Gearbox assembly with a shielding shell and motor vehicle with the gearbox assembly

Abstract

A transmission arrangement 3 for a motor vehicle 1 is proposed, comprising a transmission housing 9, a spur gear transmission 4 arranged in the transmission housing 9, the spur gear transmission 4 having a drive gear 10 and an output gear 11 which are interconnected, a differential gear 5 arranged in the transmission housing 9, the differential gear 5 having a differential carrier 13 rotationally fixed to the output gear 11, several differential gears 14a, 14b rotatably mounted in the differential carrier 13, an oil sump 17 which, in a static installation state of the transmission arrangement 3, defines an oil level 18 in the transmission housing 9, and a shielding shell 19 arranged in the transmission housing 9 which surrounds the output gear 11 and the differential carrier 13 at least below the oil level 18 in order to shield them from the oil sump 17, wherein the shielding shell 19 first oil guide contour 23a,wherein an oil located in the shielding shell 19 can be conveyed from the shielding shell 19 along the first oil guide contour 23a to at least one lubrication point 25a, 25b, 25c, 25d of the gear arrangement 3.

Description

[0001] The invention relates to a transmission arrangement for a motor vehicle having the features of the preamble of claim 1. Furthermore, the invention relates to a motor vehicle having the transmission arrangement.

[0002] Electric drivetrains are increasingly being used to power vehicles, providing electric and / or hybrid propulsion. Such drivetrains typically comprise an electric machine, particularly an electric motor, and a downstream reduction gear that slows down the rotational motion generated by the electric motor. The reduction gear can be connected to one or more wheels of the vehicle via a differential gear to transmit the rotational motion to the wheels. To reduce drag losses in the reduction gear and differential gear, shielding devices are known that shield the transmission components from a lubricant sump.

[0003] For example, EP 1 635 090 A2 discloses an oil drainage structure comprising a transmission case enclosing a rotating body in a rotating body chamber, an oil reservoir for storing oil drained from the rotating body chamber, an oil drainage path from the rotating body chamber to the oil reservoir, and a baffle plate disposed between the transmission case and the rotating body in the rotating body chamber to enclose a lower part of the rotating body so that the oil in the periphery of the rotating body is divided into a rotating body side and a transmission case side in the rotating body chamber, wherein the baffle plate includes an oil drainage hole facing a side surface of the rotating body and facing an opening of the oil drainage path on a side of the rotating body chamber so that the oil divided by the baffle plate is drained to the oil drainage path through the oil drainage hole in the rotating body side.

[0004] The invention is based on the object of creating a gear arrangement which is characterized by an improved lubrication concept.

[0005] This object is achieved by a transmission arrangement having the features of claim 1 and by a motor vehicle having the features of claim 15. Preferred or advantageous embodiments of the invention emerge from the subclaims, the following description and / or the attached figures.

[0006] The invention relates to a transmission arrangement designed and / or suitable for a motor vehicle. In particular, the transmission arrangement serves to transmit and distribute a drive torque or drive power provided by a drive unit, in particular an electric motor, to at least one vehicle wheel of the motor vehicle.

[0007] The transmission assembly comprises a transmission housing. In particular, the transmission housing serves to accommodate all transmission components. The transmission housing is preferably designed as a wet chamber that is fluid-tight from the environment. The transmission assembly can be connected to the drive unit via the transmission housing.

[0008] The transmission arrangement comprises a spur gear arranged in the transmission housing, which is designed and / or suitable for translating the drive torque. The spur gear is preferably designed to translate a high drive speed and a low drive torque into a lower drive speed and a higher drive torque. For this purpose, the spur gear preferably has a transmission ratio of i > 1. In other words, the spur gear serves to translate the drive to low speed.

[0009] The spur gear has a drive gear and an output gear, which are connected to one another within the gear housing. In principle, the drive gear and the output gear can mesh directly with one another. Alternatively, the drive gear and the output gear are connected to one another via at least one intermediate gear, preferably a stepped intermediate gear. In particular, the drive gear is designed and / or suitable for drive by the prime mover. For this purpose, the drive gear can be connected to the drive unit via a drive shaft. Particularly preferably, the drive gear, the output gear, and optionally the intermediate gear are each designed as a spur gear.

[0010] The transmission arrangement has a differential gear arranged in the transmission housing, which is designed and / or suitable for distributing the drive torque. The differential gear is preferably designed to distribute the drive torque between at least or exactly two vehicle wheels of the motor vehicle, in particular a left and a right vehicle wheel. Such a differential gear is also referred to as an axle differential. Alternatively, the differential gear can be designed to distribute the drive torque between at least or exactly two vehicle axles, in particular a front axle and a rear axle. Such a differential gear is also referred to as a central or longitudinal differential.

[0011] The differential gear has a differential carrier connected to the output gear in a rotationally fixed manner, a plurality of differential gears rotatably mounted in the differential carrier, and a first and second output shaft connected by means of the differential gears. Drive power can preferably be transmitted from the output gear to the differential carrier and from there to the output shafts via the differential gears. In principle, the differential gear can be designed as a spur gear differential, with the differential gears being spur gears. However, the differential gear is preferably designed as a bevel gear differential, with the differential gears being bevel gears. The differential gears are preferably each rotatably mounted in the differential carrier via a bearing pin. In particular, the output gear is arranged offset off-center on an outer side of the differential carrier.

[0012] The transmission assembly has an oil sump, which, when the transmission assembly is statically installed, defines an oil level in the transmission housing. In particular, the oil sump is formed within the transmission housing in a floor area. The oil sump is preferably designed as a dry sump. The oil sump is preferably formed by a transmission oil located in the transmission housing. The transmission oil preferably serves to cool and / or lubricate the transmission components during operation of the transmission assembly.

[0013] Furthermore, the transmission assembly includes a shielding shell arranged in the transmission housing, which surrounds the output gear and the differential carrier at least below the oil level to shield them from the oil sump. In particular, the shielding shell serves to shield a gear chamber of the spur gear and the differential gear from the oil sump. For this purpose, the shielding shell is circumferentially closed and / or oil-tight, at least below the oil level.

[0014] Within the scope of the invention, it is proposed that the shielding shell have a first oil guide contour, wherein an oil located in the shielding shell can be conveyed by a rotation of the output gear from the shielding shell along the first oil guide contour to at least or precisely one lubrication point of the gear arrangement. The conveying effect of the output gear is preferably utilized in that, during rotation, the output gear entrains at least part of the oil located in the shielding shell or in the gear chamber via the toothing. Preferably, the first oil guide contour is arranged in an oil flow generated by the output gear such that the oil taken up by the output gear is largely guided via the first oil guide contour to the lubrication point. In particular, an oil flow path runs from a bottom region of the shielding shell via the output gear and the first oil guide contour to the at least one lubrication point.In particular, an oil guide contour is understood to be a contour that causes shearing or separation and / or redirection of the oil flow. The lubrication point can be a lubrication or supply point. A lubrication point is understood to be, for example, a bearing point or a gearing area of ​​one or more transmission components of the spur gear and / or the differential gear. A supply point is understood to be, for example, the intake area of ​​an oil pump.

