DE102020118053A1 - Drive train for a commercial vehicle and disc brake on the same - Google Patents

Abstract

The invention relates to a drive train (A1) of a commercial vehicle, which has a drive motor (1) with a drive motor shaft (2), a clutch (K), a transmission (3) with a transmission input shaft (4) and a transmission output shaft (5), a cardan shaft (6), a differential gear (8), at least two wheel drive shafts (30, 31) and vehicle wheels (40, 41). The transmission input shaft (4) is connected to the drive shaft (2) of the drive motor (1) via the clutch (K). In addition, the cardan shaft (6) is connected to the transmission output shaft (5) via a first cardan joint (9) and to an input shaft (7) or an input element of a differential gear (8) via a second cardan joint (10). In addition, the differential gear (8) is connected to the vehicle wheels (40, 41) via two wheel drive shafts (30, 31). Wheel brakes (48, 49) are assigned to the vehicle wheels, by means of which they can be braked. In addition, the drive train (A1) has a permanent brake. According to the invention, the permanent brake is designed as a disc brake (11.1) to reduce production costs, which is arranged in the drive train (A1) between the driving gear (4) and the differential gear (8) to act as a brake.

Description

The invention relates to a drive train of a commercial vehicle, which has a drive motor with a drive motor shaft, a clutch, a drive transmission with a transmission input shaft and a transmission output shaft, a cardan shaft, a differential gear, at least two wheel drive shafts and vehicle wheels, the transmission input shaft being connected to the drive shaft of the vehicle via the clutch is connected to the drive motor, the cardan shaft being connected to the transmission output shaft via a first cardan joint and to an input shaft or an input element of a differential gear via a second cardan joint, the differential gear being connected to two wheel drive shafts, the wheel drive shafts being connected to vehicle wheels, the vehicle wheels Wheel brakes are assigned, by means of which the vehicle wheels can be braked, and in which the drive train has a permanent brake. In addition, the invention relates to a disc brake which is suitable for use in such a drive train.

It is known among experts that commercial vehicles above a certain total weight must also have a permanent brake in addition to mechanical service brakes. The mechanical service brakes, which are designed as friction brakes, are arranged close to the vehicle wheels, where there is only a very limited space available for them. Therefore, these service brakes are made comparatively small. As a result, their absorption and release capacity for the frictional heat generated during a braking process is limited, so that they can only be used for comparatively short braking processes. This is particularly noticeable when, as is usual in a commercial vehicle, a comparatively large moving mass has to be braked over a longer period of time. Such a situation occurs, for example, when a fully loaded commercial vehicle with a total mass of over 9000 kg is to be kept at a maximum driving speed of 30 km/h over a distance of 6 km and a gradient of 7%. The thermal loads arising from such a requirement also withstand those from the DE 10 2008 034 000 A1 and the DE 10 2009 027 116 A1 known ventilated brake discs for service brakes designed as disc brakes did not stand.

In order to be able to cope with the situation mentioned, in Germany buses with a total mass of more than 5500 kg and trucks with a total mass of more than 9000 kg must also have a permanent brake in addition to the service brake mentioned. Usually, such permanent brakes do not act directly on the vehicle wheels, but they are effective in the drive train of the vehicle in front of the wheel drive shafts or vehicle wheels. During a normal braking process, the permanent brake is also activated by actuating the vehicle's service brake in such a way that when the driver makes a comparatively low braking request, initially only the permanent brake is effective, and the service brake is only used in addition to braking the vehicle more vigorously . It is also possible to exclusively activate the permanent brake, which is usually done manually by the driver.

According to the prior art, engine brakes or hydrodynamic or electromagnetic retarders are used as permanent brakes. Although the engine brake is technically relatively easy to implement, it does not generate a large braking torque. Retarders require additional space and are expensive to manufacture. Since the manufacturing costs and therefore ultimately the sales price of a commercial vehicle in economically less developed countries play a decisive role in its acceptance on the local vehicle market, there is a need there, in particular for light commercial vehicles, which have both a service brake in the area of the vehicle chassis and a permanent brake in the drive train have, and which are also comparatively inexpensive to produce. This is to be achieved in particular by the fact that a retarder is not installed in the drive train of the vehicle, but without having to forego the continuous braking function mentioned.

This object is achieved with a drive train of a commercial vehicle which has the features of claim 1. A permanent brake suitable for this drive train is defined in independent claim 6 . Advantageous developments of the drive train and the permanent brake are specified in the associated dependent claims.

