Brake device with cooling structure and vehicle with brake device

Abstract

Brake device (10 a, b, c) for a vehicle, with a brake disc (21), wherein the brake disc (21) can be coupled to a first brake partner, with a movable brake shoe (27) and with a brake shoe caliper (26), wherein the brake disc (21) is arranged in an axial direction with respect to a main axis of rotation (106) between the brake shoe (27) and the brake shoe caliper (26), wherein the brake device (10 a, b, c) is designed as a dry brake system, wherein the brake shoe (27) and / or the brake shoe caliper (26) has a cooling structure (29 a, b) for the passage of a coolant, wherein the brake disc (21) has a hub (22), a brake ring (24) and a spring assembly (23), wherein the spring assembly (23) is arranged between the hub (22) and the brake ring (24) and allows a displacement of the brake ring (24) relative to the hub (22) in the axial direction to the main axis of rotation (106), characterized in that the brake shoe (27) and the brake shoe caliper (26) are designed to be divisible, so that a dividing surface (32a, b) is formed, wherein the dividing surface (32 a, b) intersects the cooling structure (29 a, b).

Description

[0001] The invention relates to a braking device for a vehicle having the features of the preamble of claim 1. The invention also relates to a vehicle with this braking device.

[0002] Conventional vehicle braking systems feature open, air-cooled, and open-circuit brakes. With the shift to electromobility and a parallel increase in environmental awareness, new developments in braking systems have emerged. In addition to wheel-selective brakes, centrally acting brakes are now state of the art.

[0003] German patent application DE 10 2021 205 073 A1 discloses a passenger car with electric rear-wheel drive, comprising a drive system including power electronics, an electric motor, a transmission, and a differential, together forming an e-axle, and two side shafts connected to the differential, each with a rear wheel mounted at its free end, and a braking system. The braking system includes a central brake located within the e-axle between the electric motor and the differential. A braking device according to the preamble of claim 1 is known from DE 10 2018 117 504 A1. Further prior art is described in DE 699 29 139 T2, JP H09-53672 A, and US 3,915,262 A.

[0004] The object of the present invention is to propose a braking device and a vehicle with the braking device, which is based on a new concept in order to meet the changed requirements with regard to integration and / or environmental awareness.

[0005] This problem is solved by a braking device having the features of claim 1 and by a vehicle having the features of claim 8. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description, and the accompanying figures.

[0006] The invention relates to a braking device, wherein the braking device is suitable and / or designed for a vehicle. The vehicle is, in particular, a hybrid vehicle or, more preferably, a battery electric vehicle (BEV). The vehicle is, for example, a passenger car, minibus, light truck, or the like. The vehicle is particularly preferably classified as belonging to category M1 or N1 according to Regulation (EU) 2018 / 858. In particular, the vehicle is designed as a road vehicle 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. In the most general embodiment of the invention, the vehicle can have an internal combustion engine and / or an electric drive motor for generating traction torque and / or drive torque for the vehicle.The vehicle is particularly preferred as a hybrid vehicle or as a purely electric vehicle.

[0007] The braking device includes a brake disc, which can be coupled to a first braking partner. For example, the brake disc can be coupled to a shaft as the first braking partner or can integrally incorporate a shaft. A torque, in particular drive torque, can be introduced into the braking device via the brake disc and / or a braking torque can be released from the braking device. In particular, the brake disc rotates during vehicle operation.

[0008] The braking device comprises a sliding brake shoe and a brake caliper. The brake disc is arranged axially between the brake shoe and the brake caliper with respect to a main axis of rotation. During braking, the sliding brake shoe is moved such that the brake shoe engages with the brake disc on the one hand, and the brake disc engages with the brake caliper on the other. For example, the brake disc may have friction linings, and the brake shoe and brake caliper may each have friction surfaces. Alternatively, the brake shoe and brake caliper may have friction linings, and the brake disc may provide the friction surfaces. Other configurations between the friction surfaces and the friction linings are also possible. It is also conceivable that the brake shoe, brake caliper, and brake disc may all have friction linings and / or friction surfaces.

[0009] The brake disc, as a rotating part, extends endlessly in the direction of rotation and / or over 360°. The brake shoe and / or the section of the brake caliper effective in the frictional engagement is preferably limited to an angular segment, wherein the angular segment is formed to be less than 180° and, in particular, less than 80° in the direction of rotation around the main axis of rotation.

