Construction machine and / or industrial truck and drive unit for same

Abstract

The invention relates to a drive unit for construction machines and / or industrial trucks, having an electric motor, a transmission, a brake and a cooling device with at least one coolant circuit for cooling the electric motor and the brake, wherein the electric motor and the brake have directly adjacent motor interior and brake chambers that border a common end-side cooling flange which is cooled by an end-side cooling circuit section of the cooling device.

Description

[0001] Construction and / or industrial truck and drive unit therefor

[0002] The present invention relates to a drive unit for construction and / or industrial trucks, such as cranes, comprising an electric motor, a transmission, a brake, and a cooling device with at least one coolant circuit for cooling the electric motor and the brake. The invention further relates to the construction and / or industrial truck comprising such a drive unit.

[0003] In construction or industrial handling equipment such as cranes, duty cycle excavators, trench cutters, or deep drilling machines, hydraulic drive units have often been used to drive functional or working units such as winches or drilling machines. In addition to the drive motor, such drive units usually also feature a gearbox, for example, in the form of a planetary gear, and a brake for decelerating and / or holding the working unit. While hydraulic motors can be cooled quite easily using the hydraulic flow, this is sometimes difficult with brakes integrated into the drive units, and sometimes even unnecessary. For example, in the hydraulically operated winches currently used on cranes or duty cycle excavators, the brake chamber or brake is usually not actively cooled.However, if brake cooling is required, oil circulation cooling can be used, but this entails high drag losses due to the rotating brake discs. Recently, however, the drive units of the working units of such construction and / or industrial trucks have been electrified for various reasons, for example to utilize the better efficiency of electric motors and to simplify control. When using highly compact electric drives, which have a high-speed electric motor and at least one gear stage, the input speed is significantly higher than with conventional hydraulic drives. Consequently, the brake speed is also significantly increased, which leads to even higher thermal losses in the brake chamber. In multi-disk brakes in particular, the rotating brake discs have only a few tenths of a millimeter of clearance between them when the brake is released, so that the oil shear in the release gap generates very high heat energy.As the peripheral speed of the brake discs increases, so does the energy loss generated, which creates significant heat loads, especially in high-speed electric motors. These losses should be dissipated as cost-effectively and efficiently as possible using a cooling system.

[0004] Experience with overheated brakes has shown that high-speed brakes, which are easily immersed in an oil bath, always require a very critical assessment of their heat management. In addition, conventional oil circulation cooling systems have significant disadvantages due to high efficiency losses caused by the high peripheral speeds of the rotating brake discs, and are only partially suitable for high-speed drives.

[0005] From the document DE 20 2019 101 918 U1, a cooling device for the drive unit of a tunnel boring machine is known. In this device, a separate heat exchanger module in the form of an annular body is arranged between two gear sections or stages in order to better cool the gear, which is typically very long in tunnel boring machines. The annular heat exchanger module is penetrated by a gear shaft that couples planetary gear stages arranged on both sides of the heat exchanger module. Furthermore, from DE 10 145 521 A1, a cooling system for an electric motor is known, wherein a hollow cylindrical heat exchanger is located on the outer circumference of the stator. Cooling channels leading through the heat exchanger have a circular internal cross-section so that the cooling channels can be kept clean during engine operation by cleaning balls carried in the cooling water, thus maintaining the functional integrity of the engine cooling system.

[0006] Furthermore, the document DE 10 2010 054 028 B4 shows a geared motor unit with several electric motors and a gearbox as well as an adapter arranged therebetween, wherein coolant channels are formed in an adapter flange of the adapter in order to combine the coolant flows from the several electric motors.

[0007] In contrast, the present invention is based on the object of creating an improved drive unit of the aforementioned type, as well as an improved construction and / or industrial truck with such a drive unit, which avoids the disadvantages of the prior art and advantageously develops the latter. In particular, efficient and sufficiently powerful cooling of the electric motor and the brake should be achieved equally, without incurring excessive drag losses at high speeds and without running the risk of overheating.

[0008] According to the invention, the stated object is achieved by a drive unit according to claim 1 and a construction and / or industrial truck according to claim 20. Preferred embodiments of the inventions are the subject of the dependent claims.

