Brake module comprising housing made of molded sheet metal part and drive train comprising said brake module

Abstract

The invention relates to a brake module (12) for an electric drive train (1) of a vehicle, comprising: an input shaft (16) for incorporating the brake module (12) into the drive train (1), the input shaft (16) being mounted so as to be rotatable about an axis of rotation (100); a brake device (17) for generating a brake torque, the brake device (17) having a first brake partner (21) and a second brake partner (22), the first brake partner (21) being arranged stationary in the brake module (12) and the second brake partner (22) being connected for common rotation with the input shaft (16); a hydraulic actuating device (18) for actuating the braking device (17); a multi-part housing (15) for accommodating the input shaft (16), the braking device (17) and the actuating device (18), the housing (15) having a pot-shaped first housing part (151) and a cover-type second housing part (152) which covers at least a part of the first housing part (151), the first housing part (151) and the second housing part (152) are each in the form of a metal plate molded part.

Description

Technical Field

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

[0002] The transition from vehicles with internal combustion engines to partially or even fully electrified vehicles is placing new demands on other components of the drivetrain. For example, a significant change in at least partially electrified vehicles is the common use of recuperation brakes in addition to the actual service brakes. The service brake is a safety-related device that must comply with numerous legal requirements. On the other hand, recuperation brakes, designed as optional additional brakes, offer advantages over service brakes in terms of energy recovery and wear resistance. Furthermore, additional brake units can be used, for example, to implement comfort functions. Summary of the Invention

[0003] The object of the present invention is to propose a brake module of the type in question which is characterized by simple and cost-effective production. Furthermore, the object of the present invention is to propose a drive train having such a brake module.

[0004] This object is achieved by a brake module having the features of claim 1 and a drive train having the features of claim 10. Preferred or advantageous embodiments of the invention are apparent from the dependent claims, the following description and the drawings.

[0005] The present invention relates to a brake module designed for and / or adapted for use in an electric drivetrain of a vehicle. Specifically, the drivetrain provides a torque path for transmitting driving torque or braking torque to at least one vehicle wheel, and the brake module is integrated into the torque path to generate braking torque. The brake module is preferably designed as a complementary and / or supplementary brake to the service brake and / or recuperation brake, performing no safety-related functions but rather a comfort function related to vehicle braking. Preferably, the brake module is used to brake the vehicle at speeds below 20 km / h, particularly below 15 km / h. At these speeds, the recuperation brake is no longer effective, and the brake module is typically used instead of the service brake. This has the effect of braking the vehicle to a standstill with minimal or no noise emissions. The service brake can be a disc brake or a drum brake, arranged close to the wheel. The recuperation brake can be provided by a drive machine, such as an electric motor, in generator mode. The service brakes and recuperation brakes can generate braking torque together or independently of each other.

[0006] The brake module has an input shaft that is designed and / or adapted to integrate the brake module into the drive torque path of the drive train. In particular, drive torque from the drive machine can be introduced into the brake module via the input shaft, and / or braking torque can be output from the brake module. Preferably, the input shaft forms an integral part of the brake module and can be connected or coupled to another shaft of the drive train, such as a rotor shaft, a connecting shaft, a transmission shaft, etc., in a torque-transmitting manner via a connecting joint, such as a spline.

[0007] The brake module further comprises a brake device designed for and / or suitable for generating a braking torque. In particular, the brake device is designed as a friction brake. The brake device comprises a first brake fitting and a second brake fitting, the first brake fitting being arranged to be stationary in the brake module and the second brake fitting being connected to rotate together with the input shaft. The first brake fitting and the second brake fitting can interact with each other to generate a braking torque. For example, the first brake fitting and the second brake fitting can be in frictional contact to generate the braking torque. The brake device is in particular designed 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 solely as a parking brake.

[0008] The brake module includes a hydraulic actuator designed and / or adapted to actuate a brake device. Specifically, when the brake device is actuated, a braking torque is generated and the vehicle wheels are braked. Preferably, when the brake device is actuated, two brake mating components interact with each other. The actuator can be designed as a slave cylinder, preferably as a central release mechanism. The hydraulic actuator preferably forms part of a hydraulic release system, transmitting the pressure generated by the master cylinder to the slave cylinder via a hydraulic pressure line.

[0009] The brake module has a multi-component housing in which the input shaft, brake device, and actuator are arranged. Specifically, the housing defines a housing interior that is sealed in a dust-tight and / or fluid-tight manner. Particularly preferably, the brake device is completely housed within the housing interior or encapsulated by the housing. In principle, the housing interior can be designed as a dry space. However, preferably, the housing interior is designed as a wet space. To this end, the wet space is at least partially filled with a temperature control fluid that serves to lubricate and / or cool the brake device. In other words, the brake device is designed as a wet-running friction brake, or wet friction brake. This design allows for emission-free operation of the brake device by preventing the escape of brake dust and, consequently, fine dust particles. Specifically, the housing has a temperature control inlet and a temperature control outlet, via which the wet space is connected and / or can be connected to a temperature control circuit, allowing the brake heat generated during braking to be dissipated by the temperature control fluid.

[0010] The housing comprises a first, pot-shaped housing component and a second, lid-shaped housing component, which at least partially covers the first housing component. Preferably, the first housing component is used to accommodate and / or secure a braking device, and the second housing component is used to accommodate and / or secure an actuating device. In particular, the housing is essentially formed by the first and second housing components. This means that the housing interior is primarily or exclusively defined by the two housing components. To this end, the first and second housing components are preferably arranged coaxially and / or concentrically relative to each other about the rotational axis. The first and second housing components can be connected axially about the rotational axis by a form-fitting and / or frictional connection. In principle, the first and second housing components can be connected by forming, such as by a flange connection or a folding connection. However, preferably, the first and second housing components are releasably connected to each other via at least one securing device. The securing device can be designed as a screw, pin, retaining ring, or the like. Particularly preferably, the first braking fitting is connected to the first housing component in a torque-transmitting manner and / or is connected to the first housing component for co-rotation therewith. Optionally, the temperature control inlet and / or temperature control outlet are arranged in the second housing component.

