DE102023114756B4 - Braking device with cooling structure and vehicle with the braking device - Google Patents

Abstract

Braking device (10 a, b, c) for a vehicle,
with a brake disc (21), wherein the brake disc (21) can be coupled to a first brake partner,
with a displaceable brake shoe (27) and with a brake shoe caliper (26), wherein the brake disc (21) is arranged in an axial direction with respect to a main axis of rotation (106) between the brake shoe (27) and the brake shoe caliper (26), wherein the braking device (10 a, b, c) is designed as a dry braking system,
wherein the brake shoe (27) and/or the brake shoe caliper (26) has a cooling structure (29 a, b) for the passage of a coolant,
wherein the brake disc (21) has a hub (22), a brake ring (24) and a spring device (23), wherein the spring device (23) is arranged between the hub (22) and the brake ring (24) and enables a displacement of the brake ring (24) relative to the hub (22) in the axial direction to the main axis of rotation (106),
characterized in that the brake shoe (27) and the brake shoe caliper (26) are designed to be divisible, so that a dividing surface (32a, b) is formed, wherein the dividing surface (32a, b) intersects the cooling structure (29a, b).

Description

The invention relates to a braking device for a vehicle having the features of the preamble of claim 1. The invention also relates to a vehicle having this braking device.

Conventional vehicle braking systems feature riding brakes that are open to the environment and air-cooled. The transition to electromobility and a parallel increase in environmental awareness have led to new developments in braking systems. In addition to wheel-selective brakes, centrally acting brakes are now state of the art.

The printed matter DE 10 2021 205 073 A1 discloses a passenger car with electric rear-wheel drive, with a drive system containing power electronics, an electric motor, a transmission gear, and a differential gear, together forming an electric axle, and two side shafts connected to the differential gear, to the free ends of which a rear wheel is attached, and a braking system. The braking system has a central brake, which is arranged within the electric axle between the electric motor and the differential gear. A braking device according to the preamble of claim 1 is known from DE 10 2018 117 504 A1 Further state of the art is described in DE 699 29 139 T2 , the JP H09-53672 A as well as the US 3 915 262 A described.

It is an object of the present invention to propose a braking device and a vehicle with the braking device, which is based on a new concept in order to meet the changed requirements with regard to integration and/or environmental awareness.

This object is achieved by a braking device having the features of claim 1 and by a vehicle having the features of claim 8. Preferred or advantageous embodiments of the invention emerge from the subclaims, the following description and the attached figures.

The subject matter of the invention is a braking device, wherein the braking device is suitable and/or designed for a vehicle. The vehicle is designed in particular as a hybrid vehicle or particularly preferably as a purely electric vehicle (BEV). The vehicle is realized, for example, as a passenger car, minibus, small truck, or the like. Particularly preferably, the vehicle is of class M1 or N1 according to Regulation (EU) 2018/858 assigned. In particular, the vehicle is designed as a road vehicle and/or is approved and/or suitable for road traffic. For example, the vehicle can reach a top speed of more than 80 km/h, preferably more than 120 km/h and in particular more than 140 km/h. In the most general embodiment of the invention, the vehicle can have an internal combustion engine and/or an electric drive motor for generating a traction torque and/or drive torque for the vehicle. The vehicle is particularly preferably designed as a hybrid vehicle or as a purely electric vehicle.

The braking device comprises a brake disc, which can be coupled to a first braking partner. The brake disc can, for example, be coupled to a shaft as the first braking partner or can have a shaft integrally formed thereto. A torque, in particular drive torque, can be introduced into the braking device via the brake disc and/or a braking torque can be transferred from the braking device. In particular, the brake disc rotates when the vehicle is in motion.

The braking device comprises a movable brake shoe and a brake shoe caliper. The brake disc is arranged in an axial direction with respect to a main axis of rotation between the brake shoe and the brake shoe caliper. During braking, the movable brake shoe is displaced such that the brake shoe comes into frictional engagement with the brake disc on the one hand and the brake disc with the brake shoe caliper on the other. For example, the brake disc has friction linings, and the brake shoe and brake shoe caliper each have friction surfaces. Alternatively, the brake shoe and brake shoe caliper can have friction linings, and the brake disc can provide the friction surfaces. Other distributions between the friction surfaces and the friction linings are also possible. It is also conceivable that the brake shoe, brake shoe caliper, and brake disc all carry friction linings and/or friction surfaces.

The brake disc, as a rotating part, extends endlessly and/or over 360° in the direction of rotation. The brake shoe and/or the section of the brake shoe caliper that is effective in the frictional engagement is preferably limited to an angular segment, wherein the angular segment is formed to be less than 180° and in particular less than 80° in the direction of rotation around the main axis of rotation.

The braking system is designed as a dry braking system. In the frictional engagement area between the brake shoe and the brake disc, as well as the brake disc and the brake shoe caliper, therefore no liquid lubricant and/or coolant is provided.

Preferably, the displaceable brake shoe is displaceably arranged and/or mounted in the brake shoe caliper.

The brake shoe and/or the brake shoe caliper has a cooling structure, such as a cooling channel, for the passage of a coolant. In particular, this is a liquid coolant. The cooling structure can be used to cool the brake shoe and/or the brake shoe caliper and, in particular, to dissipate heat energy generated by the conversion of kinetic energy during braking by the braking device.

