Vehicle with a drive system including a braking system

Abstract

Vehicle (2) with a drive arrangement (1), wherein the drive arrangement (1) comprises an electric drive machine (3) for generating a drive torque for the vehicle (2), wherein the drive arrangement (1) comprises a transmission (4) for translating the drive torque, wherein the transmission (4) has a transmission input (6) for receiving the drive torque and a transmission output (5) for outputting a translated drive torque in the direction of at least one driven wheel (7) of the vehicle (2), such that a drive torque path (103) is formed from the drive motor (3) to the transmission output (5) and / or to the at least one driven wheel (7), with a braking device (10 a, b, c), wherein the braking device (10 a, b, c) can be brought into operative connection with the drive torque path (103) in order to apply a braking torque to the at least one driven wheel (7) along a braking torque path (100 a, b, c), wherein the braking device (10 a, b, c) comprises a friction braking device with a temperature control fluid for lubricating and / or cooling the friction braking device, characterized in that the vehicle (2) comprises a vibration management device (38), wherein the vibration management device (38) is configured to compensate, modulate and / or dampen vibrations occurring in the drive arrangement (1) and / or in the vehicle (2) by controlling the braking device (10 a, b, c).

Description

[0001] The invention relates to a vehicle with a drive arrangement having the features of the preamble of claim 1.

[0002] For vehicles of categories M1 and N1 according to Regulation (EU) 2018 / 858, a service brake is currently implemented as a drum or disc brake, which is state of the art. One brake is provided for each wheel.

[0003] It is established practice for electrically powered vehicles of classes M1 and N1 to use both friction and regenerative braking in mixed proportions during service braking. The size of these proportions depends on the driving situation. Emergency braking with high deceleration is handled by the friction brake, while moderate deceleration in urban traffic is largely generated by the regenerative brake. A drive arrangement according to the preamble of claim 1 is known from DE 10 2019 117 930 A1. Further prior art is disclosed in DE 10 2017 124 592 A1 and DE 10 2017 003 441 A1. DE 10 2021 205 073 A1, which was published after the filing date of this invention, discloses another drive arrangement for a vehicle.

[0004] It is an object of the present invention to propose a vehicle with a drive arrangement which has improved operating characteristics.

[0005] This problem is solved by a vehicle with a drive arrangement having the features of claim 1. Preferred or advantageous embodiments of the invention are described in the dependent claims, the following description, and the accompanying exemplary embodiments.

[0006] The invention relates to a vehicle with a drive system. The vehicle is specifically designed as a hybrid vehicle or as a purely electric vehicle.

[0007] The vehicle is, for example, a passenger car, minibus, light truck, or similar vehicle. Preferably, the vehicle is classified as category M1 or N1 according to Regulation (EU) 2018 / 858. In particular, the vehicle is designed and / or approved and / or suitable for road use. For example, the vehicle can reach a maximum speed of more than 80 km / h, preferably more than 120 km / h, and particularly more than 140 km / h. Alternatively, the vehicle is designed as a rail vehicle.

[0008] The drive arrangement is designed to provide a drive torque for the vehicle, in particular a main drive torque for the vehicle.

[0009] The drive arrangement comprises an electric drive machine, in particular an electric motor, for generating the drive torque for the vehicle. It may be provided that the electric drive machine constitutes the sole traction machine for the vehicle. Alternatively, the vehicle may have additional traction machines, for example, further electric drive machines 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 specifically at least 80% of the drive torque for the vehicle.

[0010] The electric drive motor can be assigned to a single driven wheel of the vehicle and / or be designed as an individual wheel drive. Alternatively, the electric drive motor can be assigned to two driven wheels, preferably a common axle, and / or be designed as an electric axle. In other embodiments, the electric drive motor can also be assigned to all driven wheels and / or wheels of the vehicle and / or be designed as an all-wheel drive.

[0011] The drive arrangement includes a transmission for translating the drive torque, which is introduced into the transmission via a transmission input. A particularly preferred translation is from high to low speed, colloquially also referred to as reduction.

[0012] The transmission is designed to output a translated drive torque, based on the drive torque from the electric drive motor, at a transmission output in the direction of the at least one driven wheel of the vehicle. For example, the transmission has a transmission output through which the translated drive torque is output in the direction of the at least one driven wheel of the vehicle. Optionally, a distribution transmission, in particular a differential, and / or a summing transmission for combining the translated drive torque with other drive torques is connected downstream of the transmission. A drive torque path runs from the drive motor to the transmission output and / or to the at least one driven wheel.

[0013] The vehicle, in particular the drive arrangement, has a braking device for generating a braking torque at the at least one driven wheel. A braking torque path extends from the braking device to the at least one driven wheel. Thus, the braking device generates the braking torque and transmits it to the at least one driven wheel via the braking torque path. The braking device acts on the drive torque path. In particular, the drive torque path and the braking torque path intersect or meet before the at least one driven wheel.

[0014] The braking device is specifically designed as a dynamic braking device and / or as a braking device for operation while the vehicle is in motion. In particular, the braking device is not designed as a parking brake, or at least not as a purely fixed parking brake.

[0015] Within the scope of the invention, it is proposed that the braking device comprises a friction braking device. The friction braking device achieves the braking effect primarily through friction, specifically through solid-state friction, whereby two braking partners can be brought into frictional contact. The braking partners are preferably designed as solid bodies. The friction braking device includes a temperature control fluid for lubrication and / or cooling. The cooling can be designed, in particular, as external cooling, wherein the temperature control fluid cools the friction braking device externally and is, in particular, arranged and / or flows without contact with the friction surfaces of the braking partners.Alternatively, the temperature control fluid is designed for internal lubrication and / or cooling of the friction brake device, so that the brake partners, in particular the friction surfaces of the brake partners, are in physical contact with the temperature control fluid and / or the friction surfaces of the brake partners are in physical contact with the temperature control fluid and / or the friction brake device is designed to be wet or wet-running.

[0016] The friction braking system is designed as a fully encapsulated unit. This design allows for emission-free operation and prevents the release of fine dust particles, as these are bound by the temperature control fluid. A further advantage of the wet friction braking system is its superior acoustic performance. Brake noise, which can occur in dry braking systems, is eliminated, thus improving operational performance.

[0017] In particular, the friction braking device is designed as a wet-running multi-disc brake, wherein the multi-disc brake, in particular the brake discs, runs in the temperature control fluid for lubrication and / or cooling of the multi-disc brake.

[0018] In particular, the multi-disc brake comprises an inner disc pack and an outer disc pack. The multi-disc brake includes an actuator unit, which can set the multi-disc brake into a braking state or a release state. The actuator unit is, for example, designed as an axial actuator unit capable of applying an axial force to at least one of the disc packs. The actuator unit can, in particular, be designed as a pneumatic, hydraulic, and / or electrically actuated actuator unit.

