Construction machinery and / or industrial trucks and their drive systems

Abstract

The present invention relates to a drive device for construction machinery and / or industrial trucks, having an electric motor, a transmission, a brake, and a cooling device with at least one cooling circuit for cooling the electric motor and the brake, wherein the electric motor and the brake have directly adjacent motor internal chambers and brake chambers, which chambers face a common end face of a cooling flange, and the cooling flange is cooled by an end face part of the cooling circuit of the cooling device.

Description

Technical Field

[0001] The present invention relates to a drive device for construction machinery such as a crane and / or an industrial truck, comprising an electric motor, a transmission, a brake, and a cooling device having at least one cooling circuit for cooling the electric motor and the brake. The present invention also relates to a construction machine and an industrial truck equipped with such a drive device.

Background Art

[0002] In construction machinery such as a crane, a cable excavator, a diaphragm wall cutter or a deep hole drill, and industrial trucks, a hydraulic drive unit is often used to drive a functional unit or a working unit such as a winch or a drill. Such a drive unit always includes, in addition to a drive motor, a transmission in the form of, for example, a planetary gear, and a brake for braking and / or holding the working unit. Although a hydraulic motor can be easily cooled by the flow of hydraulic oil, a brake integrated with the drive unit may be difficult to cool and may not require cooling in some cases. For example, in the currently used hydraulic winches of cranes and cable excavators, in most cases, the brake chamber and the brake are not actively cooled. However, when brake cooling is required, an oil circulation cooling system can be used, in which case the resistance loss due to the rotation of the brake disc increases.

[0003] However, recently, for various reasons such as the improvement of the efficiency of electric motors and the simplification of control systems, the drive devices of the working units of such construction machinery and industrial trucks have been electrified. Using a very compact electric drive with a high-speed electric motor and at least one gear stage, the input speed is significantly improved compared to typical hydraulic drives. As a result, the brake end speed also increases significantly, and the heat loss in the brake chamber further increases. In the case of multi-disc brakes in particular, when the brakes are released, the gap between the rotating brake discs becomes only a fraction of a millimeter, and a very large amount of thermal energy is generated by oil shear at the release gap. As the peripheral speed of the brake disc increases, the energy loss that occurs also increases, resulting in a high thermal load, especially in high-speed electric motors. These losses should be dissipated as cost-effectively and efficiently as possible with the help of a cooling system.

[0004] In this case, experience with brake overheating has shown that high-speed brakes, which are prone to being immersed in an oil bath, must always be viewed very critically regarding their thermal balance. In addition, typical recirculating oil cooling systems have significant drawbacks in terms of high efficiency losses caused by the high peripheral speed of the rotating brake discs, making them suitable for high-speed driving only to a limited extent.

[0005] From Patent Document DE 20 2019 101 918 U1, a cooling system for the drive mechanism of a tunnel boring machine is known, in which a separate heat exchanger module in the form of an annular body is placed between two transmission sections or stages in order to better cool the transmission, which is usually very long in a tunnel boring machine. The ring-shaped heat exchanger module is passed through by gear shafts that connect planetary gear stages located on both sides of the heat exchanger module.

[0006] Patent document DE 10 145 521 A1 further describes a cooling device for an electric motor in which a hollow cylindrical heat exchanger is seated on the outer circumference of the stator. In this case, because the internal cross-section of the cooling channel that penetrates the heat exchanger is circular, the cleaning balls in the cooling water can keep the cooling channel clean during motor operation, thus maintaining the functionality of the motor cooling system.

[0007] Furthermore, Patent Document DE 10 2010 054 028 B4 shows a geared motor device consisting of multiple electric motors, a transmission, and adapters positioned between them. In this geared motor device, a coolant flow path is configured in the adapter flange of the adapter to combine the coolant flow from the multiple electric motors. [Overview of the Initiative]

[0008] In contrast, the object of the present invention is to provide an improved drive system of the type described above, which avoids the drawbacks of the prior art and further develops the prior art in a favorable manner, as well as improved construction machinery and industrial trucks equipped with such a drive system. In particular, the goal is to achieve efficient and sufficiently powerful cooling of the electric motor and brakes without incurring excessive resistance losses during high-speed operation or incurring the risk of overheating.

[0009] According to the present invention, the above objective is achieved by the drive device described in claim 1 and the construction machine or industrial truck described in claim 20. A preferred embodiment of the present invention is the subject matter of the dependent claim.

