WO2022184202A1

WO2022184202A1 - Brake device for a wheel hub drive assembly

Info

Publication number: WO2022184202A1
Application number: PCT/DE2022/100098
Authority: WO
Inventors: Marc Finkenzeller; Alexander KONSTANTINOV; René Daikeler; Sebastian Kaiser
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2021-03-05
Filing date: 2022-02-07
Publication date: 2022-09-09
Also published as: DE102021105321B3; CN220470509U

Abstract

A brake device (1) for a wheel hub drive assembly (2), wherein the wheel hub drive assembly (2) has at least one drive shaft (3) with an axis of rotation (5) extending along an axial direction (4); wherein the brake device (1) comprises at least one housing section (6) for arranging the brake device (1) on the wheel hub drive assembly (2), and, arranged next to one another in the housing section (6), for arrangement on the drive shaft (3), coaxially with respect to the axis of rotation (5) and along the axial direction (4): at least one first carrier element (7), a brake disk (8) and a second carrier element (9); wherein each carrier element (7, 9) has at least one pad (10), which faces the brake disk (8), for making contact with the brake disk (8); wherein the brake device (1) has an actuating unit (11) for shifting the first carrier element (7) along the axial direction (4) toward the second carrier element (9), wherein the brake disk (8) is connected via at least one element (12), which is elastically deformable in the axial direction (4), to a hub part (13) for rotation therewith, wherein the hub part (13) is connectable to the drive shaft (3) in a form-fitting manner in relation to a circumferential direction (14).

Description

Braking device for a wheel hub drive assembly

The invention relates to a braking device for a wheel hub drive arrangement.

The invention also relates to a wheel hub drive arrangement with a braking device, in particular for a motor vehicle.

Motor vehicles with hybridised/ electrified powertrains can accelerate and decelerate with the help of the e-machine. During the braking process, the e-machine is operated as a generator and the recuperated energy is used to charge the battery. For safety reasons, however, a second, mechanical braking device is still required. In the case of drives close to the wheel (wheel hub motor/electric axle), this results in a more difficult installation space situation. In addition, it is desirable to design the mechanical brake to be durable, since dismantling the brake for servicing can be difficult.

In a vehicle, in particular a vehicle with an electric wheel hub drive, a so-called e-wheel drive, brakes with disks are often used to brake the vehicle. However, brakes designed as disc brakes with floating calipers, disc brakes with fixed calipers, drum brakes and multi-disc brakes are also known.

For example, DE 102012200668 A1 describes a wheel drive on a vehicle axle, with a driven wheel hub rotatably mounted on a wheel hub carrier and with at least one hydraulically actuated multi-disc brake for braking the wheel hub. An outer disk is arranged as a rotating part of the disk brake in a rotationally fixed and axially displaceable manner on the wheel hub.

DE 102019 120409 A1 discloses a braking device for a wheel hub drive arrangement in which the braking partners which are stationary with respect to the circumferential direction have cooling ducts. The axially moveable braking partner is actuated via brake cylinders. The braking partner that can be moved in the circumferential direction is designed as a disk carrier. DE 102019 118503 A1 discloses a braking device for a wheel hub drive arrangement in which an inner disk rotates as a rotating part of the disk brake and is arranged on the wheel hub in an axially displaceable manner.

With such mechanical brakes, the braking partner that can be moved in the circumferential direction is regularly connected via a positive connection, e.g. B. a spline on a hub connected to a drive shaft. As soon as the brake is actuated and a torque is transmitted via the hub to the drive shaft, frictional forces (displacement friction) occur in the toothing between the hub and the drive shaft. These frictional forces prevent displacement of the hub relative to the drive shaft in the axial direction, so that only a reduced contact pressure force is available for the frictional contact between the movable friction partner and the stationary friction partner provided for torque transmission. In addition, a misalignment of the moving braking partner can occur, which can result in an uneven application of force and possibly noise.

