Multi-disc brake system for a vehicle and vehicle with the multi-disc brake system

Abstract

The invention relates to a multi-plate brake device 1 for a vehicle 32 with a steel lamella carrier 2 and a plurality of steel lamellae 3, wherein the steel lamellae 3 are arranged on the steel lamella carrier 2, and with a lining lamella carrier 4 and a plurality of lining lamellae 5, wherein the lining lamellae 5 are arranged on the lining lamella carrier 4, wherein the steel lamellae 3 and the lining lamellae 5 form a lamella pack 8, with an actuating device 9 for generating an actuating force which axially compresses the lamella pack 8 to generate a braking torque, and with a cooling device 9 closed off from the lamella pack 8 for cooling the steel lamella carrier 2 with a coolant.

Description

[0001] The invention relates to a multi-disc brake device for a vehicle with the features of claim 1. The invention also relates to a vehicle with the multi-disc brake device.

[0002] While conventional vehicles typically use friction brakes located close to the wheels or selectively assigned to specific wheels, electric and hybrid vehicles offer new possibilities for braking systems due to changes in the powertrain. For example, it is known to use a centrally located brake in an electric powertrain that acts on at least two of the vehicle's wheels.

[0003] German patent application DE 10 2021 205 073 A1, which represents the closest prior art, discloses a passenger car with electric rear-wheel drive, comprising a drive system including power electronics, an electric motor, a transmission, and a differential, together forming an electric axle, and two side shafts connected to the differential, each with a rear wheel attached to its free end, and a braking system. The braking system includes a central brake located within the electric axle between the electric motor and the differential.

[0004] It is an object of the present invention to propose a multi-disc brake device for a vehicle which has improved functional behavior.

[0005] This problem is solved by a multi-disc brake device with the features of claim 1 and by a vehicle with the features of claim 10. Preferred or advantageous embodiments of the invention will become apparent from the dependent claims, the following description, and the accompanying figures.

[0006] The invention relates to a lamellar brake device which is suitable / designed for a vehicle.

[0007] The vehicle is preferably designed as a hybrid vehicle or, even more preferably, as a battery electric vehicle (BEV). The vehicle is, for example, a passenger car, minibus, light commercial vehicle, or the like. Particularly preferably, the vehicle is classified as a vehicle of class M1 or N1 according to Regulation (EU) 2018 / 858. In particular, the vehicle is designed as a road vehicle and / or approved and / or suitable for road use. For example, the vehicle can reach a maximum speed of more than 80 km / h, preferably more than 120 km / h, and particularly more than 140 km / h. In the most general embodiment of the invention, the vehicle can have an internal combustion engine and / or an electric drive motor for generating traction torque and / or drive torque for the vehicle. Particularly preferably, the vehicle is designed as a hybrid vehicle or as a battery electric vehicle.The multi-disc brake device has, in particular, the function of applying a braking torque to at least one of the vehicle's wheels.

[0008] The multi-plate brake device comprises a steel plate carrier, which supports a plurality of steel plates. Preferably, the steel plates are arranged to be displaceable in an axial direction on or within the steel plate carrier. However, it is preferred that the steel plates have good thermal contact with the steel plate carrier. The steel plates have friction surfaces, which are preferably formed from the base material of the steel plates, namely steel. In this way, the braking heat generated at the steel plates can be dissipated particularly well and easily into the base body of the steel plates and transferred to the steel plate carrier via the good thermal contact.

[0009] The steel plates are arranged on the steel plate carrier in a rotationally fixed manner around an axis of rotation of the disc brake device, preferably by a positive locking mechanism. For example, the disc brake device has at least or exactly two, three or more steel plates.

[0010] The multi-disc brake device comprises a friction plate carrier and a plurality of friction plates. The friction plates are arranged on the friction plate carrier. In particular, the friction plates are arranged to be axially displaceable on the friction plate carrier. The friction plates are arranged on the friction plate carrier in a rotationally fixed manner, in particular by a positive locking mechanism. The friction plates preferably each have a base body on which a friction lining is formed. Alternatively, the friction plates are made of a base material whose surface forms the friction lining.

