Transmissions, especially motor vehicle transmissions

Abstract

The invention relates to a transmission (1), in particular a motor vehicle transmission, with a transmission housing (10) and at least one transmission gear (2) arranged in the transmission housing (10), which is rotatably mounted in the transmission housing (10) about an axis (21), wherein the transmission gear (2) is partially arranged in an oil sump (5) of the transmission (1) and wherein an oil distributor (4) is arranged in the transmission housing (10) such that, during operation, oil thrown up from the oil sump (5) by the transmission gear (2) is conveyed to the oil distributor (4).It is proposed that a free oil delivery area (8) is formed outside the oil distributor (4), wherein the free oil delivery area (8) extends, as seen in a cross-sectional plane (xy) of the transmission (1) perpendicular to the axis (21) of the gear (2) and through the gear (2), into a space (18) widening towards the oil distributor (4) between a second inner wall section (12) of the transmission housing (10) and an outer circumference (22) of the gear (2), from an inlet area (81) to an outlet area (82), wherein the free oil delivery area (8) is free of mechanical obstructions that could impede oil transport from the inlet area (81) towards the outlet area (82).

Description

State of the art

[0001] In current technology, transmissions for motor vehicles are used particularly in combination with an electric motor drive. As with conventional transmissions, the transmission components must be lubricated with oil. To increase transmission efficiency and reduce costs, the oil pump often used in conventional transmissions for lubrication can be omitted. Lubrication and cooling of the transmission components are preferably achieved through passive oil distribution. Lubrication of the rotating transmission components is crucial for transmission reliability. Insufficient lubrication can lead to an inadequate supply of oil to the bearings of the transmission components and the sealing rings. This can result in increased wear and even transmission component failure.

[0002] A transmission with passive oil distribution is known, for example, from US 3,529,698, which discloses a transmission with a transmission housing and at least one gear arranged in the transmission housing. The gear is rotatably mounted about an axis in the transmission housing and is partially located in an oil sump of the transmission. An outer circumference of the gear lies on the top of the transmission housing, partially opposite a first inner wall section of the transmission housing at a constant distance. A second inner wall section adjoins the first inner wall section at a transition point, viewed in one direction of rotation of the gear, with the distance between the outer circumference of the gear and the second inner wall section increasing continuously from the transition point towards the second inner wall section.An oil distributor is arranged in the gearbox housing such that, during operation, oil thrown up from the oil sump by the gear is conveyed to the oil distributor. The gearbox known from US 3,529,698 has an oil line section with a partition wall, the partition wall having a dividing edge located near the outer circumference of the gear. The gear oil is conveyed by the gear through the gap between the first inner wall section and the outer circumference of the gear up to the dividing edge, so that a portion of the gear oil passes through a gap between the partition wall and the second inner wall section of the gearbox up to the oil distributor. In this process, a surge of oil thrown up from the oil sump by the gear is transported around the circumference of the gear and forced into the gap at the dividing edge.

[0003] A similar gearbox with passive oil distribution is known from DE 44 14 000 C1. Here, too, a separating element with a separating edge is provided near the rotating gearbox gear. Oil flung out of the oil sump by the gearbox gear passes only through a gap between an inner wall of the gearbox housing and a separating edge into a spiral oil guide channel and from there finally to the oil distributor. Disclosure of the invention

[0004] The invention relates to a transmission, in particular a motor vehicle transmission, preferably for an electric drive, comprising a transmission housing and at least one gear arranged in the transmission housing, which is rotatably mounted in the transmission housing about an axis, wherein the gear is partially arranged in an oil sump of the transmission, wherein an outer circumference of the gear is partially opposite a first inner wall section of the transmission housing at a constant distance, wherein, viewed in a direction of rotation of the gear, a second inner wall section adjoins the first inner wall section at a transition point, wherein the distance between the outer circumference of the gear and the second inner wall section continuously increases from the transition point in the direction of the second inner wall section, and wherein an oil distributor is arranged in the transmission housing such thatthat during operation, oil thrown up from the oil sump by the gear is conveyed to the oil distributor. According to the invention, it is proposed that a free oil conveying area is formed outside the oil distributor between the second inner wall section and the outer circumference of the gear, wherein the free oil conveying area, viewed in a cross-sectional plane of the transmission perpendicular to the axis of the gear and running through the gear, extends into a space between the second inner wall section and the outer circumference of the gear, widening from an inlet area at the transition point to an outlet area in the direction of the oil distributor, wherein the free oil conveying area is free of mechanical obstructions that could impede oil transport from the inlet area towards the outlet area.

