Brake device with a synchronizing device for a vehicle and vehicle with the brake device

Abstract

The invention relates to a brake device 1 for a vehicle 2, comprising a brake housing 9, wherein the brake housing 9 has a brake chamber 10, a shaft 3, a brake assembly 5, wherein the brake assembly 5 has a first and a second brake partner 6, 7, wherein the first and the second brake partner 6, 7 can be brought into a braking state in order to generate a braking torque, wherein the first brake partner 6 is connectable to the shaft 3, and the second brake partner 7 is rotationally fixed to the brake housing 9, wherein the brake assembly 5 is arranged in the brake chamber 10, and a synchronizing device 11 for releasably connecting the first brake partner 6 to the shaft 3, wherein the synchronizing device 11 is arranged in the brake chamber 10.

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 vehicle having the braking device.

[0002] Typically, vehicle brakes are designed as service brakes and are positioned close to the wheels in the usual design. The use of battery-electric vehicles (BEVs) has not only fundamentally changed the drivetrain for generating traction torque. New concepts are also being developed for the vehicle's brakes, which are now also fundamentally changing the service brake.

[0003] The document DE 10 2021 205 073 A1 discloses a passenger car with electric rear-wheel drive, comprising a drive system containing power electronics, an electric motor, a transmission, and a differential gear, together forming an electric axle, and two side shafts connected to the differential gear, to the free ends of which a rear wheel is attached, and a braking system. The braking system has a central brake arranged within the electric axle between the electric motor and the differential gear. A braking device according to the preamble of claim 1 is disclosed in DE 23 51 148 A. Further prior art is specified in DE 601 16 155 T2 and DE 101 09 497 A1.

[0004] It is an object of the present invention to propose a braking device for a vehicle which is characterized by new functions and properties.

[0005] This object is achieved by a braking device having the features of claim 1 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 attached 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 registered 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 comprises a brake housing, wherein the brake housing forms a brake chamber. The brake housing is preferably sealed fluid-tight around the brake chamber. The brake housing is designed, in particular, as a stationary brake housing, which is arranged in the vehicle in a rotationally fixed and / or stationary manner. In particular, the brake housing is designed in several parts. The brake housing preferably has an interface for mechanical coupling to a section fixed to the vehicle.

[0009] 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. The shaft extends, in particular, through the brake housing.

[0010] The braking device comprises a braking device, wherein the braking device comprises a first and a second braking partner. The first and second braking partners can be brought into a braking state, wherein the first and second braking partners are connected to one another in a frictional and / or frictional engagement manner in the braking state in order to generate the braking torque and / or reduce a drive torque, in particular to convert it into thermal energy. In particular, the braking device is designed as a friction braking device.

[0011] The first brake partner is connectable to the shaft, in particular detachably connectable. In a connected state, the first brake partner is rotationally fixed to the shaft; in a released state, the first brake partner and the shaft are rotationally decoupled. The second brake partner is rotationally fixed to the brake housing, in particular permanently and / or non-detachably. Thus, the first brake partner forms a rotating brake partner, and the second brake partner forms a stationary brake partner.

[0012] The braking device, in particular the first and second braking partners, is or are arranged in the braking chamber.

[0013] According to the invention, the braking device comprises a synchronizing device for releasably connecting the first braking partner to the shaft. The synchronizing device has the function, firstly, of non-rotatably coupling, in particular connecting, the shaft to the first braking partner in the connected state, and of uncoupling it in the released state. Secondly, the synchronizing device has the function of synchronizing the rotational speeds of the shaft and the first braking partner when the shaft and the first braking partner are coupled.

[0014] The braking device and the synchronizing device are arranged together in the braking chamber. In particular, they are encapsulated in the braking chamber and / or arranged in a manner that is at least dust-tight with respect to braking particles of the braking device and / or synchronizing parts of the synchronizing device. In particular, the coupling, in the connected state, is designed as a positive-locking coupling in the direction of rotation around the axis of rotation.

[0015] The inventive design has the advantage that, in a non-actuated state, the braking device can be decoupled to avoid drag losses in the vehicle's drivetrain. When the braking device is engaged, the speed can be adjusted via the synchronizer, so that the engagement and disengagement of the braking device can be carried out conveniently and unnoticed by the driver. The braking device and the synchronizer are arranged in the shared brake chamber, forming a very compact and, optionally, at least dust-tight assembly. Thus, the braking device implements new functions within the scope of the selective engagement of the braking device, and the operating characteristics of the braking device are improved.

