Engine assembly

Abstract

Motor assembly (2) comprising an electric motor (12) and a motor housing (24), as well as an electronic unit (8), - a first housing shell designed as a motor carrier (14) to which the motor housing (24) is attached, - a second housing shell designed as a cooling cover (16), - an electronics carrier (18) which is arranged sandwich-like between the motor carrier (14) and the cooling cover (16), - wherein the motor carrier (14), the electronics carrier (18) and the cooling cover (16) form an electronics housing, in which the electronics carrier (18) forms a housing wall of the electronics housing extending along an outer circumference, which is at least partially enclosed by spacer elements (74) of the cooling cover (16), - wherein the cooling cover (16) and the motor carrier (14) have a higher thermal conductivity compared to the electronics carrier (18), and wherein the cooling cover (16) and the motor carrier (14) are thermally coupled to each other by means of at least one contact surface (72a) of the spacer elements (74), - wherein the electronic carrier (18) carries an electronic converter circuit (20) with an intermediate circuit capacitor (46), and wherein the intermediate circuit capacitor (46) is arranged within a trough-shaped recess (54) of the motor carrier (14), - wherein the motor support (14) has at least one heat-conducting mounting surface (72b) for screwing the motor assembly (2) to a heat sink (82), and - wherein the at least one mounting surface (72b) is simultaneously a flange-like contact surface between the engine mount (14) and the cooling cover (16), by means of which the cooling cover (16) and the engine mount (14) are screwed together to the heat sink (82).

Description

[0001] The invention relates to a motor assembly comprising an electric motor, a motor housing, and an electronic unit. It further relates to an actuator, in particular a transmission actuator, for a motor vehicle, comprising such a motor assembly, and to a motor vehicle transmission equipped with such an actuator.

[0002] From WO 2013 / 037454 A2, an electric motor is known which can be a component of an actuator for a motor vehicle transmission, in particular for a direct-shift gearbox (DSG). In a hydraulic actuator, the electric motor can serve to drive a hydraulic pump.

[0003] The known electric motor has a cylindrical motor or stator housing in which a stator assembly with a rotating field winding is fixed to the housing, and a rotor, together with a rotor-fixed rotor shaft, is mounted for rotation. For coupling, for example, to the actuator's hydraulic pump, the motor shaft extends out of one side of the electric motor housing, forming a shaft journal. The opposite side of the housing has a connection flange for attaching the actuator, for example, to an electronics unit with an electronics housing and power or motor electronics.

[0004] In the operation of such an electric motor, particularly when used as a transmission actuator for a dual-clutch transmission (DSG) in a motor vehicle, it is frequently coupled to a hydraulic oil pump within the oil sump of a transmission housing. For the purpose of cooling the rotating field winding, it is known that the electric motor is at least partially immersed in (hydraulic) oil within the oil sump. This allows the heat generated by the rotating field winding during operation to be at least partially dissipated to the oil.

[0005] The electric motor, or the associated motor assembly of the actuator, must be designed and constructed to withstand a relatively wide temperature range. The temperature range to be controlled or considered in the oil sump typically lies between, for example, -40°C and +130°C. It is advantageous to install the electronic unit close to the electric motor, as the higher temperatures occurring during operation can be particularly damaging to electronic components and the function of the electronic unit.

[0006] DE 100 10 439 A1 discloses an actuator in which the brush holder is loosely coupled to a circuit board and attached to a housing, so that electrical connections between the brush holder and the circuit board can be made easily and without additional means.

[0007] German patent application DE 102 29 606 A1 describes an actuator. The actuator comprises an electric drive. A printed circuit board (PCB) is housed within the actuator's housing. Contact tabs are pressed or inserted into openings on the PCB. The contact tabs are arranged in groups on the PCB and are inserted or pressed into the PCB in such a way that, when the PCB is mounted in the actuator's housing, they project into rib-shaped surrounds of electrical connection points on the actuator's housing.

