furthermore, the parking lock can thereby advantageously be positioned where there is unused space available in the utility vehicle. According to a further aspect, the parking lock can be actuated electrically for activation and deactivation. For example, the electrically operated parking brake can be controlled via electronic logic. In the event that the parking brake can also be operated electrically, e.g. B. in the form of an electropneumatic parking brake, it is also possible to control the overall function of both brake systems via an electronic logic. Furthermore, the distribution of the braking torque between the parking brake and the parking brake can be coordinated particularly easily.

According to a further aspect, when the parking brake is activated, the parking lock can always be activated, so that the braking forces add up. Correspondingly, the parking brake can be designed to be structurally smaller and installation space can be gained in the area of the parking brake. Or the parking brake force can be increased with the same structural dimensioning of the parking brake, since the parking lock always generates an additional parking brake force according to this aspect when the motor vehicle is parked and parked.

In a particularly preferred embodiment, the parking brake can be a pneumatic or electropneumatic parking brake, comprising at least one pneumatic spring brake cylinder.

The axle drive and the at least one wheel drive shaft of the rigid axle can be arranged in a rigid axle body. The wheels of an axle of the commercial vehicle can be connected to the rigid axle beam, for. B. be connected to each other via an axle bridge. The axle drive can, for. B. be designed as an axle transfer case, differential or differential. The axle drive can be drivingly connected to the wheels of the utility vehicle via at least one wheel drive shaft. In other words, the axle drive can be designed to transmit speed and torque, optionally by transforming the ratios of input and output values, between a main drive shaft of the utility vehicle and the at least one wheel drive shaft.

In a preferred embodiment, the parking lock for mechanical blocking of the rotation of the rigid axle comprises a locking receptacle which is non-rotatably attached to the axle drive or to a wheel drive shaft, an actuator and also a locking bolt, a locking linkage or a pawl. To mechanically block the rotation of the rigid axle, the actuator is a form-fitting connection between the locking receptacle and the locking bolt, the locking linkage or the locking pawl manufacturable. This enables a structurally particularly compact implementation of the mechanical locking mechanism and / or the parking lock. The term locking pawl should also generally include a locking member or a switching pawl. In this embodiment, particularly high braking torques can also advantageously be achieved. Furthermore, this embodiment has advantages in terms of operational safety.

For example, the pawl can be rotatably mounted about a bolt and can be brought into an engaged and disengaged position by means of the actuator, preferably by means of an axially displaceable locking bolt or ram of the actuator. In the engaged position, a nose of the pawl can engage in a locking receptacle for this purpose. The locking receptacle can be designed as a ratchet wheel (ratchet wheel) with several recesses of the ratchet wheel distributed over the circumference. The pawl prevents rotation of the locking receptacle when it is in engagement therewith. The pawl can also be designed as a pawl that can be displaced by the actuator.

It has already been stated above that the axle drive can comprise a differential gear. Further variants of the above embodiments are described below, in which the ratchet wheel is arranged non-rotatably either on a differential housing of the differential gear or on a wheel drive shaft and in which the pawl is designed to be pivotable or displaceable.

Thus, in one possible variant, the parking lock for mechanical blocking of the rotation of the rigid axle comprises a ratchet wheel arranged non-rotatably on a differential housing of the differential gear. The parking lock further comprises a pivotable pawl and an actuator for actuating the pawl, by means of which a positive connection between the ratchet wheel and the pawl can be established for mechanical blocking of the rotation of the rigid axle.

In a further possible variant, the parking lock for mechanical blocking of the rotation of the rigid axle in turn comprises a non-rotatably arranged ratchet wheel on a differential housing of the differential gear, a displaceable locking bolt, and an actuator for actuating the locking bolt, by means of which a positive connection between the ratchet wheel and the locking bolt can be produced. Thus, in a further possible variant, the parking lock for mechanically blocking the rotation of the rigid axle comprises a ratchet wheel arranged on the wheel drive shaft, a pivotable pawl, and an actuator for actuating the pawl, by means of which a positive connection between the Ratchet wheel and the pawl can be produced.

