Brake device for driving assembly of vehicle and vehicle with driving assembly

Abstract

The invention relates to a brake device (10a, 10b, 10c) for a drive assembly (1) of a vehicle (2), comprising an input shaft (28), a brake and a brake coupling (39a, 39b, 39c), the brake having a first brake partner (51a) and a second brake partner (51b), the first brake partner (51a) being arranged in a fixed manner in the brake device (10a, 10b, 10c), the second brake partner (51b) being arranged in a fixed manner in the brake device (10a, 10b, 10c), and the brake coupling (39a, 39b, 39c) being arranged in a fixed manner in the brake device (10a, 10b, 10c). The input shaft (28), the brake and the brake coupling device (39a, 39b, 39c) form a sub-part of a torque path (106) through the brake device (39a, 39b, 39c), the brake coupling device (39a, 39b, 39c) having a first coupling partner (46a) and a second coupling partner (46b), the brake coupling device (39a, 39b, 39c) coupling the coupling partners (46a, 46b) to each other in a rotationally fixed manner in a coupled state in order to close the torque path (106), and the brake coupling device (39a, 39b, 39c) having a second coupling partner (46b) in a coupled state in order to close the torque path (106). In a released state, the brake coupling device discouples the coupling partners (46a, 46b) so as to disconnect the torque path (106), one of the coupling partners (46a, 46b) being connected to the input shaft (28) for rotation with the input shaft, and in a released state, the brake coupling device discouples the coupling partners (46a, 46b) so as to disconnect the torque path (106).

Description

Technical Field

[0001] The invention relates to a brake device for a drive assembly of a vehicle, the brake device having the features of the preamble of claim 1. The invention also relates to a vehicle having a drive assembly. Background Art

[0002] The transition from vehicles with combustion engines to partially electrified or even fully electrified vehicles is placing new demands on other components of the drive train. For example, a significant change in at least partially electrified vehicles is that in addition to the actual service brakes, regenerative brakes are often used. The service brake is a safety-related device that must comply with many legal requirements. On the other hand, regenerative brakes are designed as optional additional brakes that have advantages over service brakes in terms of energy recovery, wear resistance, etc. Summary of the invention

[0003] The object of the present invention is to propose a novel component for a drive assembly of a vehicle which makes it possible to expand the functionality in the drive assembly and / or in the vehicle.

[0004] This object is achieved by a brake device having the features of claim 1 and a vehicle having the features of claim 7. Preferred or advantageous embodiments of the invention are apparent from the dependent claims, the following description and the drawings.

[0005] The invention relates to a brake device which is suitable for a drive assembly of a vehicle and / or is designed to be used in a drive assembly of a vehicle. Preferably, the drive assembly has at least one electric drive unit which is designed to provide a drive torque for the vehicle.

[0006] The vehicle is particularly designed as a hybrid vehicle or a pure electric vehicle. The vehicle is designed, for example, as a passenger car, a small bus, a truck, etc. Particularly preferably, the vehicle is assigned to the M1 category or the N1 category according to EU Regulation 2018 / 858. In particular, the vehicle is designed as a road vehicle and / or is approved for and / or suitable for road traffic. For example, the vehicle can reach a maximum speed of greater than 80 km / h, preferably greater than 120 km / h, and in particular greater than 140 km / h. Alternatively, the vehicle is designed as a rail vehicle.

[0007] The brake device has an input shaft, wherein the input shaft is suitable for introducing and / or dissipating torque and / or is designed for introducing and / or dissipating torque. Thus, the driving torque can be introduced into the brake device from the drive assembly via the input shaft, and / or the braking torque can be output from the brake device via the input shaft. The input shaft can be designed as a structural component specifically assigned to the brake device. Alternatively, the input shaft is formed by another shaft of the drive assembly, such as a rotor shaft, a connecting shaft, a transmission shaft, etc.

[0008] The braking device has a brake, wherein the brake comprises a first brake fitting and a second brake fitting. The first brake fitting and the second brake fitting can interact with each other to generate a braking torque. For example, the first brake fitting and the second brake fitting can be in grinding contact and / or friction contact to generate a braking torque. The braking device is particularly designed as a dynamic braking device and / or a braking device for actuation during a driving operation of the vehicle. In particular, the braking device is not designed as a parking brake or at least is not designed only as a parking brake. It is provided that the first brake fitting is arranged in a fixed manner in the braking device; the second brake fitting is designed as a rotating brake fitting.

[0009] The brake device has a brake coupling, wherein the brake coupling, the input shaft and the brake form a subsection of a torque path of the brake coupling.

[0010] The brake coupling device has a first coupling fitting and a second coupling fitting. The first coupling fitting and the second coupling fitting can be coupled to each other in a rotationally fixed manner, in which case the brake coupling device is in a coupled state. Alternatively, the first coupling fitting and the second coupling fitting can be decoupled so that they can rotate independently relative to each other, in which case the brake coupling device is in a released state. In the coupled state, the torque path is closed; in the released state, the torque path is open.

[0011] It is provided that one of the coupling fittings is connected to the input shaft, in particular permanently connected to the input shaft, so as to rotate together with the input shaft. Thus, the coupling fitting forms a continuously rotating assembly with the input shaft.

[0012] The invention contemplates that the brake device forms an optional and / or engageable brake which, in the released state of the brake coupling, is disconnected from the drive assembly and in such a way that the drive operation is not negatively affected. For example, in the released state, the rotational mass of the drive assembly is reduced compared to the coupled state. Furthermore, when the brake device is not in use, unfavorable drag torques or noise emissions are reduced or set to zero. With the brake device in the brake ready state, the brake coupling is set to the coupled state so that the brake can be used for the drive assembly and, if necessary, for the vehicle.

[0013] The braking device thus establishes a new operating state of the drive assembly and / or of the braking system of the vehicle, making it possible to implement new and additional functions.

[0014] The brake device can be designed to switch automatically or switch by means of a switching signal. For reasons of comfort and safety, it is preferred that the switching process proceeds smoothly.

[0015] In a preferred embodiment of the invention, the further coupling fitting is connected to the second brake fitting so as to rotate together with the second brake fitting. The brake coupling is therefore designed for releasably coupling the input shaft to the second brake fitting. The brake coupling can thus close or open the torque path between the input shaft and the second brake fitting, so that in the coupled state the brake coupling couples the input shaft to the second brake fitting in a rotationally fixed manner, and in the released state the brake coupling decouples the input shaft from the second brake fitting.

[0016] Alternatively, the further coupling partner may be a drive shaft of a drive assembly of the vehicle and / or a drive shaft connected to a drive assembly of the vehicle. The brake coupling is therefore designed for releasably coupling the input shaft with the drive shaft. The brake coupling may thus close or open a torque path between the input shaft and the drive shaft, such that in the coupled state the brake coupling couples the input shaft to the drive shaft in a rotationally fixed manner and in the released state the brake coupling decouples the input shaft from the drive shaft.

[0017] With respect to the torque path, the braking device forms an end or dead end, since the drive torque of the drive assembly is not guided through the braking device. In particular, the braking device forms a dead end path for the torque path, which is particularly branchless. Alternatively or additionally, the braking device has only a single torque coupling.

[0018] In a preferred embodiment of the invention, the brake device is designed as a multi-disc brake, in particular a wet or wet-running multi-disc brake. In particular, the brake device has a rotatable inner disk package, wherein the inner disk package forms the second brake fitting. In addition, the brake device has an outer disk package, wherein the outer disk package is supported in a fixed manner in the brake device and forms the first brake fitting. The multi-disc brake preferably has an actuator device, wherein the actuator device can set the multi-disc brake into a braking state or a release state. The actuator device is designed, for example, as an axial actuator device, which can apply an axial force to at least one of the disk packages. The actuator device can be designed in particular as a pneumatic actuator device, a hydraulic actuator device and / or an electrically acting actuator device.