[0008] From WO 2008 / 146664 A1, an electric power steering system with column support is known. In the power steering system, a motor mounting section for attaching an electric motor and a control unit for controlling the drive of the electric motor are attached to an installation section, and the installation section is arranged next to a reduction gear. The control unit consists of a control board, a power board, and a module component.

[0009] US patent 2009 / 0078489 A1 discloses a motor assembly for a transmission actuator in which the motor housing of the electric motor is thermally connected to a transmission housing of the vehicle transmission. The large thermal mass of the transmission housing acts as an effective heat sink for dissipating heat from the electric motor. The associated electronic unit is thermally decoupled from the electric motor by means of a heat-insulating layer and thermally contacted with a cooling cover, which acts as a separate heat sink. This creates two separate temperature zones for the motor assembly.

[0010] For this purpose, the known motor assembly includes an electronics housing, one housing shell of which serves as the cooling cover. A second housing shell is made of a poorly thermally conductive plastic material and is designed as a motor mount for attaching the electric motor. An electronics carrier containing the motor electronics is arranged within the housing formed by the cooling cover and the motor mount. The motor mount thus thermally insulates the electronics carrier from the electric motor and the gearbox housing, so that the motor electronics located on the electronics carrier can dissipate heat essentially only via the cooling cover.

[0011] In an installation situation where the engine assembly, particularly the cooling cover, is located close to another heat-emitting component, the problem arises that the cooling cover cannot dissipate heat to the surroundings via heat convection. This prevents heat dissipation from the engine electronics, which can cause them to heat up or overheat during operation, sometimes resulting in irreparable damage to the electronic components.

[0012] The invention is based on the objective of providing a motor assembly in which effective heat dissipation of an electronic unit is ensured even in an installation situation close to a heat-emitting component. Furthermore, an actuator for a motor vehicle with such a motor assembly and a motor vehicle transmission with such an actuator are to be provided.

[0013] With regard to the motor assembly, the aforementioned problem is solved according to the invention with the features of claim 1, with regard to an actuator comprising the motor assembly with the features of claim 7, and with regard to a motor vehicle transmission with such an actuator with the features of claim 8. Advantageous embodiments and further developments are the subject of the respective dependent claims.

[0014] The motor assembly according to the invention comprises an electric motor with a motor housing and an electronics unit. The electronics unit includes a first housing shell designed as a motor carrier, to which the motor housing is attached. The electronics unit further comprises a second housing shell designed as a cooling cover, and an electronics carrier, wherein the electronics carrier is arranged sandwich-like between the motor carrier and the cooling cover. The cooling cover, the electronics carrier, and the motor carrier thus form a substantially closed electronics housing, wherein the electronics carrier forms at least a portion of a housing wall extending along an outer circumference. Compared to the electronics carrier, the cooling cover and the motor carrier have a higher thermal conductivity, wherein the cooling cover and the motor carrier are thermally coupled to each other at least at one contact surface.To form the mounting surface, the electronics carrier is thus enclosed, at least partially, by the cooling cover and / or the motor mount along its outer circumference, with the cooling cover and the motor mount resting against each other between the housing shells for the purpose of heat transfer. In this context, heat transfer refers specifically to heat conduction from the cooling cover to the motor mount.

[0015] In contrast to the prior art, this design does not provide two separate temperature zones between the electric motor and the electronic unit. Instead, the contact surface(s) enable the electric motor and the electronic unit to dissipate heat together via a common heat sink. In a preferred installation configuration, this allows both the electric motor and the electronic unit to be cooled via a common heat sink, such as a gearbox housing. This means that the heat generated by the electronics carrier during operation of the motor assembly is transferred to the cooling cover, which then conducts the absorbed heat via the contact surface(s) to the motor carrier. The motor carrier is preferably thermally connected to a large thermal mass, acting as a heat sink, for cooling or heat dissipation.In other words, the cooling cover is designed and configured to dissipate heat both through convection to its surroundings and through contact with the motor mount via its contact surface(s). This ensures reliable heat dissipation for the electronic unit, even when the cooling cover is located near another heat-generating component.