Furthermore, in a further possible variant, the parking lock for mechanically blocking the rotation of the rigid axle comprises a ratchet wheel arranged on the wheel drive shaft that is not rotating, a displaceable bolt, an actuator for actuating the locking bolt, by means of which a positive connection between the ratchet wheel for mechanically blocking the rotation of the rigid axle and the locking bar can be produced.

According to a further aspect of the aforementioned embodiments, the actuator can be designed as an electro-mechanical, electro-pneumatic or electro-hydraulic actuator. The actuator can optionally be designed as a motor or a reciprocating piston motor. Purely mechanical actuation of the actuator is also possible.

In further embodiments, it would also be possible to design the parking lock in such a way that it can produce a frictional connection with the rigid axle in order to block the rigid axle.

According to a further aspect, the utility vehicle can be a truck or a bus. In other words, the utility vehicle can be a motor vehicle which, due to its design and device, is designed to transport people, transport goods or pull trailers.

The preferred embodiments and features of the invention described above can be combined with one another as desired. Further details and advantages of the invention are described below with reference to the accompanying drawing. Show it:

Figure 1 is a highly schematic representation of a utility vehicle (partial view) according to an embodiment;

FIG. 2 shows a perspective view of the parking lock in the inserted state according to a further embodiment;

FIG. 3 shows a detailed view of the mode of operation of the parking lock from FIG. 2;

FIG. 4 shows the parking lock from FIG. 2 in the released state; FIG. 5 shows further detailed views of the functioning of the parking lock from FIG. 2;

FIG. 6 shows a perspective view of the parking lock in the inserted state according to a further embodiment;

FIG. 7 shows a front view of the parking lock of a utility vehicle according to the embodiment from FIG. 6;

FIG. 8 shows detailed views of the parking lock of a commercial vehicle according to a further embodiment; and

FIG. 9 shows detailed views of the parking lock of a utility vehicle according to a further embodiment.

Identical or functionally equivalent elements are denoted by the same reference symbols in all figures and in some cases are not described separately.

FIG. 1 shows a highly schematic representation of a utility vehicle 10 (partial view) according to one embodiment. The commercial vehicle 10 comprises a rigid axle 1, which has an axle drive 1.1 and two wheel drive shafts 1.2. The axle drive 1.1 is designed to transmit drive power between a drive shaft (not shown) of the commercial vehicle 10 and the two wheel drive shafts 1.2, at the end of which wheels 4 of the commercial vehicle 10 are arranged in a rotationally fixed manner. In the exemplary embodiment shown, the rigid axle is designed to rigidly connect the wheels 4 of an axle of the utility vehicle 10 to one another. The utility vehicle 10 can optionally also have further rigid axles 1 (not shown).

The utility vehicle also has a parking brake 2 and a parking lock 3.

The parking brake 2 of the utility vehicle 10 is used to generate a permanent braking torque when the utility vehicle is parked or parked, preferably to secure the utility vehicle 10 against rolling away and against theft on a slope or on level ground.

To activate the parking brake 2, the driver of the utility vehicle 10 z. B. a corresponding in the driver's cab of the commercial vehicle 10 arranged switch or a button (not shown). It is also conceivable that the parking brake is automatically activated when the utility vehicle 10 comes to a standstill or is parked. The parking brake In the exemplary embodiment shown, 2 is a pneumatic parking brake 2. In a further exemplary embodiment (not shown), the parking brake 2 can also be an electro-pneumatic parking brake. The pneumatic parking brake 2 comprises at least one pneumatic spring brake cylinder (not shown). Brake linings (not shown) of the commercial vehicle 10 are pressed against the brake disc (not shown) of the commercial vehicle 10 by means of spring force. In order to release the parking brake 2, compressed air is applied to a pressure chamber of the pneumatic spring brake cylinder. The pressure in the pressure chamber counteracts the spring force. If the resulting compressive force exceeds the spring force, the spring is compressed and the brake linings detach from the brake disc, so that the pneumatic parking brake 2 is also released.

