Drive device for a vehicle, vehicle comprising a drive device, and assistance module for a vehicle and / or drive device

Abstract

The invention relates to a drive device (1) for a vehicle (2), comprising an electric drive machine (3) for generating a drive torque for the vehicle (2), comprising a step-up gear mechanism (4) for increasing the drive torque and for outputting the increased drive torque in the direction of at least one driven wheel (7) of the vehicle (2), the at least one driven wheel (7) is driven by the speed-increasing gear (4) and comprises a brake device (10) for generating a brake torque on the at least one driven wheel (7) via a brake torque path (100), the brake torque path (100) extending through the speed-increasing gear (4), and wherein the brake device (10) is arranged upstream of the speed-increasing gear (4) in the brake torque path (100).

Description

Technical Field

[0001] The invention relates to a drive device for a vehicle having the features of the preamble of claim 1. The invention also relates to a vehicle having a drive device and to an additional module for a vehicle and / or for the drive device. Background Art

[0002] For vehicles of the M1 and N1 classes according to Regulation (EU) 2018 / 858, service brakes designed as drum brakes or disc brakes are currently the state of the art. One brake is arranged on each wheel.

[0003] It is an established practice for electric vehicles in the M1 and N1 classes to use both friction brakes and recuperation brakes in a mixed ratio during service braking. The size of the respective ratio depends on the driving situation. Emergency braking in high deceleration situations is handled by the friction brakes, while medium deceleration in city traffic is mainly generated by the recuperation brakes. Summary of the invention

[0004] The object of the present invention is to provide a drive device for a vehicle having improved operating properties.

[0005] This object is achieved by a drive device having the features of claim 1, by a vehicle having the features of claim 9 and by an additional module having the features of claim 13. Preferred or advantageous embodiments of the invention are apparent from the dependent claims, the following description and the enclosed exemplary embodiments.

[0006] The object of the invention relates to a drive device suitable for and / or designed for a vehicle. In particular, the vehicle is designed as a hybrid vehicle or a purely electric vehicle. The vehicle is implemented, for example, as a passenger car, a small bus, a truck, etc. Particularly preferably, the vehicle is assigned to the M1 or N1 class according to Regulation (EU) 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 more than 80 km / h, preferably more than 120 km / h and in particular more than 140 km / h. Alternatively, the vehicle is designed as a rail vehicle.

[0007] The drive device has an electric drive machine, in particular an electric engine, for generating a drive torque for the vehicle. It can be provided that the electric drive machine is the only traction machine for the vehicle. Alternatively, the vehicle has an additional traction machine, for example an additional electric drive machine and / or an internal combustion engine, for generating a drive torque. Preferably, the drive device provides at least 20%, in particular at least 40% and in particular at least 80% of the drive torque for the vehicle.

[0008] The electric drive machine can be assigned to a single driven wheel of the vehicle and / or designed as a single-wheel drive. Alternatively, the electric drive machine is assigned to two driven wheels, preferably with a common axle and / or designed as an electric axle. In other embodiments, the electric drive machine can also be assigned to all driven wheels and / or wheels of the vehicle and / or designed as an all-wheel drive.

[0009] The drive device has a speed-increasing gear mechanism for increasing the drive torque. A particularly preferred method is a "speed reduction" from fast to slow, which is also called a gear reduction. The speed-increasing gear mechanism is designed to output an increased drive torque in the direction of at least one driven wheel of the vehicle based on the drive torque from the electric drive machine. For example, the speed-increasing gear mechanism has a gear output portion, and the increased drive torque is output in the direction of at least one driven wheel of the vehicle via the gear output portion. Optionally, a distribution gear mechanism, in particular a differential and / or a summing gear mechanism, for combining the increased drive torque with other drive torques is connected downstream of the speed-increasing gear mechanism.

[0010] It is proposed within the scope of the invention that the drive device has a braking device for generating a braking torque on at least one driven wheel. Starting from the braking device, a braking torque path extends to the at least one driven wheel. 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.

[0011] The brake device is designed in particular as a dynamic brake device and / or a brake device for actuation during travel of the vehicle. In particular, the brake device is not designed as a parking brake or at least is not designed as a pure parking brake.

[0012] The braking device is arranged upstream of the step-up gear mechanism in the braking torque path. This means that the braking device is located in the section of the drive device in which the driving torque has not yet been increased by the step-up gear mechanism. In a preferred embodiment, the speed of the braking device is higher than the speed at the gear output and / or at the driven wheel. Particularly preferably, the braking device is arranged close to the drive machine, but not close to the wheel. This position leads to two possible advantages: the braking device is arranged in an area in which the speed has not yet been increased by the step-up gear mechanism and is therefore higher than the speed at the driven wheel and / or at the gear output. This reduces the braking torque that the braking device must apply, and other braking systems can be used instead of dry friction brakes.

[0013] Due to its location close to the engine, the brake device can be more easily packaged so that no pollutants can escape into the environment. This makes it easier for the drive equipment, in particular the brake device, to meet the requirements for limiting the permissible emission of fine particles.

[0014] In a preferred embodiment, the electric drive machine has a rotor shaft, wherein the brake device is connected to the rotor shaft or is permanently rotationally coupled, preferably rotationally fixed, to the rotor shaft in the brake ready state. Alternatively or additionally, it is required that the brake device operates at the engine speed of the drive machine.

[0015] In another preferred embodiment of the present invention, the braking torque path extends via the electric drive machine, wherein the braking device is arranged upstream of the electric drive machine in the braking torque path. Therefore, the braking torque is introduced into the braking torque path by the braking device, via the electric drive machine and via the step-up gear mechanism and in particular via the gear output and then guided to at least one driven wheel. Particularly preferably, the rotor shaft is connected to the braking device with one axial side, optionally directly or, if necessary, by interposing other components, preferably in a non-rotatable manner, and is connected to the step-up gear mechanism with the other side, optionally directly or, if necessary, by interposing other components, preferably in a non-rotatable manner.