[0019] The multi-disc brake is designed in particular as a closed multi-disc brake. Preferably, the multi-disc brake is designed as a wet or wet-running multi-disc brake, in which the disks of the disk package are run in a temperature-controlled fluid. This embodiment allows the brake device to be operated without emissions and avoids the escape of fine dust particles, since these are particularly bound by the temperature-controlled fluid. An advantage of a wet or wet-running multi-disc brake is that it has good acoustic behavior. Any brake noise that may occur, in particular in dry brake systems, is avoided, thereby improving the operating behavior.

[0020] In a preferred embodiment of the invention, the brake coupling is in an energy-free and / or actuation-free state in the coupled state and / or freewheel state, so that the set state of the brake coupling is self-maintaining. The idea is that no further axial forces are required in the actuated state. Axial forces are only required for switching; in the engaged state, the brake device can be switched in a forceless manner, since the torque is transmitted via a form-fitting connection. Despite the new functionality, this embodiment allows the brake device to be operated in a reliable and energy-saving manner.

[0021] In a preferred embodiment of the invention, the brake coupling is designed as a synchronization device, in particular as a single synchronization unit. This means that the brake coupling has the function of enabling a changeover between a freewheel state and a coupled state during a driving operation, that is to say even when the input shaft and / or the transmission shaft is rotating, without any destructive engagement reaction of the brake device occurring. In this embodiment, the brake device can be brought into a brake ready state by adjusting the coupled state of the brake coupling without the driver of the vehicle being able to perceive this change at all or not being able to perceive it clearly.

[0022] The invention also relates to a vehicle having a drive assembly and a brake device as described above.

[0023] The drive assembly has an electric drive unit, in particular an electric motor, for generating a drive torque for the vehicle. It can be provided that the electric drive unit is the only traction machine for the vehicle. Alternatively, the vehicle has an additional traction machine, for example an additional electric drive unit and / or an internal combustion engine, for generating the drive torque. Preferably, the drive assembly provides at least 20%, in particular at least 40%, and in particular at least 80% of the drive torque for the vehicle.

[0024] The electric drive unit can be assigned to a single driven wheel of the vehicle and / or be designed as a single wheel drive. Alternatively, the electric drive unit is assigned to two driven wheels, preferably two driven wheels of a common axle, and / or is designed as an electric axle. In other embodiments, the electric drive unit can also be assigned to all driven wheels and / or wheels of the vehicle and / or can be designed as an all-wheel drive.

[0025] The drive assembly has a transmission gear device for transmitting a driving torque, which is introduced into the transmission gear device via a gear device input. A particularly preferred method is a "step-down" from fast to slow, which is also called gear reduction. The transmission gear device is designed to output the transmitted driving torque in the direction of at least one driven wheel of the vehicle at the gear device output end based on the driving torque from the electric drive unit. For example, the transmission gear device has a gear device output end, and the transmitted driving torque is output in the direction of at least one driven wheel of the vehicle via the gear device output end. Optionally, a transmission gear device, in particular a differential and / or a total gear device for combining the transmitted driving torque with other driving torques is connected downstream of the transmission gear device. The driving torque path extends from the drive unit to the gear device output end and / or at least one driven wheel.

[0026] The vehicle, in particular the drive assembly, has a braking device for generating a braking torque on at least one driven wheel. A braking torque path extends from the braking device to the at least one driven wheel. The torque path forms a sub-part of the braking torque path. Thus, the braking torque is generated by the braking device and is directed to the at least one driven wheel via the braking torque path. The braking device acts on the driving torque path. In particular, the driving torque path and the braking torque path intersect or meet in front of the at least one driven wheel.

[0027] In a possible further development of the invention, the vehicle has a temperature management device, wherein the temperature management device is designed to supply the brake heat of the brake device via a temperature control fluid to a useful function. Among the useful functions, the brake heat can be used, for example, to heat the transmission gear, control the temperature of the battery and / or control the temperature of the passenger compartment.

[0028] The brake device can be designed as a passive heating device and the brake heat can be generated primarily by traffic-related braking.

[0029] In a possible further development of the invention, the brake device is designed to operate as an active heating device. The temperature management device controls the drive unit in such a way that the additional drive torque is directed exclusively from the electric drive unit to the brake device. Furthermore, the temperature management device controls the brake device to apply a corresponding additional brake torque in order to compensate for the additional drive torque. In this way, active brake heat is generated, which is fed to a useful function via the temperature management device.

[0030] In another possible further development, the brake device is designed to operate as an active auxiliary heater: for this purpose, the drive assembly has a drive coupling device, which is designed to disconnect the drive torque path. The temperature management device is designed to control the drive coupling device in such a way that the drive torque path is disconnected. In addition, the temperature management device controls the drive unit and the brake device in such a way that a drive torque is generated, which is transmitted to the brake device and reduced again by the brake torque, in order to actively generate brake heat when stationary. As described above, the brake heat is directed to a useful function via the temperature management device.

[0031] Preferably, the vehicle has a vibration management device, which is designed to compensate and / or damp vibrations in the drive assembly, the drive unit, the transmission gearing and / or the vehicle, collectively referred to as the vibration system, by controlling the braking device. For this purpose, the vibration management device has, for example, a sensor for measuring the vibrations to be damped. In one possible embodiment, the vibration management device controls the braking device in order to actuate the braking device, in particular a multi-disc brake, in particular to actuate it independently of the braking process, and thereby damp the vibration system and / or change the resonant frequency. In general, the vibration system is detuned by the actuation of the braking device, in particular the multi-disc brake, so that the vibrations are damped and / or compensated.

[0032] The vibration management device is designed to close the brake coupling device as a function of the measured vibrations to be damped in order to compensate and / or damp the vibrations that occur. By closing the brake coupling device, the rotating mass of the brake device is connected to the vibration system, so that the vibration behavior of the vibration system changes in order to compensate and / or damp the vibrations that are occurring.

[0033] The vehicle preferably has a service brake, wherein the brake device is designed as a supplementary brake to the service brake and / or as an auxiliary brake device to the service brake. This provides a particularly advantageous application of the drive assembly:

[0034] The service brakes in the vehicle are preferably designed as friction brakes, in particular dry friction brakes, in particular disk and / or drum brakes.

[0035] During typical deceleration in city traffic, most of the braking effort is undertaken by the friction brakes or the recuperation brakes. Shortly before the vehicle comes to a standstill, it is not technically feasible to use the recuperation brakes; here, the friction brakes provide a large or complete share of the required braking power.

[0036] In vehicles with an electric drive unit, the masking noise of the combustion engine disappears; in hybrid vehicles, the combustion engine may be deactivated. Previously irrelevant operating noises of the vehicle become noticeable to the driver and may be perceived as annoying. A reduction in noise emissions thus leads to improved operating characteristics.

[0037] These regulations (e.g. UNECE 13H for M1 category vehicles) also result in stringent safety requirements for the service brakes in terms of emergency braking, hot brake performance and reliability. Additional requirements are expected in the future, most notably limits on the permissible emissions of fine dust particles from the brakes.

[0038] The following conflict of objectives emerges from this tension area: Friction brakes must be able to meet safety requirements, have high-quality acoustic behavior and at the same time reduce the emission of fine dust particles. In the event of emergency braking, however, the braking noise can be ignored. The focus here is solely on preventing accidents, i.e. preventing property damage and / or personal injury.

[0039] This conflict of objectives is mitigated by a vehicle having a drive assembly in which the brake system intervenes as a supplementary brake and / or redundant brake system, for example in an urban environment where the friction brakes are no longer able to resolve the conflict of objectives and / or the recuperation brakes are no longer usable. The brake system is emission-free as a wet-running multi-disc brake and / or has good acoustic behavior.

[0040] Since a brake device designed as a supplementary brake and / or auxiliary brake device still requires a conventional service brake (e.g., a conventional service brake designed as a disc brake or drum brake), safety-related requirements still need to be met for the service brake, in particular the friction brake. This improves the operating characteristics of the drive assembly and / or the vehicle taking into account safety requirements and / or environmental requirements.