[0009] It is therefore proposed to cool the brake and the electric motor from a common front side, where the electric motor and the brake are adjacent to one another. The brake is advantageously mounted directly at the interface to the electric motor in order to be able to cool the brake and electric motor together. According to the invention, the drive unit is characterized in that the electric motor and the brake have directly adjacent motor interiors and brake chambers, which are adjacent to a common front-side cooling flange that is cooled by a front-side cooling circuit section of the cooling device. Due to the common cooling flange, which separates the brake chamber from the motor interior and extends transversely to the axis of rotation of the electric motor, the cooling device can efficiently dissipate heat from both the motor interior and the brake chamber, since the heat from both chambers can efficiently reach the front-side cooling circuit section.

[0010] By cooling the brake chamber and electric motor from the front, the heat energy can be easily dissipated from the brake chamber by increasing the flow rate of the coolant in the electric motor's cooling circuit, without any additional design effort. This allows for higher brake speeds to be achieved and thermally controlled very easily and efficiently.

[0011] In a further development of the invention, the brake chamber can be directly adjacent to the aforementioned cooling flange without any additional intermediate flange. In particular, the brake can be flanged directly to the front of the electric motor, and the brake chamber can be adjacent to a front housing wall of the electric motor without any additional intermediate flange. The front housing wall of the electric motor can form the aforementioned cooling flange.

[0012] Advantageously, the shared cooling flange for cooling the brake and the electric motor can separate the brake chamber and the motor interior in a fluid-tight or oil-tight manner, or form a fluid-tight partition between the brake chamber and the motor interior, preventing oil from overflowing from the brake chamber into the motor. If the brake is located on the drive side of the motor, the cooling flange can be sealed to the motor shaft by means of a shaft seal.

[0013] Accordingly, the brake may comprise a brake housing having an open end face and sitting with said open end face on the cooled end face of the motor housing so that the cooled end wall of the motor housing can cool the brake chamber.

[0014] In principle, it would be possible for the electric motor and the brake to have a common housing forming a unit as intended, in which the motor interior and the brake compartment are formed separately from one another and an integral intermediate wall between the brake compartment and the motor interior forms the cooling flange mentioned.

[0015] In an alternative development of the invention, the electric motor on the one hand and the brake on the other hand can have separate housings and / or form separate, pre-assembled assemblies which can be placed against one another at the front or mounted on one another at the front, so that the brake chamber directly adjoins the motor interior or the front wall section of the motor housing at the front.

[0016] The aforementioned brake housing can be part of the transmission housing, in which the transmission is also housed, or, together with the transmission housing, form a brake-to-transmission housing module, in which the brake chamber housing the brake advantageously forms a separate, in particular hydraulically separated, space. Depending on the arrangement of the brake, the brake can also have a separate brake housing, and the transmission can have a separate transmission housing.

[0017] Advantageously, the drive unit can have a modular design, whereby at least the electric motor on the one hand and the brake and the transmission on the other hand can each form an independent, pre-assembled assembly that can be releasably mounted to one another to jointly form the drive unit. In an advantageous development of the invention, the brake and the transmission can also each form independent, pre-assembled assemblies, so that in this case the electric motor, the brake, and the transmission can each form an independent, pre-assembled assembly, all three of which can be axially mounted to one another.Advantageously, the brake module and the transmission module can have corresponding front-end connection contours and / or front-end fastening means, so that the transmission module can be mounted directly on the front of the electric motor without a brake, or the transmission module can be mounted on one end of the brake module and the brake module can be mounted with the other end on the front of the electric motor. This allows the drive unit comprising the electric motor and an integrated transmission to be operated either with or without a brake.

[0018] In an advantageous development of the invention, the brake can be arranged on the output side of the electric motor. In particular, the brake can be arranged in a sandwich-like manner between an end face of the electric motor and the input side of the gearbox, wherein the electric motor, the brake, and the gearbox can be arranged coaxially and / or axially one behind the other. The motor output shaft can extend through the brake into the gearbox or as far as the gearbox, where it is connected to a gearbox input element in a torque-transmitting manner. The braking elements, such as brake plates, can be seated coaxially on the motor output shaft, wherein the rotating brake plates can be connected to the output shaft in a rotationally fixed manner, and the stationary brake plates can be mounted on the brake housing in a rotationally stationary manner.