[0016] In a preferred development, the brake chamber is designed as a wet chamber for accommodating a coolant. In particular, the brake chamber is designed to be fluid-tight except for inlets and outlets. The coolant is designed in particular as a cooling and lubricating oil, which cools and / or lubricates the friction area between the braking partners. Alternatively or additionally, it is proposed that the braking device be designed as a wet braking device. Because the braking device is designed as a wet braking device, it can be operated emission-free. 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 emission of particulate matter, which is to be limited in the future, being completely avoided. This also improves environmental performance.

[0017] In a preferred embodiment of the invention, the synchronizer is designed as a wet-running synchronizer. This assigns a second function to the brake 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.

[0018] In a preferred design, the synchronizer comprises a sleeve carrier, a sliding sleeve, and a toothed ring. The sleeve carrier is preferably arranged on the shaft in a rotationally fixed manner. The sleeve carrier carries an axial toothing. The toothed ring is connected in a rotationally fixed manner to the first braking partner and also carries an axial toothing. The sliding sleeve is arranged on the sleeve carrier so that it can move in the axial direction. In the released state, the sliding sleeve is rotationally decoupled from the toothed ring. In the connected state, the sliding sleeve engages both the axial toothing of the sleeve carrier and the axial toothing of the toothed ring, so that the sleeve carrier and the toothed ring, and thus the shaft and the first braking partner, are connected to one another in a rotationally fixed and / or positively locking manner in the circumferential direction.

[0019] The synchronizer device has at least or exactly one synchronizer ring and / or one cone clutch, wherein the synchronizer ring or the cone clutch is arranged between the sleeve carrier and the gear ring and, upon displacement of the sliding sleeve, synchronizes and / or adjusts the rotational speed of the sleeve carrier and the gear ring, or of the shaft and the first brake partner. In an alternative embodiment, the assignment of the sleeve carrier and the gear ring is reversed.

[0020] Particularly preferably, the synchronizer, in particular the sleeve carrier, the gear ring, and the synchronizer ring or cone clutch, is arranged in the brake chamber, so that the synchronizer is cooled and / or lubricated by the coolant. This allows the brake chamber to serve multiple functions as a wet chamber. Furthermore, any wear 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.

[0021] According to the invention, the braking device comprises a shift fork and a synchronizing actuator for actuating the shift fork, wherein the shift fork is operatively connected to the sliding sleeve of the synchronizing device. In particular, the shift fork is coupled to the sliding sleeve in an axial direction. The synchronizing actuator can be designed, for example, as a hydraulic actuator, in particular as a hydraulic slave cylinder, which activates the shift fork. In particular, the shift fork has an actuating rod section, wherein the actuating rod section is aligned in the axial direction and is actuated via the synchronizing actuator, in particular the hydraulic actuator. The shift fork can, for example, carry two sliding blocks, wherein the sliding blocks engage in a groove in the sliding sleeve.

[0022] 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.

[0023] In a preferred embodiment of the invention, the braking device is designed as a multi-disk brake device. In this embodiment, the first brake partner has an inner disc carrier with inner discs, and the second brake partner has an outer disc carrier with outer discs. The inner and outer discs form a disc pack in which they are arranged alternately. Such a multi-disk brake device can generate a high braking torque with a small diameter.

[0024] In a preferred embodiment of the invention, the braking device has a brake actuator, wherein the brake actuator is designed as a hydraulic brake actuator. The brake actuator is designed as a ring brake actuator. The brake actuator has, in particular, a ring inner housing and a ring outer housing, wherein the ring inner housing and the ring outer housing form an annular hydraulic chamber. The ring outer housing overlaps the ring inner housing. The brake actuator, the ring inner housing and / or the ring outer housing are arranged coaxially and / or concentrically to a rotational axis of the shaft. The ring inner housing is arranged stationary in the brake housing. The ring outer housing is arranged displaceably in the brake housing and / or relative to the ring inner housing. When hydraulic pressure is applied to the hydraulic chamber, the ring outer housing is displaced in the axial direction relative to the ring inner housing and / or relative to the brake housing.The outer ring housing has a thrust piece section, which, upon axial displacement of the outer ring housing, presses against the braking device and / or the disk pack of the multi-disk braking device to actuate the braking device and / or generate the braking torque. With such a ring-shaped braking actuator, the braking device can be designed particularly compactly.