[0011] The present invention provides for each of the first and second housing components to be designed as molded sheet metal components. In other words, the housing is made of sheet metal. In particular, a molded sheet metal component is understood to mean a component formed from sheet metal using a forming process and having a three-dimensional contour. For example, the sheet metal is formed into the first or second housing component by deep drawing or press forming. Preferably, the sheet metal is formed into a steel or aluminum sheet.

[0012] Designing the housing components as molded sheet metal parts offers the advantage of particularly easy and cost-effective manufacturing. Furthermore, the housing can be manufactured in a particularly lightweight manner, resulting in additional weight advantages. Furthermore, functional structures can be easily incorporated into the housing components during the molding process, which reduces the number of components and enables a high degree of functional integration. Furthermore, the two housing components are formed as a single piece, eliminating unnecessary sealing points and minimizing the corresponding sealing measures, resulting in a high degree of sealing tightness.

[0013] In a particular embodiment, a support profile for axially supporting the first brake fitting and / or the second brake fitting is formed on the first housing part by forming. In particular, the support profile has the function of supporting the first brake fitting and / or the second brake fitting axially with respect to the axis of rotation when the actuator is actuated or of supporting the axial forces generated by the actuator on the housing. In principle, the support profile can be formed by a plurality of protrusions which are molded axially with respect to the axis of rotation and are spaced apart and / or evenly distributed in the circumferential direction. Alternatively, the support profile is formed by a continuous protrusion which extends around the axis of rotation and is molded axially with respect to the axis of rotation. The first housing part is essentially formed by a tank base part and an adjacent tank wall part. Preferably, the support profile is formed on the tank base part.

[0014] Alternatively or additionally, a connection profile for rotationally securing the first brake mating element may be formed on the first housing component by forming. In particular, the connection profile serves to circumferentially support the first brake mating element or the braking torque generated by the braking device on the first housing component when the braking device is actuated. The connection profile may be formed by one or more raised and / or recessed portions molded radially relative to the rotational axis and spaced and / or evenly distributed circumferentially. Preferably, the connection profile is formed on the inner circumference of the tank wall portion. In particular, the connection profile is designed as a tooth geometry oriented axially relative to the rotational axis.

[0015] Thus, a first housing part is provided which is characterized by a high degree of functional integration. By integrating the bearing profile and the connecting profile in the first housing part, the brake device can be designed with a reduced number of components, which simplifies assembly of the brake device and simultaneously reduces manufacturing costs.

[0016] In another embodiment, a reinforcing profile for strengthening the second housing component is formed on the second housing component by forming. In particular, the reinforcing profile has the function of preventing or reducing deformation of the second housing component or the housing when the braking device is actuated due to the introduced braking torque and / or axial force. The reinforcing profile can be formed by a plurality of protrusions and / or recesses molded axially and radially about the axis of rotation and spaced and / or evenly distributed circumferentially. In principle, the second housing component can be designed as a planar cover and / or a flat cover, with the reinforcing profile partially molded axially about the axis of rotation. However, preferably, the second housing component is designed as a top hat-shaped cover, which is essentially formed by a cylinder base portion with an adjacent cylinder wall portion and an adjacent collar portion. Preferably, the reinforcing profile is formed on the cylinder base portion and / or the cylinder wall portion and / or the collar portion. In particular, the reinforcing profile is formed by a plurality of reinforcing ribs distributed circumferentially. Thus, a second housing component is proposed that is characterized by being simple and cost-effective to produce from sheet metal and having a stable structure.

[0017] In a further development, the brake module has at least or exactly one sealing device designed for and / or suitable for fluid-tight sealing of the input shaft relative to the housing. In particular, the sealing device serves to dynamically seal the housing interior, in particular the wet space, of the housing during rotation of the input shaft. Preferably, the sealing device is designed as a rotary seal, preferably as a radial shaft sealing ring. Particularly preferably, the input shaft for integrating the brake module into the drive train is guided out of the housing interior via the sealing device. For this purpose, the first housing part or the second housing part has an axial channel through which the input shaft, preferably the connecting joint, is guided out of the housing. The axial channel can be formed in the tank base part of the first housing part or in the cylinder base part of the second housing part.

[0018] According to another improved solution, a sealing seat for a sealing device is formed on the first housing component and / or the second housing component by forming. In particular, the sealing device is arranged on the sealing seat in the axial direction and / or in the radial direction and / or is fixed to the sealing seat in a form-fitting and / or frictional manner. To this end, the sealing seat has at least one radial contact surface for radial contact of the sealing device and optionally an axial contact surface for axial contact of the sealing device. In particular, the sealing seat is formed in the area of ​​the shaft channel. For example, the sealing seat can be formed by an annular shoulder molded therein, which is formed with both an axial contact surface and a radial contact surface for the sealing device. By integrating the sealing seat on the first housing component or the second housing component, the tightness and functional integration of the housing can be further improved.

[0019] In another embodiment, the brake module includes at least one or exactly one bearing arrangement designed and / or suitable for rotatable mounting of the input shaft relative to the housing. In particular, the bearing arrangement serves to radially support the input shaft on the housing. Preferably, the brake module includes exactly one sealing arrangement and exactly one bearing arrangement, with the input shaft radially supported on one housing component, preferably the first housing component, via the sealing arrangement, and radially supported on another housing component, preferably the second housing component, via the bearing arrangement. In principle, the bearing arrangement can be designed as a plain bearing. However, the bearing arrangement is preferably designed as a rolling bearing, preferably a deep-groove ball bearing. Particularly preferably, the input shaft is radially supported within the housing via the bearing arrangement for rotatable mounting. To this end, the first or second housing component includes a shaft receptacle in which the bearing point of the input shaft is received. The shaft receptacle can be formed in the pot base portion of the first housing component or in the cylinder base portion of the second housing component.

