Hydrodynamic brake system and vehicle having brake system

Abstract

The invention relates to a hydrodynamic brake system and a vehicle having a brake system. The invention relates to a brake system (2) comprising a housing (7), a rotatable brake shaft (8), a brake converter (10) with a stationary stator (11) and a rotatable rotor (12), and a clutch device (13) with a clutch part (14) which can be displaced between a release position and a connection position, the brake converter (10) being activatable by introducing a working fluid and being deactivatable by discharging the working fluid, and the clutch device (13) comprising a clutch part (14) which can be displaced between a release position and a connection position. The brake system (2) has a flow channel (22) for introducing a working fluid into the brake converter (10). The clutch device (13) acts between the brake shaft (8) and the rotor (12), and the clutch part (14) is designed and / or arranged as a valve piston for closing and releasing the flow channel (22).

Description

Technical Field

[0001] This invention relates to a hydraulically powered braking device for vehicles, comprising: a housing, a rotatable brake shaft, a brake converter with a fixed stator and a rotatable rotor, and a clutch assembly with a clutch portion capable of shifting between a release position and an engagement position. The brake converter can be activated by introducing working fluid and deactivated by discharging working fluid. The braking device has flow channels for introducing working fluid into the brake converter. This invention also relates to vehicles having a drive system. Background Technology

[0002] Document DE 1 630 801 A1 relates to a hydrodynamic braking device for vehicles, particularly motor vehicles, having a housing and an impeller supported within the housing, the impeller being rotatably arranged on a shaft. To eliminate the resistance caused by the impeller rotating in the air when the brake is not in use, document DE 1 630801 A1 proposes a two-stage control braking device, which first engages with a clutch to resist relative rotation without lubrication in two sequential stages, and then controls the braking effect by adjusting the lubrication using compressed air.

[0003] Document DE 1 525 396 A1 relates to a hydrodynamic brake comprising a stationary brake housing having a pressure medium interface, within which one or more stators and rotors are arranged. To further reduce the idling power of the hydrodynamic brake, document DE 1 525 396 A1 proposes connecting the rotor to a brake shaft rotatably supported within the brake housing via a clutch system. This clutch system relies on the pressure between the rotor's impeller rim and the stator to automatically disengage the rotor from the brake shaft during idling and engage it during operation.

[0004] Document DE 10 2013 224 095 A1 relates to a hydrodynamic machine, particularly a hydrodynamic retarder, comprising a housing in which at least one shaft is arranged; two impellers, particularly a rotor and a stator, the two impellers forming an annular working chamber capable of being filled with a working medium; and a speed-increasing gear, wherein at least one impeller and the speed-increasing gear are arranged about a common axis of rotation and supported in a manner that allows them to rotate independently of each other. To improve operational safety, document DE 10 2013 224 095 A1 proposes a coupling device arranged within the housing of the hydrodynamic machine for torque transmission between the speed-increasing gear and the impellers, i.e., the rotor. Summary of the Invention

[0005] The objective of this invention is to improve the braking device mentioned at the beginning in terms of structure and / or function. Furthermore, the objective of this invention is also to improve the vehicle mentioned at the beginning in terms of structure and / or function.

[0006] This task is solved using a braking device having the features of claim 1. Furthermore, this task is also solved using a vehicle having the features of claim 11. Advantageous embodiments and / or improvements are the subject of the dependent claims.

[0007] Braking devices are based on the principles of hydraulic clutches or turbine clutches. Braking devices are designed and / or arranged, or can be arranged, as wear-free, continuous brakes, and may also be referred to as retarders.

[0008] The braking device includes: a housing, a brake shaft, a brake converter with a stator and a rotor, and a clutch assembly with a clutch portion. The housing may be fixed relative to the vehicle or can be arranged in this manner. The housing may have an internal space. The brake shaft, brake converter, and clutch assembly may be arranged within this internal space. Unless otherwise stated or understood from the context, the terms "rotatable," "fixed," and "displaceable" currently refer specifically to the rotatable, fixed, and / or displaceable arrangement of the housing. In this respect, the housing may form the basis of the braking device. The braking device may have a rotation axis so that the rotatable components of the braking device can rotate about this rotation axis.