[0010] Therefore, it has been proposed to cool the brake and the electric motor from a common end face where they come into contact with each other. Preferably, the brake is mounted directly to the interface of the electric motor so that the brake and the electric motor can be cooled together. According to the present invention, the drive unit has an electric motor and a brake, and comprises an internal motor chamber and a brake chamber that are directly adjacent to each other, and these chambers face a common end face of a cooling flange, which is cooled by the end face portion of the cooling circuit of the cooling device. By separating the brake chamber and the motor internal chamber, and using a common end face of a cooling flange extending laterally with respect to the rotation axis of the electric motor, the cooling device can efficiently deliver heat from both chambers to the end face of the cooling circuit, thus efficiently removing heat from both the motor internal chamber and the brake chamber.

[0011] Thanks to the brake chamber and end-face cooling of the electric motor, thermal energy can also be dissipated very easily from the brake chamber without any additional design effort by increasing the flow rate of the cooling medium in the electric motor's cooling circuit. In other words, it enables faster braking speeds and allows for very simple and efficient heat control.

[0012] As a further development of the present invention, the brake chamber can be brought into direct contact with the cooling flange without providing an additional intermediate flange. In particular, the brake can be flanged directly to the end face of the electric motor, and the brake chamber can be in contact with the end face housing wall of the electric motor without any further intermediate flanges. The end face housing wall of the electric motor can form the cooling flange.

[0013] Preferably, the common end face of the cooling flange for cooling the brake and the electric motor can separate the brake chamber and the motor internal chamber from each other in a fluid-tight or oil-tight manner, or a fluid-tight partition can be formed between the brake chamber and the motor internal chamber, thereby preventing oil from overflowing from the brake chamber into the electric motor. If the brake is located on the drive side of the motor, the cooling flange can be sealed to the motor shaft by a shaft seal element.

[0014] Therefore, the brake may have a brake housing with an open end face, and by seating the open end face on the cooled end face of the motor housing, the brake chamber can be cooled by the cooled end wall of the motor housing.

[0015] In principle, the electric motor and brake can share a common housing, which can form the intended device. In this case, the motor internal chamber and the brake chamber are configured separately, and an integrated intermediate wall between the brake chamber and the motor internal chamber forms the cooling flange.

[0016] However, as an alternative further development of the present invention, the electric motor and brake may have separate housings and / or form separate, pre-assembled assemblies, which may be positioned with their end faces facing each other, or may be mounted with their end faces facing each other, so that the brake chamber is in direct contact with the end wall portion of the motor's internal chamber or the electric motor housing.

[0017] In this case, the brake housing can be part of a transmission housing that also houses the transmission, or, preferably, together with the transmission housing, it can form a brake / transmission housing module in which a brake chamber housing the brakes forms a separate, particularly hydraulically isolated space. However, depending on the brake configuration, the brakes may have their own separate brake housings, and the transmission may have its own separate gear housing.

[0018] Preferably, the drive unit may have a modular structure, and at least the electric motor, brake and transmission may each form an independent assembled assembly, which can be detachably mounted to each other to jointly form the drive unit. As a further preferred development of the invention, the brake and the transmission can each form an independent assembled assembly. In this case, the electric motor, the brake and the transmission each form an independent assembled assembly, and all three of these can be axially attached to one another.

[0019] Preferably, in this case, the brake module and the transmission module can have corresponding end-face connection contours and / or end-face fixing means, so that, optionally, the transmission module can be directly attached without a brake to the end face of the electric motor, or, optionally, the transmission module can be attached to one end face of the brake module and the other end face of the brake module can be attached to the end face of the electric motor. In this way, the drive unit consisting of an electric motor and an integral transmission can be selectively actuated regardless of the presence or absence of a brake.

[0020] As a further preferred development of the invention, the brake can be arranged on the output side of the electric motor. In particular, the brake can be sandwiched between the end face of the electric motor and the input side of the transmission, and the electric motor, the brake and the transmission can be arranged coaxially and / or axially one behind the other. In this case, the motor output shaft can extend through the brake into the transmission or can extend to the transmission in order to be connected to the transmission input element in a torque-transmitting manner. Brake elements such as brake disks can be seated coaxially on the motor output shaft, the rotating brake disk can be connected to the output shaft so as to be rotatable, and the stationary brake disk can be attached to the brake housing in a rotationally stationary manner.