Accordingly, the invention initially relates to a drive train of a commercial vehicle, which has a drive motor with a drive motor shaft, a clutch, a driving gear with a gear input shaft and a gear output shaft, a cardan shaft, a differential gear, at least two wheel drive shafts and vehicle wheels. The transmission input shaft is connected to the drive shaft of the drive motor via the clutch and the cardan shaft is connected to the transmission output shaft via a first cardan joint and to an input shaft or an input element of a differential via a second cardan joint Ferential gear connected. The differential gear is drivingly connected to two wheel drive shafts, the latter being connected to vehicle wheels. A wheel brake is assigned to each of the vehicle wheels, by means of which the vehicle wheels can be braked. In addition, this drive train has a permanent brake, which is suitable for permanent braking operation of the type mentioned above.

In order to solve the task at hand, it is provided in this drive train that the permanent brake is designed as a disk brake, which is arranged in the drive train between the driving gear and the differential gear to act as a brake.

Although the idea of using a disc brake as a permanent brake initially seems absurd because such friction brakes on a vehicle's chassis are not suitable for this purpose, investigations have shown that the space available in the drive train area in front of the respective wheel drive shafts is suitable for this at various points is in order to arrange a disc brake that is large enough for continuous braking. This also applies, for example, to buses with a total mass of more than 5500 kg and for light commercial vehicles with a total mass of over 9000 kg. However, the brake disk of such a disk brake then has a heat-storage effective mass adapted to the higher requirements, an adapted diameter and, if it should prove necessary, a structural design that promotes cooling of the brake disk.

With regard to the arrangement of the disc brake designed as a permanent brake, different locations on the drive train are suitable. Thus, according to a preferred first embodiment, it can be provided that the disk brake is arranged in the area of the cardan shaft of the utility vehicle. The brake disc of the disc brake is connected to the cardan shaft in a torque-proof manner.

If it is not possible to fasten the brake disc of the endurance brake to the cardan shaft, for example because this is not made of metal but of a fiber composite material, it can be provided according to a second embodiment that the brake disc of the disc brake is non-rotatably connected to the transmission output shaft. This also advantageously allows a smaller proportion of the heat generated during continuous braking to be introduced via the transmission output shaft into the drive transmission of the commercial vehicle and distributed to the machine parts there and the transmission oil and cooled.

If the arrangement of the permanent brake designed as a disc brake on the cardan shaft or on the transmission output shaft is not possible or desired, the permanent brake can be arranged in the drive train of the commercial vehicle in the area of a differential gear. In this case, the brake disk of the disk brake is then connected in a rotationally fixed manner to the input shaft or to an input element of the differential gear.

Since the arrangement of the permanent brake designed as a disc brake in the area of the drive train of the commercial vehicle in front of the wheel drive shafts makes it impossible to support the braking torques on a chassis component, the arrangement proposed here provides that a brake carrier of the disc brake is fastened to the vehicle frame of the commercial vehicle. As is known per se, the brake carrier carries the entire hydraulic or, in this case, preferably pneumatic, actuator system and the brake pads for actuating the disk brake.

In the case of a disc brake that can be used as a permanent brake in the drive train of a commercial vehicle, the brake disc has two side walls which are arranged parallel to one another and are connected in one piece by means of webs curved radially outwards in the circumferential direction of the brake disc. Due to this double-walled structure, the brake disc has a mass that is more than twice as high and an area that is more than twice as high as a single-walled brake disc for a given maximum usable installation space on the commercial vehicle. As a result, the heat absorption capacity and the heat dissipation capacity of the metallic brake disk are comparatively high.

In order to improve the ability of this brake disc to be cooled, it can also be provided that an air duct is formed between two adjacent webs of the brake disc connecting the side walls. These air ducts are each fluidically connected radially on the inside to at least one air inlet opening formed in a side wall of the brake disc, and they end radially on the outside on the outer circumference of the brake disc with an air outlet opening. During operation, air for cooling the brake disk can be conducted between its two side walls via this flow path and heated radially on the outside can be ejected.

As an alternative or in addition to the cooling just mentioned, it can be provided that the brake disk has an axially extending sleeve, starting from its hub which is formed radially on the inside has, which is designed alternatively to accommodate the cardan shaft, the transmission output shaft or the input shaft or the input element of the differential gear. To cool the sleeve and thus to cool the brake disc, disc-shaped heat sinks are arranged at a distance from one another on the radial outside of the metallic sleeve, which radiate heat to the environment and can give off heat to the air flowing past.