[0020] According to the description, a bearing seat for the bearing arrangement is formed on the first housing part and / or the second housing part by forming. In particular, the bearing arrangement is arranged and / or fixed to the bearing seat in the axial direction and / or in the radial direction in a form-fitting and / or frictional manner. For this purpose, the bearing seat has at least one radial contact surface for radial contact of the bearing arrangement and optionally an axial contact surface for axial contact of the bearing arrangement. In particular, the bearing seat is formed in the area of ​​the shaft receiving portion. For example, the bearing seat can be formed by an annular shoulder molded into it, which is formed with both an axial contact surface and a radial contact surface for the bearing arrangement. By incorporating the bearing seat on the first housing part or the second housing part, the functional integration of the housing can be further increased and at the same time a particularly simple and cost-effective installation can be achieved using only one bearing arrangement.

[0021] In another embodiment, the brake module has a flange-shaped third housing component designed for and / or suitable for fastening the housing to a component of a drive train. In particular, the third housing component serves to fasten the housing to a drive train, preferably a housing portion of a drive machine. Preferably, the third housing component is fixed to and / or can be fixed to a component of the drive train so that braking torques and / or axial forces are introduced and / or can be introduced into the component of the drive train. For this purpose, the third housing component is particularly preferably mounted on the third housing component axially and / or circumferentially with respect to the axis of rotation in a form-fitting manner. For example, the third housing component can be connected to the drive train component via a form-fitting connection and / or a screw connection. In particular, the third housing component is designed as a radially outwardly pointing flange and / or an annular flange.

[0022] According to this embodiment, the third housing component is designed as a molded sheet metal component and / or is connected to the first housing component by forming. In particular, "joined together by forming" should be understood to mean that the first and third housing components are joined together by forming, preferably by forming in accordance with DIN 8593. Particularly preferably, the first and third housing components are connected to each other via one or more riveted connections. In particular, the riveted connections form a form-fit connection, by which the housing is connected to the drive train component, preferably for co-rotation with the drive train component. Preferably, the first and third housing components are arranged coaxially and / or concentrically relative to each other about the axis of rotation and are connected to each other axially about the axis of rotation. In particular, the third housing component is connected to the first housing component by forming in the region of the tank base portion of the first housing component. Thus, a housing is provided that forms an assembly with the aid of the third housing component, which, on the one hand, can be easily adapted to the housing component and, on the other hand, maintains its structural integrity or remains together as a structural unit even when not mounted on the housing component.

[0023] In another embodiment, the second housing component has a shaft receptacle, as described above. The brake module has a fourth, cover-type housing component designed and / or suitable for sealing the shaft receptacle. In particular, the fourth housing component, together with the second housing component, serves to axially delimit the housing interior, preferably the wetted area. Optionally, the fourth housing component serves to axially secure the bearing arrangement relative to the axis of rotation. Preferably, the fourth housing component is fixed and / or can be fixed in the shaft receptacle, sealing the housing interior in a fluid-tight and / or dust-tight manner.

[0024] According to this embodiment, the fourth housing component is designed as a molded sheet metal component. In principle, the fourth housing component can be connected to the second housing component by forming. However, preferably, the fourth housing component is fixed to the shaft receptacle in a captive manner, preferably at least in the axial direction by form fit and / or friction. In principle, the fourth housing component can be retained in the shaft receptacle in a self-retaining manner, preferably by a friction connection. Alternatively or additionally, the fourth housing component is retained in the shaft receptacle by another securing device, preferably a retaining ring. Particularly preferably, the fourth housing component is supported in the shaft receptacle in a fluid-tight manner via a sealing device. For example, the sealing device can be formed from an elastomer or elastic sealing material, which may be applied to the second or fourth housing component. However, the sealing device can also alternatively be formed from a sealing ring, such as an O-ring or the like. In particular, the fourth housing component is formed as a plug or a cover. Thus, a housing is provided that is characterized by a particularly high degree of sealing within the housing interior, preferably in the wetted area, while simultaneously ensuring a secure seating of the bearing assembly.

[0025] In another embodiment, the brake device is designed as a multi-disc brake. The first brake mating component includes an outer disk carrier with multiple outer disks. In principle, the outer disks can be directly engaged with the connecting contour of the first housing component for co-rotation. In other words, the first housing component forms the outer disk carrier. Alternatively, the outer disks are connected to the connecting contour of the first housing component via the outer disk carrier for co-rotation. Alternatively, or additionally, the second brake mating component includes an inner disk carrier with multiple inner disks. Alternatively, or additionally, the inner disks can be directly engaged with the input shaft for co-rotation. In other words, the input shaft forms the inner disk carrier. Alternatively, the inner disks are connected to the input shaft via the inner disk carrier for co-rotation. When the brake device is actuated, the inner and outer disks are axially displaced relative to each other due to the axial force generated by the actuation device and come into frictional contact, causing the inner disks to rotate relative to the outer disks about the rotation axis under friction or, in the case of a fully frictional connection, to be rotationally fixed. For this purpose, either the outer or inner disks can be designed as friction disks. The inner and outer discs are preferably displaceable in the axial direction and are arranged alternately one behind the other.

[0026] According to this embodiment, the outer disc carrier and / or the inner disc carrier is designed as another molded sheet metal component. In particular, the outer disc carrier and the inner disc carrier are manufactured as a single piece, in particular from sheet metal by forming. Preferably, the multi-disc brake is designed as a wet-running multi-disc brake, and the multi-disc brake, in particular the outer disc and the inner disc, are in physical contact with a temperature-controlled fluid or operate in a temperature-controlled fluid. A wet multi-disc brake also has the advantage that it has positive acoustic properties. Any braking noise that could occur, in particular in dry braking systems, is avoided, which improves the operating behavior. In addition, the sheet metal design allows for a simple and cost-effective embodiment of the brake module.

[0027] Optionally, the brake device has at least one return spring designed to move the inner and outer disks relative to one another into a basic position by means of spring force. This basic position typically corresponds to the "normally open" operating state of the multi-disc brake, meaning that when not actuated, the inner and outer disks are released from one another by the return spring. For example, the return spring can be mounted directly between two adjacent inner or outer disks in order to move them into the basic position when the brake device is not actuated. For example, the return spring can be formed by a compression spring, in particular a helical spring, a wave spring, a disk spring, or the like.

