Torque transmission device, drive device and motor vehicle

Abstract

The present invention relates to a torque transmission device, a drive unit, and a motor vehicle. A torque transmission device (3) comprises a drive unit (4) and output units (12, 13) coupled or connectable to wheels (10, 11) of a vehicle, wherein each output unit (12, 13) is associated with a multi-plate clutch (31, 34) for closing and at least partially opening a respective torque transmission path (81, 82) between the drive unit (4) and the respective output unit (12, 13), and wherein the torque transmission device (3) is equipped with a braking device (40) for applying a braking torque to the drive unit (4). With the torque transmission device, drive unit, and motor vehicle proposed here, efficient, reliable, and robust braking can be achieved in a simple, cost-effective, and space-saving manner.

Description

The present invention relates to a torque transmission device, a drive device and a motor vehicle. Reliable braking systems are crucial for vehicle control and safety. Their dependable operation ensures that a vehicle can be safely braked and brought to a standstill under a wide variety of conditions. Regardless of environmental conditions such as wetness, cold, or heavy use, braking systems must always exhibit high performance and durability to guarantee maximum safety. This includes challenges such as braking at high speeds, in critical driving situations – such as cornering – or with fluctuations in the coefficient of friction between the wheels and the road surface. Conventional disc brakes mounted on the wheels or wheel axles of a vehicle often suffer from the disadvantage that the abrasion of the brake disc and brake, and thus their wear, is considerable, and in the case of easily accessible disc brakes, the resulting fine dust can be released directly into the environment. The reliability of such disc brakes is also limited by various factors, such as fluctuations in the coefficient of friction under adverse weather conditions or corrosion caused by moisture. Corrosion can occur particularly in vehicles that also use regenerative braking – such as electric vehicles – since the disc brakes are used less frequently in these cases. Furthermore, disc brakes can generate unwanted noise during braking. Innovative braking concepts are gaining additional importance in electric and hybrid vehicles, as new demands are placed on sustainability and efficiency, and the ongoing development in the field of e-axles opens up new technical possibilities for braking systems. It is known from the prior art that braking devices in the form of disc brakes are installed directly on the wheel axles, with one braking device usually being used per wheel. It is also known that when electric rotary machines are used as drive motors, they can also be used for energy recuperation, thereby achieving a braking effect on the wheels of a vehicle. However, in many driving situations, the recuperative braking power is insufficient, especially at very high speeds or very low speeds near standstill and high torques. Therefore, it is common practice to install additional disc brakes on the wheels or their wheel axles in recuperative drive motors. As a state of the art, reference is made, for example, to DE 10 2023 102 942 A1. The integration of torque distribution systems into a powertrain is also a known technology. Such systems, often referred to as torque vectoring systems, serve to distribute torque between different output shafts of a vehicle. This enables targeted torque distribution, thereby improving the driving characteristics of a vehicle equipped with such a system and potentially increasing its efficiency. Based on this, the invention aims to provide a torque transmission device, a drive device and a motor vehicle that enables efficient, reliable and robust braking in a simple, cost-effective and space-saving manner. This problem is solved by the torque transmission device according to claim 1, the drive device according to claim 6, and the motor vehicle according to claim 8. Advantageous embodiments of the torque transmission device are specified in dependent claims 2 to 5, while an advantageous embodiment of the drive device is described in dependent claim 7. The features of the claims can be combined in any technically meaningful way, taking into account the explanations from the following description as well as features from the figures, which include supplementary embodiments of the invention. Within the scope of the present invention, the terms “radial” and “axial” refer to the respective axes of rotation of the respective couplings mentioned, unless otherwise specified. The invention relates to a torque transmission device comprising a drive unit and output units coupled or connectable to the wheels of a vehicle, wherein each output unit is assigned a multi-plate clutch for closing and at least partially opening a respective