[0019] In a possible further development of the invention, the vehicle has a temperature management device, wherein the temperature management device is configured to supply the brake heat from the braking system to a useful function via the temperature control fluid. In this useful function, the brake heat can be used, for example, to heat the transmission, to temperature-control the battery, and / or to temperature-control the passenger compartment.

[0020] It is possible that the braking system is designed as a passive heating system and that the brake heat is generated primarily from traffic-related braking.

[0021] In a possible further development of the invention, the braking device is configured to function as an active heating device. Here, the temperature management device controls the drive motor so that an additional drive torque is selectively directed from the electric drive motor to the braking device. Furthermore, the temperature management device controls the braking device to apply a corresponding additional braking torque to compensate for the additional drive torque. In this way, active braking heat is generated, which is supplied to the functional application via the temperature management device.

[0022] In a further possible upgrade, the braking system is configured to function as an active auxiliary heater: For this purpose, the drive assembly includes a drive coupling device designed to disconnect the drive torque path. The temperature management device is configured to control the drive coupling device, thus disconnecting the drive torque path. Additionally, the temperature management device controls the drive motor and the braking system to generate a drive torque, which is directed to the braking system and then dissipated by the braking torque to actively generate brake heat while stationary. As before, the brake heat is then directed to the functional areas by the temperature management device.

[0023] According to the invention, the vehicle has a vibration management device designed to compensate for, dampen, and / or modulate vibrations in the drive assembly, the drive motor, the transmission, and / or the vehicle as an oscillating system by controlling the braking system. For this purpose, the vibration management device includes, for example, sensors for measuring the vibrations to be dampened. In one possible embodiment, the vibration management device controls the braking system in order to actuate the braking system, particularly the friction brake and / or multi-disc brake, independently of any braking process, thereby damping the oscillating system and / or shifting and / or modulating resonance frequencies.Generally, by actuating the braking device, in particular the friction braking device and / or the multi-disc brake, the oscillating system is detuned, so that the oscillations are damped and / or compensated.

[0024] In a preferred embodiment of the invention, the braking device comprises a brake coupling device for isolating the friction braking device, in particular the multi-disc brake, from the braking torque path. The vibration management device is designed to close the brake coupling device, depending on the measured vibrations to be damped, in order to compensate for and / or dampen any vibrations that occur. Closing the brake coupling device connects the rotating masses of the braking device to the oscillating system, thus changing the vibration behavior of the oscillating system in order to compensate for and / or dampen the vibrations that occur.

[0025] The vehicle preferably has a service brake, wherein the braking device is designed as a complementary brake to the service brake and / or a supplementary braking device to the service brake. This proposes a particularly advantageous application of the drive arrangement: Preferably, the service brake on the vehicle is designed as a friction brake, in particular as a dry friction brake, specifically as a disc and / or drum brake.

[0026] During deceleration typical in urban traffic, the majority of the braking task is handled by the friction brakes or the regenerative brakes. Shortly before the vehicle comes to a complete stop, the use of the regenerative brakes is technically ineffective; in this case, the friction brakes provide either the majority or the entire required braking power.

[0027] In vehicles with an electric drive motor, the masking noise of a combustion engine is absent; in hybrid vehicles, the combustion engine may be deactivated. Previously insignificant operating noises of the vehicle are now perceived by the driver and can be considered disturbing. Therefore, a reduction in noise emissions leads to an improvement in operating characteristics.

[0028] Regulations (for example, UNECE 13H for vehicle category M1) also impose strict safety requirements on the service brake with regard to emergency braking, hot braking performance, and reliability. Further requirements are expected in the future, most notably the restriction of permissible particulate matter emissions from the brakes.

[0029] This tension gives rise to a conflict of objectives: The friction brake must be able to meet safety requirements, exhibit good acoustic performance, and simultaneously reduce the emission of particulate matter. In emergency braking situations, however, brake noise is negligible. Here, the focus is solely on preventing accidents, i.e., damage to property and / or personal injury.

[0030] This conflict of objectives is mitigated by the vehicle's drive system: The braking system, acting as a complementary and / or redundant braking system, intervenes, for example, in urban environments where the friction brake can no longer resolve the conflict and / or the regenerative braking system is no longer applicable. It is emission-free and / or, as a wet friction brake, particularly a multi-disc brake, exhibits positive acoustic characteristics.

[0031] Since the braking system, as a complementary and / or supplementary braking system, still requires a conventional service brake (for example, a disc or drum brake), the safety-relevant requirements remain with the service brake, particularly the friction brake. This improves the operating characteristics of the drive system and / or the vehicle, taking into account safety and / or environmental requirements.

[0032] Towards the end of the deceleration process, the main braking deceleration can be generated by the service brake. This must be designed for safe, controlled emergency braking from high speeds with a short braking distance, while also ensuring that braking from lower speeds does not produce noises perceived as disturbing by the driver. Since the braking system can replace the friction brake during braking from lower speeds, manufacturers of friction brakes can focus their optimization efforts on controlled emergency braking and gain new opportunities for improvement in vehicles with this drive configuration. During emergency braking, the acoustic behavior is of secondary importance compared to everyday braking in urban traffic.Since the braking device preferably does not claim a safety function - the service brake remains intact and fully functional - it can be arranged in front of the transmission.

[0033] In a preferred embodiment of the invention, the vehicle has a brake management device for controlling the service brake and the brake system.

[0034] The brake management system is preferably configured to implement an emergency braking state, wherein in the emergency braking state the service brake, in particular the friction brake, brings the vehicle to a standstill, wherein in the emergency braking state at least the main braking deceleration or the exclusive braking deceleration is implemented by the friction brake of the service brake. This ensures that all safety requirements are met.

[0035] Alternatively or additionally, the brake management system is designed to implement a regenerative braking state, whereby at least part of the braking deceleration is achieved through regenerative braking. This enables environmentally conscious and comfortable driving.

[0036] Alternatively or additionally, the brake management system is designed to implement a comfort braking mode, in which the main braking deceleration is performed by the braking system to bring the vehicle to a standstill. In particular, the brake management system is designed to implement the comfort braking mode at speeds below 20 km / h, especially below 15 km / h, and / or even at speeds above 10 km / h. At these speeds, regenerative braking is no longer effective, and the braking system is used instead of the friction brakes. In the comfort braking mode, the vehicle is brought to a standstill with no or only minimal noise emission, as this is achieved entirely or largely by the braking system.

[0037] An optional subject matter of the invention relates to a method for operating the vehicle with the drive arrangement as previously described, wherein at least one of the operating states is implemented by the brake management device.

