Brake device with multiple brake discs and vehicle with the brake device

Abstract

The invention relates to a braking device 10 a, b, c for a vehicle 2, comprising a plurality of brake discs 21a, b, which are arranged coaxially and parallel to one another, wherein the brake discs 21a, b can be coupled to a first brake partner, wherein the brake discs 21a, b each have a hub 22a, b and a brake ring 24a, b, with a brake caliper 26, wherein the brake rings 24a, b are received at least partially in the brake caliper 26, wherein the brake caliper 26 has a fixed brake shoe 27 and a movable brake shoe 28 as brake shoes 20, 27, 28, and wherein the brake rings 24a, b are designed to be axially displaceable relative to the fixed brake shoe 27 in order to come into frictional contact with brake shoes 20, 27, 28 of the brake caliper 26, wherein at least one of the brake discs 21a, b The brake ring 24a, b is designed to be axially displaceable relative to the hub 22a, b in order to come into frictional contact with the brake shoes 20, 27.to come in 28.

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 having this braking device.

[0002] Typical braking systems include one or more disc brakes, usually located close to the wheel. These disc brakes typically have a brake disc with a surface made of the same material as the base material in the friction area. For improved cooling, such brake discs can be perforated or have other openings.

[0003] EP 0 944 509 A1 discloses a suspension and braking unit for a wheel of a motor vehicle, the unit comprising a suspension link having upper and lower fastening devices for retaining devices of the link, and a hub mounted on the suspension link for rotation relative thereto, the hub forming a mounting for the wheel. The unit further comprises a brake disc mounted for rotation with the hub and also mounted for limited movement on the hub in a direction substantially parallel to the axis about which the hub rotates. The unit further comprises friction material linings arranged on opposite sides of the disc and a piston and cylinder unit operable to urge the linings into contact with opposite side surfaces of the disc.to brake the hub and thus the wheel. In some embodiments, two brake discs are also provided. A braking device according to the preamble of claim 1 is known from DE 101 25 208 A1. Further prior art is described in DE 101 21 433 A1, DE 20 43 714 A, and DE 34 46 872 A1.

[0004] It is an object of the present invention to propose a braking device with improved operating characteristics. This object is achieved by a braking device having the features of claim 1 and by a vehicle having the braking device having the features of claim 9. Preferred or advantageous embodiments of the invention emerge from the subclaims, the following description, and the accompanying figures.

[0005] 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.

[0006] The braking device has a plurality of brake discs, wherein the brake discs can be coupled to a first braking partner. The brake discs can, for example, be coupled to a shaft as the first braking partner or can have a shaft integrally formed therein. A torque, in particular drive torque, can be introduced into the braking device via the brake discs and / or a braking torque can be transferred from the braking device. In particular, the brake discs rotate when the vehicle is in motion.

[0007] The brake discs are arranged coaxially and aligned parallel to each other. Particularly preferably, the braking device has exactly two brake discs.

[0008] The brake discs each have a hub and a brake ring. The hub connects the brake disc to the first brake partner. In particular, a shaft for coupling to the first brake partner can be arranged in the hub, either detachably or permanently. In particular, the hub can be formed as a single piece with the shaft.

[0009] The braking device comprises a brake caliper, which forms an actuator for actuating the braking device. The brake discs, in particular the brake rings, are arranged at least partially in the brake caliper, wherein the brake rings can be braked in the brake caliper via a frictional, in particular frictionally engaged, coupling. The brake caliper can be coupled to a second braking partner.

[0010] The brake caliper has a fixed brake shoe and a movable brake shoe. In particular, the brake caliper is designed as a fixed brake caliper and / or a stationary brake caliper. Particularly preferably, the brake caliper is arranged and / or can be arranged on the second brake partner in a manner that is fixed against displacement, particularly in the axial direction, and / or has corresponding interfaces for a fixed arrangement on the second brake partner.

[0011] In order to allow the brake rings sufficient play in the axial direction for positioning relative to the brake caliper, in particular to the stationary brake shoe, the brake rings are arranged so as to be movable, in particular displaceable and / or deflectable and / or floating, relative to the brake caliper, in particular relative to the stationary brake shoe, in the axial direction. During braking, the brake rings must come into friction, in particular frictional engagement with the stationary brake shoe or other brake shoes in the direction of the stationary brake shoe. When the braking device is released, however, it must be possible to space the brake rings in the opposite direction to the stationary brake shoe in order to prevent further braking or dragging. Since the brake caliper and / or the stationary brake shoe are designed to be non-displaceable in the axial direction, this spacing is implemented by the movable brake ring.

[0012] Within the scope of the invention, it is proposed that in at least one of the brake discs, some of the brake discs or all of the brake discs of the braking device, the brake ring is designed to be displaceable relative to the hub in the axial direction in order to come into frictional contact with the brake shoes, in particular with the adjacent brake shoe in the direction of the fixed brake shoe.

[0013] The invention is based on the consideration that, particularly when the braking device is used in a section of the vehicle's drive train in which the speed is higher than at the wheel due to the transmission, it is advantageous to use smaller diameters for the brake disc because the braking torques required are lower in this section of the drive train due to the higher speed. Alternatively, it is advantageous to use braking devices with a smaller diameter for space reasons. However, the use of a brake disc with a smaller diameter leads to the problem that the braking heat is only distributed over the smaller diameter and has to be dissipated. In order to defuse this conflict, it is proposed to increase the number of frictional contacts by using a plurality of brake discs.This distributes the brake heat across several brake discs, thereby improving the operating characteristics of the braking device.

[0014] By using a brake caliper with a fixed brake shoe, system technology can be reduced. In particular, the brake caliper is designed as a single-sided actuator, e.g., a single-piston system, especially a single-piston fixed brake caliper, which acts only on the movable brake shoe. This saves system technology, components, and thus manufacturing costs on the fixed brake shoe side.