torque transmission path between the drive unit and the respective output unit, characterized in that the torque transmission device is equipped with a braking device for applying a braking torque to the drive unit. The multi-plate clutches form a torque distribution system for demand-oriented torque distribution to at least two output units. This torque distribution system can also be referred to as a torque vectoring system. Optionally, the torque distribution system includes a computer-aided control unit for controlling the torque distribution to the output units. In the case of wheels coupled to or encompassed by the output units, torque can be distributed individually to each wheel. This allows for increased power efficiency in the event of wheel load fluctuations, as more torque can be transferred to a more heavily loaded wheel than to a less heavily loaded one. This can occur, for example, when a vehicle is cornering, where the outer wheels are typically subjected to a heavier load. Uneven wheel load distribution can also be caused by fluctuations in the coefficient of friction between the wheels and the road surface. The torque transmission device according to the invention allows not only torque but also a braking torque, which can be initiated by means of the braking device, to be individually distributed to the torque transmission paths via the multi-plate clutches of the torque distribution system. In the case of a computer-aided control unit, this can control the distribution of the braking torque to the output units. The braking system serves to reduce the rotational speed of the drive unit and thus, with the multi-plate clutch engaged or partially disengaged, to reduce the rotational speed of the respective output unit. In the case of wheels coupled to the output units, the braking torque can act on the wheels, thereby decelerating a moving vehicle equipped with the torque transmission device to varying degrees at each wheel. The vehicle can be, for example, a motor vehicle, such as a passenger car. Alternatively, the vehicle can be a vehicle without a drive system. The invention allows the braking effect to be increased by transferring more braking torque to a wheel with a higher wheel load than to a wheel with a lower wheel load, analogous to torque transmission. In case of fluctuations in the coefficient of friction, due to changes in the coefficient of friction between the wheels and the road surface and / or fluctuations in wheel load, more braking torque may be transferred to the wheel with higher rolling resistance. This can, for example, increase the braking effect when cornering with a vehicle equipped with the torque transmission device or when there are fluctuations in the coefficient of friction between the wheels and the road surface. The transmission of torque or braking torque from the drive unit to the respective output unit can be controlled by selectively closing or at least partially opening, or conversely, by opening and at least partially closing the multi-plate clutch. With mechanical contact between the interlocking first and second plates of a multi-plate clutch, torque or braking torque can be frictionally transmitted from the first plates to the second plates. The first and second plates of a multi-plate clutch can each form a plate pack. Partially opening the multi-plate clutch of a torque transmission path reduces the amount of torque or braking torque transmitted along that path. This allows more torque or braking torque to be directed to at least one other torque transmission path and thus to at least one other output unit. If necessary, at least one multi-plate clutch can be fully opened. Fully opening the multi-plate clutch of a torque transmission path interrupts that path. This allows all available torque or braking torque to be directed to at least one other torque transmission path and thus at least one other output unit. For example, the torque transmission device can have two multi-plate clutches and two output units, each forming a torque transmission path. In an advantageous embodiment, the two wheels of a two-wheeled axle are each independently coupled or connectable to one of the two output units of the torque transmission unit and thus to a respective multi-plate clutch. The two wheels of the axle can each be torque-resistant and connected to the output unit, or be enclosed by it. In this context, the two-wheeled axle is to be understood as the physical axle of a vehicle equipped with the torque transmission unit, for example, as the front or rear axle. Advantageously, the braking system can be a multi-disc brake. The braking device can comprise at least one first brake plate assembly and one second brake plate assembly, wherein the first brake plate assembly is rotationally fixed to the drive unit and the second brake plate assembly is rotationally fixed. Pressing the two brake plate assemblies together creates friction between