Device for cooling and lubricating vehicle components and drive device having such a device

Abstract

The invention relates to an apparatus for cooling and lubricating components of a vehicle, the apparatus comprising at least one housing, a coolant sump, a first coolant pump configured to convey coolant from a first housing section configured for accommodating a transmission into the coolant sump, a second coolant pump configured to convey coolant from the coolant sump into a coolant line system, a heat exchanger configured to cool the coolant conveyed by the second coolant pump, wherein the coolant line system at least fluidically connects the second coolant pump with the heat exchanger and at least indirectly fluidically connects the heat exchanger with a plurality of coolant outlets for spraying coolant onto components in the housing that need to be cooled and lubricated. The invention further relates to a drive apparatus for a vehicle, the drive apparatus comprising the apparatus with the housing, an electric machine, and a transmission.

Description

Technical Field

[0001] This invention relates to a housing-based device for cooling and lubricating components of a vehicle. The vehicle components requiring cooling and lubrication are arranged within the housing. The invention also relates to a drive system having an electric drive mechanism for a vehicle, the drive system including such a device for cooling and lubrication. Background Technology

[0002] In order for electric motors used to drive vehicles to operate at high power, effective cooling of the motors is required. The waste heat generated by the motors at high power can limit power in some applications (such as electrically driven shafts). Once the motors exceed their temperature limits, the control of the motors typically reduces power.

[0003] For example, DE 10 2017 203 527 A1 discloses an apparatus for cooling and lubricating a transmission for a vehicle, the transmission having a transmission housing, a drive gear rotatable about a first axis of rotation at least within the transmission housing, a driven gear rotatable about a second axis of rotation arranged parallel to the first axis of rotation, and a collection element. The collection element is mounted on the transmission housing in an area of ​​an opening in the transmission housing, wherein the driven gear comes into contact with fluid for cooling and lubrication. The collection element includes protruding elements pointing towards the outer periphery of the driven gear. As the driven gear rotates, the outflowing fluid is guided into the collection element by means of the protruding elements. Summary of the Invention

[0004] The object of this invention is to provide a device for cooling and lubricating components of a vehicle, and a drive system for a vehicle with improved cooling. In particular, the device should be designed for easy assembly, and the drive system should have high efficiency.

[0005] An apparatus for cooling and lubricating vehicle components according to the invention comprises: at least one housing; a coolant sump; a first coolant pump configured to deliver coolant from a first housing section configured to house a transmission into the coolant sump; a second coolant pump configured to deliver coolant from the coolant sump into a coolant piping system; and a heat exchanger configured to cool the coolant delivered by the second coolant pump, wherein the coolant piping system fluidly connects the second coolant pump to the heat exchanger and fluidly connects the heat exchanger to at least indirectly a plurality of coolant outlets for spraying coolant onto components in the housing requiring cooling and lubrication.

[0006] In other words, the device according to the invention is used for cooling and lubricating components of a vehicle arranged in a housing. In particular, the coolant circuit is formed in a closed loop within the housing, thus preventing coolant leakage. The coolant is particularly designed as an oil-based or water-based cooling liquid. For example, the coolant is designed as transmission fluid, engine oil, or similar oils used for vehicle components. The coolant is configured to absorb and release heat on one hand, and to lubricate components or parts on the other, so that these components or parts can work together with low wear.

[0007] Coolant is delivered from a first housing section (i.e., the first housing space where the transmission is housed) to a coolant sump by means of a first coolant pump, and from there to a coolant piping system by means of a second coolant pump, wherein the coolant piping system guides the coolant to a coolant outlet at least via a heat exchanger. The coolant outlet sprays coolant onto multiple (especially all) components of the vehicle that require cooling and lubrication, which are arranged within the housing of the equipment. Coolant is again delivered from the components cooled and lubricated by means of coolant to the coolant sump at least by means of the first coolant pump. The coolant sump is understood as the collection location of coolant within the housing. For example, a coolant container is arranged within the housing and configured to house the coolant sump or serve as a collection location for coolant within the housing. The second coolant pump delivers coolant from the coolant sump or coolant container through the coolant circuit at least indirectly via additional components, piping, or openings. For example, the housing of the equipment is designed to be single-piece or multi-piece. The two coolant pumps are preferably designed as electric pumps, wherein these electric pumps are controlled as needed.

[0008] Because the first coolant pump actively delivers coolant from the first housing section where the transmission is located, no coolant sump is formed in the first housing section. Therefore, although the transmission gears are lubricated by coolant, they are not submerged in coolant. This significantly improves the efficiency of the transmission, and thus also improves the efficiency of the entire powertrain.