[0015] To enable the relative movement between the brake ring and the brake caliper, a displaceability between the hub and the brake ring is proposed for at least one of the brake discs. This measure can advantageously at least reduce the need for displacement of the entire brake disc relative to the brake caliper, in particular relative to the stationary brake shoe.

[0016] It is preferred that the brake disc has a spring device. The spring device is arranged between the hub and the brake ring and enables displacement of the brake ring relative to the hub in the axial direction, wherein the displacement is elastic, so that the brake ring is always returned to a home position. The displacement is thus enabled—even multiple and reversible—by the spring device, which allows deflection of the brake ring in the axial direction toward the brake caliper.

[0017] In a preferred embodiment of the invention, the spring device comprises a plurality of leaf spring elements, wherein the leaf spring elements are connected radially inward to the hub and radially outward to the brake ring. For example, the leaf spring elements are T-shaped, with the upright leg being connected to the hub and the horizontal leg being connected to the brake ring, so that the hub is connected symmetrically to the brake ring in both directions of rotation. The leaf spring elements can be flat in the basic position of the brake disc and are deflected relative to the hub upon axial displacement of the brake ring. The cost-effective and stable design of the spring device enables low-maintenance integration of the braking device into the vehicle.

[0018] In a further development of the invention, the braking device has a shaft, wherein at least one, some, or all of the brake discs are arranged axially displaceably on the shaft. This allows the respective brake disc to be displaced as a whole in the axial direction, so that the brake ring is also designed to be displaceable in the axial direction. The axial displacement on the shaft can be implemented, for example, by the hub and the shaft together forming a plug-in connection in the axial direction. As a result, the hub and thus the brake disc are positively connected to the shaft in the circumferential direction and are displaceable in the axial direction.

[0019] Particularly preferably, the brake discs are designed and / or arranged to be axially displaceable relative to one another and / or relative to the brake caliper. Thus, it is particularly preferred that the brake discs independently position themselves axially via their displaceability on the shaft and, optionally, can be additionally deflected to the required position, particularly in a highly dynamic manner, via a respective spring device in the brake discs, as described above.

[0020] It is therefore particularly preferred that the axial mobility be implemented both by the spring device and by the axial displacement of the brake disc relative to the shaft. The axial displacement allows for compensation of larger distances, e.g., wear-related gaps, between the brake disc and the brake shoe adjacent to the stationary brake shoe, while the axial mobility via the spring device allows for highly dynamic compensation of smaller distances.

[0021] In an advantageous embodiment, the braking device has at least one intermediate brake shoe, wherein the intermediate brake shoe is accommodated in the brake caliper so as to be displaceable in the axial direction and is arranged between two brake discs. In this embodiment, a braking process is initiated such that the displaceable brake shoe is moved onto a first of the brake discs, this is moved in the axial direction via the axial displaceability on the shaft and / or via the spring device, and presses against the intermediate brake shoe. The intermediate brake shoe is displaced in the axial direction and presses against the adjacent brake disc. The adjacent brake disc is moved in the axial direction via the axial displaceability on the shaft and / or via the spring device and presses against the stationary brake shoe.Optionally, additional brake discs and intermediate brake shoes can be arranged in the braking device, with the brake discs and intermediate brake shoes alternating in a stack. In the event that the braking force is insufficient due to the smaller diameter of the brake disc, several brake discs can be used, which are designed similarly to the first brake disc described. In this way, a very compact yet powerful braking device can be created.

[0022] It is particularly preferred that the friction surfaces of the brake shoes, in particular the fixed brake shoe, the movable brake shoe, and / or the intermediate brake shoe, are designed to be smaller than 360°. In particular, these are limited to an angular segment of <180°, preferably smaller than 90°. This design ensures that the brake discs are not completely covered, but rather have the opportunity to dissipate braking heat via the open area. This is thus a measure to increase the dissipation of braking heat and thus improve the operating characteristics of the braking device.

[0023] In a further development, it is proposed that the at least one brake disc has friction lining segments, wherein the friction lining segments are arranged on the brake ring. The friction lining segments come into frictional and / or frictionally engaged contact with the brake caliper. The friction lining segments are, in particular, made of a different material than the brake ring.

[0024] It is further proposed that cooling zones be arranged between the friction lining segments in the circumferential direction. The cooling zones are, in particular, free of friction lining. The cooling zones can be provided in sections between the friction lining segments; preferably, the cooling zones are formed continuously between the friction lining segments. The cooling zones can be implemented as empty zones; alternatively, they can be formed from a material that has better heat dissipation properties than the material of the friction lining segments.

[0025] In particular, the reduction in diameter results in the problem that the brake heat is less efficiently dissipated via the brake discs. This dissipation can be compensated for by using passively cooled friction lining segments. The result is a braking system characterized by improved operating characteristics.

[0026] In a preferred embodiment of the invention, the friction lining segments are firmly bonded to the at least one brake ring. This firmly bonded connection allows the brake disc to be manufactured particularly cost-effectively. The firmly bonded connection also results in a material bond between the friction lining segments and the brake ring, thus improving heat transfer from the friction lining segments to the brake ring.

[0027] In a particularly preferred development of the invention, the at least one brake ring has a support structure, wherein the support structure forms a positive support for the friction lining segments. The positive support is formed in particular in the circumferential direction, since the main load during the braking process occurs in the circumferential direction. For example, the friction lining segments bear along a line which is aligned in the radial direction to the brake disc in order to form the positive support in the circumferential direction. Alternatively or additionally, the friction lining segments bear in the radial direction against the support structure in order to, on the one hand, support centrifugal forces acting on the friction lining segments. On the other hand, the braking process in conjunction with the contact of the friction lining segments in the circumferential direction against the support structure can lead to a radial force outwards on the friction lining segments, which can then be absorbed by the support structure.

[0028] The combination of the material-to-material fastening with the use of the support structure is particularly preferred in order to achieve a load-appropriate attachment of the friction lining segments.