the individual plates, generating a braking effect on the drive unit. Optionally, the brake disc assemblies are configured as outer and inner assemblies, with the discs of the assemblies bearing axially against each other. By allowing axial displacement of at least one of the brake disc assemblies, mechanical contact can be established between the individual discs of the two assemblies in the axial direction, thus achieving a braking effect. The term "axial" refers to the axis of rotation of the rotatable brake disc assembly. In an advantageous embodiment, the inner annular brake plate assembly is coupled to the drive unit in a rotationally fixed manner as the first brake plate assembly, while the outer brake plate assembly is fixed in a rotationally fixed manner as the second brake plate assembly, for example on a support structure or a housing of the braking device or the torque transmission device. It is possible that the brake plates of the braking system and the plates of the individual multi-plate clutches are at least partially identical in construction in that they have the same outer diameter, inner diameter and / or plate thickness. This affects at least the respective first or second clutch pack or brake clutch pack of the multi-plate clutch and brake system, but can also affect both clutch packs or both brake clutch packs. At least partially identical in construction means that at least one plate from the multi-plate clutch and multi-plate brake has the same outer diameter, inner diameter and / or the same plate thickness. Advantageously, all lamellae of a lamella pack or brake lamella pack are identical in terms of outer diameter, inner diameter and / or lamella thickness. The lamellae may be identical in construction with respect to outer diameter, inner diameter, and lamella thickness. The number of lamellae may also be the same. This type of design can reduce manufacturing costs, as the same tools and / or semi-finished products can be used for production. In some cases, even the same discs can be used for the multi-disc brake and multi-disc clutch. In an advantageous embodiment, the braking device is fluid-cooled. Furthermore, the fluid can be a liquid such as oil. The braking system can, for example, comprise a housing in which the friction discs are arranged and the fluid is freely movable. The housing can protect the braking system from environmental influences, which can extend its service life. Advantageously, the fluid can bind brake dust and, if necessary, carry it away. This helps to counteract environmental pollution caused by brake dust. Furthermore, the fluid can reduce wear on the braking system, especially the brake discs. The fluid-cooled braking system can also be characterized by lower noise levels compared to conventional disc brakes. It is possible for the torque transmission system to include only a braking device. This applies to the entire torque transmission unit, including the drive unit and all output units. In particular, the present invention makes it possible to dispense with the arrangement of several braking devices for applying braking torques to the respective output units or for applying braking torques to the respective wheel shafts. The braking system can be designed to handle higher braking torques compared to several individual braking systems. For example, it can be dimensioned for twice the braking torque of two individual braking systems arranged on two output units, in order to achieve at least their combined braking effect. It is not excluded within the meaning of the invention that several torque transmission units are arranged or can be arranged in a vehicle, wherein, for example, each vehicle axle is assigned a torque transmission device according to the invention and thus a braking device is present on each vehicle axle. Although no individual braking devices are fitted to the individual output units, advantageous braking-related systems such as an anti-lock braking system (ABS) or an electronic stability program (ESP) can be implemented through a precise interaction between the braking system and multi-plate clutches. In the case of the anti-lock braking system, the multi-plate clutches can be automatically opened, at least briefly, during braking to prevent loss of traction between the wheels and the road surface, either fully or partially. In the case of the electronic stability program, an applied braking torque can be automatically directed partially or fully to a specific wheel, thus achieving targeted braking of at least one wheel to stabilize the direction of travel of a vehicle equipped with the torque transmission device. The invention does not preclude the possibility of sensors for data generation, such as for measuring the respective rotational speed, for the anti-lock braking system and / or the electronic stability program, being arranged on the output units. It is possible that the drive unit is a common clutch