In addition to the parking brake 2, which is known per se, the utility vehicle 10 has a parking lock 3 to support the parking brake action. The rotation of the rigid axle 1 of the commercial vehicle 10 can be mechanically blocked by means of the parking lock 3. In the embodiment shown, when the pneumatic parking brake 2 is activated, the parking lock 3 is also always activated. In the embodiment shown, the parking lock 3 can be actuated electrically via a switch (not shown) in the driver's cab of the commercial vehicle 10. The parking lock 3 is designed to mechanically block the axle drive 1.1 or the wheel drive shafts 1.2 to prevent rotation when activated. In Figure 1, therefore, two possible embodiments of the parking lock are shown, which is why the parking lock is shown twice in Figure 1, once as a parking lock, which is designed to directly mechanically block the wheel drive shafts 1.2 to prevent rotation and once as a parking lock, which is designed, directly to mechanically block the axle drive 1.1 to prevent rotation. Of course, these two embodiments can also be combined.

When the pneumatic parking brake 2 and the parking lock 3 are activated, braking forces are generated both by the pneumatic parking brake 2 and by the parking lock 3. The braking force of the pneumatic parking brake 2 and the parking lock 3 add up to a total braking force. The total braking force is greater than the braking force that is required to secure the utility vehicle from rolling away. By adding the braking forces of the pneumatic parking brake 2 and the parking lock 3, the pneumatic parking brake 2 can be made smaller. It is also conceivable to use the parking lock 3 as an anti-theft device or as an anti-roll device redundant to the parking brake 2. The proposed solution can generally be used in commercial vehicles, but in particular in trucks or buses, since especially in the latter, particularly high demands are made with regard to the required braking effect and the required operational safety.

Figures 2 to 9 show the parking lock 3 and partially its mode of operation, according to various embodiments 5a, 5b, 5c and 5d.

In all of the following embodiments 5a to 5d, the axle drive 1.1 comprises an axle differential which can be designed in a manner known per se. The parking lock is arranged in the area of the axle drive, which is explained below.

According to the embodiment shown in FIG. 2, the parking lock 5a comprises a ratchet wheel 5.1, a pawl 5.2 and an actuator 5.3.

The ratchet wheel 5.1 has several recesses 5.8 regularly distributed over the circumference on the outer circumference. In a further embodiment (not shown) the ratchet wheel 5.1 can, however, also have fewer or more recesses 5.8 or only one recess 5.8 or recesses 5.8 distributed irregularly over the outer circumference.

The ratchet 5.1 is rotatably arranged on the differential housing 5.6 of the differential gear, so that a relative rotational movement between the ratchet 5.1 and

Axle differential housing 5.6 is prevented. The differential bevel gears (not shown) of the axle differential are mounted on the axle differential housing. On the

Axle differential housing 5.6 is also arranged a power-transmitting crown gear 5.5, to which the drive power is transmitted from the engine and transmission.

The pawl 5.2 is rotatably fixed to the vehicle around a bolt 5.4, preferably on a frame or on a structure of the utility vehicle 10. The pawl 5.2 also has a nose 5.9. The nose 5.9 is designed to be able to engage positively in the recess 5.8 of the ratchet wheel 5.1.

In the embodiment shown, the actuator 5.3 is designed as an electric, preferably electromagnetic, reciprocating piston motor, by means of which a positive connection between ratchet wheel 5.1 and pawl 5.2 can be established to mechanically block the rotation of rigid axle 1. When the parking lock 5a is activated, a locking bolt 5.10 of the reciprocating piston motor is displaced axially in the direction of the locking pawl 5.2 and presses the io pivotably rotatably mounted pawl 5.2 in the direction of the ratchet wheel 5.1 until the nose 5.9 of the pawl 5.2 engages in the recess 5.8 of the ratchet wheel 5.1. In this locking division a rotation of the ratchet wheel 5.1, and thus of the axle differential housing 5.6 and thus indirectly also of the wheels 4, is prevented.

In other words, the parking lock 5a provides a braking force in the locking division, which the utility vehicle 10 in the manner already described, for. B. can secure from rolling away.

To release the parking lock 5a, the locking bolt 5.10 of the reciprocating piston motor is axially in the opposite direction, i. H. moved or retracted in the direction of the reciprocating engine. The nose 5.9 of the pawl 5.2 is no longer pressed into the recess 5.8 of the ratchet wheel 5.1 and the positive connection between the pawl 5.2 and ratchet wheel 5.1 is released. The rotation of the rigid axle 1 is no longer blocked as a result. The utility vehicle 10 is no longer z. B. secured against rolling away.