[0028] In another specific embodiment, the actuator has an annular housing and an annular piston that can move axially relative to the annular housing about the axis of rotation. A pressure chamber is formed between the annular housing and the annular piston, so that when hydraulic fluid is supplied to the pressure chamber, an axial force can be transmitted to one of the brake fittings via the annular piston. In particular, the actuator is designed as a concentric slave cylinder (CSC). When the actuator is actuated, the pressure on the hydraulic fluid increases, and an axial force is generated due to the pressure increase in the pressure chamber, and the axial force is transmitted to the annular piston, causing the annular piston to axially disengage. Preferably, the annular piston and the annular housing are arranged coaxially and / or concentrically relative to each other about the axis of rotation, and the pressure chamber is designed as an annular space extending around the axis of rotation, which is delimited axially and radially by the annular piston on the one hand and by the annular housing on the other hand. In particular, the annular piston is arranged radially inside the annular piston and / or is supported radially on the inner periphery of the annular housing about the axis of rotation. The annular housing preferably has a central through-opening, in particular a bore, through which the input shaft is at least partially guided when the actuating device is mounted in the housing.

[0029] According to this embodiment, the annular piston is designed as a molded sheet metal component. In particular, the annular piston is manufactured in one piece, in particular from sheet metal by forming. Particularly preferably, the annular piston is cylindrical and / or Z-shaped and / or rotationally symmetrical about the axis of rotation when viewed in cross section. In principle, the annular piston can be axially supported directly on one of the brake fittings, preferably one of the outer discs. Alternatively, the annular piston is axially supported on one of the brake fittings, preferably one of the outer discs, about the axis of rotation via at least one pressure piece, preferably a pressure tank. In principle, the pressure piece can be made of a solid material, for example plastic or cast metal. Alternatively, the pressure piece can also be designed as a molded sheet metal component. Thus, a brake module is proposed that can be manufactured particularly easily and cost-effectively by using as many sheet metal components as possible that are manufactured by forming.

[0030] The present invention also relates to an electric drivetrain for a vehicle, comprising a drive machine and a brake module as described above. The drive machine comprises a stator and a rotor, the rotor being at least indirectly connected to an input shaft of a braking device in a torque-transmitting manner. Preferably, the rotor of the drive machine, in particular the rotor shaft, and the input shaft of the brake module are coaxially arranged about an axis of rotation and / or connected for co-rotation. In other words, the input shaft operates at the engine speed of the drive machine.

[0031] 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 minibus, a truck, or the like. Particularly preferably, the vehicle is assigned to class M1 or N1 according to Regulation (EU) 2018 / 858. 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 greater than 80 km / h, preferably greater than 120 km / h, and in particular greater than 140 km / h. Alternatively, the vehicle is designed as a rail vehicle.

[0032] The electric drive machine can also be the sole traction machine for the vehicle. Alternatively, the vehicle can have an additional traction machine, such as an additional electric drive machine and / or an internal combustion engine, for generating the drive torque. Preferably, the drive arrangement provides at least 20%, in particular at least 40%, and especially at least 80% of the vehicle's drive torque. 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 can be assigned to two driven wheels, preferably two driven wheels of 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 be designed as an all-wheel drive.

[0033] Optionally, the transmission system can have a transmission gear arrangement designed for and / or suitable for transmitting a driving torque. Particularly preferably, there is a transmission from fast to slow, also commonly known as a reduction gear. The transmission gear arrangement is designed to output a converted driving torque based on the driving torque from the electric drive machine in the direction of at least one driven wheel of the vehicle. For example, the transmission gear arrangement has a transmission output end, via which the converted driving torque is output in the direction of at least one driven wheel of the vehicle. Particularly preferably, the brake module is arranged on the side of the drive machine facing away from the transmission gear arrangement. Simply put, the brake module can be arranged on one side of the drive machine and the transmission gear arrangement can be arranged on the other side of the drive machine. From a drive technology perspective, in this further improvement, the electric drive machine is arranged between the brake module and the transmission gear arrangement. This arrangement makes it particularly easy to integrate the brake module because no intervention in the drive torque path is required. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Further features, advantages and effects of the present invention are apparent from the following description of preferred exemplary embodiments of the present invention and the accompanying drawings. In the drawings:

[0035] Figure 1 shows a schematic diagram of a drive train having a brake module for implementing a comfort braking function as an exemplary embodiment of the present invention;

[0036] Figure 2 shows a cross-sectional view of a brake module;

[0037] Figure 3 Shown according to Figure 2 Detailed view of a cross-section of;

[0038] Figure 4 Shown according to Figure 2 A perspective front view of a brake module;

[0039] Figure 5 Shown according to Figure 2 A three-dimensional rear view of the brake module. DETAILED DESCRIPTION

[0040] Figure 1 A schematic block diagram of a drive train 1 for a vehicle, which may be, for example, a passenger car, in particular an electric vehicle, is shown.

[0041] The drive train 1 has an electric drive machine 2 which is designed to generate a drive torque for a vehicle. The electric drive machine 2 is designed as an electric machine, in particular a traction machine, which can be operated both as an electric motor and as a generator.

[0042] The drive train 1 also has a transmission gear 3, which is designed to convert the drive torque from the drive machine 2. In particular, the transmission gear is used for "slow-to-speed" conversion. In other words, the transmission gear 3 has a transmission ratio (i)>1.

[0043] In the exemplary embodiment shown, the drive train 1 has exactly two driven wheels 4 driving an axle 5, the drive torque converted by the transmission gear arrangement 3 being directed toward the driven wheels 4 and distributed between the two wheels 4 via a differential gear arrangement 6. Alternatively, however, the drive train 1 can also be designed as a single-wheel drive (not shown), with the converted drive torque being directed directly to one of the wheels 4.

[0044] The electric drive machine 2 includes a stator 7 and a rotor 8 connected for common rotation with a rotor shaft 9. The rotor shaft 9 defines an axis of rotation 100 about which the rotor shaft 9 or rotor 8 rotates relative to the stator 7 during driving operation.