[0016] On the one hand, the drive torque path extends from the electric drive machine to at least one driven wheel. In addition, in this further development, the drive torque reverse path extends from the drive machine 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 a dead end, because the drive torque of the electric drive machine is not conducted through the braking device. In particular, the braking device forms a dead end path for the drive torque reverse path.

[0017] From the perspective of drive technology, in this further development, the electric drive machine is arranged between the brake device and the step-up gear mechanism. This arrangement makes it particularly easy to integrate the brake device, since no intervention in the drive torque path is required. Conversely, the brake device can be arranged on one side of the drive machine and the step-up gear mechanism can be arranged on the other side of the drive machine.

[0018] In an alternative embodiment of the present invention, the brake device is arranged between the drive machine and the speed-increasing gear mechanism in the drive torque path. In particular, the brake device acts on the connecting shaft or connecting shaft section between the drive machine and the speed-increasing gear mechanism. In this configuration, the drive device can be realized particularly compactly.

[0019] In another alternative embodiment, the braking device is arranged outside the driving torque path. In particular, the gear input of the speed-increasing gear mechanism forms a branching point, whereby the driving torque path and the braking torque path meet for the first time at the branching point. From a structural point of view, the drive machine is arranged on one axial side of the speed-increasing gear mechanism, and the braking device is arranged on the other side of the speed-increasing gear mechanism. On the one hand, the driving torque path extends from the electric drive machine to at least one driven wheel. In addition, in this other improved scheme, the driving torque branch path extends from the drive machine through the speed-increasing gear mechanism to the braking device without speed increase, wherein the driving torque can also be transmitted to the braking device. With respect to the driving torque branch path, the braking device forms an end point or a dead end, because the driving torque of the electric drive machine is not transmitted through the braking device. In particular, the braking device forms a dead end path for the driving torque branch path.

[0020] 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 coaxially aligned with the rotation axis of the rotor shaft. This embodiment allows the drive device to become particularly compact, so that the integration effort is reduced and the operating characteristics are improved.

[0021] In a preferred improvement of the invention, the drive device has an additional module, wherein the additional module has a module housing, wherein the braking device is arranged in the module housing. The drive device has a main housing, wherein the drive machine and optionally an additional speed-increasing gear mechanism are 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-destructive manner. For example, the additional module, in particular the module housing, is flange-connected, threaded 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.

[0022] Preferably, the main housing forms an electric shaft and / or another independent subassembly with the drive machine and optionally also with the step-up gear mechanism. This further improvement makes it easier to mount the additional module with the brake device on the already improved drive unit, in particular the electric shaft, 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.

[0023] In a preferred embodiment of the present invention, the braking device is designed as a friction braking device. The friction braking device achieves a braking effect in particular via friction, in particular via solid body friction, wherein two brake partners can be in frictional contact. The brake partner is in particular designed as a solid body. The friction braking device has a temperature control fluid for lubricating and / or cooling the friction braking device. The cooling can be in particular designed as external cooling, wherein the temperature control fluid cools the friction braking device from the outside and is in particular arranged and / or operated without contacting the friction surface of the brake partner. Alternatively, the temperature control fluid is designed to be used for internal lubrication and / or cooling of the friction braking device, so that the brake partner, in particular the friction surface of the brake partner is in physical contact with the temperature control fluid and / or the friction surface of the brake partner is in physical contact with the temperature control fluid and / or the friction braking device is designed to be wet or wet operation.

[0024] The friction brake is designed in particular as an encapsulated friction brake. This design allows the friction brake to operate without emissions and avoids the escape of fine dust particles, since these particles are particularly bound by the temperature control fluid. The wet friction brake also has the advantage that it has a positive acoustic behavior. Any brake noise that can occur, in particular in dry brake systems, is avoided, which improves the operating behavior.

[0025] In particular, the friction brake device is designed as a wet-running multi-disk brake, wherein the multi-disk brake, in particular the brake disks, are operated in a temperature-controlled fluid for lubricating and / or cooling the multi-disk brake.

[0026] In particular, the multi-disk brake has an inner disk package and an outer disk package. The multi-disk brake has an actuator device, wherein the actuator device can set the multi-disk brake to 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, hydraulic and / or electrically acting actuator device.

[0027] The preferred step-up gear ratio of the step-up gear mechanism is a reduction ratio, for example in the range of 1:10 (gear output: gear input). In the case of a multi-disc brake, the loss torque and therefore the power loss decreases with increasing speed - since the engine speed at the reduction ratio is, for example, 10 times higher than the wheel speed or gear output, a wet multi-disc brake is particularly in a favorable operating range.

[0028] The advantage of wet multi-disc brakes or friction brakes is that they have a positive acoustic behavior. Any brake noise that can occur in dry brake systems in particular is avoided, which improves the operating behavior.

[0029] Another object of the invention relates to a vehicle as described above, which has a drive device as described above. The vehicle preferably has a service brake, wherein the brake device is designed as a complementary brake to the service brake and / or as a supplementary brake device to the service brake. This provides a particularly advantageous application of the drive device:

[0030] The service brakes in the vehicle are preferably designed as friction brakes, in particular as dry friction brakes, in particular as disk and / or drum brakes.

[0031] During typical deceleration in city traffic, most of the braking task is taken over by the friction brakes or the recuperation brakes. Shortly before the vehicle stops, it is technically not feasible to use the recuperation brakes; here, the friction brakes provide most or all of the required braking power.

[0032] In vehicles with an electric drive machine, the masking noise of the combustion engine disappears; in hybrid vehicles, the combustion engine may be deactivated. Previously irrelevant vehicle operating noises are noticed by the driver and may be perceived as a nuisance. The reduction in noise emissions thus leads to an improvement in operating characteristics.