[0021] However, as another further development of the invention, the brake can also be attached to the B side of the electric motor, i.e., to the end face of the electric motor opposite the output shaft. In this case, the electric motor can be sandwiched between the transmission and the brake, and the brake, the electric motor, and the transmission can also be arranged coaxially and / or axially one behind the other.

[0022] To further cool the brake, in addition to the cooling flange between the electric motor and the brake, a further flange cooler can be attached particularly to the end face of the brake remote from the electric motor. The flange cooler can preferably extend transversely with respect to the rotation axis of the electric motor and / or the rotation axis of the brake, and, similar to the cooling flange between the electric motor and the brake, the brake elements of the brake can be arranged between the cooling flange and the flange cooler, for example, in the form of brake plates or a brake stator and a brake rotor. Thereby, heat can be removed from both end faces of the brake.

[0023] In principle, the additional flange cooler can be supplied with coolant from a separate cooling circuit. However, as an alternative further development of the present invention, the flange cooler and the cooling flange can be supplied with coolant from the same cooling circuit. For example, a diverter or a diverter and / or a splitter can be provided at the inlet of the cooling circuit to the cooling flange to divert the cold coolant upstream of the cooling flange for the flange cooler. However, in principle, the coolant can also flow serially through the cooling flange and the flange cooler. However, by supplying the coolant to the cooling flange and the flange cooler in parallel or independently, there is an advantage that the brakes on both sides can be cooled strongly and the cooling performance of the brake and the electric motor can be more easily controlled.

[0024] As a preferred further development of the present invention, the cooling device can individually control the amount of coolant in the cooling flange between the electric motor and the brake chamber and the amount of coolant in the brake flange cooler, which allows for individual adjustment of the joint cooling capacity of the electric motor and the brake and the cooling capacity of the brake via the flange cooler, in particular, to allow them to be set to be larger or smaller independently of each other.

[0025] For example, the control device of the cooling system may consist of a controllable or adjustable flow divider that supplies a certain amount of coolant from a supply line to the cooling flange and the flange cooler in a range of adjustable ratios.

[0026] Alternatively, or additionally, the control device for controlling the cooling capacity in the cooling flange and flange cooler may consist of a pump with an adjustable discharge rate, for example, a pump with an adjustable pump speed.

[0027] Such an adjustable pump can supply coolant to the cooling flange and flange cooler as needed, and in some cases, in conjunction with the flow divider, can change the total amount of coolant and variably adjust the ratio of the amount of coolant reaching the flange cooler and the cooling flange.

[0028] Alternatively, or additionally, preferably, multiple pumps with adjustable discharge rates may be used, one of which can supply cooling flanges and another to brake flange coolers.

[0029] In this case, the cooling device control unit can preferably cooperate with a temperature detection device, which can detect the temperature at least at one location and provide corresponding temperature signals, for example, a temperature signal for the cooling flange between the motor internal chamber and the brake chamber, and / or a temperature signal for the brake oil bath, and / or a temperature signal for the brake chamber, and / or a temperature signal for the brake element. Alternatively, or additionally, the temperature sensing device may also detect the temperature of the electric motor and / or the temperature of the motor's internal chamber and / or the temperature of the electric motor's stator and / or rotor.

[0030] Preferably, the temperature detection device can consist of multiple temperature sensors capable of detecting the temperature at least one location on the electric motor and at least one location on the brake.

[0031] The control device can be configured to control and appropriately adjust the coolant volume and / or coolant distribution depending on at least one temperature signal. In particular, in order to adjust the cooling capacity of the cooling flange and / or the flange cooler based on the detected temperature, depending on the motor temperature and / or the brake temperature, the flow rate can be changed and adjusted by changing the flow divider and / or the pump speed and / or the coolant supply temperature, in order to cool the cooling flange between the motor internal chamber and the brake internal chamber and / or the flange cooler more strongly, especially when the motor temperature and / or the brake temperature rises.

[0032] Different adjustments can be made if the temperature rise is different. For example, if the motor temperature becomes higher than the brake temperature, the control unit can change the amount of coolant so as to cool the cooling flange between the motor and the brake more, but not the flange cooler as much. On the other hand, if the brake temperature rises above the motor temperature, for example, the flange cooler can be cooled further to maintain the cooling temperature of the cooling flange between the motor and the brake.