Proceeding from this, the object of the present invention is to at least partially alleviate the problems described at the outset. In particular, a braking device is to be proposed which enables transmission of a contact pressure force which is distributed uniformly and is not reduced if possible.

This object is achieved with the features of independent claim 1. Further advantageous refinements of the invention are specified in the dependent claims. The features listed individually in the dependent claims can be combined with one another in a technologically meaningful manner and can define further refinements of the invention. In addition, the features specified in the claims are specified and explained in more detail in the description, with further preferred configurations of the invention being presented.

A braking device for a wheel hub drive arrangement, in particular for a motor vehicle with an electric wheel hub drive, is proposed. The wheel hub drive arrangement preferably has an electric drive for driving a wheel of the motor vehicle, with the braking device being designed for braking this wheel.

The wheel hub drive arrangement has at least one drive shaft with an axis of rotation extending along an axial direction. The braking device comprises at least one housing section for arranging the braking device on the wheel hub drive arrangement. Furthermore, the braking device comprises in the housing section, for arrangement on the drive shaft, coaxially to the axis of rotation and arranged next to one another along the axial direction, at least a first carrier element, a brake disk and a second carrier element. Each carrier element has at least one lining facing the brake disc for contacting the brake disc. The braking device has an actuating device for displacing the first carrier element along the axial direction toward the second carrier element. The brake disc is non-rotatably connected to a hub part via at least one element that is (elastically) deformable (only) in the axial direction, the hub part being connectable to the drive shaft in a form-fitting manner with respect to a circumferential direction.

In particular, the support elements are (essentially) non-rotatably connected to the housing section. The brake disc is arranged in the brake device so that it can rotate relative to the carrier elements and relative to the housing section and can be connected to the drive shaft in a rotationally fixed manner relative to the circumferential direction via the hub part. By actuating the actuating device, the brake disc can be clamped adjustably between the carrier elements, so that a torque can be supported on the housing section via the carrier elements.

A torque of the drive shaft can thus be transmitted via the braking device via the hub part and the brake disc and supported via the carrier elements on the housing section, so that the drive shaft can be braked when the braking device is actuated.

The components that are arranged in the housing section with the drive shaft so that they can rotate relative to the circumferential direction are the brake disk as a thermal mass, the hub part, an element or a plurality of elements and possibly Fastening elements for connecting the brake disc to the at least one element and for connecting the at least one element to the hub part.

The at least one element enables the brake disk to be displaced along the axial direction relative to the hub part when the braking device is actuated by the actuating device.

When the braking device is actuated, a torque acting in the circumferential direction is transmitted between the hub part and the drive shaft. B. in a spline present there, frictional forces (displacement friction) occur. The result of these frictional forces is that the frictional contact between the brake disc and the carrier element, which is fixed relative to the axial direction, can only be subjected to a reduced contact pressure.

Because the brake disk is attached to the hub part so that it can move in the axial direction, it can be displaced along the axial direction without friction, so that angular offsets or component misalignments can also be compensated for. In this way, an uneven application of force and noise occurring due to the misalignment can be prevented.

As a result of the prevention of displacement friction when the brake is actuated, in particular no loss of pressing force has to be accepted, so that improved controllability of the pressing force can also be achieved.

In this way, in particular, a braking device that is maintenance-free over the service life can be implemented.

In particular, the at least one element is a spring plate that is connected to the brake disc via at least a first connection and to the hub part via at least a second connection.

In particular, the at least one first connection and the at least one second connection are spaced apart from one another along a circumferential direction, so that the spring plate between the first connection and the second Connection is elastically deformable at least relative to the axial direction. Specifically, first links and second links are alternately provided along the circumferential direction. In particular, first connections and second connections are arranged spaced apart from one another over an angular range of at least 15 angular degrees, preferably at least 25 angular degrees, along the circumferential direction.

In particular, several elements are distributed along the circumferential direction, with each element along the circumferential direction initially being connected to the brake disk via at least one first connection and then only being connected to the hub part via at least one second connection.