[0010] The braking system is designed as a dry braking system. Therefore, no liquid lubricant and / or coolant is used in the frictional contact area between the brake pad and brake disc, as well as between the brake disc and brake caliper.

[0011] Preferably, the movable brake shoe is arranged and / or mounted in the brake shoe caliper in a slidable manner.

[0012] The brake shoe and / or brake caliper has a cooling structure, such as a cooling channel, for the passage of a coolant. This coolant is typically a liquid. The cooling structure allows the brake shoe and / or brake caliper to be cooled and, in particular, to dissipate heat energy generated by the conversion of kinetic energy during braking.

[0013] Within the scope of the invention, it is proposed that the brake disc comprises a hub, a brake ring, and a spring assembly. The brake disc carries the friction lining and / or the friction surface. A connection to the first brake component is established via the hub. In particular, a shaft for coupling to the first brake component can be arranged in the hub, either detachably or permanently. Specifically, the hub and the shaft can be formed as a single unit. The spring assembly is arranged between the hub and the brake ring and allows the brake ring to be displaced relative to the hub in the axial direction to the main axis of rotation. This displacement is elastic, ensuring that the brake ring always returns to a neutral position. Preferably, the brake caliper has an interface for stationary mounting on a second brake component. Particularly preferably, the brake caliper is designed as a fixed caliper.

[0014] One consideration of the invention is that connecting the cooling structure to the brake caliper is complicated when the caliper has a second, movable brake shoe. In this case, a fluid-flow connection must be created between the caliper and the second movable brake shoe. Therefore, it is simpler to design the caliper with a fixed brake shoe as the second brake shoe, since the fluid-flow connection is a stationary one. However, in this case, for friction between the caliper and the brake disc, the brake disc must be guided axially against the caliper. This is achieved—multiple times and reversibly—by the spring mechanism, which allows the brake ring to deflect axially towards the caliper.

[0015] In this way, a braking device is created which, via the cooling structures, enables connection to a thermal management system and / or a temperature management device and thus integration into modern vehicle concepts.

[0016] In a preferred embodiment of the invention, the spring assembly comprises a plurality of leaf spring elements, the leaf spring elements being connected radially inwards to the hub and radially outwards to the brake ring. For example, the leaf spring elements are T-shaped, with the upright leg connected to the hub and the horizontal leg connected to the brake ring, thus providing a symmetrical connection of the hub to the brake ring in both directions of rotation. The leaf spring elements can be flat in the brake disc's home position and are deflected by the brake ring relative to the hub during axial displacement. The cost-effective and robust design of the spring assembly allows for low-maintenance integration of the brake system into the vehicle.

[0017] According to the invention, the brake shoe and the brake shoe caliper are designed to be divisible, so that a dividing surface is optionally formed in each case, wherein the dividing surface intersects the cooling structure. The dividing surface can have any desired contour, but is preferably designed as a dividing plane. The dividing surface simplifies the manufacture of the brake shoe and / or brake shoe caliper, since the cooling structure can be introduced and / or prepared in the divided brake shoe or brake shoe caliper, thus eliminating the need for subsequent insertion of the cooling structure.

[0018] It is preferably provided that the brake shoe and / or the brake shoe caliper has a seal in the area of ​​the parting surface in order to seal the respective cooling structure.

[0019] In a preferred embodiment of the invention, the dividing surface lies in a radial plane to the main axis of rotation. This dividing surface is easy to manufacture. Furthermore, it results in a dividing surface that can be sealed relatively easily with a gasket. Optionally, the brake shoe and / or the brake caliper can be provided with a friction element, wherein the friction element can form a frictional connection with the brake disc on one axial side and has at least a portion of the cooling structure and / or the dividing surface on the other axial side.This design has the advantage that a material can be chosen for the friction element that is functionally suitable, especially for the friction function, while other components of the brake shoe and / or the brake shoe caliper can be made of a different material that is functionally suitable for other requirements, such as mechanical fastening, relative guidance between brake shoe and brake shoe caliper.

[0020] In a particularly simple implementation of the invention, the cooling structure is optionally designed as a channel extending concentrically to the main axis of rotation. The cooling structure thus runs along a concentric ring around the main axis of rotation of the brake device. The channel is preferably realized with a circular cross-section. This cooling structure is easy to manufacture and allows, for example, a central division.

