Vehicle having a drive device with a brake device

Abstract

The invention relates to a vehicle (2) having a drive device (1), the drive device (1) having an electric drive machine (3) for generating a drive torque for the vehicle (2), the drive device (1) having a step-up gear (4) for increasing the drive torque, the speed-increasing gear (4) has a gear input (6) for receiving a drive torque and a gear output (5) for outputting an increased drive torque in the direction of at least one driven wheel (7) of the vehicle (2), such that a drive torque path (103) is formed from the drive machine (3) to the gear output (5) and / or to the at least one driven wheel (7), the drive device has a brake device (10a, 10b, 10c), the brake device (10a, 10b, 10c) being operatively connectable to the drive torque path (103) in order to apply a brake torque to the at least one driven wheel (7) along the brake torque path (100a, 100b, 100c), the brake device (10a, 10b, 10c) having a friction brake device, the friction brake device (10a, 10b, 10c) being operatively connectable to the drive torque path (103) in order to apply a brake torque to the at least one driven wheel (7) along the brake torque path (100a, 100b, 100c). The friction brake device has a temperature control fluid for lubricating and / or cooling the friction brake device.

Description

Technical Field

[0001] The invention relates to a vehicle having a drive device having the features of the preamble of claim 1 . 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 the current state of the art. One brake is arranged on each wheel.

[0003] It is an established practice for M1 and N1 class electric vehicles 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 under high deceleration situations is handled by friction brakes, while medium decelerations in city traffic are mainly generated by recuperation brakes. Summary of the invention

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

[0005] This object is achieved by a vehicle having a drive device having the features of claim 1. 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 present invention is a vehicle with a drive device. 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, according to Regulation (EU) 2018 / 858, the vehicle is assigned to class M1 or class N1. In particular, the vehicle is designed as a road vehicle and / or is approved 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 particularly preferably more than 140 km / h. Alternatively, the vehicle is designed as a rail vehicle.

[0007] The drive device is designed to provide a drive torque for the vehicle, in particular to provide a main drive torque for the vehicle.

[0008] The drive device has an electric drive machine, in particular an electric motor, 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.

[0009] The electric drive machine can be assigned to a single driven wheel of the vehicle and / or be designed as a single wheel drive. Alternatively, the electric drive machine 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 machine can also be assigned to all driven wheels and / or wheels of the vehicle and / or be designed as an all-wheel drive.

[0010] The drive device has a speed-increasing gear device for increasing the driving torque, which is introduced into the speed-increasing gear device via the gear device input end. A particularly preferred method is to "speed down" from fast to slow, which is also called gear reduction. The speed-increasing gear device is designed to output an increased driving torque based on the driving torque from the electric drive machine at the gear device output end in the direction of at least one driven wheel of the vehicle. For example, the speed-increasing gear device has a gear device output end, and the increased driving torque is output via the gear device output end in the direction of at least one driven wheel of the vehicle. Optionally, a distribution gear device, in particular a differential and / or a summing gear for combining the increased driving torque with other driving torques is connected downstream of the speed-increasing gear device. Starting from the drive machine, the driving torque path extends to the gear device output end and / or at least one driven wheel.

[0011] The vehicle, in particular the drive device, 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. Thus, the braking torque is generated by the braking device and directed to the at least one driven wheel via the braking torque path. The braking device acts on the drive torque path. In particular, the drive torque path and the braking torque path cross or intersect upstream of the at least one driven wheel.

[0012] The brake device is designed in particular as a dynamic brake device and / or a brake device for actuation during vehicle travel. In particular, the brake device is not designed as a parking brake or at least is not designed as a pure parking brake.

[0013] Within the scope of the present invention, it is proposed that the braking device has a friction braking device. The friction braking device achieves a braking effect in particular via friction, in particular via solid friction, wherein two brake fittings can be in frictional contact. The brake fittings are in particular designed as solid bodies. 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 surfaces of the brake fittings. Alternatively, the temperature control fluid is designed for internal lubrication and / or cooling of the friction braking device, so that the brake fittings, in particular the friction surfaces of the brake fittings, are in physical contact with the temperature control fluid and / or the friction surfaces of the brake fittings are in physical contact with the temperature control fluid and / or the friction braking device is designed to be wet or wet-operated.

[0014] 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 advantage of a wet friction brake is also that it has positive acoustic properties. Any brake noise that may occur, in particular in dry brake systems, is avoided, which improves the operating behavior.