Within the scope of the invention, it is proposed that the brake disc has a hub, a brake ring, and a spring device. The brake disc carries the friction lining and/or the friction surface. Coupling with the first braking partner is achieved via the hub. In particular, a shaft for coupling with the first braking partner can be arranged detachably or non-detachably in the hub. In particular, the hub can be formed integrally with the shaft. The spring device is arranged between the hub and the brake ring and enables displacement of the brake ring relative to the hub in the axial direction to the main axis of rotation, wherein the displacement is carried out elastically, such that the brake ring is always returned to a home position. The brake shoe caliper preferably has an interface for stationary attachment to a second braking partner. The brake shoe caliper is particularly preferably designed as a fixed caliper.

One consideration of the invention is that the connection of the cooling structure in the brake shoe caliper is complicated if the brake shoe caliper has a second movable brake shoe. In this case, a fluidic connection must be created between the brake shoe caliper and the second movable brake shoe. It is therefore easier to design the brake shoe caliper with a fixed brake shoe as a second brake shoe, since the fluidic connection is designed as a stationary connection. However, in this case, to achieve a frictional connection between the brake shoe caliper and the brake disc, the brake disc must be guided in the axial direction against the brake shoe caliper. This is made possible - even repeatedly and reversibly - by the spring device, which allows deflection of the brake ring in the axial direction relative to the brake shoe caliper.

In this way, a braking device is created which, via the cooling structures, enables connection to a thermal management system and/or a temperature management device and thus enables integration into modern vehicle concepts.

In a preferred embodiment of the invention, the spring device comprises a plurality of leaf spring elements, wherein the leaf spring elements are connected radially inward to the hub and radially outward to the brake ring. For example, the leaf spring elements are T-shaped, with the upright leg connected to the hub and the horizontal leg connected to the brake ring, so that the hub is connected symmetrically to the brake ring in both directions of rotation. The leaf spring elements can be flat in the basic position of the brake disc and are deflected relative to the hub upon axial displacement of the brake ring. The cost-effective and stable design of the spring device enables low-maintenance integration of the braking device into the vehicle.

According to the invention, the brake shoe and the brake shoe caliper are designed to be divisible, so that a dividing surface is formed in each case, where appropriate, wherein the dividing surface intersects the cooling structure. The dividing surface can have any desired contour, but is preferably designed as a dividing plane. The dividing surface simplifies the manufacture of the brake shoe and/or brake shoe caliper, since the cooling structure can be introduced and/or prepared in a split brake shoe or split brake shoe caliper, eliminating the need for subsequent introduction of the cooling structure.

It is preferably provided that the brake shoe and/or the brake shoe caliper has a seal in the region of the dividing surface in order to seal the respective cooling structure.

In a preferred embodiment of the invention, the parting surface lies in a radial plane to the main axis of rotation. Firstly, this parting surface is easy to produce in terms of manufacturing technology. This also results in a parting surface that can be sealed relatively easily with a seal. Optionally, it can be provided that the brake shoe and/or the brake shoe caliper has a friction part, wherein the friction part can form the frictional connection with the brake disc on one axial side and has the cooling structure and/or the parting surface at least partially on the other axial side. This structural design has the advantage that a material can be selected for the friction part. which is functionally appropriate, in particular for the friction function, whereby further components of the brake shoe and/or the brake shoe caliper can be formed from a different material, which can be functionally appropriately designed and adapted for other requirements, such as mechanical fastening, relative guidance between the brake shoe and the brake shoe caliper.

In a particularly simple implementation of the invention, the cooling structure is optionally designed as a channel running concentrically to the main axis of rotation. The cooling structure thus runs along a concentric ring around the main axis of rotation of the braking device. Particularly preferably, the channel is realized with a circular cross-section. This cooling structure is easy to manufacture and allows, for example, a central division.

In a preferred development, the braking device has a hose system, wherein the cooling structure of the brake shoe is fluidically connected to the cooling structure of the brake shoe caliper via the hose system. The cooling structure of the brake shoe and the cooling structure of the brake shoe caliper can be arranged in fluidic series. However, they are preferably arranged in fluidic parallel so that the coolant flows through both cooling structures at the same inlet temperature. The use of a hose system makes it possible for the brake shoe to be displaced in the axial direction relative to the brake shoe caliper without disrupting the coolant supply. However, the braking device preferably has only a single fluidic inlet interface and only a single fluidic outlet interface for the coolant.

In a preferred implementation of the invention, the braking device comprises an electromechanical actuator for actuating the braking device. This actuator allows the braking device to be designed with a simple and durable construction.

In a preferred embodiment of the invention, the braking device is encapsulated and/or encapsulatable, so that no particulate matter generated by the braking process can escape from the braking device during operation in the vehicle. Although the encapsulation impairs the cooling of the braking device, the use of cooling structures can compensate for this disadvantage and simultaneously ensure that the braking device also complies with the latest regulations regarding particulate matter pollution in vehicle traffic.

Another subject matter of the invention relates to a vehicle as described above, wherein the vehicle has at least one braking device as described above. The braking device can, for example, be arranged in a wheel-selective or axle-selective manner. Thus, each of the individual wheels, in particular the driven wheels and/or the non-driven wheels, can be assigned such a braking device. It can also be provided that a corresponding braking device is assigned to a vehicle axle as a whole, which acts on both wheels of the vehicle axle. The vehicle axle can be designed as a driven or as a passive vehicle axle.

In a preferred embodiment of the invention, the vehicle has a drive arrangement, wherein the braking device in the drive arrangement is designed as a central brake. In particular, the braking device acts on all wheels of the vehicle that are driven and/or drivable by the drive arrangement. In particular, the central brake acts on at least or exactly two driven wheels of the vehicle, wherein the at least or exactly two driven wheels of the vehicle are distributed in particular on two longitudinal sides of the vehicle.