Also alternatively or in addition to the cooling constructions mentioned above, provision can be made for a flow guide to be arranged on the radial outside of the sleeve of the brake disc, by means of which air can be directed directly onto an axial outer wall of the brake disc. This flow guide can be designed as a guide plate curved in the circumferential direction of the sleeve, which is oriented in such a way that it conveys air to the brake disc when the commercial vehicle is driving forwards in a direction of rotation of the cardan shaft, the transmission output shaft or the input shaft or the input element of the differential gear.

A better air conveying effect is achieved, at the expense of increased air resistance, if the flow guide has a funnel-shaped geometry, with this flow guide being oriented in a curved manner as seen in the circumferential direction of the sleeve, and with its larger inlet opening remote from the side wall and its smaller outlet opening near the side wall.

In order to achieve reliable transmission of the braking torque absorbed by the permanent brake designed as a disc brake, it is preferably provided that the metal brake disc is firmly connected to the metal cardan shaft in the area of its hub or at the axial ends of the sleeve by means of a weld. Since the attachment of the brake disc to the transmission output shaft or to the input shaft or to the input element of a differential gear by means of such a thermal connection method appears unfavorable, a screw connection in the area of the brake disc sleeve is preferred for such an arrangement of the brake disc.

According to a first embodiment, the disk brake designed as a permanent brake has a brake carrier which partially and axially surrounds the brake disk near the vehicle frame. Opposite a first side wall of the brake disk, the brake carrier carries a piston-cylinder arrangement, the cylinder of which has two cylinder chambers, in each of which a piston is guided so that it can move axially. During operation, the two pistons act on the first side wall of the double-walled brake disc by means of a braking force via a jointly used pressure piece and a first brake lining. A second brake pad is fastened to the opposite side of the brake carrier, which is pressed against the second side wall of the brake disc when the mentioned piston-cylinder arrangement is actuated.

As an alternative to this, with regard to the permanent brake that can be used in the drive train, it can be provided that the disc brake has a brake carrier, which also partially radially and axially surrounds the brake disc close to the vehicle frame. However, this brake carrier carries a piston-cylinder arrangement with one cylinder each near each side of the brake disc. The cylinders of these two actuators each have two cylinder chambers, in each of which a piston is guided so that it can move axially. When the two actuators are actuated, their pistons act on the two side walls of the brake disc with a normal force from opposite axial directions via an associated pressure piece and via a respective brake lining.

Because the brake disc extends transversely to the longitudinal extension of the utility vehicle or transversely to its drive train, the piston-cylinder arrangements mentioned in the two exemplary embodiments mentioned are aligned parallel to the longitudinal extension of the utility vehicle.

Since the components of the drive train of the commercial vehicle, i.e. the drive motor, the clutch, the transmission, the cardan shaft and the differential gear, move in all three spatial directions with comparatively small amplitudes during operation of the commercial vehicle, it can be assumed that the ones on one of the The brake disc attached to the above-mentioned shafts will also move. At the same time, however, a braking torque must be supported on the brake disc on the vehicle frame, which by definition is immobile. In order to be able to solve this subtask well and safely, the invention provides that the brake carrier is designed and arranged in such a way that it can be movably fastened to a vehicle frame in the longitudinal direction, transverse direction and vertical direction of the utility vehicle. In a likewise possible, somewhat poorer embodiment, the brake carrier is designed and arranged in such a way that it can only be movably fastened to a vehicle frame in the longitudinal direction and in the transverse direction of the utility vehicle.

• 1 eine schematische Draufsicht auf einen erfindungsgemäßen Antriebsstrang eines Nutzfahrzeugs mit einer als Scheibenbremse ausgebildeten Dauerbremse an einer Kardanwelle gemäß einer ersten Ausführungsform,
• 2 eine Darstellung wie in 1, wobei die Dauerbremse gemäß einer zweiten Ausführungsform an einer Getriebeausgangswelle angeordnet ist,
• 3 eine Darstellung wie in 1, wobei die Dauerbremse gemäß einer zweiten Ausführungsform an einer Eingangswelle eines Differentialgetriebes angeordnet ist,
• 4 eine perspektivische und zum Teil geschnittene Draufsicht auf eine erste Ausführungsform einer als Dauerbremse ausgebildeten Scheibenbremse,
• 5 eine perspektivische und zum Teil geschnittene Draufsicht auf eine zweite Ausführungsform einer als Dauerbremse ausgebildeten Scheibenbremse,
• 6 eine perspektivische Seitenansicht auf eine radial und axial mittig aufgeschnittene Bremsscheibe der Dauerbremse gemäß den 1 bis 5, und
• 7 eine schematische Längsschnittansicht durch eine Kardanwelle mit einer daran befestigten Bremsscheibe, sowie mit auf einem hülsenförmigen Fortsatz der Bremsscheibe befestigten zusätzlichen Kühlvorrichtungen.