[0016] The motor mount and the cooling cover are preferably made of a metal material to achieve the highest possible thermal conductivity. In a preferred embodiment, the motor mount and the cooling cover are manufactured as die-cast parts from an aluminum material, while the electronics carrier is preferably manufactured as an injection-molded part from a plastic material with poor thermal conductivity. This enables particularly simple, lightweight, and cost-effective manufacturing of the motor assembly. Furthermore, a contact surface with a direct aluminum-to-aluminum bond provides a particularly effective thermal contact area for heat transfer.

[0017] In a further advantageous embodiment, the motor mount and the cooling cover are bolted together. Preferably, the motor mount and the cooling cover are bolted together in the area of ​​the contact surfaces, with several contact surfaces preferably being arranged distributed circumferentially. The bolting in the area of ​​the contact surfaces ensures a particularly flat contact between the cooling cover and the motor mount (or vice versa), since a contact force acts directly between the cooling cover and the motor mount in the area of ​​the bolting. The resulting improved contact or bearing surface has a beneficial effect on heat transfer between the housing shells, thus ensuring particularly reliable heat dissipation from the electronics carrier or any (motor) electronics it supports.

[0018] For the purpose of particularly effective heat conduction coupling, the engine mount and the cooling cover are screwed together in a preferred further development form, in particular by means of fastening screws made of an aluminium material.

[0019] In one embodiment according to the invention, the electronics carrier carries an electronic converter circuit with a DC link capacitor, wherein the DC link capacitor is arranged within a trough-shaped recess of the motor carrier. Preferably, further passive components of the converter circuit, such as an associated choke coil, are arranged within the recess. This allows the DC link capacitor and, for example, the choke coil, to be directly connected to the motor carrier and the heat sink coupled to it via thermal conductivity in a suitable installation situation.

[0020] Furthermore, the arrangement of the relatively large electronic components within the recess allows for a particularly flat and therefore space-saving cooling cover for the electronics carrier. Additionally, the switching or power electronics of the inverter circuit, for example, are located on the side of the electronics carrier opposite the intermediate capacitor, so that the active and passive electronic components do not directly heat each other during operation, which has a beneficial effect on the longevity of the inverter circuit.

[0021] In a suitable design, the intermediate circuit capacitor – and possibly other passive components such as the choke coil – are potted within the recess with a damping plastic material to protect against vibrations. This advantageously and structurally simplifies the service life of the passive components and thus of the inverter circuit.

[0022] In a preferred embodiment, the inverter circuit is thermally coupled to the cooling cover by means of a thermally conductive layer. This improves heat dissipation into the cooling cover, which has a beneficial effect on the service life of the electronic components. A thermally conductive adhesive or a thermally conductive polymer material, such as a resin or epoxy, can be used as the thermally conductive layer.

[0023] For the purpose of particularly effective cooling by means of heat convection, the cooling cover in a suitable further development has a number of cooling fins.

[0024] According to the invention, the motor mount has at least one thermally conductive mounting surface for screwing the motor assembly to a heat sink. The mounting surface, which preferably has a large area, serves as a thermal contact surface with the heat sink and thus – in an installed situation – dissipates heat from the motor assembly.

[0025] According to the invention, the at least one mounting surface is simultaneously a flange-like contact surface between the engine mount and the cooling cover, wherein preferably the cooling cover and the engine mount are screwed together to the heat sink. This improves both the heat transfer and the heat dissipation of the cooling cover. Furthermore, it ensures particularly reliable installation and alignment of the engine assembly within the provided installation space.

[0026] In a preferred application, the motor assembly is used in an actuator, in particular a transmission actuator, for a motor vehicle.

[0027] In the preferred installation situation, the actuator is arranged in a motor vehicle transmission, for example for shifting a direct shift or dual clutch transmission.

[0028] In a suitable further development, the motor mount of the motor assembly is cooled, in particular by means of at least one mounting surface on a gearbox housing. In an equally suitable further development, the electric motor is at least partially immersed in an oil sump. This results in a particularly advantageous cooling concept for the motor assembly.