[0011] The steel lamellae and the lining lamellae form a lamella pack. Specifically, the steel lamellae and the lining lamellae are arranged alternately within the lamella pack. This creates friction zones between the steel lamellae and the lining lamellae, allowing a friction lining from the lining lamellae to press against the surface, particularly the steel surface, of the steel lamellae.

[0012] The multi-disc brake device has an actuating device for generating an actuating force, wherein the actuating force is generated such that the multi-disc assembly is axially compressed to generate a braking torque. The actuating device can be designed as an electric, electromechanical, pneumatic, or, most preferably, hydraulic actuating device. The actuating force is provided, in particular, in the axial direction.

[0013] The invention proposes that the multi-plate brake device includes a cooling device for cooling the steel plate carrier with a coolant, in particular a liquid coolant. The cooling device is arranged on or integrated into the steel plate carrier. In particular, the steel plate carrier itself forms the cooling device. The coolant is, in particular, a liquid coolant which flows through the cooling device to cool the steel plate carrier and thus the multi-plate brake device. The cooling device is fluidically sealed from the plate pack, so that the coolant cannot flow from the cooling device to the plate pack. In particular, the plate pack is arranged outside of any wet area of ​​the cooling device and / or is coolant-insulated.

[0014] One aspect of the invention is that by using a multi-plate brake system, the number of friction areas can be increased, thus allowing the diameter of the individual plates to be kept small. However, with an increased number of plates, the dissipation of the heat energy generated during braking becomes more difficult. To prevent the plates from overheating during operation, a cooling device is provided through which the coolant flows, thereby enabling a dry braking system in principle. The use of steel plates allows for particularly good and efficient heat transfer from the friction areas to the cooling device. This results in a multi-plate brake system with improved performance.

[0015] In a preferred embodiment of the invention, the steel fin carrier is designed as an inner fin carrier. The coating fin carrier, on the other hand, is designed as an outer fin carrier. In this embodiment, the cooling device is arranged radially inward to the fin pack.

[0016] In a preferred embodiment of the invention, the steel lamellar carrier is designed as an internal rotor within the multi-disc brake assembly. Thus, the steel lamellar carrier rotates within the multi-disc brake assembly, whereas the lining lamellar carrier is preferably stationary. Preferably, the cooling device is integrated into the steel lamellar carrier so that the cooling device also rotates completely or at least partially.

[0017] For example, the steel vane carrier, in particular the inner rotor, can be designed as a hub, with the hub having receptacles for the steel vanes on the radial outside and the cooling device radially inside.

[0018] It is particularly preferred that the multi-disc brake device has a rotary feedthrough for supplying the coolant via the inner rotor and / or the hub. In this way, the coolant can be introduced into the rotating inner rotor or the rotating hub. For example, an axially extending bore is formed in the inner rotor or the hub, which is supplied with coolant via a stationary section of the rotary feedthrough. This allows the coolant to be supplied in a simple and reliable manner.

[0019] It is preferred that the inner rotor has an annular groove for guiding the coolant within the inner rotor, wherein the annular groove has an annular axial opening. The annular groove and / or the annular axial opening is / are arranged coaxially with the axis of rotation of the multi-disc brake device.

[0020] Furthermore, the multi-disc brake assembly has a cover device, which is arranged in a stationary position. For example, the cover device is arranged on a brake housing of the multi-disc brake assembly. The cover device is designed to seal the annular axial opening and to provide a coolant return path. For example, the cover device has one or more axial passages through which the coolant can be returned. Preferably, the brake housing has at least one return opening that is complementary to the passage, through which the coolant can be returned. The annular groove with the cover device forms the cooling system in the inner rotor.

[0021] In a preferred embodiment of the invention, the cover device is designed as an annular disk. For example, the cover device can be made of plastic or sheet metal. An inner sealing collar is arranged on the inner circumference, extending axially. The inner rotor has an inner groove designed to receive the inner sealing collar. The inner groove and the inner sealing collar together form an inner labyrinth seal, sealing the annular groove radially inwards. Alternatively or additionally, an outer sealing collar is arranged on the outer circumference of the cover device, also extending axially. The inner rotor has an outer groove for receiving the outer sealing collar. The outer groove and the outer sealing collar together form an outer labyrinth seal, sealing the annular groove radially outwards.The circular ring disc may contain a passage which provides return flow for the coolant.