The braking device is designed, in particular, as a dynamic braking device and/or as a braking device for actuation while the vehicle is in motion. In particular, the braking device is not designed as a parking brake, or at least not as a pure parking brake.

In one possible embodiment, the drive arrangement comprises an electric drive machine, in particular an electric motor, for generating a drive torque for the vehicle. Provision can be made for the electric drive machine to be the sole traction machine for the vehicle. Alternatively, the vehicle may comprise additional traction machines, for example, additional electric drive machines and/or an internal combustion engine, for generating the drive torque. The drive arrangement preferably provides at least 20%, in particular at least 40%, and especially at least 80% of the drive torque for the vehicle.

The electric drive motor is preferably assigned to two driven wheels, preferably a common axle. In other embodiments, the electric drive motor can also be assigned to all driven wheels and/or wheels of the vehicle and/or be configured as an all-wheel drive.

The drive arrangement has a transmission for transmitting the drive torque. Particularly preferably, a transmission is provided from high to low speed, colloquially also referred to as a reduction. The transmission is designed to output a transmitted drive torque based on the drive torque from the electric drive motor in the direction of the at least one driven wheel of the vehicle. For example, the transmission has a transmission output via which the transmitted drive torque is output in the direction of the at least one driven wheel of the vehicle. Optionally, a distribution transmission, in particular a differential, and/or a summation transmission for combining the transmitted drive torque with other drive torques is connected downstream of the transmission.

The electric drive motor and the transmission gear are designed in particular as an electric axle.

A braking torque path extends from the braking device to the at least one driven wheel. Thus, the braking torque is generated by the braking device and transmitted to the at least one driven wheel via the braking torque path.

The braking device is preferably arranged upstream of the transmission gear in the braking torque path. The braking device is thus located in a section of the drive arrangement in which the drive torque has not yet been transmitted 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 engine and not close to the wheel. This position leads to two possible advantages: The braking device is arranged in a region in which the speed has not yet been transmitted 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.

The close positioning of the braking device allows for easier encapsulation, preventing pollutants from escaping into the environment. This makes it easier for the drive system, and especially the braking device, to comply with the requirements for limiting the permissible emission of particulate matter.

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

In a preferred development of the invention, the braking torque path runs via the electric drive motor, wherein the braking device is arranged in the braking torque path upstream of the electric drive motor. The braking torque is thus introduced from the braking device into the braking torque path, passed via the electric drive motor and via the transmission gear, and in particular via the transmission output, then to the at least one driven wheel. Particularly preferably, the rotor shaft is rotationally coupled, preferably non-rotatably, with one axial side—either directly or optionally with the interposition of further components—to the braking device, and the other side—either directly or optionally with the interposition of further components—to the transmission gear, preferably non-rotatably.

From a drive technology perspective, the electric drive motor in this development is arranged between the braking device and the transmission gear. This arrangement allows for particularly easy integration of the braking device, as there is no need to intervene in the drive torque path. Rather, the braking device can be arranged on one side of the drive motor and the transmission gear on the other side.

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

In further alternatives, the braking device is arranged behind the transmission in the drive torque path. In particular, the braking device can be arranged between the transmission and a differential device in the drive torque path.

In a further alternative embodiment, the braking device is arranged outside the drive torque path. In particular, the transmission input of the 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 perspective, the drive motor is arranged on one axial side of the transmission, and the braking device is arranged on the other side of the transmission. A drive torque path runs from the electric drive motor to the at least one driven wheel. Furthermore, in this development, a drive torque branch path runs from the drive motor, looped through without a transmission or with a transmission, through the transmission to the braking device, wherein a drive torque can also be transmitted to the braking device. With regard to the drive torque branch path, the braking device forms an end point or a dead end, since the drive torque of the electric drive motor is not passed through the braking device. In particular, the braking device forms a dead end path for the drive torque branch path.

Particularly preferably, the drive train is designed as an electric axle, with the braking device arranged as an additional module on the electric axle. The braking device is preferably arranged coaxially with the rotor axis of the electric axle. The electric axle preferably comprises the transmission gear. The braking device can act on the untranslated drive torque and/or be operated at the rotor speed. Alternatively, the braking device can act on the transmitted drive torque and, in particular, be operated at the output speed of the transmission gear.

In a preferred embodiment of the invention, the braking device and the rotor shaft are arranged coaxially with the main axis of rotation, with the braking device having a braking axis of rotation aligned coaxially with the axis of rotation of the rotor shaft. This implementation allows the drive arrangement to be designed particularly compactly, thus reducing integration costs and improving operating characteristics.

• Bevorzugt ist die Betriebsbremse bei dem Fahrzeug als eine Reibungsbremse, insbesondere als eine trockene Reibungsbremse, im Speziellen als Scheiben- und/oder Trommelbremse ausgebildet.

The vehicle preferably has a service brake, wherein the braking device is designed as a complementary brake to the service brake and/or a supplementary braking device to the service brake. This proposes a particularly advantageous application of the drive arrangement:

• Preferably, the service brake in the vehicle is designed as a friction brake, in particular as a dry friction brake, in particular as a disc and/or drum brake.

During decelerations typical in urban traffic, the majority of the braking task is performed by the friction brake or the regenerative braking system. Shortly before the vehicle comes to a standstill, the use of the regenerative braking system is not technically feasible; in these cases, the friction brake provides either the majority or all of the required braking power.

In vehicles with electric drive, the masking noise of the combustion engine is absent; in hybrid vehicles, the combustion engine may be deactivated. Previously irrelevant operating noises of the vehicle are perceived by the driver and may be perceived as disturbing. Thus, reducing noise emissions leads to improved operating characteristics.