[0029] During operation of the motor assembly, two main heat sources occur: firstly, a rotating field winding of the electric motor heats up due to the electric current flowing through it; secondly, the active electronic switching elements of the inverter circuit and the motor electronics heat up. The motor electronics dissipate operating heat to the cooling cover. The cooling cover is cooled by thermal convection, with additional heat transfer occurring through the contact surfaces of the cooling cover to the motor mount, as well as through the mounting surfaces to the gearbox housing.

[0030] In a preferred embodiment, the electric motor is coupled to an oil pump, preferably located in the oil sump. The motor housing has a rolling bearing for a rotor shaft and a number of recesses on the oil pump side. During operation, the oil pump draws oil from the oil sump through the rolling bearing into the interior of the motor housing, where it flows back into the sump via the recesses due to gravity. This results in active oil exchange between the vehicle transmission and the motor assembly. The oil from the oil sump flows around the rotating field winding of the electric motor through the rolling bearing and the recesses, thus cooling the winding during operation.

[0031] Exemplary embodiments of the invention are explained in more detail below with reference to a drawing. The drawing shows: Fig. 1 in a perspective view a motor assembly for a transmission actuator of a motor vehicle transmission, comprising an electric motor and an electronic unit, Fig. 2 in a perspective view a motor carrier of the electronic unit with the electric motor, Fig. 3. In a perspective exploded view, the engine assembly, Fig. 4 in a perspective view the electronics unit looking towards a cooling cover, Fig. 5 in a perspective view the electronics unit looking towards the engine mount, and Fig. 6 in a schematic sectional view the transmission actuator in an installation situation on a transmission housing of the motor vehicle transmission.

[0032] Corresponding parts and sizes are always marked with the same reference symbols in all figures.

[0033] In Fig. Figure 1 shows a motor assembly 2 for an actuator 4 of a motor vehicle transmission 6, in particular a direct-shift gearbox. The motor assembly 2 of the actuator 4, hereinafter also referred to as a transmission actuator, comprises an elongated electronic unit 8 with a narrow-sided protruding connector 10, and an electric motor 12 attached to the electronic unit 8.

[0034] The electronics unit 8 comprises a first housing shell designed as a motor carrier 14, a second housing shell designed as a cooling cover 16, and an electronics carrier 18 sandwiched between the motor carrier 14 and the cooling cover 16. The connector 10 is integrally formed on an end face of the electronics carrier 18. A converter circuit 20 of the electronics carrier 18 is electrically coupled via the connector 10 to a vehicle electronics system (not shown) or to a vehicle electrical system for supplying power and operating the electric motor 12.

[0035] The motor mount 14 and the cooling cap 16 are screwed together by six circumferentially distributed fastening screws 22, with the electronics carrier 18 being held or clamped between the motor mount 14 and the cooling cap 16. As shown in particular in Fig. 2 can be seen screwed to the motor support 14 a cylindrical motor housing 24 of the preferably brushless electric motor 12.

[0036] Fig. Figure 3 shows the motor assembly 2 in an exploded view in a disassembled state.

[0037] The cylindrical motor housing 24 of the illustrated electric motor 12 is essentially formed by a first cup-shaped housing half 26a and a second cup-shaped housing half 26b, wherein the housing half 26a can have a height approximately twice that of the housing half 26b with respect to an axial direction A. In the assembled state, the housing half 26a is fastened to the motor support 14 by means of three screw bolts 28, which are arranged at approximately uniform intervals of 120° from each other on the end face of the surface facing the motor support 14. In the assembled state, the screw bolts 28 are – as shown in particular in Fig. 2 recognizable - from the inside of the motor carrier 14 by means of a hexagonal nut 30 each screwed to the motor carrier 14 in the area of ​​a cylindrical bulge 32.