[0005] In the context of this application, "oil" is to be understood as a transmission-compatible liquid lubricant, irrespective of whether it is marketed commercially as oil. In particular, it may be a lubricant designated as ATF (Automatic Transmission Fluid) or similar substances.

[0006] The at least one gear can be any gear in a set of gears. In particular, the gear can mesh with another gear and, within the transmission, serve to transmit torque from an input shaft to an output shaft. This does not preclude the possibility of multiple oil-carrying gears being present in the transmission.

[0007] The outer circumference of a gear is understood to be an imaginary circumferential cylindrical surface that encloses the tooth tips of the gear's teeth.

[0008] The term "oil sump" refers to a region within the gearbox housing where oil accumulates under the influence of gravity. A gear partially submerged in this oil sump is defined as a gear whose lower portion, facing downstream of gravity, is immersed in the sump, while its upper portion protrudes above it. As the gear rotates, it draws oil from the sump and transports it against gravity to a point of separation or discharge.

[0009] An oil distributor is a component that can be installed in the gearbox housing and is designed to collect oil and distribute it to locations within the gearbox where oil would otherwise not reach, or not reach in sufficient quantity. Various geometric configurations are possible. For example, the oil distributor may have at least one collection basin. It may also have at least one baffle from which oil drips off or flows away in a preferred direction. The oil distributor may have channels and at least one outlet, or in particular several outlets, from which oil flowing under the influence of gravity is supplied to the bearings of rotating gearbox components. The oil distributor may be designed to be installed in a predetermined position within the gearbox.The predetermined installation state defines an orientation of the oil distributor in the gearbox housing relative to gravity, where the predetermined installation state represents a specific orientation of the oil distributor relative to the gearbox housing when the orientation of the associated gearbox relative to the Earth's gravitational field is known. The orientation of the gearbox relative to the Earth's gravitational field is generally known for a normal position of the gearbox, where the normal position is the position in which the gearbox is oriented relative to gravity in its intended application. If the gearbox is a motor vehicle gearbox, it assumes a specific orientation relative to the Earth's gravity when the motor vehicle is horizontally oriented relative to the Earth's gravitational field in its normal position. This applies regardless of whether the motor vehicle is actually moving horizontally relative to the Earth's gravitational field or is traveling uphill at an angle of inclination.Based on the known installation position of the transmission in the vehicle, it is generally possible to deduce how an oil distributor should be installed in the transmission so that it assumes a specific orientation relative to gravity in its normal position. Since the angle of inclination during downhill or uphill driving deviates only very moderately from the horizontal by + / - 20° in most possible driving conditions, the geometric design of the oil distributor is adapted to a horizontal vehicle position.

[0010] A free oil delivery area, free from mechanical obstructions that could impede oil transport from the inlet area towards the outlet area, is defined as a space within the gearbox housing extending between the second inner wall section and the outer circumference of the gear. This space begins at an inlet area at a transition point between a first inner wall section, which is at a constant distance from the outer circumference of the gear, and a second inner wall section, where this distance increases. Since the second inner wall section does not follow the cylindrical profile of the first inner wall section in the direction of rotation of the gear, it moves increasingly away from the outer circumference in the direction of rotation, creating a widening space that terminates at an outlet area.The outlet area is located upstream of the oil distributor, preferably directly upstream of it. Oil, which the gear draws from the oil sump during operation and which passes through a gap between the first inner wall section and the outer circumference of the gear up to the transition point, begins to detach from the gear behind the transition point (viewed in the direction of rotation) under the influence of centrifugal force. The actual detachment point depends on the rotational speed of the gear and, viewed in the circumferential direction of the gear, can also be located behind the inlet area. The oil detaches from the gear in a surge, forming a jet of oil that is flung into the space that widens behind the inlet area.A large portion of the oil carried in the oil surge travels along a trajectory through the expanding space, the path of which is dependent on the rotational speed of the gear. The angle of inclination of this trajectory within the space is also dependent on the rotational speed. From this trajectory, the oil carried in the surge falls towards the second inner wall section and towards the outer circumference of the gear. Nevertheless, the second inner wall section and the wider circumference of the gear are also wetted by the trailing edges of the oil surge. Some of the oil also runs down the inner wall of the gearbox and along the flanks of the gear, and may partially return to the oil sump.Most of the oil, however, leaves the free oil delivery area, following its trajectory through the outlet area, and encounters either the oil distributor or a deflector wall behind it. No gearbox components or parts of the gearbox housing are located within the free oil delivery area. The second inner wall section and the outer circumference of the gear flank this free oil delivery area without being part of it themselves. Therefore, the free oil delivery area contains no mechanical structures. It contains only air or oil. In particular, there is no dividing edge or partition within the free oil delivery area. Consequently, the oil, which is dislodged from the gear during rotation under the influence of centrifugal force, passes through the free oil delivery area without encountering any mechanical obstruction. Advantages of the invention

