Braking device for a vehicle, drive arrangement with braking device and vehicle

Abstract

The invention relates to a brake device 1 for a vehicle 2, comprising a shaft 3, a brake drum 5, wherein the brake drum 5 is rotationally fixed to and / or connectable to the shaft, a brake section 6, wherein the brake section 6 comprises at least one brake shoe 7 and a brake actuator 8, wherein the brake actuator 8 is configured to press the brake shoe 7 from the inside against the brake drum 5, so that a friction area 10 is formed between the brake shoe 7 and the brake drum 5, wherein the brake device 1 forms a drum chamber 11, wherein the friction area 10 is arranged in the drum chamber 11, wherein the drum chamber 11 is a wet chamber for receiving a coolant and / or the brake device 1 is configured as a wet brake device.

Description

[0001] The invention relates to a braking device for a vehicle having the features of the preamble of claim 1. Furthermore, the invention relates to a drive arrangement with the braking device and to a vehicle with the braking device and / or with the drive arrangement.

[0002] Conventional brakes are mounted close to the wheels of vehicles. Disc brakes are typically used, especially for the front wheels, or drum brakes, especially for the rear wheels.

[0003] The document DE 10 2016 214 968 A1 discloses a drum brake comprising a passive element with a cylindrical friction surface and brake shoes whose friction surfaces can be applied to the cylindrical friction surface of the passive element. The passive element can be a brake drum (21) or a radial brake disc whose cylindrical edge serves as a friction surface. The passive element is attached to the differential carrier and / or one of the shafts. The brake shoes are pivotally mounted on a carrier plate that is attached externally to the differential housing. Further prior art is disclosed in DE 100 11 018 A1 and CN 2 01 461 893 U.

[0004] It is an object of the invention to propose a braking device with better environmental performance and / or better functional performance.

[0005] This object is achieved by a braking device having the features of claim 1, by a drive arrangement having the features of claim 8, and by a vehicle having the features of claim 9. Preferred or advantageous embodiments of the invention emerge from the subclaims, the following description, and the accompanying figures.

[0006] The subject matter of the invention is a braking device, wherein the braking device is suitable and / or designed for a vehicle. The vehicle is designed in particular as a hybrid vehicle or particularly preferably as a purely electric vehicle (BEV). The vehicle is realized, for example, as a passenger car, minibus, small truck or the like. Particularly preferably, the vehicle is assigned to class M1 or N1 according to Regulation (EU) 2018 / 858. In particular, the vehicle is designed as a road vehicle and / or is approved and / or suitable for road traffic. For example, the vehicle can reach a top speed of more than 80 km / h, preferably more than 120 km / h and in particular 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 a traction torque and / or drive torque for the vehicle.Particularly preferably, the vehicle is designed as a hybrid vehicle or as a purely electric vehicle.

[0007] The braking device has the particular function of applying a braking torque to at least one of the wheels of the vehicle.

[0008] The braking device has a shaft, which serves to connect the braking device to a drive train of the vehicle. The shaft is designed, in particular, as an adapter shaft and / or adaptation shaft.

[0009] The braking device comprises a brake drum, wherein the brake drum is either permanently connected to the shaft in a rotationally fixed manner or is detachably connected and / or connectable to the shaft. The brake drum rotates at the rotational speed of the shaft, particularly in the connected state. The brake drum has a drum surface, wherein the drum surface is preferably formed as a straight hollow cylindrical surface that is aligned coaxially and / or concentrically with the shaft and, in particular, with the shaft's axis of rotation.

[0010] The braking device has a braking section, wherein the braking section is designed as a stationary braking section. The braking section forms, in particular, a subassembly that is arranged stationary in the vehicle. The braking section has at least one brake shoe and preferably two brake shoes. The at least one brake shoe preferably has a brake pad, wherein the brake shoe and, in particular, the brake pad forms a braking surface.

[0011] The braking section has a brake actuator that can press the at least one brake shoe against the brake drum to establish frictional and / or braking contact. The braking surface and the drum surface together form a friction zone. In the most general embodiment of the invention, the brake actuator can be designed, for example, as a hydraulic, electromechanical, and / or manual brake actuator. In particular, the braking device is designed as a duo-servo drum brake.