[0029] It is particularly preferred that the friction lining segments are each designed as circular ring segments, with the outer circumference and / or the lateral boundaries being supported on the support structure. The circular ring segments are spaced from one another, in particular by gaps extending in the radial direction, with the support structure being arranged in the gaps.

[0030] 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.

[0031] 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 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.

[0032] 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.

[0033] In one possible embodiment, the drive arrangement comprises an electric drive unit, in particular an electric motor, for generating drive torque for the vehicle. It can be provided that the electric drive unit forms the sole traction unit for the vehicle. Alternatively, the vehicle comprises additional traction units, for example, additional electric drive units and / or an internal combustion engine, for generating drive torque. The drive arrangement preferably provides at least 20%, in particular at least 40%, and especially at least 80% of the drive torque for the vehicle.

[0034] The electric drive motor is preferably assigned to two driven wheels, preferably 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.

[0035] The drive arrangement has a transmission for transmitting the drive torque. Particularly preferably, a transmission is provided from high to low speed, colloquially also referred to as a reduction gear. The transmission is designed to output a transmitted 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 transmission output via which the transmitted drive torque is output in the direction of the at least one driven wheel of the vehicle. Optionally, a distribution transmission, in particular a differential, and / or a summation transmission for combining the transmitted drive torque with other drive torques is connected downstream of the transmission.

[0036] The electric drive motor and the transmission gear are designed in particular as an electric axle.

[0037] 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.

[0038] The braking device is preferably arranged upstream of the transmission in the braking torque path. The braking device is thus located in a section of the drive arrangement in which the drive torque has not yet been transmitted by the transmission. In the preferred embodiment, the speed of the braking device is higher than the speed at the transmission output and / or at the driven wheel. The braking device is therefore particularly preferably arranged close to the drive machine and not close to the wheel. This position leads to two possible advantages: The braking device is arranged in a region in which the speed has not yet been transmitted by the transmission and is therefore higher than at the driven wheel and / or at the transmission output. This reduces the braking torque to be applied by the braking device.

[0039] The close positioning of the brake system makes it easier to encapsulate the brake, preventing pollutants from escaping into the environment. This makes it easier for the drive system, and especially the brake system, to meet the requirements for limiting the permissible emission of particulate matter. The brake system is optionally available in an encapsulated version.

[0040] In a preferred embodiment, the electric drive motor has a rotor shaft, wherein the braking device is connected to the rotor shaft in a braking standby state or permanently rotationally coupled, preferably non-rotatably. Alternatively or additionally, it is claimed that the braking device is operated at the engine speed of the drive motor.

[0041] In a preferred development of the invention, the braking torque path runs via the electric drive motor, wherein the braking device is arranged in the braking torque path upstream of the electric drive motor. The braking torque is thus introduced into the braking torque path by the braking device, passed via the electric drive motor and via the transmission gear, and in particular via the transmission output, then to the at least one driven wheel. Particularly preferably, the rotor shaft is rotationally coupled, preferably non-rotatably, to the braking device on one axial side—either directly or optionally with the interposition of further components—and is connected to the transmission gear on the other side—either directly or optionally with the interposition of further components, preferably non-rotatably.

[0042] From a drive technology perspective, the electric drive motor in this embodiment is located between the braking device and the transmission gear. This arrangement allows for particularly easy integration of the braking device, as there is no need to intervene in the drive torque path. Rather, the braking device can be located on one side of the drive motor and the transmission gear on the other side.

[0043] In an alternative embodiment of the invention, the braking device is arranged in the drive torque path between the prime mover and the transmission. In particular, the braking device acts on a connecting shaft or a connecting shaft section between the prime mover and the transmission. In this configuration, the drive arrangement can be implemented in a particularly compact manner.

[0044] In further alternatives, the braking device is arranged behind the transmission in the drive torque path. In particular, the braking device can be arranged between the transmission and a differential device in the drive torque path.

[0045] In a further alternative embodiment, the braking device is arranged outside the drive torque path. In particular, the transmission input of the transmission gear forms a node, with the drive torque path and the braking torque path meeting for the first time at the node. From a structural perspective, the drive motor is arranged on one axial side of the transmission gear, and the braking device is arranged on the other side of the transmission gear. A drive torque path runs from the electric drive motor to the at least one driven wheel. Furthermore, in this development, a drive torque branch path runs from the drive motor, looped through the transmission gear in an untranslated or translated manner, to the braking device, with a drive torque also being transferable to the braking device.With respect to the drive torque branch path, the braking device forms an end point or dead end, since the drive torque of the electric drive motor is not transmitted through the braking device. In particular, the braking device forms a dead end path for the drive torque branch path.

[0046] Particularly preferably, the drive train is 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 with the rotor axis of the electric axle. The electric axle preferably includes the transmission gear. The braking device can act on the untranslated drive torque and / or be operated at the rotor speed. Alternatively, the braking device can act on the transmitted drive torque and, in particular, be operated at the output speed of the transmission gear.

[0047] In a preferred embodiment of the invention, the braking device and the rotor shaft are arranged coaxially with the main rotational axis, with the braking device having a braking rotational axis aligned coaxially with the rotational axis of the rotor shaft. This implementation allows the drive arrangement to be designed particularly compactly, thus reducing integration costs and improving operating characteristics.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] In a preferred development of the invention, the vehicle has a brake management device for controlling the service brake and the braking device.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] Further features, advantages, and effects will become apparent from the following description of preferred embodiments and the accompanying figures. These show: Fig. 1 is a schematic block diagram of a drive arrangement with a braking device as an embodiment of the invention, Fig. 2a, b, c various embodiments of the drive arrangement from the Fig. 1; Fig. 3 a schematic three-dimensional representation of a braking device such as can be used in the vehicle and / or drive arrangement of the preceding figures; Fig. 4 a, b, c a schematic plan view of the braking device of the Fig. 3 and two sectional views along the section lines A- A and B - B; Fig. 5 a, b a schematic cross-sectional view of the braking device of the Fig. 3 along the section line C - C and a longitudinal section.