[0022] In an alternative embodiment of the invention, the steel lamella carrier is designed as an inner stator, while the coating lamella carrier is implemented as an outer rotor. In this embodiment, the coating lamella carrier is rotationally fixed to the hub of a feed shaft or to the feed shaft itself. This embodiment has the advantage that the steel lamella carrier can be cooled particularly easily with the cooling device, since the rotary feedthrough can be omitted.

[0023] In another embodiment of the invention, the steel lamellar carrier is designed as an outer stator and the friction material carrier as an inner rotor. This embodiment can be implemented particularly easily by having the steel lamellar carrier and the cooling device together form the brake housing for the multi-disc brake assembly. Conversely, it is advantageous to arrange the friction material carrier with the friction material radially inwards. This arrangement would have the advantage that the friction material is located on the smallest possible diameter, which can be beneficial with regard to the risk of the friction material bursting under overload.

[0024] Preferably, the multi-plate brake device has the brake housing, wherein the multi-plate pack is in particular dustproof encapsulated in the brake housing, so that fine dust emission from brake abrasion is prevented.

[0025] Another aspect of the invention relates to a vehicle with the lamellar brake device as previously described or according to one of the preceding claims.

[0026] A further, optional aspect of the invention relates to a drive arrangement for a vehicle. The drive arrangement comprises a functional assembly with a housing and the multi-disc brake device as previously described, wherein the multi-disc brake device is preferably fixed to the housing as a self-retaining module. In particular, the brake housing can be flanged to the housing of the functional assembly.

[0027] Particularly preferably, the functional assembly is connected to and / or connectable to a coolant circuit, wherein the multi-plate brake device is indirectly fluidically connected to and / or linked to the coolant circuit via the functional assembly. This embodiment allows the multi-plate brake device to operate without requiring its own connection to the coolant circuit, instead being supplied by the functional assembly.

[0028] The functional assembly is particularly preferably designed as a differential or as an electric axle.

[0029] If the functional assembly is configured as a differential, the multi-plate brake device can be operatively connected to one of the differential's inputs. In this case, both outputs of the differential can be braked via a single multi-plate brake device. Alternatively, the drive arrangement has two multi-plate brake devices, with one assigned to each output. In this configuration, the outputs can be subjected to different braking torques, allowing the multi-plate brake devices to function as brake actuators for torque vectoring, i.e., a controlled distribution of the drive torque and / or braking torque to the wheels operatively connected to the outputs. Control is achieved, for example, by a suitable control unit.

[0030] If the functional assembly is designed as an electric axle, the electric axle can include an electric motor and, optionally, a transmission, the transmission being arranged in a drive torque path downstream of the electric motor. The transmission is specifically designed to reduce the rotational speed and / or to convert from high to low speed. In particular, it is a reduction gear. The multi-disc brake device can, for example, be rotationally fixed to and / or connectable to the rotor shaft of the electric motor, so that the rotational speed of the rotor shaft and the brake drum are the same when connected. This has the advantage that the rotational speeds are comparatively high, so that only low braking torques need to be applied.Alternatively, and with the same advantage, the multi-plate brake device can be operatively connected to an input of the transmission. It is also possible for the multi-plate brake device to be arranged between the transmission and the differential, acting on either the output of the transmission or the input of the differential.

[0031] A further aspect of the invention relates to a vehicle as previously described, wherein the vehicle has at least one multi-disc brake device as previously described. The multi-disc brake device can, for example, be arranged in a wheel-selective or axle-selective manner. Thus, each wheel, in particular the driven wheels and / or the non-driven wheels, can be assigned such a multi-disc brake device. It can also be provided that a corresponding multi-disc brake device is assigned to a vehicle axle as a whole, acting on both wheels of the vehicle axle. The vehicle axle can be designed as a driven or as a passive vehicle axle.

[0032] In a preferred embodiment of the invention, the vehicle has the drive arrangement, wherein the multi-disc brake device is configured as a central brake within the drive arrangement. In particular, the multi-disc brake device acts on all wheels of the vehicle that are driven and / or can be driven by the drive arrangement. Specifically, 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. Preferably, the brake device rotates at the rotor speed.

[0033] The multi-disc brake device is specifically designed as a dynamic multi-disc brake device and / or as a multi-disc brake device for actuation while the vehicle is in motion. In particular, the multi-disc brake device is not designed as a parking brake, or at least not as a purely parking brake.