[0041] Towards the end of the deceleration process, the main braking deceleration can be generated by the service brakes. This must be designed both for safe, controlled emergency braking from high speeds within a short braking distance and without generating any noise that the driver finds annoying when braking from low speeds. Since the brake device can replace the friction brake when braking from low speeds, the manufacturers of friction brakes can focus their optimization efforts on controlled emergency braking and gain new maneuvering space in vehicles with drive assemblies. During emergency braking, the acoustic behavior is secondary compared to everyday braking in city traffic. Since the brake device is preferably not required to have a safety function - the service brake remains intact and fully operational - the brake device can be arranged in front of the transmission gear unit.

[0042] In a preferred development of the invention, the vehicle has a brake management device for controlling the service brake and the brake device.

[0043] The brake management device is preferably designed to realize an emergency braking state, wherein in the emergency braking state, the service brakes, in particular the friction brakes, bring the vehicle to a standstill, wherein in the emergency braking state at least the main braking deceleration or the entire braking deceleration is realized by the friction brakes of the service brakes. This means that all safety requirements are met.

[0044] Alternatively or additionally, the brake management device is designed to achieve a recuperative braking state in which at least a portion of the braking deceleration is achieved by recuperative braking of the recuperative brake. This enables an environmentally conscious and comfortable drive.

[0045] Alternatively or additionally, the brake management device is designed to achieve a comfort braking state in which the main braking deceleration is performed by the brake device in order to bring the vehicle to a standstill. In particular, the brake management device is designed to achieve a comfort braking state at speeds of less than 20 km / h, in particular less than 15 km / h and / or even in a range of more than 10 km / h. In these speed states, recuperation braking can no longer work effectively, wherein in particular the brake device is used instead of the friction brakes. In the comfort braking state, braking of the vehicle to a standstill is achieved with little or no noise emission, since this is fully or largely achieved by the brake device.

[0046] An optional object of the invention relates to a method for operating a vehicle having a drive assembly as described above, wherein at least one of the operating states is implemented by a brake management device.

[0047] The temperature management device, the vibration management device and / or the brake management device are preferably designed as digital data processing devices.

[0048] Preferably, the braking torque path extends via the transmission gearing, wherein the braking device is arranged in front of the transmission gearing in the braking torque path. This means that the braking device is positioned in the drive assembly in a portion where the driving torque has not yet been transmitted via the transmission gearing. In a preferred embodiment, the speed of the braking device is higher than the speed at the gearing output and / or at the driven wheel. Particularly preferably, the braking device is arranged close to the drive unit, rather than close to the wheel. This position leads to the following two possible advantages: the braking device is arranged in an area where the speed has not yet been transmitted via the transmission gearing and therefore the speed is higher than the speed at the driven wheel and / or at the gearing output. This reduces the braking torque that the braking device has to apply and a multi-disc brake can be used instead of a dry friction brake.

[0049] In a preferred embodiment, the electric drive unit has a rotor shaft, wherein the brake device is rotationally coupled to the rotor shaft in the brake ready state, preferably connected to the rotor shaft in a rotationally fixed manner. Alternatively or additionally, it is claimed that the brake device operates at the engine speed of the drive unit.

[0050] In a preferred development of the invention, the braking torque path extends via the electric drive unit, wherein the braking device is arranged in front of the electric drive unit in the braking torque path. The braking torque is thus introduced by the braking device via the electric drive unit and via the transmission gear device and in particular via the gear device output into the braking torque path and is then directed to at least one driven wheel. Particularly preferably, the rotor shaft is rotationally coupled with one axial side, preferably connected in a non-rotatable manner - optionally directly or, if necessary, by interposing other components - to the braking device, and the rotor shaft is rotationally coupled with the other axial side, preferably connected in a rotationally fixed manner - optionally directly or, if necessary, by interposing other components - to the transmission gear device.

[0051] On the one hand, the drive torque path extends from the electric drive unit to at least one driven wheel. In addition, in this further development, the drive torque reverse path extends from the drive unit to a braking device, wherein the drive torque can also be transmitted to the braking device. With respect to the drive torque reverse path, the braking device forms an end point or dead end, since the drive torque of the electric drive unit is not guided via the braking device. In particular, the braking device forms a dead end path for the drive torque reverse path. The torque path forms a subsection of the drive torque reverse path.

[0052] From the perspective of drive technology, in this further development, the electric drive unit is arranged between the brake device and the transmission gear arrangement. This arrangement makes it particularly easy to integrate the brake device, since no intervention in the drive torque path is required. More precisely, the brake device can be arranged on one side of the drive unit and the transmission device can be arranged on the other side of the drive unit.

[0053] In an alternative embodiment of the present invention, the brake device is arranged between the drive unit and the transmission gear device in the drive torque path. In particular, the brake device acts on the transmission shaft or the transmission shaft part between the drive unit and the transmission gear device. In this configuration, the drive assembly can be realized in a particularly compact manner.

[0054] In another alternative embodiment, the braking device is arranged outside the drive torque path. In particular, the gear input end of the transmission gear device forms a branching point, wherein the drive torque path and the braking torque path meet for the first time at this branching point. From a structural point of view, the drive unit is arranged on one axial side of the transmission gear device, and the braking device is arranged on the other side of the transmission gear device. On the one hand, the drive torque path extends from the electric drive unit to at least one driven wheel. In addition, in this further improvement, the drive torque branch path extends from the drive unit through the transmission gear device to the braking device without transmission, wherein the drive torque can also be transmitted to the braking device. With respect to the drive torque branch path, since the drive torque of the electric drive unit is not guided through the braking device, the braking device forms an end point or dead end. In particular, the braking device forms a dead end path for the drive torque branch path. The torque path forms a sub-portion of the drive torque branch path.

[0055] In a preferred embodiment of the invention, the brake device and the rotor shaft are arranged coaxially, wherein the brake device has a brake rotation axis which is coaxially aligned with the rotation axis of the rotor shaft. This implementation allows the drive assembly to be made in a particularly compact manner, thereby reducing the integration effort and improving the operating characteristics.

[0056] In a preferred development of the invention, the drive assembly has an additional module, wherein the additional module has a module housing, wherein the braking device is arranged in the module housing. The drive assembly has a main housing, wherein the drive unit is arranged in the main housing and, optionally, the transmission gear device is also arranged in the main housing. In particular, the additional module forms an independent subassembly. The additional module is preferably attached to the main housing in a detachable manner, in particular in a non-destructively detachable manner. For example, the additional module, in particular the module housing, is flange-connected, screw-connected and / or detachably attached to the main housing for easy assembly. In particular, the additional module is arranged on the main housing to support the braking torque so that the reaction force that occurs when the braking torque is generated can be transferred from the braking device to the main housing via the module housing.

[0057] Preferably, the main housing together with the drive unit and optionally also with the transmission gear device forms an electric axle and / or another independent subassembly. This further improvement makes it easier to install the additional module with the brake device on the already improved drive unit, in particular on the electric axle, so that the integration work is reduced. In this way, the additional module can be used as an independent component in a variety of different drive units.

[0058] Another optional subject of the invention relates to an additional module for a vehicle and / or a drive assembly as described above. The additional module has a module housing for connection to a main housing and a braking device, wherein the braking device is arranged in the module housing. In particular, the additional module is designed as an independent subassembly. The additional module forms the end point for a path, in particular for a torque path, a drive torque reversal path or a drive torque branch path, via which the drive torque can be introduced into the additional module. In particular, the additional module is designed as a dead-end module with only a single torque coupling. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Other features, advantages and effects of the present invention are derived from the following description of preferred exemplary embodiments of the present invention and the accompanying drawings. In the accompanying drawings:

[0060] Figure 1 A highly schematic block diagram of a drive assembly for a vehicle and a vehicle is shown as an exemplary embodiment of the present invention;

[0061] Figure 2a , Figure 2b , Figure 2c each showing a block diagram for a first exemplary embodiment, a second exemplary embodiment, and a third exemplary embodiment of the present invention;

[0062] Figure 3 A possible structural design of a drive assembly according to a first embodiment is shown;

[0063] Figure 4 A possible structural design of a braking device for a drive assembly is shown as an exemplary embodiment of the present invention;

[0064] Figure 5 shows a possible structural design of a drive assembly according to a second embodiment;

[0065] Figure 6 shows a possible structural design of a drive assembly according to a third embodiment;

[0066] Figure 7a , Figure 7b Two design variants of the method for vibration damping are shown;

[0067] Figure 8 A possible structural design of a drive assembly for vibration damping is shown;

[0068] Fig. 9 Design variations of the method for active brake heating are shown;

[0069] Fig.10 A possible design of a drive assembly for brake heating is shown. DETAILED DESCRIPTION

[0070] Figure 1 A drive assembly 1 for a vehicle 2 is shown in a schematic block diagram. The vehicle 2 is designed, for example, as a passenger car. In particular, the vehicle 2 is realized as an electric vehicle. The drive assembly 1 has an electric drive unit 3, wherein the electric drive unit 3 is designed to generate a drive torque for the vehicle 2. In particular, the drive unit 3 is designed as an electric motor. Optionally, the drive unit 3 can be used as a generator.

