WO2024041688A1

WO2024041688A1 - Vehicle with brake device and method for operating the vehicle

Info

Publication number: WO2024041688A1
Application number: PCT/DE2023/100553
Authority: WO
Inventors: Benedikt Grubauer; Simon Ortmann
Original assignee: Schaeffler Technologies AG & Co. KG
Priority date: 2022-08-26
Filing date: 2023-07-27
Publication date: 2024-02-29
Also published as: DE102022121622A1

Abstract

The invention relates to a vehicle (2) with a drive arrangement (1), wherein the drive arrangement (1) has an electric drive machine (3) for generating a driving torque for the vehicle (2), with a friction brake (17) for braking the vehicle (2), with a brake device (10a, b, c) for generating a braking torque for the vehicle (2), wherein the brake device (10a, b, c) is designed as a complementary brake and/or as a supplementary brake device to the friction brake (17), wherein the brake device (10a, b, c) is designed as an encapsulated friction brake device, and wherein the vehicle (2) has a brake management device (19) for controlling the friction brake (17) and the brake device (10a, b, c), wherein the brake management device (19) is designed to realize a comfort braking state, wherein, in the comfort braking state, the main braking deceleration of the vehicle is provided by the brake device (10a, b, c) in order to bring the vehicle (2) to a standstill.

Description

Vehicle with braking device and method for operating the vehicle

The invention relates to a vehicle with a braking device with the features of the preamble of claim 1 and a method for operating the vehicle.

In addition to their actual basic function, namely the safe transport of goods or people, vehicles for the transport of goods or people must meet additional requirements. Especially these days it is necessary that these vehicles, for example, operate in an energy-efficient or low-emission manner. To implement these boundary conditions, the previously known vehicle concepts are consistently improved or new vehicle concepts are introduced, which are operated in particular on the basis of electromobility.

The focus here is usually on energy efficiency, although improvements in relation to other boundary conditions are often by-products of electromobility. Vehicles based on electromobility are emission-free in terms of CO2 emissions, at least during operation, and also reduce traffic noise, as vehicles based on electromobility sometimes drive so quietly that artificial noise sources are now added to make these vehicles audible to other road users again close.

It is an object of the present invention to propose a vehicle which has operational advantages. This object is achieved by a vehicle with the features of claim 1 and by a method with the features of claim 10. Preferred or advantageous embodiments of the invention emerge from the subclaims, the following description and the attached figures.

The subject of the invention is a vehicle, in particular based on electromobility. On the one hand, the vehicle can be suitable and/or designed for road traffic. For example, this is designed as a hybrid vehicle or as a purely electric vehicle. The vehicle is realized, for example, as a passenger car, minibus, small truck or the like. The vehicle is particularly preferably assigned to class M1 or N1 in accordance with Regulation (EU) 2018/858. Alternatively, the vehicle can also be a heavy-duty vehicle, such as a coach, truck, etc. In particular, the vehicle is approved and/or suitable for road traffic. For example, the vehicle can reach a maximum speed of more than 80 km/h, preferably more than 120 km/h and in particular more than 140 km/h.

On the other hand, the vehicle can also be suitable and/or designed for rail transport. For example, the vehicle can be designed as a locomotive, in particular as a powered rail vehicle and/or as a railcar that transports passengers or freight.

Other types of vehicles are also possible.

The vehicle has exactly one or at least one drive arrangement. It can also be provided that the vehicle has several drive arrangements.

The drive arrangement has at least or exactly one electric drive machine, in particular an electric motor, for generating a drive torque for the vehicle.

When designing the vehicle for road traffic, it can be provided that the electric drive machine forms the only traction machine for the vehicle. Alternatively, the vehicle has further traction machines, for example further electric drive machines and/or an internal combustion engine for generating the drive torque. The drive arrangement preferably represents at least 20%, in particular at least 40% and in At least 80% of the drive torque is available for the vehicle. The electric drive machine can be assigned to a single driven wheel of the vehicle and/or can be designed as an individual wheel drive. Alternatively, the electric drive machine is assigned to two driven wheels, preferably a common axle and/or designed as an electric axle. In other embodiments, the electric drive machine can also be assigned to all driven wheels and/or wheels of the vehicle and/or can be designed as an all-wheel drive.

For the design of the vehicle as rail transport, a drive arrangement is preferably assigned to a wheel set, in particular an axle, with driven wheels of the locomotive. The locomotive can have several such drive arrangements, each of which is assigned to a wheel set with driven wheels.

The vehicle has a friction brake, which is designed in particular as a dry friction brake, in particular as a disc brake and/or drum brake and/or block brake. The friction brake is designed in particular as a dynamic braking device and/or as a braking device for actuation during ferry operation of the vehicle. In particular, the friction brake is not designed as a parking brake or at least not as a pure parking brake.

For use in road traffic, the friction brake acts as a service brake for the vehicle. In particular, the friction brake for the vehicle meets the regulations (for example UNECE 13H for vehicle class M1) which result in strict safety requirements for the service brake with regard to emergency braking, hot braking effect and reliability. Further requirements are to be expected in the future; the restriction on the permissible emission of fine dust particles from the brakes should be highlighted here.

The friction brake is particularly suitable for use in rail transport Disc brake, block brake or drum brake.

The vehicle, in particular the drive arrangement, has a braking device for generating a braking torque for the vehicle. The braking device is designed in particular as a dynamic braking device and/or as a braking device for actuation during ferry operation of the vehicle. In particular, the braking device is not designed as a parking brake or at least not as a pure parking brake.

The braking device is designed as a complementary brake and/or additional braking device for the friction brake. From a safety perspective, the braking device thus forms a particularly optional braking device, so that the safety-relevant requirements for the vehicle continue to remain with the friction brake.

Within the scope of the invention it is proposed that the braking device is designed as an encapsulated friction braking device. In the case of the encapsulated friction brake device, the encapsulation is designed to be particularly dust-tight and/or fluid-tight. This configuration allows the braking device to be operated without emissions by avoiding the escape of brake dust and thus fine dust particles.

The vehicle also has a brake management device for controlling the friction brake and the braking device.

The brake management device is designed to implement a comfort braking state, with the main braking deceleration being carried out by the braking device in order to bring the vehicle to a standstill. In particular, the brake management device is designed to implement the comfort braking state at speeds of less than 20 km/h, in particular less than 15 km/h and/or already in a range greater than 10 km/h. In the comfort braking state, the braking of the vehicle is achieved Standstill is implemented with little or no noise emission, since this is implemented completely or largely by the braking device. In particular, the brake management device is designed not to actuate the friction brake in the comfort braking state.

The brake management device is preferably designed to implement an emergency braking state, wherein in the emergency braking state the friction brake brings the vehicle to a standstill, wherein in the emergency braking state at least the main braking deceleration or the exclusive braking deceleration is implemented by the friction brake. This means that all safety requirements are met.

Alternatively or additionally, the brake management device is designed to implement a recuperation braking state, with at least part of the braking deceleration being implemented by recuperation braking of a recuperation brake. The recuperation brake is implemented in particular by the drive machine in generator operation. This results in environmentally conscious and comfortable driving.