[0009] Unless otherwise stated or deduced from the context, the descriptions of "axial," "radial," and "circumferential" refer to the direction of extension of the axis of rotation. Thus, "axial" corresponds to the direction of extension of the axis of rotation. "Radial" corresponds to the direction perpendicular to and intersecting the axis of rotation. "Circumferential" corresponds to the direction of the arc around the axis of rotation.

[0010] The brake shaft can be designed and / or arranged for transmitting braking power. The brake shaft is rotatable. The brake shaft can be axially fixed. The brake shaft can be supported on a housing. The brake shaft can be supported on a stator. The brake shaft can be supported on one side of the housing and on the other side of the stator. The brake shaft can be supported by both fixed and floating bearings. The brake shaft can be supported on the stator by a fixed bearing and on the housing by a floating bearing. The brake shaft can have a first shaft end and a second shaft end. The brake shaft can be supported on the housing at its first shaft end. The brake shaft can be supported on the stator between these shaft ends. The second shaft end can be a free shaft end. The brake shaft can have a gear. The gear can be arranged on the second shaft end. The gear can be the smaller diameter gear in a gear pair. In this respect, the brake shaft can also be referred to as a pinion shaft.

[0011] A brake converter can be a hydrodynamic converter. A brake converter can be designed and / or arranged to provide braking power. A brake converter can be designed and / or arranged to convert kinetic energy into thermal energy.

[0012] The stator is fixed. The stator may be fixedly mounted on or constituted by the housing. The stator may have support sections. The support sections of the stator may be designed and / or arranged to support the brake shaft. The support sections of the stator may be designed and / or arranged to accommodate fixed bearings.

[0013] The rotor is rotatable. The rotor can be axially fixed. The rotor can be supported on a brake shaft. The rotor can have a support section. The support section of the rotor can be designed and / or arranged to allow the rotor to be rotatably and axially fixedly supported on the brake shaft. The support section of the rotor can be designed and / or arranged to accommodate rotor bearings. The rotor bearings can be rolling bearings, especially ball bearings, particularly double-row deep groove ball bearings. The rotor bearings can be axially fixedly arranged on the brake shaft. The rotor can be axially fixedly arranged on the rotor bearings.

[0014] The stator may have stator blades or be implemented as stator blades. The rotor may have rotor blades or be implemented as rotor blades. The stator blades and rotor blades may be arranged rotationally symmetrically, opposite to each other, and / or define the working chamber.

[0015] The brake transducer can be activated by introducing working fluid and deactivated by discharging working fluid. In one embodiment, the brake transducer is configured such that introducing and discharging working fluid are the only steps for activating and deactivating the brake transducer, respectively. In another embodiment, the brake transducer is configured such that, in addition to introducing and discharging working fluid, one or more steps are required to activate and deactivate the brake transducer, such as additional adjustment or movement of the rotor. Working fluid can be introduced into and discharged from the working chamber. The braking effect can be controlled by introducing and / or discharging working fluid from the working chamber, wherein increasing the amount of working fluid in the working chamber will result in an increased braking effect, while decreasing the amount of working fluid in the working chamber will result in a decreased braking effect. The working fluid can be a liquid such as oil or water, especially hydraulic oil, transmission oil, or cooling water. When the brake transducer is activated, the rotor can accelerate the introduced working fluid, which is squeezed outward under centrifugal force, guided into and then back from the stator, thereby braking the rotor and subsequently also braking the brake shaft. When the brake converter is deactivated, the working chamber can be at least approximately free of working fluid, thus eliminating the coupling between the stator and rotor caused by the working fluid.

[0016] The clutch assembly functions between the brake shaft and the rotor. The clutch assembly can be designed and / or arranged to disengage the brake shaft and rotor from each other. The clutch assembly can have a switchable clutch or be implemented as a switchable clutch. The clutch can be switchable between a released position and an engaged position. The clutch can be switchable by displacement of clutch sections.