[0071] The drive assembly 1 has a transmission gear 4, which is designed to transmit the driving torque from the drive unit 3, i.e., "from fast to slow". The transmission gear 4 has a gear output 5 and a gear input 6, wherein the rotation speed at the gear output 5 is lower than the rotation speed at the gear input 6.

[0072] The vehicle 2 has at least one driven wheel 7. In the exemplary embodiment shown, the vehicle 2 has two driven wheels 7 of a common axle 8. The increasing drive torque generated by the transmission gear arrangement 4 is directed toward the driven wheels 7. For example, a differential 9 can still be connected in the torque flow. Alternatively, only one driven wheel 7 is provided, wherein the drive assembly 1 is designed as a single-wheel drive. The drive torque can also be distributed to the driven wheels 7 of different axles 8.

[0073] A drive torque path 103 is formed which extends from the drive unit 3 into the gearing input 6 and / or into the transmission gearing 4 and subsequently to the driven wheel 7 , in particular via the gearing output 5 .

[0074] Optionally, drive couplings 40a, 40b are provided, wherein the drive couplings 40a, 40b are designed to split the drive torque path 103 behind the drive unit 3. This allows the drive unit 3 to rotate without transmitting any drive torque to the gear output 5 or the driven wheel 7. Figure 1 Two different exemplary embodiments for the location of the drive coupling devices 40a, 40b are shown. Alternatively, in other exemplary embodiments, the drive coupling devices 40a, 40b can be arranged in the transmission gear 4 or after the differential 9. The drive coupling device 40a is arranged between the drive unit 3 and the transmission gear 4. In the case of using a brake device 10b, the brake device 10b is arranged in front of the drive coupling device 40a in the drive torque path 103. The drive coupling device 40b is arranged in the drive torque path 103 behind the transmission output 5.

[0075] The drive assembly 1 has a braking device 10a, 10b, 10c which is designed to generate a braking torque on or for the driven wheel 7 and to guide the braking torque to the driven wheel 7 via corresponding braking torque paths 100a, 100b, 100c. Figure 1 Three different exemplary embodiments are shown for the position of the braking devices 10a, 10b, 10c and for alternatively selected braking torque paths 100a, 100b, 100c.

[0076] The brake devices 10a, 10b, 10c are in particular designed as dynamic brakes and are not limited to the function of parking brakes. In particular, the brake devices 10a, 10b, 10c can be used to brake the vehicle 1 to a standstill from a driving speed of, for example, more than 20 km / h.

[0077] The braking torque paths 100a, 100b, 100c each extend via the transmission gear 4, wherein the braking devices 10a, 10b, 10c are arranged ahead of the transmission gear 4 in the torque flow direction of the braking torque relative to the respective braking torque paths 100a, 100b, 100c.

[0078] In the first exemplary embodiment, the brake device 10a is arranged in the brake torque path 100a in front of the electric drive unit 3. The brake torque path 100a therefore extends from the brake device 10a generating the brake torque, via the electric drive unit 3, then via the transmission gear device 4 and at least one driven wheel 7.

[0079] In the second exemplary embodiment, the brake device 10b is arranged between the drive unit 3 and the transmission gear 4 in the driving torque path 103. Therefore, the braking torque path 100b extends from the brake device 10b generating the braking torque via the transmission gear device 4 to at least one driven wheel 7. The drive unit 3 is arranged outside the braking torque path 100b.

[0080] In the third exemplary embodiment, the brake device 10c is arranged on a different axial side from the drive unit 3 in the brake torque path 100c with respect to the transmission gear device 4. Therefore, the brake torque path 100c extends from the brake device 10c generating the brake torque via the transmission gear device 4 to at least one driven wheel 7. The drive unit 3 is arranged outside the brake torque path 100c.

[0081] The three positions of the brake device 10 a , 10 b , 10 c have in common that the brake device 10 a , 10 b , 10 c operates at the engine speed of the drive unit 3 , or at least at a speed which is not generated via the transmission gear arrangement 4 .

[0082] The brake devices 10a, 10b, 10c each have a brake coupling device 39a, 39b, 39c, which enables the corresponding brake device 10a, 10b, 10c to be disconnected from the drive torque path 103 and / or the corresponding brake torque path 100a, 100b, 100c. The brake coupling device 39a, 39b, 39c is designed as a synchronization device, for example, so that the brake coupling device 39a, 39b, 39c can be selectively set to a coupled state or a freewheel state. In the coupled state, the brake device is in a brake preparation state, and the brake device 10a, 10b, 10c is coupled and rotated to prepare for braking. In the released state, the brake device 10a, 10b, 10c is disengaged, so that any resistance torque caused by the rotating mass of the brake device 10a, 10b, 10c is reduced.

[0083] In addition to the brake devices 10a, 10b, 10c, the vehicle 2 optionally has a service brake 16, wherein the service brake 16 includes a friction brake 17, which is designed, for example, as a disk brake or drum brake close to the wheel. The vehicle 2 optionally has a recuperation brake 18, which is implemented by the drive unit 3 in generator mode. The recuperation brake 18 can be combined with the service brake 16, but can also be independent of the service brake.

[0084] The vehicle 2 has an approved deceleration system via the service brake 16. The brake devices 10a, 10b, 10c are designed as supplementary brakes and / or auxiliary brake devices to the service brake 16, for example, and do not perform any safety-related functions but rather comfort functions related to braking of the vehicle.

[0085] The drive assembly 1 optionally has a brake management device 19, wherein the brake management device 19 is designed to control the service brake 16, the optional recuperation brake 18 and the brake device 10. The brake management device 19 can be designed, for example, as a digital data processing device and / or an analog switching device. The brake management device 19 is designed to control the service brake 16 and in particular the friction brake 17 in an emergency braking state when a higher braking deceleration is required, so that the service brake, in particular the friction brake, takes over the main braking deceleration. This ensures that the safety-related service brake 16 implements emergency braking in an emergency braking state.

[0086] Furthermore, the brake management device 19 is designed to achieve braking deceleration by means of the recuperation brakes 18 in the recuperation braking state. This improves the energy management of the vehicle 2.

[0087] The brake management device 19 is designed to control the brake device 10a and the service brake 16 in a comfortable braking state so that the main braking deceleration is mainly or exclusively performed by the brake devices 10a, 10b, 10c. For example, the brake management device 19 is particularly designed to achieve a comfortable braking state when braking the vehicle at a lower speed below 20 km / h, in particular below 10 km / h, without using the service brake 16, in particular without using the friction brake 17 and / or exclusively with the help of the brake device 10. Optionally, the recuperation brake 18 can support the comfortable braking state.

[0088] The brake devices 10a, 10b, 10c are designed in particular as wet, in particular wet-running brake devices 10a, 10b, 10c. The brake devices 10a, 10b, 10c can have a multi-disk brake 41. The wet-running behavior ensures that in the braking state of the brake devices 10a, 10b, 10c, almost no acoustic emissions are generated. Extensive use or even exclusive use of the brake devices 10a, 10b, 10c increases comfort and thus improves handling characteristics. The background of the braking strategy for this comfortable braking state is that in the low-speed state, the recuperation brake 18 no longer works effectively and the use of the acoustically disadvantageous friction brake 17 is avoided.