[0019] In an alternative development of the invention, the brake can also be mounted on the B-side of the electric motor, i.e., on the output shaft of the opposite end face of the electric motor. In this case, the electric motor can be sandwiched between the gearbox and the brake, whereby the brake, the electric motor, and the gearbox can also be arranged coaxially and / or axially one behind the other.

[0020] To further cool the brake, in addition to the cooling flange between the motor and brake, another flange cooler can be assigned to the brake, particularly on the end face of the brake facing away from the motor. This flange cooler can advantageously extend transversely to the rotational axis of the electric motor and / or the rotational axis of the brake—similar to the cooling flange between the electric motor and brake—so that the brake components, for example, in the form of the brake discs or the brake stator and brake rotor, are arranged between the cooling flange and the flange cooler. This allows heat to be removed from the brake at both ends.

[0021] The additional flange cooler mentioned can generally be fed from a separate coolant circuit. In an alternative development of the invention, however, the flange cooler mentioned and the cooling flange can be supplied with coolant from the same cooling circuit, whereby, for example, a flow divider or a switch and / or a branch can be provided in the inlet of the cooling circuit to the cooling flange in order to divert cool coolant upstream of the cooling flange for the flange cooler. In principle, however, it would also be possible to allow the coolant to flow through the cooling flange and the flange cooler in series. However, a parallel or independent supply of coolant to the cooling flange and the flange cooler can have advantages in terms of strong cooling of the brake on both sides and better controllability of the cooling performance of the brake and electric motor.

[0022] In an advantageous development of the invention, the cooling device can have an individual control of the coolant quantities for the cooling flange between the electric motor and the brake chamber on the one hand and the flange cooler of the brake on the other hand, in order to be able to individually adjust the joint cooling capacity for the electric motor and brake on the one hand and the cooling capacity for the brake via the flange cooler on the other hand, in particular to adjust them larger or smaller independently of one another.

[0023] For example, said control device of the cooling device can comprise a controllable or adjustable flow divider that delivers the coolant quantity coming from a supply line in various adjustable ratios to the cooling flange on the one hand and to the flange cooler on the other. Alternatively or additionally, said control device for controlling the cooling performance of the cooling flange and flange cooler can also comprise a pump with an adjustable flow rate. For example, a pump with an adjustable pump speed can be used.

[0024] Such an adjustable pump can, if necessary, feed the cooling flange and the flange cooler, if necessary in conjunction with the aforementioned flow divider, in order to vary the total coolant quantity and to be able to variably adjust the ratios of the coolant quantities that reach the flange cooler and the cooling flange.

[0025] Alternatively or additionally, several pumps, preferably adjustable in terms of flow rate, can be used, one of which can feed the cooling flange and another of which can feed the flange cooler of the brake.

[0026] The control device of the cooling device can advantageously cooperate with a temperature detection device that can detect at least one temperature and provide a corresponding temperature signal, for example, a temperature of the cooling flange between the motor interior and the brake chamber and / or a temperature of the brake oil bath and / or a temperature of the brake chamber and / or a temperature of the brake elements. Alternatively or additionally, the detection device can also detect a temperature of the electric motor and / or a temperature of the motor interior and / or a temperature of the stator and / or the rotor of the electric motor.

[0027] Advantageously, the temperature detection device can comprise a plurality of temperature sensors which can detect at least one temperature at the electric motor and at least one temperature at the brake.

[0028] The control device can be designed to control and appropriately adjust the coolant quantity and / or the coolant distribution as a function of the at least one temperature signal. In particular, as a function of an engine temperature and / or a brake temperature, the flow rate via said flow divider and / or by varying the pump speed and / or the coolant flow temperature can be changed and adjusted in order to adapt the cooling capacity of said cooling flange and / or said flange cooler to the detected temperatures, in particular to cool the cooling flange between the engine interior and the brake interior more effectively and / or to cool the flange cooler more effectively as the engine temperature and / or brake temperature increases.

[0029] If temperatures rise at different rates, different strategies can be implemented: For example, if the motor temperature rises more than the brake temperature, the cooling system's control unit can adjust the coolant flow rate so that the cooling flange between the motor and brake is cooled more and the flange cooler is cooled less. On the other hand, if the brake temperature rises more than the motor temperature, the flange cooler can be cooled more and the cooling temperature of the cooling flange between the motor and brake is maintained.