[0017] The clutch assembly is movable between a released position and an engaged position. The clutch assembly can be configured for axial displacement. In the released position, the brake shaft and rotor can disengage from each other to avoid power loss. In the engaged position, the brake shaft and rotor can be engaged with each other to transmit braking power. The clutch assembly can be arranged on the brake shaft in a manner resistant to relative rotation. The clutch assembly can be axially guided on the brake shaft. A form-locking hub connection, particularly a splined shaft connection, capable of axial movement can be arranged and / or function between the clutch assembly and the brake shaft.

[0018] The braking device has a flow passage for introducing working fluid into the brake converter. The flow passage may be capable of being loaded with a flow of working fluid. The flow passage may lead into a working chamber. The braking device may have a pump. The pump may be designed and / or arranged such that the flow passage is loaded with a flow of working fluid. The pump may be designed and / or arranged such that the flow passage is loaded with a flow of working fluid directed towards the brake converter and / or towards the working chamber.

[0019] The clutch assembly can be arranged within a flow passage. The clutch assembly is designed and / or arranged as a valve piston for closing and releasing the flow passage. The flow passage can be closed by shifting the clutch assembly to the release position. The flow passage can be closed when the clutch assembly is in the release position. The flow passage can be released by shifting the clutch assembly to the engagement position. The flow passage can be open when the clutch assembly is in the engagement position. Therefore, the term "release position" currently refers specifically to the release of the connection between the brake shaft and the rotor, and not to the release of the flow passage. By applying working fluid, the clutch assembly can be shifted toward and / or into the engagement position.

[0020] The clutch assembly may have at least one overflow passage. The clutch assembly may have multiple overflow passages, particularly six to ten, and especially eight. The overflow passages may be arranged at least approximately uniformly in the circumferential direction. At least one overflow passage may have an inlet and an outlet. The inlet may be designed and / or arranged for axial entry of the working fluid. The outlet may be designed and / or arranged for radial exit of the working fluid.

[0021] The clutch assembly may have a guide surface. The guide surface of the clutch assembly may be designed and / or arranged to guide the clutch assembly within the housing. The guide surface of the clutch assembly may be cylindrical. The guide surface of the clutch assembly may be a radially outward surface. An outlet may be associated with the guide surface of the clutch assembly. An outlet may be located on the guide surface of the clutch assembly.

[0022] The housing may have a guide section. The guide section may be designed and / or arranged to guide the clutch portion. The guide section may have a cylindrical guide surface. The guide surface on the housing side may be a radially inward surface. The guide section may form a valve housing for a clutch portion designed and / or arranged as a valve piston. The guide surface of the clutch portion and the guide surface on the housing side may correspond to each other. The guide surface of the clutch portion and the guide surface on the housing side may correspond to each other structurally and / or functionally. The guide section may have or form a control edge. The control edge may cooperate with the outlet. The control edge may be designed and / or arranged to cooperate with the outlet. In the release position, the outlet may be covered and / or closed by the guide section and / or the guide surface on the housing side. In the engagement position, the outlet may be uncovered and / or open.

[0023] The clutch assembly may have and / or at least partially define a pressure chamber for the working fluid. The pressure chamber may be defined by the clutch assembly and the housing. An inlet may be associated with the pressure chamber. The inlet may be accessible from and / or able to be loaded with the working fluid from the pressure chamber. The housing may have at least one inflow passage. At least one inflow passage may be designed and / or arranged for the introduction of the working fluid into the pressure chamber.

[0024] The clutch assembly may have a spring assembly. The spring assembly may be designed and / or arranged to load the clutch portion toward the release position and / or load the clutch portion into the release position. The spring assembly has at least one spring. The at least one spring may be implemented as a helical compression spring. The spring assembly may have multiple springs, particularly six to ten springs, especially eight springs. The springs may be arranged at least approximately uniformly in the circumferential direction.