[0089] Alternatively or additionally, the brake management device 19 is designed to monitor the brake coupling devices 39a, 39b, 39c and to control the freewheel state or the brake readiness state / coupling state.

[0090] Optionally, the drive assembly 1 also has a temperature management device 20, wherein the temperature management device 20 is designed to supply the brake heat generated in the wet-running brake device 10 in a temperature control fluid of the brake device 10 to additional functions in the vehicle 2. Among the useful functions, the brake heat can be used, for example, to heat the transmission gear device, control the temperature of the battery and / or control the temperature of the passenger compartment. In particular, a mixed use of the brake devices 10a, 10b, 10c in combination with the recuperation brake 18 is intended. This mixed use results in lower energy that must be converted during the braking process. With the help of a pump, the temperature control fluid is pumped to other locations in the vehicle 2 and can be used, for example, to heat the gear device, control the temperature of the battery and control the temperature of the passenger compartment. This improves the energy efficiency of the vehicle 2 by utilizing unused energy that was previously dissipated to the environment.

[0091] The temperature management device 20 may be designed to advantageously distribute the brake heat generated during normal driving operation.In the present embodiment, the brake devices 10a, 10b, 10c act as passive heating devices.

[0092] It is also possible to use the brake devices 10a, 10b, 10c as "friction heaters" and / or active heating devices during driving operation: for this purpose, the brake devices 10a, 10b, 10c designed as wet multi-disc brakes 41 are actively used to generate temperature by generating a braking torque to generate heat energy. However, the braking torque is simultaneously compensated by increasing the engine torque of the drive unit 3 in order to keep the speed of the vehicle constant. In the active heating state, the brake devices 10a, 10b, 10c and the drive unit 3 work relative to each other to actively generate brake heat.

[0093] It is also possible to use the brake devices 10a, 10b, 10c as active auxiliary heaters: In this case, the temperature management device 20 controls the drive coupling devices 40a, 40b, in particular when the vehicle 1 is at a standstill, so that the drive torque path 103 is disconnected. In addition, the drive unit 3 is controlled to generate a drive torque, which is transmitted to the brake devices 10a, 10b, 10c. In addition, the brake devices 10a, 10b, 10c are triggered to brake, so that the drive torque is offset by the brake torque, so that brake heat is actively generated when the vehicle 2 is at a standstill. The brake heat can be used for the useful functions that have already been described.

[0094] The drive coupling devices 40a, 40b make it possible to operate the drive unit 3 independently of the driving state, i.e. even at rest (similar to idling in a combustion engine). This makes it possible to continue to operate the brake devices 10a, 10b, 10c coupled to the drive unit 3 and thus generate brake heat which can then be used, for example, to heat the battery and the interior or for other useful functions. This means that the system can also be operated as an auxiliary heater when the vehicle is at rest. No additional heating components are required, or fewer additional heating components are required.

[0095] Positioning the brake device 10a, 10b, 10c in front of the transmission gear arrangement 4 is advantageous because the brake device can be controlled directly at the engine speed. In typical applications, this allows higher speeds to be achieved with lower torque.

[0096] Optionally, the vehicle 2 has a vibration management device 38, wherein the vibration management device 38 is designed to compensate and / or damp vibrations in the drive assembly 1, the drive torque path 103, the braking torque path 100, the drive unit 3, the transmission gear device 4 and / or the vehicle 2 - collectively referred to as the system - by monitoring and, in particular, controlling the braking devices 10a, 10b, 10c.

[0097] The vibration management device 38 can detect the vibrations to be damped by means of suitable sensors. Examples of sensors are vibration sensors, speed sensors, acoustic sensors, etc. The braking devices 10a, 10b, 10c are controlled based on the detected vibrations to be damped. In particular, this control is performed during driving operation independently of any control as braking.

[0098] The vibration damping function can be realized by controlling the multi-disk brake 41, ie the actual brake actuator. Such control can generate damping and / or counter-vibration in order to compensate and / or damp the vibration to be damped. In particular, active vibration damping is realized.

[0099] Alternatively or additionally, the vibration damping function can be achieved by controlling the brake coupling device 39a, 39b, 39c, by switching the brake coupling device from a freewheel state to a brake ready state / coupled state. In this case, damping is achieved by enabling the damping components in the vibration system by running the multi-disc brake 41 in a temperature-controlled fluid. In the case where the brake coupling device 39a, 39b, 39c is designed as a synchronous device, the brake coupling device 39a, 39b, 39c can also be controlled in a sliding or frictional manner and is therefore in an intermediate state between the released state and the brake ready state. This enables the vibration management device 38 to gradually damp and / or compensate for the vibrations to be damped.

[0100] If the influence on the vibrations to be damped is considered as a detuning of the system to be damped, a first possibility for detuning is to achieve it by switching and / or synchronizing. Thus, the rotatable part of the multi-disk brake 41 is coupled to the drive unit 3, wherein the additional mass detunes the system.

[0101] Alternatively or additionally, in particular after the rotatable part of the multi-disc brake 41 has been coupled, the multi-disc brake can be closed, wherein the system can be detuned in a completely variable manner.

[0102] Figure 2a A first exemplary embodiment with a braking device 10 a is shown in a schematic alternative representation.

[0103] The drive unit 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or connected in a rotationally fixed manner to the brake device 10a and forms a transmission shaft. Figure 2a In the exemplary embodiment shown, the brake rotation axis 101 is coaxially aligned with the rotor rotation axis 102 of the rotor shaft 11. At least in the brake ready state, the brake device 10a is permanently coupled to the rotor shaft 11 in terms of rotation and / or connected in a rotationally fixed manner. On the axial side of the rotor shaft 11 opposite to the brake device 10a, the rotor shaft is connected to the gearing input 6 of the transmission gearing 4 to rotate together with the gearing input. Thus, the rotor shaft 11 and therefore the drive unit 3 are operatively connected to the brake device 10a on one axial side and to the transmission gearing 4 on the other axial side. This positioning enables a particularly simple integration and design of the brake device 10a and / or the drive assembly 1. Thus, the brake torque path 100a extends from the brake device 10a via the drive unit 3, the transmission gearing 4 to the gearing output 5.

[0104] The drive assembly 1 has an additional module 12a, wherein the additional module 12a has a module housing 13, wherein the brake device 10a is arranged in the module housing 13. The drive assembly 1 also includes a main housing 14, wherein at least the drive unit 3 is arranged in the main housing 14 and optionally the transmission gear device 4 is also arranged in the main housing. The additional module 12a and / or the module housing 13 are connected to the main housing 14 in a detachable manner. Therefore, the additional module 12a can be easily coupled to the main housing 14 and thus can be easily coupled to the electric drive unit 3 for maintenance or modification purposes.

[0105] Furthermore, a drive torque reversal path 104 is formed, which in particular extends in the opposite direction to the drive torque path 103 and from the electric drive unit 3 via the rotor shaft 11 into the additional module 12a and / or the brake device 10a. The additional module 12a and / or the brake device 10a form a dead-end module and / or end point for this drive torque reversal path 104. In particular, the additional module 12a and / or the brake device 10a have only a single and / or common torque coupling 15, which is designed as an output for the braking torque and / or as an input for the drive torque from the drive unit 3.

[0106] Optionally, the vehicle 2 may also have a drive coupling 40a, 40b. For reasons of illustration, the drive coupling and the brake coupling 39a are not shown.

[0107] The brake management device 19 is connected in terms of signal transmission to the optional recuperation brake 18, the brake device 10a and the service brake 16. The temperature management device 20 is connected in terms of signal transmission to the brake device 10a and optionally also to the drive coupling device 40a, 40b or another design and / or to the drive unit 3. The vibration management device 38 is connected in terms of signal transmission to the brake device 10a.

[0108] Figure 2b A second exemplary embodiment with a braking device 10 b is shown in a schematic alternative representation.

