Drive device for motor vehicle

Abstract

The invention relates to a motor vehicle drive device comprising: a housing (12) having an engine compartment (14) and a transmission compartment (16); an electric motor (28) in the engine compartment (14); a transmission (38) in the transmission compartment (16) having a drive pinion (40) fixed to a rotor shaft (34) serving as a drive shaft (36) and an output gear (42) connectable to a driven element; and an oil container (44) in the transmission compartment, wherein the lower region of the transmission compartment (16) is designed as a transmission oil sump (46). A transmission gear acting as an oil slinger is sunk into the transmission oil sump, and a concavely curved retaining wall (106) for the thrown-in oil is arranged in the oil container (44) relative to its inlet opening (98), which has a channel (108) positioned deeper than the inlet opening (98), wherein an oil guide protrusion (114) positioned higher than the channel (108) is present below the inlet opening (98), and the oil guide protrusion deflects the oil thin stream flowing from the inlet opening (98) through the oil guide protrusion in a freely radial manner to the channel (108).

Description

Technical Field

[0001] The present invention relates to a drive device for a motor vehicle, comprising:

[0002] a housing having a motor compartment and a transmission compartment adjacent to the motor compartment and delimited therefrom by an inner end wall, which are each delimited axially by the aforementioned inner end wall and an associated outer end wall,

[0003] an electric motor arranged in the engine compartment, comprising a stator fixed relative to the housing and a rotor arranged radially inside the stator, the rotor having a hollow rotor shaft extending through an inner end wall and rotatably supported in the engine compartment,

[0004] a transmission arranged in the transmission chamber, having a drive pinion fastened to the rotor shaft, which serves here as a drive shaft, and an output gear connectable or connected to a driven element, and

[0005] an oil reservoir arranged in the transmission chamber, from which the oil can be conducted via various oil-conducting openings to the hollow rotor shaft and the bearings as well as to the gearing of the transmission,

[0006] In this case, the lower area of the transmission chamber is designed as a transmission oil sump, into which a transmission gear, in particular an output gear, acting as an oil slinger is sunk, in order to throw oil from the transmission oil sump into an oil container during rotation. Background Art

[0007] Such a drive device is known from US Pat. No. 7,059,443 B2.

[0008] This document discloses an electric drive for a motor vehicle. This drive is designed as a compact unit, comprising, on the one hand, the actual drive unit, and, on the other hand, a transmission for transmitting and distributing the torque provided by the electric motor. Both units are housed in a common housing, but due to the differing requirements of each unit, this housing is divided into essentially separate compartments: an engine compartment and a transmission compartment. A common shaft traverses both compartments, serving as the rotor shaft in the engine compartment and the transmission input shaft in the transmission compartment. This means that the engine compartment and the transmission compartment are arranged adjacent to each other in the axial direction and share a common end wall, referred to herein as the inner end wall. Each compartment is bounded on axially different, opposite sides by an additional end wall, referred to herein as the outer end wall. Correspondingly assigned circumferential side walls extend axially between the (common) inner end wall and each outer end wall.

[0009] Those skilled in the art will understand that terms indicating general relative orientations or positions, such as "beside," "below," "above," etc., always refer to the final installation position of the drive unit in the motor vehicle, unless otherwise specified. This also applies to absolute orientation and position specifications, such as "horizontal" or "vertical." Symmetry-specific terms such as "axial," "radial," etc., are always to be understood in the context of the correspondingly described symmetry element.

[0010] Compact drive configurations require complex cooling and lubrication systems that regularly (or at least partially) operate with oil. To this end, the devices disclosed in these publications feature a transmission oil sump in the area below the transmission oil chamber. Multiple transmission gears, particularly the output gears (which have the largest gear diameter in the transmission), are submerged in the sump. A separate oil reservoir is located in the transmission chamber above the rotor shaft. This reservoir has a free edge facing the output gears. A gap exists between this free edge and the circumferential sidewall of the transmission chamber, serving as the inlet opening for the oil reservoir. As the output gears rotate, their meshing entrains oil from the transmission oil sump and ejects it through the inlet opening into the oil reservoir, which has two trough-like sub-chambers where the oil can accumulate until it overflows. In the accumulation areas of these trough-like sub-chambers, outlets are located in the oil reservoir's sidewalls. These outlets are externally connected to lines leading to the interior of the hollow rotor shaft. Further outlets in the oil reservoir's sidewalls lead to the transmission's bearing points. During operation of the drive, oil is thus conveyed from the transmission oil sump into the oil reservoir, where it accumulates and, after reaching a sufficient accumulation level, is conveyed into the rotor shaft and to the bearing points. The trough-like structure of the sub-chassis in the oil reservoir ensures that, after reaching a sufficient accumulation level, a constant oil pressure always prevails at the outlet, making the oil volume and flow rate for cooling and lubricating the rotor shaft and bearings highly predictable.