[0025] The clutch device may have a clamping element. The clamping element may be arranged on the brake shaft in a way that resists relative rotation and is axially fixed. A hub connection, especially a force-locking and / or form-locking connection, especially a splined shaft connection, may be arranged and / or function between the clamping element and the brake shaft. The clamping element may be axially supported on a rotor bearing.

[0026] A spring mechanism can function between the compression element and the clutch assembly. The spring mechanism can be supported on both the compression element and the clutch assembly. The spring mechanism can be designed and / or arranged to store potential energy as the clutch assembly shifts towards the engagement position. The spring mechanism can also be designed and / or arranged to load the clutch assembly towards the release position using the stored potential energy.

[0027] The clutch assembly can have a form-locking clutch or be implemented as a form-locking clutch. The clutch assembly can have a first tooth and a second tooth. The first and second teeth can be designed and / or arranged for axial engagement. The first tooth can be associated with a clutch portion. The first tooth can be arranged on the clutch portion. The first tooth can be arranged on the end side of the clutch portion. The first tooth can be arranged on the rotor-facing end of the clutch portion. The second tooth can be associated with the rotor. The second tooth can be arranged on the rotor. The second tooth can be arranged on the end side of the rotor. The second tooth can be arranged on the rotor-facing end of the rotor. The first and second teeth can correspond to each other. The first and second teeth can correspond to each other structurally and / or functionally. The first and second teeth can correspond to each other for form-locking transmission of braking power. The first and second teeth can be designed and / or arranged for form-locking transmission of braking power in the engaged position. The first and second teeth can be designed and / or arranged to switch between a release position and a engagement position, even at high speeds. The first and second teeth can also be designed and / or arranged to prevent accidental switching from the engagement position to the release position during braking power transmission.

[0028] The teeth may have protrusions or claws and gaps. The protrusions or claws of one tooth and the gaps of another tooth may correspond to each other. The protrusions or claws of one tooth may structurally and / or functionally correspond to the gaps of another tooth. The protrusions or claws and gaps may be implemented asymmetrically. The protrusions or claws may each have a power-transmitting side and a beveled rear side.

[0029] The clutch assembly can be a force-locked clutch, especially a friction-locked clutch, or can be implemented as a force-locked clutch, especially a friction-locked clutch. The clutch assembly may have a synchronizing device. The synchronizing device can be designed and / or arranged to synchronize the speed of the brake shaft and the speed of the rotor.

[0030] Braking equipment can be used to modify vehicles. Braking equipment can be used to modify vehicles with minimal cost.

[0031] The vehicle has a drive system. The vehicle can be a motor vehicle, especially a commercial vehicle, such as a truck or bus. The vehicle has a braking device. This braking device is arranged on and / or functions on the drive system. The braking device can be integrated into the drive system and / or arranged to act directly on the vehicle's drive axle. The drive system may have a transmission. The braking device may be located outside the transmission.

[0032] The braking device can be at least partially integrated into the transmission. The braking device can be structurally and / or functionally at least partially integrated into the transmission. Therefore, the braking device can be implemented as a retarder integrated with the transmission. The transmission can have a transmission housing with an internal space. The internal space of the transmission housing and the internal space of the braking device housing can be connected in communication with each other. The transmission and the braking device can have a common internal space. The braking device housing can form part of the transmission housing. The transmission housing can also form the braking device housing. The transmission can have a lubrication section utilizing transmission oil. The transmission oil can be used as a working fluid for the brake converter. The transmission can have a cooling section utilizing cooling water. Cooling water can be used to dissipate heat from the brake converter. The transmission can have at least one transmission shaft. The rotor can be driven from the transmission shaft. The drive system can have a driven shaft, especially a hinged shaft or a universal joint. The braking device can act on the driven shaft, especially the hinged shaft or the universal joint. The drive shaft can have gears. The gear on the drive shaft can have a larger diameter than the gear on the brake shaft. The gear on the drive shaft and the gear on the brake shaft can form a gear pair.