[0015] The invention is based on the finding that in dynamic driving situations, e.g., when climbing an incline, accelerating, braking, cornering, etc., as well as during active lubrication of transmission components, oil can leak from the oil sump into the shielding shell or the transmission compartment. To avoid additional drag losses and ensure an adequate oil supply, the oil must be drained from the shielding shell and returned to the oil sump. In addition, the transmission components must be specifically lubricated.

[0016] The advantage of the invention is that the first oil guide contour enables a targeted supply of the oil delivered by the output gear to individual transmission components, while simultaneously allowing the transmission chamber to be easily deoiled. Thus, a transmission arrangement with an improved lubrication concept is proposed, whereby the first oil guide contour enables a passive supply of oil to individual transmission components. Furthermore, drag losses and oil foam formation within the transmission chamber are significantly reduced, thereby significantly improving the efficiency of the transmission arrangement.

[0017] In a specific embodiment of the invention, the first oil guide contour is designed as a multi-stage oil guide contour. For this purpose, the first oil guide contour has at least or exactly two oil guide stages arranged one behind the other in terms of flow, via which a portion of the oil delivered by the output gear can be delivered to different lubrication points. In particular, the at least two oil guide stages are arranged one behind the other in the oil flow generated by the output gear, so that a portion of the oil delivered by the output gear can be delivered via a first oil guide stage to a first lubrication point, a further portion of oil or a residual amount of oil can be delivered via a second oil guide stage to a second lubrication point, etc. Preferably, the oil flow path is divided into several partial flow paths by the oil guide stages. In other words, a portion of the delivered oil volume is diverted via the oil guide stages.For example, a large portion of the pumped oil volume, in particular more than 50%, can be diverted via the first oil guide stage. Put simply, the oil guide stages in the circumferential direction at least partially skim off the excess oil carried along. Specifically, the first oil guide contour has at least or exactly two of the oil guide stages, preferably exactly three, in the circumferential direction with respect to a rotational axis of the output gear and / or the differential carrier. The multi-stage oil guide contour thus allows several lubrication points to be passively supplied with oil. Depending on the priority, the several lubrication points can also be supplied with different amounts of oil through the arrangement of the respective oil guide stage.

[0018] In a specific embodiment, it is provided that at least or exactly one oil guide stage is formed by a first oil scraper, which is arranged adjacent to the drive gear. In particular, the oil scraper interacts directly with the oil carried by the driven gear during its movement. The first oil scraper is preferably intended to separate at least a portion, in particular a majority, of the oil flow generated by the driven gear and to supply it to one of the lubrication points, in particular the first lubrication point. In a proper installation position, the first oil scraper can be arranged on an upper side of the driven gear, in particular between a 9 o'clock position and a 12 o'clock position. In particular, the first oil scraper is arranged substantially or exactly in an 11 o'clock position.

[0019] According to this embodiment, the first oil scraper has a shearing edge facing the driven gear for separating a partial amount of oil and an oil guide for supplying the partial amount of oil to one of the lubrication points, in particular the first lubrication point. In particular, the oil volume delivered by the driven gear is at least partially separated from the driven gear by means of the first oil scraper under the action of the shearing edge, wherein the separated oil is carried away via the oil guide to the first lubrication point. Preferably, the shearing edge extends substantially or exactly transversely to the direction of rotation and / or in the axial direction with respect to the axis of rotation. Particularly preferably, the shearing edge extends in the axial direction across the entire width of the driven gear. The oil guide can be formed by a partially open or closed channel through which the separated oil is guided and / or deflected at least once.The first oil scraper thus ensures that at least a portion of the oil volume pumped in the circumferential direction is separated by the shearing edge and fed to a first lubrication point. By using an oil scraper, the amount of oil discharged can be easily and specifically influenced, depending on its arrangement relative to the output gear.

[0020] In one specific embodiment, it is provided that the first oiling point is assigned to the differential carrier, wherein the oil guide fluidically connects the shearing edge to a drip edge arranged above the differential carrier. In particular, the partial amount of oil discharged via the first oil scraper can drip via the drip edge radially with respect to the axis of rotation from above onto the differential carrier. Preferably, the drip edge is arranged at the end of the oil guide in order to be able to discharge the separated oil from the oil scraper in a defined manner. In particular, the drip edge is arranged centrally in the axial direction with respect to the axis of rotation of the differential carrier and / or the bearing pin. Alternatively or optionally additionally, the drip edge is arranged in a designated installation position on an upper side of the differential carrier and / or substantially or exactly in a 12 o'clock position.A shielding shell is thus proposed which enables a targeted supply of oil to the differential carrier, so that sufficient oiling of the differential carrier, preferably of the differential gears, is ensured.

[0021] In a further development, it is provided that at least or exactly one further oil guide stage is formed by a second oil scraper, which is arranged downstream of the first oil scraper and adjacent to the output gear in terms of flow. In particular, the first and second oil scrapers are arranged offset or spaced from one another in the circumferential direction with respect to the axis of rotation of the output gear. The second oil scraper is preferably provided to separate at least a portion of the remaining oil flow downstream of the first oil scraper and to supply it to one of the lubrication points, in particular the second lubrication point. In a proper installation position, the second oil scraper can be arranged on an upper side of the output gear, in particular between a 12 o'clock position and a 3 o'clock position. In particular, the second oil scraper is arranged substantially or exactly in a 1 o'clock position.

[0022] According to this development, the second oil scraper has a shearing edge facing the driven gear for separating a further partial amount of oil or a residual amount of oil, and an oil guide for supplying the partial amount of oil or the residual amount of oil to one of the lubrication points, in particular the second lubrication point. In particular, the residual volume conveyed by the driven gear is at least partially separated from the driven gear by means of the second oil scraper under the action of the shearing edge, wherein the separated oil is carried away via the oil guide to the second lubrication point. Preferably, the shearing edge of the second oil scraper extends parallel and / or in the same direction as the shearing edge of the first oil scraper. Particularly preferably, the shearing edge of the second oil scraper extends in the axial direction across the entire width of the driven gear.The oil guide of the second oil scraper can be formed by a partially open or closed channel through which the separated oil is guided and / or redirected at least once. The second oil scraper thus easily utilizes at least part of the remaining oil volume for another oiling point.

[0023] In a further specific embodiment, the differential carrier is rotatably mounted in the transmission housing via at least one or exactly one, preferably exactly two differential carrier bearings. In principle, the differential carrier bearing can be designed as a plain bearing, but preferably as a rolling bearing. Preferably, the differential carrier bearing is supported in the radial direction on the one hand on the differential carrier and on the other hand on the transmission housing, in particular a housing section. In particular, the two differential carrier bearings are spaced apart from one another in an axial direction with respect to the axis of rotation. Preferably, the output gear is arranged between the two differential carrier bearings on the differential carrier. The second oiling point is assigned to at least one of the differential carrier bearings, wherein the oil guide fluidically connects the shearing edge to a drip edge arranged above the differential carrier bearing.Preferably, one of the differential carrier bearings is arranged within the shielding shell and the other differential carrier bearing is arranged outside the shielding shell, wherein at least the differential carrier bearing arranged outside the shielding shell can be supplied with oil via the second oil conducting stage. In principle, the oil can drip directly from the drip edge onto the differential carrier bearing. Alternatively, the oil dripping from the drip edge can be fed to the differential carrier bearing via the housing section. For example, the transmission housing or the housing section can have one or more lubrication openings in the area of ​​the differential carrier bearing, preferably in the area of ​​the bearing seat, through which the oil can be fed to the differential carrier bearing. A shielding shell is thus proposed in which the excess oil or the further oil portion can be used to lubricate and / or cool the differential carrier bearing.This can improve or extend the service life of at least one differential carrier bearing.

