Brake device with a magnetic coupling device for a vehicle and vehicle with the brake device

Abstract

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

Description

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

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

[0003] Document 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 gear, together forming an electric axle, and two side shafts connected to the differential gear, each with a rear wheel attached to its free end, and a braking system. The braking system has a central brake arranged within the electric axle between the electric motor and the differential gear. Further prior art is described in DE 942 404 B and DE 39 04 881 A1.

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

[0005] This object is achieved by a braking device having the features of claim 1 and by a vehicle having the features of claim 10. Preferred or advantageous embodiments of the invention emerge from the subclaims, the following description and the attached figures.

[0006] The subject matter of the invention is a braking device, wherein the braking device is suitable and / or designed for a vehicle. The vehicle is designed in particular as a hybrid vehicle or particularly preferably as a purely electric vehicle (BEV). The vehicle is realized, for example, as a passenger car, minibus, small truck or the like. Particularly preferably, the vehicle is assigned to class M1 or N1 according to Regulation (EU) 2018 / 858. In particular, the vehicle is designed as a road vehicle and / or is approved and / or suitable for road traffic. For example, the vehicle can reach a top speed of more than 80 km / h, preferably more than 120 km / h and in particular more than 140 km / h. In the most general embodiment of the invention, the vehicle can have an internal combustion engine and / or an electric drive motor for generating a traction torque and / or drive torque for the vehicle.Particularly preferably, the vehicle is designed as a hybrid vehicle or as a purely electric vehicle.

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

[0008] The braking device comprises a brake housing, wherein the brake housing forms a brake chamber. The brake housing is preferably sealed fluid-tight around the brake chamber. The brake housing is designed, in particular, as a stationary brake housing, which is arranged in the vehicle in a rotationally fixed and / or stationary manner. In particular, the brake housing is designed in several parts. The brake housing preferably has an interface for mechanical coupling to a section fixed to the vehicle.

[0009] The braking device has a shaft, which serves to connect the braking device to a drive train of the vehicle. The shaft is designed, in particular, as an adapter shaft and / or adaptation shaft. The shaft extends, in particular, through the brake housing.

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

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

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

[0013] According to the invention, the braking device comprises a magnetic coupling device for detachably connecting the first braking partner to the shaft. The magnetic coupling device functions to non-rotatably couple, in particular connect, the shaft to the first braking partner in the connected state and to decouple it in the released state.

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

[0015] The inventive design has the advantage that, in a non-actuated state, the braking device can be decoupled to avoid drag losses in the vehicle's drive train. When the braking device is engaged, the magnetic coupling device can optionally be used to adjust the speed, so that the engagement and disengagement of the braking device can be carried out conveniently and unnoticed by the driver. The braking device and the magnetic coupling device are arranged in the shared brake chamber, forming a very compact and, optionally, at least dust-tight assembly. The braking device opens automatically when the magnetic coupling device is not activated and / or is defective, which is advantageous for safety reasons.Thus, the braking device implements new functions within the framework of the selective coupling of the braking device and improves the properties of the braking device during operation.

[0016] In a preferred development, the brake chamber is designed as a wet chamber for accommodating a coolant. In particular, the brake chamber is designed to be fluid-tight except for inlets and outlets. The coolant is designed in particular as a cooling and lubricating oil, which cools and / or lubricates the friction area between the braking partners. Alternatively or additionally, it is proposed that the braking device be designed as a wet braking device. Because the braking device is designed as a wet braking device, it can be operated emission-free. Any brake dust particles that may arise are bound by the coolant and cannot escape into the environment. This achieves local emission-free operation, with the emission of particulate matter, which is to be limited in the future, being completely avoided. This also improves environmental performance.

[0017] In a preferred embodiment of the invention, the magnetic coupling device is designed as a wet-running magnetic coupling device. This assigns a second function to the brake chamber with the coolant, namely the cooling and / or lubrication of the magnetic coupling device. Since the corresponding coolant circuit can be used twice in this embodiment without additional system technology, the braking device can be implemented particularly cost-effectively—in addition to the advantage of a cooled magnetic coupling device.