[0033] Regulations (eg UNECE 13H for M1 class vehicles) also lead to strict safety requirements for service brakes in terms of emergency braking, thermal brake effect and reliability. Further requirements are expected in the future, most notably restrictions on the permitted emissions of fine dust particles from brakes.

[0034] This tension can lead to a conflict of objectives: 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. However, in the case of emergency braking, the braking noise is negligible. The focus here is only on preventing accidents, i.e. damage to property and / or personal injury.

[0035] This conflict of objectives is mitigated by a vehicle having a drive system in which a brake device intervenes as a complementary brake and / or redundant brake device, for example in an urban environment where the friction brake can no longer resolve the conflict of objectives and / or the recuperation brake can no longer be used. The brake device is emission-free and / or has an active acoustic behavior.

[0036] Since conventional service brakes (e.g. designed as disc brakes or drum brakes) are still required as brake devices as complementary brakes and / or supplementary brake devices, safety-related requirements continue to be imposed on service brakes, in particular friction brakes. This improves the operating characteristics of the drive device and / or the vehicle with regard to safety and / or environmental requirements.

[0037] 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 with short braking distances and for braking from low speeds without generating any noise that the driver finds disturbing. Since the braking device can replace the friction brakes when braking from low speeds, manufacturers of friction brakes can focus their optimization efforts on controlled emergency braking and gain new room for maneuver in vehicles with drive equipment. During emergency braking, the acoustic behavior is secondary compared to everyday braking in city traffic. Since the braking device is preferably not required to have a safety function - the service brakes remain intact and fully operational - it can be arranged upstream of the step-up gear mechanism.

[0038] In a preferred further development of the invention, the vehicle has a brake management device for controlling the service brake and the brake device.

[0039] 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, stop the vehicle, wherein in the emergency braking state at least the main braking deceleration or the dedicated braking deceleration is realized by the friction brakes of the service brakes. This means that all safety requirements are met.

[0040] Alternatively or additionally, the brake management device is designed to realize a recuperation braking state, wherein at least a part of the braking deceleration is realized by recuperation braking of the recuperation brake. This realizes environmentally friendly and comfortable driving.

[0041] 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 stop the vehicle. 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 brake. In the comfort braking state, braking of the vehicle to a standstill is achieved with little or no noise emission, because this is fully or mostly achieved by the brake device.

[0042] An optional object of the invention relates to a method for operating a vehicle having a drive device as described above, wherein at least one of the operating states is implemented by a brake management device.

[0043] In a possible 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 a step-up gear mechanism, to control the temperature of the battery and / or to control the temperature of the passenger compartment.

[0044] The brake device can be designed as a passive heating device and the brake heat can be generated predominantly by traffic-related braking.

[0045] 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 machine so that the additional drive torque is directed, in particular, from the electric drive machine 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.

[0046] In another possible further development, the brake device is designed to work as an active auxiliary heater: for this purpose, the drive device has a drive coupling device designed to separate the drive torque path. The temperature management device is designed to control the drive coupling device so that the drive torque path is separated. In addition, the temperature management device controls the drive machine and the brake device to generate a drive torque, which is transmitted to the brake device and reduced again by the brake torque, so as to actively generate brake heat when stationary. As mentioned above, the brake heat is directed to a useful function via the temperature management device.

[0047] Preferably, the vehicle has a vibration management device which is designed to compensate and / or damp and / or regulate vibrations in the drive device, drive machine, step-up gear mechanism and / or vehicle as a 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 independently of the braking process and thereby damp the vibration system and / or shift the resonant frequency. Typically, the vibration system is detuned by the actuation of the braking device, in particular a multi-disc brake, so that the vibrations are damped and / or compensated.

[0048] In a preferred further development of the invention, the brake device has a brake coupling for decoupling the multi-disk brake from the brake torque path. The vibration management device is designed to close the brake coupling 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, the rotating mass of the brake device is connected to the vibration system, so that the vibration behavior of the vibration system is changed in order to compensate and / or damp the vibrations that occur.

[0049] The temperature management device, the vibration management device and / or the brake management device are preferably designed as digital data processing devices.

[0050] Another object of the invention relates to an additional module for a vehicle and / or a drive device 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 an end point for a path, in particular 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.

[0051] Possible advantages may include:

[0052] Very long maintenance intervals ("virtual life brakes").

[0053] Favorable acoustic behavior, since the brake is fully encapsulated.

[0054] Not affected by weather or other environmental conditions of the vehicle.

[0055] At speeds and decelerations typical in urban areas, the previously necessary use of the friction brakes towards the end of the deceleration process can be omitted. At this operating point, the braking noise from conventional friction brakes is most noticeable to the driver.

[0056] Use of temperature control fluid to dissipate the generated brake heat. The heated temperature control fluid is advantageously used to control the temperature of the battery and the gear mechanism and to heat the passenger compartment. This allows the energy efficiency of the vehicle to be improved by using the brake device.

[0057] The small amount of wear particles that are produced are bound in the temperature control fluid and are therefore unable to enter the environment. By using a combination of braking device and recuperation brake, an emission-free braking system can be achieved, especially in urban environments.

[0058] As already described, towards the end of the deceleration process, the main braking deceleration is generated by the service brakes. This must be designed both for safe, controlled emergency braking from high speeds with short braking distances and for braking from low speeds without generating any noise that the driver finds disturbing. Since the friction brakes are replaced when braking from low speeds, the manufacturers of friction brakes can focus their optimization efforts on controlled emergency braking and gain new room for maneuver in vehicles equipped with additional brakes. During emergency braking, the acoustic behavior is of secondary importance compared to everyday braking, especially in city traffic.