[0024] In a further embodiment, it is provided that at least or exactly one oil guide stage is formed by a centrifuge contour which is arranged adjacent to the output gear. In principle, the centrifuge contour can be arranged upstream of the first and / or the second oil scraper, so that first a partial quantity of oil is centrifuged off via the centrifuge contour and then a further partial quantity of oil or a residual quantity of oil is separated via the first and / or the second oil scraper. Alternatively, the centrifuge contour is arranged downstream of the first and / or the second oil scraper, so that first a partial quantity of oil is separated via the first and / or the second oil scraper and then a further partial quantity of oil or a residual quantity of oil is centrifuged off via the centrifuge contour.In particular, the centrifugal contour is arranged in a designated installation position on one side of the output gear, preferably between an 8 o'clock position and a 10 o'clock position, preferably substantially or exactly in a 9 o'clock position.

[0025] According to this embodiment, the centrifuge contour has a centrifuge edge facing away from the output gear, which is designed and / or suitable for centrifuging a partial amount of oil to at least or precisely one of the lubrication points. In particular, the centrifuge contour serves to specifically supply or centrifuge a residual amount of oil remaining in the circumferential direction after the first and / or second oil scraper within the shielding shell to one or more of the transmission components. Preferably, the centrifuge edge ensures that the volume of oil carried by the output gear is centrifuged substantially radially and / or tangentially to the direction of rotation. Preferably, the centrifuge edge extends substantially or precisely transversely to the direction of rotation and / or in the axial direction with respect to the axis of rotation. Particularly preferably, the centrifuge edge extends in the axial direction across the entire width of the output gear.In particular, the shielding shell is interrupted circumferentially to form the centrifugal edge. The centrifugal contour thus allows the excess oil within the shielding shell to be easily and specifically directed to one or more transmission components, particularly the spur gear.

[0026] In a further specific embodiment, a third oiling point is assigned to an engagement area of ​​the drive and / or driven gear, with the centrifugal edge being arranged below the engagement area. In particular, oil is centrifuged via the centrifugal edge in the direction of the engagement area due to the acting centrifugal forces. Specifically, the centrifugal edge is arranged below an engagement area between the driven gear and the intermediate gear. The oil can be detached or centrifuged, preferably at the centrifugal edge, in the direction of the engagement area due to the centrifugal force resulting from the rotation of the driven gear. This additionally enables passive gear cooling of the spur gear.In particular, the oil flow path is thus divided into several partial flow paths, wherein a first partial flow path runs via the first oil scraper to the first oiling point, a second partial flow path runs via the second oil scraper to the second oiling point and a third partial flow path runs via the centrifuge contour to the third oiling point.

[0027] In a further embodiment, the shielding shell has a further oil guide contour, wherein oil located in the shielding shell can be conveyed from the shielding shell along the further oil guide contour directly into the oil sump by rotation of the differential carrier. In particular, the further oil guide contour serves to return the oil supplied to the differential gear via the oil guide contour to the oil sump after lubrication and / or to return excess oil to the oil sump in a targeted manner. The conveying effect of the differential carrier is preferably utilized in that it entrains at least part of the oil located in the shielding shell or in the gear chamber via the outer contour during rotation.

[0028] Preferably, the additional oil guide contour is arranged in an oil flow generated by the differential gear such that the oil absorbed by the differential carrier is largely drained into the oil sump via the additional oil guide contour. Preferably, the additional oil guide contour is designed as a single-stage oil guide contour. In particular, an additional oil flow path runs parallel to the oil flow path from the differential carrier via the additional oil guide contour into the oil sump. Thus, the additional oil guide contour can further optimize efficiency in the area of ​​the differential gear, as drag losses due to excess oil are prevented.

[0029] In a specific embodiment, it can be provided that the further oil guide contour is formed by at least or exactly one further oil scraper, which is arranged adjacent to the differential carrier. In particular, the further oil scraper interacts directly with the oil carried by the differential carrier during its movement. The further oil scraper is preferably provided to separate at least a portion, in particular a majority, of the oil flow generated by the differential carrier and to feed it directly to the oil sump. In a proper installation position, the further oil scraper can be arranged on an upper side of the differential carrier, in particular between a 9 o'clock position and a 3 o'clock position, preferably substantially in a 12 o'clock position. The further oil scraper can have a shearing edge facing the differential carrier for separating the oil and an oil guide for feeding the oil into the oil sump.In particular, the oil volume delivered by the differential carrier is at least partially separated from the differential carrier by means of the further oil scraper under the action of the shearing edge, wherein the separated oil is discharged directly into the oil sump via the oil guide. Preferably, the shearing edge extends substantially or exactly transversely to the direction of rotation and / or in the axial direction with respect to the axis of rotation. The oil guide can be formed by a partially open or closed channel through which the separated oil is guided and / or deflected at least once. For example, the amount of oil discharged via the further oil scraper can drip down into the oil sump radially with respect to the axis of rotation after the oil guide. The further oil scraper thus ensures that at least a portion of the oil volume delivered in the circumferential direction by the differential carrier is separated by the shearing edge and fed to the oil sump.

[0030] Alternatively or optionally in addition, it is provided that the gear housing has a second oil guide contour, wherein an oil located in the shielding shell can be conveyed directly into the oil sump and / or to at least or precisely one of the lubrication points by a gear wheel of the spur gear along the second oil guide contour. In particular, the second oil guide contour serves to supply the oil supplied to the spur gear via the first oil guide contour to at least one further lubrication point after lubrication and / or to return excess oil to the oil sump in a targeted manner. Preferably, the conveying effect of one or more of the gear wheels of the spur gear is used in that they entrain at least part of the oil located in the shielding shell or in the gear chamber via the outer contour during rotation.The second oil guide contour is preferably arranged in an oil flow generated by the spur gear transmission in such a way that the oil absorbed by the at least one gear wheel is largely drained via the second oil guide contour into the oil sump or the further lubrication point. The second oil guide contour can be designed as a single- or multi-stage oil guide contour. In particular, a second oil flow path runs parallel to the first oil flow path and / or the further oil flow path from the at least one gear wheel via the second oil guide contour directly into the oil sump and / or to at least one further lubrication point. Thus, a further optimization of the efficiency in the area of ​​the spur gear transmission can be achieved through the second oil guide contour, since drag losses due to excess oil are prevented.