[0033] In summary, and in other words, this invention provides, in particular, a retarder. The rotor of the retarder is decoupled by a clutch. The clutch can be located beside the rotor. The clutch can be equipped with special pawls that can switch even at high speeds. An oil overflow passage in the clutch can delay the build-up of torque in the retarder during switching, thus enabling torqueless switching. Instead of a jaw clutch, a synchronizing mechanism may also be incorporated.

[0034] The retarder has a housing and a stator, with the stator secured within the housing. The pinion shaft can be supported in the stator using a fixed bearing or in the housing using a floating bearing. The rotor can be supported on the pinion shaft using bearings. The rotor of the retarder should be decoupled by a clutch. The clutch can be located beside the rotor. The clutch can be equipped with engaging teeth that can switch even at high speeds. The circumferential shape of the teeth can be designed to prevent the clutch from disengaging during braking. The clutch can be installed in an existing retarder with minimal modifications to the components. The clutch can be operated by supplying a volumetric flow of oil to the retarder to build braking torque. When braking ends and the volumetric flow of oil to the retarder is interrupted, the clutch can be disengaged by spring force. A jaw clutch can be present on the rotor and piston. A return spring can be supported on a pressure plate. The pressure plate and piston can be connected to the pinion shaft using driving teeth. When the clutch is disengaged, the overflow passage can be closed by the housing. If the clutch is being operated by oil flow, the overflow passage can remain closed. Therefore, the clutch teeth can engage with the rotor without generating torque. Once engaged, the overflow passage can be released by piston movement, and oil can flow into the rotor. Torque can then be generated between the stator and rotor.

[0035] This invention enables reduced-load or no-load engagement of braking devices. Braking devices can be engaged even at higher speeds. Wear, switching time, and / or switching force of the clutch assembly are reduced. Vehicle power loss and / or drive energy requirements are reduced. CO2 balance is improved. Attached Figure Description

[0036] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which are illustrated and exemplary herein:

[0037] Figure 1 A schematic diagram of a transmission device for a hydraulically powered braking system for a motor vehicle is shown, the hydraulically powered braking system having a clutch portion implemented as a valve piston;

[0038] Figure 2 A cross-sectional view is shown of a hydraulically powered braking device for a motor vehicle, having a clutch portion implemented as a valve piston; and

[0039] Figure 3 A perspective view of a hydraulically powered braking device for a motor vehicle, having a clutch portion implemented as a valve piston, is shown. Detailed Implementation

[0040] Figure 1 A schematic diagram of the transmission device 1 of a hydraulically powered braking device 2 for a motor vehicle is shown. Figure 2 A cross-sectional view of the braking device 2 is shown. Figure 3 A perspective view of braking device 2 is shown.

[0041] The transmission device 1 has a transmission housing 3 and a driven shaft 4, the driven shaft having a gear 5 and a driven flange 6. The braking device 2 is integrated into the transmission device 1 as a retarder and has a housing 7 fixedly connected to the transmission housing 3, a brake shaft 8 with a gear 9 (which forms a gear pair with the gear 5), a brake converter 10 with a stator 11 and a rotor 12, a clutch device 13 with a clutch section 14, and a pump 15. The housing 7 and the transmission housing 3 share a common internal space 16, which is filled with transmission oil, which is also used as the working fluid for the braking device 2.

[0042] The brake shaft 8 is rotatable about the rotation axis 17 and is axially fixed about the housing 7. The stator 11 is fixedly arranged on the housing 7. The brake shaft 8 is supported on the housing 7 by means of a fixed bearing 18 and on the stator 11 by means of a floating bearing 19. The rotor 12 is rotatable by means of a rotor bearing 20 and is axially fixedly supported on the brake shaft 8.

[0043] The stator 11 and rotor 12 are arranged opposite each other and define the working chamber 21 of the brake converter 10. The brake converter 10 can be activated by introducing working fluid into the working chamber 21 and deactivated by discharging working fluid from the working chamber 21. The braking effect can be controlled by introducing and / or discharging working fluid into the working chamber 21, wherein increasing the amount of working fluid in the working chamber 21 results in an increased braking effect, while decreasing the amount of working fluid in the working chamber 21 results in a decreased braking effect. To activate the brake converter 10 or increase the amount of working fluid in the working chamber 21, working fluid is transported into the working chamber 21 by means of a pump 15 through a flow passage 22 leading from the pump 15 to the brake converter 10.