[0038] The temperature management device, the vibration management device and / or the brake management device are preferably designed as a digital data processing device.

[0039] Preferably, the braking torque path runs through the transmission, with the braking device arranged upstream of the transmission in the braking torque path. This places the braking device in a section of the drive assembly where the drive torque has not yet been multiplied by the transmission. In the preferred embodiment, the rotational speed of the braking device is higher than the rotational speed at the transmission output and / or at the driven wheel. Particularly preferably, the braking device is arranged close to the drive motor and not near the wheel. This position offers two potential advantages: The braking device is located in a region where the rotational speed has not yet been multiplied by the transmission and is therefore higher than that at the driven wheel and / or at the transmission output.This reduces the braking torque required by the braking system and allows the use of a friction braking system, in particular a multi-disc brake, instead of a dry friction brake.

[0040] In a preferred embodiment, the electric drive machine has a rotor shaft, wherein the braking device is connected to the rotor shaft in a brake-ready state or permanently via a rotationally constrained connection, preferably in a rotationally fixed manner. Alternatively or additionally, it is claimed that the braking device is operated at the motor speed of the drive machine.

[0041] In a preferred embodiment of the invention, the braking torque path runs via the electric drive motor, with the braking device being arranged upstream of the electric drive motor in the braking torque path. Thus, the braking torque is introduced into the braking torque path by the braking device, via the electric drive motor and the transmission, and in particular via the transmission output, subsequently to the at least one driven wheel. Particularly preferably, the rotor shaft is rotationally coupled to the braking device on one axial side – optionally directly or optionally via further components – and preferably rotationally fixed to the transmission on the other side – optionally directly or optionally via further components.

[0042] From the electric drive motor, a drive torque path runs to the at least one driven wheel. Furthermore, in this embodiment, a reverse drive torque path runs from the drive motor to the braking device, whereby a drive torque can also be transmitted to the braking device. With respect to the reverse drive torque path, the braking device forms an endpoint or dead end, since the drive torque of the electric drive motor is not transmitted through the braking device. In particular, the braking device forms a dead-end path for the reverse drive torque path.

[0043] From a drive technology perspective, in this further development, the electric drive motor is positioned between the braking system and the transmission. This arrangement allows for particularly simple integration of the braking system, as it does not require any intervention in the drive torque path. Instead, the braking system can be located on one side of the drive motor and the transmission on the other.

[0044] In an alternative embodiment of the invention, the braking device is arranged in the drive torque path between the drive motor and the transmission. In particular, the braking device acts on a connecting shaft or a connecting shaft section between the drive motor and the transmission. In this configuration, the drive arrangement can be implemented in a particularly compact manner.

[0045] In a further alternative embodiment, the braking device is arranged outside the drive torque path. In particular, the gearbox input of the transmission forms a junction point, where the drive torque path and the braking torque path first meet. From a structural perspective, the drive motor is arranged on one axial side of the transmission, and the braking device on the other side. A drive torque path runs from the electric drive motor to the at least one driven wheel. Furthermore, in this embodiment, a drive torque branch path runs from the drive motor through the transmission to the braking device without any reduction in torque, and a drive torque can also be transmitted to the braking device.With respect to the drive torque path, the braking device forms an endpoint or a dead end, since the drive torque of the electric drive motor is not transmitted through the braking device. In particular, the braking device forms a dead-end path for the drive torque path.

[0046] In a preferred embodiment of the invention, the braking device and the rotor shaft are arranged coaxially, the braking device having a braking axis of rotation that is aligned coaxially with the axis of rotation of the rotor shaft. This embodiment allows the drive arrangement to be designed particularly compactly, thus reducing integration effort and improving operating characteristics.

[0047] In a preferred embodiment of the invention, the drive assembly comprises an additional module, wherein the additional module has a module housing in which the braking device is arranged. The drive assembly comprises a main housing in which the drive motor and, optionally, the transmission are arranged. The additional module, in particular, forms an independent subassembly. The additional module is preferably detachably, and especially non-destructively, fixed to the main housing. For example, the additional module, in particular the module housing, is flanged, screwed, and / or detachably fastened to the main housing for easy assembly. In particular, the additional module is arranged on the main housing to support the braking torque, so that counterforces occurring during the generation of the braking torque can be transferred from the braking device to the main housing via the module housing.

[0048] Preferably, the main housing, together with the drive motor and optionally the transmission gearbox, forms an electric axle and / or a further, independent subassembly. This design simplifies the mounting of the additional module with the braking system onto existing drive units, particularly electric axles, thus reducing integration effort. In this way, the additional module can be used as an independent assembly with a wide variety of different drive units.

[0049] A further optional aspect of the invention relates to the additional module for the vehicle and / or the drive arrangement as previously described. The additional module has a module housing for connection to the main housing and the braking device, the braking device being arranged in the module housing. In particular, the additional module is designed as an independent subassembly. The additional module forms an endpoint for a path, in particular the drive torque counter-path or the drive torque branch path, via which a drive torque can be introduced into the additional module. In particular, the additional module is designed as a dead-end module with only a single torque interface.

[0050] Possible advantages, depending on the design, may include: • Very long service intervals (“quasi-lifetime brake”). • Advantageous acoustic behavior, as the braking system is completely encapsulated. • No influence from weather and other environmental conditions of the vehicle. • At typical urban speeds and decelerations, the previously necessary use of the friction brake towards the end of the deceleration process can be dispensed with. At this operating point, brake noise is most noticeable to the driver with conventional friction brakes. • A temperature control fluid is used to dissipate the heat generated during braking. Advantageously, this heated fluid is used for battery and transmission temperature control, as well as for heating the passenger compartment. This allows the vehicle's energy efficiency to be increased through the use of the braking system. • The small amount of wear particles that are generated is bound in the temperature control fluid and thus cannot enter the environment. The combined use of the braking system and regenerative braking allows for an emission-free braking system, particularly in urban environments.

[0051] As previously described, the main braking deceleration is generated by the service brake towards the end of the deceleration process. This brake must be designed for safe, controlled emergency braking from high speeds with short braking distances, while also ensuring that it does not produce any noises perceived as disturbing by the driver during braking from lower speeds. Since the friction brake is replaced during braking from lower speeds, manufacturers of friction brakes can focus their optimization efforts on controlled emergency braking and gain new opportunities for improvement in vehicles equipped with an additional braking system. During emergency braking, the acoustic behavior is of secondary importance compared to everyday braking, particularly in urban traffic.

[0052] Since the braking device does not claim to have a safety function - the service brake remains intact and fully functional - it can, for example, be located in front of the differential.