[0033] A preferred further development of the present invention is that the electric motor can be configured as an axial flux motor. In such a radial flux motor, the magnetic flux between the stator and rotor runs substantially parallel to the motor's axis of rotation, and the stator and rotor can be configured in the shape of disks spaced apart from each other in the axial direction. Such axial flux machines not only feature a very flat and compact design, low power consumption, and high torque, but also offer advantages in terms of proposed end-face cooling. In particular, the cooling flange between the motor's internal chamber and the brake chamber can provide a large and efficient cooling surface, thus enabling efficient cooling of such axial magnetic flux machines.

[0034] In particular, axial flux machines can be designed in stator-rotor, stator-rotor-stator, or stator-rotor-stator-rotor-stator configurations. These designs for axial flux machines have the advantage that the contact or opposing surface area between the stator and the end face of the plate cooler is very large, allowing the aforementioned cooling flange between the end face plate cooler, particularly between the brake chamber and the motor internal chamber, to be used for cooling the motor's stator.

[0035] When the axial flux machine is designed in a stator-rotor configuration, the brake is preferably located on the end face of the electric motor on the stator side. [Brief explanation of the drawing]

[0036] The present invention will be described in more detail below with reference to preferred embodiments and related drawings. The drawings show the following: [Figure 1] This is a longitudinal cross-sectional view of a drive unit according to a preferred embodiment of the present invention, in which a brake / transmission module with a brake chamber is flange-mounted directly to the output end face of an electric motor, and the end face of the electric motor cooling flange is in direct contact with the brake chamber without any further intermediate flanges. [Figure 2]Figure 1 shows a longitudinal cross-sectional view of a drive unit similar to Figure 1, according to a more preferred embodiment of the present invention, in which the brake is provided with an additional flange cooler on the end face of the brake away from the electric motor. [Figure 3] This is a cross-sectional view of a drive unit similar to Figure 2, and also shows the coolant supply system. This system allows for flow rate regulation through the motor's cooling flange and an additional flange cooler for the brake. [Figure 4] This is a longitudinal cross-sectional view of a drive unit according to a more preferred embodiment of the present invention, in which the brake is attached to the end face of the electric motor on side B, and the transmission is directly connected to the output side of the electric motor. [Figure 5] This is a longitudinal cross-sectional view of a drive unit similar to Figure 4, and the brake has an additional flange cooler on the end face of the brake, away from the electric motor. [Figure 6] Figures 1 to 3 are longitudinal cross-sectional views of the drive system, where the transmission is directly mounted to the end face of the electric motor without a brake. [Modes for carrying out the invention]

[0037] As shown in the figure, the drive unit 1 consists of an electric motor 2, a brake 3, and a transmission 4, which are arranged coaxially with each other, and in particular one can be mounted behind the other in the axial direction. Since the aforementioned components, the electric motor 2, brake 3, and transmission 4, can each form an independent pre-assembled assembly, the drive unit 1 as a whole has a modular structure. In this case, the brake 3 and the transmission 4 may be combined to form a common assembly, which may consist of a common brake / gear housing 5, which may include a brake chamber 6 for the brake 3, and preferably, as described later, may be separated and / or sealed from the transmission chamber 7 to supply different levels of lubricant to the transmission chamber 7 and the brake chamber 6.

[0038] However, instead, the brake 3 and the transmission 4 can also be configured as separate housings, such as the transmission housing 5 and the brake housing 8, which are mounted with their end faces aligned.

[0039] In this case, since the brake 3 is directly attached to the end face interface of the electric motor 2, the brake chamber 6 will be in direct contact with the end face housing wall of the electric motor 2 (see Figures 1 to 3). In particular, the brake chamber 6 is in direct contact with the end face housing wall of the electric motor 2 without an intermediate flange. In this case, the end face housing wall of the electric motor 2 forms a cooling flange 9, through which one or more coolant flow paths 10 pass, allowing coolant from the cooling circuit 11 to flow through the cooling flange 9 and cool the end face housing wall.

[0040] As shown in the figure, the electric motor 2 can preferably be configured as an axial magnetic flux machine, in which case the stator and rotor disk can be arranged axially in the longitudinal direction 12 of the motor shaft 13 with one behind the other, and the magnetic flux between the stator and rotor is substantially parallel to the longitudinal direction 12. In particular, such an electric motor 2 configured as an axial flux machine can consist of at least two stators 14, with at least one rotor 15 sandwiched between them, and this rotor 15 is fixedly connected to the motor shaft 13 and is rotatable.