[0011] A disadvantage of the known system is the time delay before oiling critical locations begins after the drive is started. In particular, after long periods of standstill, the oil reservoir level can drop below the outlet. Critical locations, such as tooth meshing points, bearing points, and the interior of the rotor shaft, can also dry out during this period due to oil drainage. Oiling of the critical locations only begins when the oil level in the reservoir rises sufficiently again due to the rotation of the output gear and oil is re-delivered from the oil reservoir to the critical locations. During this startup phase, the drive operates essentially without lubrication and cooling, which can lead to increased wear. Even if the output gear rotates very slowly, and oil is only re-delivered only partially, the oil level in the oil reservoir can drop sufficiently, making it impossible to ensure optimal oiling of the critical locations. Summary of the Invention

[0012] The technical problem to be solved by the present invention is to improve a drive device of this type so that sufficient oiling of critical locations begins more quickly after starting and sufficient oiling of critical locations is ensured even during very slow operation.

[0013] This technical problem is solved in the following manner, that is, in the oil container, a concavely curved intermediate wall is arranged opposite the inlet opening thereof, the intermediate wall serving as a baffle wall (or baffle) for the oil thrown in by the oil slinger, in particular the output gear, the intermediate wall having a channel positioned deeper than the inlet opening, wherein an oil guiding projection positioned higher than the channel is arranged below the inlet opening, the oil guiding projection deflecting the oil thin stream starting from the inlet opening and flowing through the oil guiding projection in a free radial manner (in Freistrahl or in a free stream) into the channel in the baffle wall.

[0014] First, according to the present invention, a baffle wall is arranged opposite the inlet opening. The baffle wall extends essentially or predominantly in a vertical direction, so that oil thrown essentially horizontally into the inlet opening of the oil container by the oil slinger, in particular the output gear, is thrown toward the baffle wall. This occurs at least at the rotational speed of the oil slinger expected during normal operation of the drive device. The baffle wall and the opposing side wall of the oil container form a essentially vertical channel through which oil flows into the container, flows around the lower, free end of the baffle wall, and accumulates in the oil container until it reaches the level of the various outlets in the side wall of the oil container. However, the baffle wall according to the present invention is distinguished by its concave curvature (as viewed from within the channel) and the provision of a channel below this concave curvature. This channel thus forms an inclined hole in the baffle wall. Obliquely opposite to this channel, that is, essentially in the direction normal to the hole, a projection, for example in the form of a nose or such an oil-conducting structure, is located below the inlet opening on the opposing side of the oil container. The projection forms a certain extension of the lower edge of the inlet opening and projects slightly into the essentially vertical inlet channel. As a result, oil that is not thrown into the inlet opening at a sufficient velocity to reach the baffle wall does not flow away along the inlet-side sidewall of the inlet channel, but instead flows as a thin stream past the oil-conducting projection and drips into the inclined channel of the baffle wall opening, thereby reaching the other side of the baffle wall and, thus, the outlet in the sidewall of the oil container. In other words, the design according to the invention opens up two different paths for oil thrown into the oil container to reach the outlet away from the baffle wall: oil conveyed at a low velocity and low volume flow rate flows through the oil-conducting projection or drips into the channel in the baffle wall; conversely, oil conveyed at a high velocity and high volume flow rate during normal operation flows essentially downward into the inlet channel and around the free end of the baffle wall, with a small portion also being able to use the direct path through the channel. These two paths (hereinafter referred to as weak flow path and strong flow path) can be used to determine priorities in the oil distribution and in particular ensure that particularly critical locations are supplied with oil even at low operating speeds or immediately after startup.

[0015] In particular, as is preferably provided, a groove-shaped intermediate base plate, arranged below the channel and oil-tightly connected to the baffle wall, can penetrate the oil reservoir on the side of the baffle wall facing away from the oil-deflecting projection. Oil that penetrates the channel through this base plate can accumulate. If, as is preferably provided, the side wall of the oil reservoir has a rotor shaft outlet above (preferably directly above) the intermediate base plate, which is connected to the interior of the hollow rotor shaft, and the oil accumulated via the intermediate base plate can be directed to the hollow rotor shaft through this rotor shaft outlet, this ensures that even with minimal oil ingress into the oil reservoir, the oil is directed to the hollow rotor shaft for internal rotor cooling. Therefore, the rotor shaft enjoys particularly high priority within the cooling and lubrication concept.

[0016] Following the same basic concept, with regard to bearings that are particularly critical in terms of cooling and lubrication, such as rotor shaft bearings, it can be provided that the side wall of the oil container has a bearing outlet above the intermediate base, preferably directly above the intermediate base, which is connected to the bearings of the transmission and / or the electric machine, and the oil accumulated by means of the intermediate base can be guided to the bearing via this bearing outlet.

