Construction machinery and / or industrial trucks and their drive units

Abstract

The present invention relates to a drive device for construction machinery and / or industrial trucks, having an electric motor, a transmission, a brake, and a cooling device with at least one cooling circuit for cooling the electric motor and the brake, wherein the electric motor and the brake have directly adjacent motor internal chambers and brake chambers, which chambers face a common end face of a cooling flange, and the cooling flange is cooled by an end face part of the cooling circuit of the cooling device.

Description

Technical Field

[0001] The present invention relates to a drive device for construction machinery such as a crane and / or an industrial truck, comprising an electric motor, a transmission, a brake, and a cooling device having at least one cooling circuit for cooling the electric motor and the brake. The present invention also relates to a construction machine and an industrial truck equipped with such a drive device.

Background Art

[0002] In construction machinery such as cranes, cable excavators, diaphragm wall cutters, or deep hole drills, and industrial trucks, a hydraulic drive unit is often used to drive a functional unit or a working unit such as a winch or a drill. Such a drive unit always includes, in addition to a drive motor, a transmission in the form of, for example, a planetary gear, and a brake for braking and / or holding the working unit. Although a hydraulic motor can be easily cooled by the flow of hydraulic oil, a brake integrated with the drive unit may be difficult to cool and may not require cooling. For example, in the currently used hydraulic winches of cranes and cable excavators, in most cases, the brake chamber and the brake are not actively cooled. However, when brake cooling is required, an oil circulation cooling system can be used, in which case the resistance loss due to the rotation of the brake disc increases.

[0003] However, recently, for various reasons such as improving the efficiency of electric motors and simplifying control systems, the drive devices of such working units of construction machinery and industrial trucks have been electrified. Using a very compact electric drive with a high-speed electric motor and at least one gear stage, the input speed is significantly improved compared to typical hydraulic drives. As a result, the brake end speed also increases significantly, and the heat loss in the brake chamber further increases. Especially in the case of multi-disc brakes, when the brake is released, the gap between the rotating brake discs becomes only a fraction of a millimeter, and very large thermal energy is generated by oil shear in the release gap. As the peripheral speed of the brake disc increases, the energy loss generated also increases, and particularly in high-speed electric motors, a high thermal load occurs. These losses should be dissipated efficiently with the help of a cooling system, making it as cost-effective as possible.

[0004] In this case, from the experience of brake overheating, it is known that high-speed brakes that are easily immersed in an oil bath must always be regarded very critically with respect to their thermal balance. In addition, typical recirculating oil cooling systems have significant drawbacks with respect to the high efficiency losses caused by the high peripheral speed of the rotating brake discs and are only suitable for high-speed drives within a limited range.

[0005] From patent document DE 20 2019 101 918 U1, a cooling device for the drive device of a tunnel boring machine is known. In this cooling device, in order to better cool a usually very long transmission in a tunnel boring machine, a separate heat exchanger module in the form of an annular body is arranged between two transmission sections or stages. The ring-shaped heat exchanger module is penetrated by a gear shaft that connects planetary gear stages arranged on both sides of the heat exchanger module.

[0006] From patent document DE 10 145 521 A1, a cooling device for an electric motor is further known, in which a hollow cylindrical heat exchanger is seated on the outer periphery of the stator (stator). In this case, since the internal cross-section of the cooling flow path penetrating the heat exchanger is circular, the cooling flow path can be kept clean during motor operation by cleaning balls in the cooling water, and the function of the motor cooling system can be maintained.

[0007] Furthermore, Patent Document DE 10 2010 054 028 B4 shows a geared motor device comprising a plurality of electric motors, a transmission, and an adapter arranged therebetween. In this geared motor device, a coolant flow path is configured in an adapter flange of the adapter in order to collect coolant flows from the plurality of electric motors.

SUMMARY OF THE INVENTION

[0008] In contrast, an object of the present invention is to provide an improved drive device of the above type that avoids the drawbacks of the prior art and further develops the prior art in a preferred manner, as well as an improved construction machine and industrial truck equipped with such a drive device. In particular, it is to achieve efficient and sufficiently powerful cooling of the electric motor and the brake both without suffering excessive resistance losses during high-speed operation and without incurring the risk of overheating.