[0059] Since the braking device is not required to have a safety function - the service brakes remain intact and fully operational - it can be arranged upstream of the differential, for example. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Further features, advantages and effects of the present invention result from the following description of preferred exemplary embodiments of the present invention and from the accompanying drawings. In the drawings:

[0061] Figure 1 shows a highly schematic block diagram of a drive device for a vehicle and a vehicle as an exemplary embodiment of the present invention;

[0062] 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;

[0063] Figure 3 shows a possible structural design of a drive device according to a first exemplary embodiment;

[0064] Figure 4 A possible structural design of a brake device for a drive device is shown;

[0065] Figure 5 shows a possible structural design of a drive device according to a second exemplary embodiment;

[0066] Figure 6 shows a possible structural design of a drive device according to a third exemplary embodiment;

[0067] Figure 7a , Figure 7b Two embodiment variants of the method for vibration damping are shown;

[0068] Figure 8 A possible structural design of a drive device for vibration damping is shown;

[0069] Fig. 9 An embodiment variant of a method for active brake heat generation is shown;

[0070] Fig.10 A possible design for a drive device that generates brake heat is shown. DETAILED DESCRIPTION

[0071] Figure 1A drive device 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 device 1 has an electric drive machine 3, wherein the electric drive machine 3 is designed to generate a drive torque for the vehicle 2. In particular, the drive machine 3 is designed as an electric motor. Optionally, the drive machine 3 can be used as a generator.

[0072] The drive device 1 has a step-up gear mechanism 4, which is designed to increase the drive torque from the drive machine 3, i.e. "from fast to slow". The step-up gear mechanism 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.

[0073] The vehicle 2 also has at least one driven wheel 7. In the exemplary embodiment shown, the vehicle 2 has two driven wheels 7 on a common shaft 8. The increased drive torque generated by the step-up gear mechanism 4 is directed toward the driven wheel 7. For example, a differential 9 can be interconnected in the torque flow. Alternatively, only one driven wheel 7 is provided, wherein the drive device 1 is designed as a single-wheel drive. The drive torque can also be distributed to the driven wheels 7 of different shafts 8.

[0074] A drive torque path 103 is formed which extends from the drive machine 3 into the gear input 6 and / or the step-up gear mechanism 4 and subsequently leads to the driven wheel 7 , in particular via the gear output 5 .

[0075] 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 machine 3. This allows the drive machine 3 to rotate without any drive torque being transmitted to the gear output 5 or to 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 device can be arranged in the step-up gear mechanism 4 or downstream of the differential 9. The drive coupling device 40a is arranged between the drive machine 3 and the step-up gear mechanism 4. In the case of using a brake device 10b, the brake device 10b is arranged upstream of the drive coupling device 40a in the drive torque path 103. The drive coupling device 40b is arranged downstream of the gear output 5 in the drive torque path 103.

[0076] The drive device 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 a corresponding braking torque path 100a, 100b, 100c. Figure 1Three different exemplary embodiments are shown for the location of the braking devices 10a, 10b, 10c and for alternatively selected braking torque paths 100a, 100b, 100c.

[0077] The brake devices 10a, 10b, 10c are particularly 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 as intended to brake the vehicle 1 from a driving speed of, for example, more than 20 km / h to a stop.

[0078] The braking torque paths 100a, 100b, 100c each extend via the step-up gear mechanism 4, wherein the braking devices 10a, 10b, 10c are arranged upstream of the step-up gear mechanism 4 in the torque flow direction of the braking torque relative to the respective braking torque paths 100a, 100b, 100c.

[0079] In the first exemplary embodiment, the brake device 10a is arranged in the brake torque path 100a upstream of the electric drive machine 3. Therefore, the brake torque path 100a extends from the brake device 10a generating the brake torque via the electric drive machine 3, then via the step-up gear mechanism 4 and at least one driven wheel 7.

[0080] In the second exemplary embodiment, the brake device 10b is arranged between the drive machine 3 and the step-up gear mechanism 4 in the drive torque path 103. Therefore, the braking torque path 100b extends from the brake device 10b generating the braking torque via the step-up gear mechanism 4 to at least one driven wheel 7. The drive machine 3 is arranged outside the braking torque path 100b.

[0081] In the third exemplary embodiment, the brake device 10c is arranged on a different axial side from the drive machine 3 in the brake torque path 100c relative to the speed-increasing gear mechanism 4. Therefore, the brake torque path 100c extends from the brake device 10c generating the brake torque via the speed-increasing gear mechanism 4 to at least one driven wheel 7. The drive machine 3 is arranged outside the brake torque path 100c.

[0082] 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 driving machine 3 or at least at a speed which is not generated via the step-up gear mechanism 4 .

[0083] The brake devices 10a, 10b, 10c can optionally 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 from 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 brake preparation state or a free wheel state. In the brake preparation state, the brake device 10a, 10b, 10c is connected 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.

[0084] In addition to the brake device 10, the vehicle 2 optionally has a service brake 16, wherein the service brake 16 includes a friction brake 17, which is designed as a disk brake or drum brake close to the wheel, for example. The vehicle 2 optionally has a recuperation brake 18, which is implemented by the drive machine 3 in generator mode. The recuperation brake 18 can be shared with the service brake 16, but can also be independent of the service brake.

[0085] The vehicle 2 has an approved deceleration system via the service brake 16. The brake devices 10a, 10b, 10c are designed, for example, as complementary brakes and / or supplementary brake devices to the service brake 16 and do not perform any safety-related functions but rather comfort functions with regard to braking of the vehicle.

[0086] The drive device 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 as 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 high braking deceleration is required, so that the service brake and in particular the friction brake takes over the main braking deceleration. This ensures that in an emergency braking state, the safety-related service brake 16 achieves emergency braking.

[0087] Furthermore, the brake management device 19 is designed to achieve braking deceleration by the recuperation brake 18 in the recuperation braking state. This improves the energy management of the vehicle 2.