[0034] A braking torque path runs from the multi-disc brake device to the at least one driven wheel. Thus, the braking torque is generated by the multi-disc brake device and transmitted via the braking torque path to the at least one driven wheel.

[0035] The multi-disc brake device is preferably arranged coaxially to the rotor axis of the electric axle. The vehicle preferably has a service brake, wherein the multi-disc brake device is designed as a complementary brake to the service brake and / or a supplementary multi-disc brake device to the service brake. This proposes a particularly advantageous application of the drive arrangement: Preferably, the service brake on the vehicle is designed as a friction brake, in particular as a dry friction brake, specifically as a disc and / or drum brake.

[0036] During deceleration typical in urban traffic, the majority of the braking task is handled by the friction brakes or the regenerative brakes. Shortly before the vehicle comes to a complete stop, the use of the regenerative brakes is technically ineffective; in this case, the friction brakes provide either the majority or the entire required braking power.

[0037] In vehicles with an electric drive motor, the masking noise of a combustion engine is absent; in hybrid vehicles, the combustion engine may be deactivated. Previously insignificant operating noises of the vehicle are now perceived by the driver and can be considered disturbing. Therefore, a reduction in noise emissions leads to an improvement in operating characteristics.

[0038] Regulations (for example, UNECE 13H for vehicle class M1) also impose strict safety requirements on the service brake with regard to emergency braking, hot braking performance, and reliability. Further requirements are expected in the future, most notably the restriction of permissible particulate matter emissions from the brakes.

[0039] This tension gives rise to a conflict of objectives: The friction brake must be able to meet safety requirements, exhibit good acoustic performance, and simultaneously reduce the emission of particulate matter. In emergency braking situations, however, brake noise is negligible. Here, the focus is solely on preventing accidents, i.e., damage to property and / or personal injury.

[0040] This conflict of objectives is mitigated by the vehicle's comprehensive drive system, which incorporates a multi-disc brake system: The multi-disc brake system, acting as a complementary and / or redundant brake, intervenes, for example, in urban environments where the friction brake can no longer resolve the conflict and / or the regenerative brake is no longer applicable. It is emission-free and / or exhibits positive acoustic characteristics.

[0041] Since the multi-disc brake system, as a complementary and / or supplementary multi-disc brake system, still requires a conventional service brake (for example, a disc or drum brake), the safety-relevant requirements remain with the service brake, particularly the friction brake. This improves the operating characteristics of the drive system and / or the vehicle, taking into account safety and / or environmental requirements.

[0042] Towards the end of the deceleration process, the main braking deceleration can be generated by the service brake. This must be designed for safe, controlled emergency braking from high speeds with a short braking distance, while also ensuring that braking from lower speeds does not produce noises perceived as disturbing by the driver. Since the multi-disc brake system can replace the friction brake during braking from lower speeds, manufacturers of friction brakes can focus their optimization efforts on controlled emergency braking and gain new opportunities for improvement in vehicles with this drive configuration. During emergency braking, the acoustic behavior is of secondary importance compared to everyday braking in urban traffic.Since the multi-disc brake device preferably does not claim a safety function - the service brake remains intact and fully functional - it can be arranged in front of the transmission.

[0043] In a preferred embodiment of the invention, the vehicle has a brake management device for controlling the service brake and the multi-disc brake device.

[0044] The brake management system is preferably configured to implement an emergency braking state, wherein in the emergency braking state the service brake, in particular the friction brake, brings the vehicle to a standstill, wherein in the emergency braking state at least the main braking deceleration or the exclusive braking deceleration is implemented by the friction brake of the service brake. This ensures that all safety requirements are met.

[0045] Alternatively or additionally, the brake management system is designed to implement a regenerative braking state, whereby at least part of the braking deceleration is achieved through regenerative braking. This enables environmentally conscious and comfortable driving.

[0046] Alternatively or additionally, the brake management system is configured to implement a comfort braking mode, whereby the primary braking deceleration is achieved by the multi-disc brake system to bring the vehicle to a standstill. In particular, the brake management system is configured to implement the comfort braking mode at speeds below 20 km / h, especially below 15 km / h, and / or even at speeds above 10 km / h. At these speeds, regenerative braking is no longer effective, and the multi-disc brake system is used instead of the friction brake. In the comfort braking mode, the vehicle is brought to a standstill with no or only minimal noise emission, as this is achieved entirely or largely by the multi-disc brake system.