[0025] In a preferred embodiment, the brake housing comprises a base plate molded part and a cover plate molded part, wherein the base plate molded part and the cover plate molded part jointly define the brake chamber. In particular, the base plate molded part and / or the cover plate molded part are formed as a deep-drawn component.

[0026] It is preferably provided that the floor panel molded part has a support structure for axially supporting the disk pack.

[0027] Alternatively or additionally, it is provided that the floor panel molded part has a running surface for an axial bearing device for supporting the first brake partner and / or the inner disk carrier.

[0028] The cover plate molding forms a receptacle for the outer disk carrier, which is arranged in the cover plate molding in a rotationally fixed manner in the circumferential direction. Alternatively or additionally, the outer disk carrier is supported in an axially positive manner on the base plate molding.

[0029] The cover plate molded part preferably has a receiving groove for a retaining ring, wherein the retaining ring secures the base plate molded part in the axial direction, so that the disk pack and / or the outer disk carrier is supported in a form-fitting manner on the cover plate molded part via the retaining ring.

[0030] 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 braking device is preferably attached to the housing as a self-retaining module. In particular, the brake housing can be flanged to the housing of the functional assembly.

[0031] 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.

[0032] The functional assembly is particularly preferably designed as a differential or as an electric axle.

[0033] If the functional module is designed as a differential, the braking device can be operatively connected to an 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.

[0034] 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.

[0035] 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.

[0036] In a preferred embodiment of the invention, the vehicle has the 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 drivable 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 distributed in particular on two longitudinal sides of the vehicle. The braking device preferably rotates at the rotor speed.

[0037] 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.

[0038] 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.

[0039] 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 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] In a preferred development of the invention, the vehicle has a brake management device for controlling the service brake and the braking device.

[0048] 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 fulfills all safety requirements.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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 three-dimensional representation of a shift fork of the brake device in the Fig. 1 Fig. 3 a schematic block diagram of a vehicle with the braking device at different positions.

[0054] The Fig. 1 shows a schematic longitudinal section of a braking device 1 which is designed for a vehicle 2 ( Fig. 3) is trained.

[0055] The braking device 1 has a shaft 3, wherein the shaft 3 in this 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 to any transmission shaft 4 ( Fig. 3) are connected in a rotationally fixed manner, in particular, to transmit drive torque and / or braking torque. The connection between shaft 3 and transmission shaft 4 can be made, for example, by a plug connection, as shown here.

[0056] The braking device 1 has a braking device 5, wherein the braking device 5 is designed as a multi-disk braking device. The braking device 5 has a first braking partner 6, wherein the first braking partner 6 is designed as an inner disk carrier with a plurality of inner disks. The inner disk carrier can be designed, for example, as a welded construction. The braking device 5 has a second braking partner 7, wherein the second braking partner 7 is designed as an outer disk carrier with a plurality of outer disks. The inner disks and / or outer disks extend in a radial plane to a rotational axis 100 of the braking device 1 and form a disk pack 8. The disks and / or outer disks are arranged in the disk pack 8 in the respective carriers so as to be axially displaceable.By applying an axial force, the first and second braking partners 6, 7, and thus the braking device 5, can be brought into a braking state. In the braking state, a braking torque is generated and / or a drive torque of a drive arrangement 15 of the vehicle 2 is converted into thermal energy.

[0057] The braking device 1 has a brake housing 9, wherein the brake housing 9 forms a braking chamber 10, wherein the braking device 5 and / or the first or second braking partner 6, 7 is arranged in the brake housing 9 and / or in the braking chamber 10.

[0058] The second brake partner 7 is non-rotatably connected to the brake housing 9 and rests against it in the direction of rotation. The first brake partner 6, on the other hand, is detachably connected to the shaft 3 via a synchronizer 11. More precisely, the first brake partner 6 is non-rotatably connected to the shaft 3 in a connected state and non-rotatably decoupled in a released state.

[0059] In the release state, the shaft 3 and the first brake partner 6 can rotate independently of each other. In the connection state, the synchronizer 18 connects the shaft 3 to the brake drum 5 in the direction of rotation around the rotation axis 100 in a form-fitting and / or rotationally fixed manner. Furthermore, synchronization is implemented during the transition from the release state to the connection state, with the rotational speeds of the shaft 3 and the first brake partner 6 being adjusted during the transition by the synchronizer 11.