[0038] In its assembled state, a rotor shaft 34 of a drive-connected rotor of the electric motor 12 protrudes centrally through the housing half 26a. A magnetic cap 36, acting as a magnetic dipole sensor, is fixedly attached to the motor-mounted end face of the rotor shaft 34. The cap 36 has a number of permanent magnets and, in its assembled state, rests in a receptacle (not shown) of the electronics carrier 18. A sensor element is arranged in the area of ​​this receptacle, which, during operation of the motor assembly 2, monitors the motor speed of the electric motor 12 by means of the alternating magnetic field of the rotating cap 36.

[0039] The electric motor 12 has three clamping contacts (insulation displacement contacts) 38 projecting from the housing half 26a at its end face, which are electrically coupled to phase windings of a three-phase rotating field winding of a stator assembly (not shown in detail). In the assembled state, the insulation displacement contacts 38 are each contacted with a motor-side blade contact 40 of the electronic carrier 18 for energizing the rotating field winding.

[0040] The electronic converter circuit 20 of the electronic carrier 18 comprises a printed circuit board 42 with a number of switching elements not specified in detail, as well as a passive component group 44. The component group 44 essentially comprises a circuit capacitor (intermediate link capacitor) 46, an inductor 48, and a protective fuse 50. The printed circuit board 42 is arranged on a side of the electronic carrier 18 facing the cooling cover 16 – hereinafter also referred to as the top side. The component group 44 is arranged on the opposite side of the electronic carrier 18 facing the motor carrier 14 – accordingly also referred to as the bottom side.

[0041] For contacting the circuit board 42 with the component group 44, the electronic carrier 18 has an integrated (overmolded) die-cut grid 52, which electrically couples the individual electronic components by means of a number of contacts not specified. The die-cut grid 52 is also expediently electrically coupled to the connector 10.

[0042] In its assembled state, component group 44 is arranged within a trough-like recess 54 of the motor carrier 14. To protect against vibrations, component group 44 is at least partially encased within the recess 54 by a casting 56 made of a damping plastic material.

[0043] The circuit board 42 is thermally coupled to the cooling cover 16 by means of a thermally conductive layer 58, for example in the form of a thermally conductive adhesive. The cooling cover 16 has a number of integrally formed cooling fins 60 on its outer surface, i.e., on the side of the cooling cover facing away from the electronic carrier 18. For illustrative purposes, only one cooling fin 60 is shown with a reference numeral in the figures.

[0044] In the area of ​​the cooling fins 60, a recess 62 is arranged which, in the assembled state, allows air exchange from the circuit board 42 to an area outside the cooling ceiling 16. In the assembled state, the recess 62 is covered in a watertight manner by an air-permeable, semi-permeable membrane 64. The membrane 64 thus allows air exchange for cooling purposes while simultaneously preventing the ingress of water or moisture to protect the inverter circuit 20. In the assembled state, the cooling fins 60 and the membrane 64 are concealed by a common cover 66.

[0045] During operation of the motor assembly 2, heat is generated on the one hand by the circuit board 42 due to the switching of the active electronic components, and on the other hand by the energized rotating field windings of the electric motor 12. Based on the Fig. Sections 4 to 6 below explain a cooling concept for the engine assembly 2 to dissipate the generated heat into the vehicle transmission 6 as a heat sink.

[0046] In the assembled state, an upper housing space 68 is formed between the electronics carrier 18 and the cooling cover 16. The housing space 68 is at least partially – as shown in particular in Fig. As can be seen in Figure 6, the electronic carrier 18 is filled with layer 58 and fluid-tightly separated from a lower housing space 70 between the electronic carrier 18 and the motor carrier 14. The housing space 70 is essentially formed by the sub-areas 70a and 70b defined by the protrusions 32 and 54. Hereinafter, sub-area 70a of protrusion 32 is also referred to as a connection area 70a, and sub-area 70b of protrusion 54 as a circuit area 70b.

[0047] During operation, the circuit board 42 dissipates heat via layer 58 to the cooling cover 16. The cooling cover 16 is preferably manufactured as a die-cast part from an aluminum material. Furthermore, layer 58 and the circuit board 42 are at least partially surrounded by air. The air carries away at least some of the heat generated by the circuit board 42 from the housing space 68 via the recess 62. The heated air condenses, at least partially, on the cooling fins 60, with the membrane 64 preventing the moisture from entering the housing space 68.