[0009] According to a preferred embodiment of the invention, a first coolant pump is configured to deliver a liquid-air mixture, wherein a second coolant pump is designed as a displacement pump. For example, the first coolant pump is designed as a centrifugal pump. In particular, the first coolant pump is smaller than the second coolant pump and correspondingly has a smaller coolant delivery capacity. Preferably, the first coolant pump is arranged in a first housing section. The second coolant pump is designed as a displacement pump and by means of it delivers coolant from the coolant bottom tank, which has particularly acoustic advantages. Due to the sufficient coolant present in the coolant bottom tank, the displacement pump can operate with particularly low loss and minimal cavitation. Cavitation not only causes wear on the displacement pump but also leads to acoustic emissions. Displacement pumps are known from the prior art. A displacement pump should be understood as a pump that operates according to the principle of squeeze flow. Displacement pumps are also called volumetric pumps and deliver the medium, here delivering coolant in a self-enclosed volume, and here delivering coolant particularly without air.

[0010] According to a preferred embodiment of the invention, the coolant piping system has a coolant reservoir with a single coolant inlet, wherein all coolant outlets are arranged on the coolant reservoir. In particular, the single coolant reservoir is housed within the equipment casing. The coolant reservoir is preferably designed as an integral unit with a single coolant inlet and multiple coolant outlets. For example, the coolant reservoir is designed as a "common rail," also known as a reservoir injection system in the case of combustion engines, particularly diesel engines. For example, a second coolant pump is designed as a high-pressure pump that delivers coolant to the coolant reservoir under pressure. Preferably, the pressure level in the coolant reservoir can be variably adjusted. For example, the coolant inlet is formed axially at the center of the coolant reservoir. Alternatively, the coolant inlet may be formed on one side at one of the two end sections of the coolant reservoir. By providing a coolant reservoir with a single coolant inlet for injecting coolant and multiple coolant outlets for spraying coolant into the housing of the equipment to multiple (especially all) components that require cooling and lubrication, not only is better cooling provided, but the ease of assembly of the equipment is also improved.

[0011] Unless otherwise specified, fluid-in-the-means connections are achieved by means of devices that guide fluid, particularly by channels, lines, pipes and / or hoses configured to guide coolant.

[0012] According to a preferred embodiment of the invention, at least the coolant piping system and the coolant reservoir are integrated into the housing. Integration of the coolant piping system and coolant reservoir into the housing should be understood as the coolant piping system and coolant reservoir being arranged indirectly or directly within or on the housing. For example, the coolant piping system and coolant reservoir may be recessed into the wall of the housing to reduce the number of components and the assembly cost of the equipment. For example, the coolant piping system and coolant reservoir may be arranged as channels, sleeves, pipes, and / or hoses within or on the wall of the housing. Preferably, a heat exchanger and / or a second coolant pump are also arranged within the housing. The integration of at least the coolant piping system and coolant reservoir into the housing improves the ease of assembly of the equipment.

[0013] According to a preferred embodiment of the invention, the housing has a second housing section for accommodating an electric motor having a stator and a rotor. Thus, the gearbox is arranged in the first housing section, while the electric motor having a stator and a rotor is arranged in the second housing section. The housing section should be understood as a generally enclosed space within the housing, wherein the housing sections are separated from each other by housing walls. For example, openings or similar through-holes for coolant may be arranged in the walls to allow flow of coolant between the generally enclosed housing sections. This spatial separation between the gearbox and the electric motor allows for better and more responsive regulation of coolant supply and conditions within the respective housing sections.

[0014] According to a preferred embodiment of the invention, the housing has a third housing section, wherein coolant can be delivered from the first housing section to the third housing section at least by the first coolant pump, and wherein coolant flows from the second housing section into the third housing section through at least one opening provided for this purpose, so as to form the coolant bottom shell therein. In other words, at least one opening in the housing wall between the second and third housing sections is used to guide coolant from the second housing section to the third housing section, in which the coolant bottom shell is arranged. For example, an air separator configured to remove air from the coolant can be arranged in the third housing section. Arranging the coolant bottom shell in a separate housing section from the transmission and electric motor allows for a calm coolant bottom shell, especially when the air or foam content in the coolant is low.

[0015] According to a preferred embodiment of the invention, at least one coolant filter is disposed in the third housing section, wherein the at least one coolant filter is fluidly connected to the second coolant pump. The coolant filter is particularly configured to filter out dirt particles, impurities, and / or foreign matter from the coolant in order to obtain high-quality coolant for as long as possible and extend the equipment maintenance intervals.

[0016] According to a preferred embodiment of the invention, the wall portion of the housing between the first housing section and the second housing section is designed to accommodate at least one bearing element, wherein the at least one bearing element is configured to guide coolant between the first housing section and the second housing section. In other words, coolant flow is achieved by the at least one bearing element in the wall portion of the housing between the first housing section and the second housing section. For example, the at least one bearing element rotates to transport coolant from the first housing section to the second housing section, or vice versa, during vehicle operation. This advantageously facilitates coolant distribution and mixing within the housing.