[0047] An optional subject matter of the invention relates to a method for operating the vehicle with the drive arrangement as previously described, wherein at least one of the operating states is implemented by the brake management device.

[0048] The vehicle, particularly when configured as an electric vehicle, optionally features a thermal management system. This system includes at least one power consumer, configured to transfer heat energy from the multi-plate brake system to the power consumer. In this configuration, the dissipated heat energy is not simply released into the environment; instead, the system attempts to utilize the heat energy at the power consumer to improve the electric vehicle's environmental performance and efficiency. For example, the power consumer could be a heater for the passenger compartment, a preheater for a transmission, a battery, and / or an engine or other vehicle components.

[0049] 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 lamellar brake device as an embodiment of the invention; Fig. 2 a schematic three-dimensional top view of the lamellar brake device in the Fig. 1; Fig. 3 a schematic block diagram of a vehicle with the multi-disc brake device in different positions; Fig. 4 a, b, c three different variants of the multi-disc brake device as installed in the vehicle of the Fig. 3 can be used.

[0050] The Fig. Figure 1 shows a lamellar brake device 1 in a schematic longitudinal section view along a rotation axis 100 of the lamellar brake device 1.

[0051] The multi-plate brake device 1 has a steel plate carrier 2 onto which a plurality of steel plates 3 are mounted. The steel plates 3 have axially oriented friction surfaces, the friction surfaces being formed from the base material of the steel plates, i.e., steel. The steel plates 3 are arranged to be axially displaceable on the steel plate carrier 2 with respect to the axis of rotation 100. As can be seen in particular from the Fig. Figure 2, which shows a schematic top view or a cross-section perpendicular to the axis of rotation 100, shows that the steel lamellae 3 have a toothing 28 on their inner circumference, which engages positively with a mating toothing 29 of the steel lamella carrier 2 in the direction of rotation about the axis of rotation 100. The contours of the toothing 28 and the mating toothing 29 are complementary to each other, thus ensuring good heat transfer between the steel lamella carrier 2 and the steel lamellae 3.

[0052] The multi-plate brake device 1 has a friction plate carrier 4, which carries a plurality of friction plates 5. Each friction plate 5 has a base body 6 which engages via a toothing 30 with a mating toothing 31 on the friction plate carrier 4 in a positive-locking manner in the direction of rotation. Friction linings 7 are arranged on each base body 6, which can come into frictional contact with the friction surfaces of the steel plates 3. The friction plates 5 and the steel plates 3 together form a friction plate assembly 8.

[0053] The multi-disc brake device 1 has an actuating device 9, wherein the actuating device 9 is configured to exert an axial actuating force on the disc pack 8, so that a braking torque is generated. The lining disc carrier 5 forms a stationary brake component that can be connected to a vehicle-mounted section, and the steel disc carrier forms a rotating brake component that can be connected to or is connected to a shaft.

[0054] In the steel lamellar carrier 2, which serves as an inner rotor and / or as an inner lamellar carrier in the Fig. 1 is designed, a cooling device 10 is integrated, wherein the cooling device 10 can be supplied with a liquid coolant to cool the steel lamellar carrier 2 and thus the lamellar brake device 1.

[0055] From a structural point of view, the steel lamellar carrier 2 is designed as a hub which carries a splined connection 11 for coupling with the shaft (not shown). Alternatively, the shaft (not shown) can be integrally and / or materially connected to the hub and form or co-form the steel lamellar carrier 2.

[0056] The steel lamellar carrier 2 has an axially but eccentrically extending bore 12, which is part of a rotary feedthrough not shown further, whereby the coolant can be supplied to the cooling device 10 via the rotary feedthrough with the bore 12.

[0057] The steel lamellar beam 2 has an annular groove 13, which is open in an axial direction. In the longitudinal section shown, the annular groove 13 has a rectangular cross-section and extends axially over a large part, in particular more than 90%, of the axial extent of the steel lamellar beam 2 in the region of the annular groove 13. In the radial direction, the annular groove 13 extends over a large part of the radial extent of the steel lamellar beam 2 in the region of the annular groove 13.