[0088] The brake management device 19 is designed to control the brake device 10 and the service brake 16 in a comfort braking state so that the main braking deceleration is mainly or only performed by the brake devices 10a, 10b, 10c. For example, the brake management device 19 is particularly designed to achieve a comfort braking state when the vehicle is braked without the service brake 16, in particular without the friction brake 17, and / or only by means of the brake device 10 at a relatively low speed of less than 20 km / h, in particular less than 10 km / h. Optionally, the recuperation brake 18 can support the comfort braking state.

[0089] The brake devices 10a, 10b, 10c are designed in particular as wet, in particular wet-running brake devices 10a, 10b, 10c and as friction brake devices. 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. The significant or even exclusive use of the brake devices 10a, 10b, 10c increases comfort and thus improves the handling characteristics. The background of this braking strategy for the comfort braking state is that the recuperation brake 18 no longer works effectively in the slow state, while avoiding the use of the acoustically disadvantageous friction brake 17.

[0090] 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.

[0091] Optionally, the drive device 1 additionally 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 to additional functions in the vehicle 2 as a temperature control fluid of the brake device 10. Among the useful functions, the brake heat can be used, for example, to heat the step-up gear mechanism, to control the temperature of the battery and / or to 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 contemplated. 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, for example, be used to heat the gear mechanism, for battery temperature control and for controlling the temperature of the passenger compartment. This improves the energy efficiency of the vehicle 2 by utilizing energy that was previously not used and dissipated into the environment.

[0092] The temperature management device 20 may be designed to advantageously distribute the brake heat generated during normal driving operation.In this embodiment, the brake devices 10a, 10b, 10c act as passive heating devices.

[0093] It is also possible to use the brake device 10a, 10b, 10c as a "friction heater" during driving and / or as an active heating device: for this purpose, the brake device 10a, 10b, 10c designed as a wet friction brake device or a multi-disc brake 41 actively generates temperature by generating a braking torque, which generates thermal energy. However, the braking torque is simultaneously compensated by an increase in the engine torque of the drive machine 3 in order to keep the speed of the vehicle constant. In the active heating state, the brake device 10a, 10b, 10c and the drive machine 3 work relative to each other to actively generate brake heat.

[0094] 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 as to disconnect the drive torque path 103. In addition, the drive machine 3 is controlled to generate a drive torque which is directed to the brake devices 10a, 10b, 10c. In addition, the brake devices 10a, 10b, 10c are controlled to perform braking so as to counteract the drive torque by the brake torque, so that brake heat is actively generated when the vehicle 2 is stationary. The brake heat can be used for the useful functions already described.

[0095] The drive coupling means 40a, 40b enable the drive machine 3 to be operated independently of the driving state, i.e. even at rest (similar to idling of an internal combustion engine). This enables the brake means 10a, 10b, 10c coupled to the drive machine 3 to continue to operate 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, for example, as an auxiliary heater when the vehicle is at rest. No additional or fewer heating components are required.

[0096] Positioning the brake device 10a, 10b, 10c upstream of the step-up gear mechanism 4 is advantageous because the engine speed can be used directly to control the brake device. This allows higher speeds to be achieved at lower torque in typical applications.

[0097] Optionally, the vehicle has a vibration management device 38, wherein the vibration management device 38 is designed to compensate and / or damp vibrations in the drive device 1, the drive torque path 103, the braking torque path 100, the drive machine 3, the step-up gear mechanism 4 and / or the vehicle 2 - collectively referred to as the system - by monitoring and, in particular, controlling the braking devices 10a, 10b, 10c.

[0098] The vibration management device 38 can detect the vibration to be damped by a suitable sensor. Examples of sensors include vibration sensors, speed sensors, sound sensors, etc. The braking devices 10a, 10b, 10c are controlled based on the detected vibration to be damped. In particular, this control is performed independently of any control as braking during driving.

[0099] The vibration damping function can be realized by controlling the friction brake device, in particular the multi-disk brake 41, ie the actual brake actuator. The 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.

[0100] Alternatively or additionally, the brake coupling 39a, 39b, 39c can be controlled by switching it from a freewheel state to a brake ready state, so that a vibration damping function is achieved. In this case, damping is achieved by enabling damping components in the vibration system through a multi-disc brake 41 or a universal friction brake device operating in a temperature-controlled fluid. In the case where the brake coupling 39a, 39b, 39c is designed as a synchronous device, the brake coupling 39a, 39b, 39c can also be controlled in a sliding or frictional manner and thus be in an intermediate state between the released state and the brake ready state. This makes it possible to gradually damp and / or compensate for the vibrations to be damped by the vibration management device 38.

[0101] If the influence on the vibrations to be damped is considered as a detuning of the system to be damped, a first possibility of detuning is achieved by switching on and / or synchronizing. Thus, the rotatable part of the multi-disk brake 41 is coupled to the drive machine 3 as a friction brake, whereby the additional mass detunes the system.

[0102] Alternatively or additionally, the rotatable part of the multi-disk brake 41 can be applied as a friction brake, in particular after the rotatable part has been coupled, wherein the system can be fully variably detuned.

[0103] Figure 2a A first exemplary embodiment with a braking device 10 a is shown in a schematic alternative representation.

[0104] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled to the brake device 10a and / or connected in a rotationally fixed manner. Figure 2aIn 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. The brake device 10a is permanently rotationally coupled to the rotor shaft 11 and / or connected to the rotor shaft 11 in a rotationally fixed manner, or in the case of the brake device 10a having a brake coupling device 39a, at least in the brake ready state. On the axial side of the rotor shaft 11 opposite to the brake device 10a, the brake device is connected to the gear input 6 of the step-up gear mechanism 4 in a rotationally fixed manner. Thus, the rotor shaft 11 and thus the drive machine 3 are operatively connected to the brake device 10a on one axial side and to the step-up gear mechanism 4 on the other axial side. This positioning enables a particularly simple integration and design of the brake device 10a and / or the drive device 1. Thus, the brake torque path 100a extends from the brake device 10a via the drive machine 3, the step-up gear mechanism 4 to the gear output 5.