In a preferred development, the brake management device is designed to control the recuperation brake in a supporting manner to the braking device in the comfort braking state. The recuperation brake can be activated continuously. Alternatively, this is only activated pro rata.

In the case of delays that are common in urban traffic, both in road traffic and in rail traffic, the majority of the braking task has so far been carried out by the friction brake or the recuperation brake. Shortly before the vehicle comes to a standstill, the use of the recuperation brake does not make technical sense; here the friction brake supplies either the main part or the entire portion of the required braking power.

By using the friction brake, fine dust is generated by the brake abrasion, which is undesirable. With possible, newer, regulations for the In road traffic, the introduction of limit values for fine dust pollution from brake abrasion is being discussed.

In the area of rail vehicles, there is also a need to reduce fine dust pollution in areas that are highly frequented by people, especially stops and train stations. The main characteristic of these highly frequented areas is that rail vehicles often slow down to a standstill so that passengers can get on or off. The issue of fine dust pollution is particularly relevant in subways and trams, as a large number of publications show.

On the one hand, the inventive solution reduces the fine dust pollution by encapsulating the braking device. On the other hand, particularly when decelerating the vehicle in a public environment, in particular at stops, train stations, inner city areas, etc., the comfort braking state prevents the emission of brake abrasion as fine dust due to the extensive or exclusive use of the braking device. This improves the operating behavior of the vehicle.

In a further development of the invention, it is claimed that the comfort braking state is implemented with the exclusion of the friction brake, in particular every friction brake of the vehicle. This completely prevents the generation of fine dust caused by brake abrasion, especially in the public area. The vehicle can be braked without emissions.

In a preferred embodiment of the invention, the braking device is designed as a wet-running or wet friction braking device. The friction brake device preferably has a temperature control fluid for lubricating and/or cooling the friction brake device. The cooling can in particular be designed as an external cooling, wherein the temperature control fluid cools the friction brake device from externally and in particular is arranged and/or extends in a contact-free manner to the friction surfaces of the braking partners. An alternative to this is the temperature control fluid is designed for internal lubrication and/or cooling of the friction brake device, so that the braking partners, in particular the friction surfaces of the brake partners, are in physical contact with the temperature control fluid and/or the friction surfaces of the brake partners are in physical contact with the temperature control fluid and/or the Friction brake device is wet or wet-running.

The advantage of the wet friction brake device is that it has positive acoustic behavior. Any braking noise that can occur, especially with dry brake systems, is avoided, so that the operating behavior is improved.

It is preferred that the braking device is designed as a wet-running multi-disc brake, with the multi-disc brake, in particular the brake discs, running in one or the temperature control fluid for lubricating and/or cooling the multi-disc brake. In particular, the braking device has an inner disk pack and an outer disk pack. The multi-disc brake has an actuator device, wherein the actuator device can set the multi-disc brake into a braking state or into a release state. The actuator device is designed, for example, as an axial actuator device, which can apply an axial force to at least one of the disk packs. The actuator device can in particular be designed as a pneumatic, hydraulic and/or electrically acting actuator device.

The multi-disc brake is designed as an encapsulated multi-disc brake. This configuration allows the braking device to be operated without emissions and avoids escaping fine dust particles, since these are bound in particular by the temperature control fluid.

The advantage of the wet multi-disc brake is that it has positive acoustic behavior. Any braking noise that can occur, especially with dry brake systems, is avoided, so that the operating behavior is improved. On rail vehicles, the dry braking noises are very noticeable. In the vehicle with the electric drive engine for road traffic, the concealing noise of the combustion engine is missing; in hybrid vehicles, the combustion engine may be deactivated. Operating noises from the vehicle that were previously not relevant are perceived by the driver and can be perceived as disturbing. A reduction in noise emissions therefore leads to an improvement in operating properties.

In the constellation of the wet friction brake device, in particular the multi-disc brake in conjunction with the comfort braking state, a conflict of objectives can be resolved with regard to the operating behavior of the entire brake system: The brake system must be able to meet the safety requirements, have high-quality acoustic behavior and at the same time must Emission of fine dust particles can be reduced. In the event of an emergency braking, however, braking noise is negligible. The focus here is simply on preventing accidents, i.e. damage to property and/or personal injury.

This conflict of objectives is defused by the vehicle with the drive arrangement: The braking device as a complementary brake and/or redundant braking device intervenes, for example, in urban environments where the friction brake can no longer resolve the conflict of objectives and/or the recuperation brake can no longer be used. It is emission-free and/or has positive acoustic behavior.

In a preferred development, the drive arrangement has a transmission gear for translating the drive torque, which is introduced into the transmission gear via a transmission input. A translation from fast to slow, colloquially known as reduction, is particularly preferred. The transmission gear is designed to output a translated drive torque based on the drive torque from the electric drive machine at a transmission output in the direction of the at least one driven wheel of the vehicle. For example, the transmission gear has a transmission output via which the translated Drive torque is output in the direction of the at least one driven wheel of the vehicle. Optionally, the transmission gear is followed by a distribution gear, in particular a differential, and/or a summation gear for combining the translated drive torque with other drive torques. Starting from the drive machine, a drive torque path runs to the transmission output and/or to the at least one driven wheel.

Starting from the braking device, a braking torque path runs to the at least one driven wheel. The braking torque is thus generated by the braking device and directed via the braking torque path to the at least one driven wheel. The braking device acts on the

Drive torque path. In particular, they cross or meet

Drive torque path and the braking torque path in front of the at least one driven wheel.

The braking torque path preferably runs via the transmission gear, with the braking device being arranged in the braking torque path in front of the transmission gear. The braking device is therefore located in the drive arrangement in a section in which the drive torque has not yet been translated by the transmission gear. In the preferred embodiment, the speed of the braking device is higher than the speed at the transmission output and/or at the driven wheel. The braking device is therefore particularly preferably arranged close to the drive machine and not close to the wheel. This position leads to two possible advantages: The braking device is arranged in an area in which the speed has not yet been translated by the transmission gear and is therefore higher than at the driven wheel and/or at the transmission output. This reduces the braking torque to be applied by the braking device and the wet friction brake device, in particular a multi-disc brake, can be used instead of a dry friction brake.

In a preferred embodiment, the electric drive machine has a Rotor shaft, wherein the braking device is connected to the rotor shaft in a braking ready state or permanently rotationally coupled, preferably in a rotationally fixed manner. Alternatively or additionally, it is claimed that the braking device is operated at the engine speed of the drive machine.

In a preferred development of the invention, the braking torque path runs over the electric drive machine, with the braking device being arranged in the braking torque path in front of the electric drive machine. Thus, the braking torque is introduced by the braking device into the braking torque path, subsequently passed to the at least one driven wheel via the electric drive machine and via the transmission gear and in particular via the transmission output. Particularly preferably, the rotor shaft has one axial side - either directly or optionally with the interposition of further components - connected in a rotationally forced manner to the braking device, preferably in a rotationally fixed manner, and with the other side - optionally directly or optionally with the interposition of further components - in a rotationally forced manner coupled to the transmission gear, preferably non-rotatably connected.