[0009] According to the present invention, the above object is achieved by the drive device according to claim 1 and the construction machine or industrial truck according to claim 20. Preferred embodiments of the present invention are the subject matter of the inventions according to the dependent claims.

[0010] Therefore, it has been proposed to cool the brake and the electric motor from a common end face where the electric motor and the brake are in contact with each other. Preferably, the brake is directly attached to the interface of the electric motor so that the brake and the electric motor can be cooled together. According to the present invention, the drive device is characterized in that the electric motor and the brake have directly adjacent motor internal chambers and brake chambers, and these chambers face a common end face of a cooling flange, and this cooling flange is cooled by an end face part of a cooling circuit of a cooling device. The brake chamber and the motor internal chamber are separated, and due to the common end face of the cooling flange extending in the lateral direction with respect to the rotation axis of the electric motor, the cooling device can efficiently reach the heat from both chambers to the end face part of the cooling circuit, so that heat can be efficiently removed from both the motor internal chamber and the brake chamber.

[0011] Thanks to the brake chamber and the end face cooling of the electric motor, by increasing the flow rate of the cooling medium in the cooling circuit of the electric motor, thermal energy can be very easily dissipated from the brake chamber without additional design effort. That is, a faster braking speed can be achieved, and thermal control can be very simple and efficient.

[0012] As a further development of the present invention, the brake chamber can be directly contacted with the cooling flange without providing a further intermediate flange. In particular, the brake can be directly flanged to the end face of the electric motor, and the brake chamber can be brought into contact with the end face housing wall of the electric motor without a further intermediate flange. The end face housing wall of the electric motor can form the cooling flange.

[0013] Preferably, the common end face of the cooling flange for cooling the brake and the electric motor can fluid-tightly or oil-tightly separate the brake chamber and the motor internal chamber from each other, or can form a fluid-tight partition between the brake chamber and the motor internal chamber, thereby preventing the overflow of oil from the brake chamber to the electric motor. When the brake is arranged on the driving side of the motor, the cooling flange can be sealed to the motor shaft by a shaft seal element.

[0014] Thus, the brake can have a brake housing with an open end face, and by seating the open end face on the cooled end face of the motor housing, the cooled end wall of the motor housing can cool the brake chamber.

[0015] In principle, it is also possible for the electric motor and the brake to have a common housing, forming the intended device, in which case the motor internal chamber and the brake chamber are configured separately from each other, and an integral intermediate wall between the brake chamber and the motor internal chamber forms the cooling flange.

[0016] However, as an alternative further development of the present invention, the electric motor and the brake can have separate housings and / or can form separate, assembled assemblies, which can be arranged with their end faces facing each other or can be attached to each other with their end faces facing each other, whereby the brake chamber is in direct contact with the end wall portion of the motor internal chamber or the electric motor housing.

[0017] In this case, the brake housing can be part of a transmission housing that also houses the transmission, or, preferably, together with the transmission housing, can form a brake / transmission housing module in which the brake chamber forms a separate, particularly hydraulically separated space. However, depending on the arrangement of the brake, the brake may have an independent brake housing, and the transmission may have an independent gear housing.

[0018] Preferably, the drive device can have a modular structure, and at least the electric motor, the brake, and the transmission can each form an independent assembled assembly, and these assembled assemblies can be detachably attached to each other to jointly form the drive device. As a further preferred development of the present invention, the brake and the transmission can each form an independent assembled assembly. In this case, the electric motor, the brake and the transmission each form an independent assembled assembly, and all three of them can be axially attached to each other.

[0019] Preferably, in this case, the brake module and the transmission module can have corresponding end face connection contours and / or end face fixing means, so that, optionally, the transmission module can be directly attached to the end face of the electric motor without a brake, or, optionally, the transmission module can be attached to one end face of the brake module and the other end face of the brake module can be attached to the end face of the electric motor. In this way, the drive device consisting of the electric motor and the integral transmission can be selectively operated regardless of the presence or absence of a brake.