[0031] In one specific embodiment, the second oil guide contour is designed as a multi-stage oil guide contour. For this purpose, the second oil guide contour has at least or exactly two oil guide stages arranged one behind the other in terms of flow, via which a partial amount of oil can be conveyed to at least or exactly one lubrication point and / or a residual amount of oil can be conveyed directly into the oil sump. In particular, the at least two oil guide stages are arranged one behind the other in the oil flow generated by the intermediate gear, so that a partial amount of the oil conveyed by the intermediate gear is conveyed via a first oil guide stage to a further lubrication point and a residual amount of oil is conveyed via a second oil guide stage directly into the oil sump. Optionally, however, the second oil guide contour can also have further oil guide contours in order to respectively discharge a partial amount of the oil conveyed by the intermediate gear to further lubrication points.Specifically, the second oil guide contour has at least or exactly two of the oil guide stages in the circumferential direction relative to a rotational axis of the output gear and / or the differential carrier. The multi-stage second oil guide contour thus allows additional lubrication points to be passively supplied with oil.

[0032] In a specific embodiment, it can be provided that at least or exactly one oil guide stage of the second oil guide contour is formed by an oil scraper arranged adjacent to the intermediate gear. In particular, the oil scraper interacts directly with the oil carried by the intermediate gear during its movement. The oil scraper is preferably intended to separate at least a portion, in particular a majority, of the oil flow generated by the intermediate gear and to feed it directly to the oil sump or the further oiling point. In a proper installation position, the oil scraper can be arranged on an underside of the intermediate gear, in particular between a 3 o'clock position and a 9 o'clock position, preferably substantially in a 6 o'clock position. The oil scraper can have a shearing edge facing the intermediate gear for separating the oil and an oil guide for feeding the oil into the oil sump or to the further oiling point.In particular, the oil volume delivered by the intermediate gear is at least partially separated from the intermediate gear by means of the oil scraper under the action of the shearing edge, wherein the separated oil is discharged via the oil guide directly into the oil sump or to the further oiling point. Preferably, the shearing edge extends substantially or exactly transversely to the direction of rotation and / or in the axial direction relative to the rotational axis.

[0033] Alternatively or optionally in addition, it can be provided that at least or exactly one oil guide stage of the second oil guide contour is formed by a centrifuge contour which is arranged adjacent to the intermediate wheel. In particular, the centrifuge contour serves to centrifuge a partial amount of oil or a residual amount of oil into an oil collection area. In principle, the centrifuge contour can be arranged upstream of the oil scraper so that first a partial amount of oil is centrifuged via the centrifuge contour and then a further partial amount of oil or a residual amount of oil is separated via the oil scraper. Alternatively, the centrifuge contour is arranged downstream of the oil scraper so that first a partial amount of oil is separated via the oil scraper and then a further partial amount of oil or a residual amount of oil is centrifuged via the centrifuge contour.Specifically, the centrifuge contour is arranged in a designated installation position on one side of the output gear, preferably between an 8 o'clock position and a 10 o'clock position, preferably substantially or exactly in a 9 o'clock position. In particular, the oil collection area serves to collect at least a portion of the oil centrifuged in the gearbox housing and then to supply it in a targeted manner, for example via one or more housing bores, to a lubrication point or directly to the oil sump. The centrifuge contour can have a centrifuge edge facing away from the intermediate gear, which is designed and / or suitable for centrifuging a partial quantity of oil directly to at least or exactly one of the lubrication points and / or into the oil collection area. Preferably, the centrifuge edge ensures that the oil volume carried by the output gear is centrifuged substantially radially and / or tangentially to the direction of rotation.In particular, the centrifugal edge is formed directly on the gear housing, preferably in one piece.

[0034] In a further embodiment, the shielding shell has at least or exactly one oil supply opening which is designed and / or suitable for active oil supply by means of an oil pump. In particular, the oil supply opening is and / or can be connected fluidically to the oil pump. The oil pump is preferably fluidly connected to the oil sump on a suction side and / or to the oil supply opening on a pressure side, so that oil is or can be conveyed from the oil sump via the oil pump to the oil supply opening. The at least one oil supply opening opens into an engagement region of the drive and / or driven gear. Preferably, at least one first oil supply opening opens into a first engagement region between the drive gear and the intermediate gear and / or at least one second oil supply opening opens into a second engagement region between the driven gear and the intermediate gear.In particular, the oil supply opening allows for active oil supply to the meshing areas between the spur gears of the spur gear. The supplied oil is collected in the shielding shell and fed to one or more lubrication points via the output gear and at least the first oil guide contour. This ensures particularly efficient and reliable lubrication of the gear components.

[0035] In one structural embodiment, the shielding shell has a first shell section surrounding the output gear and a second shell section surrounding the differential gear. The shell sections preferably serve, on the one hand, to shield the spur gear and the differential gear from the oil sump and, on the other hand, to guide the oil flow generated by the spur gear and the differential gear during operation. In particular, the first and second shell sections are made in one piece, preferably from a common material section. For example, the shielding shell can be designed as a sheet metal component or as a plastic injection-molded part. Preferably, the first shell section has, at least in sections, a contour adapted to the output gear, preferably the external toothing.Alternatively or optionally additionally, the second shell section has at least in sections a contour adapted to the differential gear, preferably the differential cage.

[0036] According to this embodiment, it is provided that at least the second shell section completely surrounds the differential gear all the way around. This means that the second shell section is designed to be closed in the circumferential direction. Preferably, the first shell section is designed to be circumferentially interrupted at least in the engagement region and / or to form the centrifuge contour. For example, the second shell section extends in the circumferential direction over an angular range of more than 180 degrees, preferably more than 270 degrees. Particularly preferably, the first oil scraper and / or the second oil scraper and / or the centrifuge contour are formed on the inner circumference of the first shell section. Alternatively or optionally additionally, the further oil scraper is formed on the inner circumference of the second shell section.Optionally, the shielding shell additionally has at least one or exactly one further shell section, which at least partially surrounds the drive gear and / or the intermediate gear. For example, the further shell section extends in the circumferential direction over an angular range of more than 45 degrees, preferably more than 90 degrees, in particular more than 180 degrees. Preferably, the at least one oil supply opening is incorporated into the further shell section. The circumferential shell sections allow the spur gear and the differential gear to be completely shielded from the oil sump, at least in a static driving situation, wherein the shell sections simultaneously ensure a controlled oil flow during operation.

[0037] In a further implementation, it is provided that the shielding shell is fixed in a form-fitting manner, at least in the axial direction with respect to the axis of rotation of the differential gear, between a first and a second housing section of the gear housing. In particular, the shielding shell is supported in a form-fitting manner with the first shell section on the first housing section and with the second shell section on the second housing section in the axial direction and optionally in the radial direction. Particularly preferably, the shielding shell, preferably the second shell section, has a radial shoulder surrounding the axis of rotation, via which the shielding shell is supported at least on the second housing section in the axial and radial directions on the second housing section and / or is centered coaxially to the axis of rotation.The two housing sections can be designed as two separate housing parts, which are preferably connected to each other axially relative to the rotational axis, for example, via a screw connection. This proposes a particularly simple and cost-effective fastening of the shielding shell in the gear housing, which can be implemented without additional fastening means.