Fig. 3 shows another aspect of this embodiment of the invention. On the left in FIG. 3, the parking lock 5a was activated by a driver of the utility vehicle 10 on a slope. However, in the position of the ratchet wheel 5.1 shown, the nose 5.9 of the pawl 5.2 and a recess 5.8 of the ratchet wheel 5.1 are not directly opposite, so that the nose 5.8 cannot initially snap into a recess 5.8 of the ratchet wheel 5.1. The commercial vehicle 10 then begins to roll down the slope. The components of the drive train, and thus also the ratchet wheel 5.1, are set in a rotary motion. By choosing relatively small distances between the recesses 5.8 on the ratchet wheel 5.1, however, the commercial vehicle can only achieve relatively low speeds until a recess 5.8 and the nose of the ratchet wheel 5.1 are opposite and the nose 5.8 can snap into the recess 5.8 of the ratchet wheel 5.1 . The commercial vehicle 10 then comes to a standstill due to the braking force applied by the parking lock 5a.

Fig. 4 shows the parking lock 5a according to the embodiment already explained in the released position. 5 shows the mode of operation of the parking lock 5a according to the exemplary embodiment already explained, the positioning of the axle differential bearing 5.7 being additionally illustrated.

6 shows a parking lock 5b of a utility vehicle 10 according to a further embodiment. The parking lock 5b has the ratchet wheel 5.1 already described and the actuator 5.3 designed as a reciprocating piston motor. In contrast to that described in FIG Embodiment, however, the parking lock 5b does not have a pawl 5.2. Furthermore, a positive connection to the ratchet wheel 5.1 can be established by means of the actuator 5.3 for mechanically blocking the rotation of the rigid axle 1. When the parking lock 5b is activated, a locking bolt 5.10 is axially displaced by the reciprocating piston motor 5.3 in the direction of the locking wheel 5.1 until the locking bolt 5.10 engages positively in one of the recesses 5.8 of the locking wheel 5.1. A rotation of the axle differential housing 5.6 is blocked in the locking pitch (see also Fig. 7) via a vehicle-mounted mounting of the reciprocating engine and the form fit between the locking bolt 5.10 of the reciprocating engine and the ratchet wheel 5.1, which is non-rotatably arranged on the axle differential housing 5.6. In this locking division, the parking lock 5b in turn provides a braking force that the utility vehicle 10 in the manner already described z. B. can secure from rolling away.

To release the parking lock 5b, the locking bolt 5.10 of the reciprocating engine is moved in the opposite direction, i.e. H. moved or retracted in the direction of the reciprocating engine, so that the positive connection to the ratchet wheel 5.1 is released.

The embodiment 5c shown in FIG. 8 differs from the embodiment shown in FIG. 2 in the arrangement of the ratchet wheel 5.1. In contrast to the embodiment shown in FIG. 2, the ratchet wheel 5.1 is non-rotatably arranged on the wheel drive shaft 1.2 near an axle differential bearing (not shown). In Fig. 8 on the left shows the parking lock 5c in the locking division. 8 on the right also shows the parking lock 5a in the locking division, with the illustration of an essential component for better clarity being omitted. In the locking division, the parking lock 5a in this embodiment prevents the rotation of the wheel drive shaft 1.2.

The embodiment 5d shown in FIG. 9 also differs from the embodiment shown in FIG. 6 in the arrangement of the ratchet wheel 5.1. In contrast to the embodiment shown in FIG. 2, the ratchet wheel 5.1 is non-rotatably arranged on the wheel drive shaft 1.2 near an axle differential bearing (not shown). Fig. 9 left and right show the parking lock 5b each in the locking division. In the locking division, the parking lock 5b in this embodiment prevents the rotation of the wheel drive shaft 1.2. List of reference symbols

1 rigid axle

1.1 axle drive

1.2 wheel drive shaft

2 parking brake

3, 5a, 5b, 5c, 5d parking lock 4 wheel

5.1 Ratchet wheel

5.2 pawl

5.3 actuator

5.4 bolts

5.5 power-transmitting crown gear

5.6 axle differential housing

5.7 Axle differential bearings

5.8 recesses

5.9 nose

5.10 locking bar 10 commercial vehicle

Claims

1. Commercial vehicle (10), comprising: a rigid axle (1), having an axle drive (1.1) and at least one Radan drive shaft (1.2); a parking brake (2); and a parking lock (3; 5a; 5b), by means of which rotation of the rigid axle (1) of the commercial vehicle (10) can be mechanically blocked.