[0105] The drive device 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 device 1 also includes a main housing 14, wherein at least the drive machine 3 and optionally an additional step-up gear mechanism 4 are arranged in the main housing 14. The additional module 12a and / or the module housing 13 are connected to the main housing 14 in a detachable manner. Therefore, for maintenance or modification purposes, the additional module 12a can be easily connected to the main housing 14 and thus to the electric drive machine 3.

[0106] Furthermore, a drive torque reverse path 104 is formed, which in particular extends in the opposite direction to the drive torque path 103 and extends from the electric drive machine 3 via the rotor shaft 11 into the additional module 12a and / or the brake device 10a. For this drive torque reverse path 104, the additional module 12a and / or the brake device 10a form the terminal module and / or the end point. 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 machine 3.

[0107] Optionally, the vehicle 2 may additionally have a brake coupling 39a and / or a drive coupling 40a, 40b. For the sake of clarity of the drawing, these devices are not shown.

[0108] The brake management device 19 is connected for signal transmission to the optional recuperation brake 18, the brake device 10a and the service brake 16. The temperature management device 20 is connected for signal transmission to the brake device 10a and optionally additionally to the drive coupling device 40a, 40b or in another design and / or to the drive machine 3. The vibration management device 38 is connected for signal transmission to the brake device 10a.

[0109] Figure 2b A second exemplary embodiment with a braking device 10 b is shown in a schematic alternative representation.

[0110] The drive machine 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 2b In the exemplary embodiment shown, the brake rotation axis 101 is coaxially aligned with the rotor rotation axis 102 of the rotor shaft 11. The brake device 10b is permanently rotationally coupled to the rotor shaft 11 and / or is connected to the rotor shaft 11 in a rotationally fixed manner, or in the case of the brake device 10b having a brake coupling device 39b, at least in the brake standby state. The brake device 10b is arranged downstream of the drive machine 3 and upstream of the step-up gear mechanism 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 device 1. Therefore, the brake torque path 100b extends from the brake device 10b via the step-up gear mechanism 4 to the gear output 5.

[0111] Optionally, the vehicle 2 may additionally have a brake coupling 39b and / or a drive coupling 40b or another drive coupling. For the sake of clarity of the drawing, these devices are not shown.

[0112] The brake management device 19 is connected for signal transmission to the optional recuperation brake 18, the brake device 10b and the service brake 16. The temperature management device 20 is connected for signal transmission to the brake device 10b and optionally additionally to the drive coupling device 40b or in another design and / or to the drive machine 3. The vibration management device 38 is connected for signal transmission to the brake device 10a.

[0113] Figure 2b A third exemplary embodiment with a braking device 10 c is shown in a schematic alternative representation.

[0114] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled to the brake device 10a via a step-up gear mechanism 4 and / or is connected in a rotationally fixed manner. Figure 2cIn the exemplary embodiment shown, the brake rotation axis 101 is coaxially aligned with the rotor rotation axis 102 of the rotor shaft 11. The brake device 10c is permanently rotationally coupled to the rotor shaft 11 and / or connected to the rotor shaft 11 in a rotationally fixed manner, or in the case of the brake device 10c having a brake coupling device 39c, at least in the brake ready state. The step-up gear mechanism 4 is arranged between the drive machine 3 and the brake device 10c relative to the rotor rotation axis 102 and / or the brake rotation axis 101. Therefore, the step-up gear mechanism 4 is operatively connected to the drive machine 3 with one axial side and to the brake device 10c with its other axial side. In particular, the brake device 10c rotates at the speed of the drive machine 3.

[0115] This positioning enables a particularly simple integration and design of the braking device 10 c and / or the drive device 1 . The braking torque path 100 c therefore extends from the braking device 10 c via the step-up gear mechanism 4 to the gear output 5 .

[0116] The drive device 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 device 1 also includes a main housing 14, wherein at least the step-up gear mechanism 4 and optionally the additional drive machine 3 are arranged in the main housing 14. The additional module 12c and / or the module housing 13 are connected to the main housing 14 in a detachable manner. Therefore, for maintenance or modification purposes, the additional module 12c can be easily connected to the main housing 14 and thus to the step-up gear mechanism 4 and / or the electric drive machine 3.

[0117] In addition, a drive torque branch path 105 is formed, which branches from the drive torque path 103 and extends from the electric drive machine 3 via the step-up gear mechanism 4 to 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 terminal module and / or a terminal point. In particular, the additional module 12c and / or the brake device 10c have only a single and / or common torque coupling part 15, which is designed as an output part for braking torque and / or is designed as an input part for driving torque from the drive machine 3 and / or the step-up gear mechanism.

[0118] Optionally, the vehicle 2 may additionally have a brake coupling 39c and / or a drive coupling 40a, 40b or other drive couplings, which are not shown for the sake of clarity.

[0119] The brake management device 19 is connected for signal transmission to the optional recuperation brake 18, the brake device 10c and the service brake 16. The temperature management device 20 is connected for signal transmission to the brake device 10c and optionally additionally to the drive coupling devices 40a, 40b or in another design and / or to the drive machine 3. The vibration management device 38 is connected for signal transmission to the brake device 10c.

[0120] Figure 3 A schematic longitudinal section through the structural design of a drive device 1 according to a first exemplary embodiment of the invention is shown, wherein the same components and areas are provided as in FIG. Figure 1 The same reference numerals are used in the reference numerals in the drawings, so that reference is made to the previous description and only the construction details are discussed below. For the torque path, reference is also made to the previous drawings.

[0121] The centrally arranged electric drive machine 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 machine 3 is arranged in a fixed manner within the main housing 14.

[0122] The step-up gear mechanism 4 is designed as a planetary gear, wherein the rotor shaft 11 in the gear input 6 is connected to a sun shaft 23, which meshes with a plurality of planetary gears 24, which are rotatably arranged on a common pitch circle in a planetary gear carrier 25. The planetary gear carrier 25 forms the gear output 5 and has, for example, a circumferential spur gear toothing 26. The step-up gear mechanism 4 is arranged in the main housing 14 together with the electric drive machine 3. The region of the drive device 1 in which the power electronics for the drive machine 3 are arranged is graphically cut away.