[0060] The synchronizer 11 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 11 has a toothed ring 20, wherein the toothed ring 20 is connected to the first braking partner 6 in a rotationally fixed manner. The synchronizer 11 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 first brake partner 6 in a rotationally fixed direction about the rotation axis 100.

[0061] The synchronizer 18 also has a synchronizer ring (not shown), in particular designed as a cone clutch, wherein the synchronizer ring is arranged between the sliding sleeve 21 and the toothed ring 20. When the sliding sleeve 21 is moved, the synchronizer ring establishes a frictional connection between the sleeve carrier 19 and the toothed ring 20, so that the rotational speeds are synchronized. On the radial outer side, the sliding sleeve 21 has an engagement section 22 in which a sliding block 12 ( Fig. 2), which is connected, for example, to a shift fork 13, engages in order to displace the sliding sleeve 21 in the axial direction.

[0062] The synchronizer 18 is arranged in the brake chamber 10 so that it is also cooled and / or lubricated by the coolant.

[0063] The encapsulated design of the brake device 1 ensures that any resulting brake wear, such as brake dust or abrasion from the synchronizer 11, cannot escape into the environment, but is bound by the coolant. This preemptively fulfills requirements regarding the emission of particulate matter.

[0064] The brake housing 9 is formed by a base plate molded part 14 and a cover plate molded part 15, as well as a cover plate 16. The base plate molded part 14 is designed, for example, as a deep-drawn part and provides a receptacle for a radial seal 17. The radial seal 17 therefore only needs to be inserted into the required receptacle; further adjustments are not necessary. In particular, the base plate molded part 14 has a circular ring shape, wherein the base plate molded part 14 is sealed on an inner circumference by the radial seal 17 relative to the shaft 3 and on the outer circumference by, for example, an O-ring seal relative to the cover plate molded part 15.

[0065] Furthermore, the floor plate molded part 14 provides a bearing surface for an axial bearing device 18 for the first braking partner 6, wherein rolling elements of the axial bearing device 18 run directly on the base material of the floor plate molded part 14. The floor plate molded part 14 has at least one circumferential support structure, which is designed as a cone in the longitudinal section shown, wherein the disk pack 8 is supported in the axial direction on the support structure of the floor plate molded part 14.

[0066] The cover plate molded part 15 has a circumferential groove 23 for receiving a retaining ring 24, wherein the retaining ring 24 secures the base plate molded part 14 in the cover plate molded part 15 in the axial direction. In the opposite direction, the base plate molded part 14 is also supported on the cover plate molded part 15. In the cover plate molded part 15, the outer disk carrier is secured, in particular, in a form-fitting manner in the circumferential direction. Furthermore, the cover plate molded part 15 has a receptacle for a radial bearing device 42 for the shaft 3. The cover plate molded part 15 is thus sealingly connected to the base plate molded part 14 on the outer circumference. The end cover 16 is sealingly inserted into the cover plate molded part 15, so that the inner circumference of the cover plate molded part 15 is also sealed and the brake chamber 10 is designed to be fluid-tight.

[0067] The braking device 1 has a brake actuator 25, wherein the brake actuator 25 is designed as a ring brake actuator that is aligned coaxially with the rotation axis 100. The ring brake actuator 25 has a ring inner housing 26 and a ring outer housing 27, which overlaps the ring inner housing 20 and which together form a hydraulic chamber 28. The ring inner housing 26 is circular and stationary in the brake housing 9. The ring inner housing 26 has a supply line for supplying a hydraulic fluid to the hydraulic chamber 28, so that hydraulic pressure can be built up.

[0068] The ring outer housing 27 sits on and overlaps the ring inner housing 26, thus forming the hydraulic chamber 28. When hydraulic pressure is applied to the hydraulic chamber 28, the ring outer housing 27 is pushed axially against the disk pack 8, thus transferring the latter to the braking state. The ring outer housing 27 has an integrally formed pressure piece section 29, which is also conical in the longitudinal section shown and which presses against the disk pack 8, so that the disk pack 8 is compressed between the support structure, the base plate molded part 14, and the pressure piece section 29. A spring device 30 opens the brake actuator 25. The ring inner housing 26 is sealed off from the cover plate molded part 15 and is arranged at least in section with the ring outer housing 27 in the braking chamber 10.