[0062] The Fig. Figure 1 shows a schematic block diagram of a drive assembly 1 for a vehicle 2. The vehicle 2 is embodied, for example, as a passenger car. In particular, the vehicle 2 is implemented as an electric vehicle. The drive assembly 1 has an electric drive unit 3, wherein the electric drive unit 3 is designed to generate a drive torque for the vehicle 2. In particular, the drive unit 3 is embodied as an electric motor. Optionally, the drive unit 3 can be used as a generator.

[0063] The drive assembly 1 has a transmission gear 4, which is designed to transmit the drive torque from the prime mover 3, specifically "from high to low." The transmission gear 4 has a transmission output 5 and a transmission input 6, with the rotational speed at the transmission output 5 being lower than at the transmission input 6.

[0064] The vehicle 2 has at least one driven wheel 7. In the illustrated embodiment, the vehicle 2 has two driven wheels 7 on a common axle 8. The transmitted drive torque generated by the transmission 4 is directed toward the driven wheels 7. For example, a differential 9 can also be interposed in the torque flow. Alternatively, only one driven wheel 7 is provided, with the drive arrangement 1 being designed as a single-wheel drive. It is also possible for the drive torque to be distributed among driven wheels 7 on different axles 8.

[0065] A drive torque path 103 is formed, which runs from the drive engine 3 into the transmission input 6 and / or the transmission gear 4 and subsequently leads in particular via the transmission output 5 to the driven wheels 7.

[0066] Optionally, a drive coupling device 40 a, b is provided, wherein the drive coupling device 40 a, b is designed to separate the drive torque path 103 behind the drive machine 3. This allows the drive machine 3 to rotate without any drive torque being transmitted to the transmission output 5 or to the driven wheels 7. Fig. 1 shows two different exemplary embodiments for the position of the drive coupling device 40 a, b. Alternatively, in further exemplary embodiments, the drive coupling device can be arranged in the transmission 4 or downstream of the differential 9. The drive coupling device 40 a is arranged between the drive engine 3 and the transmission 4. If the braking device 10 b is used, the braking device 10 b is arranged upstream of the drive coupling device 40 a in the drive torque path 103. The drive coupling device 40 b is arranged downstream of the transmission output 5 in the drive torque path 103.

[0067] The drive arrangement 1 has a braking device 10 a, b, c, which is designed to generate a braking torque on 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. Fig. 1 shows three different embodiments for the position of the braking device 10 a, b, c as well as for the braking torque paths 100 a, b, c, which are selected alternatively.

[0068] The braking device 10a, 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 10a, b, c can be used to brake the vehicle 1 from a driving speed, for example, greater than 20 km / h, to a standstill.

[0069] 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 with respect to the respective braking torque path 100 a, b, c in the torque flow direction of the braking torque.

[0070] In the first embodiment, the braking device 10a is arranged in the braking torque path 100a upstream of the electric drive motor 3. The braking torque path 100a thus runs from the braking device 10a, which generates the braking torque, via the electric drive motor 3, then via the transmission gear 4 and at least one driven wheel 7.

[0071] In the second exemplary embodiment, the braking device 10 b is arranged in the drive torque path 103 between the drive motor 3 and the transmission 4. The braking torque path 100 b thus runs from the braking device 10 b, 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 100 b.

[0072] In the third exemplary embodiment, the braking device 10c is arranged in the braking torque path 100c with respect to the transmission gear 4 on a different axial side than the drive motor 3. The braking torque path 100c thus runs from the braking device 10c, which generates the braking torque, via the transmission gear 4 to the at least one driven wheel 7. The drive motor 3 is arranged outside the braking torque path 100c.

[0073] What the three positions of the braking device 10a, b, c have in common is that the braking device 10a, b, c is operated at the engine speed of the drive machine 3 or at least at a speed that is not generated via the transmission gear 4. Furthermore, the braking torque is transmitted to two driven wheels, so that the braking device 10a, b, c is designed as a central brake.

[0074] The braking device 10 a, b, c can optionally each have a brake coupling device 39 a, b, c, which enables decoupling of the respective braking device 10 a, b, c from the drive torque path 103 and / or from the respective braking torque path 100 a, b, c. The brake coupling device 39 a, b, c is designed, for example, as a synchronization device, so that the brake coupling device 39 a, b, c can be set either to a braking readiness state or to a freewheeling state. In the braking readiness state, the braking device 10 a, b, c is coupled in and rotates in ready-to-brake mode. In the release state, the braking device 10 a, b, c is uncoupled, so that any drag torques caused by rotating masses of the braking device 10 a, b, c are reduced.

[0075] In addition to the braking device 10a, b, c, the vehicle 2 optionally has a service brake 16. The service brake 16 comprises a friction brake 17, which is configured, for example, as a disc brake or a drum brake near the wheel. The vehicle 2 optionally has a regenerative braking system 18, which is converted into generator mode by the drive motor 3. The regenerative braking system 18 can be used jointly with, but also independently of, the service brake 16.

[0076] With the service brake 16, the vehicle 2 has an approved deceleration system. The braking device 10a, 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 deceleration of the vehicle.

[0077] The drive arrangement 1 optionally has a brake management device 19, wherein the brake management device 19 is configured to control the service brake 16, the optional regenerative brake 18, and the braking device 10a, b, c. The brake management device 19 can be configured, for example, as a digital data processing device and / or as an analog switching device. In an emergency braking state, when a high braking deceleration is required, the brake management device 19 is configured to control the service brake 16, and in particular the friction brake 17, so that the latter assumes the primary braking deceleration. This ensures that the safety-relevant service brake 16 implements the emergency braking in the emergency braking state.