[0048] The cooling cover 16 dissipates the heat from the circuit board 42 to the surrounding area by means of convection and to the motor mount 14 via thermally conductive contact surfaces 72a, 72b. For improved heat conduction, the motor mount 14, like the cooling cover 16, is manufactured as a die-cast aluminum part. The electronics carrier 18 is an injection-molded plastic part with poor thermal conductivity, so that heat transfer occurs primarily at the contact surfaces 72a, 72b. For this purpose, the contact surfaces 72a, 72b encircle the electronics carrier 18, at least partially.

[0049] The thermal contact surfaces 72a are hereinafter also referred to as the contact surface of the cooling cover 16 on the motor carrier 14, and can essentially be formed by three spacer elements 74 that engage the electronic carrier 18 essentially in the area of ​​the mounting screws 22 in the connection area 70a of the motor carrier 14. The spacer elements 74 are integrally formed on the cooling cover 16 in the area of ​​a contact edge between the cooling cover 16 and the electronic carrier 18, and project beyond the cooling cover 16 in the direction of the motor carrier 14. The spacer elements 74 are approximately as large as the thickness of the electronic carrier 18.

[0050] The thermal contact surfaces 72b are formed essentially between four circumferentially projecting projections 76a of the cooling cover 16 and four complementary projections 76b of the motor carrier 14, wherein the projections 76a, 76b are aligned with one another in the assembled state. The projections 76a can have a greater thickness compared to the projections 76b, wherein the projections 76a – similar to the spacer elements 74 – at least partially encircle the electronics carrier 18 in the assembled state to form the thermal contact surfaces 72b. Near the connection area 70a, the projections 76a, 76b are formed on the motor carrier 14 and the cooling cover 16 in an approximately eyelet-like manner, wherein the projections 76a, 76b are designed as elongated tabs around the circuit area 70b.

[0051] The cantilevers 76a, 76b have five screw holes 78, which are arranged distributed in the circumferential direction. As particularly in Fig. As can be seen in Figure 6, in the assembled state of the transmission actuator 4 on a motor vehicle transmission 6, a fastening screw 80 is arranged within each of the screw holes 78 for screwing the transmission actuator 4 to a transmission housing 82 of the motor vehicle transmission 6. The heat contact surfaces 72b are hereinafter also referred to as mounting surfaces. The transmission housing 82 has a large thermal mass and, in the assembled state, serves as a heat sink for the motor assembly 2, in particular for the electronic component group 44.

[0052] The cooling cover 16 is thus cooled via the contact surfaces 72a and mounting surfaces 72b to the gearbox housing 82 via the motor mount 14. For the purpose of particularly effective heat transfer, the mounting screws 22 and 80 are preferably made of a thermally conductive material, in particular aluminum. Additionally, the cooling cover 16 has in the Fig. 1 and Fig. In the 3 illustrated embodiments, three sink-like recesses 84 are provided in the area of ​​one of the tab-like fastening surfaces 72b as cooling fins for additional heat dissipation of the cantilever 76a by means of convection.

[0053] During operation of the motor assembly 2, the passive components of component group 44 dissipate heat via the motor mount 14 to the gearbox housing 82. In the assembly state of the gearbox actuator 4, the electric motor 12 is driven by an oil pump 86 (not shown) and is at least partially immersed in oil in an oil sump 88. A sealing ring 90 is arranged between the recess 32 and the gearbox housing 82 to provide a fluid-tight seal for the oil sump 88. The housing half 26b has a number of circular recesses 92, allowing oil to flow from the oil sump 88 into the interior of the motor housing 24 to cool the rotating field winding. For illustrative purposes, only one recess 92 is indicated in each figure. During operation of the electric motor 12, the energized rotating field winding thus dissipates heat via the oil into the oil sump 88, and at least partially via the motor carrier 14 into the gearbox housing 82.