[0012] The braking device forms a drum space, wherein the friction area and optionally additionally the at least one brake shoe are arranged in the drum space.

[0013] Within the scope of the invention, it is proposed that the drum chamber be designed as a wet chamber for accommodating a coolant. In particular, the drum chamber is designed to be fluid-tight, except for inlets and outlets. The coolant is designed, in particular, as a cooling-lubricating oil, which cools and / or lubricates the friction area and / or the at least one brake shoe and / or the brake drum. Alternatively or additionally, it is proposed that the braking device be designed as a wet braking device.

[0014] One concept of the invention is that the braking device can be operated emission-free as a wet braking device. Any brake dust particles that may arise are bound by the coolant and cannot escape into the environment. This achieves local emission-free operation, with the complete avoidance of particulate matter emissions, which are to be limited in the future. This improves environmental performance. The braking device can also be designed more cost-effectively, as no complex gearing, as with a wet multi-plate clutch, needs to be installed. In addition, the adjustment mechanism of drum brakes is often complex and expensive; in a wet drum brake, this could be omitted, thus also improving functional properties.Since the coefficient of friction is reduced by the coolant, but the drum brake has a larger internal reinforcement, the braking device can also be designed in a similar diameter space to a disc brake and thus very compact.

[0015] In a preferred embodiment of the invention, the braking device comprises a synchronizing device for releasably connecting the brake drum to the shaft. The synchronizing device has, firstly, the function of non-rotatably coupling, in particular connecting, and decoupling the shaft to the brake drum. Secondly, the synchronizing device has the function of synchronizing the rotational speeds when the shaft and brake drum are coupled. In particular, the coupling is designed as a positive-locking coupling in the direction of rotation around the axis of rotation. This embodiment has the advantage that, in a non-actuated state, the braking device can be decoupled in order to avoid drag losses in the vehicle's drive train.

[0016] In a preferred embodiment of the invention, the synchronizer is arranged in the drum chamber and / or the synchronizer is designed as a wet-running synchronizer. This assigns a second function to the drum chamber with the coolant, namely the cooling and / or lubrication of the synchronizer. Since the corresponding coolant circuit can be used twice in this embodiment without additional system technology, the braking device can be implemented particularly cost-effectively—in addition to the advantage of a cooled synchronizer.

[0017] In a preferred design, the synchronizer comprises a sleeve carrier, sliding sleeve, and a toothed ring. The sleeve carrier is preferably mounted on the shaft in a rotationally fixed manner. The sleeve carrier carries axial teeth. The toothed ring is connected in a rotationally fixed manner to the brake drum and also carries axial teeth. The sliding sleeve is mounted on the sleeve carrier so that it can move in the axial direction. In a released state, the sliding sleeve is rotationally decoupled from the toothed ring. In a connected state, the sliding sleeve engages both the axial teeth of the sleeve carrier and the axial teeth of the toothed ring, so that the sleeve carrier and the toothed ring, and thus the shaft and the brake drum, are connected to one another in a rotationally fixed and / or positively locking manner in the circumferential direction.The synchronizer device has at least or exactly one synchronizer ring, wherein the synchronizer ring is arranged between the sleeve carrier and the toothed ring and, upon displacement of the sliding sleeve, synchronizes and / or adjusts the rotational speed of the sleeve carrier and the toothed ring, or of the shaft and the brake drum. In an alternative embodiment, the assignment of the sleeve carrier and the toothed ring is reversed.

[0018] Particularly preferably, the synchronizer, in particular the sleeve carrier, the gear ring, and the synchronizer ring, are arranged in the drum chamber, so that the synchronizer is cooled and / or lubricated by the coolant. This allows the drum chamber to serve multiple functions as a wet chamber. Furthermore, any abrasion on the friction surfaces of the synchronizer is also bound by the coolant, resulting in improved environmental performance. Furthermore, the integration creates a very compact assembly.

[0019] In a preferred embodiment of the invention, the braking device has fluidic interfaces for coupling to a coolant circuit. The coolant can be supplied and removed via the fluidic interfaces. In particular, the coolant can be supplied and removed via an existing coolant circuit.