[0069] The braking device 1 has an interface 32 for coupling to a coolant supply of the vehicle.

[0070] The Fig. Figure 2 shows a schematic, three-dimensional representation of the shift fork 13 with the sliding blocks 12, which engage the engagement section 22 to displace the sliding sleeve 21 in the axial direction. Furthermore, the shift fork 13 has an actuating rod section 32, which extends out of the brake chamber 10 and can be actuated by a hydraulic actuator.

[0071] The braking device 1 is designed as a self-retaining assembly and can be mounted on a vehicle-fixed structure. For this purpose, the braking device 1 has fastening elements 33

[0072] The Fig. Figure 3 shows a schematic block diagram of the vehicle 2 with a drive assembly 34. In this exemplary embodiment, the drive assembly 34 comprises an electric machine 35 and a transmission gear 36, which is operatively connected to the electric machine 24. The transmission gear 36 converts the rotational speed of the electric machine 35 from "high to low" or is designed as a reduction gear. From there, the torque is transmitted to a differential 37, which distributes the drive torque to two wheels 38a, b of a common axle of the vehicle 2.

[0073] It can be provided that the electric motor 35 and the transmission gear 36 together form an electric axle 39. Optionally, the differential 37 is also a component of the electric axle 39.

[0074] The electric axle 39 has a housing 40, wherein the electric machine 35, the transmission gear 36 and optionally additionally the differential 37 are arranged in the housing 40, the braking device 1 is flanged onto the housing 40.

[0075] The Fig. Figure 3 shows the braking device 1 arranged coaxially with the electric machine 35, 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 35. The braking device 1 can be supplied with coolant via the electric shaft 39.

[0076] An alternative position for the braking device 1 is provided on the side of the differential 37, either on the housing 40 of the electric axle 39 or—in the case of a separate housing 41 for the differential 37—on the housing 41. In this case, it is preferred that the rotational axis 100 is coaxially aligned with an input shaft of the differential 37.

[0077] 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 35 and the transmission gear 36. It is also possible for the braking device 1 to be arranged at the output of the transmission gear 36 and / or the electric axle 39, in particular in front of the differential 37. Alternatively, the braking device 1 is positioned at the input of the differential 37. Another possible way of positioning the braking device 1 is at the outputs of the differential 37. This has the advantage that the braking device 1 can be used for torque vectoring.

[0078] 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 11 is maintained.

[0079] Optionally, the drive assembly 34 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.

[0080] 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.

[0081] In other words, a gearing is incorporated on shaft 3, the input shaft, as an external interface through which both the speed and torque of the electric motor rotor are transmitted to the complementary brake. The speed and torque are transmitted to the synchronizer 11 via internal gearing.

[0082] In the desynchronized state, no torque is introduced into the inner disc carrier of the first brake partner 6. For this purpose, the inner disc carrier is rotatably mounted on the shaft 3 via a radial bearing 43. The inner disc carrier is axially supported on the brake housing 9, namely on the floor plate molding 14, via an additional axial bearing device 18.

[0083] The inner disk carrier can be made up of several parts, in particular two parts, and can be connected, for example, via a welded joint.

[0084] The shift fork 13 can be used to move the sliding sleeve 21 on the synchronizer 11 to achieve the synchronized / unsynchronized shifting states. The shift fork 13 is moved by the actuating rod section 32. This extends through an opening in the brake housing 9 out of the wet area of ​​the brake device 1. For this purpose, the opening is sealed with a gasket. The shift rod can be moved, for example, via a hydraulic slave cylinder. This must be designed to securely hold the sliding sleeve 21 in the shifting states. Furthermore, it must be ensured that the synchronizer 11 is opened in the event of a loss of actuating energy.

[0085] In Fig. 2 shows the subassembly of the shift fork 13, the actuating rod section 32, and the sliding blocks 13. The sliding blocks 13 serve to initiate the axial displacement into the sliding sleeve 21.

[0086] If the sliding sleeve 21 of the synchronizer 11 is moved to the left, the conical clutch (not shown) integrated into the synchronizer 11 is first closed to equalize the speeds. The sliding sleeve 21 then engages the gearing incorporated in the left part of the synchronizer 11, ensuring torque transmission.