[0045] The transmission gear arrangement 3 has a transmission input 10 and a transmission output 11, to which the rotor shaft 9 is drivingly coupled. A drive torque path 101 is formed, which extends from the drive machine 2 via the transmission input 10 to the transmission gear arrangement 3 and via the transmission output 11 to the driven wheel 4. The rotational speed at the transmission output 11 is lower than the rotational speed at the transmission input 10.

[0046] Optionally, a disconnect clutch (not shown) can be provided, which is designed to disconnect the drive torque path 101 after the drive machine 2. This allows the drive machine 2 to rotate without any drive torque being transmitted to the driven wheels 4. For example, the disconnect clutch can be arranged in the drive torque path 101 before the transmission input end 10 or after the transmission output end 11.

[0047] Drive arrangement 1 has a brake module 12, which is designed to generate a braking torque for driven wheels 4 and transmit the braking torque to the driven wheels 4 via a braking torque path 102. Brake module 12 is designed as a dynamic brake and can brake vehicle 1 to a standstill from a driving speed of, for example, more than 20 km / h as intended.

[0048] like Figure 1 As shown in , the brake module 12 can be arranged at different positions of the transmission system 1 so that the braking torque path 102 extends through the transmission gear device 3, and the brake module 12 is arranged in front of the transmission gear device 3 relative to the braking torque path 102 along the torque flow direction of the braking torque.

[0049] In principle, the brake module 12 is arranged in front of the electric drive machine 2 , as shown in arrangement 1 . 1 . Thus, a braking torque path 100 extends from the brake module 12 via the electric drive machine 2 , the transfer gear arrangement 3 and the differential gear arrangement 6 to the driven wheels 4 .

[0050] Alternatively, the brake module 12 can be arranged between the drive machine 2 and the transfer gear arrangement 3, as shown in arrangement 1.2. Thus, a braking torque path 102 extends from the brake module 12 via the transfer gear arrangement 4 and the differential gear arrangement 6 to the driven wheels 4. The drive machine 2 is arranged outside the braking torque path 102.

[0051] Alternatively, however, the brake module 12 can also be arranged on the side of the transmission gear arrangement 2 facing away from the drive machine 2, as shown in arrangement 1.3. Thus, a braking torque path 102 extends from the brake module 12 via the transmission gear arrangement 3 and the differential gear arrangement 6 to the driven wheels 4. Consequently, the drive machine 2 is arranged outside the braking torque path 102.

[0052] The common feature of the arrangements 1.1, 1.2, and 1.3 of the brake module 12 is that the brake module 12 is at least indirectly connected to the rotor shaft 9 in a torque-transmitting manner, so that the brake module 12 is operated at the engine speed of the driving machine 3. For this purpose, the brake module 12 is arranged coaxially with respect to the rotor shaft 9 or the axis of rotation 100.

[0053] In addition to the brake module 12, the drivetrain 1 also has wheel-side service brakes 13 designed to brake both, and preferably all, wheels 4 of the vehicle. For example, the service brakes 13 are designed as disc brakes or drum brakes. Service brakes 13 provide the vehicle with an approved deceleration system. The brake module 12 is designed, for example, as a complementary and / or supplementary brake to the service brakes 13 and does not perform any safety-related functions, but rather a comfort function with respect to vehicle braking.

[0054] The drive train 1 optionally has a recuperation brake 14, which is implemented by the drive machine 2 in generator mode. The recuperation brake 14 can be shared with the service brake 13, but can also be independent of the service brake.

[0055] The vehicle may include a brake control unit (not shown) designed to control the brake module 12, the service brake 13, and optionally the recuperation brake 14. For example, in a comfort braking state, the brake module 12 and the service brake 13 may be controlled so that the braking torque is primarily or exclusively generated by the brake module 12, particularly at lower speeds below 20 km / h. Optionally, the recuperation brake 14 may also support the comfort braking state.

[0056] Figure 2 A specific implementation of a brake module 12 is shown as an exemplary embodiment of the invention. The brake module 12 essentially comprises a multi-part housing 15 in which an input shaft 16, a braking device 17 and an actuating device 18 are arranged.

[0057] Input shaft 16 is partially arranged within housing interior 19 of housing 15 and is partially guided out of housing interior 19 via a connecting joint 20, via which input shaft 16 is connected and / or connectable to rotor shaft 9 in a torque-transmitting manner or is connected and / or connectable for co-rotation with the rotor shaft. Connecting joint 20 is formed, for example, by a tooth system, in particular an external tooth system, which is connected via an opposing tooth system, in particular an internal tooth system, formed correspondingly on rotor shaft 9. Input shaft 16 is thus arranged coaxially with respect to axis of rotation 100.

[0058] Braking device 17 includes a first brake mating part 21 and a second brake mating part 22, which are coaxially arranged about rotation axis 100 and operatively connected to each other to generate a braking torque. First brake mating part 21 is connected for common rotation with housing 15, while second brake mating part 22 is connected for common rotation with input shaft 16. Braking device 17 is designed as a wet-type, particularly wet-running, multi-disc brake located in housing interior 19. First brake mating part 21 includes an outer disk carrier 23 and a plurality of, particularly three, outer disks 25, while second brake mating part 22 includes an inner disk carrier 24 and a plurality of, particularly two, inner disks 26. The outer and inner disks rotate in a temperature-controlled fluid, such as oil. For this purpose, housing interior 19 is designed as a wet space. The outer disk 25 and the inner disk 26 are axially displaceable relative to one another about the axis of rotation 100 and are circumferentially fixed to the plate carriers 23, 24 in a rotationally fixed manner, wherein the outer disk 25 and the inner disk 26 are in frictional contact with one another in the actuated state and are disengaged in the unactuated state. For example, the outer disk 25 can be designed as a steel disk and the inner disk 26 can be designed as a friction disk.

[0059] Braking device 17 also includes two return springs 27 axially supported between two adjacent outer disks 25 to return the outer disks 25 to a predetermined base position in the unactuated state. Return springs 27 exert an axial return force 103 on the outer disks 25. In the base position, the outer disks 25 remain spaced apart from each other, leaving sufficient space and air gap for the inner disk 26 to rotate freely. For example, each return spring 27 is formed by a wave spring.