[0011] The inventive design of the gearbox advantageously simplifies the geometric design of the oil distributor considerably. For example, the oil distributor does not require a retaining jaw and can therefore be manufactured as a single, simple component, eliminating the need for multi-part assembly. Since the retaining jaw of the oil distributor does not need to be positioned in close proximity to the gearbox gear, contact between individual gear teeth and the oil distributor is less likely. Consequently, manufacturing tolerances for the oil distributor can be more generous. Similarly, additional partitions and flow separator lips can be omitted. This significantly simplifies the assembly process for the gearbox.

[0012] A key advantage of the transmission according to the invention lies primarily in the fact that oil delivery is much more efficient than in conventional transmissions. Tests have shown that drag losses can be reduced using the transmission according to the invention.

[0013] This is because the oil pumped from the oil sump in the gearbox and detached from the gear (coupled, for example, to the output side of the gearbox) under the influence of centrifugal force encounters no mechanical obstruction. In the free oil pumping area, there are no partitions or edges that restrict oil transport or represent constrictions that an oil surge must first pass through. Therefore, an oil surge detaching from the gear can be freely propelled through the oil pumping area, allowing more oil to be pumped from the oil sump more easily. From a fluid dynamics perspective, this advantageously avoids constrictions that the oil flow would have to pass through in prior art designs. The oil can therefore circulate in the gearbox housing with less resistance, thus reducing drag losses.

[0014] Advantageous embodiments and further developments of the invention enable the features contained in the dependent claims.

[0015] It is particularly advantageous if the inlet area of ​​the oil delivery section is arranged on a first leg of an angle in a cross-sectional plane of the transmission perpendicular to the axis of the gear and passing through the gear, and the outlet area is arranged on a second leg of the angle, wherein the first leg is defined by a line connecting the axis of rotation of the gear and the transition point between the first and second inner wall sections, and the second leg is inclined at an angle of at least 30° relative to the first leg in the direction of the oil distributor in the cross-sectional plane. The second leg may be inclined at an angle of at most 90° relative to the first leg in the direction of the oil distributor in the cross-sectional plane.

[0016] In particular, it is advantageous if the second leg is inclined at an angle between 30° and 70° relative to the first leg in the direction of the oil distributor in the cross-sectional plane.

[0017] It is particularly advantageous if the gearbox is designed such that, during operation under the influence of centrifugal force, oil detaching from the gear and leaving the outlet area of ​​the free oil delivery zone either strikes the oil distributor behind the outlet zone or, bypassing the oil distributor, strikes a deflecting wall projecting inwards at the end of the second inner wall section. This deflecting wall can be curved in such a way that oil striking the deflecting wall from the free oil delivery zone is deflected by the deflecting wall towards the oil distributor. This deflected oil can, for example, fill an oil collection basin of the oil distributor.