[0018] In a preferred structural implementation of the invention, the magnetic coupling device comprises a coil device, a shaft rotor, and a brake partner rotor. The coil device is arranged stationary, in particular stationary relative to the brake housing. The shaft rotor is mounted on the shaft in a rotationally fixed manner in the circumferential direction. For example, the shaft has external gearing and the shaft rotor has corresponding internal gearing, which mesh with each other. It is also possible for the shaft rotor and shaft to have other, non-rotationally symmetrical shapes for coupling. The brake partner rotor is connected in a rotationally fixed manner to the first brake partner. The shaft rotor is preferably arranged in the axial direction between the coil device and the brake partner rotor.The coil device is designed to generate a magnetic field which in particular excites the shaft rotor so that it magnetically attracts the brake partner rotor, so that the shaft rotor and the brake partner are magnetically coupled to one another and / or rotate together at the same rotational speed.

[0019] This implementation has the advantage that the magnetic coupling is not immediately established upon activation of the coil device, thus avoiding any initial jolt. Instead, the magnetized shaft rotor can slowly and / or drag the brake partner rotor along, allowing the speeds to gradually converge.

[0020] In a preferred embodiment of the invention, the braking device comprises a supply device for supplying the coil device with a coil current. The supply device is designed to control the coil current as a function of a shaft speed and / or a speed difference between the shaft and the first braking partner. This ensures that the speeds of the braking partner rotor, and thus of the first braking partner, are adjusted slowly and, in particular, not abruptly to the shaft speed. This enables improved comfort when using the braking device.

[0021] The shaft rotor has a shaft rotor flange that extends in a radial plane to the rotational axis and has a circular ring shape. The shaft rotor flange is arranged axially congruent with and / or overlapping the coil device, in particular a coil of the coil device. The brake partner rotor is similarly positioned in an axial plan view, congruent with and / or overlapping the coil device, in particular the coil, and / or the shaft rotor flange. The brake partner rotor is mounted relative to the shaft via a radial bearing.

[0022] Particularly preferably, the magnetic coupling device is arranged in the brake chamber, so that the magnetic coupling device is cooled and / or lubricated by the coolant. This allows the brake chamber to serve multiple functions as a wet chamber. Furthermore, the integration creates a very compact assembly.

[0023] In a preferred embodiment of the invention, the braking device has fluidic interfaces for coupling to a coolant circuit. The coolant can be supplied and removed via the fluidic interfaces. In particular, the coolant can be supplied and removed via an existing coolant circuit.

[0024] In a preferred embodiment of the invention, the braking device is designed as a multi-disk brake device. In this embodiment, the first brake partner has an inner disc carrier with inner discs, and the second brake partner has an outer disc carrier with outer discs. The inner and outer discs form a disc pack in which they are arranged alternately. Such a multi-disk brake device can generate a high braking torque with a small diameter.

[0025] In a preferred embodiment of the invention, the braking device has a brake actuator, wherein the brake actuator is designed as a hydraulic brake actuator. The brake actuator is designed as a ring brake actuator. The brake actuator has, in particular, a ring inner housing and a ring outer housing, wherein the ring inner housing and the ring outer housing form an annular hydraulic chamber. The ring outer housing overlaps the ring inner housing. The brake actuator, the ring inner housing and / or the ring outer housing are arranged coaxially and / or concentrically to a rotational axis of the shaft. The ring inner housing is arranged stationary in the brake housing. The ring outer housing is arranged displaceably in the brake housing and / or relative to the ring inner housing. When hydraulic pressure is applied to the hydraulic chamber, the ring outer housing is displaced in the axial direction relative to the ring inner housing and / or relative to the brake housing.The outer ring housing has a thrust piece section, which, upon axial displacement of the outer ring housing, presses against the braking device and / or the disk pack of the multi-disk braking device to actuate the braking device and / or generate the braking torque. With such a ring-shaped braking actuator, the braking device can be designed particularly compactly.

[0026] In a preferred embodiment, the brake housing comprises a base plate molded part and a cover plate molded part, wherein the base plate molded part and the cover plate molded part jointly define the brake chamber. In particular, the base plate molded part and / or the cover plate molded part are formed as a deep-drawn component.