On the one hand, a drive torque path runs from the electric drive machine to the at least one driven wheel. Furthermore, in this development, a drive torque counterpath runs from the drive machine to the braking device, with a drive torque also being transferable to the braking device. With respect to the driving torque counter path, the braking device forms an end point or a dead end, since the driving torque of the electric drive machine is not passed through the braking device. In particular, the braking device forms a dead end path for the drive torque counter path.

In terms of drive technology, in this development the electric drive machine is arranged between the braking device and the transmission gear. This arrangement allows the braking device to be integrated particularly easily, since there is no need to intervene in the drive torque path. Rather, the braking device can be on one side of the drive machine and that Transmission gears can be arranged on the other side of the drive machine.

In an alternative embodiment of the invention, the braking device is arranged in the drive torque path between the drive machine and the transmission gear. In particular, the braking device acts on a connecting shaft or a connecting shaft section between the drive machine and the transmission gear. In this constellation, the drive arrangement can be implemented in a particularly compact manner.

In a further alternative embodiment, the braking device is arranged outside the drive torque path. In particular, the transmission input of the transmission transmission forms a node, with the drive torque path and the braking torque path meeting for the first time at the node. From a structural point of view, the drive machine is arranged on one axial side of the transmission gear and the braking device is arranged on the other side of the transmission gear. On the one hand, a drive torque path runs from the electric drive machine to the at least one driven wheel. Furthermore, in this development, a drive torque branch path runs from the drive machine without being translated through the transmission gear to the braking device, with a drive torque also being transferable to the braking device. With respect to the drive torque branch path, the braking device forms an end point or a dead end, since the driving torque of the electric drive machine is not passed through the braking device. In particular, the braking device forms a dead end path for the drive torque branch path.

In a preferred implementation of the invention, the braking device and the rotor shaft are arranged coaxially, the braking device having a brake rotation axis which is aligned coaxially with the rotation axis of the rotor shaft. Through this implementation, the drive arrangement can be made particularly compact, so that the integration effort is reduced and the operating properties be improved.

In a preferred development of the invention, the drive arrangement has an additional module, the additional module having a module housing, the braking device being arranged in the module housing. The drive arrangement has a main housing, with the drive machine and optionally additionally the transmission gear being arranged in the main housing. The additional module forms in particular an independent subassembly. The additional module is preferably attached to the main housing in a detachable manner, in particular in a non-destructive detachable manner. For example, the additional module, in particular the module housing, is flanged, screwed and/or releasably fastened to the main housing for assembly. In particular, the additional module is arranged on the main housing to support the braking torque, so that counterforces that occur when generating the braking torque can be diverted from the braking device via the module housing to the main housing.

The main housing preferably forms an electric axis and/or a further, independent subassembly with the drive machine and optionally additionally with the transmission gear. Through this development, the additional module with the braking device can be easily mounted on already developed drive units, in particular electric axes, so that the integration effort is reduced. In this way, the additional module can be used as an independent assembly in a variety of different drive units.

In a possible development of the invention, the vehicle has a temperature management device, whereby the

Temperature management device is designed to supply the braking heat to the braking device via the temperature control fluid to a useful function. In the useful function, the brake heat can be used, for example, to heat the transmission gear, to control the temperature of the battery and/or to control the temperature of the passenger compartment. It is possible for the braking device to be designed as a passive heating device and to generate the braking heat largely from traffic-related braking.

In a possible further development of the invention, the braking device is designed to work as an active heating device. Here, the temperature management device controls the drive machine, so that an additional drive torque is specifically directed from the electric drive machine to the braking device. Furthermore, the temperature management device controls the braking device to apply a corresponding additional braking torque in order to compensate for the additional drive torque. In this way, active braking heat is generated, which is supplied to the useful function via the temperature management device.

In a further possible development, the braking device is designed to work as an active auxiliary heater: For this purpose, the drive arrangement has a drive coupling device, which is designed to separate the drive torque path. The temperature management device is designed to control the drive coupling device so that the drive torque path is separated. In addition, the temperature management device controls the drive machine and the braking device to generate a drive torque, which is directed to the braking device and is reduced again by the braking torque in order to actively generate braking heat when stationary. As before, the braking heat is conducted to the useful functions through the temperature management device.

It is preferred that the vehicle has a vibration management device which is designed to compensate and/or dampen and/or modulate vibrations in the drive arrangement, the drive machine, the transmission gear and/or the vehicle as a vibrating system by controlling the braking device. The Vibration management device, for example, a sensor system for measuring the vibrations to be dampened. In a possible embodiment, the vibration management device controls the braking device in order to actuate the braking device, in particular the multi-disc brake, and thereby dampen the oscillating system and/or shift resonance frequencies, in particular independently of a braking process. In general, the oscillating system is detuned by actuating the braking device, in particular the multi-disc brake, so that the oscillations are dampened and/or compensated for.

In a preferred development of the invention, the braking device has a brake coupling device for separating the braking device, in particular the multi-disc brake, from the braking torque path. The vibration management device is designed, depending on the measured vibrations to be dampened, to close the brake coupling device in order to compensate for and/or dampen vibrations that occur. By closing the brake coupling device, the rotating masses of the braking device are connected to the oscillating system, so that the oscillation behavior of the oscillating system changes in order to compensate for and/or dampen the vibrations that occur.

The temperature management device, the vibration management device and/or the brake management device are preferably designed as a digital data processing device.

In a preferred implementation, the vehicle is implemented as a rail vehicle.

A further subject of the invention relates to a method for operating the vehicle with the drive arrangement as described above, the comfort braking state being implemented by the brake management device, in particular when the vehicle is in a public environment, such as one City center, parking garage, train station, bus stop, etc. is implemented.

Possible benefits can include:

• Very long service intervals (“quasi-life brake”).

• Advantageous acoustic behavior because the braking device is completely encapsulated.

• Not influenced by weather and other environmental conditions of the vehicle.

• At normal urban speeds and deceleration, the previously necessary use of the friction brake towards the end of the deceleration process can be dispensed with. At this operating point, braking noise with conventional friction brakes is most noticeable to the driver or the public.

• A temperature control fluid is used to dissipate the resulting braking heat. The heated temperature control fluid is advantageously used for temperature control of the battery and transmission as well as for heating the passenger compartment. This allows the energy efficiency of the vehicle to be increased through the use of the braking device.

• The small amounts of wear particles that arise are bound in the temperature control fluid and can therefore not get into the environment. Through the mixed use of braking devices and recuperation brakes, an emission-free braking system can be implemented, especially in urban environments.

Further features, advantages and effects of the invention result from the following description of preferred exemplary embodiments of the invention and the attached figures. These show:

Figure 1 shows a highly schematic block diagram of a drive arrangement for a vehicle and the vehicle as an exemplary embodiment of the invention;

Figures 2 a, b, c each show a block diagram for a first, a second and a third exemplary embodiment of the invention; Figure 3 shows a possible structural design of the drive arrangement according to the first exemplary embodiment;

Figure 4 shows a possible structural design of a braking device for the drive arrangement;

Figure 5 shows a possible structural design of the drive arrangement according to the second exemplary embodiment;

Figure 6 shows a possible structural design of the drive arrangement according to the third exemplary embodiment;

Figure 7 a, b two embodiment variants for a method for vibration damping;

Figure 8 shows a possible structural design of the drive arrangement for vibration damping;

Figure 9 shows an embodiment variant for a method for active

brake heat generation;

Figure 10 shows a possible structural design of the drive arrangement for generating brake heat.