[0015] 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.

[0016] In particular, the multi-disc brake has an inner disk package and an outer disk package. The multi-disc brake has an actuator device, wherein the actuator device can set the multi-disc 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 electric actuator device.

[0017] 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 a step-up gear, to control the temperature of the battery and / or to control the temperature of the passenger compartment.

[0018] The brake device can be designed as a passive heating device and the brake heat can be generated primarily by traffic-related braking.

[0019] 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 from the electric drive machine to the brake device in a targeted manner. 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.

[0020] 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 in order to actively generate brake heat when stationary. As before, the brake heat is directed to a useful function via the temperature management device.

[0021] Preferably, the vehicle has a vibration management device, which is designed to compensate and / or damp and / or regulate vibrations in the drive, drive machine, step-up gear 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 the friction braking device and / or the multi-disk brake, in particular independently of the braking process, and thereby damp the vibration system and / or shift and / or regulate the resonant frequency. Typically, the vibration system is detuned by the actuation of the braking device, in particular the friction braking device and / or the multi-disk brake, so that the vibrations are damped and / or compensated.

[0022] In a preferred further development of the invention, the brake device has a brake coupling for separating the friction brake device, in particular a 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.

[0023] 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 additional brake device to the service brake. This provides a particularly advantageous application of the drive device:

[0024] 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.

[0025] 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 comes to a stop, it is technically not feasible to use the recuperation brakes; here, the friction brakes provide most or all of the required braking force.

[0026] In vehicles with an electric drive machine, the masking noise of the internal combustion engine disappears; in hybrid vehicles, the internal combustion engine can be deactivated. Previously irrelevant vehicle operating noises are noticed by the driver and may be perceived as disturbing. The reduction in noise emissions thus leads to an improvement in operating characteristics.

[0027] These regulations (eg UNECE 13H for M1 class vehicles) also lead to stringent safety requirements for service brakes in terms of emergency braking, thermal brake effect and reliability. Further requirements are expected in the future, most notably limiting the permitted emission of fine dust particles from the brakes.

[0028] Conflicts of objectives can arise in this tense field: 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 not noticeable. The focus here is solely on preventing accidents, i.e. preventing property damage and / or personal injury.

[0029] This conflict of objectives is alleviated by a vehicle having a drive device which acts as a supplementary brake and / or redundant brake, for example in urban environments where the friction brakes are no longer able to resolve the conflict of objectives and / or the recuperation brakes are no longer usable. As a wet-running friction brake device, in particular a multi-disk brake, it is emission-free and / or has good acoustic properties.

[0030] Since the brake device as supplementary brake and / or supplementary brake device still requires conventional service brakes (for example designed as disc or drum brakes), safety-related requirements for service brakes, in particular friction brakes, still remain. This improves the operating characteristics of the drive device and / or vehicle with regard to safety and / or environmental requirements.

[0031] Towards the end of the deceleration process, the main braking deceleration can be generated by the service brake. This must be designed to be able to be used for safe, controlled emergency braking from high speeds within a short braking distance, but not to generate any noise that the driver finds disturbing 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 room for maneuver in vehicles with drive. 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 - it can be arranged upstream of the step-up gearing.

[0032] In a further preferred development of the invention, the vehicle has a brake management device for controlling the service brake and the brake device.

[0033] 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 dedicated braking deceleration is realized by the friction braking of the service brakes. This means that all safety requirements are met.

[0034] 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 a recuperation brake. This realizes environmentally friendly and comfortable driving.

[0035] 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. Under these speed conditions, 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 achieved completely or mostly by the brake device.

[0036] 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.

[0037] The temperature management device, the vibration management device and / or the brake management device are preferably designed as digital data processing devices.

[0038] Preferably, the braking torque path extends via a step-up gear, wherein the braking device is arranged upstream of the step-up gear 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. In a preferred embodiment, the speed of the braking device is higher than the speed at the output of the gear 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 a region in which the speed has not yet been increased by the step-up gear and is therefore higher than the speed at the driven wheel and / or at the output of the gear. This reduces the braking torque that the braking device must apply and a friction braking device, in particular a multi-disc brake, can be used instead of a dry friction brake.

[0039] In a preferred embodiment, the electric drive machine has a rotor shaft, wherein the brake device is connected to the rotor shaft in a brake ready state or is permanently rotationally coupled, preferably rotationally fixed, to the rotor shaft. Alternatively or additionally, it is claimed that the brake device operates at the engine speed of the drive machine.