[0020] As a further preferred development of the present invention, the brake can be arranged on the output side of the electric motor. In particular, the brake can be sandwiched between the end face of the electric motor and the input side of the transmission, and the electric motor, the brake and the transmission can be arranged coaxially and / or axially one behind the other. In this case, the motor output shaft can extend into the transmission through the brake or extend to the transmission in order to be connected to the transmission input element in a torque transmission manner. Brake elements such as brake disks can be seated coaxially on the motor output shaft, the rotating brake disk can be connected to the output shaft so as to be rotatable, and the stationary brake disk can be attached to the brake housing in a rotationally stationary manner (rotatorisch stehend).

[0021] However, as another further development of the present invention, the brake can also be attached to the B side of the electric motor, i.e., the end face of the electric motor opposite to the output shaft. In this case, the electric motor can be sandwiched between the transmission and the brake, and the brake, the electric motor, and the transmission can also be arranged coaxially and / or axially one behind the other.

[0022] To further cool the brake, in addition to the cooling flange between the electric motor and the brake, a further flange cooler can be attached, in particular to the end face of the brake remote from the electric motor. The flange cooler can preferably extend transversely with respect to the rotational axis of the electric motor and / or the rotational axis of the brake, and, similar to the cooling flange between the electric motor and the brake, the brake elements of the brake can be arranged between the cooling flange and the flange cooler, for example in the form of brake plates or a brake stator and a brake rotor. Thereby, heat can be removed from both end faces of the brake.

[0023] In principle, the additional flange cooler can be supplied with coolant from a separate cooling circuit. However, as an alternative further development of the invention, the flange cooler and the cooling flange can be supplied with coolant from the same cooling circuit, for example, a diverter or a diverter and / or a splitter can be provided at the inlet of the cooling circuit to the cooling flange to divert the cold coolant upstream of the cooling flange for the flange cooler. However, in principle, the coolant can also be passed through the cooling flange and the flange cooler in series. However, by supplying the coolant to the cooling flange and the flange cooler in parallel or independently, there is the advantage that the brakes on both sides are cooled more strongly and the cooling performance of the brakes and the electric motor is easier to control.

[0024] As a preferred further development of the present invention, the cooling device can individually control the coolant quantity in the cooling flange between the electric motor and the brake chamber and the coolant quantity in the flange cooler of the brake, which enables individual adjustment of the combined cooling capacity of the electric motor and the brake and the cooling capacity of the brake via the flange cooler. In particular, this is to enable them to be set independently of each other, either large or small.

[0025] For example, the control device of the cooling device can be composed of a controllable or adjustable diverter, which supplies the coolant quantity coming from the supply line to the cooling flange and the flange cooler in various adjustable ratios.

[0026] Alternatively, or additionally, the control device for controlling the cooling capacity in the cooling flange and the flange cooler can also be composed of a pump with an adjustable delivery volume. For example, a pump with an adjustable pump speed can be used.

[0027] Such an adjustable pump can supply coolant to the cooling flange and the flange cooler as required. In some cases, in conjunction with the diverter, it can change the total coolant quantity and variably adjust the ratio of the coolant quantity reaching the flange cooler and the cooling flange.

[0028] Alternatively, or additionally, preferably a plurality of pumps with adjustable delivery volumes can be used, one of which can supply the cooling flange and the other can supply the flange cooler of the brake.

[0029] In this case, the control device of the cooling device can preferably cooperate with a temperature detection device, which can detect at least one temperature and provide corresponding temperature signals, such as the temperature signal of the cooling flange between the motor internal chamber and the brake chamber, and / or the temperature signal of the oil bath of the brake, and / or the temperature signal of the brake chamber, and / or the temperature signal of the brake element. Alternatively, or additionally, the temperature detection device can also detect the temperature of the electric motor, and / or the temperature of the motor internal chamber, and / or the temperature of the stator and / or rotor of the electric motor.

[0030] Preferably, the temperature detection device can be composed of a plurality of temperature sensors that can detect at least one temperature of the electric motor and also detect at least one temperature of the brake.

[0031] The control device can be configured to control and appropriately adjust the coolant volume and / or coolant distribution depending on at least one temperature signal. In particular, depending on the temperature of the motor and / or depending on the temperature of the brake, in order to adjust the cooling capacity of the cooling flange and / or the flange cooler based on the detected temperature, especially when the temperature of the motor and / or the brake rises, in order to more strongly cool the cooling flange between the motor internal chamber and the brake internal chamber and / or in order to more strongly cool the flange cooler, the flow rate can be changed and adjusted by means of the diverter and / or by changing the pump speed and / or the coolant supply temperature.