[0109] The drive unit 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or connected in a rotationally fixed manner to the brake device 10b. Figure 2bIn the exemplary embodiment shown, the brake axis of rotation 101 is coaxially aligned with the rotor axis of rotation 102 of the rotor shaft 11. At least in the coupled state / braking ready state, the brake device 10b is permanently coupled to the rotor shaft 11 in terms of rotation and / or connected in a rotationally fixed manner. The brake device 10b is arranged after the drive unit 3 and before the transmission gear arrangement 4 with respect to the drive torque path 103. For example, the brake device 10b can be integrated into the main housing 4. This positioning enables a particularly compact integration and design of the brake device 10b and / or the drive assembly 1. Therefore, the brake torque path 100b extends from the brake device 10b via the transmission gear arrangement 4 to the gear arrangement output end 5.

[0110] Optionally, the vehicle 2 may also have a drive coupling 40b or another drive coupling. For reasons of illustration, the drive coupling and the brake coupling 39b are not shown.

[0111] The brake management device 19 is connected in terms of signal transmission to the optional recuperation brake 18, the brake device 10b and the service brake 16. The temperature management device 20 is connected in terms of signal transmission to the brake device 10b and optionally also to the drive coupling device 40b or another design and / or to the drive unit 3. The vibration management device 38 is connected in terms of signal transmission to the brake device 10a.

[0112] Figure 2c A third exemplary embodiment with a braking device 10 c is shown in a schematic alternative representation.

[0113] The drive unit 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled to the brake device 10a via a transmission gear arrangement 4 and / or is connected in a rotationally fixed manner. Figure 2c In the exemplary embodiment shown, the brake rotation axis 101 is coaxially aligned with the rotor rotation axis 102 of the rotor shaft 11. In the brake ready state, the brake device 10c is permanently coupled to the rotor shaft 11 in terms of rotation and / or connected in a rotationally fixed manner. The transmission gear arrangement 4 is arranged between the drive unit 3 and the brake device 10c with respect to the rotor rotation axis 102 and / or the brake rotation axis 101. The transmission gear arrangement 4 is thus operatively connected to the drive unit 3 with one axial side and to the brake device 10c with the other axial side. In particular, the brake device 10c rotates at the speed of the drive unit 3.

[0114] This positioning enables a particularly simple integration and design of the brake device 10c and / or the drive assembly 1 . The brake torque path 100c thus extends from the brake device 10c via the transmission gearing 4 to the gearing output 5 .

[0115] The drive assembly 1 has an additional module 12c, wherein the additional module 12c has a module housing 13, wherein the brake device 10a is arranged in the module housing 13. The drive assembly 1 also includes a main housing 14, wherein at least the transmission gear device 4 is arranged in the main housing 14 and optionally the drive unit 3 is also arranged in the main housing. The additional module 12c and / or the module housing 13 are connected to the main housing 14 in a detachable manner. Therefore, the additional module 12c can be easily coupled to the main housing 14 and thus can be easily coupled to the transmission gear device 4 and / or the electric drive unit 3 for maintenance or modification purposes.

[0116] Furthermore, a drive torque branch path 105 is formed, which branches off from the drive torque path 103 and extends from the electric drive unit 3 via the transmission gear device 4 into the additional module 12c and / or the brake device 10d. For this drive torque branch path 105, the additional module 12c and / or the brake device 10c form a dead-end module and / or a terminal. In particular, the additional module 12c and / or the brake device 10c have only a single and / or common torque coupling 15, which is designed as an output end for the braking torque and / or an input end for the drive torque from the drive unit 3 and / or the transmission gear device.

[0117] Optionally, the vehicle 2 may also have drive couplings 40a, 40b and other drive couplings. For reasons of illustration, the drive couplings and the brake coupling 39a are not shown.

[0118] The brake management device 19 is connected in terms of signal transmission to the optional recuperation brake 18, the brake device 10c and the service brake 16. The temperature management device 20 is connected in terms of signal transmission to the brake device 10c and optionally also to the drive coupling device 40a, 40b or another design and / or to the drive unit 3. The vibration management device 38 is connected in terms of signal transmission to the brake device 10c.

[0119] Figure 3 A schematic longitudinal section through the structural design of a drive assembly 1 according to a first exemplary embodiment of the invention is shown, wherein Figure 1 Identical components and regions are provided with the same reference numerals, so that reference is made to the previous description and only the structural details are discussed below. With regard to the torque path, reference is also made to the previous figures.

[0120] The centrally arranged electric drive unit 3 has a rotor 21 which is connected in a rotationally fixed manner to the rotor shaft 11. However, a stator 22 of the electric drive unit 3 is arranged in a fixed manner in the main housing 14.

[0121] The transmission gear 4 is designed as a planetary gear, wherein the rotor shaft 11 is connected in the gear input 6 to a sun shaft 23, which meshes with a plurality of planetary gears 24, which are rotatably arranged in a planet carrier 25 and arranged on a common pitch circle. The planet carrier 25 forms the gear output 5 and has, for example, circumferential spur gear teeth 26. The transmission gear 4 is arranged in a main housing 14 together with the electric drive unit 3. The region of the drive assembly 1 in which the power electronics for the drive unit 3 are arranged is cut off in the figure.

[0122] On the left, the brake device 10a can be seen in the additional module 12a. The additional module 12a has a module housing 13, wherein the additional module 12a and / or the module housing 13 are detachably connected to the main housing 14 via a threaded connection 27. The brake device 10a has a brake coupling 39a, which is only schematically indicated.

[0123] Figure 4 Shows Figure 3 Detailed representation of an additional module 12a designed as a low-energy brake in FIG. The brake device 10a is connected to the engine shaft as the rotor shaft 11 ( FIG. 2 ) of the electric drive unit 3 via a brake coupling 39a and via an input shaft 28 forming a torque coupling 15. For example, the torque transmission can be via a gear arrangement on the input shaft 28 and the engine shaft / rotor shaft 11 ( FIG. 2 ). Figure 3 ) on the corresponding matching teeth.

[0124] The brake coupling 39 a is arranged on the input shaft 23 , wherein the brake coupling 39 a forms a synchronization device. Figure 43 shows the brake coupling device 39a again in enlarged detail. The brake coupling device 39a has a synchronization body 45, wherein the synchronization body 45 is arranged on the input shaft 28 in a rotationally fixed manner and rotates with the input shaft. The synchronization body 45 forms a coupling fitting 46a of the brake coupling device 39a. The brake coupling device 39a has a loose body 47, wherein the loose body 47 forms another coupling fitting 46b of the brake coupling device 39a. The loose body 47 is rotatably mounted on the input shaft 28 via a bearing device 48, which forms a component of the brake coupling device 39a. The bearing device can be designed as a ball bearing, a radial thrust ball bearing or an axial needle bearing, for example. A synchronization ring 49 is arranged between the synchronization body 45 and the loose body 47, wherein the synchronization ring 49 enables the rotational speed between the loose body 47 and the synchronization body 45 and / or between the clutch fittings 46a, 46b to be synchronized. The brake coupling device 39a is aligned and / or arranged coaxially with the brake rotation axis 101. The brake coupling device 39a has a shift collar 50, which is arranged coaxially with the brake rotation axis 101 and / or the brake coupling device 39a. The shift collar 50 can be moved in the axial direction relative to the brake rotation axis 101. The actuation of the shift collar 55 of the brake coupling device 39a can be performed, for example, by means of a shift fork, via a hydraulic piston or by means of an electromechanical actuation. The shift collar 55 has a toothing extending in the axial direction, which can engage in a form-fitting manner in the mating toothing of the synchronizing body 45 and the loose body 47 and / or the coupling mating piece 46a, 46b, and the toothing can form a form-fitting connection with the mating toothing of the synchronizing body and the loose body and / or the coupling mating piece in the rotation direction about the brake rotation axis 101.

[0125] In the released state, the shift collar 50 is connected to the loose body 47 in a form-fitting manner only in the rotational direction, for which purpose the synchronizing body 45 is rotationally decoupled. In the coupled state, the shift collar 50 is coupled to both the loose body 47 and the synchronizing body 45 in a form-fitting manner in the rotational direction, so that the loose body 47 and the synchronizing body 45 are connected to each other in a form-fitting manner in the rotational direction via the shift collar 50.