[0078] Furthermore, the brake management device 19 is designed to significantly implement the braking deceleration by the regenerative brake 18 in a regenerative braking state. This improves the energy management of the vehicle 2.

[0079] The brake management device 19 is designed to control the braking device 10 a, b, c and the service brake 16 in a comfort braking state such that the main braking deceleration is carried out primarily or exclusively by the braking device 10 a, b, c. For example, the brake management device 19 is designed, in particular, to implement the comfort braking state when braking the vehicle at lower speeds below 20 km / h, in particular less than 10 km / h, without the service brake 16, in particular without the friction brake 17 and / or exclusively by the braking device 10 a, b, c. Optionally, the recuperation brake 18 can additionally support the comfort braking state. The background to this braking strategy of the comfort braking state is that in low speed states, the recuperation brake 18 no longer works effectively, while at the same time the use of the acoustically disadvantageous friction brake 17 is avoided.

[0080] Alternatively or additionally, the brake management device 19 is designed to control the brake coupling device 39 a, b, c and to control the freewheel state or the brake readiness state.

[0081] Positioning the braking device 10 a, b, c in front of the transmission gear 4 is advantageous because it can be controlled directly with the engine speed. This allows for higher speeds with lower torques in typical applications.

[0082] The Fig. 2 a shows the first embodiment with the braking device 10 a in a schematic, alternative representation.

[0083] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the braking device 10a. In the embodiment shown in the Fig. 2a, a brake rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10a is always rotationally coupled and / or non-rotatably connected to the rotor shaft 11, or in the event that the braking device 10a has the brake coupling device 39a, at least permanently in the braking-ready state. On an axial side of the rotor shaft 11 opposite the braking device 10a, the rotor shaft 11 is non-rotatably connected to the transmission input 6 of the transmission gear 4. Thus, the rotor shaft 11 and thus the drive machine 3 are operatively connected to the braking device 10a on one axial side and to the transmission gear 4 on the other axial side. This positioning enables particularly simple integration and design of the braking 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 gear 4 to the transmission output 5.

[0084] The drive arrangement 1 has the additional module 12a, wherein the additional module 12a has a module housing 13, wherein the braking device 10a is encapsulated by the module housing 13. The drive arrangement 1 further has a main housing 14, wherein at least the drive motor 3 and optionally additionally the transmission gear 4 are arranged in the main housing 14. The main housing 14 can thus enclose an electric axle. The additional module 12a and / or the module housing 13 is detachably connected to the main housing 14. Thus, 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.

[0085] Furthermore, a drive torque counterpath 104 is formed, which runs in particular in the opposite direction to the drive torque path 103 and runs from the electric drive machine 3 via the rotor shaft 11 into the additional module 12a and / or into the braking device 10a. For this drive torque counterpath 104, the additional module 12a and / or the braking device 10a forms a dead-end module and / or an end point. In particular, the additional module 12a and / or the braking device 10a has only a single and / or common torque interface 15, which is designed as an output for the braking torque and / or as an input for the drive torque from the drive machine 3.

[0086] Optionally, the vehicle 2 can additionally have the brake coupling device 39a and / or the drive coupling device 40a, b. These are not shown for graphic reasons.

[0087] The brake management device 19 is signal-connected to the optional regenerative brake 18, the braking device 10a, and the service brake 16. The temperature management device 20 is signal-connected to the braking device 10a and, optionally, additionally to the drive coupling device 40a, b or in another design and / or to the drive motor 3. The vibration management device 38 is signal-connected to the braking device 10a.

[0088] The Fig. 2 b shows the second embodiment with the braking device 10 b in a schematic, alternative representation.

[0089] The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the braking device 10 b. In the embodiment shown in the Fig. 2b, a braking rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10b is always rotationally coupled and / or non-rotatably connected to the rotor shaft 11, or in the event that the braking device 10b has the brake coupling device 39b, at least permanently in the braking-ready state. With respect to the drive torque path 103, the braking device 10b is arranged downstream of the drive motor 3 and upstream of the transmission gear 4. For example, the braking device 10b can be integrated into the main housing 4. This positioning enables a particularly compact integration and design of the braking device 10b and / or the drive arrangement 1. The braking torque path 10b thus runs from the braking device 10b via the transmission gear 4 to the transmission output 5.

[0090] Optionally, the vehicle 2 can additionally have the brake coupling device 39b and / or the drive coupling device 40b or another drive coupling device. These are not shown for graphic reasons.

[0091] The brake management device 19 is signal-connected to the optional recuperation brake 18, the braking device 10 b and the service brake 16.

[0092] The Fig. 2 c shows the third embodiment with the braking device 10 c in a schematic, alternative representation.

[0093] The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the braking device 10a via the transmission gear 4. In the embodiment shown in the Fig. 2c, the brake rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10c is always rotationally coupled and / or non-rotatably connected to the rotor shaft 11, or in the event that the braking device 10c has the brake coupling device 39c, at least in the braking-ready state. The transmission gear 4 is arranged between the drive machine 3 and the braking device 10c with respect to the rotor rotation axis 102 and / or the brake rotation axis 101. Thus, the transmission gear 4 is operatively connected to the drive machine 3 on one axial side and to the braking device 10c on the other axial side. In particular, the braking device 10c rotates at the speed of the drive machine 3.

[0094] This positioning enables a particularly simple integration and design of the braking device 10 c and / or the drive arrangement 1. The braking torque path 100 c thus runs from the braking device 10 c via the transmission gear 4 to the transmission output 5.

[0095] The drive arrangement 1 has the additional module 12 c, wherein the additional module 12 c has a module housing 13, wherein the braking device 10 a is encapsulated in the module housing 13. The drive arrangement 1 further has the main housing 14, wherein at least the transmission gear 4 and optionally additionally the drive motor 3 are arranged in the main housing 14. The additional module 12 c and / or the module housing 13 is detachably connected to the main housing 14. Thus, the additional module 12 c can be easily coupled to the main housing 14 and thus to the transmission gear 4 and / or the electric drive motor 3 for maintenance or retrofitting purposes.