[0054] The electric oil pump 86 preferably generates an overpressure of the oil upstream of a rolling bearing 94 of the electric motor 12. This causes the oil to flow from a pumping area of ​​the oil sump 88 through the rolling bearing 94 into the interior of the motor housing 24. Due to the action of gravity, the oil flows back through the recesses 92 into the oil sump 88. In other words, during operation, the oil pump 86 creates an oil leak into the electric motor 12, thus generating an additional oil flow 96 into the electric motor 12. The oil flow 96 is in the Fig. 6 schematically indicated by means of dashed lines.

[0055] The invention is not limited to the embodiments described above. Rather, other variants of the invention can also be derived by a person skilled in the art without departing from the subject matter of the invention. In particular, all individual features described in connection with the embodiments can also be combined with one another in other ways without departing from the subject matter of the invention.

Claims

[1] Motor assembly (2) comprising an electric motor (12) and a motor housing (24), as well as an electronic unit (8), - a first housing shell designed as a motor carrier (14) to which the motor housing (24) is attached, - a second housing shell designed as a cooling cover (16), - an electronics carrier (18) which is arranged sandwich-like between the motor carrier (14) and the cooling cover (16), - wherein the motor carrier (14), the electronics carrier (18) and the cooling cover (16) form an electronics housing, in which the electronics carrier (18) forms a housing wall of the electronics housing extending along an outer circumference, which is at least partially enclosed by spacer elements (74) of the cooling cover (16), - wherein the cooling cover (16) and the motor carrier (14) have a higher thermal conductivity compared to the electronics carrier (18), and wherein the cooling cover (16) and the motor carrier (14) are thermally coupled to each other by means of at least one contact surface (72a) of the spacer elements (74), - wherein the electronic carrier (18) carries an electronic converter circuit (20) with an intermediate circuit capacitor (46), and wherein the intermediate circuit capacitor (46) is arranged within a trough-shaped recess (54) of the motor carrier (14), - wherein the motor support (14) has at least one heat-conducting mounting surface (72b) for screwing the motor assembly (2) to a heat sink (82), and - wherein the at least one mounting surface (72b) is simultaneously a flange-like contact surface between the engine mount (14) and the cooling cover (16), by means of which the cooling cover (16) and the engine mount (14) are screwed together to the heat sink (82). [2] Motor assembly (2) according to claim 1, wherein the motor carrier (14) and the cooling cover (16) are made of an aluminium material, and wherein the electronics carrier (18) is made of a plastic material. [3] Engine assembly (2) according to claim 1 or 2, wherein the engine support (14) and the cooling cover (16) are screwed together. [4] Motor assembly (2) according to one of claims 1 to 3 wherein the intermediate circuit capacitor (46) is potted within the recess (54). [5] Motor assembly (2) according to one of claims 1 to 4, wherein the inverter circuit (20) is thermally coupled to the cooling cover (16) by means of a thermally conductive layer (58). [6] Motor assembly (2) according to one of claims 1 to 5, wherein the cooling cover (16) has a number of cooling fins (60, 84). [7] Actuator (4), in particular transmission actuator, for a motor vehicle, comprising an engine assembly (2) according to any one of claims 1 to 6. [8] Motor vehicle transmission (6) with an actuator (4) according to claim 7. [9] Motor vehicle transmission (6) according to claim 8, wherein the engine carrier (14) is cooled by means of at least one mounting surface (72b) on a transmission housing (82). [10] Motor vehicle transmission (6) according to claim 8 or 9, wherein the electric motor (12) is at least partially immersed in an oil sump (88). [11] Motor vehicle transmission (6) according to claim 10, wherein the electric motor (12) is coupled to an oil pump (86) in a drive-related manner, wherein the motor housing (24) has a rolling bearing (94) for a rotor shaft (34) and a number of recesses (92) on the oil pump side, and wherein the oil pump (86) in operation pumps oil from the oil sump (88) through the rolling bearing (94) into the interior of the motor housing (24), which flows back into the oil sump (88) via the recesses (92).

Images