[0060] The actuator 18 comprises an annular housing 28 and an annular piston 29 arranged radially within the annular housing 28, the annular housing and the annular piston being arranged coaxially with respect to the axis of rotation 100 and together delimiting a pressure chamber 30. The annular housing 28 and the annular piston 29 are designed such that the pressure chamber 30 is delimited axially and radially with respect to the axis of rotation 100 by the annular housing 28 on the one hand and by the annular piston 29 on the other hand. For this purpose, the annular piston 29 is designed as a stepped piston, wherein the annular housing 28 is also stepped correspondingly.

[0061] The actuating device 18 is designed as a hydraulic central release mechanism, also known as a "concentric slave cylinder," in which an annular piston 29 actuates the braking device 17 so that it can be switched from an unactuated state to an actuated state. For this purpose, the annular piston 29 is supported axially on one of the outer disks 25 about the axis of rotation 100 via a pressure piece 31, in particular a pressure cylinder. When a pressure chamber 30 is subjected to hydraulic pressure, the annular piston 29 disengages and transmits an axial force 104 to the braking device 17. The pressure chamber 30 is axially sealed by two piston sealing rings 32, via which the annular piston 29 is radially supported in a sealing manner on the annular housing 28, and the two piston sealing rings 32 are each fixed to the annular housing 28.

[0062] Actuating device 19 also includes a reset unit 33, which is designed to return annular piston 29 to its starting position or to hold it in this position in the pressure-free, unactuated state, thereby ensuring an air gap between outer disk 25 and inner disk 26. Reset unit 33 essentially comprises a first annular support member 34, which is axially supported on annular housing 28, and a second annular support member 35, which is axially supported on annular piston 29. The first and second support members are axially movable relative to one another. To this end, the two support members 34, 35 are resiliently supported axially against one another via a plurality of connecting elements 36 and a plurality of spring elements 37. The spring elements 37 are used to generate or co-generate a reset force 103, which acts axially on annular piston 29 with respect to rotational axis 100. Connecting elements 36 can be formed by a plurality of spring rivets distributed around the circumference and fixed to first support member 35. The spring element 37 can be formed by a plurality of helical compression springs arranged coaxially with respect to the spring element 37 , wherein the spring element 37 is supported on the one hand on the spring element 37 and on the other hand on the second support part 35 .

[0063] Brake module 12 also has a temperature control inlet 38 and a temperature control outlet 39, via which temperature control fluid can be supplied to housing interior 19 or dissipated from housing interior 20. In particular, housing interior 19 can be flushed with temperature control fluid so that heat generated by braking energy can be dissipated and supplied to other locations in the vehicle, for example as a passive heating device. To this end, temperature control inlet 38 opens radially inwardly of inner disk carrier 24 in housing interior 19, and temperature control outlet 39 opens radially outwardly of outer disk carrier 23 in housing interior 19 or in the bottom region of housing 15. Inner disk carrier 24 and outer disk carrier 25 each have a plurality of radial fluid openings 40 for supplying or dissipating the inflowing temperature control fluid directly to the contact area between outer disk 25 and inner disk 26. Thus, during braking operation, temperature control fluid flows from the inside or from temperature control inlet 38 via fluid openings 40 through inner disc carrier 22 , disc pack 25 , 26 , and through outer disc carrier 23 via fluid openings 40 to the outside or to temperature control outlet 39 .

[0064] The present invention builds on the previously described concept of a basic structure for optimizing the various components and costs of brake module 12. The goal is to achieve the highest possible level of functional integration, with the assembly of brake module 12 designed to form a closed unit that maintains its structural integrity even when not installed as intended. To this end, it is proposed that housing 15 be constructed in four parts, consisting of housing components 151, 152, 153, and 154.

[0065] First housing part 151 is essentially pot-shaped, while second housing part 152 is essentially in the form of a cover, and first housing part 151 and second housing part 152 are connected to one another axially with respect to rotational axis 100 via a form-fit connection in order to delimit housing interior 19. For this purpose, brake module 12 has a fixing device 41, such as a retaining ring, and a sealing ring 42, such as a profile ring, via which second housing part 151 is mounted in a fluid-tight manner in first housing part 152.

[0066] Third housing component 153 is designed in a flange-like manner, and first housing component 151 and third housing component 152 are connected to each other axially about rotation axis 100 by forming, so as to fasten brake module 12 to a housing component (not shown) of drive machine 2 or transmission gear device 3 according to arrangements 1.1, 1.2, and 1.3. Third housing component 153 has a plurality of fastening devices 43, such as screws, distributed in the circumferential direction, by means of which third housing component 153 can be axially fixed to the housing part.

[0067] The first housing part 151 has a central shaft passage 44, for example a through-hole, through which the input shaft 16 with the connecting joint 20 is guided out of the housing interior 19. The brake module 2 also has a sealing device 46 for fluid-tight sealing of the input shaft 16 relative to the first housing part 151, which is fixed to a sealing seat 47 of the first housing part 151. The sealing device 46 is designed as a rotary seal, in particular a radial shaft sealing ring.

[0068] Furthermore, the second housing part 152 has a shaft receptacle 45 in which the input shaft 16 is received within the housing interior 19. The brake module 2 also has a bearing arrangement 48 for rotatable mounting of the input shaft 16 relative to the second housing part 152, which is fixed to a bearing seat 49 of the second housing part 152. The bearing arrangement 48 is designed as a friction-optimized deep-groove ball bearing.

[0069] Fourth housing part 154 is in the form of a cover and is inserted axially with respect to rotational axis 100 into shaft receptacle 45 of second housing part 152 in order to seal housing interior 19 and axially secure bearing arrangement 48 in bearing seat 49. To ensure a fluid-tight seal, an elastic sealing material, such as a rubber coating, is applied in the area between second housing part 152 and third housing part 153. Brake module 12 also has a further securing device 50, such as a further retaining ring, by means of which fourth housing part 154 is secured in shaft receptacle 45.