[0032] When the temperature rise is different, different adjustments can also be made. For example, when the temperature of the motor becomes higher than the temperature of the brake, the control device can change the amount of coolant so as to more strongly cool the cooling flange between the motor and the brake and not more strongly cool the flange cooler. On the other hand, when the temperature of the brake rises more than the temperature of the motor, for example, the flange cooler can be more strongly cooled and the cooling temperature of the cooling flange between the motor and the brake can be maintained.

[0033] As a further preferred development of the present invention, the electric motor can be configured as an axial flux machine (axial flux motor). In such a radial flux motor, the magnetic flux between the stator and the rotor runs substantially parallel to the rotation axis of the motor, and the stator and the rotor can be configured in the shape of disks spaced apart from each other in the axial direction. Such an axial flux machine not only has a very flat and compact design, features low power consumption and high torque, but also offers advantages with respect to the proposed end face cooling. In particular, since the cooling flange between the motor internal chamber and the brake chamber can realize a large and efficient cooling surface, such an axial flux machine can be efficiently cooled.

[0034] In particular, the axial flux machine can be designed in a stator-rotor (stator-rotor), stator-rotor-stator, or stator-rotor-stator-rotor-stator configuration. In these designs of the axial flux machine, since the contact surface or the opposing surface between the stator and the end face of the plate cooler is very large, there is an advantage that the end face plate cooler, particularly the aforementioned cooling flange between the brake chamber and the motor internal chamber, can be used for cooling the stator of the motor.

[0035] When the axial flux machine is designed in a stator-rotor configuration, the brake is preferably arranged on the end face of the electric motor on the stator side.

Brief Description of the Drawings

[0036] Hereinafter, the present invention will be described in more detail with reference to preferred embodiments and related drawings. The following contents are shown in the drawings.

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0037] As shown in the figure, the drive device 1 is composed of an electric motor 2, a brake 3, and a transmission 4, which are arranged coaxially with each other, and in particular, one can be attached behind the other in the axial direction. Since the components, namely the electric motor 2, the brake 3, and the transmission 4, can each form an independent assembled assembly, the drive device 1 has a modular structure as a whole. In this case, the brake 3 and the transmission 4 may be combined to form a common assembly, and this assembly may be composed of a common brake / gear housing 5. A brake chamber 6 for the brake 3 may be formed in the brake / gear housing 5. Preferably, in order to supply different lubricating oil levels to the transmission chamber 7 and the brake chamber 6 as described later, it may be separated and / or sealed from the transmission chamber 7.

[0038] However, instead, the brake 3 and the transmission 4 can be configured with separate housings that are attached with their end faces together in the form of a transmission housing 5 and a brake housing 8.

[0039] In this case, since the brake 3 is directly attached to the end face interface of the electric motor 2, the brake chamber 6 will be in direct contact with the end face housing wall of the electric motor 2 (see FIGS. 1 to 3). In particular, the brake chamber 6 is in direct contact with the end face housing wall of the electric motor 2 without passing through an intermediate flange. In this case, the end face housing wall of the electric motor 2 forms a cooling flange 9, and one or more coolant flow paths 10 pass through this cooling flange 9, and the coolant from the cooling circuit 11 can flow through the cooling flange 9 to cool the end face housing wall.

[0040] As shown in the figure, the electric motor 2 can preferably be configured as an axial flux machine. In this case, the stator and the rotor disk can be arranged axially one behind the other in the longitudinal direction 12 of the motor shaft 13, and the magnetic flux between the stator and the rotor is substantially parallel to the longitudinal direction 12. In particular, such an electric motor 2 configured as an axial flux machine can be composed of at least two stators 14, with at least one rotor 15 sandwiched between them. This rotor 15 is fixedly connected to the motor shaft 13 and is rotatable.

[0041] As shown in the figure, in order to cool the rotor-stator package of the electric motor 2 from the opposite end face, the stator-rotor package of the electric motor 2 can be surrounded by two cooling flanges 9, 16 at the opposite end faces. In this case, the coolant can flow through the two cooling flanges 9, 16 in series. However, as another preferred further development of the present invention, the two cooling flanges 9, 16 can also be connected in parallel. In this case, the coolant inlet 17 is divided upstream of the two cooling flanges 9, 16, and the cold coolant flows evenly through both cooling flanges 9, 16 and then recombines at the coolant outlet 18 (see FIGS. 1 to 6).