[0040] In another preferred refinement of the 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. The braking torque is thus introduced by the braking device into the braking torque path, guided via the electric drive machine and via the step-up gear device, and in particular via the gear device output, and subsequently guided to at least one driven wheel. Particularly preferably, the rotor shaft is rotationally coupled to the braking device with one axial side, optionally directly or, if necessary, via the insertion of other components, preferably in a non-rotatable manner, and is rotationally coupled to the step-up gear device with another axial side, optionally directly or, if necessary, via the insertion of other components, preferably in a non-rotatable manner.

[0041] 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. The braking device forms an end point or terminal with respect to the drive torque reverse path, because the drive torque of the electric drive machine does not pass through the braking device. In particular, the braking device forms a terminal path for the drive torque reverse path.

[0042] 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 device. 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 device can be arranged on the other side of the drive machine.

[0043] In an alternative embodiment of the present invention, the brake device is arranged between the drive machine and the speed-increasing gear device 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 device. In this configuration, the drive device can be realized particularly compactly.

[0044] In another alternative embodiment, the braking device is arranged on the outside of the driving torque path. In particular, the gear input end of the speed-increasing gear device forms a branch point, wherein the driving torque path and the braking torque path meet for the first time at this branch point. From a structural point of view, the drive machine is arranged on an axial side of the speed-increasing gear device and the braking device is arranged on the other side of the speed-increasing gear device. 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 solution, the driving torque branch path extends from the drive machine through the speed-increasing gear device to the braking device without acceleration, wherein the driving torque can also be transmitted to the braking device. Relative to the driving torque branch path, the braking device forms an end point or terminal, because the driving torque of the electric drive machine does not pass through the braking device. In particular, the braking device forms a terminal path for the driving torque branch path.

[0045] 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 be particularly compact, resulting in reduced integration effort and improved operating properties.

[0046] In a preferred development 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 also a speed-increasing gear device 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 flanged, threaded and / or detachably attached to the main housing for ease of 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.

[0047] Preferably, the main housing and the drive machine and optionally also the step-up gear device form 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 the electric axle, so that the integration effort is reduced. In this way, the additional module can be used as an independent component in a variety of different drive units.

[0048] Another optional 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 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 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 terminal module with only a single torque coupling.

[0049] Possible advantages according to embodiments may include:

[0050] Very long service intervals ("almost life-long brakes").

[0051] • Favorable acoustic performance, since the brake is fully encapsulated.

[0052] ·Not affected by weather or other environmental conditions.

[0053] At speeds and decelerations typical in urban areas, the friction brakes that previously had to be used near 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.

[0054] The temperature control fluid is used to dissipate the generated brake heat. The heated temperature control fluid is advantageously used to control the temperature of the battery and the gear arrangement and to heat the passenger compartment. This allows the energy efficiency of the vehicle to be improved by using the brake arrangement.

[0055] The small amount of wear particles that are produced are bound in the temperature control fluid and therefore cannot enter the environment. By using a combination of braking and recuperation brakes, an emission-free braking system can be achieved, especially in urban environments.

[0056] As already described, near the end of the deceleration process, the main braking deceleration is generated by the service brakes. This must be designed to be able to be used for safe, controlled emergency braking from high speeds within a short braking distance, but not to generate any noise that the driver finds disturbing when braking from low speeds. 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 braking devices. During emergency braking, the acoustic behavior is secondary compared to everyday braking, especially everyday actuation in city traffic.

[0057] For example, since the brake arrangement is not required to have a safety function – the service brakes remain intact and fully operational – it can be arranged upstream of the differential. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Further features, advantages and effects of the present invention are apparent from the following description of preferred exemplary embodiments of the present invention and from the accompanying drawings. In the drawings:

[0059] 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;

[0060] Figure 2a , Figure 2b , Figure 2c block diagrams each showing a first exemplary embodiment, a second exemplary embodiment, and a third exemplary embodiment of the present invention;

[0061] Figure 3 shows a possible structural design of a drive device according to a first exemplary embodiment;

[0062] Figure 4 A possible structural design of a brake device for a drive device is shown;

[0063] Figure 5 shows a possible structural design of a drive device according to a second exemplary embodiment;

[0064] Figure 6 shows a possible structural design of a drive device according to a third exemplary embodiment;

[0065] Figure 7a , Figure 7b Two embodiment variants of the method for vibration damping are shown;

[0066] Figure 8 A possible structural design of a drive device for vibration damping is shown;

[0067] Fig. 9An embodiment variant of a method for active brake heat generation is shown;

[0068] Fig.10 A possible design of a drive for generating brake heat is shown.