[0123] On the left side, 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 connected to the main housing 14 in a detachable manner via a screw connection 27.

[0124] Figure 4 Shown from Figure 3 Detailed view of an additional module 12a designed as a low-energy brake. The brake device 10a is directly connected to the engine shaft in the form of the rotor shaft 11 (FIG. 2) of the electric drive machine 3 via an input shaft 28 forming a torque interface 15. The torque transmission can be carried out, for example, via a toothing on the input shaft 28 and a corresponding counter toothing on the engine shaft / rotor shaft 11 ( Figure 3 ).

[0125] A toothed inner ring 29 is arranged on the input shaft 23. The two components can, for example, be designed as a welded assembly; alternatively, the two components can be integrated into a single component. The torque is transmitted via the toothed inner ring 29 to a plurality of friction disks 30 forming an inner disk pack. For this purpose, a toothing is introduced into the inner diameter of the friction disk 30. In order to generate a braking torque, the friction disk 30 is pressed against a plurality of steel disks 31 forming an outer disk pack. The steel disk 31 is fixed against rotation by means of an external toothing in a toothed outer ring 32, but is mounted so as to be axially displaceable. The support of the braking torque extends via the toothed outer ring 32 across the module housing 13 into the main housing 14, wherein the transmission of the torque can be achieved, for example, by means of a threaded connection, a toothing, etc. A threaded connection 27 is shown.

[0126] 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 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. Optional sliding belts 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.

[0127] If deceleration is not requested and the system is in a pressure-free 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. The module housing 13 can be composed of two housing halves, as shown, 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 for controlling the temperature of the friction disk 30 and the steel disk 31 and lubricating the friction disk and the steel disk is arranged in the module interior 36. 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 into a useful function.

[0128] Figure 5 A schematic longitudinal section through the structural design of a drive device 1 according to a second exemplary embodiment of the invention is shown, wherein the same components and areas are provided as in FIG. Figure 1 The same reference numerals are used in the reference numerals in the figure, so that reference is made to the previous description and only the structural details are discussed below. For the torque path, reference is also made to the previous figures. For the structural details of the drive device 1, reference is made to Figure 3For the structural details of the brake device 10b, refer to Figure 4 Description.

[0129] In the second exemplary embodiment, the brake device 10b is arranged between the drive machine 3 and the step-up gear mechanism 4. The rotor shaft 11 is connected and / or can be connected to the input shaft 28 of the brake device 10b in a non-rotatable manner. The input shaft 28 is connected and / or can be connected to the gear input 6 for rotation with the gear input, which in the second exemplary embodiment is again designed as a sun shaft 23. The brake device 10b is integrated into the main housing 14 together with the drive machine 3 and the step-up gear mechanism 4.

[0130] Figure 6 A schematic longitudinal section through a structural embodiment of a drive device 1 according to a third exemplary embodiment of the invention is shown, wherein the same components and regions are provided as in the embodiment of the present invention. Figure 1 The same reference numerals are used in the reference numerals in the figure, so that reference is made to the previous description and only the structural details are discussed below. For the torque path, reference is also made to the previous figures. For the structural details of the drive device 1, reference is made to Figure 3 For the structural details of the brake device 10b, refer to Figure 4 , in which the brake device 10c is designed to be structurally identical to the brake device 10a, but is mirror-inverted.

[0131] 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 to the torque coupling 15, here the input shaft 28, via the gear input 6, here the sun shaft 23, and the step-up gear mechanism 4 in a rotationally fixed manner.

[0132] Figure 7a , Figure 7b A schematic representation of an embodiment of vibration damping is shown. A drive machine 3, a step-up gear mechanism 4 and a brake device 10a, 10b, 10c are each shown.

[0133] Figure 7a An alternative is shown in which the brake devices 10a, 10b, 10c are permanently coupled to a system comprising the drive machine 3, the step-up gear mechanism 4 and optionally other components. The vibration management device 38 controls the brake devices 10a, 10b, 10c so that the system is detuned due to the friction torque and, for example, the frequency position of any resonant frequency is shifted. In this way, vibrations in the system can be damped and / or compensated.

[0134] Figure 7b Another alternative is shown, in which the brake device 10a, 10b, 10c has a brake coupling device 39a, 39b, 39c. The first stage of detuning is achieved by coupling the brake device 10a, 10b, 10c and the rotating mass of the brake device. Thereby, the rotatable part of the disk pack of the multi-disc brake 41 is coupled to the system. The additional mass detunes the system.

[0135] In a further step, after coupling the rotatable part of the disc pack, the disc pack and / or the multi-disc brake 41 can be switched off. This allows the system to be detuned in a fully variable manner.

[0136] Figure 8 With Figure 4 A similar representation shows the additional module 12a, to which reference is made to the corresponding description. Figure 4 In contrast, the drive device 1 and / or the vehicle 2 has a brake coupling 39a. The brake coupling 39a is 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 sliding sleeve in the axial direction, the speed can first be adjusted via the friction cone 43, and then the claw coupling 44 can be moved on the two shaft ends. In the device shown, the claw coupling 44 is mounted on a non-permanent rotating part (not on the engine side, but on the friction system side). When the rod 42 is engaged, this results in less wear and less resistance torque. The brake coupling 39a is controlled by the vibration management device 38. The other brake couplings 39b, 39c can be designed to be structurally identical.

[0137] 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 machine 3, the brake device 10a and the drive coupling device 40a so that the speed-increasing gear mechanism 4 is separated from the drive machine 3, but the drive machine is operatively connected to the brake device 10a. Subsequently, a drive torque is generated by the drive machine 3 and directed to the brake device 10a, which brakes the drive torque so as to actively generate brake heat. Subsequently, the temperature management device 20 can use the brake heat to supply the brake heat to the useful functions described. The other brake devices 10b, 10c can be controlled in the same way.