[0027] It is preferably provided that the floor panel molded part has a support structure for axially supporting the disk pack.

[0028] Alternatively or additionally, it is provided that the floor panel molded part has a running surface for an axial bearing device for supporting the first brake partner and / or the inner disk carrier.

[0029] The cover plate molding forms a receptacle for the outer disk carrier, which is arranged in the cover plate molding in a rotationally fixed manner in the circumferential direction. Alternatively or additionally, the outer disk carrier is supported in an axially positive manner on the base plate molding.

[0030] The cover plate molded part preferably has a receiving groove for a retaining ring, wherein the retaining ring secures the base plate molded part in the axial direction, so that the disk pack and / or the outer disk carrier is supported in a form-fitting manner on the cover plate molded part via the retaining ring.

[0031] Another subject of the invention relates to a drive assembly for a vehicle or the vehicle. The drive assembly comprises a functional assembly with a housing and the braking device as described above, wherein the braking device is preferably attached to the housing as a self-retaining module. In particular, the brake housing can be flanged to the housing of the functional assembly.

[0032] Particularly preferably, the functional assembly is connected and / or connectable to a coolant circuit, wherein the braking device is fluidically connectable and / or connected to the coolant circuit, particularly via the fluidic interfaces, indirectly via the functional assembly. This refinement enables the braking device to not require a separate connecting structure for the coolant circuit, but rather to be supplied by the functional assembly.

[0033] The functional assembly is particularly preferably designed as a differential or as an electric axle.

[0034] If the functional module is designed as a differential, the braking device can be operatively connected to an input of the differential. In this case, both outputs of the differential can be braked via a single braking device. Alternatively, the drive arrangement has two braking devices, with one braking device assigned to each output. In this configuration, the outputs can be subjected to different braking torques, so that the braking devices can be converted into brake actuators for torque vectoring, i.e., a controlled distribution of the drive torque and / or the braking torque to the wheels operatively connected to the outputs. The control is carried out, for example, by a corresponding control device.

[0035] In the event that the functional assembly is designed as an electric axle, the electric axle can have an electric machine and optionally additionally a transmission gear, wherein the transmission gear is arranged in a drive torque path behind the electric machine. The transmission gear is designed in particular to reduce the speed and / or to translate from fast to slow. In particular, it is a reduction gear. The braking device can, for example, be connected and / or connectable in a rotationally fixed manner to the rotor shaft of the electric machine, so that the speed of the rotor shaft and the brake drum is the same when connected. This has the advantage that the speeds are comparatively high, so that only low braking torques need to be applied. Alternatively, and with the same advantage, the braking device can be operatively connected to an input of the transmission gear.It is also possible that the braking device is arranged between the transmission gear and the differential and acts on the output of the transmission gear or the input of the differential.

[0036] 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.

[0037] In a preferred embodiment of the invention, the vehicle has the drive arrangement, wherein the braking device in the drive arrangement is designed as a central brake. In particular, the braking device acts on all wheels of the vehicle that are driven and / or drivable by the drive arrangement. In particular, the central brake acts on at least or exactly two driven wheels of the vehicle, wherein the at least or exactly two driven wheels of the vehicle are distributed in particular on two longitudinal sides of the vehicle. The braking device preferably rotates at the rotor speed.

[0038] 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.

[0039] 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.

[0040] The braking device is preferably arranged coaxially with the rotor axis of the electric axle. The vehicle preferably has a service brake, wherein the braking device is designed as a complementary brake to the service brake and / or as a supplementary braking device to the service brake. This proposes a particularly advantageous application of the drive arrangement: Preferably, the service brake in the vehicle is designed as a friction brake, in particular as a dry friction brake, in particular as a disc and / or drum brake.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] In a preferred development of the invention, the vehicle has a brake management device for controlling the service brake and the braking device.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] The vehicle, in particular embodied as an electric vehicle, optionally has a thermal management arrangement, wherein the thermal management arrangement has at least one consumer, wherein the thermal management arrangement is configured to supply the thermal energy from the braking device to the consumer. In this embodiment, the dissipated thermal energy is not simply conducted into the environment; rather, an attempt is made to utilize the thermal energy at the consumer to improve the environmental balance and efficiency of the electric vehicle. For example, the consumer can be configured as a heater for the passenger compartment, a preheater for a transmission, a battery, and / or an engine, or other vehicle components.