[0030] In an advantageous development of the invention, the electric motor can be designed as an axial flux machine. In such a radial flux motor, the magnetic flux between the stator and rotor runs essentially parallel to the motor's axis of rotation, whereby the stator and rotor can be designed in the form of disks arranged axially spaced from one another. Such an axial flux motor is characterized not only by a very flat and compact design and high torque with low power consumption, but also offers advantages with regard to the proposed front-end cooling. In particular, the aforementioned cooling flange between the motor interior and the brake chamber can cool such an axial flux machine efficiently, since a large, efficient cooling surface can be achieved.

[0031] In particular, the axial flux motor can be designed in a stator-rotor, stator-rotor-stator, or stator-rotor-stator-rotor-stator configuration. These axial flux motor designs have the advantage that front-end plate coolers, in particular the aforementioned cooling flange between the brake chamber and the motor interior, can be used to cool the motor stators, since the contact surfaces or the opposing surfaces between the stator and the plate cooler front surface are very large.

[0032] If the axial flux machine is designed in a stator-rotor configuration, the brake is advantageously arranged on the stator side at the front of the electric motor.

[0033] The invention is explained in more detail below with reference to preferred embodiments and the accompanying drawings. In the drawings:

[0034] Fig. 1: a longitudinal sectional view of a drive unit according to an advantageous embodiment of the invention, in which a brake Z-gear module with a brake chamber is flanged directly to the output end face of the electric motor, so that a front-side cooling flange of the electric motor directly adjoins the brake chamber without any further intermediate flange,

[0035] Fig. 2: a longitudinal section of a drive unit similar to Fig. 1 according to a further advantageous embodiment of the invention, according to which the brake has an additional flange cooler on its end face facing away from the electric motor,

[0036] Fig. 3: a sectional view of the drive unit similar to Fig. 2, additionally showing the coolant supply system, which provides flow control through the cooling flanges of the electric motor and the additional flange cooler of the brake,

[0037] Fig. 4: a longitudinal section of a drive unit according to a further advantageous embodiment of the invention, according to which the brake is mounted on the front side of the electric motor and directly connects the gearbox on the output side of the electric motor, Fig. 5: a longitudinal section of a drive unit similar to Fig. 4, wherein the brake has an additional flange cooler on its front side facing away from the electric motor, and

[0038] Fig. 6: a longitudinal section through the drive unit from Figures 1 to 3, wherein the gearbox is mounted directly on the front side of the electric motor without a brake.

[0039] As the figures show, the drive unit 1 comprises an electric motor 2, a brake 3 and a gearbox 4, which can be arranged coaxially to one another and, in particular, mounted axially one behind the other. The aforementioned components, electric motor 2, brake 3 and gearbox 4, can each form independent, pre-assembled assemblies, so that the drive unit 1 as a whole has a modular design. The brake 3 and the gearbox 4 can, if necessary, be combined into a common assembly, which can comprise a common brake-gearbox housing 5, in which a brake chamber 6 for the brake 3 is formed and can advantageously be separated and / or sealed from a gearbox chamber 7 in order to enable different lubricant fill levels to be provided in the gearbox chamber 7 and the brake chamber 6, as will be explained below.

[0040] Alternatively, the brake 3 and the gearbox 4 can also comprise separate housings, namely in the form of a gearbox housing 5 and a brake housing 8, which can be mounted on each other at the end.

[0041] The brake 3 is mounted directly on a front-end interface of the electric motor 2, so that the aforementioned brake chamber 6 directly borders a front-end housing wall of the electric motor 2, see Figures 1 to 3. In particular, the brake chamber 6 borders directly on the aforementioned front-end housing wall of the electric motor 2 without an intermediate flange. The aforementioned front-end housing wall of the electric motor 2 forms a cooling flange 9, through which one or more coolant channels 10 are led in order to allow a coolant from a coolant circuit 11 to flow through the cooling flange 9 and to cool the latter. As the figures show, the aforementioned electric motor 2 can advantageously be designed as an axial flux machine, wherein the stator and rotor disks can be arranged axially one behind the other in the longitudinal direction 12 of the motor shaft 13 and the magnetic flux between the stator and rotor is approximately parallel to the aforementioned longitudinal direction 12.In particular, such an electric motor 2 designed as an axial flux machine can comprise at least two stators 14, between which at least one rotor 15 is arranged in a sandwich-like manner, which rotor is connected in a rotationally fixed manner to the motor shaft 13.