The regulations (for example, UNECE 13H for vehicle class M1) also impose strict safety requirements on service brakes with regard to emergency braking, hot braking performance, and reliability. Further requirements are expected in the future, particularly the limitation of the permissible emission of particulate matter from the brakes.

This tension can be interpreted as a conflict of objectives: The friction brake must be capable of meeting safety requirements, exhibit high-quality acoustic performance, and simultaneously reduce the emission of particulate matter. In emergency braking, however, braking noise is negligible. Here, the focus is solely on preventing accidents, i.e., property damage and/or personal injury.

This conflict of objectives is mitigated by the vehicle's drive system: The braking system, as a complementary brake and/or redundant braking system, intervenes, for example, in urban environments where the friction brake can no longer resolve the conflict of objectives and/or the regenerative braking system is no longer applicable. It is emission-free and/or has positive acoustic characteristics.

Since the braking device as a complementary brake and/or supplementary braking device still requires a conventional service brake (for example designed as a disc or drum brake), the safe Safety-related requirements continue to apply to the service brake, particularly the friction brake. This improves the operating characteristics of the drive system and/or the vehicle, taking into account safety and/or environmental requirements.

Towards the end of the deceleration process, the main braking deceleration can be generated by the service brake. This brake must be designed for safe, controlled emergency braking from high speeds with short stopping distances, while also avoiding noises that the driver finds annoying when braking from lower speeds. Since the braking device can replace the friction brake when braking from lower speeds, friction brake manufacturers can focus their optimization efforts on controlled emergency braking and gain new flexibility in the vehicle with this drive arrangement. During emergency braking, the acoustic behavior is of secondary importance compared to everyday braking in urban traffic. Since the braking device preferably does not claim a safety function – the service brake remains intact and fully operational – it can be arranged upstream of the transmission gear.

In a preferred development of the invention, the vehicle has a brake management device for controlling the service brake and the braking device.

The brake management device is preferably configured to implement an emergency braking state, wherein in the emergency braking state, the service brake, in particular the friction brake, brings the vehicle to a standstill. In the emergency braking state, at least the main braking deceleration or the exclusive braking deceleration is implemented by the friction brake of the service brake. This fulfills all safety requirements.

Alternatively or additionally, the brake management system is configured to implement a regenerative braking state, with at least part of the braking deceleration being implemented by regenerative braking of the regenerative brake. This enables environmentally friendly and comfortable driving.

Alternatively or additionally, the brake management device is designed to implement a comfort braking state, wherein the main braking deceleration is 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 these speed states, the recuperation braking can no longer work effectively, wherein in particular the braking device is used instead of the friction brake. In the comfort braking state, the vehicle is braked to a standstill with little or no noise emission, since this is implemented entirely or largely by the braking device.

An optional subject matter of the invention relates to a method for operating the vehicle with the drive arrangement as described above, wherein at least one of the operating states is implemented by the brake management device.

In a possible development of the invention, the vehicle has a temperature management device, wherein the temperature management device is configured to supply the braking heat of the braking device to a useful function via the temperature control fluid. In the useful function, the braking heat can be used, for example, to heat the transmission gear, to control the battery temperature, and/or to control the temperature of the passenger compartment.

It is possible that the braking device is designed as a passive heating device and that the braking heat is generated primarily from traffic-related braking.

In a possible further development of the invention, the braking device is designed to operate as an active heating device. The temperature management device controls the drive motor so that an additional drive torque is specifically directed from the electric drive motor to the braking device. Furthermore, the temperature management device controls the braking device to apply a corresponding additional braking torque 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 operate 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 disconnected. In addition, the temperature management system controls the drive motor and the braking system to generate a drive torque, which is then transferred to the braking system and reduced by the braking torque to actively generate braking heat when stationary. As before, the braking heat is transferred to the useful functions by the temperature management system.

Potential advantageous applications therefore arise from increasing efficiency, particularly in BEVs (battery electric vehicles), and optionally reducing brake dust emissions.

For this purpose, the braking device is mounted as a supplementary, preferably encapsulated braking system on the drivetrain or on the non-drive axle. This braking system supplements the recuperation of the electric motor in driving situations where it cannot absorb the full braking energy. These include driving situations with low speed/rpm, stopping at a standstill, or braking at low temperatures.

The advantage of an additional, especially encapsulated, brake is that the braking energy can be transferred to the thermal management system as heat (without having to store the energy in the battery in between). Furthermore, brake dust particles are not released into the environment.

This arrangement is a disc brake system, preferably equipped with a housing to collect brake dust inside. An electromechanical lever actuator is attached to one of the housing sections, acting on an axially movable brake shoe and the axially movable or axially flexible brake disc. Cooling channels are located inside the axially movable brake shoe and the fixed brake shoe of the brake shoe caliper, which is firmly connected to the brake housing or the housing of the electric axle, respectively. The heat generated by frictional contact is made available to the thermal management system via the coolant in the cooling channels.

Further features, advantages, and effects will become apparent from the following description of preferred embodiments and the accompanying figures. These show:

The 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 assembly 1 has a transmission gear 4, which is designed to transmit the drive torque from the prime mover 3, specifically "from high to low." The transmission gear 4 has a transmission output 5 and a transmission input 6, wherein the rotational speed at the transmission output 5 is lower than at the transmission 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 of a common axle 8. The transmitted drive torque generated by the transmission 4 is directed toward the driven wheels 7. For example, a differential 9 can also be interposed in the torque flow. Alternatively, only one driven wheel 7 is provided, with the drive arrangement 1 being designed as a single-wheel drive. It is also possible for the drive torque to be distributed among driven wheels 7 of different axles 8.