[0058] The bore 12 of the rotary feedthrough is fluidically connected to the annular groove 13 via a transverse bore 14, so that the coolant can flow from the bore 12 via the transverse bore 14 into the annular groove 13 and from there cool the steel lamellar carrier 2.

[0059] The circular annular groove 13 has an axially aligned circular annular axial opening 15, which is sealed by a covering device 16.

[0060] The multi-disc brake device 1 has a brake housing 17, the brake housing 17 forming a brake chamber 18, in which the disc assembly 8 is arranged. The brake chamber 18 can be encapsulated, for example, with a cover (not shown), in a dustproof manner. Alternatively, the brake chamber 18 is open to the environment. The brake chamber 18 with the disc assembly 8 is designed as a dry brake chamber 18, i.e., without coolant.

[0061] The cover device 16 is stationary in the brake housing 17, in particular fixed to a back plate of the brake housing 17. The remaining part of the brake housing 17 can be formed by the brake pad carrier 4.

[0062] The cover device 16 is designed as an annular disc, with an inner sealing collar 19 arranged on its inner circumference. This collar engages in an inner groove 20 of the steel lamellar carrier 2 to form a labyrinth seal 21. On its radial outer surface, the cover device 16 has an outer sealing collar 22, which engages in an outer groove 23 of the steel lamellar carrier 2 and together forms an outer labyrinth seal 24. This seals the annular groove 13 in the axial direction.

[0063] The sealing device 16 has a passage 25 which corresponds to a passage opening 26 in the brake housing 17 and, more precisely, in the back plate, and allows the coolant to be returned from the annular groove 13. Thus, the annular groove 13, together with the sealing device 16, the supply via the bore 12, and the discharge via the passage 25 and the through-opening 26, forms the cooling device 10, which is integrated into the steel fin carrier 2.

[0064] The Fig. Figure 2 shows a schematic top view or sectional view through the brake disc assembly 1 in the Fig. 1. From the illustration, the counter-toothing 31 of the lining lamella carrier 4, into which the toothing 30 of the lining lamellae 5 engage, and the toothing 28 of the steel lamellae 3 can be seen from the outside in.

[0065] The Fig. Figure 3 shows a schematic block diagram of a vehicle 32 with a drive arrangement 33. In this embodiment, the drive arrangement 33 comprises an electric machine 34 and a transmission 35, which is operatively connected to the electric machine 34. The transmission 35 reduces the rotational speed of the electric machine 34 from "fast to slow" or is designed as a reduction gear. From there, the torque is transmitted to a differential 36, which distributes the drive torque to two wheels 37a, 37b of a common axle 38 of the vehicle 32.

[0066] It can be provided that the electric motor 34 and the transmission 35 together form an electric axle 38. Optionally, the differential 37 is also a component of the electric axle 39.

[0067] The electric axle 38 has a housing 39, in which the electric machine 34, the transmission gear 35 and optionally the differential 36 are arranged, and the multi-plate brake device 1 is flanged onto the housing 39.

[0068] The Fig. Figure 3 shows the multi-disc brake device 1 arranged coaxially with the electric machine 34, wherein the steel disc carrier 2 is non-rotatably connected to the rotor shaft of the electric machine 34 via a transmission shaft 40. Thus, the multi-disc brake device 1 is operated at the speed of the electric machine 34. The multi-disc brake device 1 can be supplied with coolant via the electric shaft 38.

[0069] An alternative position for the multi-plate brake device 1 is provided on the side of the differential 36, either on the housing 39 of the electric axle 39 or – if there is a separate housing 41 for the differential 36 – on the housing 41. In this case, it is preferred that the axis of rotation 100 is aligned coaxially with an input shaft of the differential 36.

[0070] Furthermore, other possible positions for the lamellar brake device 1 are in the Fig. Figure 3 shows the possible configurations. For example, the multi-disc brake device 1 can act in the transmission area between the electric motor 34 and the transmission gearbox 35. It is also possible for the multi-disc brake device 1 to act at the output of the transmission gearbox 35 and / or the electric axle 38, particularly upstream of the differential 36. Alternatively, the multi-disc brake device 1 can be positioned at the input of the differential 36. Another possible position for the multi-disc brake device 1 is at the outputs of the differential 36. This has the advantage that the multi-disc brake device 1 can be used for torque vectoring in each case.