At least the first connection or the second connection (preferably both connections) is a riveted connection. However, other types of connection, screw connection, welded connection, etc., are also possible.

The first connections and the second connections are arranged in particular on a common radius or in an at least overlapping radius area relative to the axis of rotation. The at least one element extends between the at least one first connection and the at least one second connection essentially exclusively along the circumferential direction (and just not eg in a radial direction).

The hub part and the brake disk are in particular dimensionally stable components, ie components which cannot be deformed under the usual operating conditions of the braking device. In contrast, the at least one element is elastically deformable at least in relation to the axial direction.

In particular, the brake disc is arranged pre-stressed in relation to the axial direction via the at least one element on a stop of the hub part. The stop is in particular a shoulder on the hub part which forms an overlap with the brake disc in the radial direction. The at least one element presses the brake disc in the unloaded state of the brake disc (no external forces are present) against the stop (preloaded arranged). The prestress is in particular opposed to the actuating force emanating from the actuating device, ie the brake disk is displaced by the actuating device along the axial direction relative to the hub part, so that a gap is formed between the stop and the brake disk.

About the bias, the brake disc can meet the requirements in terms of impact, so that z. B. noise can be prevented in such stresses.

In particular, the second carrier element is supported on the housing section in relation to the axial direction. In particular, the second carrier element is supported on the housing section via a cam of the housing section, which is in particular configured to run around in the circumferential direction. In particular, the cam is crowned at the contact surface with the second carrier element, so that a tilting movement of the second carrier element is possible to compensate for deformation and/or potting effects.

In particular, at least one carrier element (preferably the second carrier element or both carrier elements) is connected to the housing section via at least one leaf spring. The leaf spring extends between the housing section and the carrier element, in particular essentially along the circumferential direction. About the leaf spring z. B. a centering of the carrier element relative to the axis of rotation can be achieved, so that a displacement friction between the housing portion and the carrier element can be prevented. Next, a leaf spring against the axial direction backlash, z. B. biased arrangement of the support element, z. B. on or opposite the housing section and/or on or opposite the actuating device. A corrugated spring can also be used instead of the at least one leaf spring.

In particular, at least one carrier element or at least one covering is designed in the shape of a segment of a circle or a circular ring. With a circular segment Configuration can be provided distributed along the circumferential direction more of the respective components.

The covering is in particular connected to the carrier element in a form-fitting or material-locking manner and can be designed as a segment or as a circular segment or as a circular ring (that is to say circumferential). This can influence both the specific load and the wear volume of the lining.

In particular, a (disc-shaped) intermediate element is arranged at least between the second carrier element and the housing section or between the first carrier element and the actuating device for the transmission of (contact) forces acting at least in the axial direction. Such an intermediate element, also referred to as an inlet, z. B. have a higher resistance to deformation and / or wear than the cast materials usually used as a carrier element.

In particular, the brake disc has a channel structure for a cooling fluid to flow through the brake disc. The cooling fluid is in particular ambient air. In particular, the brake disc is internally ventilated so that heat can be better dissipated from the brake disc.

In particular, the actuating device has a single-piston releaser, a multi-piston releaser or a hydraulically actuated annular cylinder with an annular piston. The actuating device can be actuated hydraulically or electrically. Such actuators are z. B. for actuating braking devices and / or friction clutches are known in principle.

If several pistons are provided, they can be distributed uniformly along the circumferential direction.

The actuating device can be integrated in the housing section or at least partially arranged outside of the housing section. When the actuating device is actuated, pressure is applied to a piston (e.g. hydraulically or by electromechanical displacement) and displaced along the axial direction, so that a contact pressure force of the actuating device acts on the first carrier element. The brake disk is pressed against the second carrier element by the first carrier element and is thus clamped. The actuating or pressing force is supported via the at least one piston and the associated cylinder and ultimately via the housing section. For this purpose, a cylinder of the actuating device can be screwed into a wall of the housing section or arranged in a different way to be integrated or fastened.