A drive torque path 103 is formed, which runs from the drive engine 3 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. 1 Two different exemplary embodiments for the position of the drive coupling device 40 a, b are shown. Alternatively, in further exemplary embodiments, the drive coupling device can be arranged in the transmission 4 or after the differential 9. The drive coupling device 40 a is arranged between the drive engine 3 and the transmission 4. In the event that the braking device 10 b is used, the braking device 10 b is in the drive torque path 103 before the drive coupling device. 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(s) 7 and to transmit it to the driven wheels 7 via a respective braking torque path 100 a, b, c. 1 Three different embodiments for the position of the braking device 10 a, b, c and for the braking torque paths 100 a, b, c are shown, 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 braking device 10 a, b, c can be used to brake the vehicle 1 from a driving speed, 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, wherein the braking device 10 a, b, c is arranged in front of the transmission gear 4 with respect to the respective braking torque path 100 a, b, c in the torque flow direction of the braking torque.

In the first embodiment, the braking device 10a is arranged in the braking torque path 100a upstream of the electric drive motor 3. The braking torque path 100a thus runs from the braking device 10a, which generates the braking torque, via the electric drive motor 3, then 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 motor 3 and the transmission gear 4. The braking torque path 100 b thus runs from the braking device 10 b, which generates the braking torque, via the transmission gear 4 to the at least one driven wheel 7. The drive motor 3 is arranged outside the braking torque path 100 b.

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 motor 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 motor 3 is arranged outside the braking torque path 100c.

What the three positions of the braking device 10a, b, c have in common is that the braking device 10a, 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. Furthermore, the braking torque is transmitted to two driven wheels, so that the braking device 10a, b, c is designed as a central brake.

The braking device 10 a, b, c can optionally each have a brake coupling device 39 a, b, c, which enables decoupling of 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. 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 selectively set to a braking readiness state or to a freewheeling state. In the braking readiness state, the braking device 10 a, b, c is coupled in and rotates in a ready-to-brake state. In the release state, the braking device 10 a, b, c is uncoupled, so that any drag torques caused by rotating masses of the braking device 10 a, b, c are reduced.

In addition to the braking device 10 a, b, c, the vehicle 2 optionally has a service brake 16, wherein the service brake 16 comprises a friction brake 17, which is designed, for example, as a disc brake or a drum brake near the wheel. The vehicle 2 optionally has a regenerative braking system 18, which is converted into generator mode by the drive motor 3. The regenerative braking system 18 can be used jointly with, but also independently of, the service brake 16.

With the service brake 16, the vehicle 2 has an approved deceleration system. The braking device 10a, 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 perform any safety-relevant functions but rather a comfort function with regard to the deceleration of the vehicle.

The drive arrangement 1 optionally has a brake management device 19, wherein the brake management device 19 is designed to control the service brake 16, the optional recuperation brake 18 and the braking device 10 a, b, c. The brake management device 19 can, for example, be designed as a digital data processing device and/or as an analog switching device. The brake management device 19 is configured 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 the latter assumes the primary braking deceleration. This ensures that the safety-relevant service brake 16 implements the emergency braking in the emergency braking state.

Furthermore, the brake management device 19 is designed to significantly implement the braking deceleration by the recuperation brake 18 in a regenerative braking state. This improves the energy management of the vehicle 2.

The brake management device 19 is designed to control the braking device 10 a, b, c and the service brake 16 in a comfort braking state such that the main braking deceleration is primarily or exclusively carried out by the braking device 10 a, b, c. For example, the brake management device 19 is designed, in particular, to implement 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 a, b, c. Optionally, the recuperation brake 18 can additionally support the comfort braking state. The background to this braking strategy of the comfort braking state is that in low 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 freewheel state or the brake readiness state.

Optionally, the drive arrangement 1 additionally has a temperature management device 20, wherein the temperature management device 20 is designed to supply the braking heat generated by the braking device 10 a, b, c in a temperature control fluid of the braking device 10 a, b, c to an additional function in the vehicle 2. In the useful function, the braking heat can be used, for example, to heat the transmission gear, to temperature control the battery and/or to temperature control the passenger compartment. In particular, the mixed use of the braking device 10 a, b, c in interaction with the recuperation brake 18 is intended. This mixed use leads to low energies that must be converted during the braking process. The temperature control fluid is pumped to other locations in the vehicle 2 and can be used, for example, to heat the transmission, to temperature control the battery and to temperature control the passenger compartment. This increases the energy efficiency of vehicle 2, as it makes use of energy that was previously dissipated unused into the environment.

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

The use of the braking device 10 a, b, c as a "friction heater" during driving and/or as an active heating device is also possible: For this purpose, the braking device 10 a, b, c actively serves to generate temperature by generating a braking torque that generates thermal energy. However, the braking torque is simultaneously compensated for by increasing the engine torque of the drive motor 3 in order to keep the vehicle speed constant. In the active heating state, the braking device 10 a, b, c and the drive motor 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: In this case, the temperature management device 20 controls the drive coupling device 40 a, b, particularly when the vehicle 1 is stationary, in order to disconnect the drive torque path 103. Furthermore, the drive motor 3 is controlled to generate a drive torque, which is fed to the braking device 10 a, b, c. In addition, the braking device 10 a, b, c is controlled to perform braking in order to cancel out 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 fed to the previously described useful functions.

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

Positioning 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 allows for higher speeds with lower torques in typical applications.