[0020] In a preferred development of the invention, the braking device comprises a brake housing and a housing wall section. The shaft passes through the housing wall section or can at least be coupled thereto. The brake housing and the housing wall section form the drum chamber. The brake housing is preferably designed as a half-shell which rests on the housing wall section. In particular, the housing wall section provides a flat and / or planar sealing surface, with the brake housing resting sealingly on the sealing surface. A sealing device, such as an O-ring seal, a flat seal, or a wet seal, can be provided between the brake housing and the sealing surface. The brake housing surrounds the brake drum so that it can rotate freely relative to the brake housing. For reasons of installation space, it is preferred that the brake housing follows the shape of the brake drum and thus assumes a circular cylindrical shape.In this way, the braking device is compact and easy to implement.

[0021] It is particularly preferred that the brake drum is supported axially on the housing wall section via an axial bearing device. This measure will reduce the braking device's stability. As explained below, the housing wall section can be part of a larger drive train assembly, so that it is already dimensioned sufficiently stable based on the requirements profile of the larger drive train assembly, so that the stability of the braking device can be easily achieved by a dual function of the housing wall section.

[0022] Another subject of the invention relates to a drive assembly for a vehicle or the vehicle. The drive assembly comprises a functional assembly with a housing and the braking device as described above, wherein the housing forms the housing wall section. In particular, the brake housing can be flanged to the housing of the functional assembly.

[0023] Particularly preferably, the functional assembly is connected and / or connectable to a coolant circuit, wherein the braking device is fluidically connectable and / or connected to the coolant circuit, particularly via the fluidic interfaces, indirectly via the functional assembly. This refinement enables the braking device to not require a separate connecting structure for the coolant circuit, but rather to be supplied by the functional assembly.

[0024] The functional assembly is particularly preferably designed as a differential or as an electric axle.

[0025] If the functional module is designed as a differential, the braking device can be operatively connected to one input of the differential. In this case, both outputs of the differential can be braked via a single braking device. Alternatively, the drive arrangement has two braking devices, with one braking device assigned to each output. In this configuration, the outputs can be subjected to different braking torques, so that the braking devices can be converted into brake actuators for torque vectoring, i.e., a controlled distribution of the drive torque and / or the braking torque to the wheels operatively connected to the outputs. The control is carried out, for example, by a corresponding control device.

[0026] In the event that the functional assembly is designed as an electric axle, the electric axle can have an electric machine and optionally additionally a transmission gear, wherein the transmission gear is arranged in a drive torque path behind the electric machine. The transmission gear is designed in particular to reduce the speed and / or to translate from fast to slow. In particular, it is a reduction gear. The braking device can, for example, be connected and / or connectable in a rotationally fixed manner to the rotor shaft of the electric machine, so that the speed of the rotor shaft and the brake drum is the same when connected. This has the advantage that the speeds are comparatively high, so that only low braking torques need to be applied. Alternatively, and with the same advantage, the braking device can be operatively connected to an input of the transmission gear.It is also possible that the braking device is arranged between the transmission gear and the differential and acts on the output of the transmission gear or the input of the differential.

[0027] A further subject matter of the invention relates to a vehicle as described above, wherein the vehicle has at least one braking device as described above. The braking device can, for example, be arranged wheel-selectively or axle-selectively. Thus, each of the individual wheels, 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.

[0028] In a preferred embodiment of the invention, the vehicle has the drive assembly, wherein the braking device in the drive assembly is designed as a central brake. In particular, the braking device acts on all wheels of the vehicle that are driven and / or drivable by the drive assembly. 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 distributed, in particular, on two longitudinal sides of the vehicle.

[0029] The braking device is designed, in particular, as a dynamic braking device and / or as a braking device for actuation while the vehicle is in motion. In particular, the braking device is not designed as a parking brake, or at least not as a pure parking brake.

[0030] A braking torque path extends from the braking device to the at least one driven wheel. Thus, the braking torque is generated by the braking device and transmitted to the at least one driven wheel via the braking torque path.

[0031] The braking device is preferably arranged coaxially with the rotor axis of the electric axle. The vehicle preferably has a service brake, wherein the braking device is designed as a complementary brake to the service brake and / or as a supplementary braking device to the service brake. This proposes a particularly advantageous application of the drive arrangement: Preferably, the service brake in the vehicle is designed as a friction brake, in particular as a dry friction brake, in particular as a disc and / or drum brake.