The actuating device comprises in particular a cylinder, a piston that can be moved therein and a seal between the piston and the cylinder. The restoring force on the piston, ie for moving the piston away from the first carrier element, can result from the seal itself or the piston can be pushed back via a spring element arranged on the first carrier element.

The piston or the releaser can be crowned on a contact surface with the first carrier element (or with an intermediate element), so that a slight tilting movement of the piston, the releaser and/or the first carrier element is made possible to compensate for deformation or potting effects.

The braking device can have a hydraulic device for generating the braking force or pressing force. The hydraulic device preferably generates the braking force via a pressure difference in a fluid, in particular oil. The braking device for the wheel hub drive arrangement is preferably designed as a hydraulically actuable brake. For example, the braking device can be actuated by hydraulic actuation, e.g.

Alternatively, an electromechanically acting actuating device can be provided, with the piston or releaser being displaced via an electric motor. e.g. B. via a known swash plate. The motor can be arranged inside or outside of the housing section.

The contact pressure/braking force generated by the actuating device can, for. B. via a pressure pot to the at least one first carrier element can be and / or are transferred. The pressure pot is preferably designed in the shape of a plate and is arranged coaxially and/or concentrically with respect to the axis of rotation. The pressure pot preferably has an inside and an outside diameter, the first carrier element or the intermediate element being arranged adjacent to the outer circumference of the pressure pot and the hydraulic device being arranged adjacent to the inside diameter of the pressure pot. The pressure pot preferably transmits the braking force in the axial direction with respect to the axis of rotation from the hydraulic device to the first carrier element. In particular, the pressure pot is embodied as a spring-elastic disc, the braking force being and/or being transferable from the pressure pot to the first carrier element in a circumferential manner. For example, the pressure pot presses on a rear side surface of the first carrier element pointing in the axial direction, the lining being able to be pressed onto the brake disk on the (front) side surface facing away from it.

A known prestressing device can be provided for prestressing the pressure pot. The prestressing device preferably has one or more spring elements for generating and/or storing a prestressing force, with the spring element preferably being supported on the pressure pot. The prestressing device counteracts the stroke movement of a piston of the actuating device in the axial direction in relation to the axis of rotation. For example, when the piston is disengaged from the cylinder, the spring element is tensioned by the axial displacement of the pressure pot, and when the braking device is released the pressure pot pushes the piston back into the cylinder due to the stored biasing force of the spring element.

The second carrier element is arranged on the housing section in a supporting manner counter to the braking force. In particular, the second carrier element is supported in the axial direction on the housing section. The second carrier element is preferred positively connected to the housing section. In particular, the second carrier element is arranged in a fixed position on the housing section.

In particular, the first carrier element presses against the brake disc in the axial direction with respect to the axis of rotation, the brake disc being displaceable against the positionally fixed second carrier element, the brake disc being and/or being clamped between the linings of the first and second carrier elements.

A wheel hub drive arrangement is also proposed, at least comprising an electric drive and a drive shaft that can be driven by it, with an axis of rotation extending along an axial direction, for connection to (only) one wheel of a motor vehicle, the electric drive and at least partially the drive shaft being arranged in a housing are. The wheel hub drive arrangement has the braking device described for braking the drive shaft as required.

The braking device can be arranged on the wheel hub drive arrangement via the housing section. In particular, the housing section is connected to a housing of the wheel hub drive arrangement and/or integrated at least partially or completely in the housing of the wheel hub drive. In particular, the housing section forms an installation space in the wheel hub drive arrangement in which the braking device is formed. Alternatively or optionally in addition, the housing section is designed to close off an installation space of the wheel hub drive arrangement, for example the installation space for the drive.

The wheel hub drive arrangement is designed in particular as an electric wheel hub drive for a motor vehicle, in particular for an electric vehicle, the wheel hub drive arrangement being arranged on one or on each wheel, preferably on (all) four wheels, of the motor vehicle for driving the motor vehicle. The wheel hub drive arrangement preferably has an electric drive (an electric machine) for generating a drive torque. The in-wheel drive assembly is preferred installed or installed within the wheel, in particular within a wheel rim, of the motor vehicle.