[0042] As the figures show, the stator-rotor stack of the electric motor 2 can be enclosed on opposite end faces by two cooling flanges 9 and 16 in order to cool the rotor-stator stack of the electric motor 2 from opposite end faces. The coolant can flow through the two cooling flanges 9 and 16 in series. In an alternative, advantageous development of the invention, the two cooling flanges 9 and 16 can also be connected in parallel, so that a coolant inflow 17 splits upstream of the two cooling flanges 9, 16 to allow equally cool cooling fluid to flow through both cooling flanges 9, 16, which is then recombined at a coolant outflow 18 (see Figures 1 to 6).

[0043] Due to the flange-free coupling of the brake chamber 6 to the front side of the electric motor 2, the cooling flange 9 mentioned, which extends transversely to the longitudinal direction 12 of the motor shaft 13 on the front side and can form the front housing wall of the motor housing, not only the motor interior 19 of the motor housing 20 and the rotor-stator package arranged therein are cooled, but also the brake chamber 6 and the brake elements 21 arranged therein.

[0044] The brake 3 can have, in particular, brake plates as braking elements 21, of which one set of brake plates can be fastened in a rotationally fixed manner to the motor shaft 13 or a transmission input shaft connected thereto in a rotationally fixed manner, while the second set of brake plates can be mounted in a rotationally fixed manner on the brake housing 8. The brake plates 21 can be pressed axially against one another in a manner known per se or, conversely, can be axially released from one another, wherein a pretensioning device, for example in the form of a spring, can be provided in a manner likewise known per se to pretension the brake plates 21 into the engaged position. The brake can be released counter to the spring pretension by a suitable actuator, for example in the form of a pressure cylinder or a magnetic actuator.

[0045] As Figures 1 to 3 show, the cooling flange 9 separates the brake chamber 6 from the motor interior 19, in particular in a hydraulically sealed manner, wherein a sealing element 22 can seal the cooling flange 9 from the motor shaft 13. The sealing element 22 can in particular be the shaft seal of the electric motor 2.

[0046] The brake chamber 6 can be sealed off from the transmission chamber 7 by a further sealing element 23 on the end face facing away from the electric motor 2, wherein the said sealing element 23 can also be a shaft sealing ring which can be seated on the motor or transmission input shaft and seals the latter against a front flange of the transmission housing 5.

[0047] The aforementioned oil-tight separation of the brake chamber 6 allows the brake 3 to be designed with a separate oil supply, allowing the oil level in the brake chamber 6 to be adjusted independently of the transmission oil level and thus reducing drag losses caused by the rotating brake discs. In particular, the oil level in the transmission chamber can be dimensioned differently than in the brake chamber. For example, the brake chamber 6 can be filled with oil approximately halfway or up to the height of the motor shaft, see Figure 1.

[0048] The transmission 4 can fundamentally be designed in different ways and comprise one or more gear stages. To achieve sufficient reduction for a high-speed electric motor, the transmission 4 can, for example, be designed as a planetary transmission and have multiple planetary stages. For example, the motor shaft or a transmission input shaft connected thereto in a rotationally fixed manner can drive a sun gear of a first planetary stage, to whose planet carrier the sun gear of a further planetary stage can be connected. Other connections for the planetary stages are just as possible as other designs for the gear stages, such as spur gear stages.

[0049] In order to be able to cool the brake 3 more effectively, in addition to the cooling flange 9 between the brake 3 and the electric motor 2, a further cooling element or heat exchanger element for cooling the brake 3 can be provided, which can be designed, for example, in the form of a flange cooler 24, which can be arranged on the end face of the brake chamber 6 facing away from the electric motor 2, see Figure 2.

[0050] By providing such an additional flange cooler 24 on the end face of the brake 3 facing away from the electric motor 2, heat can be extracted from said brake 3 on opposite end faces. In particular, the brake elements 21, which can be arranged in a sandwich-like manner between the cooling flange 9 and the flange cooler 24, can be cooled from opposite end faces.

[0051] In an advantageous development of the invention, the stationary brake element, for example in the form of the stationary brake disc pack, can be mounted on the aforementioned flange cooler 24 with a sufficiently large contact surface to efficiently transfer heat from the stationary brake disc pack into the flange cooler 24. Alternatively or additionally, the flange cooler 24 can also be immersed in the oil bath of the brake 3 to cool the oil bath.