[0018] In the oil delivery area, the trajectory of an oil surge that detaches from the gear under the influence of centrifugal force depends on the gear's rotational speed. For example, an oil surge that detaches from the gear at a low initial rotational speed will be flung along a trajectory closer to the outer circumference of the gear than to the second inner wall section, through the oil delivery area towards the outlet area. This oil surge may, for instance, strike the oil distributor behind the outlet area and be deflected. The oil can then quickly flow through the distributor's outlets to the bearings of rotating gear components or rapidly back into the oil sump.If the rotational speed of the gear is increased, the angle of inclination of the trajectory of a detaching oil surge becomes increasingly steep. An oil surge detaching from the gear at a second rotational speed greater than the first can therefore travel along a second trajectory, which runs closer to the second inner wall section than to the outer circumference of the gear, through the oil delivery area towards the outlet area. At the highest rotational speed, this trajectory preferably runs along the second inner wall section. The second inner wall section can therefore advantageously be designed such that, starting from the transition point directly at the inlet of the free oil delivery area, it extends away from the gear approximately tangentially to its outer circumference.The second inner wall section can be straight or slightly curved and terminate at the deflection wall. The oil surge conveyed along this second inner wall section preferably does not strike the oil distributor directly, but rather, viewed in the direction of gravity, behind the oil distributor onto the deflection wall. From there, the oil flow is deflected and reaches the oil distributor.

[0019] This design advantageously ensures that when the gear accelerates from a standstill, the oil is quickly pumped from the gear and distributed within the gearbox housing without any constrictions or gaps in the oil transport path. The oil is drawn from the oil sump and flung against gravity through the free oil delivery area towards the upper part of the gearbox housing. As the gear speed rapidly increases, the trajectory within this free oil delivery area can become increasingly steep until a surge of oil flows swiftly along the second inner wall section towards the deflector wall and from there back to the oil distributor, without encountering large quantities of oil already flowing back towards it. Brief description of the drawings

[0020] Possible embodiments of the invention are explained below with reference to the accompanying figures. The drawing shows: Fig. 1 a schematic cross-section through a gearbox according to the invention, Fig. 2 an enlarged section from the in Fig. Figure 1 showed a gearbox which schematically represents the trajectory of an oil surge at a first rotational speed of the gearbox gear, Fig. 3 an enlarged section from the in Fig. Figure 1 showed a gearbox which schematically represents the trajectory of an oil surge at a second rotational speed of the gearbox gear that is greater than the first rotational speed. Embodiments of the invention

[0021] Fig. Figure 1 shows a schematic cross-section through a transmission 1 according to the invention, which is, for example, a transmission in an electric drive train of a motor vehicle, in particular in an electric battery-powered vehicle. Fig. Figure 1 shows three mutually perpendicular spatial directions x, y, and z, where the negative y-direction corresponds to the direction of gravity. The gearbox 1 comprises a gearbox housing 10 made of, for example, metal. The gearbox 1 has a gear 2 which is rotatably mounted in the gearbox housing 10 about an axis 21. Fig. 1. The gear wheel 10 rotates in one direction, for example, to the right as indicated by the arrow. The gear wheel 10 can engage directly or indirectly with other rotating gear parts 6, 7, which are rotatably mounted about further bearings 61, 71.

[0022] The axis 21 of the gear 2 runs in the z-direction shown. The plane of the figure Fig. 1 runs in the xy-plane and shows a cross-sectional plane through the gearbox 1 and the gearbox gear 10 in a direction perpendicular to the axis 21.

[0023] As in Fig. The figure shown in 1 is located in the Fig. 1. In the lower region of the gearbox housing 10 is an oil sump 5. The gear 2 is partially located in this oil sump 5 and has an outer circumference 22. The gearbox housing 10 has a first inner wall section 11, which is located at a constant distance from the outer circumference 22 of the gear 2. This distance forms an annular gap with a circular arc cross-section between the first inner wall section 11 and the outer circumference 22, extending from the oil sump 5 into Fig. The first inner wall section 11 extends by approximately 100° to a transition point 13. However, the first inner wall section 11 can also be considerably shorter than shown and extend over a significantly smaller angular range. When the gear wheel 2 rotates in the direction of the arrow shown, the gear wheel throws oil from the oil sump 5 and transports the oil from the oil sump 5 through the annular gap between the first inner wall section 11 and the outer circumference 22 to the transition point 13.