2. Commercial vehicle (10) according to claim 1, characterized in that the parking lock (3; 5a; 5b) is designed to mechanically block the axle drive (1.1), for example an axle differential, to prevent rotation when activated.

3. Commercial vehicle (10) according to claim 1 or 2, characterized in that the parking lock (3; 5a; 5b) is designed to mechanically block the at least one Radan drive shaft (1.2) to prevent rotation when activated.

4. Commercial vehicle (10) according to one of the preceding claims, characterized in that the parking lock (3; 5a; 5b) for activation and deactivation can be electrically operated bar.

5. Commercial vehicle (10) according to one of the preceding claims, characterized in that the parking brake (2) a) is a pneumatic or electropneumatic parking brake (2), comprising at least one pneumatic spring brake cylinder; and / or b) is designed to prevent rotation of at least one wheel (4) of the commercial vehicle (10) on the wheel (4) itself in order to prevent the wheel (4) from rolling and thus the commercial vehicle (10) from rolling away.

6. Commercial vehicle (10) according to one of the preceding claims, characterized in that when the parking brake (2) is activated, the parking lock (3; 5a; 5b) is always activated, so that the braking forces add up.

7. Commercial vehicle (10) according to one of the preceding claims, characterized in that the parking lock (3; 5a; 5b) for mechanically blocking the rotation of the rigid axle (1) comprises:

- A non-rotatably attached to the axle drive or a wheel drive shaft Verriege treatment receptacle (5.1); - a locking bolt (5.10), bolt linkage or locking pawl (5.2), and

- An actuator (5.3), by means of which a positive connection between the locking receptacle (5.1) and the locking bolt (5.10), the locking linkage or the locking pawl (5.2) can be made to mechanically block the rotation of the rigid axle (1).

8. Commercial vehicle (10) according to one of the preceding claims, characterized in that the axle drive (1.1) comprises a differential gear.

9. Commercial vehicle (10) according to claim 8, characterized in that the parking lock (5a) for mechanically blocking the rotation of the rigid axle (1) comprises:

- One on a differential housing (5.6) of the differential gear (1.1) non-rotatably arranged ratchet wheel (5.1);

- A pivotable pawl (5.2); and

- An actuator (5.3) for actuating the pawl, by means of which a positive connection between the ratchet wheel (5.1) and the pawl (5.2) can be established to mechanically block the rotation of the rigid axle (1).

10. Commercial vehicle (10) according to claim 8, characterized in that the parking lock (5b) for mechanically blocking the rotation of the rigid axle (1) comprises:

- One on a differential housing (5.6) of the differential gear rotatably arranged th ratchet wheel (5.1);

- a sliding locking bar (5.10),

- An actuator (5.3) for actuating the locking bolt (5.10), by means of which a positive connection between the ratchet wheel (5.1) and the locking bolt (5.10) can be established for mechanical blocking of the rotation of the rigid axle (1).

11. Commercial vehicle (10) according to claim 8, characterized in that the parking lock (5c) for mechanically blocking the rotation of the rigid axle (1) comprises:

- A ratchet wheel (5.1) arranged non-rotatably on the wheel drive shaft (1.2);

- A pivotable pawl (5.2); and

12. Commercial vehicle (10) according to claim 8, characterized in that the parking lock (5d) for mechanically blocking the rotation of the rigid axle (1) comprises: - A ratchet wheel (5.1) arranged in a rotationally test manner on the wheel drive shaft (1.2);

- a sliding locking bar (5.10),

13. Commercial vehicle (10) according to one of claims 7 to 10, characterized in that the actuator (5.3) is designed as an electro-mechanical, electro-pneumatic or electro-hydraulic actuator, preferably a motor, more preferably a reciprocating piston motor.

14. Commercial vehicle (10) according to one of the preceding claims, characterized in that the commercial vehicle (10) is a truck or bus.