[0053] Further features, advantages, and effects of the invention will become apparent from the following description of preferred embodiments of the invention and the accompanying figures. These show: Fig. 1 a highly schematic block diagram of a drive arrangement for a vehicle and the vehicle as an embodiment of the invention; Fig. 2 a, b, c each a block diagram for a first, a second and a third embodiment of the invention; Fig. 3 a possible constructive design of the drive arrangement according to the first embodiment; Fig. 4 a possible constructive design of a braking device for the drive arrangement; Fig. 5 a possible constructive design of the drive arrangement according to the second embodiment; Fig. 6 a possible constructive design of the drive arrangement according to the third embodiment; Fig. 7 a, b two implementation variants for a method for vibration damping; Fig. 8 a possible constructive design of the drive arrangement for vibration damping; Fig. 9 a variant embodiment of a method for active brake heat generation; Fig. 10 a possible constructive design of the drive arrangement for brake heat generation.

[0054] Identical or corresponding components, areas, and paths are marked with the same or corresponding reference symbols.

[0055] The Fig. Figure 1 shows a schematic block diagram of a drive arrangement 1 for a vehicle 2. The vehicle 2 is, for example, a passenger car. In particular, the vehicle 2 is implemented as an electric vehicle. The drive arrangement 1 includes an electric drive machine 3, which is designed to generate drive torque for the vehicle 2. In particular, the drive machine 3 is designed as an electric motor. Optionally, the drive machine 3 can be used as a generator.

[0056] The drive arrangement 1 includes a transmission 4, which is designed to translate the drive torque from the drive machine 3 from fast to slow. The transmission 4 has a transmission output 5 and a transmission input 6, the rotational speed at the transmission output 5 being lower than at the transmission input 6.

[0057] The vehicle 2 has at least one driven wheel 7. In the illustrated embodiment, the vehicle 2 has two driven wheels 7 of a common axle 8. The translated drive torque generated by the transmission 4 is directed towards the driven wheels 7. For example, a differential 9 can be interposed in the torque flow. Alternatively, only one driven wheel 7 is provided, with the drive arrangement 1 being designed as an individual wheel drive. It is also possible for the drive torque to be distributed to driven wheels 7 of different axles 8.

[0058] A drive torque path 103 is formed, which runs from the drive machine 3 into the gearbox input 6 and / or the transmission gearbox 4 and subsequently leads in particular via the gearbox output 5 to the driven wheels 7.

[0059] Optionally, a drive coupling device 40 a, b is provided, wherein the drive coupling device 40 a, b is designed to disconnect the drive torque path 103 downstream of the drive motor 3. This allows the drive motor 3 to rotate without any drive torque being transmitted to the gearbox output 5 or to the driven wheels 7. In the Fig. Figure 1 shows two different embodiments for the position of the drive coupling device 40a, b. Alternatively, in other embodiments, the drive coupling device can be arranged in the transmission 4 or after the differential 9. The drive coupling device 40a is arranged between the drive motor 3 and the transmission 4. If the brake device 10b is used, the brake device 10b is arranged in the drive torque path 103 upstream of the drive coupling device 40a. The drive coupling device 40b is arranged in the drive torque path 103 downstream of the transmission output 5.

[0060] The drive arrangement 1 has a braking device 10 a, b, c, which is designed to generate a braking torque at or for the driven wheel(s) 7 and to transmit it to the driven wheels 7 via a respective braking torque path 100 a, b, c. In the Fig. Figure 1 shows three different embodiments for the position of the braking device 10 a, b, c and for the braking torque paths 100 a, b, c, which can be selected alternatively.

[0061] The braking device 10 a, b, c is specifically designed as a dynamic brake and is not limited to the function of a parking brake. In particular, the braking device 10 a, b, c can, as intended, brake the vehicle 2 from a speed greater than, for example, 20 km / h down to a standstill.

[0062] The braking torque paths 100 a, b, c each run via the transmission gear 4, wherein the braking device 10 a, b, c is arranged in front of the transmission gear 4 in the torque flow direction of the braking torque with respect to the respective braking torque path 100 a, b, c.

[0063] In the first embodiment, the braking device 10a is arranged in the braking torque path 100a upstream of the electric drive motor 3. The braking torque path 100a thus runs from the braking device 10a, which generates the braking torque, via the electric drive motor 3, then via the transmission 4 and at least one driven wheel 7.

[0064] In the second embodiment, the braking device 10b is arranged in the drive torque path 103 between the drive motor 3 and the transmission 4. The braking torque path 100b thus runs from the braking device 10b, which generates the braking torque, via the transmission 4 to the at least one driven wheel 7. The drive motor 3 is arranged outside the braking torque path 100b.

[0065] In the third embodiment, the braking device 10c is arranged on a different axial side of the braking torque path 100c with respect to the transmission 4 than the drive motor 3. The braking torque path 100c thus runs from the braking device 10c, which generates the braking torque, via the transmission 4 to the at least one driven wheel 7. The drive motor 3 is arranged outside the braking torque path 100c.

[0066] The three positions of the braking device 10 a, b, c have in common that the braking device 10 a, b, c is operated at the motor speed of the drive machine 3 or at least at a speed that is not generated via the transmission gearbox 4.

[0067] The braking device 10 a, b, c can optionally each have a braking coupling device 39 a, b, c, which enables the respective braking device 10 a, b, c to be decoupled from the drive torque path 103 and / or from the respective braking torque path 100 a, b, c. The braking coupling device 39 a, b, c is, for example, designed as a synchronizing device, so that the braking coupling device 39 a, b, c can be selectively set to a brake readiness state or to a freewheeling state. In the brake readiness state, the braking device 10 a, b, c is coupled and rotates in readiness to brake. In the release state, the braking device 10 a, b, c is disengaged, so that any drag torques caused by rotating masses of the braking device 10 a, b, c are reduced.

[0068] In addition to the braking system 10, the vehicle 2 optionally has a service brake 16, which comprises a friction brake 17, for example, a disc brake or a drum brake located near the wheel. The vehicle 2 optionally has a regenerative brake 18, which is converted into a generator by the drive motor 3. The regenerative brake 18 can be operated jointly with or independently of the service brake 16.

[0069] The vehicle 2 has an approved deceleration system with its service brake 16. The braking device 10 a, b, c is designed, for example, as a complementary brake and / or as a supplementary braking device to the service brake 16, which does not perform any safety-relevant functions, but rather a comfort function with regard to the braking of the vehicle.

[0070] The drive arrangement 1 optionally includes a brake management device 19, which is configured to control the service brake 16, the optional regenerative brake 18, and the braking device 10. The brake management device 19 can be configured, for example, as a digital data processing device and / or as an analog switching device. In an emergency braking situation, when high deceleration is required, the brake management device 19 is configured to control the service brake 16 and, in particular, the friction brake 17, so that the latter provides the primary deceleration. Thus, in an emergency braking situation, it is ensured that the safety-relevant service brake 16 implements the emergency braking.