In a known manner, the wheel hub drive arrangement can comprise a transmission, via which the electric drive is connected to the drive shaft.

The statements regarding the braking device apply in particular to the wheel drive device and vice versa.

The use of indefinite articles (“a”, “an”, “an” and “an”), particularly in the claims and the description reflecting them, is to be understood as such and not as a numeral. Correspondingly introduced terms or components are to be understood in such a way that they are present at least once and in particular can also be present several times.

As a precaution, it should be noted that the numerals used here (“first”, “second”, ...) primarily (only) serve to distinguish between several similar objects, sizes or processes, i.e. in particular no dependency and/or sequence of these objects, sizes or make processes mandatory for each other. Should a dependency and/or order be necessary, this is explicitly stated here or it is obvious to the person skilled in the art when studying the specifically described embodiment. If a component can occur more than once ("at least one"), the description of one of these components can apply equally to all or part of the majority of these components, but this is not mandatory.

The invention and the technical environment are explained in more detail below with reference to the attached figures. It should be pointed out that the invention should not be limited by the exemplary embodiments given. In particular, unless explicitly stated otherwise, it is also possible to extract partial aspects of the facts explained in the figures and to combine them with other components and findings from the present description. In particular, it should be pointed out that the figures and in particular the proportions shown are only schematic. Show it: 1: a motor vehicle with a wheel drive arrangement in a perspective view in section and an enlarged detail of the braking device in a side view in section;

FIG. 2 shows the braking device according to FIG. 1 in a side view in section; FIG.

3: the brake disc connected to the hub part, in a perspective view;

Fig. 4: the assembly according to FIG. 3 in a different perspective view, in the

Cut;

5 shows the assembly according to FIGS. 3 and 4 in a side view in section;

6 shows the braking device according to FIGS. 1 and 2 in a perspective view in section; and

Fig. 7: the braking device according to FIG. 6 with a drive of

Actuating device in a perspective view.

FIG. 1 shows a motor vehicle 23 with a wheel hub drive arrangement 2 in a perspective view in section and an enlarged detail of the braking device 1 in a side view in section. The motor vehicle 23 is designed as an electric vehicle or an electric car. The wheel hub drive arrangement 2 serves to drive and brake a wheel 22 of the motor vehicle 23. For example, the motor vehicle 23 has at least two, preferably exactly four, wheels 22, which can each be driven or braked via a separate wheel hub drive arrangement 2.

The wheel hub drive arrangement 2 comprises an electric drive 21 and a drive shaft 3 which can be driven by it and has an axis of rotation 5 extending in an axial direction 4 for connection to a wheel 22 of the motor vehicle 23, the electric drive 21 and the drive shaft 3 being located in the housing 24 of the Wheel hub drive assembly 2 are arranged. The wheel hub drive arrangement 2 instructs the braking device 1 to brake the drive shaft 3 as required.

The brake device 1 has a housing portion 6 for accommodating the brake device 1 and supporting the brake device 1 on the wheel hub drive assembly 2 . The housing section 6 is designed in the shape of a plate and/or pot and is designed around an axis of rotation 5 . For example, the housing section 6 is designed to be rotationally symmetrical about the axis of rotation 5 , with the axis of rotation 5 being arranged coaxially to the drive shaft 3 of the wheel hub drive arrangement 2 and the wheel 22 . The housing section 6 is designed for flanging the braking device 1 onto the wheel hub drive arrangement 2 . The housing section 6 is partially open to the outside in the radial direction 26 (see also FIG. 7). The arrangement and design of a housing section 6 on the wheel hub drive assembly 2 is known in principle.