[0021] In a preferred embodiment, the brake device comprises a hose system, wherein the cooling structure of the brake shoe is fluidically connected to the cooling structure of the brake caliper via the hose system. The cooling structure of the brake shoe and the cooling structure of the brake caliper can be arranged fluidically in series. Preferably, however, they are arranged fluidically in parallel, so that both cooling structures are supplied with coolant at the same inlet temperature. The use of a hose system allows the brake shoe to be moved axially relative to the brake caliper without disrupting the coolant supply. Preferably, however, the brake device has only a single fluidically inlet interface and only a single fluidically outlet interface for the coolant.

[0022] In a preferred embodiment of the invention, the braking device comprises an electromechanical actuator for actuating the braking device. This actuator allows for a simple and durable design of the braking device.

[0023] In a preferred embodiment of the invention, the brake device is encapsulated and / or encapsulable, so that no fine dust generated by the braking process can escape from the brake device during operation in the vehicle. While the encapsulation does impair the cooling of the brake device, this disadvantage can be compensated for by utilizing the cooling structures, and at the same time, it can be ensured that the brake device also meets the latest requirements regarding fine dust emissions in vehicle traffic.

[0024] A further aspect of the invention relates to a vehicle as previously described, wherein the vehicle has at least one braking device as previously described. The braking device can, for example, be arranged in a wheel-selective or axle-selective manner. Thus, each wheel, in particular the driven wheels and / or the non-driven wheels, can be assigned such a braking device. It can also be provided that a corresponding braking device is assigned to a vehicle axle as a whole, which acts on both wheels of the vehicle axle. The vehicle axle can be designed as a driven or as a passive vehicle axle.

[0025] In a preferred embodiment of the invention, the vehicle has a drive arrangement, wherein the braking device in the drive arrangement is designed as a central brake. In particular, the braking device acts on all wheels of the vehicle that are driven and / or can be driven by the drive arrangement. In particular, the central brake acts on at least or exactly two driven wheels of the vehicle, wherein the at least or exactly two driven wheels of the vehicle are in particular distributed on two longitudinal sides of the vehicle.

[0026] 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.

[0027] In one possible embodiment, the drive arrangement includes an electric drive machine, in particular an electric motor, for generating drive torque for the vehicle. The electric drive machine may be 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 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.

[0028] The electric drive motor is preferably assigned to two driven wheels, preferably to a common 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.

[0029] The drive arrangement includes a transmission for translating the drive torque. A reduction from high to low speed, commonly referred to as gear reduction, is particularly preferred. The transmission is designed to output a translated drive torque based on the drive torque from the electric drive motor in the direction of the at least one driven wheel of the vehicle. For example, the transmission has a gearbox 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 gearbox, in particular a differential, and / or a summing gearbox for combining the translated drive torque with other drive torques is connected downstream of the transmission.

[0030] The electric drive motor and the transmission gear are specifically designed as an electric axle.

[0031] A braking torque path runs from the braking device to the at least one driven wheel. Thus, the braking device generates the braking torque and transmits it via the braking torque path to the at least one driven wheel.

[0032] The braking device is preferably 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 the driven wheel. Therefore, the braking device is particularly preferably arranged close to the drive motor and not close to 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 thus higher than that at the driven wheel and / or the transmission output. This reduces the braking torque required by the braking device.

[0033] Due to its position close to the engine, the braking device can be more easily encapsulated, preventing pollutants from escaping into the environment. This makes it easier for the drive system, and especially the braking device, to meet the requirements for limiting permissible particulate emissions.

[0034] 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.

[0035] 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.

[0036] From a drive technology perspective, in this further development, the electric drive motor is positioned between the braking device and the transmission. This arrangement allows for particularly simple integration of the braking device, as it does not require any intervention in the drive torque path. Instead, the braking device can be located on one side of the drive motor and the transmission on the other.

[0037] 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.

[0038] In other alternatives, the braking device is arranged in the drive torque path downstream of the transmission. In particular, the braking device can be arranged in the drive torque path between the transmission and a differential.

[0039] 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, either directly through the transmission or via a transmission path, to the braking device, whereby a drive torque can also be transmitted to the braking device.With respect to the drive torque branch 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 branch path.