Figure 11 is a block diagram for a further exemplary embodiment

Invention;

Figure 12 is a block diagram for a further exemplary embodiment

Invention.

Identical or corresponding components, areas and paths are included provided with the same or corresponding reference numerals.

Figure 1 shows a schematic block diagram of a drive arrangement 1 for a vehicle 2. The vehicle 2 is designed, for example, as a passenger car. In particular, the vehicle 2 is realized as an electric vehicle. The drive arrangement 1 has an electric drive machine 3, wherein the electric drive machine 3 is designed to generate a drive torque for the vehicle 2. In particular, the drive machine 3 is designed as an electric motor. Optionally, the drive machine 3 can be used as a generator.

The drive arrangement 1 has a transmission gear 4, which is designed to translate the drive torque from the drive machine 3, specifically “from fast to slow”. The transmission gear 4 has a gear output 5 and a gear input 6, the speed at the gear output 5 being smaller than at the gear input 6.

The vehicle 2 has at least one driven wheel 7. In the exemplary embodiment shown, the vehicle 2 has two driven wheels 7 on a common axle 8. The translated drive torque generated by the transmission gear 4 is directed in the direction of the driven wheels 7. For example, a differential 9 can be interposed in the torque flow. Alternatively, only one driven wheel 7 is provided, with the drive arrangement 1 being designed as an individual wheel drive. It is also possible for the drive torque to be distributed to driven wheels 7 of different axles 8.

A drive torque path 103 is formed, which, starting from the drive machine 3, runs into the transmission input 6 and/or the transmission gear 4 and subsequently leads, in particular via the transmission output 5, to the driven wheels 7. Optionally, a drive coupling device 40 a, b is provided, wherein the drive coupling device 40 a, b is designed to separate the drive torque path 103 behind the drive machine 3. This allows the drive machine 3 to rotate without any drive torque being transmitted to the transmission output 5 or to the driven wheels 7. Two different exemplary embodiments for the position of the drive coupling device 40 a, b are shown in FIG. Alternatively, in further exemplary embodiments, the drive coupling device can be arranged in the transmission gear 4 or after the differential 9. The drive coupling device 40 a is arranged between the drive machine 3 and the transmission gear 4. In the event that the braking device 10 b is used, the braking device 10 b is arranged in the drive torque path 103 in front of the drive coupling device 40 a. The drive coupling device 40 b is arranged in the drive torque path 103 behind the transmission output 5.

The drive arrangement 1 has a braking device 10 a, b, c, which is designed to generate a braking torque on or for the driven wheel or wheels 7 and to direct it to the driven wheels 7 via a respective braking torque path 100 a, b, c. 1 shows three different exemplary embodiments for the position of the braking device 10 a, b, c and for the braking torque paths 100 a, b, c, which are selected alternatively.

The braking device 10 a, b, c is designed in particular as a dynamic brake and is not limited to the function of a parking brake. In particular, the vehicle 1 can be braked as intended by the braking device 10 a, b, c from a driving speed of, for example, greater than 20 km/h to a standstill.

The braking torque paths 100 a, b, c each run via the transmission gear 4, with the braking device 10 a, b, c being arranged in front of the transmission gear 4 in relation to the respective braking torque path 100 a, b, c in the torque flow direction of the braking torque. In the first exemplary embodiment, the braking device 10 a is arranged in the braking torque path 100 a in front of the electric drive machine 3. The braking torque path 100a thus runs from the braking device 10a, which generates the braking torque, via the electric drive machine 3, subsequently via the transmission gear 4 and at least one driven wheel 7.

In the second exemplary embodiment, the braking device 10 b is arranged in the drive torque path 103 between the drive machine 3 and the transmission gear 4. The braking torque path 100b thus runs from the braking device 10b, which generates the braking torque, via the transmission gear 4 to the at least one driven wheel 7. The drive machine 3 is arranged outside the braking torque path 100b.

In the third exemplary embodiment, the braking device 10c is arranged in the braking torque path 100c with respect to the transmission gear 4 on a different axial side than the drive machine 3. The braking torque path 100c thus runs from the braking device 10c, which generates the braking torque, via the transmission gear 4 to the at least one driven wheel 7. The drive machine 3 is arranged outside the braking torque path 100c.

What the three positions of the braking device 10 a, b, c have in common is that the braking device 10 a, b, c is operated at the engine speed of the drive machine 3 or at least at a speed that is not generated via the transmission gear 4.

The braking device 10 a, b, c can optionally each have a brake coupling device 39 a, b, c, which decouples the respective braking device 10 a, b, c from the drive torque path 103 and/or from the respective braking torque path 100 a, b, c enabled. The brake coupling device 39 a, b, c is designed, for example, as a synchronization device, so that the Brake coupling device 39 a, b, c can be set either in a braking ready state or in a freewheeling state. In the braking ready state, the braking device 10 a, b, c is coupled and rotates ready to brake. In the release state, the braking device 10 a, b, c is decoupled, so that any drag torque caused by rotating masses of the braking device 10 a, b, c is reduced.

In addition to the braking device 10, the vehicle 2 optionally has a service brake 16, the service brake 16 comprising a friction brake 17, which is designed, for example, close to the wheel as a disc brake or as a drum brake. The vehicle 2 optionally has a recuperation brake 18, which is implemented by the drive machine 3 in generator operation. The recuperation brake 18 can be common to, but also independent of, the service brake 16.

With the service brake 16, the vehicle 2 has an approved deceleration system. The braking device 10 a, b, c is designed, for example, as a complementary brake and / or as a supplementary braking device to the service brake 16, which does not have any safety-relevant functions, but rather a comfort function with regard to braking the vehicle.

The drive arrangement 1 optionally has a brake management device 19, the brake management device 19 being designed to control the service brake 16, the optional recuperation brake 18 and the braking device 10. The brake management device 19 can be designed, for example, as a digital data processing device and/or as an analog switching device. The brake management device 19 is designed to control the service brake 16 and in particular the friction brake 17 in an emergency braking state when a high braking deceleration is required, so that it takes over the main braking deceleration. This ensures in the emergency braking state that the safety-relevant service brake 16 implements emergency braking. Furthermore, the brake management device 19 is designed to significantly implement the braking deceleration by the recuperation brake 18 in a recuperation braking state. This improves the energy management of the vehicle 2.

The brake management device 19 is designed to control the braking device 10 and the service brake 16 in a comfort braking state in such a way that the main braking deceleration is carried out significantly or exclusively by the braking device 10 a, b, c. For example, the brake management device 19 is designed to implement, in particular, the comfort braking state when braking the vehicle at lower speeds below 20 km/h, in particular less than 10 km/h, without the service brake 16, in particular without the friction brake 17 and/or exclusively by the braking device 10 . Optionally, the recuperation brake 18 can support the comfort braking state.