For a better understanding of the invention, the description is accompanied by a drawing. In this shows

• 1 a schematic top view of a drive train according to the invention of a commercial vehicle with a permanent brake designed as a disc brake on a cardan shaft according to a first embodiment,
• 2 a representation as in 1 , wherein the permanent brake is arranged according to a second embodiment on a transmission output shaft,
• 3 a representation as in 1 , wherein the permanent brake is arranged according to a second embodiment on an input shaft of a differential gear,
• 4 a perspective and partially sectioned top view of a first embodiment of a disc brake designed as a permanent brake,
• 5 a perspective and partially sectioned top view of a second embodiment of a disc brake designed as a permanent brake,
• 6 a perspective side view of a radially and axially cut in the middle brake disc of the permanent brake according to the 1 until 5 , and
• 7 a schematic longitudinal sectional view through a cardan shaft with a brake disc attached thereto and with additional cooling devices attached to a sleeve-shaped extension of the brake disc.

Accordingly, the 1 Schematically a top view of a drive train A1 of a commercial vehicle, which has a drive motor 1 with a drive motor shaft 2, a mechanical clutch K, a drive transmission 3 with a transmission input shaft 4 and a transmission output shaft 5, a cardan shaft 6, a differential gear 8, two wheel drive shafts 30, 31 and Vehicle wheels 40, 41 has. In the selected example, the drive motor 1 is a reciprocating internal combustion engine, so that the drive motor shaft is a crankshaft in this case. The clutch K is a mechanical friction clutch here, the input element of which is connected to the motor drive shaft 2 and the output element of which is connected to the transmission input shaft 4 . The drive transmission 3 is designed as a variable speed transmission or automatic transmission, the transmission output shaft 5 of which is connected to the cardan shaft 6 via a first cardan joint 9 . In addition, the cardan shaft 6 is connected to an input shaft 7 or an input element of a differential gear 8 via a second cardan joint 10 . The differential gear 8 is connected via two output shafts (not shown) each to a wheel drive shaft 30, 31, these wheel drive shafts 30, 31 ultimately being connected to the rims of the vehicle wheels 40, 41. The vehicle wheels 40, 41 each have dual tires in the illustrated embodiment. At least two wheel brakes 48, 49 are provided for braking the commercial vehicle, which are designed as service brakes that can only be used for a short time.

The main components of this drive train A1 mentioned, starting with the drive motor 1 up to the differential gear 8, are arranged one behind the other in a manner known per se in the longitudinal direction X of the utility vehicle. Only the two wheel drive shafts 30, 31 extend in a transverse direction Y perpendicular thereto, which, like the longitudinal direction X, runs parallel to a roadway (not shown).

In order to avoid the installation of an expensive retarder in this previously known drive train A1 and still have a necessary permanent brake available, the invention provides that the permanent brake is designed as a disc brake 11.1, which acts as a brake in the drive train A1 between the driving gear 3 and the differential gear 8 is arranged.

In the in the 1 The illustrated embodiment is arranged as a disc brake 11.1 permanent brake in the area of the cardan shaft 6. For this purpose, the brake disc 12 of the disc brake 11.1 is fixed in a rotationally fixed manner to the cardan shaft 6, while a brake carrier 13 associated with the disc brake 11.1 is connected to a vehicle carrier 14 of the utility vehicle. The brake carrier 13 can be arranged next to or above the cardan shaft 6 and has a frame or a housing which carries the actuators and the brake linings of the disc brake 11.1. This is discussed in more detail below.

The brake carrier 13 is designed and arranged in such a way that it can be fastened to a vehicle frame 14 so that it can move to a small extent at least in the longitudinal direction X and the transverse direction Y of the commercial vehicle. However, it is preferably provided that the brake carrier 13 can be fastened to a vehicle frame 14 so that it can move slightly in the longitudinal direction X, in the transverse direction Y and in the vertical direction Z of the utility vehicle. This mobility of the brake carrier 13 does not have to be particularly great, but only be suitable for following drive train vibrations occurring during operation of the commercial vehicle and thus also vibrations of the brake disc 12 . In any case, the support of the brake elements on the vehicle frame 14 necessary for braking should be ensured.