[0041] As shown in the figure, in order to cool the rotor-stator package of the electric motor 2 from the opposite end face, the stator-rotor package of the electric motor 2 can be surrounded on the opposite end face by two cooling flanges 9 and 16. In this case, the coolant can flow in series through the two cooling flanges 9 and 16. However, in another preferred further development of the present invention, the two cooling flanges 9, 16 can also be connected in parallel. In this case, the coolant inlet 17 is split upstream of the two cooling flanges 9, 16, and the cold coolant flows evenly through both cooling flanges 9, 16, and then rejoins at the coolant outlet 18 (see Figures 1 to 6).

[0042] By coupling the brake chamber 6 to the end face of the electric motor 2 without an intermediate flange, a cooling flange 9 extending laterally with respect to the longitudinal direction 12 of the motor shaft 13 at the end face and capable of forming the end face housing wall of the motor housing cools not only the motor internal chamber 19 of the motor housing 20 and the rotor-stator package located therein, but also the brake chamber 6 and the brake elements 21 located therein.

[0043] The brake 3 may have brake discs as brake elements 21, one pair of which can be fixed to the motor shaft 13 or the input shaft of a transmission connected to it and rotatable, while the second pair of brake discs can be mounted to the brake housing 8. In this case, the brake plates 21 can be pressed against each other axially in a manner known to the present day, or conversely, separated from each other axially, and a pretensioning device, for example in the form of a spring, can be provided in a manner known to the present day to pretension the brake plates 21 to the brake in the engagement position. The brakes can be released against the spring preload by a suitable actuator, such as a pressure medium cylinder or a magnetic actuator.

[0044] As shown in Figures 1 to 3, the cooling flange 9 separates the brake chamber 6 from the motor internal chamber 19, particularly by a hydraulic seal, and the sealing element 22 can seal the cooling flange 9 against the motor shaft 13. The sealing element 22 can be, in particular, a shaft sealing ring for the electric motor 2.

[0045] The brake chamber 6 can be sealed against the transmission chamber 7 by an additional sealing element 23 provided on the end face away from the electric motor 2, and this sealing element 23 can also be a shaft seal ring that seats on the motor shaft 13 or the input shaft 13 of the transmission 4 and seals the motor shaft 13 or the input shaft 13 of the transmission 4 against the end face flange of the gear housing 5.

[0046] By separating the brake chamber 6 in an oil-tight manner, the oil supply to the brake 3 can be designed separately, and the oil level in the brake chamber 6 can be adjusted independently of the oil level in the transmission 4, thereby reducing resistance loss due to the rotating brake disc. In particular, the oil level in the transmission chamber can be set to a different level from the oil level in the brake chamber. For example, the brake chamber 6 can be filled with oil to about half the height of the motor shaft or to the height level (see Figure 1).

[0047] In principle, the transmission 4 can be designed in various ways and consists of one or more gear stages. To obtain a sufficient reduction ratio for a high-speed electric motor, for example, the transmission 4 can be configured as a planetary gear system and have multiple planetary stages. For example, a motor shaft or the input shaft of a transmission connected thereto that is rotatable can drive a first planetary stage sun gear, and further planetary stage sun gears can be connected to its planetary carrier. Other connections for planetary gear stages are possible, as are other designs for gear stages such as spur gear stages.

[0048] To cool the brake 3 more effectively, in addition to the cooling flange 9 between the brake 3 and the electric motor 2, further cooling elements or heat exchange elements can be provided to cool the brake 3. These cooling elements can be configured, for example, in the shape of a flange cooler 24. This flange cooler 24 can be positioned on the end face of the brake chamber 6 away from the electric motor 2 (see Figure 2).

[0049] By providing such an additional flange cooler 24 on the end face of the brake 3 away from the electric motor 2, heat can be extracted from the opposite end face of the brake 3. In particular, the brake element 21, which may be sandwiched between the cooling flange 9 and the flange cooler 24, can be cooled from the opposite end face.

[0050] As a preferred further development of the present invention, in order to efficiently introduce heat from the stationary brake disc package to the flange cooler 24, a stationary brake element in the form of a stationary brake disc package can be attached to a flange cooler 24 having a sufficiently large contact surface. Alternatively, or additionally, the flange cooler 24 can be immersed in the oil bath of the brake 3 to cool the oil bath.