[0054] Further features, advantages, and effects will become apparent from the following description of preferred embodiments and the accompanying figures. These show: Fig. 1 a schematic longitudinal section through a braking device as an embodiment of the invention, Fig. 2 a schematic block diagram of a vehicle with the braking device at different positions.

[0055] The Fig. 1 shows a schematic longitudinal section of a braking device 1 which is designed for a vehicle 2 ( Fig. 2) is trained.

[0056] The braking device 1 has a shaft 3, wherein the shaft 3 in this exemplary embodiment is designed as an adapter shaft or adaptation shaft and is realized only as a shaft stub or journal. The shaft 3 can be connected, in particular in a rotationally fixed manner, to any transmission shaft 4 in order to transmit drive torques and / or braking torques. The connection between the shaft 3 and the transmission shaft 4 can be made, for example, by a plug-in connection, as shown here.

[0057] The braking device 1 has a braking device 5, wherein the braking device 5 is designed as a multi-disk braking device. The braking device 5 has a first braking partner 6, wherein the first braking partner 6 is designed as an inner disk carrier with a plurality of inner disks. The inner disk carrier can be designed, for example, as a welded construction. The braking device 5 has a second braking partner 7, wherein the second braking partner 7 is designed as an outer disk carrier with a plurality of outer disks. The inner disks and / or outer disks extend in a radial plane to a rotational axis 100 of the braking device 1 and form a disk pack 8. The disks and / or outer disks are arranged in the disk pack 8 in the respective carriers so as to be axially displaceable.By applying an axial force, the first and second braking partners 6, 7, and thus the braking device 5, can be brought into a braking state. In the braking state, a braking torque is generated and / or a drive torque of a drive arrangement 34 of the vehicle 2 is converted into thermal energy.

[0058] The braking device 1 has a brake housing 9, wherein the brake housing 9 forms a braking chamber 10, wherein the braking device 5 and / or the first or second braking partner 6, 7 is arranged in the brake housing 9 and / or in the braking chamber 10.

[0059] The second brake partner 7 is non-rotatably connected to the brake housing 9 and rests against it in the direction of rotation. The first brake partner 6, on the other hand, is detachably connected to the shaft 3 via a magnetic coupling device 11. More precisely, the first brake partner 6 is non-rotatably connected to the shaft 3 in a connected state and non-rotatably decoupled in a released state.

[0060] In the release state, the shaft 3 and the first braking partner 6 can rotate independently of one another. In the connection state, the magnetic coupling device 11 connects the shaft 3 to the first braking partner 6 in the direction of rotation about the rotation axis 100 in a form-fitting and / or rotationally fixed manner. Furthermore, synchronization is implemented during the transition from the release state to the connection state, wherein the rotational speeds of the shaft 3 and the first braking partner 6 are adjusted during the transition by the magnetic coupling device 11, since the coupling between shaft 3 and braking partner 6 initially only means that the second braking partner 6 is dragged along at a lower rotational speed, with the rotational speed then adapting to the rotational speed of the shaft 3.

[0061] The magnetic coupling device 11 has a coil device 12, wherein the coil device 12 comprises a coil 13. The coil device 12 and / or the coil 13 is arranged coaxially and / or concentrically with the rotational axis 100. The coil device 12 is secured to the brake housing 9 by screws. Thus, the coil device 12 with the coil 13 is arranged stationary in the braking device 1. The magnetic coupling device 11 has a shaft rotor 20 and a brake partner rotor 21, which are also arranged coaxially and / or concentrically with the rotational axis 100.

[0062] The shaft rotor 20 is mounted on the shaft 3 in a rotationally fixed manner, so that it rotates at the speed of the shaft 3 or the transmission shaft 4. The shaft rotor 20 has a shaft rotor flange 22, which is arranged axially congruent with and / or overlapping the coil 13 and which has a circular ring shape. The shaft rotor flange 22 extends in a radial plane to the rotation axis 100.