[0038] According to this implementation, it is provided that the first shell section is supported in an oil-tight manner on the first housing section, at least below the oil level, and the second shell section is supported in an oil-tight manner on the second housing section, at least below the oil level. In particular, the shielding shell is supported on both sides in a sealing manner in the axial and / or radial direction with respect to the axis of rotation on the gear housing, preferably the two housing sections. Preferably, the first shell section is sealed circumferentially on the first housing section, at least in the axial direction, by a first sealing means. Preferably, the second shell section is sealed circumferentially on the second housing section, at least in the axial and / or radial direction with respect to the axis of rotation. For example, the first and / or the second sealing means can be designed as an elastomer seal.Particularly preferably, the spur gear and / or the differential are completely enclosed by the shielding shell between the two housing halves and / or shielded from the oil sump. Thus, a shielding shell is proposed that easily prevents leakage flows between the shielding shell and the transmission housing, particularly in a static driving situation, from the oil sump into the transmission chamber. Furthermore, the shielding shell can be easily used as a sealing component to seal the transmission chamber.

[0039] A further subject matter of the invention relates to a motor vehicle with the transmission arrangement as already described above. In particular, the vehicle is designed as a motor vehicle, commercial vehicle, or rail vehicle. Particularly preferably, the vehicle is designed as an electric vehicle. Specifically, the transmission arrangement is arranged in a drive train of the vehicle between a drive unit, in particular an electric power rail, and at least one vehicle wheel in the power path. Particularly preferably, the transmission arrangement is integrated into an electric axle, in particular an electric front or rear axle of the vehicle.

[0040] Further features, advantages, and effects of the invention will become apparent from the following description of preferred embodiments of the invention. These show: Fig. 1 is a schematic representation of a vehicle with a transmission arrangement as an embodiment of the invention; Fig. 2 a perspective view of a spur gear of the gear arrangement; Fig. 3 a schematic sectional view of the gear arrangement along a rotation axis; Fig. 4 a further schematic sectional view of the gear arrangement along the axis of rotation; Fig. 5 a perspective detailed view of a shielding shell in an installation situation in the gear arrangement; Fig. 6 a three-dimensional representation of the shielding shell; Fig. 7 another detailed view of the shielding shell in the installed situation; Fig. 8 a detailed view of a gear housing of the gear arrangement in an installed situation; Fig. 9 another detailed view of the gearbox housing in the installed situation.

[0041] Fig. Figure 1 shows a highly schematic representation of a vehicle 1 as an embodiment of the invention. For example, the vehicle 1 is designed as an electrically powered motor vehicle.

[0042] The vehicle 1 has an electric axle formed by a drive unit 2 and a transmission assembly 3. The drive unit 2 is designed, for example, as an electric machine, which generates an electric drive torque during operation. The transmission assembly 3 has a spur gear 4 and a differential gear 5, with the drive torque being transmitted via the spur gear 4 to the differential gear 5 and then distributed via the differential gear 5 to two vehicle wheels 6a, 6b.

[0043] The transmission assembly 3 has a drive shaft 7 as the transmission input and two output shafts 8a, 8b as the transmission output. The drive shaft 7 is connected to the drive unit 2, and the two output shafts 8a, 8b are each connected to one of the vehicle wheels 6a, 6b. The drive torque or drive power can be transmitted at least partially from the differential gear 5 to the drivable vehicle wheels 6a, 6b via the two output shafts 8a, 8b. The differential gear 5 is thus designed as an axle differential.

[0044] The spur gear 4 is designed, for example, as a reduction gear with a gear ratio of i > 1. In other words, the spur gear 4 serves to reduce the speed. For this purpose, the spur gear 4 can be designed, for example, as a two-stage spur gear. The spur gear 4 is thus suitable for increasing the torque generated by the drive unit 2 or reducing the speed.

[0045] As in Fig. As shown in Figure 2, the gear assembly 3 comprises a gear housing 9, which serves to accommodate the spur gear 4 and the differential gear 5. The gear housing 9 defines a wet space that is sealed against the environment in an oil-tight manner. For example, the gear housing 9 can be mounted to the drive unit 2 via a flange connection.

[0046] The spur gear 4 has a drive gear 10 and an output gear 11 that are non-rotatably connected to the drive shaft 7. The drive gear 10 and the output gear 11 are connected to each other via an intermediate gear 12. The drive shaft 7 is guided into the gear housing 9 on the drive side and thus forms the gear input of the gear assembly 3. The drive gear 10, the output gear 11, and the intermediate gear 12 are each designed as a spur gear, each of which has a spur gear toothing on its circumference.

[0047] For example, the intermediate gear 12 is designed as a stepped gear, wherein the intermediate gear 12 has two different tip diameters for this purpose. To form a first gear stage, the drive gear 10 meshes with a first intermediate gear section of the intermediate gear 12, wherein for slow transmission, the first intermediate gear section has a larger tip diameter than the drive gear 10. To form a second gear stage, the output gear 11 meshes with a second intermediate gear section of the intermediate gear 12, wherein for further slow transmission, the second intermediate gear section has a smaller tip diameter than the output gear 11.

[0048] As in Fig. 3, the differential gear 5 has a differential carrier 13 connected in a rotationally fixed manner to the output gear 11, as well as a plurality of differential gears 14a, 14b rotatably mounted in the differential carrier 13, which are each rotatably mounted in the differential carrier 13 via a bearing pin 15a, 15b and are connected in a transmission-technical manner to the two output shafts 8a, 8b. The two output shafts 8a, 8b are guided out of the transmission housing 9 on the output side and thus form the transmission output of the transmission arrangement 3. The output gear 11, the differential carrier 13, and the two output shafts 8a, 8b are jointly mounted in the transmission housing 9 for rotation about a rotation axis 100.

[0049] For this purpose, the differential gear 5 has a first and a second differential carrier bearing 16a, 16b, via which the differential carrier 13 is rotatably supported in the transmission housing 8. For example, the two differential carrier bearings 16a, 16b are each designed as a rolling bearing, via which the differential carrier 13 is supported on the transmission housing 9 in the radial direction with respect to the rotational axis 100. The two differential carrier bearings 16a, 16b are spaced apart from one another in the axial direction with respect to the rotational axis 100, with the output gear 13 and the differential gears 14a, 14b being arranged axially between the two differential carrier bearings 16a, 16b.

[0050] The transmission housing 9 is partially filled with transmission oil, wherein, in a statically installed state of the transmission assembly 3, a lubricant sump 17 with a lubricant level 18 is formed in a bottom region of the transmission housing 9. For example, the transmission oil serves to lubricate and / or cool the transmission assembly 3 and optionally the drive unit 2.

[0051] The transmission assembly 3 has a shielding shell 19, which is arranged within the transmission housing 8 and surrounds the spur gear 4 and the differential gear 5 at least below the oil level 18 in order to shield them from the oil sump 17. This prevents the output gear 11 and the differential carrier 13 from directly immersing in the oil sump 17, thereby reducing the drag losses of the transmission assembly 3.

[0052] The shielding shell 19 has a first and a second shell section 20a, 20b, with the first shell section 20a surrounding the spur gear and the second shell section 20b surrounding the differential carrier 13. The first shell section 20a has a circumferential geometry adapted to the output gear 11, and the second shell section 20b has a circumferential geometry adapted to the differential carrier 13. This allows a gap between the output gear 11 and the first shell section 20a, or between the differential carrier 13 and the second shell section 20b, to be minimized.