[0051] The cooling device 25 for cooling the brake 3 and the electric motor 2 may preferably include a control device 26 for variably adjusting the flow rate and / or the temperature of the coolant flow, and this control device 26 may include a controller for controlling the flow rate and / or the temperature of the coolant flow.

[0052] As shown in the figure, a temperature detection device 32 can be provided that can detect the temperature of at least one location in the drive unit 1, for example, the temperature of the electric motor 2 and / or the temperature of the brake 3.

[0053] Preferably, the temperature detection device 32 consists of at least two temperature sensors 30 and 31, one of which measures the temperature of the electric motor 2 and the other measures the temperature of the brake 3. For example, temperature sensor 30 can detect the temperature of the motor's internal chamber 19. For example, another temperature sensor 31 can measure the temperature of the brake chamber 6 and / or the temperature of the oil bath of the brake 3.

[0054] The control device 26 is preferably configured to control or adjust the flow rate and / or coolant flow temperature depending on the temperature signal from the temperature detection device 32, and particularly depending on the temperature signals from the two temperature sensors 30 and 31.

[0055] As shown in Figure 3, the control device 26 can control the pump 29, which is controllable in terms of the discharge rate, to increase or decrease the flow rate depending on the detected temperature (EN) and whether the detected temperature is above a threshold or, in some cases, below the same or a different threshold.

[0056] Alternatively, or additionally, the control device 26 controls a flow divider 28 that is controllable according to the detected temperature (EN) to change the flow ratio, on the one hand describing the amount of coolant flowing into the electric motor 2 or the cooling flange 9, and on the other hand describing the amount of coolant flowing into the additional flange cooler 24, or defining the ratio of these two amounts of coolant. As shown in Figure 3, the flow divider 28 divides the total amount of coolant supplied from the pump 29 into two partial flows. One partial flow is directed to the coolant inlet 17 that supplies the coolant to the cooling flange 9 between the electric motor 2 and the brake 3, and the other partial flow is directed to the coolant inlet 27 that supplies the additional flange cooler 24.

[0057] As shown in Figure 3, the cooling flange 9 of the electric motor 2 and the additional flange cooler 24 of the brake 3 are connected in parallel so that the cold cooling fluid flows equally. At the outlet, the heated partial coolant flow is recombined and returned to the system tank.

[0058] As shown in Figure 4, the brake 3 can also be attached to the B side of the electric motor 2, and the brake 3 can also be flange-connected to the end face of the electric motor 2 by the brake housing 8.

[0059] In particular, the brake 3 can be mounted on the B side of the electric motor 2 such that the end face of the cooling flange 16 of the electric motor 2 is in direct contact with the brake chamber 6 without the need for a further intermediate flange, in order to cool the brake chamber 6 from the end face of the electric motor 2.

[0060] Furthermore, if the brake 3 is mounted on the B side of the electric motor 2, an additional flange cooler 24 can be assigned to the brake 3, and this flange cooler 24 can be mounted on the side away from the electric motor 2 (see Figure 5). Preferably, the flange cooler 24 is connected in parallel to the cooling flanges 9 and 16 of the electric motor 2 and can be supplied in the manner described above via a flow divider 28 and a pump 29 with controllable discharge rates so that the cooling capacity between the brake 3 region and the electric motor 2 region can be adjusted in the required manner.

[0061] As shown in Figure 6, the modular design of the drive unit 1 also allows for a configuration without brakes, in which case the transmission 4 can be directly attached to the end face of the electric motor 2, for example, by flange connections of the motor housing 20 and the gear housing 5 (see Figure 6).

Claims

1. A drive system for construction machinery and / or industrial trucks, The system comprises an electric motor (2), a transmission (4), a brake (3), and a cooling device (25) having at least one cooling circuit (11) for cooling the electric motor (2) and the brake (3). The electric motor (2) and the brake (3) have directly adjacent motor internal chamber (19) and brake chamber (6), and these chambers (19, 6) are separated by a cooling flange (9), which is cooled by the cooling circuit (11) of the cooling device (25), in a drive device.

2. The brake (3) is flange-connected directly to the end face of the electric motor (2), The brake chamber (6) is in direct contact with the end face housing wall of the electric motor (2) without any further intermediate flanges. The drive device according to claim 1, wherein the end face housing wall of the electric motor (2) forms the cooling flange (9).