[0044] The clutch portion 14 has a first tooth 23 on its end facing the rotor 12 and is arranged on the brake shaft 8 by means of a hub connection 24 that resists relative rotation and is axially movable. The clutch portion 14 can be displaced between a released position and an engaged position. In the released position, the brake shaft 8 and the rotor 12 are disengaged from each other, while in the engaged position, the brake shaft 8 and the rotor 12 are connected to each other. The rotor 12 has a second tooth 25 on its end facing the clutch portion 14. The clutch portion 14 with the first tooth 23 and the rotor 12 with the second tooth 25 form a clutch that can be switched between a released position and an engaged position. The teeth 23 and 25 are implemented as jaw teeth and form a switchable jaw clutch portion.

[0045] The clutch portion 14 has a radially outward guide surface 26. The housing 7 has a guide section 27 with a radially inward guide surface. The clutch portion 14 is guided on the guide section 27 of the housing 7 by its guide surface 26 and arranged in the flow passage 22.

[0046] The clutch assembly 14 has overflow channels, such as overflow channels 28, arranged circumferentially. The overflow channels 28 each have an inlet on the pump side for axial entry of the working fluid and an outlet on the brake converter side and / or the working chamber side for radial exit of the working fluid. The clutch assembly 14 and the housing 7 define a pressure chamber 29 for the working fluid located upstream of the input side of the overflow channels 28. The pressure chamber 29 can be loaded with working fluid by means of the pump 15.

[0047] The outlet of the overflow passage 28 is located on the guide surface 26 of the clutch section 14. The guide section 27 of the housing 7 forms a control edge that works in conjunction with the outlet of the overflow passage 28.

[0048] When the clutch portion 14 is in the released position, the outlet of the overflow passage 28 is covered and closed by the guide section 27 and / or guide surface of the housing 7. When the clutch portion 14 is in the engaged position, the outlet of the overflow passage 28 is uncovered and open. By shifting the clutch portion 14 to the released position, the outlet of the overflow passage 28 can be closed. By shifting the clutch portion 14 to the engaged position, the outlet of the overflow passage 28 can be released. Therefore, the guide section 27 of the housing 7 forms a valve housing, while the clutch portion 14 forms a valve piston for closing and releasing the flow passage 22.

[0049] The clutch assembly 13 has a spring assembly 30 with a spring implemented as a helical compression spring and a pressing element 31 that is anti-rotational and axially fixed on the brake shaft 8. The spring of the spring assembly 30 is pre-tensioned and functions between the pressing element 31 and the clutch portion 14, and loads the clutch portion 14 in the direction of the release position.

[0050] To activate the braking device 2, working fluid is transported to the pressure chamber 29 by the pump 15, and the pressure chamber 29 is loaded with working fluid. Once the force caused by the pressure of the working fluid in the pressure chamber 29 exceeds the force caused by the spring of the spring device 30, the clutch portion 14 moves from the released position toward the engaged position. Here, the outlet of the overflow channel 28 is first released, and the clutch portion formed by the clutch portion 14 with the first tooth 23 and the rotor 12 with the second tooth 25 is closed. Then, the working fluid flows into the working chamber 21 of the brake converter 2 through the flow channel 22 and the overflow channel 28, thereby generating braking power.

[0051] To deactivate the braking device 2, the pump 15 is shut off and the working fluid is discharged from the pressure chamber 29, thereby reducing the braking power. Once the force caused by the pressure of the working fluid in the pressure chamber 29 is lower than the force caused by the spring of the spring device 30, the clutch portion 14 moves from the engaged position toward the released position, and the clutch portion formed by the clutch portion 14 having the first tooth 23 and the rotor 12 having the second tooth 25 is disengaged.