[0017] According to a preferred embodiment of the invention, the housing has a fourth housing section for accommodating at least the coolant piping system and the coolant reservoir, wherein the fourth housing section extends at least partially along the first housing section, the second housing section, and the third housing section. Therefore, at least the coolant piping system and the coolant reservoir are arranged in the fourth housing section, thus spatially separating them from the transmission and electric motor. This improves the ease of assembly of the equipment. In particular, the second coolant pump and the heat exchanger are also arranged in the fourth housing section. Integrating the second coolant pump, the heat exchanger, the coolant piping system, and the coolant reservoir into the fourth housing section further improves the ease of assembly of the equipment. In particular, this integration facilitates the modular construction of the housing. For example, the fourth housing section abuts the first housing section with at least one wall. For example, the fourth housing section abuts the second housing section with at least one wall, preferably two walls. For example, the fourth housing section abuts the third housing section with at least one wall.

[0018] According to a preferred embodiment of the invention, at least one first coolant outlet is configured to spray coolant onto the stator windings of the stator, wherein the at least one first coolant outlet is fluidly connected to a plurality of first nozzles configured to be arranged at least partially around the stator windings. The nozzles should be understood as openings through which coolant is selectively and thus selectively sprayed into the housing onto components requiring cooling and lubrication. Here, the first nozzles selectively and thus selectively spray coolant onto the stator windings or winding heads of the stator. Directly wetting the surface of the stator windings significantly improves the cooling potential of the electric machine because direct and unmediated cooling occurs at the point where heat is generated, i.e., on the stator windings. For example, at least three first nozzles are arranged tangentially around each of the two stator windings. In particular, such a plurality of first nozzles arranged tangentially around each of the two stator windings ensures that both stator windings are completely wetted with coolant.

[0019] According to a preferred embodiment of the invention, at least one second coolant outlet is configured to spray coolant onto the outer peripheral surface of the stator, wherein the at least one second coolant outlet is fluidly connected to a plurality of second nozzles arranged in the longitudinal direction of the stator. Thus, coolant is selectively and therefore controlledly sprayed onto the outer peripheral surface, i.e., the outer surface of the stator, particularly the stator laminations, via at least one second coolant outlet and second nozzles. Directly wetting the outer peripheral surface of the stator significantly improves the cooling potential of the electric machine because heat dissipation is achieved directly and without mediation on the outer peripheral surface of the stator by the coolant. For example, at least three second nozzles are arranged in the axial direction, i.e., along the longitudinal axis of the stator. For example, multiple rows of nozzles are arranged around the stator in the circumferential direction. In particular, such a plurality of second nozzles are arranged tangentially around the stator windings, thereby achieving complete wetting of the outer peripheral surface of the stator by the coolant.

[0020] Preferably, the respective nozzles have orifice plates. An orifice plate should be understood as an element that at least partially closes or alters the cross-section of the respective nozzle or opening, thereby regulating the volumetric flow rate and, in particular, the direction and shape of the jet. In addition to volumetric flow rate, the orifice plate also regulates the pressure of the coolant in the coolant piping system or, optionally, a coolant reservoir. The effect of drawing coolant from the coolant piping system can also be regulated by the orifice plate on the nozzle, setting a constant flow resistance independent of the number of nozzles connected to the respective coolant outlet. Preferably, all nozzles have the same pressure level.

[0021] According to a preferred embodiment of the invention, at least one third coolant outlet is configured to spray coolant onto at least one meshing region of the gear. This allows for direct and advantageous lubrication of the gear's meshing region. In particular, the gear is arranged in the first housing section and is part of the transmission. For example, the first gear is anti-rotationally connected to the rotor shaft of the electric motor, while the second gear is anti-rotationally connected to components of the differential, particularly the differential housing or planetary carrier. In the meshing region, the two gears mesh with each other to transmit speed and torque from one gear to the other.

[0022] According to a preferred embodiment of the invention, at least one fourth coolant outlet is configured to spray coolant onto at least one bearing element. This allows for direct and advantageous lubrication of the at least one bearing element. For example, the at least one bearing element is configured to rotatably support a rotor shaft. Preferably, the at least one bearing element is designed as a cylindrical roller bearing or a ball bearing.

[0023] According to a preferred embodiment of the invention, at least one fifth coolant outlet is configured to spray coolant into at least one first slot. The slot should be understood as a coolant collection slot, where coolant can accumulate. For example, the at least one first slot may have an opening to allow coolant to flow to other bearings or housing components requiring cooling and lubrication. In particular, the at least one first slot is configured to supply coolant to bearing elements, such that the bearing elements, depending on the load, particularly the rotational speed, allow coolant to exit from the at least one first slot and thus supply coolant to themselves. For example, coolant can be guided from the at least one first slot between two housing sections via the bearing elements.