input element for the multi-plate clutches, to which a first pack of plates of the multi-plate clutches is rotationally fixed. It may be provided that the braking device acts directly on the clutch input element to apply a braking torque to the clutch input element as a drive unit. It is not excluded that the drive unit has further elements, such as at least one gear element. The clutch input element can comprise at least one multi-plate carrier. Optionally, the braking device is configured to directly apply a braking torque to the multi-plate carrier and can thereby introduce a braking torque into the multi-plate clutches. The first lamellar packs of all lamellar couplings may be fixed to this common lamellar carrier, or the coupling input element may comprise several lamellar carriers, each assigned to a lamellar coupling and connected to each other in a rotationally fixed manner, on which the respective first lamellar packs of a lamellar coupling are arranged. A braking torque introduced by the braking device can thus act equally on all first lamellar packs of the multi-plate clutches. In the case of a multi-plate brake, the first brake plate pack of the multi-plate brake can be arranged on the plate carrier of one or more multi-plate clutches. The braking device can be arranged offset axially or radially relative to at least one multi-plate clutch. Optionally, the braking device can be arranged offset in both axial and radial directions relative to this multi-plate clutch. The terms "axial" and "radial" refer to the axis of rotation of the respective multi-plate clutch. An arrangement in a radial direction means that the inner diameter of the brake device or its brake plates is larger than the outer diameter of the respective multi-plate clutch or its plates. While a radially offset arrangement of the braking device reduces the axial installation space requirement, an axially offset arrangement also reduces the radial installation space requirement of the torque transmission device. The torque transmission device may include a gearbox that is mechanically coupled to the drive unit for torque transmission, with the braking device being configured to apply a braking torque to a gear element of the gearbox. The gearbox serves, for example, to transmit torque supplied by a drive motor to the drive unit and thus indirectly to the output units and, if applicable, to the wheels coupled to them. Furthermore, the gearbox transmits braking torque to the drive unit. The gearbox can be used to adjust the speed, direction of rotation and / or torque, if necessary. In this embodiment, the braking torque is applied to the drive unit indirectly, namely via the transmission. The braking device can act directly on the relevant transmission element in this situation. The gearbox could be, for example, a spur gear, bevel gear or planetary gear gearbox. The transmission element is a rotatable element within the transmission and can, for example, be a gear of the transmission. The transmission element onto which the braking device can apply a braking torque can be positioned – starting from the drive unit – either upstream of a transmission stage, downstream of a transmission stage, or between transmission stages within the transmission. Accordingly, it is possible to apply a braking torque provided by the braking device at various positions and speeds within the transmission. The braking system can be adapted to the range of torque transmitted or transmissible by the transmission element with regard to its applicable torque. This is particularly the case if the transmission causes a reduction in speed, at least in certain sections, and thus a smaller braking torque is required to decelerate the drive unit coupled to the transmission before the speed reduction than after. Another aspect of the invention is a drive device comprising a torque transmission device according to the invention and a drive machine, wherein a drive element of the drive machine is mechanically coupled to the drive unit of the torque transmission unit for the transmission of a torque to the drive unit. The drive element can be, for example, a drive shaft. If necessary, the drive element is indirectly mechanically coupled to the drive unit of the torque transmission device, for example via a gearbox. In the case of an electric rotary machine as the drive motor, the torque transmission device can be a component of, or constitute, a so-called e-axle. An e-axle, also called an electric axle, is a compact drive unit used in electric and hybrid vehicles. It combines several key components of the powertrain into a single unit, including at least one electric motor as the drive motor for generating motive power, power electronics for controlling and regulating the electric rotary machine as the drive motor, and a gearbox through which the speed and torque can be adjusted. The drive machine can be, for example, an electric rotary machine or