[0017] The rotor shaft outlet and the bearing outlet can be arranged at the same height level in opposing side walls of the oil reservoir. The selection of the corresponding side walls is generally based on the geometry of the overall structure and the fundamental desire to keep the oil supply path between the oil reservoir and the point of use as short as possible. The basic priority of the individual outlets, or their associated critical locations, can be determined by their relative height positions. When arranged at the same height level, effective oiling begins essentially simultaneously. Differentiation can be achieved by selecting the outlet size, taking into account the respective oil volumes to be transported. Preferably, the rotor shaft outlet is larger than the bearing outlet. This is based on the understanding that cooling critical locations, particularly hollow rotor shafts, requires significantly greater flow rates than for simple lubrication, which is particularly important, for example, when oiling bearings. Obviously, multiple bearing outlets with the same or different outlet sizes can also be provided above the intermediate base plate and in the same or different side walls at the same or different height levels.

[0018] All of the described embodiments relate to a weak flow path, i.e., the path used by oil that is thrown into the inlet opening of the oil container at low speed. In contrast, during normal operation, as described above, the oil follows what is referred to as a strong flow path, in which the oil flows around the free lower end of the baffle wall, which is not penetrated for this purpose until it reaches the lower side wall of the oil container. The end of the intermediate base facing away from the baffle wall is also designed as a free end, i.e., one that can be flowed around by oil. In this strong flow path, the oil can be directed to the bottom area of the oil container and accumulate there. Once the level of the intermediate base is reached, it can flow from behind to a certain extent into the groove formed by the intermediate base and supply the aforementioned outlet. Those skilled in the art will appreciate that in this manner, even during the start-up of the drive, critical locations can be sufficiently oiled, even with a delay and only at the normal operating speed of the transmission, since the corresponding oil level in the oil container must first be established. However, due to the weak flow path being active during this time, sufficient oiling of critical locations is ensured at all times.

[0019] Advantageously, a recess without an outflow opening is formed in the lowermost area of the oil reservoir, where oil can accumulate until it reaches the level of the transmission oil sump outlet, which is arranged in the side wall of the oil reservoir and connected to the transmission oil sump. In other words, a sump is provided inside the reservoir in which a small amount of oil always remains, regardless of the operating state, and through which no active flow flows. In this "dead water area," dirt particles (such as metal chips) can continuously accumulate and thus be continuously removed from the oil circuit. Preferably, a transmission oil sump outlet is provided above the sump inside the reservoir, through which oil in the reservoir that has not been removed for oiling critical locations can be returned to the transmission oil sump. This transmission oil sump outlet is also used, in particular, to drain the oil reservoir (in addition to the recess) when the drive unit is stationary.

[0020] During extended periods of standstill, the aforementioned problem of drying out at critical locations also arises particularly in the area of the transmission meshing. High torques and very high speeds are transmitted precisely in the drive pinion, leading to the risk of high wear during dry operation. Therefore, a further development of the present invention provides that the transmission oil sump outlet opens into a groove (or "cup") outside the oil reservoir, into which the lower area of the drive pinion projects from above. When the drive is stopped, i.e., when no more oil is being supplied to the oil reservoir, the oil reservoir is drained (except for the depression) via the transmission oil sump outlet, leaving the drive pinion groove (into which the transmission oil sump outlet opens) full and, if necessary, overflowing into the transmission oil sump. However, the drive pinion groove remains filled, so that the lower area of the drive pinion (which projects into the groove) remains oiled even during extended periods of standstill. When the drive is restarted, the toothing of the drive pinion and subsequently the toothing of the transmission gear meshing therewith are immediately, in any case after significantly less than one revolution of the pinion, completely oiled, thus ensuring optimal lubrication from the outset.

[0021] To prevent excessive oil accumulation in the oil reservoir, a preferred embodiment of the present invention can provide for an engine compartment outlet connected to the engine compartment to be arranged in the side wall of the oil reservoir, positioned higher than the channel in the barrier wall. This overflow opening to the engine compartment is typically used only as an emergency outlet, but can also be used in a targeted manner during normal operation within a specific oil distribution concept. The timing and, therefore, the oil flow rate discharged into the transmission compartment can be selected by appropriately positioning and sizing the engine compartment outlet. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Further details and advantages of the present invention are obtained from the following detailed description and the accompanying drawings, in which:

[0023] Figure 1 shows a very schematic longitudinal section through a preferred embodiment of the drive device according to the invention;

[0024] Figure 2 Shown according to Figure 1 A cross-sectional view of the cutting line II-II in FIG.

[0025] Figure 3 Shown according to Figure 1 A cross-sectional view of the cutting line III-III in FIG.