[0096] 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 additional module 12c and / or into the braking device 10d. For this drive torque branch path 105, the additional module 12c and / or the braking device 10c forms a dead-end module and / or an end point. In particular, the additional module 12c and / or the braking device 10c has only a single and / or common torque interface 15, which is designed 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 gear.

[0097] Optionally, the vehicle 2 can supplement the brake coupling device 39c and / or the drive coupling device 40a, b with other drive coupling devices. These are not shown for graphic reasons.

[0098] The brake management device 19 is signal-connected to the optional recuperation brake 18, the braking device 10 c and the service brake 16.

[0099] The Fig. 2 a shows the first embodiment with the braking device 10 a in a schematic, alternative representation.

[0100] The drive machine 3 has a rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the braking device 10a. In the embodiment shown in the Fig. 2a, a brake rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10a is always rotationally coupled and / or non-rotatably connected to the rotor shaft 11, or in the event that the braking device 10a has the brake coupling device 39a, at least permanently in the braking-ready state.

[0101] On an axial side of the rotor shaft 11 opposite the braking device 10a, the rotor shaft 11 is rotationally fixedly connected to the transmission input 6 of the transmission gear 4. Thus, the rotor shaft 11 and thus the drive motor 3 are operatively connected to the braking device 10a on one axial side and to the transmission gear 4 on the other axial side. This positioning enables particularly simple integration and design of the braking device 10a and / or the drive arrangement 1. The braking torque path 100a thus runs from the braking device 10a via the drive motor 3 and the transmission gear 4 to the transmission output 5.

[0102] The drive arrangement 1 has the additional module 12a, wherein the additional module 12a has a module housing 13, wherein the braking device 10a is encapsulated by the module housing 13. The drive arrangement 1 further has a main housing 14, wherein at least the drive motor 3 and optionally additionally the transmission gear 4 are arranged in the main housing 14. The main housing 14 can thus enclose an electric axle. The additional module 12a and / or the module housing 13 is detachably connected to the main housing 14. Thus, 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.

[0103] Furthermore, a drive torque counterpath 104 is formed, which runs in particular in the opposite direction to the drive torque path 103 and runs from the electric drive machine 3 via the rotor shaft 11 into the additional module 12a and / or into the braking device 10a. For this drive torque counterpath 104, the additional module 12a and / or the braking device 10a forms a dead-end module and / or an end point. In particular, the additional module 12a and / or the braking device 10a has only a single and / or common torque interface 15, which is designed as an output for the braking torque and / or as an input for the drive torque from the drive machine 3.

[0104] Optionally, the vehicle 2 can additionally have the brake coupling device 39a and / or the drive coupling device 40a, b. These are not shown for graphic reasons.

[0105] The brake management device 19 is signal-connected to the optional recuperation brake 18, the braking device 10 a and the service brake 16.

[0106] The Fig. 2 b shows the second embodiment with the braking device 10 b in a schematic, alternative representation.

[0107] The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the braking device 10 b. In the embodiment shown in the Fig. 2b, a braking rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10b is always rotationally coupled and / or non-rotatably connected to the rotor shaft 11, or in the event that the braking device 10b has the brake coupling device 39b, at least permanently in the braking-ready state. With respect to the drive torque path 103, the braking device 10b is arranged downstream of the drive motor 3 and upstream of the transmission gear 4. For example, the braking device 10b can be integrated into the main housing 4. This positioning enables a particularly compact integration and design of the braking device 10b and / or the drive arrangement 1. The braking torque path 10b thus runs from the braking device 10b via the transmission gear 4 to the transmission output 5.

[0108] Optionally, the vehicle 2 can additionally have the brake coupling device 39b and / or the drive coupling device 40b or another drive coupling device. These are not shown for graphic reasons.

[0109] The brake management device 19 is signal-connected to the optional recuperation brake 18, the braking device 10 b and the service brake 16.

[0110] The Fig. 2 c shows the third embodiment with the braking device 10 c in a schematic, alternative representation.

[0111] The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and / or rotationally fixedly connected to the braking device 10a via the transmission gear 4. In the embodiment shown in the Fig. 2c, the brake rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10c is always rotationally coupled and / or non-rotatably connected to the rotor shaft 11, or in the event that the braking device 10c has the brake coupling device 39c, at least in the braking-ready state. The transmission gear 4 is arranged between the drive machine 3 and the braking device 10c with respect to the rotor rotation axis 102 and / or the brake rotation axis 101. Thus, the transmission gear 4 is operatively connected to the drive machine 3 on one axial side and to the braking device 10c on the other axial side. In particular, the braking device 10c rotates at the speed of the drive machine 3.

[0112] This positioning enables a particularly simple integration and design of the braking device 10 c and / or the drive arrangement 1. The braking torque path 100 c thus runs from the braking device 10 c via the transmission gear 4 to the transmission output 5.

[0113] The drive arrangement 1 has the additional module 12 c, wherein the additional module 12 c has a module housing 13, wherein the braking device 10 a is encapsulated in the module housing 13. The drive arrangement 1 further has the main housing 14, wherein at least the transmission gear 4 and optionally additionally the drive motor 3 are arranged in the main housing 14. The additional module 12 c and / or the module housing 13 is detachably connected to the main housing 14. Thus, the additional module 12 c can be easily coupled to the main housing 14 and thus to the transmission gear 4 and / or the electric drive motor 3 for maintenance or retrofitting purposes.

[0114] 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 additional module 12c and / or into the braking device 10d. For this drive torque branch path 105, the additional module 12c and / or the braking device 10c forms a dead-end module and / or an end point. In particular, the additional module 12c and / or the braking device 10c has only a single and / or common torque interface 15, which is designed 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 gear.