The braking device 10 a, b, c is designed in particular as a wet, in particular wet-running braking device 10 a, b, c and as a friction braking device. The braking device 10 a, b, c can have a multi-disc brake 41. The wet-running property ensures that virtually no acoustic emissions occur in the braking state of the braking device 10 a, b, c. The significant or even exclusive use of the braking device 10 a, b, c increases comfort and thus improves the operating properties. The background to this braking strategy of the comfort braking state is that in the slow speed states the recuperation brake 18 no longer works effectively, while at the same time the use of the acoustically disadvantageous friction brake 17 is avoided.

Alternatively or additionally, the brake management device 19 is designed to control the brake coupling device 39 a, b, c and to control the freewheeling state or the braking ready state. Optionally, in addition, the drive arrangement 1 has a temperature management device 20, wherein the temperature management device 20 is designed to supply the braking heat generated by the wet brake device 10 in a temperature control fluid of the brake device 10 to an additional function in the vehicle 2. In the useful function, the brake heat can be used, for example, to heat the transmission gear, to control the temperature of the battery and/or to control the temperature of the passenger compartment. What is particularly intended is the mixed use of the braking device 10 a, b, c in interaction with the recuperation brake 18. This mixed use leads to low energies that have to be implemented during the braking process. The temperature control fluid is pumped to other locations in the vehicle 2 by means of pumps and can be used, for example, to heat the transmission, to control the battery temperature and to control the temperature of the passenger compartment. This increases the energy efficiency of the vehicle 2, as energy is made usable that was previously dissipated into the environment unused.

The temperature management device 20 can be designed to advantageously distribute the braking heat generated during normal ferry operation. In this embodiment, the braking device 10 a, b, c is used as a passive heating device.

The use of the braking device 10 a, b, c as a “friction heater” in ferry operations and/or as an active heating device is also possible: For this purpose, the braking device 10 a, b, c designed as a wet friction brake device or multi-disc brake 41 serves actively to generate temperature by generating a braking torque is generated, which generates thermal energy. At the same time, the braking torque is compensated for by increasing the engine torque of the drive machine 3 in order to keep the speed of the vehicle constant. In the active heating state, the braking device 10 a, b, c and the drive machine 3 work against each other to actively generate braking heat.

The use of the braking device 10 a, b, c as an active auxiliary heater is also possible: Here, the drive coupling device 40 a, b is controlled by the temperature management device 20, in particular when the vehicle 1 is at a standstill, in order to separate the drive torque path 103. Furthermore, the drive motor 3 is controlled to generate a drive torque, which is directed to the braking device 10 a, b, c. In addition, the braking device 10 a, b, c is controlled to carry out braking in order to cancel the drive torque by the braking torque, so that braking heat is actively generated when the vehicle 2 is stationary. The braking heat can be supplied to the useful functions already described.

The drive coupling device 40 a, b makes it possible to operate the drive machine 3 independently of the driving state, i.e. even when stationary (similar to idling in a combustion engine). This makes it possible to continue to operate the braking device 10 a, b, c, which is coupled to the drive machine 3, and thus to generate braking heat, which can subsequently be used, for example, to heat up the battery and the interior or for other useful functions. This means that the system can also be operated as an auxiliary heater when stationary, for example. No additional or fewer heating components are necessary.

The positioning of the braking device 10 a, b, c in front of the transmission gear 4 is advantageous because it can be controlled directly with the engine speed. This enables higher speeds with smaller torques in common applications.

Optionally, the vehicle has a vibration management device 38, wherein the vibration management device 38 is designed to control, in particular control, the braking device 10 a, b, c vibrations in the drive arrangement 1, in the drive torque path 103, in the braking torque path 100, in the drive machine 3, in the Transmission gear 4 and/or in the vehicle 2 - collectively referred to as a system - to compensate and/or dampen.

The vibration management device 38 can detect the vibrations to be dampened using suitable sensors. Examples of the sensors are Vibration sensors, speed sensors, acoustic sensors, etc. The braking device 10 a, b, c is controlled based on the detected vibrations to be dampened. In particular, the control takes place independently of a control as a brake in ferry operations.

The function of vibration damping can be implemented by controlling the friction brake device, in particular the multi-disc brake 41, i.e. the actual brake actuator. The control can generate damping and/or anti-vibration in order to compensate for and/or dampen the vibration to be dampened. In particular, active vibration damping is implemented.

Alternatively or additionally, the function of vibration damping can be implemented by controlling the brake coupling device 39 a, b, c by switching them from the freewheeling state to the braking ready state. Here, in the oscillatory system, a damping component is switched on by the multi-disc brake 41 or general friction brake device running in the temperature control fluid, so that damping is implemented. In the event that the brake coupling device 39 a, b, c is designed as a synchronization device, the brake coupling device 39 a, b, c can also be controlled in a grinding or rubbing manner and thus in an intermediate state between the release state and the braking ready state. This makes it possible to implement a gradual damping and/or compensation of the vibration to be damped by the vibration management device 38.

If one considers the effect on the vibration to be dampened as a detuning of the system to be dampened, then a first possibility of detuning is achieved by switching on and/or synchronizing. As a result, the rotatable portion of the multi-disc brake 41 is coupled to the drive machine 3 as a friction braking device, with the additional mass detuning the system.

Alternatively or additionally, in particular after coupling the rotatable Part of the multi-disc brake 41 is closed as a friction brake device, whereby the system can be detuned in a fully variable manner.

Figure 2a shows the first exemplary embodiment with the braking device 10a in a schematic, alternative representation.

The drive machine 3 has a rotor shaft 11, the rotor shaft 11 being rotatably coupled and/or non-rotatably connected to the braking device 10a. In the exemplary embodiment shown in FIG. 2a, a brake axis of rotation 101 is aligned coaxially with a rotor axis of rotation 102 of the rotor shaft 11. The braking device 10a is always connected to the rotor shaft 11 in a rotationally coupled and/or rotationally fixed manner, at least in the braking ready state, or in the event that the braking device 10a has the brake coupling device 39a. On an axial side of the rotor shaft 11 opposite the braking device 10a, it is connected in a rotationally fixed manner to the transmission input 6 of the transmission gear 4. Thus, the rotor shaft 11 and thus the drive machine 3 is in operative connection with the braking device 10 a on one axial side and with the transmission gear 4 on the other axial side. This positioning enables a particularly simple integration and design of the braking device 10a and/or the drive arrangement 1. The braking torque path 100a thus runs from the braking device 10a via the drive machine 3, the transmission gear 4 to the transmission output 5.

The drive arrangement 1 has the additional module 12 a, the additional module 12 a having a module housing 13, the braking device 10 a being arranged in the module housing 13. The drive arrangement 1 further has a main housing 14, wherein at least the drive machine 3 and optionally additionally the transmission gear 4 are arranged in the main housing 14. The additional module 12a and/or the module housing 13 is separably connected to the main housing 14. The additional module 12 a can therefore be easily connected to the for maintenance purposes or for retrofitting purposes Main housing 14 and thus coupled to the electric drive machine 3.

Furthermore, a drive torque counter path 104 is formed, which runs in particular in the opposite direction to the drive torque path 103 and runs from the electric drive machine 3 via the rotor shaft 11 into the additional module 12 a and/or into the braking device 10 a. For this drive torque counter path 104, the additional module 12a and/or the braking device 10a forms a dead end module and/or an end point. In particular, the additional module 12a and/or the braking device 10a only has a single and/or common torque interface 15, which is designed as an output for the braking torque and/or as an input for the drive torque from the drive machine 3.