[0026] Figure 4 Shown is a diagram of an alternative embodiment of Figure 3 Similar cross-sectional views;

[0027] Figure 5 Shown through another alternative embodiment with Figure 1 Similar cross-sectional views;

[0028] Figure 6 Shown according to Figure 5 A cross-sectional view of the cutting line VI-VI in FIG;

[0029] Figure 7 A partially cutaway illustration showing a further alternative embodiment;

[0030] Figure 8 Shown according to Figure 7 A cross-sectional view taken along the cutting line VIII-VIII;

[0031] Figure 9 A schematic diagram of an oil container is shown to illustrate its location in the transmission;

[0032] Figure 10 Shown with strong flow path drawn in Figure 9 a cross-sectional view of an oil container;

[0033] Figure 11 Shown with weak flow path drawn in Figure 9 a cross-sectional view of an oil container;

[0034] Figure 12 Shown Figure 9 Reverse cross-sectional view of the oil container.

[0035] The same reference numbers in the drawings identify the same or similar elements. DETAILED DESCRIPTION

[0036] Figure 1A highly schematic illustration shows a longitudinal section through an embodiment of a drive device 10 according to the present invention. The drive device 10 comprises a housing 12, which is divided into a motor compartment 14 and a transmission compartment 16. The motor compartment 14 and the transmission compartment 16 are arranged axially adjacent to one another. They are separated from one another by an intermediate wall, here referred to as an inner end wall 18. Axially opposite the inner end wall 18, the motor compartment 14 is bounded by an outer (motor compartment) end wall 20, and the transmission compartment 16 by an outer (transmission compartment) end wall 22. In the radial direction, the motor compartment 14 is bounded by a peripheral (motor compartment) side wall 24, and the transmission compartment 16 by a peripheral (transmission compartment) side wall 26.

[0037] An electric motor 28 having a stator 30 fixed relative to the housing and a rotor 32 rotatable within the stator 30 is arranged in the engine compartment 14. The rotor 32 has a rotor shaft 34, which is supported on the one hand in the inner end wall 18 and on the other hand in the outer end wall 20 of the engine compartment. The rotor shaft 34 is hollow at least in its central region. Here, the rotor shaft 34 passes through the inner end wall 18 and extends into the transmission compartment 16 as a drive shaft 36. Alternatively, it is also possible for the drive shaft 36 to be a separate shaft coaxially connected to the rotor shaft 34.

[0038] A transmission 38, in particular a gear transmission, is arranged in the transmission chamber 16. A drive pinion 40 serves as the input gear of the transmission 38 and is fixed in a rotationally fixed manner to the drive shaft 36. The term "pinion" should be understood in a broad sense and includes both gears mounted on the shaft and meshing elements integrally formed with the shaft. The pinion is in a torque-transmitting connection with an output gear 42 via multiple meshing stages. The output gear 42 is coupled to a driven element, in particular a differential transmission, in a manner not shown in detail.

[0039] Furthermore, an oil container 44 is arranged in the transmission chamber 16, below Figures 9 to 12 The specific design of the oil container should be discussed in more detail in the text.

[0040] In the lower area of the transmission chamber 16 is a transmission oil sump 46, into which the lower area of the output gear 42 projects from above. During rotation, the meshing of the output gear draws oil from the transmission oil sump 46 and throws it into the oil reservoir 44. The oil at least partially leaves the oil reservoir through the rotor shaft outlet 48 and flows through corresponding oil lines into the hollow rotor shaft 34.

[0041] The hollow rotor shaft 34 is provided with steps 50 on both sides, which, in principle, allow an oil sump to be formed within the hollow rotor shaft 34 and thus distribute the oil over its axial length. However, the oil can escape from the hollow rotor shaft 34 through radial openings 52. As the rotor shaft 34 rotates, this occurs as oil is ejected under centrifugal force. In this way, the oil reaches the winding heads 54 of the stator 30 if the radial openings 52 are correctly positioned.

[0042] The path described and described in more detail below, which the oil takes, is shown in the figures as hatched oil transport arrows.

[0043] In the embodiment shown, a cooling water jacket 56 is integrated into the peripheral side wall 24 of the engine compartment 14. In the embodiment shown, the cooling water jacket is designed as an arrangement of flat tubes running around the interior of the engine compartment peripheral side wall 24. The connection of the cooling water jacket 56 to a more complex water supply system is not shown in detail in the figures, since this is not relevant to the present invention.

[0044] Below the engine compartment 14, a labyrinthine chamber 58 is located, separated by the lower portion of the engine compartment peripheral side wall 24. This labyrinthine chamber is connected to the engine compartment 14 via an engine compartment drain 60. In particular, oil that reaches the engine compartment 14 via the aforementioned path can flow out into the labyrinthine chamber 58 via the engine compartment drain 60 without the risk of the engine oil sump being too high. For safety reasons, as in the illustrated embodiment, provision can be made for the engine compartment 14 to be additionally connected to the transmission compartment 16, in particular the transmission oil sump 46, via an engine compartment overflow 62. This reliably prevents the air gap 64 between the stator 30 and rotor 32 of the electric motor 28 from flooding with oil.