[0069] Identical or corresponding components, areas and paths are provided with identical or corresponding reference numerals. DETAILED DESCRIPTION

[0070] Figure 1 A 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.

[0071] The drive device 1 has a step-up gear 4 which is designed to increase the drive torque from the drive machine 3, i.e. "from fast to slow". The step-up gear 4 has a gear output 5 and a gear input 6, wherein the rotational speed at the gear output 5 is lower than the rotational 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 on a common axle 8. The increased drive torque generated by the step-up gear 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. It is also possible to distribute the drive torque to the driven wheels 7 of different axles 8.

[0073] A drive torque path 103 is formed which extends from the drive machine 3 into the gearing input 6 and / or the step-up gearing 4 and then leads, in particular via the gearing output 5 , to the driven wheel 7 .

[0074] Optionally, drive couplings 40a, 40b are provided, wherein the drive couplings 40a, 40b are designed to split the drive torque path 103 downstream of the drive machine 3. This allows the drive machine 3 to rotate without any drive torque being transmitted to the gear output 5 or the driven wheel 7. Figure 1Two different exemplary embodiments for the position 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 gearing 4 or downstream of the differential 9. The drive coupling device 40a is arranged between the drive machine 3 and the step-up gearing 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.

[0075] 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(s) 7 and to conduct 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 10 a , 10 b , 10 c and for alternatively selected braking torque paths 100 a , 100 b , 100 c .

[0076] The brake devices 10a, 10b, 10c are designed in particular 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 from a driving speed of, for example, more than 20 km / h to a standstill.

[0077] The braking torque paths 100a, 100b, 100c each extend via the step-up gear 4, wherein the braking devices 10a, 10b, 10c are arranged upstream of the step-up gear 4 in the torque flow direction of the braking torque with respect 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 upstream of the electric drive machine 3. The brake torque path 100a therefore extends from the brake device 10a generating the brake torque via the electric drive machine 3, subsequently via the step-up gear 4 and at least one driven wheel 7.

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

[0080] In the third exemplary embodiment, the brake device 10c is arranged on a different axial side from the drive machine 3 with respect to the step-up gear device 4 in the brake torque path 100c. Therefore, the brake torque path 100c extends from the brake device 10c generating the brake torque via the step-up gear device 4 to at least one driven wheel 7. The drive machine 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 driving machine 3 or at least at a speed which is not generated via the step-up gear device 4 .

[0082] The brake devices 10a, 10b, 10c can optionally each have a brake coupling device 39a, 39b, 39c, which disconnects the corresponding brake device 10a, 10b, 10c 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.

[0083] 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, for example, close to the wheel as a disk brake or drum brake. The vehicle 2 optionally has a recuperation brake 18, which is implemented by the drive machine 3 in generator operation. The recuperation brake 18 can be shared with the service brake 16, but can also be independent of the service brake.

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

[0085] 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 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 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.

[0086] Furthermore, the brake management device 19 is designed to achieve braking deceleration by means of the recuperation brake 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 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 at a lower speed of less than 20 km / h, in particular less than 10 km / h, without the service brake 16, in particular without the friction brake 17, and / or only by means of the brake device 10. Optionally, the recuperation brake 18 can support the comfort braking state.

[0088] 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 characteristics ensure that almost no acoustic emissions are generated in the braking state of the brake devices 10a, 10b, 10c. The extensive use or even the sole 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 low-speed state, while avoiding the use of the acoustically disadvantageous friction brake 17.

[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.

[0090] 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 in a temperature control fluid of the brake device 10 to additional functions in the vehicle 2. Among useful functions, the brake heat can be used, for example, to heat a step-up gear device, to control the temperature of a battery and / or to control the temperature of a passenger compartment. In particular, it is intended to use the brake devices 10a, 10b, 10c in a mixed manner with the recuperation brake 18. 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 a gear device, to control the temperature of a battery and to control the temperature of a passenger compartment. This increases the energy efficiency of the vehicle 2 by utilizing energy that was previously not used and dissipated into the environment.