Optionally, the vehicle 2 can have the brake coupling device 39 a and/or the drive coupling device 40 a, b. These are not shown for graphical reasons.

The brake management device 19 is connected in terms of signals to the optional recuperation brake 18, the braking device 10a and to the service brake 16. The temperature management device 20 is connected in terms of signals to the braking device 10 a and optionally additionally to the drive coupling device 40 a, b or in another embodiment and/or to the drive machine 3. The vibration management device 38 is connected to the braking device 10a for signaling purposes.

Figure 2 b shows the second exemplary embodiment with the braking device 10 b in a schematic, alternative representation.

The drive machine 3 has the rotor shaft 11, the rotor shaft 11 being rotatably coupled and/or non-rotatably connected to the braking device 10b. In the exemplary embodiment shown in FIG. 2b, a brake rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The Braking device 10 b is always connected to rotor shaft 11 in a rotationally coupled and/or rotationally fixed manner, at least in the braking ready state, or in the event that braking device 10 b has brake coupling device 39 b. The braking device 10 b is arranged after the drive machine 3 and in front of the transmission gear 4 with respect to the drive torque path 103. For example, the braking device 10 b can be integrated in the main housing 4. This positioning enables a particularly compact integration and design of the braking device 10b and/or the drive arrangement 1. The braking torque path 100b thus runs from the braking device 10b via the transmission gear 4 to the transmission output 5.

Optionally, the vehicle 2 can have the brake coupling device 39 b and/or the drive coupling device 40 b or another drive coupling device. These are not shown for graphical reasons.

The brake management device 19 is connected in terms of signals to the optional recuperation brake 18, the braking device 10b and to the service brake 16. The temperature management device 20 is connected in terms of signals to the braking device 10 b and optionally additionally to the drive coupling device 40 b or in another embodiment and/or to the drive machine 3. The vibration management device 38 is connected to the braking device 10a for signaling purposes.

Figure 2c shows the third exemplary embodiment with the braking device 10c in a schematic, alternative representation.

The drive machine 3 has the rotor shaft 11, the rotor shaft 11 being rotatably coupled and/or non-rotatably connected to the braking device 10a via the transmission gear 4. In the exemplary embodiment shown in FIG. 2c, the brake axis of rotation 101 is aligned coaxially with a rotor axis of rotation 102 of the rotor shaft 11. The braking device 10c is always connected to the rotor shaft 11 or in the event that the braking device 10 c has the brake coupling device 39 c, at least in the braking ready state permanently with the rotor shaft

11 rotatably coupled and/or non-rotatably connected. The transmission gear 4 is arranged between the drive machine 3 and the braking device 10c with respect to the rotor rotation axis 102 and/or the brake rotation axis 101. The transmission gear 4 is therefore in operative connection on one axial side with the drive machine 3 and on the other axial side with the braking device 10c. In particular, the braking device 10c rotates at the speed of the drive machine 3.

This positioning enables a particularly simple integration and design of the braking device 10c and/or the drive arrangement 1. The braking torque path 100c thus runs from the braking device 10c via the transmission gear 4 to the transmission output 5.

The drive arrangement 1 has the additional module 12 c, the additional module

12 c has a module housing 13, wherein the braking device 10 a is arranged in the module housing 13. The drive arrangement 1 also has the main housing 14, with at least the transmission gear 4 and optionally additionally the drive machine 3 being arranged in the main housing 14. The additional module 12c and/or the module housing 13 is separably connected to the main housing 14. The additional module 12 c can therefore be easily coupled to the main housing 14 and thus to the transmission gear 4 and/or the electric drive machine 3 for maintenance purposes or for retrofitting purposes.

Furthermore, a drive torque branch path 105 is formed, which branches off from the drive torque path 103 and runs from the electric drive machine 3 via the transmission drive 4 into the additional module 12c and/or into the braking device 10d. For this drive torque branch path 105, the additional module 12c and/or the braking device 10c forms a dead end module and/or an end point. In particular, the additional module 12 c and/or the Braking device 10c only has a single and/or common torque interface 15, which is designed as an output for the braking torque and/or as an input for the drive torque from the drive machine 3 and/or the transmission gear.

Optionally, the vehicle 2 can have the brake coupling device 39 c and/or the drive coupling device 40 a, b other drive coupling devices. These are not shown for graphical reasons.

The brake management device 19 is connected in terms of signals to the optional recuperation brake 18, the braking device 10c and to the service brake 16. The temperature management device 20 is connected in terms of signals to the braking device 10 c and optionally additionally to the drive coupling device 40 a, b or in another embodiment and/or to the drive machine 3. The vibration management device 38 is connected to the braking device 10c for signaling purposes.

3 shows a schematic longitudinal section through a structural design of the drive arrangement 1 according to the first exemplary embodiment of the invention, the same components and areas being provided with the same reference numbers as in FIG. 1, so that reference is made to the previous description and only to the constructive details are discussed. For the moment paths, reference is also made to the previous figures.

The centrally arranged, electric drive machine 3 has a rotor 21, which is connected to the rotor shaft 11 in a rotationally fixed manner. A stator 22 of the electric drive machine 3, on the other hand, is arranged stationary in the main housing 14.

The transmission gear 4 is designed as a planetary gear, with the rotor shaft 11 in the gear input 6 being connected to a sun shaft 23, which meshes with a plurality of planet gears 24, which are rotatably arranged in a planet carrier 25 on a common pitch circle. The planet carrier 25 forms the transmission output 5 and has, for example, a circumferential spur gear 26. The transmission gear 4 is arranged together with the electric drive machine 3 in the main housing 14. A region of the drive arrangement 1 in which the power electronics for the drive machine 3 is arranged is graphically cut off.

On the left side, the braking device 10a can be seen in the additional module 12a. The additional module 12a has the module housing 13, wherein the additional module 12a and/or the module housing 13 is detachably connected to the main housing 14 via screw connections 27.

Figure 4 shows a detailed view of the additional module 12a designed as a low-energy brake from Figure 3. Via an input shaft 28, which forms the torque interface 15, the braking device 10a with the motor shaft is designed as the rotor shaft 11 (Figure 2) of the electric drive machine 3 directly connected. The torque transmission can, for example, take place via a toothing on the input shaft 28 with corresponding counter-toothing on the motor shaft/rotor shaft 11 (FIG. 3).

A toothed inner ring 29 is arranged on the input shaft 23. The two components can, for example, be designed as a welded assembly; alternatively, the integration of both components into a single component is also possible. The torque is transmitted via the toothed inner ring 29 to a plurality of friction plates 30, which form an inner plate package. For this purpose, a toothing is introduced into the inner diameter of the friction plates 30. To generate the braking torque, the friction disks 30 are pressed against a plurality of steel disks 31, which form an outer disk package. The steel lamellae 31 are mounted in a rotationally secured but axially displaceable manner in a toothed outer ring 32 by means of external teeth. The braking torque is supported via the toothed outer ring 32 via the module housing 13 into the main housing 14, whereby the transmission of the torque can be realized, for example, by a screw connection, gearing or similar. The screw connections 27 are shown.