an internal combustion engine. It is possible that several drive motors are mechanically coupled or can be coupled to the drive unit of the torque transmission device. It may be provided that a rotation axis of the drive element and rotation axes of the multi-plate clutches are aligned coaxially or parallel to each other. In this configuration, both the rotation axes of the multi-plate clutches and the rotation axis of the drive element can be arranged on a common axis. In terms of parallelism, the rotation axes of the lamellar couplings can be aligned coaxially to each other and the rotation axis of the drive element can be arranged parallel to them. In an alternative embodiment, the axis of rotation of the drive element is arranged at an angle to the axes of rotation of the multi-plate clutches, with the axes of rotation of the multi-plate clutches being coaxially aligned. In this embodiment, the transmission can include a torque redirection unit, such as a bevel gear. For example, the torque deflection unit can align the axis of rotation of the drive shaft perpendicular to the axes of rotation of the multi-plate clutches. The invention also relates to a motor vehicle comprising a torque transmission device and / or a drive device according to the invention. The motor vehicle can be a vehicle powered by an internal combustion engine or a vehicle powered at least partially by an electric motor. If applicable, the motor vehicle may also be capable of autonomous operation. The invention described above is explained in detail below against the relevant technical background with reference to the accompanying drawings, which show preferred embodiments. The invention is in no way limited by the purely schematic drawings, and it should be noted that the embodiments shown in the drawings are not limited to the dimensions depicted. Figure 1 shows a conventional torque distribution system in a sectional view; Figure 2 shows a first embodiment of a drive device in a schematic top view; Figure 3 shows a second embodiment of a drive device in a schematic top view; Figure 4 shows a third embodiment of a drive device in a schematic top view; Figure 5 shows a fourth embodiment of a drive device in a schematic top view; Figure 6 shows...Fig. 6: a fifth embodiment of a drive device in a schematic top view; Fig. 7: a sixth embodiment of a drive device in a schematic top view; Fig. 8: a seventh embodiment of a drive device in a schematic top view; and Fig. 9: an eighth embodiment of a drive device in a schematic top view. Figure 1 shows a conventional torque distribution system 30, comprising a first multi-plate clutch 31 and a second multi-plate clutch 34. The torque distribution system 30 shown is suitable not only for distributing drive torque but also for transmitting and distributing braking torque. The drive torque can be distributed from a spur gear 79 via a drive unit 4 and the multi-plate clutches 31 and 34 to two output units 12 and 13 as required. The drive unit 4 is formed by a clutch input element 78, designed as a rotatable clutch housing, which is common to both multi-plate clutches 31 and 34.The possible torque transmission is schematically indicated by arrows, whereby a torque, or also a braking torque, can be divided from the torque input 80 to a first torque transmission path 81 assigned to the first output unit 12 and to a second torque transmission path 82 assigned to the second output unit 13. The first multi-plate clutch 31 comprises a first plate pack of the first multi-plate clutch 32 and a second plate pack of the first multi-plate clutch 33. The second multi-plate clutch 34 comprises a first plate pack of the second multi-plate clutch 35 and a second plate pack of the second multi-plate clutch 36. When one of the multi-plate clutches 31, 34 is actuated, the respective first plate pack 32, 35 and second plate pack 33, 36 are compressed axially, thus enabling mutual engagement of the two plate packs 32, 33 or 35, 36.The first multi-plate clutch 31 can be actuated by means of a fluid supply into a first pressure chamber 70 via an actuating guide 71 designed as a rotary guide, whereby an increased pressure in the first pressure chamber 70 causes an axial movement of a first actuating element 72 against the plate packs 32, 33 of the first multi-plate clutch 31, so that the two plate packs 32, 33 of the first multi-plate clutch 31 are brought into contact or the friction between the two plate packs 32, 33 of the first multi-plate clutch 31 is increased. During such an axial movement, the return spring 73 is also compressed by the first actuating element 72.The actuation of the second multi-plate clutch 34 functions analogously by means of a fluid supply through a second actuating inlet 75, with an increase in pressure in a second pressure chamber 74 and with an axial movement of a second actuating element 76 against the plate packs 35, 36 of the second multi-plate clutch 34 while