FIG. 2 shows the braking device 1 according to FIG. 1 in a side view in section. The braking device 1 comprises a housing section 6 for arranging the braking device 1 on the wheel hub drive arrangement 2. The braking device 1 also comprises a first carrier element 7 in the housing section 6, for arranging on the drive shaft 3, coaxially with the axis of rotation 5 and arranged next to one another along the axial direction 4 , a brake disk 8 and a second carrier element 9 . Each carrier element 7 , 9 has a lining 10 facing the brake disc 8 for contacting the end faces of the brake disc 9 pointing in the axial direction 4 . The braking device 1 has an actuating device 11 for displacing the first carrier element 7 along the axial direction 4 towards the second carrier element 9 . The brake disc 8 is connected in a torque-proof manner to a hub part 13 via an element 12 that is elastically deformable in the axial direction 4 , the hub part 13 being connected to the drive shaft 3 in a form-fitting manner with respect to a circumferential direction 14 .

The support elements 7, 9 are connected to the housing section 6 in a torque-proof manner. The brake disk 8 is arranged in the braking device 1 so that it can rotate relative to the carrier elements 7, 9 and relative to the housing section 6, and is non-rotatably connected to the drive shaft 3 via the hub part 13 relative to the circumferential direction 14 tied together. The brake disc 8 can be clamped adjustably between the carrier elements 7 , 9 by actuating the actuating device 11 , so that a torque can be supported on the housing section 6 via the carrier elements 7 , 9 . A torque of the drive shaft 3 can thus be transmitted via the braking device 1 via the hub part 13 and the brake disk 8 and supported via the carrier elements 7, 9 on the housing section 6, so that the drive shaft 3 can be braked when the braking device 1 is actuated.

When the braking device 1 is actuated, a torque acting in the circumferential direction 14 is transmitted between the hub part 13 and the drive shaft 3, with frictional forces (displacement friction) occurring between the hub part 13 and the drive shaft 3 in a splined system 27 present there. The result of these frictional forces is that the frictional contact between the brake disc 8 and the second support element 9, which is fixed relative to the axial direction 4, can only be subjected to a reduced contact pressure.

FIG. 3 shows the brake disc 8 connected to the hub part 13 in a perspective view. FIG. 4 shows the assembly according to FIG. 3 in a different perspective view, in section. Fig. 5 shows the assembly according to Figs. 3 and 4 in a side view in section. Figures 3 to 5 are described together below. Reference is made to the statements relating to FIGS.

The components arranged in the housing section 6 with the drive shaft 3 so as to be rotatable relative to the circumferential direction 14 are the brake disk 8 as thermal mass, the hub part 13, a plurality of elements 12 and rivets as fastening elements 28 for connecting the brake disk 8 to the elements 12 and for the connection of the elements 12 with the hub part 13.

The elements 12 enable the brake disc 8 to be displaced along the axial direction 4 relative to the hub part 13 when the braking device 1 is actuated by the actuating device 11.

Due to the fact that the brake disk 8 is connected to the hub part 13 so that it can move in the axial direction 4, it can be moved without displacement friction along the axial direction 4 be relocated so that additional angular misalignments or component misalignments can be compensated. In this way, an uneven application of force and noise occurring due to the misalignment can be prevented.

As a result of the prevention of displacement friction when the braking device 1 is actuated, no loss of contact pressure force has to be accepted, so that improved controllability of the contact pressure force can also be achieved.

The elements 12 are spring plates, which are connected to the brake disk 8 via first connections 15 and to the hub part 13 via second connections 16 .

Each element 12 is connected to the brake disc 8 via two first connections 15 which are spaced apart from one another along the circumferential direction 14 . Two second connections 16 arranged adjacent to one another are arranged between the two first connections 15 and via which each element 12 is connected to the hub part 13 . A plurality of elements 12 are provided distributed in the circumferential direction 14, each element 12 along the circumferential direction 14 initially via a first connection 15 to the brake disc 8, then via two second connections 16 to the hub part 13 and then via a further first connection 15 again is connected to the brake disc 8.