[0071] Furthermore, the brake management device 19 is designed to significantly implement the braking deceleration through the recuperation brake 18 in a recuperation braking state. This improves the energy management of the vehicle 2.

[0072] The brake management device 19 is configured to control the brake system 10 and the service brake 16 in a comfort braking state such that the main braking deceleration is achieved primarily or exclusively by the brake system 10 a, b, c. For example, the brake management device 19 is configured, in particular, to implement the comfort braking state when decelerating the vehicle at lower speeds below 20 km / h, especially below 10 km / h, without the service brake 16, especially without the friction brake 17, and / or exclusively by the brake system 10. Optionally, the regenerative brake 18 can additionally support the comfort braking state.

[0073] The braking device 10 a, b, c is designed in particular as a wet, specifically wet-running, braking device 10 a, b, c and as a friction braking device. The braking device 10 a, b, c can include a multi-disc brake 41. The wet-running characteristic ensures that virtually no acoustic emissions are generated during braking by the braking device 10 a, b, c. The predominantly or even exclusively used braking device 10 a, b, c increases comfort and thus improves the operating characteristics. The rationale behind this comfort braking strategy is that the regenerative brake 18 no longer operates effectively at low speeds, while simultaneously avoiding the use of the acoustically disadvantageous friction brake 17.

[0074] Alternatively or additionally, the brake management device 19 is designed to control the brake coupling device 39 a, b, c and to control the freewheeling state or the brake readiness state.

[0075] Optionally, the drive arrangement 1 includes a temperature management device 20, which is designed to transfer the brake heat generated by the wet-running brake system 10 into a temperature control fluid for the brake system 10 and use it for an additional function in the vehicle 2. In this application, the brake heat can be used, for example, to heat the transmission, to cool the battery, and / or to cool the passenger compartment. The combined use of the brake system 10 a, b, c in conjunction with the regenerative brake 18 is particularly intended. This combined use results in lower energy levels that need to be dissipated during braking. The temperature control fluid is pumped to other locations in the vehicle 2 and can be used, for example, to heat the transmission, cool the battery, and cool the passenger compartment.This increases the energy efficiency of vehicle 2, as it makes usable energy that was previously released unused into the environment.

[0076] The temperature management device 20 can be designed to advantageously distribute the brake heat generated during normal driving operation. In this configuration, the brake device 10 a, b, c is used as a passive heating device.

[0077] The braking device 10 a, b, c can also be used as a "friction heater" during driving and / or as an active heating device: For this purpose, the braking device 10 a, b, c, designed as a wet friction brake or multi-disc brake 41, actively generates heat by producing a braking torque that generates thermal energy. However, this braking torque is simultaneously balanced by an increase in the motor torque of the drive motor 3 to maintain a constant vehicle speed. In the active heating state, the braking device 10 a, b, c and the drive motor 3 work against each other to actively generate brake heat.

[0078] The braking system 10 a, b, c can also be used as an active auxiliary heater: In this case, the temperature management unit 20, particularly when the vehicle 2 is stationary, controls the drive coupling unit 40 a, b to disconnect the drive torque path 103. Furthermore, the drive motor 3 is controlled to generate a drive torque, which is directed to the braking system 10 a, b, c. Additionally, the braking system 10 a, b, c is controlled to perform braking in order to counteract the drive torque with the braking torque, so that brake heat is actively generated when the vehicle 2 is stationary. The brake heat can be directed to the previously described functional applications.

[0079] The drive coupling device 40 a, b enables the drive motor 3 to be operated independently of the driving condition, i.e., even when stationary (similar to idling in an internal combustion engine). This allows the braking system 10 a, b, c, which is coupled to the drive motor 3, to continue operating and thus generate braking heat, which can subsequently be used, for example, to heat the battery and the interior or for other functions. Therefore, the system can also be operated as a parking heater when stationary. No additional or fewer heating components are required.

[0080] Positioning the brake device 10 a, b, c in front of the transmission gearbox 4 is advantageous because it allows it to be directly controlled by the engine speed. This enables higher speeds with lower torques in typical applications.

[0081] Optionally, the vehicle has a vibration management device 38, wherein the vibration management device 38 is designed to compensate and / or dampen vibrations in the drive arrangement 1, in the drive torque path 103, in the brake torque path 100, in the drive motor 3, in the transmission gearbox 4 and / or in the vehicle 2 - collectively referred to as the system - by controlling, in particular controlling, the brake device 10 a, b, c.

[0082] The vibration management device 38 can detect the vibrations to be dampened using suitable sensors. Examples of sensors include vibration sensors, speed sensors, acoustic sensors, etc. Based on the detected vibrations to be dampened, the braking device 10 a, b, c is controlled. In particular, this control occurs independently of any braking action during driving.

[0083] The vibration damping function can be implemented by controlling the friction braking device, in particular the multi-disc brake 41, i.e., the actual brake actuator. This control can generate damping and / or counter-vibration to compensate for and / or dampen the vibration to be damped. In particular, active vibration damping is implemented.

[0084] Alternatively or additionally, the vibration damping function can be implemented by controlling the brake coupling device 39 a, b, c, switching it from the freewheeling state to the brake readiness state. In this process, a damping component is engaged in the vibrating system by means of the multi-disc brake 41 running in the temperature control fluid, or more generally, the friction brake device, thus implementing damping. If the brake coupling device 39 a, b, c is designed as a synchronizing device, it can also be controlled by slipping or friction, thus entering an intermediate state between the release state and the brake readiness state. This allows for gradual damping and / or compensation of the vibration to be damped by the vibration management device 38.

[0085] If the effect on the vibration to be damped is considered as a detuning of the system to be damped, then a first possibility of detuning is achieved by switching on and / or synchronizing. This couples the rotatable part of the multi-disc brake 41 to the drive motor 3 as a friction braking device, whereby the additional mass detunes the system.

[0086] Alternatively or additionally, in particular after coupling the rotatable part of the lamellar brake 41 as a friction braking device, this can be closed, whereby the system can be fully variably detuned.

[0087] The Fig. Figure 2a shows the first embodiment with the braking device 10a in a schematic, alternative representation.