simultaneously compressing a second return spring 77. The torque distribution system 30 is essentially rotationally symmetrical with respect to an axis of symmetry 90, wherein the axis of symmetry 90 forms the axis of rotation of the rotatable elements of the torque distribution system 30. Figures 2, 3, 4, 5, 6, 7, 8 to 9 have in common that they show different embodiments of drive units 1, each of which forms an e-axle 2 of a vehicle. The structure described below applies to all embodiments shown. An electric rotary machine 21 serves as the drive machine 20 and is indirectly coupled to a first and second wheel 10, 11, or their wheel shafts, via a torque transmission device 3. The electric rotary machine 21 comprises a stator 23 and a rotor 22, with a drive element 24, which is rotationally fixed to the rotor 22, being connected to the torque transmission device 3.The torque transmission device 3 comprises a braking device 40 and a torque distribution system 30, comprising a first multi-plate clutch 31 and a second multi-plate clutch 34. A clutch input element 78, encompassed by the torque distribution system 30, is connected as a drive unit 4 to the two multi-plate clutches 31 and 34, so that torque or braking torque can be transmitted as required to the output units 12 and 13 and thus to the wheels 10 and 12 coupled to them. The multi-plate clutches 31 and 34 are each equipped with a first multi-plate pack 32 and 35 and a second multi-plate pack 33 and 36. In the first multi-plate clutch 31, the torque is transmitted from the outer, first multi-plate pack 32 of the first multi-plate clutch 31 to the inner, second multi-plate pack 33 of the first multi-plate clutch 31.Similarly, the second multi-plate clutch 34 enables torque transmission from the outer, first plate pack 35 of the second multi-plate clutch 34 to the inner, second plate pack 36 of the second multi-plate clutch 34. In all illustrated embodiments of the drive unit 1, the braking device 40 is designed as a multi-plate brake, with an inner, rotatable first brake plate pack 41 and an outer, rotationally fixed second brake plate pack 42. For the sake of clarity, the power electronics of the E-axis for controlling the electric rotary machine 21 and, if applicable, for controlling the torque distribution system 30, have been omitted from the present figures. The embodiments shown in Figs. 2, 3, 4, 5, 6, 7, 8 to 9 have differences from each other, which will be discussed below. Fig. 2 shows a first embodiment of a drive device 1 in a top view. The torque transmission device 3 comprises a transmission 50 designed as a spur gear 51, wherein the drive motor 20 is torque-transmittingly coupled to the torque distribution system 30 via the transmission 50. The braking device 40 is arranged axially offset from the torque distribution system 30 and aligned coaxially with its multi-plate clutches 31, 34. The brake plate packs 41, 42 of the braking device 40 each have a larger diameter than the first and second plate packs 32, 33 and 35, 36 of the multi-plate clutches 31, 34. In the illustrated embodiment, the first brake plate pack 41 is rotationally fixed to the drive unit 4, which is designed as a clutch input element 78, so that a braking effect generated by the braking device 40 can act directly on the drive unit 4.The axis of rotation of the drive machine 20 or its drive element 24 is aligned parallel to the axes of rotation of the output units 12,13 of the torque transmission device 3. Figure 3 shows a second embodiment of a drive unit 1 in a top view. The torque transmission unit 3 comprises a transmission 50 designed as a spur gear 51, wherein the drive motor 20 is torque-transmittingly coupled to the torque distribution system 30 via the transmission 50. The braking unit 40 is arranged axially offset from the torque distribution system 30 and aligned coaxially with its multi-plate clutches 31, 34. In contrast to Figure 1, the brake plate packs 41, 42 of the braking unit 40 each have the same diameter as the first and second plate packs 32, 33 and 35, 36 of the multi-plate clutches 31, 34. In the illustrated embodiment, the first brake plate package 41 is rotationally fixed to the drive unit 4, which is designed as a clutch input element 78, so that a braking effect generated by the braking device 40 can act directly on the drive unit 4.The axis of rotation of the drive machine 20 or its drive element 24 is aligned parallel to the axes of rotation of the output units 12,13 of the torque transmission device 3. Fig. 4 shows a third embodiment of a drive device 1 in a top view. The torque transmission device 3 comprises a gearbox 50 designed as a spur gear 51, wherein the drive machine 20 is torque-transmittingly coupled to the torque distribution system 30 via the gearbox 50. The braking device 40 is arranged axially offset from the gearbox 50 and is aligned coaxially with the axis of rotation of the drive machine 20 or its rotor 22. The