[0115] Optionally, the vehicle 2 can supplement the brake coupling device 39c and / or the drive coupling device 40a, b with other drive coupling devices. These are not shown for graphic reasons.

[0116] The brake management device 19 is signal-connected to the optional recuperation brake 18, the braking device 10 c and the service brake 16.

[0117] The Fig. Figure 3 shows a schematic three-dimensional representation of the braking device 10 a, b, c as it can be integrated into the previously illustrated drive assembly 1 and / or into the vehicle 2. In the braking device 10 b, the rotor shaft 11 is optionally looped through to the transmission gear 4.

[0118] The braking device 10 a, b, c has a plurality of brake discs 21 a, b, in this exemplary embodiment two. The brake discs 21 a, b are aligned coaxially with one another and with the axis of rotation of the braking device 10 a, b, c. The brake discs 21 a, b can be coupled to the rotor shaft and / or any shaft as the first braking partner. The brake discs 21 a, b thus provide the torque interface 15. Each of the brake discs 21 a, b has a hub 22 a, b and a brake ring 24 a, b. Friction lining segments 25 a, b are arranged on the brake ring 24 a, b as friction linings, which extend in the circumferential direction around the main axis of rotation 106 or the axis of rotation of the braking device 10 a, b. In this exemplary embodiment, the hub 22 a, b provides a plug-in receptacle 34 a, b for a shaft, in particular the rotor shaft 11. In alternative embodiments, the hub 22 a, b can also be formed in one piece or in multiple pieces with one or the shaft.The design as a plug-in receptacle 34 a, b, which is designed to be form-fitting in the direction of rotation, enables an axial displacement of the brake discs 21 a, b on the shaft, in particular the rotor shaft 11. The brake discs 21 a, b are accommodated in a brake caliper 26.

[0119] A spring device 23a, b is arranged between the hub 22a, b and the brake ring 24a, b. The brake discs 21a, b rotate in particular at the speed of the rotor shaft 11.

[0120] The spring device 23a, b connects the hub 22a, b to the brake ring 24a, b and is designed such that the brake ring 24a, b can be displaced relative to the hub 22a, b in the axial direction to the main axis of rotation 106 or the axis of rotation of the braking device 10a, b, c. In particular, the displacement is designed to be restoring and / or reversible, so that the brake disc 21a, b returns, in particular springs back, to a basic position or setting without external forces.

[0121] As can be seen from the summary of the Fig. As shown in Figures 4a, b, c, the braking device 10a, b, c comprises the brake caliper 26, wherein a fixed brake shoe 27 is arranged stationary in the brake shoe caliper 26. The brake shoe caliper 26 is thus designed as a fixed caliper. Furthermore, the braking device 10 comprises a displaceable brake shoe 28, wherein the displaceable brake shoe 28 is received in the brake shoe caliper 26 so as to be displaceable in the axial direction. Furthermore, the brake caliper 26 comprises an intermediate brake shoe 20, wherein the intermediate brake shoe 20 is mounted so as to be displaceable in the axial direction between the brake discs 21a, b in the brake caliper 26.

[0122] By axially displacing the movable brake shoe 28 toward the brake shoe caliper 26, the brake ring 24a and / or the brake disc 21a are initially pressed axially against the intermediate brake shoe 20. This is displaced axially and presses against the brake disc 21b and / or the brake ring 24b. This then presses against the fixed brake shoe 27. Upon further application of pressure or a braking force to the movable brake shoe 28, the brake discs 21a, b, in particular the brake rings 24a, b, with the friction lining segments 25a, b, enter into frictional engagement with the fixed brake shoe 27, the intermediate brake shoe 20, and the movable brake shoe 28.

[0123] The spring device 23 a, b allows the brake caliper 26 and in particular the fixed brake shoe 27 to remain stationary and both the brake rings 24 a, b and the movable brake shoe 28 can be pressed against the brake caliper 26 and / or the fixed brake shoe 27 with the intermediate brake shoe 20 interposed. In the event that the brake discs 21 a, b are arranged on the shaft, in particular the rotor shaft 11, via the plug-in receptacle 34 a, b, the axial displacement is implemented by an interaction between the plug-in receptacle 34 a, b and the spring devices 23 a, b.

[0124] The brake device 10 a, b, c is designed as a dry brake system, so that no coolant is present between the brake shoes 20, 27, 28 and the brake rings 24 a, b.

[0125] The braking device 10a, c has a hydraulic actuator 35, wherein the hydraulic actuator 35 is configured to actuate the braking device 10a, b, c. In particular, the actuator 35 presses against the movable brake shoe 28.

[0126] The brake calliper 27 and / or the braking device 10 a, b, c and / or the module housing 13 can be connected to the second braking partner, such as the main housing 14, in a rotationally fixed manner and, in particular, also in a displacement-resistant manner in the axial direction.

[0127] The Fig. 5 a, b show a schematic cross-sectional view and a longitudinal section view of the braking device 10 a, b, c, which together with the Fig. 3 and Fig.4a. It can be seen in particular from the illustrations that the spring device 23a, b consists of or has a plurality, here three, of leaf spring elements 33a, b, wherein the leaf spring elements 33a, b are T-shaped and are connected radially inwardly to the hub 22a, b via the upright leg of the "T" and radially outwardly to the brake ring 24a, b at the free end points of the lying leg of the "T". This connection makes it possible for the brake ring 24a, b to be deflected in the axial direction via the leaf spring elements 33a, b relative to the hub 22a, b.

[0128] The figures show the hub 22a, b with the toothing of the plug-in receptacle 34a, b to a drive axle, such as the rotor shaft 11. Preferably, three leaf springs are attached to the hub 22a, b as leaf spring elements 33a, b, which have a T-shape and are thus "pulled" in both directions of rotation. These are in turn attached to the brake rings 24a, b and allow a flexible connection of the brake discs 21a, b or the brake rings 24a, b to the drive axle. This design has the advantage that the brake discs 21a, b can be pressed as parallel as possible between the brake shoes 20, 27, 28 thanks to the axially flexible connection, and shape and position tolerances between the components can be compensated.