[0032] During decelerations typical in urban traffic, the majority of the braking task is performed by the friction brake or the regenerative braking system. Shortly before the vehicle comes to a standstill, the use of the regenerative braking system is not technically feasible; in these cases, the friction brake provides either the majority or all of the required braking power.

[0033] In vehicles with electric drive, the masking noise of the combustion engine is absent; in hybrid vehicles, the combustion engine may be deactivated. Previously irrelevant operating noises of the vehicle are perceived by the driver and may be perceived as disturbing. Thus, reducing noise emissions leads to improved operating characteristics.

[0034] The regulations (for example, UNECE 13H for vehicle class M1) also impose strict safety requirements on service brakes with regard to emergency braking, hot braking performance, and reliability. Further requirements are expected in the future, most notably the limitation of permissible particulate emissions from the brakes.

[0035] This tension can be interpreted as a conflict of objectives: The friction brake must be capable of meeting safety requirements, exhibit high-quality acoustic performance, and simultaneously reduce the emission of particulate matter. In emergency braking, however, braking noise is negligible. Here, the focus is solely on preventing accidents, i.e., property damage and / or personal injury.

[0036] This conflict of objectives is mitigated by the vehicle's drive system, which includes the braking system: The braking system, as a complementary brake and / or redundant braking system, intervenes, for example, in urban environments where the friction brake can no longer resolve the conflict of objectives and / or the regenerative braking system is no longer applicable. It is emission-free and / or has positive acoustic characteristics.

[0037] Since the braking device, as a complementary brake and / or supplementary braking device, still requires a conventional service brake (e.g., a disc or drum brake), the safety-relevant requirements remain with the service brake, particularly with the friction brake. This improves the operating characteristics of the drive assembly and / or the vehicle while taking safety and / or environmental requirements into account.

[0038] Towards the end of the deceleration process, the main braking deceleration can be generated by the service brake. This brake must be designed for safe, controlled emergency braking from high speeds with short stopping distances, while also avoiding noise that the driver finds annoying when braking from lower speeds. Since the braking device can replace the friction brake when braking from lower speeds, friction brake manufacturers can focus their optimization efforts on controlled emergency braking and gain new flexibility in the vehicle with this drive arrangement. During emergency braking, acoustic behavior is of secondary importance compared to everyday braking in urban traffic.Since the braking device preferably does not claim to have a safety function - the service brake remains intact and fully operational - it can be arranged in front of the transmission gear.

[0039] In a preferred development of the invention, the vehicle has a brake management device for controlling the service brake and the braking device.

[0040] The brake management device is preferably designed 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. 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.

[0041] Alternatively or additionally, the brake management system is configured to implement a regenerative braking state, with at least part of the braking deceleration being implemented by regenerative braking of the regenerative brake. This enables environmentally friendly and comfortable driving.

[0042] Alternatively or additionally, the brake management device is designed to implement a comfort braking state, wherein the main braking deceleration is carried out by the braking device in order to bring the vehicle to a standstill. In particular, the brake management device is designed to implement the comfort braking state at speeds of less than 20 km / h, in particular less than 15 km / h and / or already in a range greater than 10 km / h. In these speed states, the recuperation braking can no longer work effectively, wherein in particular the braking device is used instead of the friction brake. In the comfort braking state, the vehicle is braked to a standstill with little or no noise emission, since this is implemented entirely or largely by the braking device.

[0043] An optional subject matter of the invention relates to a method for operating the vehicle with the drive arrangement as described above, wherein at least one of the operating states is implemented by the brake management device.

[0044] The vehicle, in particular embodied as an electric vehicle, optionally has a thermal management arrangement, wherein the thermal management arrangement has at least one consumer, wherein the thermal management arrangement is configured to supply the thermal energy from the braking device to the consumer. In this embodiment, the dissipated thermal energy is not simply conducted into the environment; rather, an attempt is made to utilize the thermal energy at the consumer to improve the environmental balance and efficiency of the electric vehicle. For example, the consumer can be configured as a heater for the passenger compartment, a preheater for a transmission, a battery, and / or an engine, or other vehicle components.

[0045] Further features, advantages, and effects will become apparent from the following description of preferred embodiments and the accompanying figures. These show: Fig. 1 a schematic longitudinal section through a braking device as an embodiment of the invention, Fig. 2 a schematic longitudinal section through the braking device in the Fig. 1 in a different cutting plane, Fig. 3 a schematic block diagram of a vehicle with the braking device at different positions.