Due to the fact that the permanent brake of the drive train A1 is not integrated into the drive motor or gearbox as is conventional, but is designed as a disc brake 11.1 and is arranged between the driving gear 3 and the differential gear 8, a comparatively simple and inexpensive solution is created for the permanent braking operation described at the beginning, in particular of a light commercial vehicle to allow. Disc brakes suitable for commercial vehicles with a permissible total mass of more than 9000 kg are available on the market or at least can be adapted comparatively easily to the needs described here.

If the in 2 shown drive train A2 has a cardan shaft 6, which is not made of metal but of a fiber composite material, it can be provided according to a second embodiment that the brake disc 12 of the disc brake 11.2 is non-rotatably connected to the transmission output shaft 5. As a result, even a small proportion of the heat generated on the brake disc 12 during continuous braking can be conducted via the transmission output shaft 5 into the driving transmission 3 of the commercial vehicle and distributed to the machine parts there and the transmission oil, and released from there to the environment.

If the arrangement of the permanent brake designed as a disc brake 11.3 on the cardan shaft 6 or on the transmission output shaft 5 is not possible or desired, the permanent brake can be arranged according to a third embodiment in the drive train A3 of the commercial vehicle in the area of a differential gear 8. In this case, the brake disc 12 of the disc brake 11.3 is connected in a rotationally fixed manner to the input shaft 7 or to an input element of the differential gear 8. In this embodiment, too, a small portion of the heat occurring on the brake disk 12 can be conducted into the differential gear 8 and from there emitted to the environment.

As the 1 until 3 to illustrate, the brake carrier 13 is not arranged in the vertical direction Z above the cardan shaft 6 or above the transmission output shaft 5 or above the input shaft 7 of the differential gear 8, but is positioned in the transverse direction Y next to it. There is enough free space here to arrange the disc brake 11.1, 11.2, 11.3.

Like those in particular 4 until 6 To illustrate, the brake disc 12 has two side walls 24, 25 which are arranged parallel to one another and are connected in one piece by means of webs 28.1, 28.2 which are curved radially outwards in the circumferential direction of the brake disc 12. Radially on the inside, the brake disc 12 has a hollow-cylindrical hub 26, which can be slipped onto one of the shafts 5, 6, 7 and fixed there, for example, by means of a weld 59 ( 7 ) or can be fastened in a rotationally fixed manner by means of a screw connection.

An air duct 22 is formed between two adjacent webs 28.1, 28.2 of the brake disk 12, which are in fluid communication with at least one air inlet opening 27 formed in a side wall 24, 25 of the brake disk 12 radially on the inside. These air ducts 22 end radially on the outside as air outlet openings 29 on the outer circumference of the brake disc 12.

If the cooling capacity of the air ducts 22 of the brake discs 12 is not sufficient to cool them and the brake pads of the disc brake sufficiently, further cooling elements can be provided on the brake disc 60 . As 7 shows in a schematic longitudinal section, the brake disc 60, in addition to its double-walled structure, can have an axially extending sleeve 50 radially inward, starting from its described hub 26, which is initially used to accommodate the cardan shaft 6, the transmission output shaft 5 or the input shaft 7 or the Input element of the differential gear 8 is formed. On the radial outside of this sleeve 50, to increase the cooling capacity of the brake disc 60, disc-shaped heat sinks 51 are fastened at an axial distance from one another, which heat sinks can give off heat to their surroundings via their surfaces.

If the increased cooling capacity of the brake disc 60 is still not judged to be sufficient, it can be provided, as an alternative or in addition to the arrangement of the disc-shaped heat sinks 51, that a flow guide 52 is arranged on the radial outside of the sleeve 50, by means of which air can be fed directly onto a axial outer sides of the two side walls 24, 25 of the brake disc 60 can be steered.

In the simplest case, this flow guide 52 can be designed as a guide plate curved in the circumferential direction of the sleeve 50 . However, it can also be provided that the flow guide 52 has a funnel-shaped geometry and is aligned in a curved manner in the circumferential direction of the sleeve 50 . The larger inlet opening 53 of this funnel-shaped flow guide 52 is away from the side wall, as is its smaller one Outlet opening 54 is formed close to the side wall. The one in the 7 The flow arrows shown show the direction of flow 55 of air flowing into the funnel-shaped flow guide 52, the direction of flow 56 of air flowing into the air inlet openings 27, the direction of flow 57 of air flowing out radially at the brake disc 60 and the direction of flow 58 of air flowing out of the brake disc 60.