[0040] The drive train is preferably designed as an electric axle, with the braking device arranged as an additional module on the electric axle. The braking device is preferably arranged coaxially to the rotor axis of the electric axle. The electric axle preferably includes the transmission. The braking device can act on the untransformed drive torque and / or be operated at the rotor speed. Alternatively, the braking device can act on the transformed drive torque and, in particular, be operated at the output speed of the transmission.

[0041] In a preferred embodiment of the invention, the braking device and the rotor shaft are arranged coaxially with respect to the main axis of rotation, wherein the braking device has a braking axis of rotation which 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] Regulations (for example, UNECE 13H for vehicle class 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.

[0046] 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.

[0047] This conflict of objectives is mitigated by the vehicle's drive system: The braking device, 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 brake is no longer applicable. It is emission-free and / or exhibits positive acoustic characteristics.

[0048] Since the braking device, as a complementary and / or supplementary braking device, 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.

[0049] 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.

[0050] In a preferred embodiment of the invention, the vehicle has a brake management device for controlling the service brake and the braking system.

[0051] 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.

[0052] 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.

[0053] Alternatively or additionally, the brake management system is configured 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 configured 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.

[0054] 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.

[0055] 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.

[0056] It is possible that the braking device is designed as a passive heating device and that the braking heat is generated primarily from traffic-related braking.

[0057] In a possible further development of the invention, the braking device is designed 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.

[0058] In a further possible development, the braking system is configured to function as an active auxiliary heater: For this purpose, the drive assembly has a drive coupling device designed to disconnect the drive torque path. The temperature management device is configured to control the drive coupling device so that the drive torque path is disconnected. In addition, 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 directed to the functional areas by the temperature management device.

[0059] Potentially advantageous applications arise from the fact that efficiency is increased, particularly in BEVs (battery electric vehicles), and brake dust emissions are optionally reduced.

[0060] The braking device is installed as a supplementary, preferably encapsulated, braking system on the drivetrain or on the axle without a drive. This braking system complements the recuperation of the electric motor in driving situations where the motor cannot absorb the full braking energy. These include, for example, driving situations at low speed / engine speed, coming to a standstill, or braking operations at low temperatures.

[0061] The advantage of an additional, especially encapsulated, brake is that the braking energy can be transferred as heat to the thermal management system (without the need to store the energy in the battery in the meantime). Furthermore, brake dust particles are not released into the environment.

[0062] This arrangement is a disc brake system, preferably equipped with a housing to collect brake dust. An electromechanical lever actuator is mounted on one of the housing components, acting on an axially displaceable brake shoe and the axially displaceable or axially flexible brake disc. Cooling channels, connected to the E-axle's thermal management system, are located inside the axially displaceable brake shoe and the stationary brake shoe of the brake caliper, which is rigidly connected to the brake housing or the e-axle housing, respectively. The heat generated during friction is transferred to the thermal management system via the coolant in the cooling channels. Further features, advantages, and effects will become apparent from the following description of preferred embodiments and the accompanying figures. These show:

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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 40 a, b. Alternatively, in further embodiments, the drive coupling device can be arranged in the transmission 4 or after the differential 9. The drive coupling device 40 a is arranged between the drive motor 3 and the transmission 4. If the brake device 10 b is used, the brake device 10 b is arranged in the drive torque path 103 upstream of the drive coupling device 40 a. The drive coupling device 40 b is arranged in the drive torque path 103 downstream of the transmission output 5.

[0068] 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 brake device 10 a, b, c and for the brake torque paths 100 a, b, c, which can be selected alternatively.

[0069] The braking device 10 a, b, c is designed in particular 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 1 from a speed, for example, greater than 20 km / h, down to a standstill.

[0070] 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.

[0071] In the first embodiment, the brake 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 brake 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.

[0072] In the second embodiment, the brake device 10b is arranged in the drive torque path 103 between the drive motor 3 and the transmission 4. The brake torque path 100b thus runs from the brake 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 brake torque path 100b.

[0073] In the third embodiment, the brake 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 brake 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.

[0074] The three positions of the brake device 10 a, b, c have in common that the brake device 10 a, b, c is operated at the engine speed of the drive motor 3 or at least at a speed that is not generated via the transmission 4. Furthermore, the braking torque is transmitted to two driven wheels, so that the brake device 10 a, b, c is designed as a central brake.

[0075] 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.