[0053] The gear housing 9 has a first and a second housing section 21a, 21b, which are connected to one another, for example, by screwing, in the axial direction with respect to the rotational axis 100, for example, in a radial plane of the rotational axis 100. The shielding shell 19 is arranged in a form-fitting manner in the axial direction with respect to the rotational axis 100 between the first and second housing sections 21a, 21b, wherein the first shell section 20a is supported in an axial direction on the first housing section 21a and the second shell section 20b is supported in a form-fitting and / or force-fitting manner on the second housing section 21b in an opposite axial direction.

[0054] The second shell section 20b has a radial shoulder 22 at its end, which extends around the rotational axis 100 and via which the second shell section 20b additionally bears against the second housing section 21b in the radial direction relative to the rotational axis 100. For example, the shielding shell 19 can be centered on the second housing section 21b via the radial shoulder 22 coaxially with the rotational axis 100. Furthermore, the shielding shell 19 is supported in an oil-tight manner, at least in the region of the oil sump 19 or below the oil level 18, for example, via an elastomer seal, on the respective housing section 21a, 21b.

[0055] During dynamic driving, oil from the oil sump 17 can enter the shielding shell, thereby increasing the drag losses of the transmission arrangement 3. The first shell section 20a has a larger outer diameter than the second shell section 20b, wherein the second shell section 20b has a preferably conical inner circumferential surface inclined in the direction of the first shell section 20a, so that any oil that has entered the shielding shell 19 is collected in a bottom region of the first shell section 20a and can be carried along in the circumferential direction by the output gear 11. This occurs because the output gear 11 absorbs oil with its spur gear teeth during rotation about the rotational axis 100 and then carries it along in the circumferential direction.

[0056] In order to divert the oil collected in the shielding shell 19, the shielding shell 19 has a multi-stage first oil guide contour 23a on the inner circumference of the first shell section 20a, along which the oil collected in the first shell section 20a can be conveyed from the shielding shell 19 by rotation of the drive gear 11 in a targeted manner via several oil guide stages 24a, 24b, 24c to several lubrication points 25a, 25b, 25c of the gear assembly 3. By means of the first oil guide contour 23, a first oil flow path 101a of an oil flow generated by the driven gear 11 is divided into several partial flow paths 102a, 102b, 102c, as shown in the Fig. 3 to 7, schematically indicated by arrows, whereby a partial amount of oil from the oil volume conveyed by the driven gear 11 is guided to the respective associated oiling point 25a, 25b, 25c upon rotation of the driven gear 11.

[0057] As in Fig. 3, the first oil guide contour 23a has a first oil guide stage 24a, via which a first partial amount of oil is separated along a first partial flow path 102a to a first lubrication point 25a. The first lubrication point 25a is assigned to the differential carrier 13, with the first partial flow path 102a thus extending from the output gear 11 via the first oil guide contour 23 to the differential carrier 13, preferably the bearing pins 15a, 15b, in order to cool and / or lubricate the differential gears 14a, 14b.

[0058] As in Fig. As shown in Figure 4, the first oil guide contour 23 has a second oil guide stage 24b, via which a second partial amount of oil is separated along a second partial flow path 102a to a first lubrication point 25a. The second lubrication point 25b is assigned to the second differential carrier bearing 16b, with the second partial flow path 102b thus extending from the output gear 11 via the first oil guide contour 23 to the second differential carrier bearing 16b in order to cool and / or lubricate the second differential carrier bearing 16b.

[0059] As in Fig. As shown in Figure 5, the first oil guide stage 24a is formed by a first oil scraper 26a and the second oil guide stage 24b by a second oil scraper 26b, wherein the second oil scraper 26b is arranged at a distance from the first oil scraper 26a in a direction of rotation 103 of the driven gear 11 or in the first oil flow path 101a. The two oil scrapers 26a, 26b each have a shearing edge 27 facing the driven gear 11 and an oil guide 28 adjoining the shearing edge 27, along which the respective partial flow path 102a, 102b runs to the respectively associated oiling point 25a, 25b. In this case, the oil volume delivered by the output gear 11 is at least partially separated from the output gear 11 by means of the oil scrapers 26a, 26b under the action of the shearing edge 27, wherein the separated oil is guided along the respective partial flow path 102a, 102b via the oil guide 28 to the respective oiling point 25a, 25b.

[0060] As in Fig. 3, the oil guide 28 of the first oil guide stage 24a connects a drip edge 29 to the shearing edge 27, wherein the separated oil is guided along the oil guide 28 to the drip edge 29. The drip edge 29 is arranged radially with respect to the rotational axis 100 above the differential carrier 13, preferably in a 12 o'clock position, so that the partial amount of oil separated along the first partial flow path 102a can drip from above onto the differential carrier 13 or the bearing pins 15a, 15b. The first partial flow path 102a is deflected several times by the oil guide 28 in order to redirect the oil toward the differential carrier 13.

[0061] The oil guide 28 of the first lubrication stage 24a has a first oil guide section 30a and a second oil guide section 30b, wherein the first oil guide section 30a deflects the first partial flow path 102a at the first shell section 20a axially in the direction of the differential carrier 13, and the second oil guide section 30b deflects the first partial flow path 102a at the first shell section 20a radially in the direction of the differential carrier 13. For this purpose, the shearing edge 27 is arranged at the beginning of the first oil guide section 30a and the drip edge 29 is arranged at the end of the second oil guide section 30b.

[0062] As in Fig. 4, the oil guide 28 of the second oil guide stage 24b connects a drip edge 29 to the shearing edge 27, wherein the separated oil is guided along the oil guide 28 to the drip edge 29. The drip edge 29 is arranged in the radial direction with respect to the rotational axis 100 above the second housing section 21b at the location of the second differential carrier bearing 16b, so that the partial amount of oil separated along the second partial flow path 102b can be supplied from above via the second housing section 21a to the second differential carrier bearing 16b. For this purpose, the first housing section 21a has at least or exactly one lubrication opening 31, via which the oil guided along the second partial flow path 102b is guided directly to the second lubrication point 25b, in particular a bearing seat of the second differential carrier bearing 16b.The second partial flow path 102b is deflected several times by the oil guide 28 in order to redirect the oil in the direction of the second differential carrier bearing 16b or the at least one lubrication opening 31.

[0063] The oil guide 28 of the second lubrication stage 24b has a first oil guide section 30a, a second oil guide section 30b and a third oil guide section 30c, wherein the first oil guide section 30a deflects the second partial flow path 102b on the first shell section 20a axially in the direction of the second differential carrier bearing 16b, the second oil guide section 30b deflects the second partial flow path 102b on the first shell section 20a radially in the direction of the second differential carrier bearing 16b and the third oil guide section 30c deflects the second partial flow path 102b on the second shell section 20b axially in the direction of the second differential carrier bearing 16b. For this purpose, the shearing edge 27 is arranged at the beginning of the first oil guide section 30a and the drip edge 29 is arranged at the end of the third oil guide section 30c.