Trained as a permanent brake disc brake 11a, 11b is in the 4 and 5 shown in two different embodiments. The disc brake 11 a according to 4 has a piston-cylinder arrangement acting with a braking force on only one side of a brake disc 12, while the disc brake 11b according to FIG 5 has two such actuators which act on a brake disc 12 with a braking force from axially opposite directions.

Accordingly, the in the 4 Disc brake 11a shown has a first brake carrier 13.1 with a substantially U-shaped longitudinal section geometry, which partially encompasses the brake disk 12 close to the vehicle frame, partially radially and axially along a specific peripheral section. The brake carrier 13.1 can be designed as a pot-shaped housing open towards the brake disc 12 at the bottom. This brake carrier 13.1 has on only one side of the brake disc 12 a piston-cylinder arrangement with a cylinder 17 which has two cylinder chambers formed next to one another. A piston 15, 16 is accommodated in an axially movable manner in each of the two cylinder chambers. The two pistons 15, 16 are in contact with a jointly used pressure piece 18 with their end faces remote from the cylinder chamber. The pressure piece 18 rests with its side remote from the piston on a first support plate 19, which is connected to a first brake lining 20.1. A second brake pad 20.2 is attached to a bracket 23 on the opposite side of the first brake carrier 13.1 by means of a second support plate 21, the friction side of the second brake pad 20.2 facing the brake disc 12.

In order to pressurize the two cylinder spaces of the cylinder 17, two pressure medium connections 39a, 39b are formed on this, through which, for example, compressed air can be filled into the two cylinder spaces of the cylinder 17. By applying compressed air to the two cylinder chambers in this way, the two pistons 15, 16 are pressed against the common pressure piece 18, as a result of which the latter is pressed against the support plate 19 of the first brake pad 20.1. As a result, this first brake pad 20.1 is pressed against the first side wall 24 of the double-walled brake disc 12. If the actuating pressure is increased further, the opposite side of the first brake carrier 13.1 with the second brake pad 20.2 is pulled against the second side wall 25 of the brake disc 12, as a result of which this second brake pad 20.2 is also effective in braking the brake disc 12.

In the 5 The illustrated second embodiment of a disc brake 11b, which can be used in one of the described drive trains A1, A2, A3, has two brake actuators acting axially oppositely in the direction of the brake disc 12. Accordingly, the disc brake 11b has a second brake carrier 13.2, which also partially radially and axially surrounds the brake disc 12 near the vehicle frame along a specific circumferential section. This second brake carrier 13.2 can also be designed as a housing that is open at the bottom.

The second brake carrier 13.2 has a piston-cylinder arrangement on both sides of the brake disc 12, each with a cylinder 36; 45 on. Each of these cylinders 36; 45 has two cylinder chambers, in each of which a piston 34, 35; 43, 44 is arranged to be axially movable. The side of the respective pistons 34, 35; 43, 44 is in pairs on a common pressure piece 37; 46, which in turn, with its side remote from the piston, is attached to an associated support plate 38.1; 38.2 of two friction linings 20.1; 20.2 apply. The first support plate 38.1, which is connected to the first friction lining 20.1, is guided in an axially movable manner in the direction of the brake disc 12 in a first guide piece 33 formed on the second brake carrier 13.2. Likewise, the second support plate 38.2 connected to the second friction lining 20.2 is guided in a second guide piece 42 formed on the second brake carrier 13.2 so that it can move axially in the opposite direction towards the brake disc 12. To act on the two cylinder chambers of the two cylinders 36; 45 of the second brake carrier 13.2 are on the two cylinders 36; 45 each have two pressure medium connections 39a, 39b, 39c, 39d, through which, for example, compressed air can be filled into the two cylinder chambers.