[0045] The cover of the labyrinth chamber 58, i.e., the outer side of the lower area of the engine compartment sidewall 24, is provided with cooling ribs 66. These ribs extend deeply enough into the labyrinth chamber 58 so that they are surrounded and flushed by accumulated oil. In an alternative embodiment, the thermal coupling between the oil in the labyrinth chamber 58 and the cooling water jacket 56 is not only provided by the cooling ribs 66, but the engine compartment sidewall 24 extends even deeper into the labyrinth chamber 58 and is directly wetted by the oil. The maximum height of the oil level in the labyrinth chamber 58 is determined by the height of the labyrinth chamber overflow 68, via which the labyrinth chamber 58 is connected to the transmission chamber 16, in particular, the transmission oil sump 46. In this way, heat exchange between the cooling water jacket 56 and the oil in the labyrinth chamber 58 can be carried out via the cooling ribs 66, wherein the oil is further cooled because the bottom 70 of the labyrinth chamber 58 is the outer wall of the housing 12, which is itself circulated by ambient air. This method achieves particularly effective cooling of the oil and water.

[0046] Figure 2 Shown along Figure 1 Cross-sectional view along cutting line II-II. Figure 3 Shown along Figure 1 sectional views along the cutting line III-III in FIG. These two illustrations illustrate that the labyrinth 58 has a plurality of oil-conducting elements 72 extending across its entire height, which force the oil flowing in through the engine compartment drain 60 into a meandering motion. This strengthens the thermal contact with the cooling ribs 66 and thus improves heat exchange.

[0047] exist Figure 2 and Figure 3 It can also be seen that the labyrinth chamber 58 transitions into the suction chamber 74 of the oil pump 76, into which the suction nose 77 of the oil pump projects. From here, the oil can be pumped to various locations of the drive device 10 requiring lubrication and cooling in the case of active pump operation. Figure 2 In the figure, a corresponding oil distribution passage 78 can be seen which is connected to an oil pump 76 and will be discussed in more detail below.

[0048] Furthermore, excess oil from the labyrinthine chamber 58 or the intake chamber 74 can reach the transmission chamber 16 and, in particular, the transmission oil sump 46 located there, via the labyrinthine chamber overflow 68 .

[0049] exist Figure 3 In the embodiment, the labyrinth chamber 58 basically comprises a single labyrinth chamber cavity into which the two engine compartment exhaust ports 60 open. Figure 3 The oil entering the labyrinth chamber 58 from the left engine room drain port 60 is Figure 3 The right engine compartment drain 60 passes through and mixes there with the oil flowing in through it. When determining the dimensions, it must be ensured that at this location, even under particularly unfavorable conditions, no oil accumulation occurs at large volume flows. In order to completely prevent this, for example Figure 4 As shown, in one embodiment, the labyrinth chamber is divided into two different labyrinth chamber cavities, into which each engine compartment exhaust opening 60 opens. In other respects, reference may be made entirely to the above description.

[0050] Figure 5 An alternative embodiment of the drive device 10 is shown. Figure 1 In this embodiment, the outer end side 20 of the engine compartment 14 is axially adjacent to the outer end side 20 of the engine compartment 14, that is, Figure 5A cover chamber 80 is connected to the right side of the engine compartment 14, whose primary function is to capture oil that penetrates through the outer end wall 20. It is particularly difficult to ensure that the rotor shaft bearings in the outer end wall 20 of the engine compartment (not shown in detail in the drawings) are oiled without the oil escaping through the bearings to the outside of the engine compartment 14. This oil can be captured in the cover chamber 80 and, in a manner explained in detail below, directed back to the aforementioned oil circuit. Furthermore, the presence of the cover chamber 80 offers the possibility of targeted further use.

[0051] Therefore, in Figure 5 In the embodiment shown, a further engine compartment overflow opening 82 is provided in the outer engine compartment end wall 20, similar to the engine compartment overflow opening 62 in the inner end wall 18, through which oil can flow from the engine compartment 14 into the cover chamber 80. In the embodiment shown, the cover chamber 80 is connected to the oil reservoir, in particular the antechamber downstream of the labyrinth chamber 58, such as the suction chamber 74, via the labyrinth chamber overflow opening 84. Figure 6 As shown, here, similar to Figure 4 In the embodiment shown, the labyrinth chamber 58 can be divided into two chambers. In this embodiment, the oil flowing into the labyrinth chamber 58 through the engine compartment drain port 60 on the transmission compartment side flows through only one labyrinth chamber, namely Figure 6 The labyrinth chamber above, and bypassed by the cover chamber 80 Figure 6 On the contrary, the oil that flows into the labyrinth chamber 58 through the engine compartment drain port 60 on the cover chamber side only flows through the other, i.e. Figure 6 The labyrinth chamber cavity in the middle and lower part. The two oil flows only merge in the chamber downstream of the labyrinth chamber, such as the suction chamber 74. This reliably avoids the accumulation of oil in the labyrinth chamber. This form of oil conduction is also conceivable in a variant without a cover chamber 80. Here, the discharge port from the (upper) labyrinth chamber cavity and the inlet to the suction chamber can be connected by corresponding lines. It is also conceivable that another engine compartment overflow port 82 replaces the engine compartment discharge port 60 on the cover chamber side.