[0064] As in Fig. 6, at least the second shell section 20b is designed to be circumferentially closed, so that the differential gear 5 is completely enclosed between the two housing sections 21a, 21b by means of the shielding shell 19 or the second shell section 20b. In order to discharge the excess oil from the shielding shell 19 of the differential gear 5 via the lubrication points 25a, 25b, the second shell section 20b has a further oil guide contour 32, via which a residual amount of oil is led along a further oil flow path 104 directly into the oil sump 17, as in Fig. 3. This occurs because the differential carrier 14 absorbs oil with its outer contour during rotation about the rotational axis 100 and then carries it along in the circumferential direction. The further oil flow path 104 thus runs from the differential carrier 14 via the further oil guide contour 32 to the oil sump 17.

[0065] The further oil guide contour 32 is formed by a further oil vane 26c, which is formed on the inner circumference of the second shell section 20b. Like the two oil vanes 26a, 26b, the further oil vane 26c has a shearing edge 27 facing the differential carrier 13 and an oil guide 28 adjoining the shearing edge 27, along which the further oil flow path 104 runs into the oil sump 17. The oil volume delivered by the differential carrier 13 is at least partially separated from the differential carrier 13 by means of the further oil vane 26c under the action of the shearing edge 27, wherein the separated oil is guided along the further oil flow path 104 via the oil guide 28 into the oil sump 17.

[0066] As in Fig. 7, the multi-stage first oil guide contour 23a has a third oil guide stage 24c, via which a further partial amount of oil is supplied along a third partial flow path 102b to a third oiling point 25c, as in Fig. 5. The third lubrication point 25c is assigned to an engagement area between the driven gear 11 and the intermediate gear 12, wherein the third partial flow path 102c thus runs from the driven gear 11 via the first oil guide contour 23a to the engagement area in order to cool and / or lubricate the driven gear 11 and the intermediate gear 12 in the engagement area.

[0067] For this purpose, the third oil guide stage 24b is formed by a centrifugal contour 33, which is arranged at a distance in a direction of rotation 103 of the driven gear 11 upstream and downstream of the first and second oil scrapers 26a, 26b. The centrifugal contour 33 has a centrifugal edge 34 facing away from the driven gear 11, via which the partial oil quantity is centrifuged along the third partial flow path 102c to the third oiling point 25c. The oil volume delivered by the driven gear 11 is at least partially separated from the driven gear 11 by means of the centrifugal contour 33 under the action of the centrifugal edge 34, wherein the separated oil is centrifuged along the third partial flow path 102c radially and / or tangentially to the direction of rotation 103.For this purpose, the centrifugal edge 33 is arranged in the radial direction with respect to the rotational axis 100 below the engagement region, preferably in a 9 o'clock position, so that the partial amount of oil separated along the third partial flow path 102c can be centrifuged from below into the engagement region.

[0068] As in Fig. As shown in Figure 7, the shielding shell 19 has further shell sections 20c, 20d, with a third shell section 20c partially surrounding the intermediate gear 12 and a fourth shell section 20c partially surrounding the drive gear 10. The third shell section 20c has a circumferential geometry adapted to the intermediate gear 12, in particular the two intermediate gear sections, and the fourth shell section 20c has a circumferential geometry adapted to the drive gear 10.

[0069] In order to supply the engagement areas between the drive gear 10 and the intermediate gear 12, as well as between the driven gear 11 and the intermediate gear 12, with oil, the two further shell sections 20c, 20d can each have two oil supply openings 35, each of which opens into the respective engagement area. For example, the oil supply openings 35 are fluidly connected to an oil pump, which pumps oil, preferably from the oil sump 17, into the engagement areas via the two oil supply openings 35. The excess oil can then be entrained by the driven gear 10 and distributed in the transmission housing 9 via the first oil guide contour 23a or the further oil guide contour 24, as already described above.

[0070] As in the Fig. 8 and Fig. As shown in Figure 9, the transmission housing 9, in particular the first housing section 21a, has a second oil guide contour 23b, via which an excess amount of oil conveyed by the intermediate gear 12 can be conveyed along a second oil flow path 101b from the shielding shell 19 to a fourth lubrication point 25d and / or directly into the oil sump 17. This occurs because the intermediate gear 12 absorbs oil with its outer contour during rotation and then carries it along in the circumferential direction. The second oil guide contour 23b can be designed in several stages, wherein the second oil flow path 101b is divided into several, preferably exactly two partial flow paths 105a, 105b, indicated schematically by arrows.

[0071] As in Fig. As shown in Figure 8, the second oil guide contour 23b has a first oil guide stage 24a, via which a first partial amount of oil is separated along the first partial flow path 105a to the fourth lubrication point 25d. The fourth lubrication point 25d is assigned to the first differential carrier bearing 16b, with the first partial flow path 105a thus extending from the intermediate gear 12 via the first oil guide stage 24a of the second oil guide contour 23b to the first differential carrier bearing 16a in order to cool and / or lubricate the first differential carrier bearing 16a.

[0072] The first oil guide stage 24a of the second oil guide contour 23b is formed by a further centrifugal contour 33b, which has a centrifugal edge 34 facing away from the intermediate gear 12, via which a partial amount of oil is centrifuged along the first partial flow path 105a into an oil collection area 36. The oil volume delivered by the intermediate gear 12 is at least partially separated from the intermediate gear 12 by means of the further centrifugal contour 33b under the action of the centrifugal edge 34, the separated oil being centrifuged along the first partial flow path 105a radially and / or tangentially to the direction of rotation 106.

[0073] The oil collection area 36 is arranged adjacent to the centrifuge contour 33b such that the partial amount of oil centrifuged via the centrifuge edge 34 is guided into the oil collection area 36 via one or more oil guide surfaces 37 formed on the transmission housing 9 and collected there. For example, the oil guide surface 37 can be formed as an inclined surface inclined toward the oil collection area 37, onto which the oil can be centrifuged and then, as schematically indicated by an arrow, flow into the oil collection area 37.

[0074] The oil collection area 36 is offset from the centrifugal edge 34 or delimited by the centrifugal contour 33b, so that the oil collected in the oil collection area 36 is simultaneously retained by the centrifugal contour 33b. At least or exactly one housing bore 38 is arranged in the oil collection area 36, ​​through which the oil located in the oil collection area 36 can flow to the fourth lubrication point 25d. The first partial flow path 105a thus runs from the intermediate gear 12 via the further centrifugal contour 33b and the oil collection area 36 to the fourth lubrication point 25d.

[0075] As in Fig. As shown in Figure 9, the second oil guide contour 23b has a second oil guide stage 24b, via which a residual amount of oil is separated along the second partial flow path 105b directly into the oil sump 17. The second partial flow path 105b thus runs from the intermediate gear 12 via the second oil guide stage 24b of the second oil guide contour 23b into the oil sump 17.