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

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

The drive arrangement 1 has the additional module 12a, wherein the additional module 12a has a module housing 13, wherein the braking device 10a is encapsulated by the module housing 13. The drive arrangement 1 further has a main housing 14, wherein at least the drive motor 3 and optionally additionally the transmission gear 4 are arranged in the main housing 14. The main housing 14 can thus enclose an electric axle. The additional module 12a and/or the module housing 13 is detachably connected to the main housing 14. Thus, the additional module 12a can be easily coupled to the main housing 14 and thus to the electric drive motor 3 for maintenance or retrofitting purposes.

Furthermore, a drive torque counterpath 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 12a and/or into the braking device 10a. For this drive torque counterpath 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 has only 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 additionally have the brake coupling device 39a and/or the drive coupling device 40a, b. These are not shown for graphic reasons.

The brake management device 19 is signal-connected to the optional recuperation brake 18, the braking device 10a, and the service brake 16. The temperature management device 20 is signal-connected to the braking device 10a and, optionally, additionally to the drive coupling device 40a, b or in another design and/or to the drive machine 3. The vibration management device 38 is signal-connected to the braking device 10a.

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

The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and/or rotationally fixedly connected to the braking device 10 b. In the embodiment shown in the 2b A braking rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10b is always rotationally coupled and/or rotationally fixedly connected to the rotor shaft 11, or in the event that the braking device 10b has the brake coupling device 39b, at least in the braking-ready state, permanently connected to the rotor shaft 11. With respect to the drive torque path 103, the braking device 10b is arranged downstream of the drive motor 3 and upstream of the transmission gear 4. For example, the braking device 10b can be integrated into 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 10b thus runs from the braking device 10b via the transmission gear 4 to the transmission output 5.

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

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

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

The drive machine 3 has the rotor shaft 11, wherein the rotor shaft 11 is rotationally coupled and/or rotationally fixedly connected to the braking device 10a via the transmission gear 4. In the embodiment shown in the 2c The brake rotation axis 101 is aligned coaxially with a rotor rotation axis 102 of the rotor shaft 11. The braking device 10c is always rotationally coupled and/or rotationally fixedly connected to the rotor shaft 11, or in the event that the braking device 10c has the brake coupling device 39c, at least in the braking-ready state. 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. Thus, the transmission gear 4 is operatively connected to the drive machine 3 on one axial side and to the braking device 10c on the other axial side. 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 10 c and/or the drive arrangement 1. The braking torque path 100 c thus runs from the braking device 10 c via the transmission gear 4 to the transmission output 5.

The drive arrangement 1 has the additional module 12 c, wherein the additional module 12 c has a module housing 13, wherein the braking device 10 a is encapsulated in the module housing 13. The drive arrangement 1 further has the main housing 14, wherein at least the transmission gear 4 and optionally additionally the drive motor 3 are arranged in the main housing 14. The additional module 12 c and/or the module housing 13 is detachably connected to the main housing 14. Thus, the additional module 12 c can be easily coupled to the main housing 14 and thus to the transmission gear 4 and/or the electric drive motor 3 for maintenance or 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 12c and/or the braking device 10c has only 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 other drive coupling devices in addition to the brake coupling device 39c and/or the drive coupling device 40a, b. These are not shown for graphic reasons.

The brake management device 19 is signal-connected to the optional recuperation brake 18, the braking device 10c, and the service brake 16. The temperature management device 20 is signal-connected to the braking device 10c and, optionally, additionally to the drive coupling device 40a, b or in another design and/or to the drive machine 3.

The 5 shows, in a schematic longitudinal section along a main axis of rotation 106, the braking device 10 a, c as it can be integrated into the previously illustrated drive arrangement 1 and/or into the vehicle 2. In the braking device 10 b, the rotor shaft 11 is optionally looped through to the transmission gear 4.

The braking device 10 a, c has a brake disc 21, wherein the brake disc 21 can be coupled to a first braking partner. The brake disc 21 thus provides the torque interface 15. The brake disc 21 rotates in particular at the speed of the rotor shaft 11. As will be described in more detail later, the brake disc 21 comprises a hub 22, a spring device 23, and a brake ring 24. The hub 22 forms the torque interface 15.

In this embodiment, the hub 22 provides a plug-in receptacle for a shaft. In alternative embodiments, the hub 22 can also be formed in one piece or in multiple pieces with a shaft or the shaft. Friction linings 25 are arranged on the brake ring 24, which Circumferential direction around the main axis of rotation 106. The spring device 23 connects the hub 22 to the brake ring 24 and is designed such that the brake ring 24 can be displaced in the axial direction to the main axis of rotation 106 relative to the hub 22. In particular, the displacement is designed to be restoring and/or reversible, so that the brake disc 21 returns, in particular springs back, to a basic position or setting without external forces.

The braking device 10a, c has a brake shoe caliper 26, wherein a fixed brake shoe 27 is arranged stationary in the brake shoe caliper 26. The brake shoe caliper 26 is thus designed as a fixed caliper. Furthermore, the braking device 10 has a movable brake shoe 28, wherein the movable brake shoe 28 is accommodated in the brake shoe caliper 26 so as to be movable in the axial direction. By axially displacing the movable brake shoe 28 in the direction of the brake shoe caliper 26, the brake ring 24 is initially pressed in the axial direction against the fixed brake shoe 27. Upon further application of pressure or a braking force to the movable brake shoe 28, the brake disc 21, in particular the brake ring 24, with the brake pads 25, enters into frictional engagement with the fixed brake shoe 27 and the movable brake shoe 28.