[0129] The friction lining segments 25a, b are attached to the brake disc 21a, b on both ends in a ring-shaped arrangement. Upon axial displacement, these segments come into contact with the axially displaceable brake shoe 27 and the axially fixed brake shoe 28, as well as the intermediate brake shoe 20.

[0130] The friction lining segments 25 a, b alternate in the circumferential direction with cooling areas 29, which are aligned radially to the rotational axis of the brake discs 21 a, b. The cooling areas 29 improve heat dissipation into the environment. The friction lining segments 25 a, b are attached, for example, by a material bond, to the respective brake ring 24 a, b of the brake disc 21 a, b.

[0131] Optionally, the respective brake ring 24a, b has a support structure 30, wherein the support structure 30 individually accommodates the friction lining segments 25a, b and supports them in the circumferential direction and / or in at least one radial direction. For this purpose, the support structure 30 has radially extending webs 31 in the cooling areas 29 and webs 32 extending in the circumferential direction, which radially bear against the friction lining segments 25a, b. The friction lining segments 25a, b are designed in the shape of circular ring segments.

[0132] The brake calliper 26 and / or the brake shoes 20, 27, 28 extend only over an angular segment which is less than 90°, so that an improved dissipation of the brake heat is enabled compared to a 360° coverage.

[0133] One or preferably several compression springs act between the axially movable brake shoe 28, the intermediate brake shoe 20 and the fixed brake shoe 20, 27, 28, which ensure that the clearance is sufficiently large and that the brake discs 21 a, b with the brake pads 25 a, b can rotate freely. List of reference symbols 1 drive arrangement 2 vehicles 3 electric drive motor 4 transmission gears 5 Gearbox output 6 Gearbox input 7 driven wheels 8 axis 9 Differential 10 a, b, c braking device 11 Rotor shaft 12 a, c Additional module 13 module housings 14 Main housing 15 Torque interface 16 Service brake 17 Friction brake 18 Regenerative braking 19 Brake management device 20 intermediate brake shoe 21 a, b brake disc 22a, b hub 23a, b spring device 24a, b brake ring 25a, b Friction lining segments 26 brake caliper 27 fixed brake shoe 28 movable brake shoes 29 cooling areas 30 Support structure 31 radial webs 32 circumferential webs 33a, b leaf spring elements 34 a, b plug-in socket 39a, b, c brake coupling device 40 a, b drive coupling device 100 a, b, c braking torque path 101 Brake rotation axis 102 Rotor rotation axis 103 Drive torque path 104 Drive torque counter path 105 Drive torque branch path

Claims

[1] Braking device (10 a, b, c) for a vehicle (2), with a plurality of brake discs (21a, b) which are arranged coaxially and parallel to one another, wherein the brake discs (21a, b) can be coupled to a first brake partner, wherein the brake discs (21a, b) each have a hub (22a, b) and a brake ring (24a, b), with a brake calliper (26), wherein the brake rings (24a, b) are accommodated in the brake calliper (26) at least in sections, wherein the brake calliper (26) has a fixed brake shoe (27) and a displaceable brake shoe (28) as brake shoes (20, 27, 28), and wherein the brake rings (24a, b) are designed to be displaceable in the axial direction relative to the fixed brake shoe (27) in order to come into frictional contact with brake shoes (20, 27, 28) of the brake calliper (26), wherein in at least one of the brake discs (21a, b) the brake ring (24a, b) is designed to be displaceable in the axial direction relative to the hub (22a, b) in order to come into frictional contact with the brake shoes (20, 27, 28), characterized by in that the at least one brake disc (21a, b) has a spring device (23a, b), wherein the spring device (23a, b) is arranged between the hub (22a, b) and the brake ring (24a, b) and enables a displacement of the brake ring (24a, b) relative to the hub (22a, b) in the axial direction to a main axis of rotation (106). [2] 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 shaft, wherein the at least one brake disc (21a, b) is arranged axially displaceably on the shaft. [3] Braking device (10 a, b, c) according to one of the preceding claims, characterized bythat it has at least one intermediate brake shoe (20), wherein the intermediate brake shoe (20) is displaceable in the axial direction and is arranged between two brake discs (21a, b). [4] Braking device (10 a, b, c) according to one of the preceding claims, characterized by that a friction surface of the fixed brake shoe (27), the movable brake shoe (28) and / or the intermediate brake shoe (20) is limited to an angular segment of less than 180. [5] Braking device (10 a, b, c) according to claim 4, characterized by that a friction surface of the fixed brake shoe (27), the movable brake shoe (28) and / or the intermediate brake shoe (20) is limited to an angular segment of less than 90°. [6] Braking device (10 a, b, c) according to one of the preceding claims, characterized bythat the brake disc (21a, b) has friction lining segments (25a, b) for frictional coupling, wherein the friction lining segments (25a, b) are arranged on the brake ring (24a, b) and wherein cooling regions (29) are arranged between the friction lining segments (25a, b) in the direction of rotation. [7] Braking device (10a, b, c) according to claim 6, characterized by that the friction lining segments are firmly attached to the brake ring (24a, b). [8] Braking device (10a, bc) according to one of claims 5 to 7, characterized by in that the brake ring (24a, b) has a support structure (30), wherein the friction lining segments (25a, b) on the brake ring (24a, b) are positively supported on the support structure (30) in the circumferential direction and / or in at least one radial direction on the circumference of the friction lining segments (25a, b). [9] Vehicle (2), characterized by at least one braking device (10 a, b, c) according to one of the preceding claims. [10] Vehicle (2) according to claim 9, characterized by that the braking device (10 a, b, c) is designed as a central brake.

Images