[0076] In addition to the braking device 10 a, b, c, the vehicle 2 optionally has a service brake 16, wherein the service brake 16 comprises a friction brake 17, which is designed, for example, as a disc brake or a drum brake near the wheel. The vehicle 2 optionally has a recuperative brake 18, which is converted into a generator by the drive motor 3. The recuperative brake 18 can be used in conjunction with, or independently of, the service brake 16.

[0077] 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.

[0078] 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 brake device 10 a, b, c. The brake management device 19 can, for example, be configured as a digital data processing device and / or as an analog switching device. The brake management device 19 is configured to control the service brake 16 and, in particular, the friction brake 17 in an emergency braking situation when high deceleration is required, so that the latter takes over the main deceleration. Thus, in the emergency braking situation, it is ensured that the safety-relevant service brake 16 implements the emergency braking.

[0079] 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.

[0080] The brake management device 19 is configured to control the brake device 10 a, b, c and the service brake 16 in a comfort braking state such that the main braking deceleration is achieved primarily or exclusively by the brake device 10 a, b, c. For example, the brake management device 19 is configured to implement the comfort braking state when decelerating the vehicle at lower speeds below 20 km / h, particularly below 10 km / h, without the service brake 16, particularly without the friction brake 17, and / or exclusively by the brake device 10 a, b, c. Optionally, the regenerative brake 18 can additionally support the comfort braking state. The rationale behind this braking strategy for the comfort braking state is that the regenerative brake 18 no longer operates effectively at low speeds, while simultaneously avoiding the use of the acoustically undesirable friction brake 17.

[0081] 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.

[0082] Optionally, the drive arrangement 1 includes a temperature management device 20, which is designed to transfer the brake heat generated by the brake device 10 a, b, c to an additional function in the vehicle 2 via a temperature control fluid. In its useful function, 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 device 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.

[0083] The temperature management device 20 can be configured 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.

[0084] The brake 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 brake device 10 a, b, c actively generates heat by producing a braking torque, which in turn generates thermal energy. 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 this active heating state, the brake device 10 a, b, c and the drive motor 3 work against each other to actively generate brake heat.

[0085] The use of the brake device 10 a, b, c as an active auxiliary heater is also possible: In this case, the temperature management device 20, particularly when the vehicle 1 is stationary, controls the drive coupling device 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 brake device 10 a, b, c. Additionally, the brake device 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.

[0086] 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 brake device 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.

[0087] 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.

[0088] The Fig. Figure 2a shows the first embodiment with the brake device 10a in a schematic, alternative representation.

[0089] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixed to the brake 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.

[0090] The drive arrangement 1 includes the additional module 12a, which has a module housing 13, and the brake device 10a is encapsulated by 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 main housing 14 can thus enclose an electric axle. The additional module 12a and / or the module housing 13 are detachably connected to the main housing 14. Therefore, the additional module 12a can be easily coupled to the main housing 14 and thus to the electric drive motor 3 for maintenance or retrofitting purposes.

[0091] 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 brake device 10a. The auxiliary module 12a and / or the brake 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 brake 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.

[0092] 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.

[0093] The brake management unit 19 is connected via signaling to the optional recuperation brake 18, the brake device 10a, and the service brake 16. The temperature management unit 20 is connected via signaling to the brake device 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 device 10a.

[0094] The Fig. Figure 2b shows the second embodiment with the brake device 10b in a schematic, alternative representation.

[0095] 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 has the brake coupling device 39b, permanently rotationally coupled and / or rotationally fixed to the rotor shaft 11, at least in the brake-ready state. The brake device 10b is arranged downstream of the drive motor 3 and upstream of the transmission 4 with respect to the drive torque path 103. For example, the brake device 10b can be integrated into the main housing 4. This positioning 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 4 to the transmission output 5.

[0096] Optionally, vehicle 2 may additionally have 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.

[0097] The brake management unit 19 is connected via signaling to the optional recuperation brake 18, the brake device 10b, and the service brake 16. The temperature management unit 20 is connected via signaling to the brake device 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 device 10a.

[0098] The Fig. Figure 2c shows the third embodiment with the brake device 10c in a schematic, alternative representation.

[0099] 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 has the brake coupling device 39c, at least permanently, rotationally coupled and / or rotationally fixed to the rotor shaft 11 in the brake readiness 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.

[0100] 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.

[0101] The drive arrangement 1 comprises the additional module 12c, which has a module housing 13, wherein the brake device 10a is encapsulated in the module housing 13. The drive arrangement 1 further 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.

[0102] 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.