[0052] The cooling device 25 for cooling the brake 3 and the electric motor 2 can advantageously have a control device 26 for variably adjusting the flow rate and / or coolant flow temperature, wherein said control device 26 can have a controller for regulating the flow rate and / or the flow temperature.

[0053] As the figures show, a temperature detection device 32 can be provided, which can detect at least one temperature of the drive unit 1, for example, a temperature of the electric motor 2 and / or a temperature of the brakes 3. Advantageously, the temperature detection device 32 comprises at least two temperature sensors 30, 31, which measure, on the one hand, the temperature of the electric motor 2 and, on the other hand, the temperature of the brake 3. For example, the temperature sensor 30 can detect the temperature in the engine compartment 19. The other temperature sensor 31 can, for example, measure the temperature in the brake chamber 6 and / or the temperature of the oil bath of the brake 3.

[0054] The control device 26 is advantageously designed to control or regulate the flow rate and / or the flow temperature as a function of the temperature signal of the temperature detection device 32, in particular as a function of the temperature signals of the two temperature sensors 30, 31.

[0055] As Figure 3 shows, the control device 26 can, depending on the detected temperature (EN), control a pump 29 which is controllable with regard to the delivery rate in order to increase or decrease the flow rate, depending on whether the detected temperatures are above a threshold value or below a possibly identical or different threshold value.

[0056] Alternatively or additionally, the control device 26 can actuate a controllable flow divider 28 as a function of the detected temperature (EN) in order to change the quantity ratio that describes, on the one hand, the quantity of coolant flowing into the electric motor 2 or the cooling flange 9 and, on the other hand, the quantity of coolant flowing into the additional flange cooler 24, or defines the ratio of these two coolant quantities. As Figure 3 shows, the aforementioned flow divider 28 divides the total coolant quantity coming from the pump 29 into two partial flows, one of which is directed into the coolant inlet 17, which feeds the cooling flange 9 between the electric motor 2 and the brake 3, while the other partial flow is directed to a coolant inlet 27, which feeds the additional flange cooler 24.As Figure 3 illustrates, the cooling flange 9 of the electric motor 2 and the additional flange cooler 24 of the brake 3 are connected in parallel to ensure that cool cooling fluid flows through them equally. On the outflow side, the heated partial coolant flows are recombined and returned to the system's tank.

[0057] As Figure 4 shows, the brake 3 can also be mounted on the B-side of the electric motor 2, where the brake 3 with its brake housing 8 can also be flange-mounted to the front of the electric motor 2. In particular, the brake 3 can be mounted on the B-side of the electric motor 2 in such a way that the front cooling flange 16 of the electric motor 2 directly adjoins the brake chamber 6 without any additional intermediate flange, in order to cool the brake chamber 6 from the front of the electric motor 2.

[0058] Even when the brake 3 is mounted on the B-side of the electric motor 2, the brake 3 can be assigned an additional flange cooler 24, which can be mounted on the side facing away from the electric motor 2, see Figure 5. Advantageously, the flange cooler 24 can also be connected in parallel to the cooling flange 9, 16 of the electric motor 2 and can be fed in the manner described via the flow divider 26 and the pump 25, which can be controlled by the delivery rate, in order to be able to adjust the cooling performance in the area of ​​the brake 3 and in the area of ​​the electric motor 2 in the desired manner.

[0059] As Figure 6 shows, the modular design of the drive unit 1 also allows a configuration without a brake, whereby the gearbox 4 can be mounted directly on the front side of the electric motor 2, for example via a flange connection of the motor and gearbox housings 20, 5, see Figure 6.