[0087] The hydraulic housing of the brake actuator 25 is ring-shaped. The dynamic seals are located in grooves on the inner and outer diameters of the ring. The thrust piece / piston, designed as the outer ring housing 27, is configured such that it surrounds the ring of the hydraulic housing, designed as the inner ring housing 26, and is axially displaceable thereon. The contact geometry for the disc pack 8 is incorporated into the component as the thrust piece section 29 / piston.

[0088] The wet chamber of the braking device 1 is formed by the three housing parts: base plate molding 14, cover plate molding 15, and end cover 16. In addition to a sealing point to the cover plate molding 15, the base plate molding 14 also incorporates a seat for a radial shaft seal as a radial seal 17, the running surface for the axial bearing device 18, and the axial support geometry for the disk pack 8. List of reference symbols 1 braking device 2 vehicles 3 Wave 4 Transmission shaft 5 Braking device 6 first braking partner 7 second braking partner 8 slat pack 9 Brake housing 10 Brake chamber 11 Synchronization device 12 sliding block 13 Shift fork 14 Floor panel molding 15 Cover sheet molding 16 end covers 17 Radial seal for the shaft 18 Axial bearing device for the first brake partner 19 socket supports 20 toothed ring 21 Sliding sleeve 22 intervention section 23 circumferential locking groove 24 Retaining ring 25 Brake actuators 26 ring inner housing 27 Ring outer housing 28 Hydraulic room 29 Pressure piece section 30 Spring device 31 interfaces 32 operating rod section 33 fastening organs 34 Drive arrangement 35 electric machine 36 transmission gears 37 Differential 38a, b driven wheels 39 electric axle 40 Electric axle housing 41 Differential housing 42 Radial bearing device 43 Radial bearing device 100 axis of rotation

Claims

[1] Braking device (1) for a vehicle (2), with a brake housing (9), wherein the brake housing (9) has a brake chamber (10), with a shaft (3), with a braking device (5), wherein the braking device (5) has a first and a second braking partner (6, 7), wherein the first and the second braking partner (6, 7) can be brought into a braking state in order to generate a braking torque, wherein the first brake partner (6) is connectable to the shaft (3), and the second brake partner (7) is connected to the brake housing (9) in a rotationally fixed manner, wherein the braking device (5) is arranged in the braking chamber (10), with a synchronizing device (11) for detachably connecting the first brake partner (6) to the shaft (3), wherein the synchronizing device (11) is arranged in the brake chamber (10) characterized bya shift fork (13) and a synchronous actuator for actuating the shift fork (13), wherein the shift fork (13) is operatively connected to the sliding sleeve (21). [2] Braking device (1) according to claim 1, characterized by that the brake chamber (10) is designed as a wet chamber for accommodating a coolant and / or that the braking device (5) and the synchronizing device (11) are designed as wet-running devices. [3] Braking device (1) according to one of the preceding claims, characterized by that the synchronizing device (11) 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 first braking partner (6), 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 bythat the braking device (5) is designed as a multi-disk braking device. [5] Braking device (1) according to one of the preceding claims, characterized by a brake actuator (25), wherein the brake actuator (25) has an inner ring housing (26) and an outer ring housing (27), wherein an annular hydraulic chamber (28) is formed between the inner ring housing (26) and the outer ring housing (27), wherein the inner ring housing (26) is arranged in a stationary manner and the outer ring housing (27) has a pressure piece section (29), so that when pressure is applied to the hydraulic chamber (28), the outer ring housing (27) with the pressure piece section (29) actuates and / or can actuate the braking device (5). [6] Braking device (1) according to one of the preceding claims, characterized by that the brake housing (9) has a base plate molded part (14) and a cover plate molded part (15), which together delimit the brake chamber (10). [7] Braking device (1) according to claim 6 characterized by a radial seal (17) for the shaft (3), wherein the base plate shaped part (14) forms a receptacle for the radial seal (17), and by a radial bearing device (42) for supporting the shaft (3), wherein the cover plate shaped part (15) forms a receptacle for the radial bearing device (42), wherein the base plate shaped part (14) and the cover plate shaped part (15) are sealingly connected to one another. [8] Braking device (1) according to one of the preceding claims, characterized by that the braking device (1) has fluidic interfaces (31) for coupling to a coolant circuit. [9] Vehicle (2) with a braking device (1) according to one of the preceding claims, characterized by that the braking device (1) is designed as a central brake.

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