[0103] 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.

[0104] The brake management unit 19 is connected via signaling to the optional recuperation brake 18, the brake device 10c, and the service brake 16. The temperature management unit 20 is connected via signaling to the brake device 10c and optionally additionally to the drive coupling unit 40a, b, or in another configuration, and / or to the drive motor 3.

[0105] The Fig. Figure 5 shows a schematic longitudinal section along a main axis of rotation 106 of the brake device 10 a, c as it can be integrated into the previously shown drive arrangement 1 and / or into the vehicle 2. In the brake device 10 b, the rotor shaft 11 is optionally routed to the transmission gearbox 4.

[0106] The brake device 10 a, c has a brake disc 21, which can be coupled to a first brake partner. The brake disc 21 thus provides the torque interface 15. The brake disc 21 rotates, in particular, at the speed of the rotor shaft 11. As will be described in more detail later, the brake disc 21 comprises a hub 22, a spring assembly 23, and a brake ring 24. The hub 22 forms the torque interface 15.

[0107] In this embodiment, the hub 22 provides a socket for a shaft. In alternative embodiments, the hub 22 can also be formed integrally or in multiple parts with the shaft. Friction linings 25 are arranged on the brake ring 24, extending in the direction of rotation around the main axis of rotation 106. The spring assembly 23 connects the hub 22 to the brake ring 24 and is designed such that the brake ring 24 can be displaced axially relative to the hub 22 in the direction of the main axis of rotation 106. In particular, the displacement is designed to be restoring and / or reversible, so that the brake disc 21 returns to a basic position without external forces, in particular by springing back.

[0108] The brake device 10 a, c has a brake caliper 26, wherein a stationary brake shoe 27 is arranged in the brake caliper 26. The brake caliper 26 is thus designed as a fixed caliper. Furthermore, the brake device 10 has a sliding brake shoe 28, wherein the sliding brake shoe 28 is axially displaceable within the brake caliper 26. By axially displacing the sliding brake shoe 28 towards the brake caliper 26, the brake ring 24 is initially pressed axially against the stationary brake shoe 27. Upon further application of pressure or a braking force to the sliding brake shoe 28, the brake disc 21, in particular the brake ring 24, with the brake linings 25, engages in frictional contact with the stationary brake shoe 27 and the sliding brake shoe 28.

[0109] The spring device 23 allows the brake caliper 26 and, in particular, the stationary brake shoe 27 to remain stationary and for both the brake ring 24 and the movable brake shoe 28 to be pressed against the brake caliper 26.

[0110] The brake device 10 is designed as a dry brake system, so that no coolant is present between the brake shoes 27, 28 and the brake ring 24. However, the movable brake shoe 28 and the brake shoe caliper 27 each have a cooling structure 29a and 29b for the passage of coolant. The cooling structure 29a, b is each designed as a channel with a circular cross-section, the channel extending along a circle coaxially to the main axis of rotation 106.

[0111] The brake caliper 26 and the sliding brake shoe 28 are each designed to be divisible. The sliding brake shoe 28 has a sliding friction element 30a, which has a friction surface on one axial side for frictional connection with the friction linings 25 and a section of the cooling structure 29a on the other side. A sliding base element 31 forms the other part of the cooling structure 29a, with the friction element 30a and the base element 31 together forming the sliding brake shoe 28. The sliding brake shoe 28 is divisible along a dividing surface 32a, the dividing surface 32a lying in a radial plane to the main axis of rotation 106 and dividing the cooling structure 29a into two halves. By dividing the movable brake shoe 28 into the friction part 30 a and the base part 31, the cooling structure 29 a can be manufactured particularly easily.A seal 33 a is placed between parts 30 a and 31 a on the dividing surface 32 a to seal the cooling structure 29 a.

[0112] The brake caliper 26 has a stationary friction element 30b, which also forms the stationary brake shoe 27, and a base body 34, the stationary friction element 30b being supported on the base body 34. The friction element 30b has a friction surface on one side for frictional engagement with the friction linings 25, and a portion of the cooling structure 29b is incorporated on the other axial side. The base body 34 of the brake caliper 27 has the other portion of the cooling structure 29b. A second dividing surface 33b extends between the base body 34 and the stationary friction element 30b, the second dividing surface 33b passing through the second cooling structure 29b. A second dividing surface 32b is formed between the stationary friction element 30b and the base body 34, which also passes through the second cooling structure 29b.A second seal 33b is arranged on the second parting surface 29b to seal the second cooling structure 29b. The second cooling structure 29b has the same shape as the first cooling structure 29a and is arranged on the same pitch circle diameter.