[0063] The brake partner rotor 21 is rotationally fixedly connected to the first brake partner 6 and / or to the inner disk carrier. The brake partner rotor 21 is formed from a solid material that is magnetic or magnetizable. Alternatively, and not shown, the brake partner rotor 21 can also be designed as a formed sheet metal part with a magnetic or magnetizable insert. The brake partner rotor 21 is connected to the inner disk carrier, for example, by welding. The brake partner rotor 21 is positioned in the axial direction overlapping and / or congruent with the shaft rotor 20, in particular the shaft rotor flange 22, and / or with the coil 13. An air gap is provided between the shaft rotor 20 and the brake partner rotor 21.When the coil device 12, in particular the coil 13, is subjected to a coil current, a magnetic field is generated which leads to a magnetic attraction between the shaft rotor 20 and the brake partner rotor 21, so that they are coupled to one another in a force-locking and / or magnetic manner in the direction of rotation.

[0064] The magnetic coupling and / or the coil current can be activated continuously. However, the coil current and / or the magnetic coupling are preferably activated in a stepped, stepwise and / or continuously but increasing manner to achieve a smooth coupling of the brake partner rotor 21 to the shaft rotor 20.

[0065] The magnetic clutch device 11 is arranged in the brake chamber 10, so that it is also cooled and / or lubricated by the coolant. The encapsulated design of the brake device 1 ensures that any resulting brake wear cannot escape into the environment as brake dust, but is bound by the coolant. This preemptively fulfills requirements regarding the emission of particulate matter.

[0066] The brake housing 9 is formed by a base plate molded part 14 and a cover plate molded part 15, as well as an end cover 16. The base plate molded part 14 is designed, for example, as a deep-drawn part and provides a receptacle for a radial seal and / or bearing 17. The radial seal and / or bearing 17 therefore only needs to be inserted into the required receptacle; further adjustments are not necessary. In particular, the base plate molded part 14 has a circular ring shape, wherein the base plate molded part 14 is sealed on an inner circumference via the radial seal and / or bearing 17 relative to the shaft 3 and on the outer circumference via, for example, an O-ring seal relative to the cover plate molded part 15.

[0067] Furthermore, the floor plate molded part 14 provides a bearing surface for an axial bearing device 18 for the first brake partner 6 and / or the brake partner rotor 21, wherein rolling elements of the axial bearing device 18 run directly on the base material of the floor plate molded part 14. The floor plate molded part 14 has at least one circumferential support structure, which is designed as a cone in the longitudinal section shown, wherein the disk pack 8 is supported in the axial direction on the support structure of the floor plate molded part 14.

[0068] The cover plate molded part 15 has a circumferential groove 23 for receiving a retaining ring 24, wherein the retaining ring 24 secures the base plate molded part 14 in the cover plate molded part 15 in the axial direction. In the opposite direction, the base plate molded part 14 is also supported on the cover plate molded part 15. In the cover plate molded part 15, the outer disk carrier is secured, in particular, in a form-fitting manner in the circumferential direction. Furthermore, the cover plate molded part 15 has a receptacle for a radial bearing device 42 for the shaft 3. The cover plate molded part 15 is thus sealingly connected to the base plate molded part 14 on the outer circumference. The end cover 16 is sealingly inserted into the cover plate molded part 15, so that the inner circumference of the cover plate molded part 15 is also sealed and the brake chamber 10 is designed to be fluid-tight.

[0069] The braking device 1 has a brake actuator 25, wherein the brake actuator 25 is designed as a ring brake actuator aligned coaxially with the rotation axis 100. The brake actuator 25 has a ring inner housing 26 and a ring outer housing 27, which overlaps the ring inner housing 26 and which together form a hydraulic chamber 28. The ring inner housing 26 is circular and stationary in the brake housing 9. The ring inner housing 26 has a supply for a hydraulic fluid into the hydraulic chamber 28, so that hydraulic pressure can be built up.