[0126] During the transition from the released state to the coupled state, the shift collar 50 carries the synchronizer ring 49 along in the axial direction so that it presses against the synchronizer body 45 and adjusts the speed of the loose body 47 to that of the synchronizer body 45 by friction contact and thus synchronizes the speed.

[0127] Since the shift collar 50 is engaged in the coupling fittings 46a, 46b in a form-fitting manner, the brake coupling device 39a is in a state without actuating force in both the released state and the coupled state, so that no energy is consumed to maintain the corresponding state. The idea is that no further axial force is required in the actuated state. Axial force is only required for synchronization; in the engaged state, since the torque is transmitted by the form-fitting connection, the system can be switched in a forceless manner.

[0128] The brake device 10a has an inner ring 29, wherein the inner ring 29 is connected to the loose body and / or another coupling fitting 26b so as to rotate therewith. Alternatively, the two components can also be combined into a single component. The torque is transmitted via the inner ring 29 to a plurality of friction discs 30, which form an inner disc pack. For this purpose, a toothing is introduced in the inner diameter of the friction discs 30. In order to generate the braking torque, the friction discs 30 are pressed against a plurality of steel discs 31, which form an outer disc pack. The outer disc pack forms a first braking fitting 51a of a multi-disc brake 41, and the inner disc pack forms a second braking fitting 51b of the multi-disc brake. The steel discs 31 are fixed against rotation by means of an external toothing in a toothed outer ring 32, but the steel discs are mounted so as to be axially displaceable. The support of the braking torque is carried out via the toothed outer ring 32 through the module housing 13 into the main housing 14, wherein the transmission of the torque can be realized, for example, by a threaded connection, a toothed connection, etc. A threaded connection 27 is shown.

[0129] The axial force required to generate the braking torque can be achieved, for example, by means of hydraulic pressure. Another possibility is to generate the axial force by means of an electric drive. For this purpose, an annular gap is formed in the module housing 13, in which the piston 33 is arranged so as to be axially displaceable. The annular gap is sealed by sealing rings arranged on the inner diameter and the outer diameter; pressure can be built up. An optional sliding belt can be used to guide the piston. If hydraulic pressure is built up, the piston 33 is displaced against the steel disk 31; the required axial force is built up. The hydraulic fluid required to build up the pressure is fed into the annular pressure chamber via a bore 34 in the module housing 13.

[0130] If no deceleration is requested and the system is in an unpressurized state, the piston 33 is pressed into its initial position by the spring 35. The spring plate serves to transmit force between the spring 35, the module housing 13 and the piston 33. As shown, the module housing 13 can be composed of two housing halves, wherein the connection of the housing halves must be able to support the axial forces required to generate the braking torque. A seal is arranged between the two housing halves; for example, the seal is designed as an O-ring. This forms a module interior 36, wherein a temperature control fluid is arranged in the module interior 36, the temperature control fluid serving to control the temperature of the friction disk 30 and the steel disk 31 and to lubricate the friction disk and the steel disk. The temperature control fluid can be connected to the temperature control circuit via a further bore 37, so that the brake heat generated during braking can be dissipated by the temperature control fluid and the brake heat can be fed to a useful function.

[0131] In this exemplary embodiment, another coupling fitting 46b of the brake coupling device 39a is connected to the second brake fitting 51b of the multi-disc brake 41, which is an example of a brake of the brake device 10a, so as to rotate together with it. The coupling fitting 46a is connected to the input shaft 28 so as to rotate together with it. The torque path 106 of the brake device 10a extends via the input shaft 28, the brake coupling device 39a and the multi-disc brake 41, and can be opened or separated in the released state and closed in the coupled state by the brake coupling device 39a. The torque path of the brake device 39a is designed as a dead end path.

[0132] Figure 5 A schematic longitudinal section through the structural design of a drive assembly 1 according to a second exemplary embodiment of the invention is shown, wherein Figure 1 Components and areas which are identical are provided with identical reference numerals, so that reference is made to the previous description, and only the structural details are discussed below. With regard to the torque path, reference is also made to the previous figures. With regard to the structural details of the drive assembly 1, reference is made to Figure 3 For details on the structure of the brake device 10b, refer to Figure 4 Description.

[0133] In the second exemplary embodiment, the brake device 10b is arranged between the drive unit 3 and the transmission gear 4. The rotor shaft 11 is connected and / or can be connected to the input shaft 28 of the brake device 10b for rotation therewith. The input shaft 28 is connected and / or can be connected to the gear input 6 for rotation therewith, which in the second exemplary embodiment is again designed as the sun shaft 23. The brake device 10b is integrated into the main housing 14 together with the drive unit 3 and the transmission gear 4. As described in the previous figures, the brake device 10b has a brake coupling 39b.

[0134] Figure 6 A schematic longitudinal section through the structural design of a drive assembly 1 according to a third exemplary embodiment of the invention is shown, wherein Figure 1 Components and areas which are identical are provided with identical reference numerals, so that reference is made to the previous description, and only the structural details are discussed below. With regard to the torque path, reference is also made to the previous figures. With regard to the structural details of the drive assembly 1, reference is made to Figure 3 For details on the structure of the brake device 10c, refer to Figure 4 , wherein the brake device 10c is designed to be structurally identical to the brake device 10a, but is mirror-inverted.

[0135] On the right, the brake device 10c can be seen in the additional module 12c. The additional module 12c has a module housing 13, wherein the additional module 12c and / or the module housing 13 are detachably connected to the main housing 14 via a threaded connection 27. The rotor shaft 11 is connected in a rotationally fixed manner via the gear input 6, here the sun shaft 23, and the transmission gear 4 to the torque coupling 15, here the input shaft 28. The brake device has a brake coupling 39c, which has the same structure as the brake coupling 39a.

[0136] Figure 7a , Figure 7b A schematic representation of the implementation of vibration damping is shown. A drive unit 3, a transmission gear arrangement 4 and a brake arrangement 10a, 10b, 10c are shown respectively.

[0137] Figure 7a An alternative is shown, in which the brake device 10a, 10b, 10c is permanently coupled to a system comprising the drive unit 3, the transmission gear device 4 and optionally other components. The drive assembly may have a corresponding brake coupling device 39a, 39b, 39c on one of the other brake devices 10a, 10b, 10c. The vibration management device 38 controls the brake device 10a, 10b, 10c so that the system is detuned by the friction torque and the frequency position of any resonant frequency is shifted, for example. In this way, vibrations in the system can be damped and / or compensated.

[0138] Figure 7b Another alternative is shown, in which the brake devices 10a, 10b, 10c have brake coupling devices 39a, 39b, 39c. The first stage of detuning is achieved by coupling the brake devices 10a, 10b, 10c and their rotating masses. Thus, the rotatable part of the disk pack of the multi-disc brake 41 is coupled to the system. The additional mass detunes the system.

[0139] In a further step, after coupling the rotatable part of the disk pack, the disk pack and / or the multi-disc brake 41 can be closed. This allows the system to be detuned in a fully variable manner.

[0140] Figure 8 With Figure 4 A similar representation shows the additional module 12a and / or the braking device 10a, wherein reference is made to the corresponding description. Figure 4 In contrast, the drive assembly 1 and / or the vehicle 2 has a brake coupling 39a in different embodiments. The brake coupling 39a is again designed as a synchronizing device between the input shaft 28 and the rotor shaft 11. It is worth mentioning here the arrangement between the two housings. By displacing the rod 42 on the shift collar 50 in the axial direction, the speed can first be adjusted via the friction cone 43 as a synchronizing ring 49, and then the claw coupling 44 can be moved on the two shaft ends. In the arrangement shown, the claw coupling 44 is mounted on a non-permanent rotating part (not a non-permanent rotating part on the engine side but on the friction system side). This leads to less wear and less resistance torque when the rod 42 is engaged. The brake coupling 39a is controlled by the vibration management device 38. Another brake coupling 39c can be designed to be structurally identical. In this exemplary embodiment, the torque path 106 extends via the brake coupling 39a, the input shaft 28 into the multi-disc brake 41. In this exemplary embodiment, the torque path 106 is designed as a dead end path in the brake device 10. The coupling part 46a of the brake coupling 39a is connected in a rotationally fixed manner to the coupling part of the input shaft 28; the other coupling part 46b is formed by the rotor shaft 11 as a drive shaft. The second brake coupling 51b is connected in a rotationally fixed manner to the input shaft 28 via the inner ring 29, for example by means of a toothing.