The axial force required to generate the braking torque can, for example, be achieved using hydraulic pressure. Another option is to generate the axial force using an electric drive. For this purpose, an annular gap is designed in the module housing 13, in which a piston 33 is arranged in an axially displaceable manner. The annular gap is sealed using sealing rings arranged on the inner and outer diameter and pressure can be built up. Sliding bands can optionally be used to guide the piston. If hydraulic pressure builds up, the piston 33 is displaced against the steel plate 31 and the required axial force builds up. The hydraulic fluid required to build up pressure is fed into the annular pressure chamber via bores 34 in the module housing 13.

If no delay is requested and the system is in a depressurized state, the piston 33 is pressed into the starting position by springs 35. Spring plates are used to transmit force between springs 35, module housing 13 and piston 33. As shown, the module housing 13 can be constructed from two housing halves, whereby the connection of the housing halves must be able to support the axial force that is required to generate the braking torque. A seal is arranged between the two housing halves, for example this is designed as an O-ring. As a result, a module interior 36 is formed, the temperature control fluid for temperature control and lubrication of the friction plates 30 and the steel plates 31 being arranged in the module interior 36. The temperature control fluid can be connected to a temperature control circuit via further bores 37, so that the braking heat generated during braking can be dissipated with the temperature control fluid and the brake heat can be supplied to the useful functions.

Figure 5 shows a schematic longitudinal section through a structural design of the drive arrangement 1 according to the second exemplary embodiment of the invention, with the same components and areas with the same Reference numbers are provided as in Figure 1, so that reference is made to the previous description and only the constructive details will be discussed below. For the moment paths, reference is also made to the previous figures. For the structural details of the drive arrangement 1, reference is made to the description of FIG. 3, with only the differences being described below. For the structural details of the braking device 10 b, reference is made to the description in FIG.

In the second exemplary embodiment, the braking device 10 b is arranged between the drive machine 3 and the transmission gear 4. The rotor axis 11 is connected in a rotationally fixed manner and/or connectable to the input shaft 28 of the braking device 10 b. The input shaft 28 is connected in a rotationally fixed manner and/or can be connected to the transmission input 6, which is again designed as a sun shaft 23 in the second exemplary embodiment. The braking device 10 b is integrated in the main housing 14 together with the drive machine 3 and the transmission gear 4.

6 shows a schematic longitudinal section through a structural design of the drive arrangement 1 according to the third exemplary embodiment of the invention, the same components and areas being provided with the same reference numbers as in FIG. 1, so that reference is made to the previous description and only to the constructive details are discussed. For the moment paths, reference is also made to the previous figures. For the structural details of the drive arrangement 1, reference is made to the description of FIG. 3, with only the differences being described below. For the structural details of the braking device 10c, reference is made to the description of FIG. 4, whereby the braking device 10c is identical in construction to the braking device 10a, but is designed to be mirror-inverted.

On the right side, the braking device 10c can be seen in the additional module 12c. The additional module 12c has the module housing 13, the additional module 12c and/or the module housing 13 having screw connections 27 is detachably connected to the main housing 14. The rotor shaft 11 is connected via the transmission input 6, here the sun shaft 23, and the transmission gear 4 to the torque interface 15, here the input shaft 28.

Figures 7 a, b show a schematic representation of the implementation of vibration damping. The drive machine 3, the transmission gear 4 and the braking device 10 a, b, c are shown.

Figure 7 a shows an alternative, wherein the braking device 10 a, b, c is permanently coupled to the system comprising the drive machine 3, the transmission gear 4 and optionally other components. The vibration management device 38 controls the braking device 10 a, b, c, so that the system is detuned by the friction torque and z. B. the frequency position of any resonance frequencies can be shifted. In this way, vibrations in the system can be dampened and/or compensated for.

Figure 7 b shows a further alternative, wherein the braking device 10 a, b, c has the brake coupling device 39 a, b, c. A first stage of detuning is achieved by coupling the braking device 10 a, b, c and its rotating mass. As a result, the rotatable portion of the disk pack of the disk brake 41 is coupled to the system. The additional mass detunes the system.

In a further stage, after coupling the rotatable part of the disk pack, the disk pack and/or the disk brake 41 can be closed. This allows the system to be detuned in a fully variable manner.

Figure 8 shows the additional module 12a in a similar representation to that in Figure 4, with reference being made to the corresponding description. In contrast to FIG. 4, the drive arrangement 1 and/or the vehicle 2 has the brake coupling device 39 a. The brake coupling device 39 a is as one Synchronization device is formed between the input shaft 28 and the rotor shaft 11. What’s worth mentioning here is the setup between the two housings. By moving the lever 42 on a sliding sleeve in the axial direction, the speed can first be adjusted via a friction cone 43 and then a claw clutch 44 can be moved over the two shaft stubs. In the arrangement shown, the claw clutch 44 is mounted on the non-permanently rotating part (not the engine side, but the friction system side). This leads to less wear and less drag torque at the engagement of the lever 42. The brake coupling device 39 a is controlled by the vibration management device 38. The other brake coupling devices 39 b, c can be of identical design.

9 shows a schematic block diagram of an example of the structure of an auxiliary heater for the vehicle 2. The temperature management device 20 controls the drive machine 3, the braking device 10a and the drive coupling device 40a, so that the transmission gear 4 is separated from the drive machine 3 , but this is in operative connection with the braking device 10 a. Subsequently, a drive torque is generated by the drive machine 3 and directed to the braking device 10a, which brakes the drive torque in order to actively generate braking heat. The braking heat can subsequently be used by the temperature management device 20 in order to supply it to the useful functions described. The other braking devices 10 b, c can be controlled analogously.

10 shows a schematic longitudinal sectional view of the drive coupling device 40 a, which is essentially constructed in the same way as the brake coupling device 39 a of FIG. For the description of the drive coupling device 40a, reference is made to FIG. 8. The positioning of the drive coupling device 40a in front of the transmission gear 4 is advantageous because it can be controlled directly with the engine speed. This allows for larger sizes in common applications Speeds at smaller moments.

11 shows a further exemplary embodiment of the invention in the form of a vehicle 2 with the drive arrangement 1, the differences from the previous exemplary embodiments being discussed below. All other functions or options of the previous exemplary embodiments can also be provided in this and the next exemplary embodiment.

In this exemplary embodiment, the vehicle 2 is designed as a rail vehicle. The drive arrangement 1 is a frame drive, the drive arrangement 1 driving the axle 8 with two driven wheels 7, which are designed as rail wheels. The drive arrangement 1 has the transmission gear 4, wherein the transmission gear 4 is either designed as an angular gear or comprises an angular gear. The drive arrangement 1 has the electric drive machine 3, with the rotor shaft 11 being aligned parallel to the axis 8. The drive torque of the drive machine 3 is transmitted via the rotor shaft 11 to the transmission gear 4, which translates the rotation of the rotor shaft 11 from fast to slow. In particular, the rotor shaft 11 is operatively connected to the beverage input 6 of the transmission gear 4 and the gear output 5 drives the axle 8 and/or the driven wheels 7.