Reference List

1

drive motor

2

drive motor shaft

3

Drive transmission, manual transmission, automatic transmission

4

transmission input shaft

5

transmission output shaft

6

propeller shaft

7

Input shaft of the differential gear

8th

differential gear

9

First universal joint

10

Second universal joint

11.1

Disc brake on the cardan shaft

11.2

Disc brake on the transmission output shaft

11.3

Disc brake on the input shaft of the differential gear

11 a

Disc brake (first embodiment)

11b

Disc brake (second embodiment)

12

brake disc

13

Disc brake carrier 11.1, 11.2, 11.3

13.1

Disc brake carrier 11a

13.2

Disc brake carrier 11b

14

vehicle frame

15

First piston of disc brake 11a

16

Disc brake second piston 11a

17

Disc brake cylinder 11a

18

Pressure piece of the disc brake 11a

19

Supporting plate of the first brake pad of the disc brake 11a

20.1

First brake pad of the disc brake 11a

20.2

Second brake pad of the disc brake 11a

21

Supporting plate of the second brake pad of the disc brake 11a

22

Brake disc air duct 12

23

Holder on the brake carrier 13.1 for the second support plate 21

24

First side wall of the brake disc 12

25

Second side wall of the brake disc 12

26

Brake disc hub 12

27

Air inlet openings on the brake disc 12

28.1

First radially curved web between the side walls 24, 25

28.2

Second radially curved web between the side walls 24, 25

29

Air outlet opening between webs 28.1, 28.2 and side walls 24, 25

30

Right wheel drive shaft

31

Left wheel drive shaft

33

First guide piece on the second brake carrier 13.2

34

Disc brake first piston 11b

35

Disc brake second piston 11b

36

Disc brake first cylinder 11b

37

First pressure piece of the disc brake 11b

38.1

Supporting plate on the first brake pad 20.1 of the disc brake 11b

38.2

Support plate on the second brake pad 20.2 of the disc brake 11b

39a - 39b

Pressure medium connections on the cylinder of the brake carrier

39c - 39d

Pressure medium connections on the cylinder of the brake carrier

40

Right vehicle wheel

41

Left vehicle wheel

42

Second guide piece on the second brake carrier 13.2

43

Third disc brake piston 11b

44

Fourth disc brake piston 11b

45

Disc brake second cylinder 11b

46

Second pressure piece of the disc brake 11b

48

First wheel brake

49

Second wheel brake

50

sleeve on the hub 26 of the brake disc 12

51

Disc-shaped heat sinks on sleeve 50

52

Funnel-shaped flow guide on the sleeve 50

53

Inlet opening of the funnel-shaped flow guide 52

54

Outlet opening of the funnel-shaped flow guide 52

55

Direction of flow of air flowing into the flow guide 52

56

Direction of flow of air flowing into the air inlet opening 27

57

Flow direction of radially on the brake disc 60 outflowing air

58

Direction of flow of air flowing out of the brake disc 60

60

Brake disc with sleeve and additional cooling devices

A1

Power train (first embodiment)

A2

Powertrain (second embodiment)

A3

Powertrain (Third Embodiment)

K

coupling

X

longitudinal direction

Y

transverse direction

Z

vertical direction

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102008034000 A1 [0002]
• DE 102009027116 A1 [0002]

Claims (16)