[0071] In the latter positions of the lamellar brake device 1, a torque path branch is formed in each case.

[0072] Optionally, the drive arrangement 33 and / or the vehicle 32 can have a thermal management device, wherein the thermal management device is configured to supply the brake heat generated in the multi-disc brake assembly 1 to a consumer in the vehicle 32. The brake heat can, in particular, be dissipated via the coolant and supplied to various functions.

[0073] As can be seen from the Fig. As the equation 3 shows, the multi-disc brake device 1 is in most cases arranged so that it acts on at least two wheels of the vehicle 2 and is thus designed as a central brake. It may be provided that the vehicle 2 has a service brake, with the multi-disc brake device 1 being used as a complementary brake to the service brake.

[0074] The Fig. Figures 4a, b, and c show three possible embodiments of the multi-disc brake device 1 in a highly stylized representation. The multi-disc brake devices 1 shown can be attached to the respective positions in the Fig. 3 will be arranged.

[0075] The Fig. Figure 4a shows the lamellar brake device 1, as also used in the Fig. 1 and Fig. Figure 2 shows the steel lamella carrier 2, which is designed as an inner rotor and / or as an inner lamella carrier and which supports the steel lamellae 3. The steel lamella carrier 2 forms a hub and can be rotated. The cooling device 9 is integrated into the steel lamella carrier 2. The lining lamella carrier 4 with the lining lamellae 5, on the other hand, is arranged in a stationary position.

[0076] The Fig. Figure 4b shows the multi-plate brake device 1, wherein the steel plate carrier 2 is designed as an inner stator and / or as an inner plate carrier, which supports the steel plates 3. The lining plate carrier 4 with the lining plates 5, on the other hand, is designed as an outer rotor and / or an outer plate carrier. The cooling device 9 is integrated into the steel plate carrier 2. Because the steel plate carrier 2 is implemented as an inner stator, the supply of coolant to the cooling device 9 can be carried out much more easily.

[0077] The Fig. Figure 4c showed a multi-plate brake device 1, wherein the steel plate carrier 2 is designed as an outer stator and / or as an outer plate carrier which supports the steel plates 3. The lining plate carrier 4 with the lining plates 5, on the other hand, is designed as an inner rotor and / or as an inner plate carrier. The cooling device 9 is integrated into the steel plate carrier 2, which can also be designed as the brake housing 17. In this position as well, the coolant can be easily supplied to the cooling device 9.

[0078] In other words, in the Fig. Figure 1 shows the multi-disc brake assembly 1 with internally cooled discs. A hub with internal teeth, designed as a splined connection 11, serves as the connection to the drive shaft. The coolant is also transported into the interior of the hub via this connection through a rotary feedthrough with bores 12 and 14. The hub rotates at the drive speed. The space for the coolant, defined as an annular groove 13, is closed by a cover 16, which is connected to a support of the brake housing 17 and does not rotate. At the interface between the cover 16 and the hub, a labyrinth seal 21, 24 is located to prevent coolant leakage. The steel discs 3 are rotationally fixed to the hub and preferably have good heat transfer to the hub.The friction plates 5 are mounted on friction plate carriers as base bodies 6, which have a toothed connection 30 to the outer friction plate carrier 4 and are thereby rotationally fixed to it. The actuating device 9 generates an actuating force that axially presses the friction plate pack 8 together and generates a braking torque via the coefficient of friction of the individual contact surfaces. The coolant is returned via a bore in the cover as a passage 25 and in the carrier as a passage opening 26.

[0079] The arrangement can also be reversed, as shown in the Fig. As shown in Figure 4a, the outer lamella carrier is designated as the lining lamella carrier 4, and the lining lamellae 5 are rotationally fixed to the drive shaft, and the coolant chamber of the cooling device 9 is vertically connected to the brake housing 17. This arrangement has the advantage that the coolant supply and discharge can be designed much more simply, since no rotating parts need to be sealed.