[0070] The ring outer housing 27 sits on and overlaps the ring inner housing 26, thus forming the hydraulic chamber 28. When hydraulic pressure is applied to the hydraulic chamber 28, the ring outer housing 27 is pushed axially against the disk pack 8, thus transferring the latter to the braking state. The ring outer housing 27 has an integrally formed pressure piece section 29, which is also conical in the longitudinal section shown and which presses against the disk pack 8, so that the disk pack 8 is compressed between the support structure of the base plate molded part 14 and the pressure piece section 29. The ring inner housing 26 is sealed off from the cover plate molded part 15 and is arranged at least in section with the ring outer housing 27 in the braking chamber 10.

[0071] The braking device 1 has interfaces 32 for coupling to a coolant supply of the vehicle. The braking device 1 is designed as a self-retaining assembly and can be mounted on a vehicle-mounted structure. For this purpose, the braking device 1 has fastening elements 33.

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

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

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

[0075] The Fig. Figure 3 shows the braking device 1 arranged coaxially with the electric machine 35, with the shaft 3 being rotationally fixedly connected to the rotor shaft of the electric machine 24 via the transmission shaft 4. Thus, the braking device 1 is operated at the speed of the electric machine 35. The braking device 1 can be supplied with coolant via the electric shaft 39.

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

[0077] In addition, further possible positions for the braking device 1 are shown in the Fig. 3. For example, it is possible for the braking device 1 to act in the transmission area between the electric machine 35 and the transmission gear 36. It is also possible for the braking device 1 to be arranged at the output of the transmission gear 36 and / or the electric axle 39, in particular in front of the differential 37. Alternatively, the braking device 1 is positioned at the input of the differential 37. Another possible way of positioning the braking device 1 is at the outputs of the differential 37. This has the advantage that the braking device 1 can be used for torque vectoring.

[0078] In the latter positions of the braking device 1, a torque path branch is formed in each case, so that the decoupling function by the magnetic coupling device 11 is maintained.

[0079] Optionally, the drive assembly 34 and / or the vehicle 2 can have a thermal management device, wherein the thermal management device is designed to supply the braking heat generated in the braking device 1 to a consumer in the vehicle 2. The braking heat can be dissipated, in particular, via the coolant and supplied to various tasks.

[0080] As can be seen from the Fig. 2, the braking device 1 is in most cases arranged such that it acts on at least two wheels of the vehicle 2 and is thus designed as a central brake. It can be provided that the vehicle 2 has a service brake, wherein the braking device 1 is used as a complementary brake to the service brake.

[0081] Alternatively or additionally expressed, the Fig.1, the braking device 1 is designed as a wet auxiliary brake with discs and features a magnetic coupling device 11, which can be used to connect or disconnect the braking device from the drive train, radially inwardly. The drive shaft of the electric axle, acting as the transmission shaft 4, is non-rotatably connected to the drive shaft adapter 3. This, in turn, is non-rotatably connected to the shaft rotor 20, for example, by means of a toothed system.

[0082] The inner disk carrier and the permanently connected connection to the disk carrier, designed as the brake partner rotor 21, are rotatably mounted on the adaptation of the transmission shaft 4, designed as shaft 3, with the help of two needle bearings, the axial bearing device 18 for the first brake partner 6, and the radial bearing device 43. The connection to the disk carrier consists of a magnetic (or magnetizable) material. The shaft rotor 20 is made of a magnetizable material. As long as no current is applied to the coil 13, the shaft rotor 20 and the brake partner rotor 21 can rotate independently of one another. When current is now applied to the coil 13, the shaft rotor 20 is magnetized, and an attractive force acts between the shaft rotor 20 and the brake partner rotor 21, which causes the inner disk carrier to then rotate at the drive speed.Now the wet multi-plate clutch can be closed hydraulically as a braking device 5 with the braking actuator 25 and a braking torque is generated with which the drive shaft and / or transmission shaft 4 can be braked.

[0083] The braking torque is supported via the outer disk carrier as a second braking partner 7 on the brake housing 9 of the braking device 1 and thus, for example, on the housing 40 of the electric axle.