The first connections 15 and the second connections 16 are spaced apart from one another along the circumferential direction 14 so that the spring plate between the first connection 15 and the second connection 16 is elastically deformable at least with respect to the axial direction 4 . First connections 15 and second connections 16 are provided alternately along the circumferential direction 14 . As can be seen, first connections 15 and second connections 16 are arranged at a distance from one another over an angular range of approximately 40 angular degrees along the circumferential direction 14 .

The first connections 15 and the second connections 16 are arranged on a common radius or in an at least overlapping radius area relative to the axis of rotation 5 . The elements 12 extend between the first Connection 15 and the second connection 16 essentially exclusively along the circumferential direction 14.

The hub part 13 and the brake disc 8 are dimensionally stable components, ie components which cannot be deformed under the usual operating conditions of the braking device 1 . In contrast, the elements 12 are elastically deformable at least with respect to the axial direction 4 .

The brake disc 8 is arranged in a prestressed manner in relation to the axial direction 4 via the elements 12 on a stop 17 of the hub part 13 . The stop 17 is a shoulder on the hub part 13 which forms an overlap with the brake disc 8 in the radial direction 26 . In the unloaded state of the brake disc 8 (no external forces are present), the brake disc 8 is pressed against the stop 17 (arranged pretensioned) via the elements 12 . The bias is in the opposite direction to the actuating force emanating from the actuating device 11, i. H. the brake disk 8 is displaced by the actuating device 11 along the axial direction 4 relative to the hub part 13, so that a gap is formed between the stop 17 and the brake disk 8.

FIG. 6 shows the braking device 1 according to FIGS. 1 and 2 in a perspective view in section. FIG. 7 shows the braking device 1 according to FIG. 6 with a drive of the actuating device 11 in a perspective view. Figures 6 and 7 are described together below. Reference is made to the statements relating to FIGS.

The second carrier element 9 is supported on the housing section 6 in relation to the axial direction 4 . The second carrier element 9 is supported on the housing section 6 via a cam 29 of the housing section 6 running in the circumferential direction 14 . The cam 29 is crowned on the contact surface with the second carrier element 9, so that a tilting movement of the second carrier element 9 is possible to compensate for deformation and/or potting effects.

At least the second carrier element 9 is connected to the housing section 6 via at least one leaf spring 18 (only indicated, but known in principle). the Leaf spring 18 extends between the housing section 6 and the second carrier element 9 essentially along the circumferential direction 14. The leaf spring 18 can, for. B. a centering of the carrier element 9 relative to the axis of rotation 5 can be achieved, so that a displacement friction between the housing section 6 and the carrier element 9 can be prevented. Next can on the leaf spring 18 against the axial direction 4 backlash, z. B. biased arrangement of the support element 9, z. B. on or opposite the housing section 6 can be guaranteed.

The carrier elements 7, 9 and the coverings 10 are designed in the shape of a circular ring. Each covering 10 is connected to the carrier element 7, 9 in a form-fitting or material-locking manner and is designed as a circular ring (that is to say circumferential).

Between the second carrier element 9 and the housing section 6 or between the first carrier element 7 and the actuating device 11, a disk-shaped intermediate element 19 can be arranged for the transmission of (contact) forces acting at least in the axial direction 4 (only indicated here).

In particular, the brake disc 8 has a channel structure 20 for the flow of a cooling fluid through the brake disc 8 . The cooling fluid is ambient air. The brake disk 8 is designed with internal ventilation, so that heat can be better dissipated from the brake disk 8 .

The actuating device 11 has a single-piston releaser. The actuating device 11 is actuated electrically.

The actuating device 11 is partly integrated in the housing section 6 and partly arranged outside of the housing section 6 . When the actuating device 11 is actuated, pressure is applied to a piston 30 (by electromechanical displacement) and is displaced along the axial direction 4 , so that a contact pressure force of the actuating device 11 acts on the first carrier element 7 . The brake disc 8 is pressed by the first carrier element 7 against the second carrier element 9 and the brake disc 8 is thus clamped between them. The actuating or contact pressure is a piston 30 and the associated Cylinder 31 and ultimately supported on the housing section 6. For this purpose, the cylinder 31 of the actuating device 11 is screwed into the wall of the housing section 6 or arranged fastened therein.