[0070] To produce a cost-effective and easy-to-manufacture brake module 12, it is recommended to use sheet metal components that are produced as much as possible by forming. To this end, each of the four housing components 151, 152, 153, 154 is designed as a molded sheet metal component. In addition, the two sheet metal carriers 23, 24, the brake piston 29, and the two support components 34, 35 can be designed as additional molded sheet metal components.

[0071] like Figure 3 As shown in FIG, the first housing part 151 has a tank base part 51 and a tank wall part 52, wherein the tank base part 51 extends in a radial plane of the rotation axis 100, while the tank wall part 52 directly adjoins the tank base part 51 in the axial direction with respect to the rotation axis. The first housing part 151 has a support contour 53 for axially supporting the disk packages 25, 26, in particular one of the outer disks 25, and the support contour 53 is introduced into the tank base part 52 in the axial direction with respect to the rotation axis 100 by forming. For example, the support contour 53 can be formed by a projection extending around the rotation axis 100.

[0072] Furthermore, first housing part 151 has a connecting contour 54 for the rotationally fixed connection of outer disk carrier 23, which is formed into tank wall section 52. Consequently, input shaft 16 has a further connecting contour 55 on its outer circumference for the rotationally fixed connection of inner disk carrier 24. For example, connecting contour 54 and further connecting contour 55 can each be formed by a tooth system extending about axis of rotation 100. Brake module 12 has two further fixing devices 56, 57, such as further retaining rings, for axially fixing the two disk carriers 23, 24 to connecting contours 54, 55.

[0073] Furthermore, the seal seat 47 is molded into the first housing component 151 by forming, so that a radial contact surface 58 for radial contact of the seal 46 and an axial contact surface 59 for axial contact of the seal 46 are formed in the region of the shaft channel 44. For example, the seal 46 bears at least against the axial contact surface 59 and the radial contact surface 58 in a form-fitting manner.

[0074] Furthermore, the first housing part 151 and the third housing part 153 are connected to one another by forming in the region of the tank base part 51. For this purpose, the first housing part 151 and the third housing part 153 are connected to one another via a plurality of circumferentially distributed riveted connections 60. The riveted connections 60 are designed such that a braking torque can be introduced into the housing parts via complementary recesses in the housing part of the drive machine 2 or the transmission gear arrangement 3.

[0075] The second housing component 152 has a cylinder base portion 61, a cylinder wall portion 62 and a collar portion 63. The cylinder base portion 61 extends in a radial plane to the axis of rotation 100, wherein the cylinder wall portion 62 directly adjoins the cylinder base portion 61 axially with respect to the axis of rotation 100, and the collar portion 63 in turn directly adjoins the cylinder wall portion 62 radially outwardly.

[0076] The second housing part 152 has a reinforcement contour 64 for reinforcing the second housing part 152, which is introduced into the collar part 56 axially with respect to the rotation axis 100 by shaping and simultaneously introduced into the cylinder wall part 62 radially with respect to the rotation axis 100 by shaping. The reinforcement contour 64 is formed by a plurality of reinforcement ribs distributed in the circumferential direction, as also shown in FIG. Figure 4 , so as to minimize deformation of the second housing component 152 during axial loading.

[0077] Furthermore, the bearing seat 49 is molded into the first housing component 152 by forming, so that a further radial contact surface 65 for radial contact of the bearing device 48 and a further axial contact surface 66 for axial contact of the bearing device 48 are formed in the region of the shaft receptacle 45. For example, the bearing device 48 bears at least against the axial contact surface 66 and the radial contact surface 65 in a form-fitting manner.

[0078] The second housing part 152 has a receiving opening 67 for receiving a hydraulic connector 68 of the annular housing 28. For this purpose, the receiving opening 67 is introduced axially into the cylinder base part 61, through which the hydraulic connector 68 is guided out of the housing 15. The hydraulic connector 68 is sealed in a fluid-tight manner relative to the second housing part 152 by means of a further sealing ring 69 and is fixed to the cylinder wall part 62 within the housing interior 19 by means of a further fixing device 70, for example a further retaining ring.

[0079] Furthermore, the second housing part 152 has two further receiving openings 71 , 72 , also as Figure 4 , two further receiving openings are shown for receiving the temperature control inlet 38 and the temperature control outlet 39. For this purpose, further receiving openings 71, 72 are introduced axially into the cylinder base part 61, and the temperature control inlet 38 and the temperature control outlet 39 are guided out of the housing 15 via the receiving openings 71, 72. The temperature control inlet 38 and the temperature control outlet 39 are each sealed in a fluid-tight manner relative to the second housing part 152 by means of a further sealing ring 73, 74, and are each fixed to the cylinder base part 61 outside the housing interior 19 by means of a further fixing device 75, 76, for example a further fixing ring.

[0080] Optionally, brake module 12 has an insulator 77 for thermally insulating first housing part 151 in the region of brake device 17. Insulator 77 is arranged on the inner circumference of tank wall portion 52, and the temperature control fluid impinges on insulator 77 when flowing through outer disk carrier 23. For example, insulator 77 is made of a material with low thermal conductivity, such as plastic, which can reduce heat losses to housing 15 and thus to the surrounding environment.

[0081] Figure 3 and Figure 4 The brake module 12 is shown in front and rear views, wherein the brake module 12 is designed as a separate, encapsulated or fluid-tight enclosed structural unit. This embodiment allows the brake module 12 to operate without emissions and avoids the escape of fine dust particles, as these are particularly trapped by the temperature control fluid.