[0084] The coil device 12 is connected to the brake housing 9 in a rotationally fixed manner - e.g. by means of a screw connection - by means of a coil body 30 and a coil cover 31. List of reference symbols 1 braking device 2 vehicles 3 Wave 4 Transmission shaft 5 Braking device 6 first braking partner 7 second braking partner 8 slat pack 9 Brake housing 10 Brake chamber 11 Magnetic coupling device 12 Coil device 13 coil 14 Floor panel molding 15 Cover sheet molding 16 end covers 17 Radial seal and / or bearing for the shaft 18 Axial bearing device for the first brake partner 19 empty 20 Shaft rotor 21 Brake partner rotor 22 Shaft rotor flange 23 grooves 24 Retaining ring 25 Brake actuators 26 ring inner housing 27 Ring outer housing 28 Hydraulic room 29 Pressure piece section 30 coil bodies 31 spool cover 32 interfaces 33 fastening organs 34 Drive arrangement 35 electric machine 36 transmission gears 37 Differential 38a, b driven wheels 39 electric axle 40 Electric axle housing 41 Differential housing 42 Radial bearing device 43 Radial bearing device 100 axis of rotation

Claims

[1] Braking device (1) for a vehicle (2), with a brake housing (9), wherein the brake housing (9) has a brake chamber (10), with a shaft (3), with a braking device (5), wherein the braking device (5) has a first and a second braking partner (6, 7), wherein the first and the second braking partner (6, 7) can be brought into a braking state in order to generate a braking torque, wherein the first brake partner (6) is connectable to the shaft (3), and the second brake partner (7) is connected to the brake housing (9) in a rotationally fixed manner, wherein the braking device (5) is arranged in the braking chamber (10), characterized by a magnetic coupling device (11) for the detachable connection of the first brake partner (6) to the shaft (3), wherein the magnetic coupling device (11) is arranged in the brake chamber (10). [2] Braking device (1) according to claim 1, characterized bythat the brake chamber (10) is designed as a wet chamber for accommodating a coolant and / or that the brake device (5) and the magnetic coupling device (11) is / are designed as wet-running devices. [3] Braking device (1) according to one of the preceding claims, characterized by in that the magnetic coupling device (11) has a coil device (12), a shaft rotor (20) and a brake partner rotor (219), wherein the coil device (12) is arranged stationary, the shaft rotor (20) is connected to the shaft (3) in a rotationally fixed manner and the brake partner rotor (21) is connected to the first brake partner (6) in a rotationally fixed manner, wherein upon activation of the coil device (12) the shaft rotor (20) and the brake partner rotor (21) are magnetically coupled. [4] Braking device (1) according to one of the preceding claims, characterized bya supply device for supplying the coil device (12) with a coil current for activating the coil device (12), wherein the supply device is designed to control the coil current as a function of a rotational speed of the shaft (3) and / or a rotational speed difference between the shaft (3) and the first braking partner (6). [5] Braking device (1) according to one of the preceding claims, characterized by that the braking device (5) is designed as a multi-disk braking device. [6] Braking device (1) according to one of the preceding claims, characterized bya brake actuator (25), wherein the brake actuator (25) has an inner ring housing (26) and an outer ring housing (27), wherein an annular hydraulic chamber (28) is formed between the inner ring housing (26) and the outer ring housing (27), wherein the inner ring housing (26) is arranged in a stationary manner and the outer ring housing (27) has a pressure piece section (29), so that when pressure is applied to the hydraulic chamber (28), the outer ring housing (27) with the pressure piece section (29) actuates and / or can actuate the braking device (5). [7] Braking device (1) according to one of the preceding claims, characterized by that the brake housing (9) has a base plate molded part (14) and a cover plate molded part (15), which together delimit the brake chamber (10). [8] Braking device (1) according to claim 7 characterized bya radial seal (17) for the shaft (3), wherein the base plate shaped part (14) forms a receptacle for the radial seal (17), and by a radial bearing device (42) for supporting the shaft (3), wherein the cover plate shaped part (15) forms a receptacle for the radial bearing device (42), wherein the base plate shaped part (14) and the cover plate shaped part (15) are sealingly connected to one another. [9] Braking device (1) according to one of the preceding claims, characterized by that the braking device (1) has fluidic interfaces (32) for coupling to a coolant circuit. [10] Vehicle (2) with a braking device (1) according to one of the preceding claims, characterized by that the braking device (1) is designed as a central brake.

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