[0052] Figure 7 The following embodiment is shown in which the cover chamber 80 is used alternatively or additionally. This type of embodiment necessarily requires an oil pump 76 which draws oil from the oil reservoir, in particular from the suction chamber 74, and feeds it into the oil distribution channel 78. Figure 7 In the embodiment shown, the oil distribution passage 78 is as shown in FIG. Figure 2 As can be seen in FIG, the oil distribution channel 78 extends in a wedge between the engine compartment side wall 24 and the cover of the suction chamber 74. In the embodiment shown, the oil distribution channel 78 is divided into two opposite branches 78a, 78b. The second branch 78b of the oil distribution channel 78 is referred to here as Figure 7The left branch opens into the transmission chamber 16, with the oil distribution channel 78 passing through a constriction 85 to prevent a strong outflow into the transmission chamber 16. Consequently, the majority of the pumped oil is discharged through the first branch 78a of the oil distribution channel, as described in detail below. The constriction 85 in the second branch 78b of the oil distribution channel 78 is preferably equipped upstream and adjacent thereto with a magnet 86, in particular an annular magnet, to remove metal chips from the oil circuit.

[0053] The first branch 78 a of the oil distribution channel 78 opens into the cover chamber 80 , where an oil guide pipe 88 is connected to its free end. Figure 8 Shown according to Figure 7 The cross-sectional view of the cutting line VIII-VIII in the figure should be shown below. Figure 7 are discussed together. The oil guide pipe 88 leads in an arc to a fixed star 98, which is fixed to the outside of the engine room outer end wall 20 with its cantilever. The fixed star fixes the end of the oil guide pipe 88, which is constructed as a pipe sleeve 92, at its center, and the oil guide pipe extends into the open end of the hollow rotor shaft 34. Here, as on its end on the transmission chamber side, the hollow rotor shaft 34 is also equipped with a step 50 in its interior, and the pipe sleeve 92 protrudes axially beyond this step. Therefore, the oil pumped through the second branch 78a of the oil distribution channel 78 is pumped directly into the inner space of the rotor shaft 34, where it contributes to the accumulation of the oil sump there. For further oil flow, reference is made to the above explanations, especially in Figure 1 elaboration in the context of .

[0054] However, in Figure 7 and Figure 8 In the illustrated embodiment, the oil conduit 88 performs an additional task. In this embodiment, conductor rails 94 for energizing the stator 30 extend through the cover chamber 80 in sections. The oil conduit 88 describes an arc within the cover chamber 80 that passes close to these conductor rails 94. In its immediate vicinity, the sidewall of the oil conduit 88 includes nozzle openings 96, from which oil is sprayed onto the conductor rails to cool them. As will be appreciated by those skilled in the art, the nozzle openings 96 are preferably sized to ensure continuous and adequate flushing of the conductor rails 96 at the oil pressure in the oil conduit 88, which is preset by the oil pump 76. However, sufficient oil remains in the oil conduit 88 to be pumped into the hollow rotor shaft 34 for cooling.

[0055] Figure 9 A particularly preferred embodiment of the oil container 44 is shown in its final installation position in the transmission 38. From the perspective of the transmission, the drive pinion 40 and the output gear 42 are particularly important in the present case.

[0056] As in Figure 1 As described in the context of the output gear 42, the output gear 42 is sunk in Figure 9 The oil reservoir 44 is disposed in the transmission oil sump 46 (not shown), so that its meshing elements draw oil during rotation, which is then ejected into the inlet opening 98, as indicated by the hatched oil delivery arrows. The oil reservoir 44 has multiple outflow openings in its sidewall, which will be discussed in more detail below. Only the transmission oil sump outlet 100, marked with an oil delivery arrow, should be noted here. This outlet allows oil to drain from the oil reservoir 44 into the drive pinion groove 102. The drive pinion groove 102 is arranged below the drive pinion 40, so that the drive pinion is partially submerged in the groove, allowing the area below it to be wetted by the oil sump accumulated in the groove. The transmission oil sump outlet 100 represents the lowest oil outlet of the oil reservoir 44, which allows for maximum emptying of the oil reservoir into the transmission oil sump by overflowing the transmission pinion groove 102 into the transmission oil sump 46. This ensures that the drive pinion 40 remains at least partially oiled even after a prolonged standstill, so that after restarting the drive, wear-reducing oiling of all teeth of the transmission 38 begins as quickly as possible.