[0046] The Fig. 1 shows a schematic longitudinal section in a first section plane of a braking device 1 which is designed for a vehicle 2 ( Fig. 3) is trained.

[0047] The braking device 1 has a shaft 3, wherein the shaft 3 in this exemplary embodiment is designed as an adapter shaft or adaptation shaft and is realized only as a shaft stub or journal. The shaft 3 can be connected, in particular in a rotationally fixed manner, to any transmission shaft 4 in order to transmit drive torques and / or braking torques. The connection between the shaft 3 and the transmission shaft 4 can be made, for example, by a plug-in connection, as shown here.

[0048] The braking device 1 is designed as a drum brake and has a brake drum 5. Depending on the design of the braking device 1, the brake drum 5 is either permanently connected to the shaft 3 in a rotationally fixed manner (not shown) or, as shown here, is detachably connectable. Thus, the braking device 1 can assume a release state, wherein the brake drum 5 is decoupled from the shaft 3, and a connection state, wherein the shaft 3 is connected to the brake drum 5 in a rotationally fixed manner.

[0049] The braking device 1 has a braking section 6, wherein the braking section 6 is arranged in a stationary manner. The braking section 6 is thus a subassembly that includes all components that are arranged in a stationary manner and belong to the braking device 1.

[0050] The braking section 6 has at least one brake shoe 7, in this exemplary embodiment two brake shoes 7, wherein the brake shoes 7 are actuated via a brake actuator 8. The brake actuator 8 can be designed, for example, as an electromechanical or hydraulic brake actuator 8. The brake shoes 7 each have a friction lining 9. The brake drum 5 provides an inner braking surface, which is designed as a straight hollow cylindrical surface that is aligned coaxially and / or concentrically to a rotational axis 100 of the braking device 1 and / or the shaft 3. The brake shoes 7 are at least curved and can be pressed against the brake drum 5 from the inside via the brake actuator 8, so that a friction region 10 is formed between the brake shoes 7 and the brake drum 5, which generates the braking torque of the braking device 1.

[0051] The brake device 1 forms a drum chamber 11, wherein the friction region 10 is arranged in the drum chamber 11. As can be seen from the Fig. 1, at least parts of the brake actuator 8, the brake shoes 7 and other components are arranged in the drum space 11.

[0052] The drum chamber 11 is fluid-tight to the outside and is designed as a wet chamber for accommodating a coolant. During operation, a coolant is thus located in the drum chamber 11, which in particular lubricates and / or cools the friction area 10. Thus, the brake device 1 is designed as a wet brake device.

[0053] The encapsulated design of the brake device 1 ensures that any resulting brake wear cannot escape into the environment, but is bound by the coolant. This preemptively fulfills requirements regarding the emission of particulate matter. Furthermore, the use of the coolant for lubricating and / or cooling the friction area 10 eliminates the need for adjustment of the brake device 1, making it low-maintenance.

[0054] The drum chamber 11 is formed by a brake housing 12 and a housing wall section 13. The housing wall section 13 belongs to a housing 14 of a functional assembly of a drive arrangement 15 of the vehicle 2, as described in connection with the Fig. 3. The brake housing 12 is designed as a hood which engages over the brake drum 5 and is fluid-tightly sealed against the housing wall section 13 via a sealing area 16.

[0055] In axial plan view, the brake housing 12 is circular and realized as a closed hollow cylinder, which ends in the direction of the housing wall section 13 in a flange, which rests against the housing wall section 13 in the sealing area 16.

[0056] The braking device 1 has a synchronizing device 18, wherein the synchronizing device 18 implements two functions: In the release state of the braking device 1, the synchronizing device 18 is also in a release state, so that the shaft 3 and the brake drum 5 can rotate independently of one another. In the connected state of the braking device 1, the synchronizing device 18 is also in a connected state, wherein the synchronizing device 18 connects the shaft 3 to the brake drum 5 in the direction of rotation about the rotation axis 100 in a form-fitting and / or rotationally fixed manner. The second function is implemented by synchronization during the transition from the release state to the connected state, wherein the rotational speeds of the shaft 3 and the brake drum 5 are adjusted during the transition by the synchronizing device 18.