[0042] By coupling the brake chamber 6 to the end face of the electric motor 2 without an intermediate flange, the cooling flange 9 that can extend transversely to the longitudinal direction 12 of the motor shaft 13 at the end face and form the end face housing wall of the motor housing cools not only the motor internal chamber 19 of the motor housing 20 and the rotor-stator package disposed therein, but also the brake chamber 6 and the brake element 21 disposed therein.

[0043] The brake 3 can particularly have a brake disk as the brake element 21, and one set of the brake disks can be fixed and rotatable on the motor shaft 13 or the input shaft of the transmission that is connected thereto and rotatable, while the second set of brake disks can be attached to the brake housing 8. In this case, the brake plates 21 can be axially pressed against each other or, conversely, axially opened in a manner known per se, and in order to pretension the brake plates 21 in the engaged position of the brake, a pretensioning device in the form of a spring, for example, can be provided in a manner known per se. The brake can be released against the spring preload by a suitable actuator such as a pressure medium cylinder or a magnetic actuator.

[0044] As shown in FIGS. 1 to 3, the cooling flange 9 separates the brake chamber 6 from the motor internal chamber 19, particularly in a hydraulic sealing manner, and the sealing element 22 can seal the cooling flange 9 against the motor shaft 13. The seal element 22 can in particular be a shaft seal ring of the electric motor 2.

[0045] The brake chamber 6 can be sealed against the transmission chamber 7 by a further seal element 23 provided on the end face remote from the electric motor 2, and this seal element 23 can also be a shaft seal ring that seats on the motor shaft 13 or the input shaft 13 of the transmission 4 and seals the motor shaft 13 or the input shaft 13 of the transmission 4 against the end face flange of the gear housing 5.

[0046] By separating the brake chamber 6 in an oil-tight manner, the oil supply of the brake 3 can be designed separately, the oil level in the brake chamber 6 can be adjusted separately from the oil level of the transmission 4, and thereby the resistance loss due to the rotating brake disk can be reduced. In particular, the oil level in the transmission chamber can be set at a different level from the oil level in the brake chamber. For example, the brake chamber 6 can be filled with oil up to about half the height of the motor shaft or the height level (see FIG. 1).

[0047] In principle, the transmission 4 can have various designs and is composed of one or more gear stages. In order to obtain a sufficient reduction ratio for a high-speed electric motor, for example, the transmission 4 can be configured as a planetary gear and can have a plurality of planetary stages. For example, the motor shaft or the input shaft of the transmission rotatably connected thereto can drive the sun gear of the first planetary stage, and the sun gear of a further planetary stage can be connected to the planetary carrier. Other connections of the planetary gear stages are possible in the same way as other designs of gear stages such as spur gear stages.

[0048] In order to cool the brake 3 more powerfully, in addition to the cooling flange 9 between the brake 3 and the electric motor 2, a further cooling element or heat exchange element for cooling the brake 3 can be provided, and this cooling element can be configured, for example, in the shape of a flange cooler 24. This flange cooler 24 can be arranged on the end face of the brake chamber 6 away from the electric motor 2 (see Fig. 2).

[0049] By providing such an additional flange cooler 24 on the end face of the brake 3 away from the electric motor 2, heat can be removed from the end face on the opposite side of the brake 3. In particular, the brake element 21 that can be sandwiched between the cooling flange 9 and the flange cooler 24 can be cooled from the opposite end face.

[0050] As a preferred further development of the present invention, in order to efficiently introduce the heat from the stationary brake disk package into the flange cooler 24, a stationary brake element in the form of a stationary brake disk package, for example, can be attached to the flange cooler 24 having a sufficiently large contact surface. Alternatively, or additionally, the flange cooler 24 can be immersed in the oil bath of the brake 3 to cool the oil bath.

[0051] The cooling device 25 for cooling the brake 3 and the electric motor 2 may preferably include a control device 26 for variably adjusting the flow rate and / or the coolant flow temperature, and this control device 26 may include a controller for controlling the flow rate and / or the coolant flow temperature.