[0024] According to a preferred embodiment of the invention, the first coolant pump has a coolant delivery capacity greater than the total coolant delivery capacity of the at least one third coolant outlet, the at least one fourth coolant outlet, and the at least one fifth coolant outlet, wherein the at least one third coolant outlet, the at least one fourth coolant outlet, and the at least one fifth coolant outlet deliver coolant into the first housing section. In other words, the potential energy for delivering coolant from the first housing section is greater than the potential energy for injecting coolant into the first housing section. Thus, a minimum total coolant volume is achieved in the first housing section, where coolant is selectively and as needed injected through the corresponding coolant outlets onto the components in the first housing section that require cooling and lubrication. This particularly improves the efficiency of the transmission, and therefore also improves the efficiency of the entire powertrain.

[0025] A drive device for a vehicle includes a device with a housing according to the invention, an electric motor with a stator and a rotor, and a transmission, wherein the rotor shaft of the electric motor is connected to the transmission in an effectively driven manner via at least one transmission stage including a first gear and a second gear, wherein the transmission is designed as a differential and has a first driven shaft and a second driven shaft, wherein the two driven shafts are arranged parallel to the axis of the rotor shaft.

[0026] In other words, the drive unit is arranged in the housing of a device used for cooling and lubricating vehicle components, particularly for cooling and lubricating the transmission and the electric motor configured as the vehicle's drive mechanism. The electric motor can be used alone or in combination with another electric motor or combustion engine to drive the vehicle. For example, the electric motor is configured to drive the vehicle's axles. For example, the vehicle is designed as a motor vehicle. The two driven shafts of the differential are each at least indirectly connected to at least one wheel of the vehicle. The driven shafts are arranged coaxially with the driven axle.

[0027] Preferably, the differential is designed as a bevel gear differential. Other alternative designs for the differential are also conceivable, such as a spur gear differential or a planetary gear differential. Drive power from the electric motor via the transmission stage is transmitted to the two driven shafts through the differential, whereby the differential distributes the drive power, i.e., speed and torque, to the two driven shafts. To ensure that the driven shafts are coaxial with the driven axle, the differential is also positioned on the driven axle.

[0028] A differential designed as a bevel gear differential has two driven elements on the wheel sides, specifically a first driven gear and a second driven gear. Each of these driven gears meshes with a compensating element. The compensating element is rotatably supported in the differential housing about its own axis. The corresponding driven gear is anti-rotatably connected to its corresponding driven shaft. The differential is driven via the differential housing. Specifically, the second gear of the transmission stage is a relatively larger gear, which is anti-rotatably connected to the differential housing and meshes with a relatively smaller gear, which is anti-rotatably connected to the rotor shaft. The smaller gear is the first gear of the transmission stage. Thus, the larger gear and the smaller gear constitute the transmission stage, wherein the gear ratio is set at least according to the number of teeth on these two gears.

[0029] An electric motor comprises a rotatable rotor and a stator fixed to a housing and can operate as an engine or a generator. When operating as an electric motor, a time-varying voltage can be applied to the stator and its windings to generate a time-varying magnetic field that acts in the rotor to induce torque and thus rotational motion. When operating as a generator, electrical energy can be generated, for example, by inducing a changing magnetic field (e.g., due to the rotation of the rotor) in the toroidal or wound conductors of the stator, thereby inducing a current in the conductors. The electrical energy generated during generator operation can be stored in a battery. During engine operation, electrical energy is supplied from the battery to the electric motor to drive the vehicle.

[0030] According to a preferred embodiment of the invention, the rotor shaft is rotatably supported on the housing by a first bearing element, a second bearing element, and a third bearing element, wherein the first bearing element is arranged in a first housing section together with the gearbox and the first coolant pump, wherein the second bearing element is arranged in a second housing section together with the electric motor, and wherein the third bearing element is arranged in the wall of the housing between the first housing section and the second housing section. In particular, the third bearing element is used to guide coolant between the first housing section and the second housing section. For example, the first bearing element is designed as a cylindrical roller bearing. For example, the second and third bearing elements are designed as ball bearings. The spatial separation between the gearbox and the electric motor allows for better and more responsive regulation of coolant supply and conditions within the respective housing sections.

[0031] According to a preferred embodiment of the invention, the first driven shaft is rotatably supported in the housing by a fourth bearing element, wherein the second driven shaft is rotatably supported in the housing by a fifth and a sixth bearing element, wherein the fourth bearing element is arranged in the first housing section together with the transmission and the first coolant pump, wherein the fifth bearing element is arranged in the second housing section together with the electric motor, and wherein the sixth bearing element is arranged in the wall of the housing between the first and second housing sections. In particular, the sixth bearing element is used to guide coolant between the first and second housing sections. For example, the second bearing element is designed as a ball bearing. For example, the first and third bearing elements are designed as tapered roller bearings. The spatial separation between the transmission and the electric motor allows for better and more responsive adjustment of coolant supply and conditions within the respective housing sections. Attached Figure Description

[0032] Preferred embodiments of the present invention are described in detail below with reference to the accompanying drawings, wherein the same elements are given the same reference numerals. In the drawings: Figure 1 A highly simplified schematic cross-sectional view of a drive device according to the invention is shown, the drive device having means according to the invention for cooling and lubricating components in a housing. Figure 2 Showing according to Figure 1 A simplified schematic cross-sectional diagram of a portion of the shell's height. Figure 3 Showing according to Figure 1 A simplified schematic longitudinal section diagram of the partial height of the shell, and Figure 4 Showing according to Figure 1 The vehicle of the drive device of the present invention.