[0080] Another type of arrangement would be to place the cooling chamber of the cooling device 9 radially outwards (relative to the finned assembly 8), as shown in the Fig.As shown in Figure 4c, in this arrangement the friction plates 5 would be rotationally fixed to the drive shaft on the inner diameter. The steel plates 3 would be rotationally fixed to the outer diameter on the component containing the coolant chamber. This component could also simultaneously serve as the outer plate carrier 2 and the brake housing 17. This arrangement would have the advantage that the friction plates 5 are located on the smallest possible diameter (advantageous due to the risk of bursting). Furthermore, the coolant supply to the chamber could be designed relatively simply. Reference symbol list 1 multi-disc brake device 2 steel lamella beams 3 steel slats 4 coating lamella carriers 5 coating lamellae 6 basic shapes 7 friction linings 8 slat package 9 Actuating device 10 Cooling unit 11 Plug-in spline 12 bore 13 Circular ring groove 14 transverse bore 15 Axial opening 16 Cover device 17 Brake housings 18 Brake compartment 19 inner sealing collar 20 inner groove 21 inner labyrinth seal 22 outer sealing collar 23 Outer groove 24 outer labyrinth seals 25 passage 26 Passage opening 28 Interlocking of the steel lamellae 29 Counter-interlocking of the steel lamellar carrier 30 Interlocking of the coating lamellae 31 Counter-interlocking of the coating lamella carrier 32 vehicles 33 Drive arrangement 34 electric machine 35 transmission gears 36 Differential 37a,b driven wheels 38 electric axle 39 cases 40 transmission wave 41 Differential housing 100 rotary axis QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2021 205 073 A1

[0003] EP 2018 / 858

[0007]

Claims

[1] Multi-disk brake device (1) for a vehicle (32) with a steel plate carrier (2) and a plurality of steel plates (3), wherein the steel plates (3) are arranged on the steel plate carrier (2), and with a lining plate carrier (4) and a plurality of lining plates (5), wherein the lining plates (5) are arranged on the lining plate carrier (4), wherein the steel plates (3) and the lining plates (5) form a plate pack (8), with an actuating device (9) for generating an actuating force which axially compresses the disk pack (8) to generate a braking torque, characterized by a cooling device (9) closed off from the plate pack (8) for cooling the steel plate carrier (2) with a coolant. [2] Multi-disk brake device (1) according to claim 1, characterized by that the steel disc carrier (2) is designed as an inner disc carrier. [3] Multi-disk brake device (1) according to claim 1 or 2, characterized by that the steel disc carrier (2) is designed as an inner rotor in the disc brake device (1). [4] Multi-disk brake device (1) according to claim 3, characterized by a rotary union for supplying the coolant to the cooling device (9) via the inner rotor and / or the steel plate carrier (2). [5] Multi-disk brake device (1) according to one of claims 3 or 4, characterized by that the inner rotor has an annular groove (13) for guiding the coolant in the inner rotor, wherein the annular groove (13) has an annular axial opening (15), and that the multi-disk brake device (1) has a cover device (16), wherein the cover device (16) is arranged stationary, seals the annular axial opening (15) to form the cooling device (9), and has a return for the coolant. [6] Multi-disk brake device (1) according to claim 5, characterized by in that the cover device (16) is designed as a circular ring disk, wherein an inner sealing collar (19) is arranged on the inner circumference, which extends in the axial direction, wherein the inner rotor has an inner groove (20) for receiving the inner sealing collar (19), wherein the inner groove (20) and the inner sealing collar (19) form an inner labyrinth seal (21), and / or wherein an outer sealing collar (22) is arranged on the outer circumference, which extends in the axial direction, wherein the inner rotor has an outer groove (23) for receiving the outer sealing collar (22), wherein the outer groove (23) and the outer sealing collar (22) form an outer labyrinth seal (24). [7] Multi-disk brake device (1) according to one of the preceding claims 1 or 2, characterized by that the steel plate carrier (2) is designed as an inner stator and the lining plate carrier (4) is designed as an outer rotor. [8] Multi-disk brake device (1) according to claim 1, characterized by that the steel plate carrier (2) is designed as an external stator and the lining plate carrier (4) is designed as an internal rotor. [9] Multi-disk brake device (1) according to one of the preceding claims, characterized by a brake housing (17), wherein the disk pack (8) is arranged encapsulated in the brake housing (17). [10] Vehicle (32) with the multi-disk brake device (1) according to one of the preceding claims, wherein the multi-disk brake device (1) is designed as a central brake.

Images