[0091] 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 are used 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: for this purpose, the brake devices 10a, 10b, 10c designed as wet friction brake devices or multi-disc brakes 41 actively generate temperature by generating a braking torque that generates heat 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 devices 10a, 10b, 10c and the drive machine 3 act 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 motor 3 is controlled to generate a drive torque that is directed to the brake devices 10a, 10b, 10c. In addition, the brake devices 10a, 10b, 10c are controlled to perform braking 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 machine 3 independently of the driving state, i.e. even at rest (similar to idling in an internal combustion engine). This makes it possible to continue to operate the brake devices 10a, 10b, 10c coupled to the drive machine 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, for example, as an auxiliary heater when the vehicle is stationary. No additional or fewer heating components are required.

[0095] Positioning the brake device 10a, 10b, 10c upstream of the step-up gear device 4 is advantageous because the brake device can be controlled directly using the engine speed. This allows higher speeds to be achieved at lower torque in typical applications.

[0096] 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 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 independently of any control as brakes during driving.

[0098] The vibration damping function can be realized by controlling the friction brake device, in particular the multi-disc brake 41, ie the actual brake actuator. The control can generate damping and / or counter vibrations to compensate and / or damp the vibrations 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 39a, 39b, 39c by switching it from a freewheeling state to a brake ready state. In this case, damping is achieved by activating 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.

[0100] If the influence of the vibrations to be damped is considered as a detuning of the system to be damped, a first possibility of detuning is achieved by activation and / or synchronization. Thus, the rotatable part of the multi-disk brake 41 is coupled to the drive machine 3 as a friction brake, wherein the additional mass detunes the system.

[0101] Alternatively or additionally, the rotatable part of the multi-disk brake 41 can be used as a friction brake, in particular after it has been coupled, wherein the system can be detuned in a fully variable manner.

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

[0103] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the brake device 10a. Figure 2a In the exemplary embodiment shown in , the brake rotation axis 101 is coaxially aligned with the rotor rotation axis 102 of the rotor shaft 11. The brake device 10a is permanently rotationally coupled to the rotor shaft 11 and / or rotationally fixedly connected, 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 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 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 4 to the gear output 5.

[0104] 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 additionally the step-up gear 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 coupled to the main housing 14 and thus to the electric drive machine 3.

[0105] 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.

[0106] 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.

[0107] The brake management device 19 is signal-connected to the optional recuperation brake 18, the brake device 10a and the service brake 16. The temperature management device 20 is signal-connected to the brake device 10a 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 signal-connected to the brake device 10a.

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

[0109] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the brake device 10b. Figure 2b In the exemplary embodiment shown in , the brake rotation axis 101 is coaxially aligned with the rotor rotation axis 102 of the rotor shaft 11. The braking device 10b is permanently rotationally coupled to the rotor shaft 11 and / or rotationally fixedly connected, or, in the case where the braking device 10b has a braking coupling device 39b, at least in the brake standby state. The braking device 10b is arranged downstream of the drive machine 3 and upstream of the step-up gear 4 with respect to the drive torque path 103. For example, the braking device 10b can be integrated into the main housing 4. This positioning enables a particularly compact integration and design of the braking device 10b and / or the drive device 1. Therefore, the braking torque path 100b extends from the braking device 10b via the step-up gear 4 to the gear output 5.

[0110] 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.

[0111] The brake management device 19 is signal-connected to the optional recuperation brake 18, the brake device 10b and the service brake 16. The temperature management device 20 is signal-connected 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 signal-connected 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 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 4 and / or rotationally fixedly connected. Figure 2c In the exemplary embodiment shown in , 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 rotationally fixedly connected, 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 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 4 is operatively connected to the drive machine 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 machine 3.

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

[0115] 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 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. Thus, for maintenance or modification purposes, the additional module 12c can be easily coupled to the main housing 14 and thus to the step-up gear 4 and / or the electric drive machine 3.

[0116] In addition, a drive torque branch path 105 is formed, which branches off from the drive torque path 103 and extends from the electric drive machine 3 via the transmission drive 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 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 end for the braking torque and / or an input end for the drive torque from the drive machine 3 and / or the step-up gear device.

[0117] 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.

[0118] The brake management device 19 is signal-connected to the optional recuperation brake 18, the brake device 10c and the service brake 16. The temperature management device 20 is signal-connected 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 signal-connected to the brake device 10c.

[0119] 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 identical components and regions are provided as in FIG. Figure 1 The same reference numerals are used in the drawings, 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.