[0052] As shown in the figure, a temperature detection device 32 capable of detecting the temperature at at least one location of the drive device 1, for example, the temperature of the electric motor 2 and / or the temperature of the brake 3, can be provided.

[0053] Preferably, the temperature detection device 32 is composed of at least two temperature sensors 30, 31. On the one hand, it measures the temperature of the electric motor 2, and on the other hand, it measures the temperature of the brake 3. For example, the temperature sensor 30 can detect the temperature of the motor internal chamber 19. For example, the other temperature sensor 31 can measure the temperature of the brake chamber 6 and / or the temperature of the oil bath of the brake 3.

[0054] The control device 26 is preferably configured to control or adjust the flow rate and / or the coolant flow temperature depending on the temperature signals from the temperature detection device 32, in particular depending on the temperature signals from the two temperature sensors 30, 31.

[0055] As shown in FIG. 3, depending on the detected temperature (EN), the control device 26 can control the pump 29, which is controllable with respect to the delivery volume, to increase or decrease the flow rate depending on whether the detected temperature exceeds a threshold value or, in some cases, falls below the same or a different threshold value.

[0056] Alternatively or additionally, the control device 26 controls the diverter 28, which is controllable according to the detected temperature (EN), to change the flow rate ratio, describing on the one hand the amount of coolant flowing into the electric motor 2 or the cooling flange 9 and on the other hand the amount of coolant flowing into the additional flange cooler 24, or defining the ratio of these two amounts of coolant. As shown in FIG. 3, the diverter 28 divides the total coolant volume sent from the pump 29 into two partial flows, directing one partial flow towards the coolant inlet 17 that supplies the cooling flange 9 between the electric motor 2 and the brake 3, and the other partial flow towards the coolant inlet 27 that supplies the additional flange cooler 24.

[0057] As shown in FIG. 3, the cooling flange 9 of the electric motor 2 and the additional flange cooler 24 of the brake 3 are connected in parallel so that the cold cooling fluid flows equally. On the outlet side, the heated partial coolant flow is recombined and returned to the system tank.

[0058] As shown in FIG. 4, the brake 3 can also be attached to the B side of the electric motor 2, and the brake 3 can be flange-connected to the end face of the electric motor 2 by the brake housing 8.

[0059] In particular, the brake 3 can be attached to the B side of the electric motor 2 such that the end face of the cooling flange 16 of the electric motor 2 is in direct contact with the brake chamber 6 without an additional intermediate flange for cooling the brake chamber 6 from the end face of the electric motor 2.

[0060] Also, when the brake 3 is attached to the B side of the electric motor 2, an additional flange cooler 24 can be assigned to the brake 3, and this flange cooler 24 can be attached to the side away from the electric motor 2 (see FIG. 5). Preferably, the flange cooler 24 is connected in parallel to the cooling flanges 9, 16 of the electric motor 2 and can be supplied in the manner described above via a diverter 28 and a pump 29 with controllable delivery volume so that the cooling capacity between the region of the brake 3 and the region of the electric motor 2 can be adjusted in the required manner.

[0061] As shown in FIG. 6, the modular design of the drive device 1 also allows a configuration without a brake, in which case the transmission 4 can be attached directly to the end face of the electric motor 2, for example, by flange connection of the motor housing 20 and the gear housing 5 (see FIG. 6).

Claims

1. A drive device for construction machinery and / or industrial trucks, comprising: an electric motor (2), a transmission (4), a brake (3), and a cooling device (25) having at least one cooling circuit (11) for cooling the electric motor (2) and the brake (3); the electric motor (2) and the brake (3) have directly adjacent motor internal chambers (19) and brake chambers (6), which chambers (19, 6) face a common end face of a cooling flange (9), and the cooling flange (9) is cooled by an end face portion of the cooling circuit (11) of the cooling device (25).

2. The brake (3) is directly flange-connected to an end face of the electric motor (2), the brake chamber (6) is in direct contact with an end face housing wall of the electric motor (2) without a further intermediate flange, and an end face housing wall of the electric motor (2) forms the cooling flange (9). The drive device according to claim 1.