The spring device 23 allows the brake shoe caliper 26 and in particular the fixed brake shoe 27 to remain stationary and both the brake ring 24 and the movable brake shoe 28 to be pressed against the brake shoe caliper 26.

The braking device 10 is designed as a dry braking system, so that no coolant is present between the brake shoes 27, 28 and the brake ring 24. However, the movable brake shoe 28 and the brake shoe caliper 27 each have a cooling structure 29a and 29b for conducting a coolant. The cooling structure 29a, b is each designed as a channel with a round, circular cross-section, wherein the channel extends along a circular line coaxial with the main axis of rotation 106.

The brake shoe caliper 26 and the displaceable brake shoe 28 are each designed to be divisible. The displaceable brake shoe 28 has a displaceable friction part 30a, which has a friction surface for frictional connection with the friction linings 25 on one axial side and a partial section of the cooling structure 29a on the other side. A displaceable base part 31 forms the other part of the cooling structure 29a, with the friction part 30a and the base part 31 together forming the displaceable brake shoe 28. The displaceable brake shoe 28 is divisible along a dividing surface 32a, with the dividing surface 32a lying in a radial plane to the main axis of rotation 106 and dividing the cooling structure 29a into two halves. By dividing the movable brake shoe 28 into the friction part 30a and the base part 31, the cooling structure 29a can be manufactured particularly easily. A seal 33a is placed on the dividing surface 32a between the parts 30a and 31a to seal the cooling structure 29a.

The brake shoe caliper 26 has a fixed friction part 30 b, which simultaneously forms the fixed brake shoe 27, and a base body 34, wherein the fixed friction part 30 b is supported on the base body 34. The friction part 30 b has a friction surface on one side for frictionally engaging the friction linings 25, and a part of the cooling structure 29 b is incorporated on the other axial side. The base body 34 of the brake shoe caliper 27 has the other part of the cooling structure 29 b. A second dividing surface 33 b extends between the base body 34 and the fixed friction part 30 b, wherein the second dividing surface 33 b runs through the second cooling structure 29 b. A second dividing surface 32 b is formed between the fixed friction part 30 b and the base body 34 and runs through the second cooling structure 29 b. A second seal 33b is arranged on the second parting surface 29b to seal the second cooling structure 29b. The second cooling structure 29b has the same shape as the first cooling structure 29a and is arranged at the same pitch circle diameter.

The braking device 10 a, c has an electromechanical actuator 35, wherein the electromechanical actuator 35 is designed to actuate the braking device 10 a, c. The electromechanical actuator 35 has an electric motor 36, which, via a rotary-linear converter, such as a spindle drive, displaces a displacement carriage 37 in a plane perpendicular to the main rotational axis 106. During displacement, the carriage 37 moves against a lever 38, which is pivotally arranged at a pivot end 41 and presses with the other end, as the actuator end 42, against the displaceable brake shoe 28 in order to displace it in the axial direction.

The braking device 10 has the module housing 13 as an encapsulation, wherein the module housing 13 is designed such that all openings into the interior are sealed dust-tight with the brake pads 25. Thus, the module housing 13 is sealed dust-tight except for a through-opening 43 for coupling the first braking partner. When integrating the braking device 10 into the electrical electric axle and/or on the drive arrangement 1 and/or on the main housing 14 as a second braking partner, this through opening 43 is also closed dust-tight so that the braking device 10 can operate emission-free.

The brake shoe caliper 27 and/or the braking device 10 a, c and/or the module housing 13 can be connected to the second braking partner, such as the main housing 14, in a rotationally fixed manner and, in particular, also in a displacement-proof manner in the axial direction.

The 4 shows a schematic, three-dimensional representation of the braking device 10 a, c in the 3 , whereby on the one hand components are partially suppressed in the drawing and on the other hand the cooling structures 29 a, b for the coolant are at least indicated by dashed lines.

From the illustration, it can be seen in particular that the spring device 23 consists of or has a plurality, here three, of leaf spring elements 44, wherein the leaf spring elements 44 are T-shaped and are connected radially inwardly to the hub 22 via the upright leg of the "T" and radially outwardly to the free end points of the lying leg of the "T" to the brake ring 24. This connection makes it possible for the brake ring 24 to be deflected in the axial direction relative to the hub 22 via the leaf spring elements 44.

Furthermore, the two cooling structures 29 a and 29 b can be seen. From the illustration, it can be seen that the braking device 10 a, c has a hose system 45, wherein the hose system 45 comprises an inlet 46 and an outlet 47. Starting from the inlet 46, a channel is led to the fixed cooling structure 29 b and via a hose 48 a to the cooling structure 29 a. The coolant can flow through the cooling structures 29 a, b in parallel. At the outlet of the cooling structure 29 a, there is a further hose 48 b which leads the coolant to the outlet 47. In parallel or additionally, the outlet of the cooling structure 29 b is also led to the outlet 47. The coolant thus flows through the cooling structures 29 a, b in parallel. The hoses 48 a and 48 b allow the movable brake shoe 28 to be moved without problems with respect to the coolant supply. It can also be seen from the illustration that the brake shoe caliper 26 provides a guide for the displaceable brake shoe 28 in order to enable axial displacement.

In the 5 A top view of the braking device 10 a, c is shown, in which the T-shaped leaf spring elements 44 can be seen even more clearly. Furthermore, a part of the module housing 13 has been cut off or made graphically transparent. 6 In contrast, a schematic plan view of the encapsulated module housing 13 of the braking device 10 a, c can be seen.