[0138] 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 basically the same as the brake coupling device 39a, but different from the brake coupling device, the drive coupling device connects the rotor shaft 11 to the gear input part 6 and / or the sun shaft 23 in a detachable manner. For the description of the drive coupling device 40a, refer to Figure 8 Positioning the drive coupling 40a upstream of the step-up gear mechanism 4 is advantageous because the drive coupling can be controlled directly using the engine speed. This allows higher speeds to be achieved at lower torque in typical applications.

[0139] Reference numerals list

[0140] 1. Drive equipment

[0141] 2 Vehicles

[0142] 3 Electric drive machines

[0143] 4 Speed ​​increasing gear mechanism

[0144] 5 Gear output

[0145] 6 Gear input

[0146] 7 Driven wheel

[0147] 8 Axis

[0148] 9 Differential

[0149] 10 Braking system

[0150] 11 Rotor shaft

[0151] 12a, 12c additional modules

[0152] 13 Module housing

[0153] 14 Main housing

[0154] 15 Torque joint

[0155] 16 Service brake

[0156] 17 Friction brake

[0157] 18 Regenerative brakes

[0158] 19 Brake management device

[0159] 20 Temperature management device

[0160] 21 Rotor

[0161] 22 Stator

[0162] 23 Sun Axis

[0163] 24 Planetary gear

[0164] 25 Planetary gear carrier

[0165] 26 Spur gear teeth

[0166] 27 Threaded connector

[0167] 28 Input shaft

[0168] 29 Inner Ring

[0169] 30 Friction disc

[0170] 31 Steel plate

[0171] 32 Outer Ring

[0172] 33 Piston

[0173] 34 Drilling holes for hydraulic fluid

[0174] 35 Spring

[0175] 36 Module interior

[0176] 37 Additional drilling

[0177] 38 Vibration Management Device

[0178] 39a, 39b, 39c brake connection device

[0179] 40a, 40b drive coupling device

[0180] 41 Multi-disc brake

[0181] 42 shots

[0182] 43 Friction cone

[0183] 44 Claw coupling

[0184] 100a, 100b, 100c Braking torque path

[0185] 101 Brake rotation axis

[0186] 102 Rotor rotation axis

[0187] 103 Drive torque path

[0188] 104 Drive torque reverse path

[0189] 105 Drive torque branch path

Claims

1. A drive device (1) for a vehicle (2), having an electric drive machine (3) for generating a drive torque for the vehicle (2), A speed-increasing gear mechanism (4) is provided for increasing the driving torque and for outputting the increased driving torque in the direction of at least one driven wheel (7) of the vehicle (2), Features A braking device (10) for generating a braking torque on the at least one driven wheel (7) via a braking torque path (100), wherein the braking torque path (100) extends via the step-up gear mechanism (4), and wherein the braking device (10) is arranged upstream of the step-up gear mechanism (4) in the braking torque path (100).

2. The drive device (1) according to claim 1, characterized in that The electric drive machine (3) has a rotor shaft (11), wherein the brake device (10) is rotationally coupled and / or connected in a rotationally fixed manner to the rotor shaft (11).

3. The driving device according to claim 1 or 2, characterized in that: The braking torque path (100) extends via the electric drive machine (3), and the braking device (10) is arranged upstream of the electric drive machine (3) in the braking torque path (100).

4. The drive device (1) according to claim 1 or 2, characterized in that The brake device is arranged in the drive torque path (103) between the drive machine (3) and the step-up gear mechanism (4).

5. The drive device (1) according to claim 1 or 2, characterized in that The drive machine (3) is arranged on one axial side of the speed-increasing gear mechanism (4), and the brake device (10c) is arranged on the other side of the speed-increasing gear mechanism (4).

6. Drive device (1) according to one of the preceding claims, characterized in that The drive device (1) has an additional module (12) with a module housing (13), wherein the braking device is arranged in the module housing, and the drive device (1) has a main housing (14), wherein the electric drive machine (3) is arranged in the main housing (14), wherein the module housing (13) is fixed to the main housing (14).

7. Drive device (1) according to one of the preceding claims, characterized in that The brake device (10) is designed as a friction brake device and / or a multi-disk brake (41).

8. Drive device (1) according to one of the preceding claims, characterized in that The brake device (10) has a fluid cooling system with a temperature-controlled fluid for dissipating brake heat.

9. A vehicle (2) having a drive device (1) according to one of the preceding claims.

10. The vehicle (2) according to claim 9, characterized in that A service brake (16), wherein the braking device (10) is designed as a complementary brake and / or supplementary braking device of the service brake (16), and comprises a brake management device (19) for controlling the service brake (16) and the braking device (10), wherein the brake management device (19) is designed to achieve a comfort braking state, wherein in the comfort braking state, the main braking deceleration is performed by the braking device (10) to stop the vehicle.

11. The vehicle (2) according to one of the preceding claims, characterized in that The vehicle (2) has a temperature management device (20), wherein the temperature management device (20) is designed to supply the brake heat of the brake device (10) to a useful function via the temperature control fluid.

12. The vehicle (2) according to one of the preceding claims, characterized in that The vehicle (2) has a vibration management device, wherein the vibration management device is designed to compensate and / or damp and / or regulate vibrations occurring in the drive device (1) and / or in the vehicle (1) by controlling the braking device.

13. An additional module (12) for a vehicle (2) according to one of the preceding claims and / or for a drive device (1) according to one of the preceding claims 6 to 8, the additional module (12) having a module housing (13) for connection to the main housing (14), the additional module (12) having the braking device (10), and the additional module (12) forming the end point for a path (104, 105) via which the driving torque can be introduced into the additional module.

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