[0120] 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, the stator 22 of the electric drive machine 3 is arranged in the main housing 14 in a fixed manner.

[0121] The step-up gear 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 planet carrier 25. The planet carrier 25 forms the gear output 5 and has, for example, a circumferential spur gear toothing 26. The step-up gear 4 is arranged in a 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.

[0122] 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.

[0123] 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 a motor shaft in the form of a rotor shaft 11 ( FIG. 2 ) of the electric drive machine 3 via an input shaft 28 forming a torque interface 15. Torque transmission can be achieved, for example, via a toothing on the input shaft 28 with the motor shaft / rotor shaft 11 ( Figure 3 ) on the corresponding reverse toothing.

[0124] 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.

[0125] 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 the hole 34 in the module housing 13.

[0126] 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 regulating and lubricating the friction disk 30 and the steel disk 31 is arranged in the module interior 36. The temperature control fluid can be connected to the temperature control circuit via a further hole 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.

[0127] 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 drawings, 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 the Figure 3 For the structural details of the brake device 10b, refer to Figure 4 Description.

[0128] In the second exemplary embodiment, the brake device 10b is arranged between the drive machine 3 and the step-up gear 4. The rotor axis 11 is connected and / or can be connected in a non-rotatable manner to the input shaft 28 of the brake device 10b. The input shaft 28 is connected and / or can be connected in a rotationally fixed manner to the gear input 6, which in the second embodiment is again designed as a sun shaft 23. The brake device 10b is integrated in the main housing 14 together with the drive machine 3 and the step-up gear 4.

[0129] Figure 6 A schematic longitudinal section through the structural design of a drive device 1 according to a third exemplary embodiment of the invention is shown, wherein the same components and areas are provided as in Figure 1 The same reference numerals are used in the drawings, 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 the Figure 3 For the structural details 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.

[0130] 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 4 in a rotationally fixed manner.

[0131] Figure 7a , Figure 7b A schematic representation of an embodiment of vibration damping is shown. A drive machine 3, a step-up gear 4 and a brake device 10a, 10b, 10c are shown in each case.

[0132] 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 device 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 the frequency position of any resonant frequency is shifted, for example. In this way, vibrations in the system can be damped or compensated.

[0133] 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 its rotating mass. 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.

[0134] 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 closed. This allows the system to be detuned in a fully variable manner.

[0135] Figure 8 With Figure 4 A similar representation shows the additional module 12a, wherein reference is made to the corresponding description. Figure 4In 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 moving the rod 42 in the axial direction on the sliding sleeve, 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 arrangement shown, the claw coupling 44 is mounted on a non-permanently rotating part (not on the engine side, but on the friction system side). This results in less wear and less resistance torque at the joint of the rod 42. 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.

[0136] 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 device 4 is separated from the drive machine 3, but the drive machine is operatively connected to the brake device 10a. Subsequently, the drive torque is generated by the drive machine 3 and is 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 also be controlled in the same way.

[0137] Fig.10 A schematic longitudinal cross-sectional view of a drive coupling device 40a is shown, which is structurally similar to Figure 8 The brake coupling device 39a is substantially the same as the brake coupling device 39a of FIG. 1 , but differs therefrom 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 upstream of the step-up gear 4 is advantageous because the drive coupling can be controlled directly with the engine speed. This allows higher speeds to be achieved at lower torque in typical applications.