[0076] The second oil guide stage 24a of the second oil guide contour 23b is formed by a further oil scraper 26d, which is formed on the inside of the first housing section 21a after the further centrifugal contour 33b in a direction of rotation 107 of the intermediate gear 12. The further oil scraper 26d is formed as a cast contour integrally formed on the first housing section 21a, which has a shearing edge 27 facing the intermediate gear 12 and an oil guide 28 adjoining the shearing edge 27, along which the second partial flow path 105b runs into the oil sump 17. In this case, the oil volume delivered by the intermediate wheel 12 is at least partially separated from the intermediate wheel 12 by means of the further oil scraper 26d under the action of the shearing edge 27, wherein the separated oil is guided along the second partial flow path 105b via the oil guide 28 into the oil sump 17.For example, the shearing edge 27 is formed by a rib geometry extending tangentially to the intermediate gear 12 and the oil guide 28 is formed by an outlet geometry adjoining the rib geometry. Reference symbol 1 vehicle 2 drive unit 3 Gear arrangement 4 spur gears 5 differential gears 6a, b vehicle wheels 7 Drive shaft 8a, 8b output shafts 9 Gearbox housing 10 Drive wheel 11 Output gear 12 intermediate gear 13 Differential cage 14a,b differential gears 15a,b bearing bolt 16a,b Differential carrier bearing 17 Oil sump 18 oil levels 19 Shielding shell 20a-c shell sections 21a,b Housing sections 22 Radial shoulder 23a, b Oil guide contour 24a-c oil guide stages 25a-d Oiling points 26a-d oil planer 27 Shear edge 28 Oil guide 29 Drip edge 30a-c Oil guide sections 31 Lubrication opening 32 additional oil guide contours 33a,b Spin-off contour 34 Spinning edge 35 Oil supply opening 36 Oil collection area 37 Oil guide surface 38 housing bore 100 axis of rotation 101a,b Oil flow path 102a-c Partial flow paths 103 Direction of rotation 104 additional oil flow path 105a,b further partial flow paths 106 Direction of rotation QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] EP 1 635 090 A2

[0003]

Claims

[1] Gear arrangement (3) for a motor vehicle (1), - with a gear housing (9), - with a spur gear (4) arranged in the gear housing (9), wherein the spur gear (4) has a drive gear (10) and an output gear (11) which are connected to one another by means of a transmission, - with a differential gear (5) arranged in the gear housing (9), wherein the differential gear (5) has a differential carrier (13) connected in a rotationally fixed manner to the output gear (11), and a plurality of differential gears (14a, 14b) rotatably mounted in the differential carrier (13), - with an oil sump (17) which defines an oil level (18) in the gear housing (9) in a static installed state of the gear arrangement (3), and - with a shielding shell (19) arranged in the transmission housing (9), which surrounds the output gear (11) and the differential carrier (13) at least below the oil level (18) in order to shield them from the oil sump (17), characterized by in that the shielding shell (19) has a first oil guide contour (23a), wherein an oil located in the shielding shell (19) can be conveyed from the shielding shell (19) along the first oil guide contour (23a) to at least one oiling point (25a, 25b, 25c, 25d) of the gear arrangement (3). [2] Gear arrangement (3) according to claim 1, characterized by in that the first oil guide contour (23a) is designed as a multi-stage oil guide contour, wherein the first oil guide contour (23a) has at least two oil guide stages (24a, 24b, 24c) arranged one behind the other in terms of flow technology, via which a partial amount of oil can be conveyed to different oiling points (25a, 25b, 25c, 25d). [3] Gear arrangement (3) according to claim 2, characterized byin that at least one oil guide stage (24a, 24b, 24c) is formed by a first oil scraper (26a) which is arranged adjacent to the output gear (11), wherein the first oil scraper (26a) has a shearing edge (27) facing it for separating a partial amount of oil and an oil guide (28) for supplying the separated partial amount of oil to one of the oiling points (25a, 25b, 25c, 25d). [4] Gear arrangement (3) according to claim 3, characterized by that a first oiling point (25a) is assigned to the differential carrier (13), wherein the oil guide (28) fluidically connects the shearing edge (27) to a drip edge (29) arranged above the differential carrier (13). [5] Gear arrangement (3) according to claim 3 or 4, characterized bythat at least one further oil guide stage (24a, 24b, 24c) is formed by a second oil scraper (26b) which is arranged fluidically downstream of the first oil scraper (26a) adjacent to the output gear (11), wherein the second oil scraper (26b) has a shearing edge (27) facing the output gear (11) for separating a further partial amount of oil and an oil guide (28) for supplying the further partial amount of oil to one of the oiling points (25a, 25b, 25c, 25d). [6] Gear arrangement (3) according to claim 5, characterized by in that the differential carrier (13) is rotatably mounted in the transmission housing (9) via at least one differential carrier bearing (16a, 16b), wherein a second oiling point (25b) is assigned to the differential carrier bearing (16a, 16b), wherein the oil guide (28) fluidically connects the shearing edge (27) to a drip edge (29) arranged above the differential carrier bearing (16a, 16b). [7] Gear arrangement (3) according to one of claims 2 to 6, characterized by in that at least one oil guide stage (24a, 24b, 24c) is formed by a centrifugal contour (33) which is arranged adjacent to the driven gear (11), wherein the centrifugal contour (33) has a centrifugal edge (34) facing away from the driven gear (11) for centrifuging a partial amount of oil to at least one of the oiling points (25a, 25b, 25c, 25d). [8] Gear arrangement (3) according to claim 7, characterized by that a third oiling point (24c) is assigned to an engagement region of the drive wheel (10) and / or the driven wheel (11), wherein the throwing-off edge (34) is arranged below the engagement region. [9] Gear arrangement (3) according to one of the preceding claims, characterized byin that the shielding shell (19) has a further oil guide contour (32), wherein an oil located in the shielding shell (19) can be conveyed from the shielding shell (19) along the further oil guide contour (32) directly into the oil sump (17) by a rotation of the differential cage (13). [10] Gear arrangement (3) according to one of the preceding claims, characterized by in that the gear housing (9) has a second oil guide contour (23b), wherein an oil located in the shielding shell (19) can be conveyed by a rotation of a gear wheel (10, 11, 12) of the spur gear (4) from the shielding shell (19) along the further oil guide contour (23b) directly into the oil sump (17) and / or to at least one oiling point (25a, 25b, 25c, 25d). [11] Gear arrangement (3) according to claim 10, characterized byin that the second oil guide contour (23b) is designed as a multi-stage oil guide contour, wherein the second oil guide contour (23b) has at least two oil guide stages (24a, 24b) arranged one behind the other in terms of flow technology, via which a partial amount of oil can be conveyed to a lubrication point (25a, 25b, 25c, 25d) and / or directly into the oil sump (17). [12] Gear arrangement (3) according to one of the preceding claims, characterized by that the shielding shell (19) has at least one oil supply opening (35) for active oil supply by means of an oil pump, wherein the oil supply opening (35) opens into an engagement region of the drive wheel (10) and / or the driven wheel (11). [13] Gear arrangement (3) according to one of the preceding claims, characterized bythat the shielding shell (19) has a first shell section (20a) surrounding the output gear (11) and a second shell section (20b) surrounding the differential carrier (13), wherein at least the second shell section (20b) is designed to be circumferentially closed. [14] Gear arrangement (3) according to one of the preceding claims, characterized by that the shielding shell (19) is fixed in a form-fitting manner at least in the axial direction with respect to a rotational axis (100) of the differential gear (5) between a first and a second housing section (21a, 21b) of the gear housing (9), wherein the first shell section (20a) is supported in an oil-tight manner on the first housing section (21a) at least below the oil level (18) and the second shell section (20b) is supported in an oil-tight manner on the second housing section (21b) at least below the oil level (18). [15] Motor vehicle (1) with the transmission arrangement (3) according to one of the preceding claims.

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