The actuating device 11 comprises a cylinder 31, a piston 30 that can be moved therein and a seal 32 between the piston 30 and the cylinder 31. The restoring force on the piston 30, i.e. for the displacement of the piston 30 away from the first carrier element 7, comes from the seal 32 itself out.

An electromechanically acting actuating device 11 is provided, with the piston 30 or releaser being displaced via an electric motor 25, e.g. B. via a known swash plate. The motor 25 is arranged outside of the housing section 6 .

Bezuqszeichenliste brake device wheel hub drive assembly drive shaft axial direction axis of rotation housing section first carrier element brake disc second carrier element lining actuating device element hub part circumferential direction first connection second connection stop leaf spring intermediate element channel structure drive wheel motor vehicle housing motor radial direction splines fastener cam piston cylinder 32 seal

Claims

patent claims

1. Braking device (1) for a wheel hub drive arrangement (2), wherein the wheel hub drive arrangement (2) has at least one drive shaft (3) with an axis of rotation (5) extending along an axial direction (4); wherein the braking device (1) comprises at least one housing section (6) for arranging the braking device (1) on the wheel hub drive assembly (2) and in the housing section (6) for arranging on the drive shaft (3) coaxially to the axis of rotation (5) and also has at least one first carrier element (7), one brake disc (8) and one second carrier element (9) arranged next to one another along the axial direction (4); each carrier element (7, 9) having at least one lining (10) facing the brake disc (8) for contacting the brake disc (8); wherein the braking device (1) has an actuating device (11) for displacing the first carrier element (7) along the axial direction (4) towards the second carrier element (9); wherein the brake disc (8) is non-rotatably connected to a hub part (13) via at least one element (12) that is elastically deformable in the axial direction (4), the hub part (13) being positively locked to the drive shaft (3 ) is connectable.

2. Braking device (1) according to claim 1, wherein the at least one element (12) is a spring plate that has at least one first connection (15) to the brake disc (9) and at least one second connection (16) to the hub part ( 13) is connected.

3. Braking device (1) according to claim 2, wherein the at least one first connection (15) and the at least one second connection (16) are arranged spaced apart from one another along the circumferential direction (14), so that the spring plate between the first connection (15) and the second connection (16) is elastically deformable at least with respect to the axial direction (4).

4. Braking device (1) according to any one of the preceding claims, wherein the brake disc (9) on the at least one element (12) at a stop (17) of the hub part (13) is arranged prestressed relative to the axial direction (4).

5. Braking device (1) according to any one of the preceding claims, wherein the second carrier element (9) on the housing portion (6) is supported relative to the axial direction (4).

6. Braking device (1) according to one of the preceding claims, wherein at least one carrier element (7, 9) is connected via at least one leaf spring (18) to the housing section (6).

7. Braking device (1) according to any one of the preceding claims, wherein at least one carrier element (7, 9) or at least one lining (10) is formed in the shape of a segment of a circle or a circular ring.

8. Braking device (1) according to one of the preceding claims, wherein at least between the second carrier element (9) and the housing section (6) or between the first carrier element (7) and the actuating device (11) there is an intermediate element (19) for the transmission of at least forces acting in the axial direction (4).

9. Braking device (1) according to any one of the preceding claims, wherein the brake disc (8) has a channel structure (20) for flow through the brake disc (8) with a cooling fluid.

10 wheel hub drive arrangement (2), at least comprising an electric drive

(21) and a drive shaft (3) which can be driven thereby and has an axis of rotation (5) extending along an axial direction (4) for connection to a wheel

(22) of a motor vehicle (23), wherein the electric drive (21) and at least partially the drive shaft (3) are arranged in a housing (24); wherein the wheel hub drive arrangement (2) has a braking device (1) according to one of the preceding claims for braking the drive shaft (3) as required.