[0033] List of reference numerals

[0034] 1 Equipment

[0035] 2 vehicles

[0036] 3. Shell

[0037] 4 Coolant bottom shell

[0038] 5.1 First coolant pump

[0039] 5.2 Second Coolant Pump

[0040] 6. Coolant

[0041] 7. Heat Exchanger

[0042] 8. Coolant piping system

[0043] 9. Coolant reservoir

[0044] 10 Coolant Inlet

[0045] 11.1 First Coolant Outlet

[0046] 11.2 Second Coolant Outlet

[0047] 11.3 Third Coolant Outlet

[0048] 11.4 Fourth Coolant Outlet

[0049] 11.5 Fifth Coolant Outlet

[0050] 12. Transmission

[0051] 13 Electric machines

[0052] 13.1 Stator

[0053] 13.2 Rotor

[0054] 13.3 First Stator Winding

[0055] 13.4 Second stator winding

[0056] 13.6 Rotor Shaft

[0057] 14.1 First Opening

[0058] 14.2 Second opening

[0059] 15. Coolant Filter

[0060] 16.1 Wall between the first shell section and the second shell section

[0061] 16.2 Wall between the first shell section and the third shell section

[0062] 16.3 Wall between the second and third shell sections

[0063] 17.1 First Bearing Component

[0064] 17.2 Second Bearing Component

[0065] 17.3 Third Bearing Component

[0066] 17.4 Fourth Bearing Component

[0067] 17.5 Fifth Bearing Component

[0068] 17.6 Sixth Bearing Component

[0069] 18.1 First Nozzle

[0070] 18.2 Second Nozzle

[0071] 18.3 Third Nozzle

[0072] 18.4 Fourth Nozzle

[0073] 18.5 Fifth nozzle

[0074] 19. Tooth meshing area

[0075] 20.1 First Gear

[0076] 20.2 Second Gear

[0077] 21.1 First slot

[0078] 21.2 Second slot

[0079] 21.3 Third slot

[0080] 22 Transmission Stage

[0081] 23.1 First driven shaft

[0082] 23.2 Second driven shaft

[0083] 24 Differential housing

[0084] 25.1 Wheels

[0085] 25.2 Wheels

[0086] 100 drive devices

[0087] A. First Shell Section

[0088] B. Second Shell Section

[0089] C. Third Shell Section

[0090] D Fourth shell section Detailed Implementation

[0091] according to Figure 1 According to the invention, it is used for (in) Figure 4 The drive system 100 of the vehicle 2 (shown in the image) includes a device 1 for cooling and lubricating components of the vehicle 2, which are arranged in a housing 3 of the device 1. Here, an electric motor 13 having a stator 13.1 and a rotor 13.2, and a transmission 12 are arranged in the housing 3, wherein the rotor shaft 13.6 of the electric motor 13 is connected to the transmission 12 in an effectively driving manner via a transmission stage 22. The rotor 13.2 is anti-rotationally connected to the rotor shaft 13.6. The transmission 12 is designed as a differential and has a first driven shaft 23.1 and a second driven shaft 23.2. These two driven shafts 23.1 and 23.2 are arranged parallel to the axis of the rotor shaft 13.6.

[0092] The rotor shaft 13.6 is rotatably supported in the housing 3 by a first bearing element 17.1 designed as a cylindrical roller bearing, a second bearing element 17.2 designed as a ball bearing, and a third bearing element 17.3 designed as a ball bearing. The first bearing element 17.1 is arranged in the first housing section A together with the gearbox 12. The second bearing element 17.2 is arranged in the second housing section B together with the electric motor 13. The third bearing element 17.3 is arranged in the wall 16.1 of the housing 3 between the first housing section A and the second housing section B. The third bearing element 17.3 is configured to guide the coolant 6 between the first housing section A and the second housing section B.

[0093] The first driven shaft 23.1 is rotatably supported in the housing 3 by a fourth bearing element 17.4, which is designed as a tapered roller bearing. The second driven shaft 23.2 is rotatably supported in the housing 3 by a fifth bearing element 17.5, which is designed as a ball bearing, and a sixth bearing element 17.6, which is designed as a tapered roller bearing. The second driven shaft 23.2 extends through the first housing section A and the second housing section B. The fourth bearing element 17.4 is arranged in the first housing section A together with the gearbox 12. The fifth bearing element 17.5 is arranged in the second housing section B together with the electric motor 13. The sixth bearing element 17.6 is arranged in the wall 16.1 of the housing 3 between the first housing section A and the second housing section B, and is configured to guide the coolant 6 from the second housing section B to the first housing section A. In particular, the coolant 6 is guided from the second housing section B to the first housing section A by centrifugal force via the sixth bearing element 17.6.