The drive arrangement 1 has the braking device 10 a, the braking device 10 a being arranged, as previously described, opposite the transmission gear 4 in relation to the drive machine 3, so that reference is made to the previous description. The braking device 10a is operatively connected to the drive machine 3, for example via the rotor shaft 11. The braking device 10a is driven at the engine speed of the drive machine 3 and/or is arranged coaxially therewith.

The drive arrangement 1 can have the additional module 12a, with the braking device 10a being arranged in the additional module 12a. In particular points the additional module 12 a the module housing 13. In the exemplary embodiment shown, the additional module 12 a is arranged at a distance from the drive machine 3; alternatively, as in the previous exemplary embodiments, it can be attached to the main housing 14 of the drive machine 3 in order to derive the braking torque. The braking device 10a and/or the additional module 12a has the only torque interface 15, so that this is designed as a dead end module with respect to the drive torque counter path 104 (Figure 2a). The drive torque path 103 (Figure 2a) runs from the drive machine 3 via the transmission gear 4 to the driven wheels 7.

The braking torque path 100a (Figure 2a) runs from the braking device 10a via the drive machine 3, the transmission gear 4 to the driven wheels 7. The braking device 10a has the multi-disc brake 41, as previously described. In particular, the braking device 10 a can be designed to be identical to the previously described braking devices 10 a, b, c with the respective variants, but can be adjusted in particular to the increased load. The braking device 10a can have the brake coupling device 39a, as previously described in connection with the brake coupling devices 39a, b, c.

The vehicle 2 or the drive arrangement 1 has the brake management device 19, the brake management device 19 being designed to control the friction brake 17, the braking device 10a and the recuperation brake 18, which is formed by the drive machine 3. The brake management device 19 is designed to control the comfort braking state, whereby the vehicle 2 is brought to a standstill and the braking torque is formed either exclusively by the braking device 10a or by the braking device 10a together with the recuperation brake 18. In particular, the comfort braking state is implemented with the exclusion of the friction brake 17. The vehicle 2 and/or the drive arrangement 1 may have the vibration management device 38 as previously described, with the vibration management device 38 controlling the braking device 10a, in particular the brake coupling device and/or the multi-disc brake 41, as previously described.

Optionally, the drive arrangement 1 has the temperature management device 20, wherein optional and not shown corresponding drive coupling devices can be provided in order to implement an auxiliary heater. For the variants of the drive coupling device, reference is made to the description of the drive coupling devices 40 a, b. Alternatively, the temperature management device 20 is designed to dissipate the braking heat and implement useful functions. For further details of the function of the temperature management device 20, reference is made to the previous description.

12 shows a modified exemplary embodiment to the exemplary embodiment in FIG. 11, wherein the braking device 10 b is arranged in the drive torque path 103 between the drive machine 3 and the transmission gear 4. In this position, the braking device 10 b can be connected in the same way to the brake management device 19 and the vibration management device 38 as well as the

Temperature management device 20 Interact as previously described. For the description of the braking device 10 b, reference is made to the previous figures and description. Reference character list

Drive arrangement

Vehicle electric drive engine

transmission gear

Transmission output

Gear input driven wheels

axis

differential

Braking device

Rotor shaft a, c additional module

Module housing

Main body

Torque interface

Service brake

Friction brake

Recuperation brake

Brake management device

Temperature management facility

rotor

stator

solar wave

Planetary gears

Planet carrier

Spur gearing

screw connections

input shaft

Inner ring

Friction plates Steel slats

Outer ring

Pistons

Holes for hydraulic fluid

feathers

Additional holes in the module interior

Vibration management device a, b, c Brake coupling device a, b Drive coupling device

Disc brake

lever

Friction cone

Claw clutch 0 a, b, c Braking torque path 1 Brake rotation axis 2 Rotor rotation axis 3 Drive torque path 4 Drive torque counter path 5 Drive torque branch path

Claims

Patent claims

1 . Vehicle (2) with a drive arrangement (1), the drive arrangement (1) having an electric drive machine (3) for generating a drive torque for the vehicle (2), with a friction brake (17) for braking the vehicle (2), with a braking device (10a, b, c,) for generating a braking torque for the vehicle (2), the braking device (10a, b, c) being designed as a complementary brake and/or as a supplementary braking device to the friction brake (17). , characterized in that the braking device (10a, b, c) is designed as an encapsulated friction braking device and that the vehicle (2) has a brake management device (19) for controlling the friction brake (17) and the braking device (10a, b, c). , wherein the brake management device (19) is designed to implement a comfort braking state, wherein in the comfort braking state the main braking deceleration of the vehicle is provided by the braking device (10 a, b, c) in order to bring the vehicle (2) to a standstill.

2. Vehicle (2) according to claim 1, characterized in that the brake management device (19) is designed to implement the comfort braking state excluding the friction brake (17).

3. Vehicle (2) according to one of the preceding claims, characterized in that the vehicle (2) has a recuperation brake (18), wherein the brake management device (19) is designed, in the comfort braking state, the recuperation brake (18) supports the braking device ( 10a, b, c).

4. Vehicle (2) according to one of the preceding claims, characterized in that the braking device (10a, b, c) has a wet-running multi-disc brake (41).

5. Vehicle (2) according to one of the preceding claims, characterized in that the drive arrangement (1) has a transmission gear (4) for translating the drive torque, the transmission gear (4) having a transmission input (6) for taking over the drive torque and a transmission output (5) for outputting a translated drive torque in the direction of at least one driven wheel (7) of the vehicle (2), so that a drive torque path (103) from the drive machine (3) to the transmission output (5) and / or to the at least one driven wheel (7) is formed, the braking device (10 a, b, c) being connected in a rotationally fixed manner to the transmission input (6) of the transmission gear (4) and/or to a rotor shaft (11) of the drive machine (3) and/ or can be connected and/or that the braking torque path (100 a, b, c) runs via the transmission gear (4), the braking device (10a, b, c) in the braking torque path (100 a, b, c) in front of the transmission gear ( 4) is arranged and/or wherein the braking device (10 a, b, c) can be operated at the engine speed of the drive machine (3).

6. Vehicle (2) according to one of the preceding claims, characterized in that the braking torque path (100 a) runs over the electric drive machine (3) and that the braking device (10 a) in the braking torque path (100 a) in front of the electric drive machine ( 3) is arranged.

7. Vehicle (2) according to one of the preceding claims 1 to 6, characterized in that the braking device (10 b) is arranged in the drive torque path (103) between the drive machine (3) and the transmission gear (4).

8. Vehicle (2) according to one of the preceding claims, characterized in that the vehicle (2) has a temperature management device (20), the temperature management device (20) being designed to transfer the braking heat of the braking device (10a, b, c) via the to supply temperature control fluid to a useful function, and/or that the vehicle (2) has a vibration management device (38), wherein the vibration management device (38) is designed to detect vibrations occurring in the drive arrangement (1) and/or in the vehicle (1) by controlling the Braking device (10 a, b, c) to compensate and / or dampen and / or modulate.

9. Vehicle (2) according to one of the preceding claims, characterized in that the vehicle (2) is designed as a rail vehicle.

10. Method for operating the vehicle (2) according to one of the preceding claims, characterized in that the comfort braking state is implemented when decelerating the vehicle (2) in a public environment.

CORRECTED SHEET (RULE 91 ) ISA/EP