Drive train (A1, A2, A3) of a commercial vehicle, which has a drive motor (1) with a drive motor shaft (2), a clutch (K), a transmission (3) with a transmission input shaft (4) and a transmission output shaft (5), a cardan shaft (6), a differential gear (8), at least two wheel drive shafts (30, 31) and vehicle wheels (40, 41), the gear input shaft (4) being connected to the drive shaft (2) of the drive motor (1) via the clutch (K). is connected, the cardan shaft (6) being connected to the transmission output shaft (5) via a first cardan joint (9) and to an input shaft (7) or an input element of a differential gear (8) via a second cardan joint (10), the differential gear (8) is connected to two wheel drive shafts (30, 31), the wheel drive shafts (30, 31) being connected to vehicle wheels (40, 41), the vehicle wheels (40, 41) being assigned wheel brakes (48, 49) by means which the vehicle wheels (40, 41) fig can be braked and in which the drive train (A1, A2, A3) has a permanent brake, characterized in that the permanent brake is designed as a disc brake (11.1, 11.2, 11.3, 11a, 11b) which is in the drive train (A1, A2 , A3) is arranged with braking effect between the driving gear (3) and the differential gear (8). Drive train (A1) according to claim 1 , characterized in that the brake disc (12; 60) of the disc brake (11.1) is non-rotatably connected to the cardan shaft (6). Drive train (A2) according to claim 1 , characterized in that the brake disc (12; 60) of the disc brake (11.2) is non-rotatably connected to the transmission output shaft (5). Drive train (A3) according to claim 1 , characterized in that the brake disc (12; 60) of the disc brake (11.3) is non-rotatably connected to the input shaft (7) or an input element of the differential gear (8). Drive train (A1, A2, A3) according to one of Claims 1 until 4 , characterized in that a brake carrier (13; 13.1, 13.2) of the disc brake (11.1, 11.2, 11.3, 11a, 11b) is attached to the vehicle frame (14) of the utility vehicle. Disc brake (11.1, 11.2, 11.3, 11a, 11b) in the drive train (A1, A2, A3) according to one of Claims 1 until 5 , characterized in that the brake disc (12; 60) has two side walls (24, 25) which are arranged parallel to one another and are connected in one piece by means of webs (28.1, 28.2) curved radially outwards in the circumferential direction of the brake disc (12; 60). are. disc brake after claim 6 , characterized in that between two adjacent webs (28.1, 28.2) of the brake disc (12; 60) each have an air duct (22) is formed, which each radially inward with at least one in a side wall (24, 25) of the brake disc (12; 60) formed air inlet opening (27) are fluidically connected, and which end radially on the outside on the outer circumference of the brake pads (12) as an air outlet opening (29). disc brake after claim 6 or 7 , characterized in that the brake disc (60), starting from its hub (26), has an axially extending sleeve (50) which is used to accommodate the cardan shaft (6), the transmission output shaft (5) or the input shaft (7) or the input element of the differential gear (8) is formed, and on the radial outside of which disc-shaped cooling bodies (51) are arranged. Disc brake after one of Claims 6 until 8th , characterized in that the brake disc (60), starting from its hub (26), has an axially extending sleeve (50), on the radial outside of which a flow guide (52) is arranged, by means of which air can be fed directly onto an axial outer wall (24, 25) of the brake disc (60) can be steered. disc brake after claim 9 , characterized in that the flow guide (52) is designed as a guide plate curved in the circumferential direction of the sleeve (50). disc brake after claim 9 , characterized in that the flow guide (52) has a funnel-shaped geometry, that the flow guide (52) is aligned in a curved manner in the circumferential direction of the sleeve (50), and that its larger inlet opening (53) is away from the side wall and its smaller outlet opening (54) is near the side wall is. Disc brake after one of Claims 6 until 11 , characterized in that the metal brake disc (60) in the region of its hub or at the axial ends of its sleeve (50) can be firmly connected to the metal cardan shaft (6) by means of a weld (59). Disc brake (11 a) according to one of Claims 6 until 12 , characterized in that the disc brake (11a) has a first brake carrier (13.1), that the first brakes carrier (13.1) partially and axially surrounds the brake disc (12) close to the vehicle frame, so that the first brake carrier (13.1) carries a piston-cylinder arrangement opposite a first side wall (24) of the brake disc (12), the cylinder (17) of which has two cylinder chambers in each of which a piston (15, 16) is guided so that it can move axially, that the two pistons (15, 16) are mounted on the first side wall (24) of the brake disc via a jointly used pressure piece (18) and a first brake lining (20.1). (12) act, and that on the opposite side of the first brake carrier (13.1) a second brake pad (20.2) is attached, which can be pressed against the second side wall (25) of the brake disc (12). Disc brake (11b) according to one of Claims 6 until 12 , characterized in that the disc brake (11b) has a second brake carrier (13.2) which partially surrounds the brake disc (12) near the vehicle frame radially and axially, that the second brake carrier (13.2) on each side of the brake disc (12) has a piston-cylinder - has an arrangement with one cylinder (36; 45) each, which each have two cylinder chambers, in each of which a piston (34, 35; 43, 44) is guided so that it can move axially, and that two pistons (34, 35; 43 , 44) act on the two side walls (24, 25) of the brake disc (12) from two opposite axial directions via a pressure piece (37; 46) and a brake lining (20.1, 20.2). Disc brake (11.1, 11.2, 11.3, 11a, 11b) according to one of Claims 13 or 14 , characterized in that the brake carrier (13; 13.1, 13.2) is designed and arranged in such a way that it can be movably attached to a vehicle frame (14) in the longitudinal direction (X) and transverse direction (y) of the utility vehicle. Disc brake (11.1, 11.2, 11.3, 11a, 11b) according to one of Claims 13 or 14 , characterized in that the brake carrier (13; 13.1, 13.2) is designed and arranged in such a way that it can be movably fastened to a vehicle frame (14) in the longitudinal direction (X), in the transverse direction (Y) and in the vertical direction (Z) of the commercial vehicle .

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