[0094] Furthermore, a coolant bottom shell 4, a coolant filter 15, a first coolant pump 5.1, a second coolant pump 5.2, a heat exchanger 7, and a coolant piping system 8 with a coolant reservoir 9 are arranged within the housing 3. The coolant piping system 8 fluidly connects the second coolant pump 5.2 to the heat exchanger 7 and fluidly connects the heat exchanger 7 to the coolant reservoir 9. Coolant 6 is transported from the first housing section A to the third housing section C by means of the first coolant pump 5.1, in which the coolant bottom shell 4 is arranged. Coolant 6 is transported from the coolant bottom shell 4 to the coolant piping system 8 via the coolant filter 15 by the second coolant pump 5.2. The heat exchanger 7, arranged between the second coolant pump 5.2 and the coolant reservoir 9, cools the coolant 6 transported by the second coolant pump 5.2. The coolant 6 cooled by the heat exchanger 7 is transported to the coolant reservoir 9 by the coolant piping system 8. The coolant piping system 8 and the coolant reservoir 9 are integrated into the housing 3, which is designed as a recess in the fourth housing section D. The coolant reservoir 9 has a single coolant inlet 10, which is configured to inject coolant 6 from the heat exchanger 7 via the coolant piping system 8. In addition, the coolant reservoir 9 has multiple coolant outlets 11.1, 11.2, 11.3, 11.4, and 11.5, each of which is configured to spray coolant 6 from the coolant reservoir 9 onto components in the housing 3 that require cooling and lubrication, particularly onto components in the first housing section A and the second housing section B that require cooling and lubrication.

[0095] Here, housing 3 has a first housing section A, which houses the gearbox 12, transmission stage 22, and first coolant pump 5.1. Housing 3 also has a second housing section B, which houses the electric motor 13 having a stator 13.1 and a rotor 13.2. Furthermore, housing 3 has a third housing section C, which houses the coolant bottom shell 4 and coolant filter 15. For example, the coolant bottom shell 4 can be understood as the coolant volume of the coolant container arranged in housing section C. Coolant 6 is pumped from the first housing section A to the third housing section C by the first coolant pump 5.1 through a first opening 14.1 in the wall 16.2 between the first housing section and the third housing sections A and C for this purpose, so as to form the coolant bottom shell 4 therein. The first coolant pump 5.1 is designed as a centrifugal pump and configured to pump a liquid-air mixture. In contrast, the second coolant pump 5.2 is designed as a displacement pump.

[0096] Furthermore, coolant 6 flows from the second shell section B into the third shell section C through a second opening 14.2 in the wall 16.3 between the second shell section and the third shell sections B and C, to form the coolant bottom shell 4. The first shell section, the second shell section, and the third shell sections A, B, and C are designed as a generally enclosed shell space and surrounded by shell walls. The shell 3 also has a fourth shell section D, which houses the coolant piping system 8, the coolant reservoir 9, the second coolant pump 5.2, and the heat exchanger 7. The fourth shell section D extends along the first shell section, the second shell section, and the third shell sections A, B, and C, particularly arranging the coolant piping system 8 and the coolant reservoir 9 outside the first shell section, the second shell section, and the third shell sections A, B, and C. In particular, the shell 3 is designed as a multi-piece and modularly constructed unit.

[0097] Two first coolant outlets 11.1 are configured to spray coolant 6 onto the first stator winding and the second stator winding 13.3, 13.4 of the stator 13.1, wherein the respective first coolant outlet 11.1 is fluidly connected to the respective first nozzle 18.1. The stator windings 13.3, 13.4 are arranged on the end face of the stator 13.1 and extend therein in a circumferential direction. For simplicity, here... Figure 1 Only the first nozzle 18.1 for the first stator winding and the second stator winding 13.3, 13.4 is shown accordingly. However, as from... Figure 2 As can be seen, the first nozzle 18.1 is arranged in a circumferential manner around the stator winding 13.3. This allows for targeted cooling of the stator windings 13.3 and 13.4.

[0098] according to Figure 2Coolant 6 is sprayed into the stator winding 13.3 of the stator 13.1 through three first nozzles 18.1 in the second housing section B. Here, the first stator winding 13.3 is shown only in a highly simplified cross-sectional view.