[0138] Reference numerals list

[0139] 1 Drive unit

[0140] 2 Vehicles

[0141] 3 Electric drive machines

[0142] 4 Speed ​​increasing gear device

[0143] 5 Gear unit output

[0144] 6 Gear unit input

[0145] 7 Driven wheel

[0146] 8 Axis

[0147] 9 Differential

[0148] 10 Braking system

[0149] 11 Rotor shaft

[0150] 12a, 12c additional modules

[0151] 13 Module housing

[0152] 14 Main housing

[0153] 15 Torque joint

[0154] 16 Service brake

[0155] 17 Friction brake

[0156] 18 Recovery brake

[0157] 19 Brake management device

[0158] 20 Temperature management device

[0159] 21 Rotor

[0160] 22 Stator

[0161] 23 Sun Axis

[0162] 24 Planetary gear

[0163] 25 Planetary carrier

[0164] 26 Spur gear teeth

[0165] 27 Threaded connector

[0166] 28 Input shaft

[0167] 29 Inner Ring

[0168] 30 Friction disc

[0169] 31 Steel plate

[0170] 32 Outer Ring

[0171] 33 Piston

[0172] 34 holes for hydraulic fluid

[0173] 35 Spring

[0174] 36 Module interior

[0175] 37 Other holes

[0176] 38 Vibration Management Device

[0177] 39a, 39b, 39c brake connection device

[0178] 40a, 40b drive coupling device

[0179] 41 Multi-disc brake

[0180] 42 shots

[0181] 43 Friction cone

[0182] 44 Claw type coupling

[0183] 100a, 100b, 100c Braking torque path

[0184] 101 Brake rotation axis

[0185] 102 Rotor rotation axis

[0186] 103 Drive torque path

[0187] 104 Drive torque reverse path

[0188] 105 Drive torque branch path

Claims

1. A vehicle (2), The vehicle comprises a drive device (1), in, The drive device (1) has an electric drive machine (3) for generating a drive torque for the vehicle (2). The drive device (1) has a step-up gear (4) for increasing the drive torque, wherein the step-up gear (4) has a gear input (6) for receiving the drive torque and a gear output (5) for outputting the increased 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 machine (3) to the gear output (5) and / or to the at least one driven wheel (7), The drive device has a braking device (10a, 10b, 10c), wherein the braking device (10a, 10b, 10c) is operatively connectable 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), It is characterized in that The brake device (10a, 10b, 10c) has a friction brake device having a temperature control fluid for lubricating and / or cooling the friction brake device.

2. The vehicle (2) according to claim 1, characterized in that The vehicle (2) has a temperature management device (20), wherein the temperature management device (20) is designed to supply the braking heat of the friction braking device to a useful function via the temperature control fluid.

3. The vehicle (2) according to one of the preceding claims, characterized in that The drive device (1) has a drive coupling device (40a, 40b) for interrupting the drive torque path (103), wherein the temperature management device (20) is designed to control the drive coupling device (40a, 40b) to interrupt the drive torque path (103) and to control the drive machine (3) and the brake device (10a, 10b, 10c) to generate brake heat for the useful function.

4. The vehicle (2) according to 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, regulate and / or damp vibrations occurring in the drive device (1) and / or in the vehicle (1) by controlling the braking device (10a, 10b, 10c).

5. The vehicle (2) according to one of the preceding claims, characterized in that The braking device (10a, 10b, 10c) has a braking coupling device (39a, 39b, 39c) for decoupling the friction braking device from the braking torque path (100a, 100b, 110c), wherein the vibration management device (38) is designed to close the braking coupling device (39a, 39b, 39c) in order to compensate and / or damp the vibrations that occur.

6. The vehicle (2) according to one of the preceding claims, characterized in that The vehicle (2) has a service brake (16) and the brake device (10) is designed as a supplementary brake and / or an additional brake device for the service brake (16).

7. The vehicle (2) according to claim 6, characterized in that A brake management device (19) for controlling the service brake (16) and the brake device (10), wherein the brake management device (19) is designed to achieve a comfort braking state, wherein in the comfort braking state, main braking deceleration is performed by the brake device (10a, 10b, 10c) to bring the vehicle to a standstill.

8. The vehicle (2) according to one of the preceding claims, characterized in that The braking device (10a, 10b, 10c) is connected in a rotationally fixed manner and / or can be connected in a rotationally fixed manner to a gear input (6) of the step-up gear (4) and / or to a rotor shaft (11) of the drive machine (3), and / or the braking torque path (100a, 100b, 100c) extends via the step-up gear (4), wherein the braking device (10) is arranged upstream of the step-up gear (4) in the braking torque path (100a, 100b, 100c), and / or wherein the braking device (10a, 10b, 10c) can be operated at the engine speed of the drive machine (3).

9. The vehicle (2) according to one of the preceding claims, characterized in that The braking torque path (100a) extends via the electric drive machine (3), and the braking device (10a) is arranged upstream of the electric drive machine (3) in the braking torque path (100a).

10. The vehicle (2) according to one of the preceding claims 1 to 8, characterized in that The brake device (10b) is arranged in the drive torque path (103) between the drive machine (3) and the step-up gear device (4).

11. The vehicle (2) according to one of the preceding claims 1 to 8, characterized in that The drive machine (3) is arranged on one axial side of the step-up gear device (4), and the brake device (10c) is arranged on the other side of the step-up gear device (4).

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