[0052] List of reference numerals

[0053] 1. Transmission device

[0054] 2. Braking equipment

[0055] 3. Transmission device housing

[0056] 4 driven shafts

[0057] 5 gears

[0058] 6 driven flange

[0059] 7. Shell

[0060] 8 brake shafts

[0061] 9 gears

[0062] 10 Brake Converter

[0063] 11 stators

[0064] 12 rotors

[0065] 13 Clutch Device

[0066] 14 Clutch section

[0067] 15 pumps

[0068] 16 interior spaces

[0069] 17 Rotation axis

[0070] 18 Fixed Bearings

[0071] 19 Floating Bearings

[0072] 20 rotor bearings

[0073] 21 working chamber

[0074] 22 flow channels

[0075] 23 First tooth

[0076] 24-axis hub connection

[0077] 25 Second tooth

[0078] 26 guide surfaces

[0079] 27 Guide Section

[0080] 28 Overflow Channels

[0081] 29 pressure chambers

[0082] 30 Spring Device

[0083] 31 Extrusion Components

Claims

1. A hydraulically powered braking device (2) for a vehicle, the braking device (2) comprising: a housing (7), a rotatable brake shaft (8), a brake converter (10) having a fixed stator (11) and a rotatable rotor (12), and a clutch assembly (13) having a clutch portion (14) capable of shifting between a release position and an engagement position, wherein, The brake converter (10) can be activated by introducing working fluid and deactivated by discharging working fluid, and the brake device (2) has a flow passage (22) for introducing working fluid into the brake converter (10), characterized in that the clutch device (13) operates between the brake shaft (8) and the rotor (12), and the clutch portion (14) is designed and / or arranged to close and release the valve piston of the flow passage (22).

2. The braking device (2) according to claim 1, characterized in that, The flow channel (22) can be closed by shifting the clutch portion (14) to the release position and / or can be released by shifting the clutch portion (14) to the engagement position, and the clutch portion (14) can be shifted to the engagement position by loading working fluid.

3. The braking device (2) according to at least one of the preceding claims, characterized in that, The clutch section (14) has at least one overflow passage (28) with an inlet and an outlet.

4. The braking device (2) according to claim 3, characterized in that, The clutch portion (14) has a guide surface (26) which is designed and / or arranged to guide the clutch portion (14) within the housing (7), and the outlet is associated with the guide surface (26).

5. The braking device (2) according to at least one of claims 3 to 4, characterized in that, The housing (7) has a guide section (27) designed and / or arranged to guide the clutch portion (14), and the guide section (27) has a control edge that works in conjunction with the outlet.

6. The braking device (2) according to at least one of claims 3 to 5, characterized in that, The clutch portion (14) has a pressure chamber (29) for the working fluid, and the inlet is associated with the pressure chamber (29).

7. The braking device (2) according to at least one of the preceding claims, characterized in that, The braking device (2) has a pump (15) which is designed and / or arranged to load the flow channel (22) with a working fluid flow directed toward the brake converter (10).

8. The braking device (2) according to at least one of the preceding claims, characterized in that, The clutch assembly (13) has a spring assembly (30) that is designed and / or arranged to load the clutch portion (14) toward the release position.

9. The braking device (2) according to claim 8, characterized in that, The clutch device (13) has a pressing element (31), and the spring device (30) acts between the pressing element (31) and the clutch portion (14).

10. The braking device (2) according to at least one of the preceding claims, characterized in that, The clutch device (13) has a first tooth (23) associated with the clutch portion (14) and a second tooth (25) associated with the rotor (12), wherein the first tooth (23) and the second tooth (25) are designed and / or arranged to transmit braking power in a form-locking manner in the engagement position.

11. A vehicle having a drive system, characterized in that, The vehicle has a braking device (2) according to at least one of the preceding claims, and the braking device (2) is arranged on the drive system and / or functions on the drive system.

12. The vehicle according to claim 11, characterized in that, The drive system has a transmission device (1), and the braking device (2) is at least partially integrated into the transmission device (1).

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