[0024] At transition point 13, the curvature of the inner wall of the gear housing 10 changes. Therefore, at transition point 13, a second inner wall section 12 follows the first inner wall section 11 in the direction of rotation of the gear 2. This second inner wall section 12 extends, for example, initially tangentially to the outer circumference 22 of the gear 2, so that the distance between the second inner wall section 12 and the outer circumference 22 of the gear 2 continuously increases from transition point 13 in the direction of the second inner wall section 12. In this area, a free oil delivery zone 8 extends between the second inner wall section 12 and the outer circumference 22 of the gear 2.This free oil delivery area 8 extends in the cross-sectional plane xy of the gearbox 1 into an expanding space 18 from an inlet area 81 to an outlet area 82 and is laterally bounded by the second inner wall section 12 and the outer circumference 22 of the gear 2. The inlet area 81 begins at the transition point 13. The outlet area 82 is located upstream of an oil distributor 4 in the direction of rotation of the gear 2. The expanding space 18 is in the . Fig. 1. Represented by the dashed line outline. In the cross-sectional plane xy of the Fig. In this embodiment, the inlet region 81 is arranged on a first leg 31 of an imaginary angle α, and the outlet region 82 is arranged on the second leg 32 of this angle α. The first leg 31 is defined by a connecting line between the axis 21 of the gear and the transition point 13. The second leg 32 is inclined at an angle α of at least 30° relative to the first leg 31 in the direction of the oil distributor 4 in the cross-sectional plane xy. In the illustrated embodiment, the angle α is approximately 55°. The outlet region has a significantly larger cross-sectional area than the inlet region of the oil delivery area 8.

[0025] As can be seen, there are no mechanical obstructions in the free oil delivery area 8 that could impede oil transport from the inlet area 81 towards the outlet area 82. Gear oil, which detaches from the gear wheel 2 behind the transition point 13 in the direction of circulation during operation of the gearbox 1 under the influence of centrifugal force, is flung through the free oil delivery area 8 to the outlet area 82 without encountering any obstruction. Oil leaving the outlet area 82 of the free oil delivery area 8 mostly either directly impacts the oil distributor 4 or passes the oil distributor 4 and reaches a deflecting wall 14 projecting inwards at the end of the second inner wall section 12. The deflecting wall 14 is curved in such a way that oil impacting the deflecting wall 14 behind the outlet area 82 of the free oil delivery area 8 is deflected by the deflecting wall 14 towards the oil distributor 4.

[0026] The oil distributor 4 can be of relatively simple design and comprises, for example, a collection basin 41 and one or more outlets 42 for draining oil. Oil that hits the oil distributor 4 is either deflected directly by it or first collects and then flows via the outlets 42 towards the bearings 61, 71 of the rotating gear components 6, 7.

[0027] In the Fig. 2 and Fig. Figure 3 schematically illustrates how, in the oil delivery area 8, the orientation of a trajectory 83, 85 of an oil surge 80, which detaches from the gear 2 under the influence of centrifugal force, depends on the rotational speed of the gear 2. Fig. It is initially apparent that an oil surge 80, detaching from the gear 2 at a first rotational speed RG1 of, for example, 206 rpm of the gear 2, is flung along a first trajectory 83, which runs closer to the outer circumference 22 of the gear 2 than to the second inner wall section 12, through the oil delivery area 8 towards the outlet area 82. This oil surge encounters the oil distributor 4 behind the outlet area 82 and is deflected by it via various discharge paths 84.

[0028] If the rotational speed is increased, the trajectory changes and becomes increasingly steep. As in Fig. As shown in Figure 3, at a second rotational speed RG2 of, for example, 279 rpm, which is greater than a first rotational speed RG1, a surge of oil 80 detaching from the gear 2 can be flung along a second trajectory 85, which runs closer to the second inner wall section 12 than to the outer circumference 22 of the gear 2, through the oil delivery area 8 towards the outlet area 82. From there, the oil passes behind the outlet area through a gap between the collection basin 41 and the inner wall of the gear housing 10 to the deflecting wall 14, which deflects the oil towards the oil distributor 4, so that it accumulates, for example, in the collection basin 41. From there, the oil can flow via drainage paths 86, among other things, to gear components located higher up in the gear housing.