[0057] The synchronizer 18 has a sleeve carrier 19, wherein the sleeve carrier 19 is connected to the shaft 3 in a rotationally fixed manner and is secured in the axial direction by a retaining ring. For example, the sleeve carrier 19 and the shaft 3 are connected to one another in a rotationally fixed manner in the circumferential direction about the rotation axis 100 via a positive-locking, in particular non-circular or non-rotationally symmetrical connection. The synchronizer 18 has a toothed ring 20, wherein the toothed ring 20 is connected to the brake drum 5 in a rotationally fixed manner. The synchronizer 18 also has a sliding sleeve 21 which carries an internal toothing. The sleeve carrier 19 and the toothed ring 20 each have axial toothing on their outer circumference. In the released state, the sliding sleeve 21 is arranged on the sleeve carrier 19 and at a distance from the toothed ring 20.During the transition to the connection state, the sliding sleeve 21 is pushed in the axial direction until the sliding sleeve 21 engages both in the sleeve carrier 19 and in the toothed ring 20, in particular in their axial toothings, and connects the sleeve carrier 19 and the toothed ring 20 and thus the shaft 3 and the brake drum 5 in a rotationally fixed manner in the direction of rotation about the rotation axis 100.

[0058] The synchronizer device 18 also has a synchronizer ring 22, which is arranged between the sliding sleeve 21 and the toothed ring 20. When the sliding sleeve 21 is displaced, the synchronizer ring 22 establishes a frictional connection between the sleeve carrier 19 and the toothed ring 20, thus synchronizing the rotational speeds. On the radial outer side, the sliding sleeve 21 has an engagement portion in which a sliding block 23, which is connected, for example, to a shift fork, engages to displace the sliding sleeve 21 in the axial direction.

[0059] The synchronizer 18 is arranged in the drum chamber 11 so that it is also cooled and / or lubricated by the coolant.

[0060] The brake drum 5 is mounted via an axial bearing device 31 relative to the housing wall section 13 and via a radial bearing device 32 relative to the shaft 3.

[0061] The Fig. Figure 2 also shows the braking device 1 in a longitudinal section, but in a different sectional plane. Furthermore, the braking device 1 and / or the synchronizer 18 are in the connected state, and the braking device 1 is in a braking state, with the brake shoes 7 frictionally abutting the brake drum 5 via the friction linings 9 in the friction region 10.

[0062] The Fig. Figure 3 shows a schematic block diagram of the vehicle 2 with the drive assembly 15. In this exemplary embodiment, the drive assembly 15 comprises an electric machine 24 and a transmission gear 25, which is operatively connected to the electric machine 24. The transmission gear 25 converts the rotational speed of the electric machine 24 from "fast to slow" or is designed as a reduction gear. From there, the torque is transmitted to a differential 26, which distributes the drive torque to two wheels 27a, b of a common axle of the vehicle 2.

[0063] It can be provided that the electric motor 24 and the transmission gear 25 together form an electric axle 28. Optionally, the differential 26 is also a component of the electric axle 28.

[0064] The electric axle 28 has a housing 29, in which the electric motor 24, the transmission gear 25, and optionally the differential 26 are arranged. The housing 29 comprises the housing wall section 13, with the components of the braking device 1 being flanged onto the housing 29 in the region of the housing wall section 13.

[0065] The Fig. Figure 3 shows the braking device 1 arranged coaxially with the electric machine 24, with the shaft 3 being rotationally fixedly connected to the rotor shaft of the electric machine 24 via the transmission shaft 4. Thus, the braking device 1 is operated at the speed of the electric machine 24, and the housing 29 can be used both for the electric axis 28 and, with the housing wall section 13, for the braking device 1. The braking device 1 can be supplied with coolant via the electric axis 28.

[0066] An alternative position for the braking device 1 is provided on the side of the differential 26, either on the housing 29 of the electric axle 28 or—in the case of a separate housing 30 for the differential 26—on the housing 20. In this case, it is preferred that the rotational axis 100 be coaxially aligned with an input shaft of the differential 26.