3. The drive device according to claim 1, wherein the brake chamber (6) and the brake housing (8) surrounding the brake chamber (6) are configured to be open at one end face and closed by the motor housing (20) of the electric motor.

4. The drive device according to any one of claims 1, wherein the cooling flange (9) oil-tightly separates the brake chamber (6) and the motor internal chamber (19) and forms an oil-tight partition wall that prevents oil from overflowing from the brake chamber (6) into the motor internal chamber (19).

5. The drive device according to any one of claims 4, wherein a sealing element (22) is provided in the form of a shaft sealing ring between the cooling flange (9) and the motor shaft (13) of the electric motor (2) to seal the cooling flange (9) against the motor shaft (13).

6. The brake (3) is located on the drive side of the electric motor (2), sandwiched between the electric motor (2) and the transmission (4), and has a brake element (21) that is coaxially arranged with the input shaft (13) of the motor and / or the transmission. The drive device according to any one of claims 1 to 5, wherein the input shaft (13) of the electric motor and / or the transmission extends through the brake element (21).

7. The drive device according to any one of claims 1 to 5, wherein the brake (3) is located on the B side of the electric motor (2), and the electric motor (2) is sandwiched between the brake (3) and the transmission (4).

8. The drive unit (1) has a modular structure, wherein the electric motor (2), the brake (3), and the transmission (4) each form an assembled assembly that is detachably fixed to each other, or the electric motor (2), the brake (3), and the transmission (4) each form three independent assembled assemblies that are detachably fixed to each other, according to any one of claims 1 to 5.

9. The transmission (4) has a transmission chamber (7) that is oil-tightly separated from the brake chamber (6) of the brake (3), The drive device according to any one of claims 1 to 5, wherein the brake (3) and the transmission (4) have separate oil supply units.

10. The drive device according to any one of claims 1 to 5, wherein, in addition to the cooling flange (9), a flange cooler (24) is further attached to the brake (3) on the end face of the brake (3) opposite to the electric motor (2).

11. The drive device according to claim 10, wherein the flange cooler (24) and the cooling flange (9) may be supplied with cooling fluid from separate cooling circuits, or they may be connected in parallel to each other and supplied with cooling fluid from the same cooling circuit.

12. The drive device according to claim 11, wherein the cooling device (25) comprises x.

13. The control device (26) includes a flow divider (28) that divides the flow rate into a portion supplied to the flange cooler (24) and a portion supplied to the cooling flange (9). The drive device according to claim 12, wherein the current divider (28) has an adjustable division ratio.

14. The drive device according to any one of claims 1 to 5, wherein the cooling device (25) comprises a pump (29) capable of adjusting the amount of fluid delivered.

15. The cooling device (25) includes a temperature detection device (32) for detecting the temperature of at least one location of the electric motor (2) and / or the brake (3), a control device (26) for changing the coolant volume ratio between the amount of coolant flowing through the flange cooler (24) and the amount of coolant flowing through the cooling flange (9), and / or a control device (26) for independently and individually adjusting the amounts of coolant flowing through the flange cooler (24) and the cooling flange (9). The drive device according to claim 10, wherein the control device (26) controls the fluid temperature and / or coolant flow rate and / or flow rate ratio in accordance with the temperature signal detected by the temperature detection device (32).

16. The temperature detection device (32) includes at least one temperature sensor (30) for detecting the temperature of the electric motor (2) and at least one temperature sensor (31) for detecting the temperature of the brake (3). The drive device according to claim 15, wherein the control device (26) has a controller for controlling the fluid temperature and / or coolant flow rate and / or flow rate ratio according to two temperatures detected by the temperature sensors (30, 31).

17. The drive device according to any one of claims 1 to 5, wherein the electric motor (2) is designed as an axial flux machine.

18. The aforementioned axial magnetic flux machine has a stator-rotor configuration, The drive device according to claim 17, wherein the cooling flange (9) is located on the stator side of the axial flux machine.

19. The axial magnetic flux machine has a stator-rotor-stator configuration, or a stator-rotor-stator-rotor-stator configuration. The drive device according to claim 17, wherein the cooling flanges (9, 16) are provided on both end faces of the stator-rotor package.

20. A construction machine or industrial truck equipped with a drive device (1) according to any one of claims 1 to 5.

Images