On the 3 one can thus see the hub 22 with teeth to a drive axle, such as the rotor shaft 11. The drive axle (not shown) extends through an opening in the module housing 13 from the right into the braking device 10 a, c. Three leaf springs are preferably attached to the hub 22 as leaf spring elements 44, which have a T-shape and are thus "pulled" in both directions of rotation. These are in turn attached to the brake ring 24 and allow a flexible connection of the brake disc 21 or the brake ring 24 to the drive axle. This design has the advantage that the brake disc 21 can be pressed as parallel as possible between the brake shoes 27, 28 thanks to the axially flexible connection and shape and position tolerances between the components can be compensated.

Annular brake pads 25 are attached to both ends of the brake disc 21. When axially displaced by the lever actuator 35/38, these come into contact with the axially displaceable brake shoe 27 and the axially fixed brake shoe 28. The axially fixed brake shoe 28 is firmly connected to the module housing 13 and the main housing 14 of the electric axle drive (not shown). For manufacturing reasons, both brake shoes 27, 28 are constructed in multiple parts and are provided with a seal 33 a, b so that coolant flows through them internally. The axially fixed brake shoe 28 has both a coolant supply 46 and a coolant discharge 47. In addition, hoses 48 a, b are attached to the axially fixed brake shoe 28 and are connected to the axially movable brake shoe 28 to ensure coolant flow there as well. The axially movable brake shoe 28 is mounted in the axially fixed brake shoe 27 and the braking torque support is also provided via the fixed brake shoe 27, which in turn is connected to the electric drive housing, the main housing 14.

The lever actuator 35/38 is attached to the module housing 13, and the module housing 13 has an opening through which the electric motor 35 of the lever actuator 35/38 extends into the module housing 13. Furthermore, the electric motor 35 of the lever actuator 35/38 is connected to the module housing 13 in a rotationally fixed manner.

Between the axially movable and the fixed brake shoe 27, 29 act one or preferably several compression springs 49 ( 4 ), which ensure that the clearance is sufficiently large and that the brake disc 21 with the brake pads 25 can rotate freely.

list of reference symbols

1

Drive arrangement

2

vehicle

3

electric drive machine

4

transmission gear

5

Gearbox output

6

Gearbox input

7

driven wheels

8

axis

9

differential

10 a, b, c

braking device

11

rotor shaft

12 a, c

Additional module

13

Module housing

14

Main housing

15

Torque interface

16

Service brake

17

Friction brake

18

Regenerative braking

19

Brake management system

20

Temperature management device

21

brake disc

22

hub

23

Spring device

24

brake ring

25

Friction linings

26

brake shoe caliper

27

fixed brake shoe

28

movable brake shoe

29 a, b

Cooling structure

30 a, b

Friction part

31

Base part

32 a, b

Division area

33 a, b

seal

34

base body

35

electro-mechanical actuator

36

electric motor

37

Transfer carriage

38

lever

39a, b, c

Brake coupling device

40 a, b

Drive coupling device

41

Swiveling

42

Actuator end

43

passage opening

44

Leaf spring elements

45

hose system

46

Inflow

47

Sequence

48 a, b

Hose

49

compression springs

100 a, b, c

Braking torque path

101

Brake rotation axis

102

Rotor rotation axis

103

Drive torque path

104

Drive torque counter path

105

Drive torque branch path

Claims (9)

Braking device (10 a, b, c) for a vehicle, comprising a brake disc (21), wherein the brake disc (21) can be coupled to a first braking partner, with a displaceable brake shoe (27) and with a brake shoe caliper (26), wherein the brake disc (21) is arranged in an axial direction with respect to a main axis of rotation (106) between the brake shoe (27) and the brake shoe caliper (26), wherein the braking device (10 a, b, c) is designed as a dry braking system, wherein the brake shoe (27) and/or the brake shoe caliper (26) has a cooling structure (29 a, b) for conducting a coolant, wherein the brake disc (21) has a hub (22), a brake ring (24) and a spring device (23), wherein the spring device (23) is arranged between the hub (22) and the brake ring (24) and a displacement of the brake ring (24) relative to the Hub (22) in the axial direction to the main axis of rotation (106), characterized in that the brake shoe (27) and the brake shoe caliper (26) are separable are formed so that a dividing surface (32a, b) is formed, wherein the dividing surface (32a, b) intersects the cooling structure (29a, b). Braking device (10a, b, c) according to Claim 1 , characterized in that the spring device (23) has a plurality of leaf spring elements (44), wherein the leaf spring elements (44) are connected radially inwardly to the hub (22) and radially outwardly to the brake ring (24). Braking device (10 a, b, c) according to Claim 1 or 2 , characterized in that the dividing surface (32 a, b) lies in a radial plane to the main axis of rotation (106). Braking device (10 a, b, c) according to one of the preceding claims, characterized in that the cooling structure (29 a, b) is designed as a channel running concentrically to the main axis of rotation (106). Braking device (10 a, b, c) according to one of the preceding claims, characterized in that the braking device (10 a, b, c) has a hose system (45), wherein the cooling structure (29a) of the brake shoe (27) is connected to the cooling structure (29b) of the brake shoe caliper (26) via the hose system (45). Braking device (10 a, b, c) according to one of the preceding claims, characterized in that the braking device (10 a, b, c) has an electromechanical actuator (35) for actuating the braking device (10 a, b, c). Braking device (10 a, b, c) according to one of the preceding claims, characterized in that the braking device (10 a, b, c) is encapsulated. Vehicle (2), characterized by at least one braking device (10 a, b, c) according to one of the preceding claims. Vehicle (2) to Claim 8 , characterized in that the braking device (10 a, b, c) is designed as a central brake.

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