Claims

Claims Drive unit for construction and / or industrial trucks, comprising an electric motor (2), a transmission (4), a brake (3), and a cooling device (25) with at least one coolant circuit (11) for cooling the electric motor (2) and the brake (3), characterized in that the electric motor (2) and the brake (3) have directly adjacent motor interior and brake chambers (19, 6) that border a common front-end cooling flange (9) that is cooled by a front-end cooling circuit section (11) of the cooling device (25). Drive unit according to the preceding claim, wherein the brake (3) is flange-mounted directly on the front side of the electric motor (2), and the brake chamber (6) borders directly on a front-end housing wall of the electric motor (2) without a further intermediate flange, which front-end housing wall of the electric motor (2) forms the aforementioned cooling flange (9). Drive unit according to one of the preceding claims, wherein said brake chamber (6) and a brake housing (8) surrounding said brake chamber (6) are open on one end face and are closed by the motor housing (20) of the electric motor. Drive unit according to one of the preceding claims, wherein said cooling flange (9) separates the brake chamber (6) and the motor interior (19) from one another in an oil-tight manner and forms an oil-tight partition wall that prevents oil from overflowing from the brake chamber (6) into the motor interior (19). Drive unit according to the preceding claim, wherein a sealing element (22), in particular in the form of a shaft sealing ring, is provided between the cooling flange (9) and a motor shaft (13) of the electric motor (2), and seals the cooling flange (9) from the motor shaft (13).Drive unit according to one of the preceding claims, wherein the brake (3) is located on the drive side of the electric motor (2) and is arranged in a sandwich manner between the electric motor (2) and the transmission (4), wherein the brake (3) has brake elements (21) arranged coaxially to the motor and / or transmission input shaft (13), through which said motor and / or transmission input shaft (13) extends. Drive unit according to one of claims 1 to 5, wherein the brake (3) is arranged on the B-side of the electric motor (2) and said electric motor (2) is arranged in a sandwich manner between the brake (3) and the transmission (4).Drive unit according to one of the preceding claims, wherein the drive unit (1) has a modular structure, wherein the electric motor (2) on the one hand and the brake (3) and the transmission (4) on the other hand each form pre-assembled assemblies which can be releasably fastened to one another, or wherein the electric motor (2), the brake (3) and the transmission (4) form three independent, pre-assembled assemblies which can be releasably fastened to one another. Drive unit according to one of the preceding claims, wherein the transmission (4) has a transmission chamber (7) which is oil-tightly separated from the brake chamber (6) of the brake (3), and the brake (3) and the transmission (4) have separate oil supply systems. Drive unit according to one of the preceding claims, wherein, in addition to the cooling flange (9), the brake (3) is assigned a further flange cooler (24), which is arranged on an end face of the brake (3) facing away from the electric motor (2). Drive unit according to the preceding claim, wherein the additional flange cooler (24) and the cooling flange (9) can be supplied with cooling fluid from separate cooling circuits or, when connected in parallel to one another, from the same cooling circuit.Drive unit according to one of the two preceding claims, wherein the cooling device (25) has a control device (26) for changing the coolant quantity ratio of the coolant quantity flowing through the flange cooler (24) and the coolant quantity flowing through the cooling flange (9) and / or for individually adjusting the coolant quantities flowing through the flange cooler (24) and the cooling flange (9) independently of one another. Drive unit according to the preceding claim, wherein the control device (26) has a flow divider (28) for dividing the feed into a partial quantity feeding the flange cooler (24) and a partial quantity feeding the cooling flange (9), wherein said flow divider (28) is designed to be adjustable with regard to the division ratio. Drive unit according to one of the preceding claims, wherein the cooling device (25) has a pump (29) whose delivery rate is adjustable. Drive unit according to one of the preceding claims, wherein the cooling device (25) has a temperature detection device (32) for detecting at least one temperature of the electric motor (2) and / or the brake (3), and a / the control device (26) is designed to control a flow temperature and / or a flow rate and / or a volumetric ratio as a function of a temperature signal from the temperature detection device (32). Drive unit according to the preceding claim, wherein the temperature detection device (32) has at least one temperature sensor (30) for detecting a temperature of the electric motor (2) and at least one temperature sensor (31) for detecting a temperature of the brake (3), and the control device (26) has a controller for regulating the flow temperature and / or the coolant flow rate and / or the volumetric ratio as a function of the two detected temperatures.Drive unit according to one of the preceding claims, wherein the electric motor (2) is designed as an axial flux machine. Drive unit according to the preceding claim, wherein the axial flux machine has a stator-rotor configuration and the cooling flange (9) is arranged on the stator side of the axial flux machine. Drive unit according to claim 17, wherein the axial flux machine has a stator-rotor-stator or a stator-rotor-stator-rotor-stator configuration, wherein a cooling flange (9, 16) is provided on both opposite end faces of the stator-rotor stack. Construction and / or industrial truck with a drive unit (1) designed according to one of the preceding claims.

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