[0099] The second coolant outlet 11.2 is configured to spray coolant 6 onto the outer peripheral surface of the stator 13.1, wherein the second coolant outlet 11.2 is fluidly connected to a plurality of second nozzles 18.2. For simplicity, only a single second nozzle 18.2 is shown here. However, as can be seen from... Figure 3 As can be seen, the second nozzle 18.2 is arranged in the longitudinal direction of the stator 13.1. This allows for targeted cooling of the outer peripheral surface of the stator 13.1.

[0100] according to Figure 3 Coolant 6 is sprayed onto the outer peripheral surface of stator 13.1 through three second nozzles 18.2 in the second housing section B. The outer peripheral surface of stator 13.1 extends axially from the first stator winding 13.3 to the second stator winding 13.4.

[0101] The third coolant outlet 11.3 is configured to spray coolant 6 onto the meshing area 19 of the two gears 20.1, 20.2 of the transmission stage 22, wherein the third coolant outlet 11.3 is fluidly connected to a plurality of third nozzles 18.3. For simplicity, only a single third nozzle 18.3 is shown here. The first gear 20.1 is anti-rotationally connected to the rotor shaft 13.6, wherein the second gear 20.2 has a significantly larger diameter than the first gear 20.1 and is anti-rotationally connected to the differential housing 24. The drive power of the transmission is introduced into the differential and distributed to the two driven shafts 23.1, 23.2 of the differential via the differential housing 24.

[0102] The fourth coolant outlet 11.4 is configured to spray coolant 6 onto the third bearing element 17.3, wherein the fourth coolant outlet 11.4 is fluidly connected to a plurality of fourth nozzles 18.4. For simplicity, only a single fourth nozzle 18.4 is shown here.

[0103] A fifth coolant outlet 11.5 is configured to spray coolant 6 into a first groove 21.1 arranged next to the first bearing element 17.1, wherein the fifth coolant outlet 11.5 is fluidly connected to a plurality of fifth nozzles 18.5. For simplicity, only a single fifth nozzle 18.5 is shown here. The first groove 21.1 is capable of being traversed by coolant 6, so that coolant 6 can flow from the first groove 21.1 to the fourth bearing element 17.4 on one side and to the first bearing element 17.1 on the other. A second groove 21.2 is arranged on the third bearing element 17.3, wherein coolant 6 can flow directly into the third bearing element 17.3 from the fourth nozzle 18.4 or into the third bearing element 17.3 via the second groove 21.2. Coolant 6 flows from the first housing section A through the third bearing element 17.3 into the second housing section B.

[0104] The first coolant pump 5.1 delivers coolant 6 in a greater quantity than the combined quantity of coolant 6 delivered by the third, fourth, and fifth coolant outlets 11.3, 11.4, and 11.5, which deliver coolant 6 into the first housing section A. In other words, a minimum total coolant quantity is achieved in the first housing section A, where coolant 6 is selectively and as needed sprayed through the corresponding coolant outlets 11.3, 11.4, and 11.5 onto the components in the first housing section A requiring cooling and lubrication. Due to the reduced coolant quantity in the first housing section A, splash losses, particularly on the larger second gear 20.2, are significantly reduced, thereby improving the efficiency of the transmission 12 and consequently, the efficiency of the drive unit 100.

[0105] Figure 4 An electrically driven vehicle 2 is shown, which has according to Figure 1 The drive device 100 of the present invention includes a device 1 according to the invention for cooling and lubricating components of a vehicle 2, wherein the components of the vehicle 2 requiring lubrication and cooling are arranged within a housing 3 of the device 1. An electric motor 13 that generates drive power and directs it to a transmission 12, and the transmission 12 designed as a differential, are understood as components of the vehicle 2. The transmission 12, designed as a differential, distributes drive power to a first driven shaft 23.1 and a second driven shaft 23.2. Each driven shaft 23.1, 23.2 is connected to a corresponding wheel 25.1, 25.2 of the vehicle 2 for driving. The vehicle 2 also includes (not shown here) an energy storage device that is fed electrical energy by the electric motor 13 in the opposite power flow condition (during generator operation). The energy storage device may be, for example, a battery. Thus, electrical energy is generated and stored during generator operation by means of the electric motor 13, while electrical energy is reserved during electric motor operation for recharging the electric motor 13.