[0141] Fig. 9 A schematic block diagram of an example of the structure of an auxiliary heater for a vehicle 2 is shown. The temperature management device 20 controls the drive unit 3, the brake device 10a and the drive coupling device 40a so that the transmission gear device 4 is separated from the drive unit 3, but the drive unit is operatively connected to the brake device 10a. Subsequently, the drive unit 3 generates a driving torque and directs it to the brake device 10a, which brakes the driving torque so as to actively generate brake heat. Subsequently, the temperature management device 20 can use the brake heat to supply it to the useful functions described. The other brake devices 10b, 10c can be controlled in the same way.

[0142] Fig.10 A schematic longitudinal cross-sectional view of a drive coupling device 40a is shown, which is structurally similar to Figure 8The brake coupling device 39a is substantially the same as the brake coupling device 39a of the embodiment, but differs from the brake coupling device in that the drive coupling device connects the rotor shaft 11 to the gear input end 6 and / or the sun shaft 23 in a detachable manner. For a description of the drive coupling device 40a, refer to Figure 8 Positioning the drive coupling 40a in front of the transmission gearing 4 is advantageous because the drive coupling can be controlled directly by the engine speed. In typical applications this allows higher speeds to be achieved at lower torque.

[0143] Reference numerals list

[0144] 1 Drive components

[0145] 2 Vehicles

[0146] 3 Electric drive unit

[0147] 4 Transmission gear device

[0148] 5 Gear unit output

[0149] 6 Gear unit input

[0150] 7 Driven wheel

[0151] 8 Axles

[0152] 9 Differential

[0153] 10 Braking system

[0154] 11 Rotor shaft

[0155] 12a, 12c Additional modules

[0156] 13 Module housing

[0157] 14 Main housing

[0158] 15 Torque joint

[0159] 16 Service brake

[0160] 17 Friction brake

[0161] 18 Regenerative brake

[0162] 19 Brake management device

[0163] 20 Temperature management device

[0164] 21 Rotor

[0165] 22 Stator

[0166] 23 Sun Axis

[0167] 24 Planetary gear

[0168] 25 Planet carrier

[0169] 26 Spur gear teeth

[0170] 27 Threaded connector

[0171] 28 Input shaft

[0172] 29 Inner Ring

[0173] 30 Friction disc

[0174] 31 Steel Plate

[0175] 32 Outer Ring

[0176] 33 Piston

[0177] 34 Drilling holes for hydraulic fluid

[0178] 35 Spring

[0179] 36 Module interior

[0180] 37 Additional drilling

[0181] 38 Vibration Management Device

[0182] 39a, 39b, 39c Brake coupling device

[0183] 40a, 40b drive coupling device

[0184] 41 Multi-disc brake

[0185] 42 shots

[0186] 43 Friction cone

[0187] 44 claw coupling

[0188] 45 Synchronous body

[0189] 46a, 46b Coupling fitting

[0190] 47 Loose body

[0191] 48 Bearing assembly

[0192] 49 Synchronous ring

[0193] 50 Shift collar

[0194] 51a, 51b Braking fitting

[0195] 100a, 100b, 100c Braking torque path

[0196] 101 Brake rotation axis

[0197] 102 Rotor rotation axis

[0198] 103 Drive torque path

[0199] 104 Drive torque reverse path

[0200] 105 Drive torque branch path

[0201] 106 Torque Path

Claims

1. A braking device (10a, 10b, 10c) for a drive assembly (1) of a vehicle (2), the braking device comprising: Input shaft (28), Brakes, where The brake comprises a first brake fitting (51a) and a second brake fitting (51b), wherein the first brake fitting (51a) is arranged in a fixed manner in the brake device (10a, 10b, 10c), It is characterized in that a brake coupling (39a, 39b, 39c), wherein the input shaft (28), the brake and the brake coupling (39a, 39b, 39c) form a sub-portion of a torque path (106) passing through the brake (39a, 39b, 39c), wherein the brake coupling device (39a, 39b, 39c) comprises a first coupling fitting (46a) and a second coupling fitting (46b), wherein in a coupled state, the brake coupling device (39a, 39b, 39c) couples the coupling fittings (46a, 46b) to each other in a rotationally fixed manner in order to close the torque path (106), and in a released state, the brake coupling device decouples the coupling fittings (46a, 46b) in order to open the torque path (106), One of the coupling fittings (46a, 46b) is connected to the input shaft (28) to rotate together with the input shaft.

2. The braking device (10a, 10b, 10c) according to claim 1, characterized in that: Another of the coupling fittings (46b) is connected to the second brake fitting (51b) to rotate together with the second brake fitting, or another of the coupling fittings can be connected to a transmission shaft of the drive assembly (1) of the vehicle (2) to rotate together with the transmission shaft.

3. The braking device (10a, 10b, 10c) according to claim 1 or 2, characterized in that: The braking device (10a, 10b, 10c) is designed as a dead-end device and / or a dead-end module for the torque path (106).

4. The braking device (10a, 10b, 10c) according to any one of the preceding claims, characterized in that The brake is designed as a multi-disk brake (41).

5. The braking device (10a, 10b, 10c) according to any one of the preceding claims, characterized in that The brake coupling device (39a, 39b, 39c) can maintain the coupled state and / or the released state in a force-free manner.

6. Braking device (10a, 10b, 10c) according to any one of the preceding claims, characterized in that The brake coupling device (39a, 39b, 39c) is designed as a synchronization device.

7. A vehicle (2) having a drive assembly (1), wherein: The drive assembly (1) has an electric drive unit (3) for generating a drive torque for the vehicle (2), wherein the drive assembly (1) has a transmission gear device (4) for transmitting the drive torque, wherein the transmission gear device (4) has a gear device input end (6) for receiving the drive torque and a gear device output end (5) for outputting the transmitted drive torque in the direction of at least one driven wheel (7) of the vehicle (2), so that a drive torque path (103) is formed from the drive unit (3) to the gear device output end (5) and / or to the at least one driven wheel (7), and the vehicle has a braking device (10a, 10b, 10c) according to one of the preceding claims, wherein the braking device (10a, 10b, 10c) can be operatively connected to the drive torque path (103) so as to apply a braking torque to the at least one driven wheel (7) along the braking torque path (100a, 100b, 100c).

8. The vehicle (2) according to any one of the preceding claims, characterized in that The vehicle (2) has a vibration management device (38), wherein the vibration management device (38) is designed to compensate and / or damp and / or adjust vibrations occurring in the drive assembly (1) and / or the vehicle (1) by controlling the braking device (10a, 10b, 10c).

9. The vehicle (2) according to any one of the preceding claims, characterized in that The vehicle (2) has a service brake (16), and the braking device (10a, 10b, 10c) is designed as a supplementary brake and / or an auxiliary braking device of the service brake (16), wherein the vehicle (2) has a brake management device (19) for controlling the service brake (16) and the braking device (10a, 10b, 10c), wherein the brake management device (19) is designed to achieve a comfortable braking state, wherein in the comfortable braking state, the braking device (10a, 10b, 10c) performs the main braking deceleration to stop the vehicle.

10. The vehicle (2) according to any one of the preceding claims, characterized in that The brake device (10a, 10b, 10c) is connected and / or connectable to the gear input (6) of the transmission gear (4) and / or the rotor shaft (11) of the drive unit (3) to rotate together with the gear input and / or the rotor shaft, and / or the braking torque path (100a, 100b, 100c) extends via the transmission gear (4), wherein the brake device (10) is arranged in front of the transmission gear (4) in the braking torque path (100a, 100b, 100c), and / or wherein the brake device (10a, 10b, 10c) is operable at the engine speed of the drive unit (3).

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