term "axial" refers to the axis of rotation of a gearbox element 53. In the illustrated embodiment, the first brake plate assembly 41 is rotationally fixed to the gearbox element 53 designed as a spur gear, so that a braking effect generated by the braking device 40 can act indirectly on the drive unit 4, designed as a clutch input element 78, via the gearbox 50.The brake disc packs 41, 42 of the brake device 40 each have a smaller diameter than the first and second disc packs 32, 33 and 35, 36 of the multi-disc clutches 31, 34. The axis of rotation of the drive machine 20, or rather its drive element 24, is aligned parallel to the axes of rotation of the output units 12, 13 of the torque transmission device 3. Fig. 5 shows a fourth embodiment of a drive device 1 in a top view. The torque transmission device 3 comprises a transmission 50 designed as a planetary gear unit 52, wherein the drive motor 20 is torque-transmittingly coupled to the torque distribution system 30 via the transmission 50. The braking device 40 radially surrounds the torque distribution system 30 and is aligned coaxially with its multi-plate clutches 31, 34. Accordingly, the brake plate packs 41, 42 of the braking device 40 each have a larger diameter than the first and second plate packs 32, 33 and 35, 36 of the multi-plate clutches 31, 34. In the illustrated embodiment, the first brake plate pack 41 is rotationally fixed to the drive unit 4, which is designed as a planet carrier and serves as the clutch input element 78, so that a braking effect generated by the braking device 40 can act directly on the drive unit 4.The axis of rotation of the drive machine 20 or its drive element 24 is aligned coaxially with the axes of rotation of the output units 12,13 of the torque transmission device 3. Figure 6 shows a fifth embodiment of a drive device 1 in a top view. The torque transmission device 3 comprises a transmission 50 designed as a planetary gear unit 52, wherein the drive motor 20 is torque-transmittingly coupled to the torque distribution system 30 via the transmission 50. In contrast to Figure 5, the braking device 40 is arranged axially offset from the torque distribution system 30 and aligned coaxially with its multi-plate clutches 31, 34. The brake plate packs 41, 42 of the braking device 40 each have the same diameter as the first and second plate packs 32, 33 and 35, 36 of the multi-plate clutches 31, 34.In the illustrated embodiment, the first brake plate assembly 41 is rotationally fixed to the drive unit 4, which is designed as a planetary carrier and serves as the clutch input element 78, so that a braking effect induced by the braking device 40 can act directly on the drive unit 4. The axis of rotation of the drive machine 20, or rather its drive element 24, is aligned coaxially with the axes of rotation of the output units 12, 13 of the torque transmission device 3. Fig. 7 shows a sixth embodiment of a drive device 1 in a top view. The torque transmission device 3 comprises a gearbox 50, wherein the drive machine 20 is torque-transmittingly coupled to the torque distribution system 30 via the gearbox 50. Here, the gearbox 50 is a torque redirection unit 60, which is implemented by a bevel gear 61. The axis of rotation of the drive machine 20, or rather its drive element 24, is thus aligned perpendicular to the axes of rotation of the output units 12, 13 of the torque transmission device 3. The braking device 40 is arranged axially offset from the torque distribution system 30 and aligned coaxially with its multi-plate clutches 31, 34. The brake plate packs 41, 42 of the braking device 40 each have a larger diameter than the first and second plate packs 32, 33 and 35, 36 of the multi-plate clutches 31, 34.In the illustrated embodiment, the first brake plate package 41 is rotationally fixed to the drive unit 4, which is designed as a clutch input element 78, so that a braking effect generated by the braking device 40 can act directly on the drive unit 4. Fig. 8 shows a seventh embodiment of a drive device 1 in a top view. The torque transmission device 3 comprises a gearbox 50, wherein the drive motor 20 is torque-transmittingly coupled to the torque distribution system 30 via the gearbox 50. As in Fig. 7, the gearbox 50 is a torque redirection unit 60, which is implemented by a bevel gear 61. The axis of rotation of the drive motor 20, or rather its drive element 24, is thus aligned perpendicular to the axes of rotation of the output units 12, 13 of the torque transmission device 3. The braking device 40 is arranged axially offset from the torque distribution system 30 and aligned coaxially with its multi-plate clutches 31, 34. In contrast to Fig. 7, the brake disc packs 41,42 of the brake device 40 each have the same diameter as the first and second disc packs 32,33 and 35,36 of the disc clutches 31,34.In the illustrated embodiment, the first brake plate package 41 is rotationally fixed to the drive