[0029] A comparison of the representations in the Fig. 2 and Fig.3, that when the rotational speed of the gear 2 increases, oil is flung through the free oil delivery area 8 along different steep trajectories. Since there are no obstacles in the free oil delivery area 8, the oil flung along the different trajectories can always be transported away quickly, without any constriction or strong backflow hindering the detachment of the oil from the gear 2 during the acceleration. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 3,529,698

[0002] DE 44 14 000 C1

[0003]

Claims

[1] A transmission (1), in particular a motor vehicle transmission, comprising a transmission housing (10) and at least one transmission gear (2) arranged in the transmission housing (10), which transmission gear is mounted in the transmission housing (10) for rotation about an axis (21), wherein the transmission gear (2) is partially arranged in an oil sump (5) of the transmission (1), wherein an outer circumference (22) of the transmission gear (2) partially lies opposite a first inner wall section (11) of the transmission housing at a constant distance, wherein, viewed in a direction of rotation of the transmission gear (2), a second inner wall section (12) adjoins the first inner wall section (11) at a transition point (13), wherein the distance between the outer circumference (22) of the transmission gear (2) and the second inner wall section (12) increases continuously from the transition point (13) in the direction of the second inner wall section (12),and wherein an oil distributor (4) is arranged in the transmission housing (10) in such a way that, during operation, oil thrown up from the oil sump (5) by the transmission gear (2) is conveyed to the oil distributor (4), , characterized byin that a free oil conveying region (8) is formed outside the oil distributor (4) between the second inner wall section (12) and the outer circumference (22) of the transmission gear (2), wherein the free oil conveying region (8), viewed in a cross-sectional plane (xy) of the transmission (1) running perpendicular to the axis (21) of the transmission gear (2) and through the transmission gear (2), extends into a spatial region (18) widening between the second inner wall section (12) and the outer circumference (22) of the transmission gear (2) from an inlet region (81) at the transition point (13) to an outlet region (82) in the direction of the oil distributor (4), wherein the free oil conveying region (8) is free of mechanical obstacles that could hinder oil transport from the inlet region (81) in the direction of the outlet region (82). [2] Transmission according to claim 1, characterized byin that in the cross-sectional plane (xy) the inlet region (81) is arranged on a first leg (31) of an angle (α) and the outlet region (82) is arranged on a second leg (32) of the angle (α) and the first leg (31) is defined by a connecting line between the axis (21) and the transition point (13) and the second leg (32) is inclined by an angle (α) of at least 30° with respect to the first leg (31) in the direction of the oil distributor (4) in the cross-sectional plane (xy). [3] Transmission according to claim 1 or 2, characterized by that during operation of the transmission (1) under the influence of centrifugal force, oil which detaches from the transmission gear (2) and leaves the outlet region (82) of the free oil conveying region (8) strikes the oil distributor (4) behind the outlet region (82) or strikes a deflection wall (14) projecting inwards at the end of the second inner wall section (12) past the oil distributor (4). [4] Transmission according to claim 3, characterized by that the deflection wall (14) is curved in such a way that oil impinging on the deflection wall (14) from the free oil conveying area (8) is deflected by the deflection wall (14) in the direction of the oil distributor (4). [5] Transmission according to one of the preceding claims, characterized by that in the oil conveying region (8) the orientation of a trajectory (83, 85) of an oil surge (80) which detaches from the gear wheel (2) under the influence of centrifugal force depends on the rotational speed (RG1; RG2) of the gear wheel (2). [6] Transmission according to claim 5, characterized bythat a surge of oil (80) detaching from the gear wheel (2) at a first rotational speed (RG1) of the gear wheel (2) is thrown along a first throwing path (83) which runs closer to the outer circumference (22) of the gear wheel (2) than to the second inner wall section (12) through the oil conveying region (8) in the direction of the output region (82), and that a surge of oil (80) detaching from the gear wheel (2) at a second rotational speed (RG2) which is greater than a first rotational speed (RG1) is thrown along a second throwing path (85) which runs closer to the second inner wall section (12) than to the outer circumference (22) of the gear wheel (2). [7] Transmission according to claim 6, characterized by that oil on the second throwing path (85) hits the deflection wall (14) behind the exit area (82). [8] Transmission according to claim 2, characterized by that the second leg (32) is inclined by an angle of at most 90° relative to the first leg (31) in the direction of the oil distributor (4) in the cross-sectional plane (xy). [9] Transmission according to claim 2, characterized by that the second leg (32) is inclined by an angle between 30° and 50° relative to the first leg (31) in the direction of the oil distributor (4) in the cross-sectional plane (xy). [10] Transmission according to one of the preceding claims, characterized by that the oil distributor (4) has at least one outlet (42), wherein oil flowing out of the outlet (42) is supplied to the bearings of rotating transmission components (6, 7). [11] Electric drive for a motor vehicle with a transmission according to one of claims 1 to 10.

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