[0057] Figure 10 The normal operation, here referred to as strong flow operation, is shown. Figure 9 sectional view of the oil container 44. In particular, the interior of the container wall of the oil container 44 is shown using the viewing direction from the engine compartment. The inlet opening 98 transitions into an essentially vertically oriented inlet channel 104. Its channel wall opposite the inlet opening 98 is constructed as a concavely curved baffle wall 106, and in strong flow operation, the thrown-in oil hits the baffle wall and flows out downward with a relatively strong flow. Only a small part of the main flow of oil flows out through the through opening 108 in the baffle wall 106, which will be discussed in further detail below. The main part of the oil flow flows around the free end 110 of the lower part of the baffle wall 106 and rises again behind it. In particular, when the flow corresponding to Figure 10 At the oil level above the fill level indicated by the dashed line, the oil can flow outwards through the rotor shaft outlet 48 in the wall of the oil container 44 and through the corresponding connected lines into the interior of the hollow rotor shaft 34, as already described. Figure 1 At the same time, oil can enter the transmission oil sump 46 via the transmission oil sump outlet 100 and the drive pinion plate 102. Only the unvented recess 112 below the transmission oil sump outlet 100 continues to accommodate the oil sump inside the container, which is particularly suitable for separating dirt. Figure 10 The lower fill level line, shown in dashed lines, shows the oil level in the oil container 44 after maximum emptying.

[0058] Figure 11 Shown with Figure 10 The same section through the oil container 44 is shown, but not in high-flow operation, but in very slow operation of the drive 10 or in low-flow operation after its startup. The oil flow is correspondingly small, as in Figure 11 Relative to Figure 10 As shown by the modified oil delivery arrows, oil delivered only in trickles or drops does not reach the baffle wall 106, but instead flows out on the opposite channel wall. Below the inlet opening 98, the channel wall is equipped with an oil guide projection 114, which ends obliquely above the channel 108. This allows oil dripping or escaping at its edge to flow through the channel 108 to the rear side of the baffle wall 106. There, it is caught by the groove-like intermediate base 116, which guides it directly to the rotor shaft outlet 48. This means that even with very small, slow oil flows, the rotor shaft interior can be oiled without having to wait for the oil level to rise around the free end 110 below the baffle wall 106. For the sake of completeness, the ventilation opening 118 located in the upper portion of the container 44, above any conceivable oil level during normal operation, is also indicated.

[0059] Figure 12 A section through the oil container 44 is also shown, but viewed from the direction of the engine compartment 14. Two bearing outlets 120 of different sizes are arranged directly above the intermediate floor 116, and an emergency outlet 122 leading to the engine compartment 14 is arranged further above. The bearing outlets 120 at the marked points ensure that, in addition to cooling the rotor shaft, lubrication of the essential bearings, which are connected to the bearing outlets 120 via an oil supply system (not shown in detail), is ensured even during slow operation or after starting the drive 10.

[0060] Of course, the embodiments discussed in the detailed description and shown in the accompanying drawings represent only illustrative examples of the present invention. A wide range of variation possibilities are provided to those skilled in the art in light of this disclosure.