[0113] The braking device 10 a, c comprises an electromechanical actuator 35, the electromechanical actuator 35 being configured to actuate the braking device 10 a, c. The electromechanical actuator 35 includes an electric motor 36, which, via a rotary linear converter, such as a spindle drive, displaces a carriage 37 in a plane perpendicular to the main axis of rotation 106. During the displacement, the carriage 37 moves against a lever 38, which is pivotally mounted at one pivot end 41 and, at its other end, acts as the actuator end 42, pressing against the displaceable brake shoe 28 to move it axially.

[0114] The brake device 10 has the module housing 13 as an encapsulation, the module housing 13 being designed such that all openings into the interior containing the brake pads 25 are sealed dust-tight. Thus, the module housing 13 is sealed dust-tight except for a through-opening 43 for coupling the first brake component. When the brake device 10 is integrated into the electric axle and / or the drive assembly 1 and / or the main housing 14 as the second brake component, this through-opening 43 is also sealed dust-tight, enabling the brake device 10 to operate emission-free.

[0115] The brake shoe caliper 27 and / or the brake device 10 a, c and / or the module housing 13 can be connected to the second brake partner, such as the main housing 14, in a rotationally fixed manner and, in particular, also in an axially displaceable manner.

[0116] The Fig. Figure 4 shows a schematic, three-dimensional representation of the brake device 10 a, c in the Fig. 3, where, on the one hand, components are partially suppressed graphically and, on the other hand, the cooling structures 29 a, b for the coolant are at least indicated by dashed lines.

[0117] It can be inferred from the illustration in particular that the spring assembly 23 consists of or comprises a plurality, here three, of leaf spring elements 44, wherein the leaf spring elements 44 are T-shaped and are radially connected to the hub 22 at the center of the vertical leg of the "T" and radially to the brake ring 24 at the free ends of the horizontal leg of the "T". This connection makes it possible for the brake ring 24 to be deflected axially relative to the hub 22 via the leaf spring elements 44.

[0118] Furthermore, the two cooling structures 29a and 29b are visible. The illustration shows that the brake device 10a,c has a hose system 45, which includes an inlet 46 and an outlet 47. A channel leads from the inlet 46 to the fixed cooling structure 29b and then via a hose 48a to the cooling structure 29a. The coolant can flow through the cooling structures 29a and 29b in parallel. At the outlet of the cooling structure 29a, another hose 48b is arranged, which carries the coolant to the outlet 47. The outlet of the cooling structure 29b is also led to the outlet 47, either in parallel or additionally. The cooling structures 29a and 29b are thus traversed by the coolant in parallel. The movable brake shoe 28 can be moved without any problems with respect to the coolant supply via the hoses 48a and 48b.The illustration also shows that the brake shoe caliper 26 provides a guide for the movable brake shoe 28 to enable axial displacement.

[0119] In the Fig. Figure 5 shows a top view of the brake device 10 a, c, in which the T-shaped leaf spring elements 44 are even more clearly visible. Furthermore, part of the module housing 13 has been cut off or graphically rendered transparent. Fig. Figure 6, on the other hand, shows a schematic top view of the encapsulated module housing 13 of the brake device 10 a, c.

[0120] On the Fig. Figure 3 shows the hub 22 with its toothed connection to a drive shaft, such as the rotor shaft 11. The drive shaft (not shown) extends through an opening in the module housing 13 from the right into the brake device 10 a, c. Preferably, three leaf springs are attached to the hub 22 as leaf spring elements 44, which have a T-shape and are thus "pulled" in both directions of rotation. These are in turn attached to the brake ring 24, which allows a flexible connection of the brake disc 21 or the brake ring 24 to the drive shaft. This design has the advantage that the brake disc 21 can be pressed as parallel as possible between the brake shoes 27, 28 due to the axially flexible connection, and form and positional tolerances between the components can be compensated for.