[0082] Reference Signs List

[0083] 1 Drive layout structure

[0084] 2 Drive machine

[0085] 3 Transmission gear unit

[0086] 4 wheels

[0087] 5 axles

[0088] 6 Differential

[0089] 7 stator

[0090] 8 rotors

[0091] 9 Rotor shaft

[0092] 10 Transmission input

[0093] 11 Transmission output

[0094] 12 brake modules

[0095] 13 Service brakes

[0096] 14 Recovery brake

[0097] 15 Housing

[0098] 16 Input shaft

[0099] 17 Braking system

[0100] 18 Actuator

[0101] 19 Inside the shell

[0102] 20 Connecting joints

[0103] 21 First brake fitting

[0104] 22 Second brake fitting

[0105] 23 outer disc carrier

[0106] 24 inner plate bearing

[0107] 25 foreign market

[0108] 26 inner disk

[0109] 27 Return spring

[0110] 28 Ring housing

[0111] 29 Annular piston

[0112] 30 Pressure Chamber

[0113] 31 pressure piece

[0114] 32 Piston sealing ring

[0115] 33 Reset unit

[0116] 34 first supporting member

[0117] 35 second supporting member

[0118] 36 Connecting elements

[0119] 37 Spring element

[0120] 38 Temperature control entrance

[0121] 39 Temperature control outlet

[0122] 40 fluid openings

[0123] 41 Fixtures

[0124] 42 sealing ring

[0125] 43 Fastening device

[0126] 44 axis channels

[0127] 45 shaft receiving portion

[0128] 46 Sealing device

[0129] 47 sealing seat

[0130] 48 bearing assembly

[0131] 49 bearing seat

[0132] 50 Fixtures

[0133] 51 Tank base

[0134] 52 Tank wall

[0135] 53 Support profile

[0136] 54 Connecting contours

[0137] 55 Another connection profile

[0138] 56 Fixtures

[0139] 57 Fixtures

[0140] 58 Radial contact surface

[0141] 59 Axial contact surface

[0142] 60 Riveted connectors

[0143] 61 cylinder base

[0144] 62 cylinder wall

[0145] 63 ring part

[0146] 64 Enhance the outline

[0147] 65 Radial contact surface

[0148] 66 Axial contact surface

[0149] 67 Acceptance Opening

[0150] 68 hydraulic connectors

[0151] 69 sealing ring

[0152] 70 Fixtures

[0153] 71 Accepting Opening

[0154] 72 Accepting Opening

[0155] 73 sealing ring

[0156] 74 sealing ring

[0157] 75 Fixtures

[0158] 76 Fixtures

[0159] 77 Insulator

[0160] 100 Rotation axis

[0161] 101 Drive Torque Path

[0162] 102 Braking Torque Path

[0163] 103 Reset force

[0164] 104 Axial force

[0165] 151 first housing component

[0166] 152 second housing component

[0167] 153 Third housing component

[0168] 154 fourth housing component

Claims

1. A brake module (12) for an electric drive train (1) of a vehicle, - having an input shaft (16) for integrating the brake module (12) into the drive train (1), wherein The input shaft (16) is rotatably mounted about a rotation axis (100), - a brake device (17) for generating a braking torque, wherein the brake device (17) comprises a first brake fitting (21) and a second brake fitting (22), wherein the first brake fitting (21) is arranged stationary in the brake module (12) and the second brake fitting (22) is connected for co-rotation with the input shaft (16), - having hydraulic actuating means (18) for actuating said braking means (17), - a multi-part housing (15) for receiving the input shaft (16), the braking device (17) and the actuating device (18), wherein the housing (15) comprises a first pot-shaped housing part (151) and a second cover-shaped housing part (152) at least partially covering the first housing part (151), It is characterized in that The first housing part (151) and the second housing part (152) are each designed as a molded sheet metal part.

2. The brake module (12) according to claim 1, characterized in that A support contour (53) for axially supporting the first brake fitting (21) and / or the second brake fitting (22) is formed on the first housing part (151), and / or a connection contour (53) for rotationally fixedly connecting the first brake fitting (21) is formed.

3. The brake module (12) according to claim 1 or 2, characterized in that A reinforcement profile (64) for reinforcing the second housing component (152) is formed on the second housing component (152) by forming.

4. The brake module (12) according to any one of the preceding claims, characterized in that At least one sealing device (46) for fluid-tight sealing of the input shaft (16) relative to the housing (15), wherein a sealing seat (47) for the sealing device (46) is formed on the first housing part (151) and / or the second housing part (152).

5. Brake module (12) according to any one of the preceding claims, characterized in that At least one bearing device (48) for rotatably mounting the input shaft (16) relative to the housing (15), wherein a bearing seat (49) for the bearing device (48) is formed on the first housing part (151) and / or the second housing part (152).

6. Brake module (12) according to any one of the preceding claims, characterized in that A flange-shaped third housing part (153) for fastening the housing (15) to a component of the drive train (1), wherein the third housing part (153) is designed as a molded sheet metal part and / or is connected to the first housing part (151) by forming.

7. Brake module (12) according to any one of the preceding claims, characterized in that The second housing part (152) has a shaft receiving portion (45) for partially receiving the input shaft (16), wherein the brake module (12) has a cover-type fourth housing part (154) for sealing the shaft receiving portion (45), and the fourth housing part (154) is designed as a sheet metal molded part.

8. Brake module (12) according to any one of the preceding claims, characterized in that The brake device (17) is designed as a multi-disc brake, wherein the first brake fitting (21) has an outer disc carrier (23) with a plurality of outer discs (25), wherein the outer disc carrier (23) is designed as a sheet metal molded part, and / or the second brake fitting (22) has an inner disc carrier (24) with a plurality of inner discs (26), wherein the inner disc carrier (24) is designed as a sheet metal molded part.

9. Brake module (12) according to any one of the preceding claims, characterized in that The actuating device (18) comprises an annular housing (28) and an annular piston (29) which is axially movable about the rotation axis (100), wherein a pressure chamber (30) is formed between the annular housing (28) and the annular piston (29), so that when hydraulic fluid is supplied to the pressure chamber (30), an axial force (104) can be transmitted to the brake fittings (21, 22) via the annular piston (29), wherein the actuating piston (29) is designed as a molded metal sheet component.

10. An electric drive train (1) for a vehicle, comprising an electric drive machine (2) for driving at least one wheel, wherein: The drive machine (2) has a stator (7) and a rotor (8), characterized by a brake module (12) according to one of the preceding claims, wherein the rotor (8) is connected at least indirectly to the input shaft (16) of the brake module (12) in a torque-transmitting manner.

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