unit 4, which is designed as a clutch input element 78, so that a braking effect generated by the braking device 40 can act directly on the drive unit 4. Figure 9 shows an eighth embodiment of a drive device 1 in a top view. The torque transmission device 3 comprises a gearbox 50, wherein the drive machine 20 is torque-transmittingly coupled to the torque distribution system 30 via the gearbox 50. As in Figures 7 and 8, the gearbox 50 is a torque redirection unit 60, which is implemented by a bevel gear 61. The axis of rotation of the drive machine 20, or rather its drive element 24, is thus aligned perpendicular to the axes of rotation of the output units 12, 13 of the torque transmission device 3. The braking device 40 is arranged axially offset from the drive machine 20 and coaxially aligned with the drive element 24. The term "axial" therefore refers to the axis of rotation of the drive machine 20, or rather its drive element 24.In the illustrated embodiment, the first brake plate package 41 is rotationally fixed to the drive element 24 of the drive machine 20, so that a braking effect generated by the braking device 40 can act indirectly via the transmission 50 on the drive unit 4 designed as a clutch input element 78. Reference symbol list 1 Drive unit 2 E-axle 3 Torque transmission unit 4 Drive unit 10 First wheel 11 Second wheel 12 First output unit 13 Second output unit 20 Drive machine 21 Electric rotary machine 22 Rotor 23 Stator 24 Drive element 30 Torque distribution system 31 First multi-plate clutch 32 First plate pack of the first multi-plate clutch 33 Second plate pack of the first multi-plate clutch 34 Second multi-plate clutch 35 First plate pack of the second multi-plate clutch 36 Second plate pack of the second multi-plate clutch 40 Braking unit 41 First brake plate pack 42 Second brake plate pack 50 Gearbox 51 Spur gearbox 52 Planetary gearbox 53 Gear element 60 Torque redirection unit 61 Bevel gear 70 First pressure chamber 71 First actuation guide 72 First actuation element 73 First return spring 74 Second pressure chamber 75 Second actuation inlet 76 Second actuating element 77 Second return spring 78 Clutch input element 79Gear spur gear 80 Torque introduction 81 First torque transmission path 82 Second torque transmission path 90 Axis of symmetry

Claims

Torque transmission device (3) comprising a drive unit (4) and output units (12, 13) coupled or connectable to wheels (10, 11) of a vehicle, wherein each output unit (12, 13) is assigned a multi-plate clutch (31, 34) for closing and at least partially opening a respective torque transmission path (81, 82) between the drive unit (4) and the respective output unit (12, 13), characterized in that the torque transmission device (3) is equipped with a braking device (40) for applying a braking torque to the drive unit (4), wherein the braking device (40) is a multi-plate brake, characterized in that the brake plates of the braking device (40) and the plates of the individual multi-plate clutches (31, 34) are at least partially identical in construction insofar as they have the same outer diameter, inner diameter and / or plate thickness. Torque transmission device (3) according to at least one of the preceding claims, characterized in that the braking device (40) is fluid-cooled. Torque transmission device (3) according to at least one of the preceding claims, characterized in that the torque transmission device (3) is the braking device (40) and is the only braking device of the torque transmission device. Torque transmission device (3) according to at least one of the preceding claims, characterized in that the drive unit (4) is a clutch input element (78) common to the multi-plate clutches (31, 34), with which a first multi-plate pack (32, 35) of the multi-plate clutches (31, 34) is connected in a rotationally fixed manner. Torque transmission device (3) according to at least one of the preceding claims, characterized in that the torque transmission device (3) comprises a transmission (50) which is mechanically coupled to the drive unit (4) in a torque-transmitting manner, wherein the braking device (40) is configured to apply a braking torque to a transmission element (53) of the transmission (50). Drive device (1) comprising a torque transmission device (3) according to one of claims 1 to 5 and a drive machine (20), wherein a drive element (24) of the drive machine (20) is mechanically coupled to the drive unit (4) of the torque transmission unit (3) for the transmission of a torque to the drive unit (4). Drive device (1) according to claim 6, characterized in that a rotation axis of the drive element (24) and rotation axes of the lamellar couplings (31, 34) are aligned coaxially or parallel to each other. Motor vehicle comprising a torque transmission device (3) according to one of claims 1 to 5 and / or a drive device (1) according to one of claims 6 to 7.

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