3. The brake chamber (6) and a brake housing (8) surrounding the brake chamber (6) are configured to be open at one end face and are closed by a motor housing (20) of the electric motor. The drive device according to claim 1 or 2.

4. The cooling flange (9) forms an oil-tight partition that oil-tightly separates the brake chamber (6) from the motor internal chamber (19) and prevents oil from overflowing from the brake chamber (6) into the motor internal chamber (19). The drive device according to any one of claims 1 to 3.

5. A seal element (22) for sealing the cooling flange (9) against the motor shaft (13) of the electric motor (2) is provided in the form of a shaft seal ring between the cooling flange (9) and the motor shaft (13) of the electric motor (2). The drive device according to any one of claims 1 to 4.

6. The brake (3) is arranged on a drive side of the electric motor (2) and is sandwiched between the electric motor (2) and the transmission (4), and has a brake element (21) arranged coaxially with an input shaft (13) of the motor and / or the transmission, and the input shaft (13) of the electric motor and / or the transmission extends through the brake element (21). The drive device according to any one of claims 1 to 5.

7. The drive device according to any one of claims 1 to 5, wherein the brake (3) is disposed on the B side of the electric motor (2), and the electric motor (2) is sandwiched between the brake (3) and the transmission (4).

8. The drive device (1) has a modular structure, and the electric motor (2), the brake (3), and the transmission (4) respectively form an assembled assembly that is removably fixed to each other, or the electric motor (2), the brake (3), and the transmission (4) form three independent assembled assemblies that are removably fixed to each other. The drive device according to any one of claims 1 to 7.

9. The transmission (4) has a transmission chamber (7) that is oil-tightly separated from the brake chamber (6) of the brake (3). The drive device according to any one of claims 1 to 8, wherein the brake (3) and the transmission (4) have separate oil supply parts.

10. In addition to the cooling flange (9), a flange cooler (24) disposed on the end face of the brake (3) opposite to the electric motor (2) is attached to the brake (3). The drive device according to any one of claims 1 to 9.

11. Cooling fluid can be supplied to the flange cooler (24) and the cooling flange (9) from separate cooling circuits, or they can be connected in parallel to each other and cooling fluid can be supplied from the same cooling circuit. The drive device according to claim 10.

12. The cooling device (25) includes a control device (26) for changing the coolant volume ratio between the coolant volume flowing through the flange cooler (24) and the coolant volume flowing through the cooling flange (9), and / or a control device (26) for individually adjusting the coolant volumes flowing through the flange cooler (24) and the cooling flange (9) independently of each other. The drive device according to claim 10 or 11.

13. The control device (26) includes a diverter (28) that divides the flow rate between the partial amount supplied to the flange cooler (24) and the partial amount supplied to the cooling flange (9). The drive device according to claim 12, wherein the diverter (28) has an adjustable division ratio.

14. The cooling device (25) includes a pump (29) whose delivery amount is adjustable. The drive device according to any one of claims 1 to 13.

15. The cooling device (25) has a temperature detection device (32) for detecting the temperature at at least one location of the electric motor (2) and / or the brake (3). The drive device according to any one of claims 1 to 14, wherein the control device (26) controls the fluid temperature and / or the coolant flow rate and / or the flow rate ratio according to the temperature signal detected by the temperature detection device (32).

16. The temperature detection device (32) has at least one temperature sensor (30) for detecting the temperature of the electric motor (2) and at least one temperature sensor (31) for detecting the temperature of the brake (3). The drive device according to claim 15, wherein the control device (26) has a controller for controlling the fluid temperature and / or the coolant flow rate and / or the flow rate ratio according to the two temperatures detected by the temperature sensors (30, 31).

17. The drive device according to any one of claims 1 to 16, wherein the electric motor (2) is designed as an axial flux machine.

18. The axial flux machine has a stator-rotor configuration (stator-rotor configuration). The drive device according to claim 17, wherein the cooling flange (9) is arranged on the stator side of the axial flux machine.

19. The axial flux machine has a stator-rotor-stator configuration or a stator-rotor-stator-rotor-stator configuration. The drive device according to claim 17, wherein the cooling flanges (9, 16) are provided on both end faces of the stator-rotor package.

20. A construction machine or an industrial truck provided with the drive device (1) according to any one of claims 1 to 19.

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