[0067] In addition, further possible positions for the braking device 1 are shown in the Fig. 3. For example, it is possible for the braking device 1 to act in the transmission area between the electric machine 24 and the transmission gear 25. It is also possible for the braking device 1 to be arranged at the output of the transmission gear 25 and / or the electric axle 28, in particular in front of the differential 26. Alternatively, the braking device 1 is positioned at the input of the differential 26. Another possible way of positioning the braking device 1 is at the outputs of the differential 26. This has the advantage that the braking device 1 can be used for torque vectoring.

[0068] In the latter positions of the braking device 1, a torque path branch is formed in each case, so that the decoupling function by the synchronizing device is maintained.

[0069] Optionally, the drive assembly 15 and / or the vehicle 2 can have a thermal management device, wherein the thermal management device is designed to supply the braking heat generated in the braking device 1 to a consumer in the vehicle 2. The braking heat can be dissipated, in particular, via the coolant and supplied to various tasks.

[0070] As can be seen from the Fig. As can be seen from Figure 3, the braking device 1 is in most cases arranged such that it acts on at least two wheels of the vehicle 2 and is thus designed as a central brake. It can be provided that the vehicle 2 has a service brake, with the braking device 1 being used as a complementary brake to the service brake. List of reference symbols 1 braking device 2 vehicles 3 Wave 4 Transmission shaft 5 brake drum 6 braking section 7 brake shoe 8 Brake actuator 9 Friction lining 10 Friction area 11 Drum room 12 brake housing 13 Housing wall section 14 housings 15 Drive arrangement 16 Sealing area 17 Flange 18 Synchronization device 19 socket supports 20 toothed ring 21 Sliding sleeve 22 Synchronizer ring 23 Sliding block 24 electric machine 25 transmission gears 26 Differential 27a, b driven wheels 28 electric axles 29 Electric axle housing 30 Differential housing 31 Axial bearing device 32 Radial bearing device 100 axis of rotation

Claims

[1] Braking device (1) for a vehicle (2), with a shaft (3), with a brake drum (5), wherein the brake drum (5) is connected and / or connectable to the shaft in a rotationally fixed manner, with a brake section (6), wherein the brake section (6) has at least one brake shoe (7) and a brake actuator (8), wherein the brake actuator (8) is designed to press the brake shoe (7) from the inside against the brake drum (5), so that a friction area (10) is formed between the brake shoe (7) and the brake drum (5), wherein the braking device (1) forms a drum space (11), wherein the friction region (10) is arranged in the drum space (11), characterized by , that the drum space (11) is designed as a wet space for receiving a coolant and / or that the braking device (1) is designed as a wet braking device and that the braking device (1) has a synchronizing device (18) for the releasable connection of the brake drum (5) to the shaft (3). [2] Braking device (1) according to claim 1, characterized by that the synchronizing device (13) is arranged in the drum space (11) and / or that the synchronizing device (13) is designed as a wet-running synchronizing device (13). [3] Braking device (1) according to claim 1 or 2, characterized by that the synchronizing device (13) has a sleeve carrier (19), a sliding sleeve (21) and a toothed ring (20), wherein the sleeve carrier (19) is connected in a rotationally fixed manner to the shaft (3) and the toothed ring (20) is connected in a rotationally fixed manner to the brake drum (5), and wherein the sleeve carrier (19) and the toothed ring (20) can be connected in a rotationally fixed manner by the sliding sleeve (20). [4] Braking device (1) according to one of the preceding claims, characterized by that the braking device (1) has fluidic interfaces for coupling to a coolant circuit. [5] Braking device (1) according to one of the preceding claims, characterized by a brake housing (12) and a housing wall section (13), wherein the shaft (3) is passed through the housing wall section (13), wherein the brake housing (12) and the housing wall section (13) form the drum space. [6] Braking device according to claim 5, characterized by an axial bearing device (31), wherein the brake drum (5) is supported in the axial direction on the housing wall section (31) via the axial bearing device (31). [7] Drive arrangement (15) for a vehicle (2), with a functional assembly, wherein the functional assembly has a housing (29, 30), and with the braking device (1) according to one of claims 5 or 6, characterized bythat the housing (29,30) forms the housing wall section (31). [8] Vehicle (2), characterized by at least one braking device (1) according to one of the preceding claims 1 to 6 and / or with the drive arrangement according to claim 7. [9] Vehicle (2) according to claim 8, characterized by that the braking device (1) is designed as a central brake.

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