[0088] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixed to the braking device 10a. In the illustrated embodiment in the Fig. 2a A brake axis 101 is aligned coaxially with a rotor axis 102 of the rotor shaft 11. The brake device 10a is always, or at least in the case that the brake device 10a has the brake coupling device 39a, permanently rotationally coupled and / or rotationally fixed to the rotor shaft 11 in the brake readiness state. On an axial side of the rotor shaft 11 opposite the brake device 10a, it is rotationally fixed to the gearbox input 6 of the transmission gearbox 4. Thus, the rotor shaft 11, and therefore the drive machine 3, is operatively connected to the brake device 10a on one axial side and to the transmission gearbox 4 on the other axial side. This positioning enables particularly simple integration and design of the brake device 10a and / or the drive arrangement 1.The braking torque path 100 a thus runs from the braking device 10 a via the drive machine 3, the transmission gearbox 4 to the gearbox output 5.

[0089] The drive arrangement 1 includes the additional module 12a, which has a module housing 13, and the brake device 10a is arranged in the module housing 13. The drive arrangement 1 also includes a main housing 14, in which at least the drive motor 3 and optionally the transmission 4 are arranged. The additional module 12a and / or the module housing 13 are detachably connected to the main housing 14. Thus, the additional module 12a can be easily coupled to the main housing 14 and therefore to the electric drive motor 3 for maintenance or retrofitting purposes.

[0090] Furthermore, a counter-path of drive torque 104 is formed, which runs in the opposite direction to the drive torque path 103 and extends from the electric drive motor 3 via the rotor shaft 11 into the auxiliary module 12a and / or the braking device 10a. The auxiliary module 12a and / or the braking device 10a form a dead-end module and / or an endpoint for this counter-path of drive torque 104. In particular, the auxiliary module 12a and / or the braking device 10a has only a single and / or common torque interface 15, which is configured as an output for the braking torque and / or as an input for the drive torque from the drive motor 3.

[0091] Optionally, vehicle 2 may additionally have the brake coupling device 39 a and / or the drive coupling device 40 a, b. These are not shown for graphic reasons.

[0092] The brake management unit 19 is connected via signaling to the optional recuperation brake 18, the brake unit 10a, and the service brake 16. The temperature management unit 20 is connected via signaling to the brake unit 10a and optionally additionally to the drive coupling unit 40a, b, or in another configuration, and / or to the drive motor 3. The vibration management unit 38 is connected via signaling to the brake unit 10a.

[0093] The Fig. Figure 2b shows the second embodiment with the braking device 10b in a schematic, alternative representation.

[0094] The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixed to the brake device 10b. In the illustrated embodiment in the Fig. 2b is a brake axis 101 aligned coaxially with a rotor axis 102 of the rotor shaft 11. The brake device 10b is always, or, if the brake device 10b includes the brake coupling device 39b, at least permanently, rotationally coupled and / or rotationally fixed to the rotor shaft 11 in the brake-ready state. The brake device 10b is arranged downstream of the drive motor 3 and upstream of the transmission gearbox 4 with respect to the drive torque path 103. For example, the brake device 10b can be integrated into the main housing 14. This positioning allows for a particularly compact integration and design of the brake device 10b and / or the drive arrangement 1. The brake torque path 100b thus runs from the brake device 10b via the transmission gearbox 4 to the gearbox output 5.

[0095] Optionally, vehicle 2 may additionally be equipped with the brake coupling device 39 b and / or the drive coupling device 40 b or another drive coupling device. These are not shown for graphic reasons.

[0096] The brake management unit 19 is connected via signaling to the optional recuperation brake 18, the brake unit 10b, and the service brake 16. The temperature management unit 20 is connected via signaling to the brake unit 10b and optionally additionally to the drive coupling unit 40b or, in another configuration, to the drive motor 3. The vibration management unit 38 is connected via signaling to the brake unit 10a.

[0097] The Fig. Figure 2c shows the third embodiment with the braking device 10c in a schematic, alternative representation.

[0098] The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is connected to the brake device 10a via the transmission gear 4 in a rotationally coupled and / or rotationally fixed manner. In the illustrated embodiment in the Fig. In section 2c, the brake axis 101 is aligned coaxially with a rotor axis 102 of the rotor shaft 11. The brake device 10c is always, or, if the brake device 10c includes the brake coupling device 39c, at least permanently, rotationally coupled and / or rotationally fixed to the rotor shaft 11 in the brake-ready state. The transmission 4 is arranged between the drive machine 3 and the brake device 10c with respect to the rotor axis 102 and / or the brake axis 101. Thus, the transmission 4 is operatively connected to the drive machine 3 on one axial side and to the brake device 10c on the other axial side. In particular, the brake device 10c rotates at the speed of the drive machine 3.

[0099] This positioning enables particularly simple integration and design of the brake device 10 c and / or the drive arrangement 1. The brake torque path 100 c thus runs from the brake device 10 c via the transmission gear 4 to the transmission output 5.

[0100] The drive arrangement 1 comprises the additional module 12c, which has a module housing 13, the brake device 10a being arranged in the module housing 13. The drive arrangement 1 also comprises the main housing 14, in which at least the transmission 4 and optionally the drive motor 3 are arranged. The additional module 12c and / or the module housing 13 are detachably connected to the main housing 14. Thus, the additional module 12c can be easily coupled to the main housing 14, and therefore to the transmission 4 and / or the electric drive motor 3, for maintenance or retrofitting purposes.

[0101] Furthermore, a drive torque branch path 105 is formed, which branches off from the drive torque path 103 and runs from the electric drive motor 3 via the transmission drive 4 into the auxiliary module 12c and / or the braking device 10d. For this drive torque branch path 105, the auxiliary module 12c and / or the braking device 10c forms a dead-end module and / or an endpoint. In particular, the auxiliary module 12c and / or the braking device 10c has only a single and / or common torque interface 15, which is configured as an output for the braking torque and / or as an input for the drive torque from the drive motor 3 and / or the transmission drive.

[0102] Optionally, vehicle 2 may additionally have the brake coupling device 39 c and / or the drive coupling device 40 a, b, or other drive coupling devices. These are not shown for graphic reasons.

[0103] The brake management unit 19 is connected via signaling to the optional recuperation brake 18, the brake unit 10c, and the service brake 16. The temperature management unit 20 is connected via signaling to the brake unit 10c and optionally additionally to the drive coupling unit 40a, b, or in another configuration, and / or to the drive motor 3. The vibration management unit 38 is connected via signaling to the brake unit 10c.

[0104] The Fig. Figure 3 shows a schematic longitudinal section through a constructive embodiment of the drive arrangement 1 according to the first embodiment of the invention, wherein the same components and areas are designated with the same reference numerals as in the Fig. The figures are marked 1, so reference is made to the preceding description, and only the constructive details are discussed below. Reference is also made to the previous figures for the moment paths.

[0105] The centrally arranged electric drive machine 3 has a rotor 21 which is non-rotatably connected to the rotor shaft 11. A stator 22 of the electric drive machine 3, on the other hand, is stationary in the main housing 14.