[0121] Ring-shaped brake pads 25 are attached to both end faces of the brake disc 21. These pads come into contact with the axially displaceable brake shoe 27 and the axially fixed brake shoe 28 when the lever actuator 35 / 38 moves the disc axially. The axially fixed brake shoe 28 is rigidly connected to the module housing 13 and the main housing 14 of the e-axle drive (not shown). For manufacturing reasons, both brake shoes 27 and 28 are made in multiple parts and are equipped with a seal 33 a, b, allowing coolant to flow through them internally. The axially fixed brake shoe 28 has both a coolant supply 46 and a coolant outlet 47. Hoses 48 a, b are also attached to the axially fixed brake shoe 28 and are connected to the axially movable brake shoe 28 to ensure coolant flow there as well.The axially displaceable brake shoe 28 is mounted in the axially fixed brake shoe 27, and the brake torque support is also provided by the fixed brake shoe 27, which in turn is connected to the E-drive housing, the main housing 14.

[0122] The lever actuator 35 / 38 is attached to the module housing 13, and the module housing 13 has an opening through which the electric motor 35 of the lever actuator 35 / 38 extends into the module housing 13. Furthermore, the electric motor 35 of the lever actuator 35 / 38 is connected to the module housing 13 in a rotationally fixed manner.

[0123] Between the axially displaceable and the fixed brake shoe 27, 29, one or preferably several compression springs 49 act ( Fig. 4), which ensure that the air clearance is sufficiently large and that the brake disc 21 can rotate freely with the brake pads 25. 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 a, b, c Brake device 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 brake disc 22 hub 23 Spring mechanism 24 brake ring 25 friction linings 26 brake shoe caliper 27 fixed brake shoes 28 sliding brake shoes 29 a, b Cooling structure 30 a, b friction part 31 Base part 32 a, b Division area 33 a, b Seal 34 Basic bodies 35 electro-mechanical actuator 36 Electric motor 37 shunting wagons 38 levers 39a, b, c Brake coupling device 40 a, b Drive coupling device 41 Swiveling 42 Actuator ends 43 Passage opening 44 leaf spring elements 45 hose system 46 Inflow 47 Procedure 48 a, b hose 49 compression springs 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] Braking device (10 a, b, c) for a vehicle, with a brake disc (21), wherein the brake disc (21) can be coupled to a first brake partner, with a displaceable brake shoe (27) and with a brake shoe calliper (26), wherein the brake disc (21) is arranged in an axial direction with respect to a main axis of rotation (106) between the brake shoe (27) and the brake shoe calliper (26), wherein the braking device (10 a, b, c) is designed as a dry braking system, wherein the brake shoe (27) and / or the brake shoe caliper (26) has a cooling structure (29 a, b) for the passage of a coolant, wherein the brake disc (21) has a hub (22), a brake ring (24) and a spring device (23), wherein the spring device (23) is arranged between the hub (22) and the brake ring (24) and enables a displacement of the brake ring (24) relative to the hub (22) in the axial direction to the main axis of rotation (106), characterized by that the brake shoe (27) and the brake shoe calliper (26) are designed to be divisible, so that a dividing surface (32a, b) is formed, wherein the dividing surface (32a, b) intersects the cooling structure (29a, b). [2] Braking device (10a, b, c) according to claim 1, characterized by that the spring device (23) has a plurality of leaf spring elements (44), wherein the leaf spring elements (44) are connected radially inwardly to the hub (22) and radially outwardly to the brake ring (24). [3] Braking device (10 a, b, c) according to claim 1 or 2, characterized by that the dividing surface (32 a, b) lies in a radial plane to the main axis of rotation (106). [4] Braking device (10 a, b, c) according to one of the preceding claims, characterized by that the cooling structure (29 a, b) is designed as a channel running concentrically to the main axis of rotation (106). [5] Braking device (10 a, b, c) according to one of the preceding claims, characterized by that the braking device (10 a, b, c) has a hose system (45), wherein the cooling structure (29a) of the brake shoe (27) is connected to the cooling structure (29b) of the brake shoe calliper (26) via the hose system (45). [6] Braking device (10 a, b, c) according to one of the preceding claims, characterized by that the braking device (10 a, b, c) has an electromechanical actuator (35) for actuating the braking device (10 a, b, c). [7] Braking device (10 a, b, c) according to one of the preceding claims, characterized by that the braking device (10 a, b, c) is encapsulated. [8] Vehicle (2), characterized by at least one braking device (10 a, b, c) according to one of the preceding claims. [9] Vehicle (2) according to claim 8, characterized by that the braking device (10 a, b, c) is designed as a central brake.

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