Claims

1. A device (1) for cooling and lubricating components of a vehicle (2), said device comprising: At least one housing (3) having a first housing section (A), a second housing section (B) and a third housing section (C); the first housing section (A) is used to accommodate a gearbox (12), and the second housing section (B) is used to accommodate an electric machine (13) having a stator (13.1) and a rotor (13.2). The coolant bottom shell (4) is arranged in the third shell section (C); A first coolant pump (5.1) is configured to deliver coolant (6) from a first housing section (A) to the coolant bottom shell (4) such that no coolant bottom shell (4) is formed inside the first housing section (A); wherein the coolant (6) can be delivered from the first housing section (A) to the third housing section (C) at least by means of the first coolant pump (5.1), and wherein the coolant (6) flows from the second housing section (B) into the third housing section (C) through at least one opening (14.2) provided for this purpose, so as to form the coolant bottom shell (4) therein. A second coolant pump (5.2) is configured to deliver coolant (6) from the coolant hull (4) to the coolant piping system (8); A heat exchanger (7) configured to cool the coolant (6) supplied by the second coolant pump (5.2), wherein the coolant piping system (8) fluidly connects the second coolant pump (5.2) to the heat exchanger (7) at least indirectly, and fluidly connects the heat exchanger (7) to at least a plurality of coolant outlets for spraying the coolant (6) onto components in the housing (3) that require cooling and lubrication; The coolant piping system (8) has a coolant reservoir (9) having a single coolant inlet (10), wherein all coolant outlets are arranged on the coolant reservoir (9), wherein at least one third coolant outlet (11.3) is configured to spray coolant (6) onto at least one meshing area (19) of the gear, wherein at least one fourth coolant outlet (11.4) is configured to spray coolant (6) onto at least one bearing element (17.3), and wherein at least one fifth coolant outlet (11.5) is configured to spray coolant (6) into at least one first groove (21.1); The first coolant pump (5.1) delivers coolant (6) in a manner greater than the total coolant (6) delivered by the at least one third coolant outlet (11.3), the at least one fourth coolant outlet (11.4), and the at least one fifth coolant outlet (11.5), wherein the at least one third coolant outlet (11.3), the at least one fourth coolant outlet (11.4), and the at least one fifth coolant outlet (11.5) deliver coolant (6) into the first housing section (A).

2. The device (1) according to claim 1, wherein at least one coolant filter (15) is arranged in the third housing section (C), wherein the at least one coolant filter (15) is fluidly connected to the second coolant pump (5.2).

3. The device (1) according to claim 1, wherein the wall (16.1) of the housing (3) between the first housing section (A) and the second housing section (B) is designed to accommodate at least one bearing element, wherein the at least one bearing element is configured to guide coolant (6) between the first housing section (A) and the second housing section (B).

4. The device (1) according to claim 1, wherein the housing (3) has a fourth housing section (D) for accommodating at least the coolant piping system (8), wherein the fourth housing section (D) extends at least partially along the first housing section, the second housing section and the third housing section.

5. The device (1) according to claim 1, wherein at least one first coolant outlet (11.1) is configured to spray coolant (6) onto the stator winding of the stator (13.1), wherein the at least one first coolant outlet (11.1) is fluidly connected to a plurality of first nozzles (18.1) configured to be arranged at least partially around the stator winding.

6. The device (1) according to claim 1, wherein at least one second coolant outlet (11.2) is configured to spray coolant (6) onto the outer peripheral surface of the stator (13.1), wherein the at least one second coolant outlet (11.2) is fluidly connected to a plurality of second nozzles (18.2) configured to be arranged in the longitudinal direction of the stator (13.1).

7. The device (1) according to claim 1, wherein the first coolant pump (5.1) is configured to deliver a liquid-air mixture, and wherein the second coolant pump (5.2) is designed as a displacement pump.

8. A drive device (100) for a vehicle (2), the drive device comprising: The device (1) according to any one of the preceding claims, an electric motor (13) having a stator (13.1) and a rotor (13.2), and a transmission (12), wherein the rotor shaft (13.6) of the electric motor (13) is connected to the transmission (12) in an effectively driven manner by at least one transmission stage (22) including a first gear (20.1) and a second gear (20.2), wherein the transmission (12) is designed as a differential and has a first driven shaft (23.1) and a second driven shaft (23.2), wherein the first driven shaft (23.1) and the second driven shaft (23.2) are arranged parallel to the axis of the rotor shaft (13.6).

9. The drive device (100) according to claim 8, wherein the rotor shaft (13.6) is rotatably supported on the housing (3) by means of a first bearing element (17.1), a second bearing element (17.2) and a third bearing element (17.3), wherein the first bearing element (17.1) is arranged in a first housing section (A) together with the transmission (12) and the first coolant pump (5.1), wherein the second bearing element (17.2) is arranged in a second housing section (B) together with the electric motor (13), and wherein the third bearing element (17.3) is arranged in a wall (16.1) of the housing (3) between the first housing section (A) and the second housing section (B).

10. The drive device (100) according to claim 8, wherein the first driven shaft (23.1) is rotatably supported in the housing (3) by a fourth bearing element (17.4), wherein the second driven shaft (23.2) is rotatably supported in the housing (3) by a fifth bearing element (17.5) and a sixth bearing element (17.6), wherein the fourth bearing element (17.4) is arranged in the first housing section (A) together with the transmission (12) and the first coolant pump (5.1), wherein the fifth bearing element (17.5) is arranged in the second housing section (B) together with the electric motor (13), and wherein the sixth bearing element (17.6) is arranged in the wall (16.1) of the housing (3) between the first housing section (A) and the second housing section (B).

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