[0106] The transmission unit 4 is designed as a planetary gear unit, wherein the rotor shaft 11 in the transmission input 6 is connected to a sun shaft 23, which meshes with a plurality of planet gears 24 rotatably arranged in a planet carrier 25 on a common pitch circle. The planet carrier 25 forms the transmission output 5 and, for example, has a circumferential spur gear toothing 26. The transmission unit 4 is arranged together with the electric drive motor 3 in the main housing 14. A section of the drive assembly 1, in which the power electronics for the drive motor 3 are located, is shown cut off graphically.

[0107] On the left side, the brake device 10a can be seen in the auxiliary module 12a. The auxiliary module 12a has the module housing 13, wherein the auxiliary module 12a and / or the module housing 13 are detachably connected to the main housing 14 via screw connections 27.

[0108] The Fig. Figure 4 shows a detailed representation of the additional module 12a designed as a low-energy brake from the Fig. 3. Via an input shaft 28, which forms the torque interface 15, the braking device 10 a is designed with the motor shaft as the rotor shaft 11 ( Fig. 2) directly connected to the electric drive motor 3. The torque transmission can be achieved, for example, via a gear on the input shaft 28 with corresponding mating gears on the motor shaft / rotor shaft 11 ( Fig. 3) take place.

[0109] A toothed inner ring 29 is arranged on the input shaft 28. The two components can be designed as a welded assembly, for example; alternatively, both components can be integrated into a single component. The torque is transmitted via the toothed inner ring 29 to a plurality of friction plates 30, which form an inner plate pack. For this purpose, teeth are provided on the inner diameter of the friction plates 30. To generate the braking torque, the friction plates 30 are pressed against a plurality of steel plates 31, which form an outer plate pack. The steel plates 31 are rotationally secured but axially displaceable by means of external teeth in a toothed outer ring 32. The braking torque is supported via the toothed outer ring 32, through the module housing 13, and into the main housing 14, whereby the torque transmission can be achieved, for example, by a screw connection, toothing, or similar mechanism.The screw connections shown are number 27.

[0110] The axial force required to generate the braking torque can be achieved, for example, by means of hydraulic pressure. Another possibility is to generate the axial force using an electric drive. For this purpose, an annular gap is provided in the module housing 13, in which a piston 33 is arranged to be axially displaceable. The annular gap is sealed by sealing rings arranged on the inner and outer diameters, allowing pressure to build up. Optionally, sliding bands can be used to guide the piston. When hydraulic pressure is built up, the piston 33 is moved against the steel plate 31, and the required axial force is generated. The hydraulic fluid necessary for pressure build-up is fed into the annular pressure chamber via bores 34 in the module housing 13.

[0111] If no deceleration is requested and the system is in a depressurized state, the piston 33 is pressed into its initial position by springs 35. Spring plates serve to transmit the force between springs 35, module housing 13, and piston 33. The module housing 13 can be constructed from two housing halves, as shown, whereby the connection of the housing halves must be able to support the axial force required to generate the braking torque. A seal is arranged between the two housing halves, for example, in the form of an O-ring. This forms a module interior 36, in which the temperature control fluid for temperature control and lubrication of the friction plates 30 and the steel plates 31 is arranged. The temperature control fluid can be connected to a temperature control circuit via further bores 37, so that the braking heat generated during braking can be dissipated with the temperature control fluid and supplied to the useful functions.

[0112] The Fig. Figure 5 shows a schematic longitudinal section through a constructive embodiment of the drive arrangement 1 according to the second embodiment of the invention, wherein the same components and areas are designated with the same reference numerals as in the Fig. 1 are provided, so reference is made to the preceding description and only the constructive details are discussed below. For the moment paths, reference is also made to the previous figures. For the constructive details of the drive arrangement 1, reference is made to the description of the Fig. Reference is made to section 3, whereby only the differences are described below. For the design details of the brake device 10 b, reference is made to the description of the Fig. 4 referred.

[0113] In the second embodiment, the braking device 10b is arranged between the drive motor 3 and the transmission gearbox 4. The rotor shaft 11 is non-rotatably connected to and / or connectable with the input shaft 28 of the braking device 10b. The input shaft 28 is non-rotatably connected to and / or connectable with the gearbox input 6, which in the second embodiment is again designed as a sun shaft 23. The braking device 10b is integrated together with the drive motor 3 and the transmission gearbox 4 in the main housing 14.

[0114] The Fig. Figure 6 shows a schematic longitudinal section through a constructive embodiment of the drive arrangement 1 according to the third embodiment of the invention, wherein the same components and areas are designated with the same reference numerals as in the Fig. 1 are provided, so reference is made to the preceding description and only the constructive details are discussed below. For the moment paths, reference is also made to the previous figures. For the constructive details of the drive arrangement 1, reference is made to the description of the Fig. Reference is made to section 3, whereby only the differences are described below. For the design details of the brake device 10 c, please refer to the description of the Fig. 4 referred to, wherein the braking device 10 c is identical in construction to the braking device 10 a, but is designed in reverse.

[0115] On the right side, the brake device 10c can be seen in the auxiliary module 12c. The auxiliary module 12c has the module housing 13, whereby the auxiliary module 12c and / or the module housing 13 are detachably connected to the main housing 14 via screw connections 27. The rotor shaft 11 is rotationally fixed via the gearbox input 6, here the sun shaft 23, and the reduction gear 4 to the torque interface 15, here the input shaft 28.

[0116] The Fig. Figures 7a and 7b show a schematic representation of the implementation of the vibration damping. The drive motor 3, the transmission gearbox 4, and the braking device 10a, b, and c are shown in each figure.

[0117] The Fig. Figure 7a shows an alternative, in which the braking device 10a, b, c is permanently coupled to the system comprising the drive motor 3, the transmission gearbox 4, and optionally other components. The vibration management device 38 controls the braking device 10a, b, c, so that the frictional torque detunes the system and, for example, shifts the frequency of any resonance frequencies. In this way, vibrations in the system can be dampened and / or compensated.

[0118] The Fig. Figure 7b shows another alternative, wherein the braking device 10a, b, c comprises the brake coupling device 39a, b, c. A first stage of detuning is achieved by coupling the braking device 10a, b, c and its rotating mass. This couples the rotatable portion of the multi-disc brake assembly 41 to the system. The additional mass detunes the system.

[0119] In a further step, after the rotating part of the lamellar assembly has been coupled, the lamellar assembly and / or the lamellar brake 41 can be closed. This allows the system to be detuned fully variably.