[0061] Reference Signs List

[0062] 10 drive device

[0063] 12 shell

[0064] 14 Engine Room

[0065] 16 Transmission chamber

[0066] 18 inner end wall

[0067] 20 outer end wall of the engine room 14

[0068] 22 outer end wall of the transmission chamber 16

[0069] 24 peripheral side wall of the engine room 14

[0070] 26 The peripheral side wall of the transmission chamber 16

[0071] 28 motors

[0072] 30 stator

[0073] 32 rotors

[0074] 34 rotor shaft

[0075] 36 drive shaft

[0076] 38 transmission

[0077] 40 driving pinion

[0078] 42 output gear

[0079] 44 oil container

[0080] 46 transmission oil pan

[0081] 48 rotor shaft outlet

[0082] 50 steps

[0083] 52 radial opening of the rotor shaft

[0084] 54 stator winding head

[0085] 56 cooling water jacket

[0086] 58 Maze Room

[0087] 60 Engine room exhaust port

[0088] 62 Engine room overflow port

[0089] 64 air gap

[0090] 66 cooling ribs

[0091] 68 Maze Chamber Overflow

[0092] 70 The bottom of the maze chamber

[0093] 72 oil guide element

[0094] 74 Inhalation Chamber

[0095] 76 oil pump

[0096] 78 oil distribution channel

[0097] 78a The first branch of the oil distribution channel

[0098] 78b Second branch of oil distribution channel

[0099] 80 Cover Room

[0100] 82 Additional engine room overflow

[0101] 84 Labyrinth Chamber Overflow

[0102] 85 shrinkage hole

[0103] 86 ring magnet

[0104] 88 oil guide pipe

[0105] 90 fixed star

[0106] 92 pipe sleeve

[0107] 94 conductor rails

[0108] 96 nozzle openings

[0109] 98 inlet opening of oil container 44

[0110] 100 Transmission oil pan outlet

[0111] 102 driving pinion slot

[0112] 104 Entrance Passage

[0113] 106 retaining wall

[0114] 108 Channel in the retaining wall

[0115] 110 free end of retaining wall

[0116] 112 recess

[0117] 114 oil guide protrusion

[0118] 116 middle bottom plate

[0119] 118 ventilation openings

[0120] 120 bearing export

[0121] 122 Engine Room (Emergency) Exit

Claims

1. A drive device (10) for a motor vehicle, comprising: a housing (12) comprising a motor chamber (14) and a transmission chamber (16) adjacent to the motor chamber (14) and delimited therefrom by an inner end wall (18), each of which is axially delimited by the inner end wall (18) and an associated outer end wall (20, 22), an electric motor (28) arranged in the engine compartment (14), comprising a stator (30) fixed relative to the housing and a rotor (32) arranged radially within the stator (30), the rotor having a hollow rotor shaft (34) extending through the inner end wall (18) and rotatably supported in the engine compartment (14), a transmission (38) arranged in the transmission chamber (16), comprising a drive pinion (40) fastened to a rotor shaft (34) serving here as a drive shaft (36) and an output gear (42) connectable or connected to a driven element, and an oil container (44) arranged in the transmission chamber, from which oil can be conducted via various oil-conducting openings to the hollow rotor shaft (34) and the bearings as well as the toothing of the transmission (38), The lower area of the transmission chamber (16) is configured as a transmission oil pan (46), and a transmission gear acting as an oil slinger is sunk into the transmission oil pan so as to throw oil from the transmission oil pan (46) into an oil container (44) during rotation. The invention is characterized in that a concavely curved intermediate wall is arranged in the oil container (44) relative to its inlet opening (98), which acts as a baffle wall (106) for oil thrown in by an oil slinger, and the intermediate wall has a channel (108) positioned deeper than the inlet opening (98), wherein an oil guide projection (114) is arranged below the inlet opening (98) and is positioned higher than the channel (108), and the oil guide projection deflects the oil thin stream flowing from the inlet opening (98) through the oil guide projection in a freely radial manner to the channel (108) in the baffle wall (106).

2. The drive device (10) according to claim 1, characterized in that The oil container (44) is penetrated on the side of the baffle wall (106) facing away from the oil guide projection (114) by a groove-shaped intermediate bottom plate (116) arranged below the channel (108) and connected to the baffle wall (106) in an oil-tight manner, and oil penetrating through the channel (108) can be accumulated via the intermediate bottom plate.

3. The drive device (10) according to claim 2, characterized in that The side wall of the oil container (44) has a rotor shaft outlet (48) above the intermediate bottom plate (116) which is connected to the interior of the hollow rotor shaft (34), and the oil accumulated by the intermediate bottom plate (116) can be conducted to the hollow rotor shaft (34) through the rotor shaft outlet.

4. The drive device (10) according to claim 3, characterized in that The side wall of the oil container (44) has a bearing outlet (120) above the intermediate base plate (116) connected to the bearing of the transmission (38) and / or the electric motor (28), and the oil accumulated by the intermediate base plate (116) can be guided to the bearing through the bearing outlet.

5. The driving device (10) according to claim 3, characterized in that The rotor shaft outlet (48) and the bearing outlet (120) are arranged at the same height level in opposite side walls of the oil container (44).

6. The driving device (10) according to claim 2, characterized in that Oil can flow around the end of the intermediate bottom plate (116) facing away from the baffle wall (106).

7. The driving device (10) according to claim 1, characterized in that The lower end portion (110) of the baffle wall (106) is capable of being surrounded by oil.

8. The driving device (10) according to claim 1, characterized in that A recess (112) without an outflow opening is formed in the lowermost region of the oil container (44), in which the oil can accumulate until it reaches the level of a transmission oil sump outlet (100), which is arranged in a side wall of the oil container (44) and is connected to the transmission oil sump (46).

9. The drive device (10) according to claim 8, characterized in that The transmission oil pan outlet (100) opens into a groove (102) outside the oil container (44), and the lower area of the drive pinion (40) extends into the groove (102) from above.

10. The driving device (10) according to claim 1, characterized in that An engine compartment outlet (122) connected to the transmission compartment (16) and positioned higher than the passage (108) is arranged in a side wall of the oil container (44).

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