[0120] The Fig. Figure 8 shows the additional module 12a in a similar representation to the one in the Fig. 4, with reference to the corresponding description. In contrast to the Fig. Figure 4 shows that the drive arrangement 1 and / or the vehicle 2 has the brake coupling device 39a. The brake coupling device 39a is designed as a synchronizing device between the input shaft 28 and the rotor shaft 11. The device between the two housings is particularly noteworthy. By moving the lever 42 axially on a sliding sleeve, the rotational speed can first be equalized via a friction cone 43, and then a jaw coupling 44 can be moved across the two shaft ends. In the arrangement shown, the jaw coupling 44 is mounted on the part that does not rotate continuously (not the motor side, but the friction system side). This results in less wear and less drag torque at the engagement of the lever 42. The brake coupling device 39a is controlled by the vibration management device 38. The other brake coupling devices 39b, c can be of identical design.

[0121] The Fig. Figure 9 shows a schematic block diagram illustrating an example of the construction of a parking heater for vehicle 2. The temperature management unit 20 controls the drive motor 3, the brake unit 10a, and the drive coupling unit 40a, such that the transmission 4 is disconnected from the drive motor 3, while the drive motor 3 remains operatively connected to the brake unit 10a. Subsequently, a drive torque is generated by the drive motor 3 and transmitted to the brake unit 10a, which decelerates the drive torque to actively generate braking heat. This braking heat can then be used by the temperature management unit 20 for the described functional purposes. The other brake units 10b and 10c can be controlled analogously.

[0122] The Fig. Figure 10 shows a schematic longitudinal section view of the drive coupling device 40a, which is essentially identical in construction to the brake coupling device 39a of the Fig. 8 is designed, but unlike the latter, it detachably connects the rotor shaft 11 to the gearbox input 6 and / or the solar shaft 23. For the description of the drive coupling device 40 a, reference is made to the Fig. Reference is made to Figure 8. The positioning of the drive coupling device 40a in front of the transmission gearbox 4 is advantageous because it allows it to be directly controlled at motor speed. This enables higher speeds with lower torques in typical applications. Reference symbol list 1 Drive arrangement 2 vehicles 3 electric drive motors 4 transmission gears 5 Gearbox output 6 Gearbox input 7 driven wheels 8-axis 9 Differential 10 Brake system 11 Rotor shaft 12 a, c Additional module 13 module housings 14 Main case 15 Torque interface 16 Service brake 17 Friction brake 18 Recuperation brake 19 Brake management system 20 Temperature management device 21 Rotor 22 Stator 23 Sun wave 24 planetary gears 25 planetary carriers 26 Spur gear teeth 27 screw connections 28 Input shaft 29 inner ring 30 friction plates 31 steel slats 32 Outer ring 33 pistons 34 bores for hydraulic fluid 35 springs 36 modular interior 37 more boreholes 38 Vibration management device 39a, b, c Brake coupling device 40 a, b Drive coupling device 41 multi-disc brake 42 levers 43 Friction cone 44 claw coupling 100 a, b, c Braking torque path 101 Brake pivot axis 102 Rotor axis 103 Drive torque path 104 Drive torque counterpath 105 Drive torque branch path

Claims

[1] Vehicle (2) with a drive arrangement (1), wherein the drive arrangement (1) comprises an electric drive machine (3) for generating a drive torque for the vehicle (2), wherein the drive arrangement (1) has a transmission gear (4) for transmitting the drive torque, wherein the transmission gear (4) has a transmission input (6) for taking over the drive torque and a transmission output (5) for outputting a transmitted drive torque in the direction of at least one driven wheel (7) of the vehicle (2), so that a drive torque path (103) is formed from the drive engine (3) to the transmission output (5) and / or to the at least one driven wheel (7), with a braking device (10 a, b, c), wherein the braking device (10 a, b, c) can be brought into operative connection with the drive torque path (103) in order to apply a braking torque to the at least one driven wheel (7) along a braking torque path (100 a, b, c), wherein the braking device (10 a, b, c) has a friction braking device with a tempering fluid for lubricating and / or cooling the friction braking device, characterized by that the vehicle (2) has a vibration management device (38), wherein the vibration management device (38) is designed to compensate, modulate and / or dampen vibrations occurring in the drive arrangement (1) and / or in the vehicle (2) by controlling the braking device (10 a, b, c). [2] Vehicle (2) according to claim 1, characterized bythat the vehicle (2) has a temperature management device (20), wherein the temperature management device (20) is designed to supply the braking heat of the friction braking device to a useful function via the tempering fluid. [3] Vehicle (2) according to one of the preceding claims, characterized by in that the drive arrangement (1) has a drive coupling device (40 a, b) for interrupting the drive torque path (103), wherein the temperature management device (20) is designed to control the drive coupling device (40 a, b) in order to interrupt the drive torque path (103) and to control the drive machine (3) and the braking device (10 a, b, c) in order to generate braking heat for the useful function. [4] Vehicle (2) according to one of the preceding claims, characterized bythat the braking device (10 a, b, c) has a brake coupling device (39 a, b, c) for separating the friction braking device from the braking torque path (100 a, b, c), wherein the vibration management device (38) is designed to close the brake coupling device (39 a, b, c) in order to compensate and / or dampen occurring vibrations [5] Vehicle (2) according to one of the preceding claims, characterized by that the vehicle (2) has a service brake (16) and that the braking device (10) is designed as a complementary brake and / or as a supplementary braking device to the service brake (16). [6] Vehicle (2) according to claim 5 characterized bya brake management device (19) for controlling the service brake (16) and the braking device (10), wherein the brake management device (19) is designed to implement a comfort braking state, wherein in the comfort braking state the main braking deceleration is carried out by the braking device (10 a, b, c) in order to bring the vehicle (2) to a standstill. [7] Vehicle (2) according to one of the preceding claims, characterized by that the braking device (10 a, b, c) is and / or can be connected in a rotationally fixed manner to the transmission input (6) of the transmission gear (4) and / or to a rotor shaft (11) of the drive machine (3) and / or that the braking torque path (100 a, b, c) runs via the transmission gear (4), wherein the braking device (10) is arranged in the braking torque path (100 a, b, c) upstream of the transmission gear (4) and / or wherein the braking device (10 a, b, c) can be operated at the engine speed of the drive machine (3). [8] Vehicle (2) according to one of the preceding claims, characterized by that the braking torque path (100 a) runs via the electric drive machine (3) and that the braking device (10 a) is arranged in the braking torque path (100 a) in front of the electric drive machine (3). [9] Vehicle (2) according to one of the preceding claims 1 to 7, characterized by that the braking device (10 b) is arranged in the drive torque path (103) between the drive machine (3) and the transmission gear (4). [10] Vehicle (2) according to one of the preceding claims 1 to 7, characterized by that the drive machine (3) is arranged on one axial side of the transmission gear (4) and the braking device (10 c) is arranged on the other side of the transmission gear (4).

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