Powertrain

Abstract

The invention relates to a drive train (1) with a gearbox (2), with power electronics (3) and with a housing (4), wherein the gearbox (2) and / or two gears (7.1, 7.2) for forming at least one gear stage (7) of the gearbox (2) are arranged in the gearbox compartment (5) and the power electronics (3) are arranged in the power electronics compartment (6), wherein the gearbox compartment (5) and the power electronics compartment (6) are separated from each other by means of a partition (8), wherein the gearbox (2) has an oil sump (9) and a collection container (10), so that in operation of the gearbox (2) the gearbox oil (11) present in the oil sump (9) can be flung upwards by means of at least one of the gears (7.1, 7.2) and thus supplied to the collection container (10). The power electronics (3) can be cooled more easily and effectively by providing at least one cooling chamber (12, 12.1 - 12.7), wherein the cooling chamber (12, 12.1 - 12.7) is arranged between the collection container (10) and the partition (8), wherein gear oil (11) can be supplied to the cooling chamber (12, 12.1) from the collection container (10), wherein the cooling chamber (12, 12.1 - 12.7) has a cooling chamber overflow (13), and wherein the gear oil (11) can be discharged from the cooling chamber (12, 12.1 - 12.7) via the cooling chamber overflow (13) when a certain level of gear oil (11) in the cooling chamber (12, 12.1 - 12.7) is reached.

Description

[0001] The invention relates to a drive train with the features of the preamble of claim 1.

[0002] In the prior art, drive trains for electric vehicles are known to consist of a transmission, power electronics, and a housing. The power electronics enable the conversion of energy that can be supplied to or drawn from the electric motor of the electric vehicle, for example, to allow coupling of the electric motor with a battery.

[0003] Such a powertrain for an electric vehicle is known, for example, from DE 10 2021 213 004 A1 and comprises, among other things, a gearbox, power electronics, and a housing. Within the housing, a gearbox compartment and a power electronics compartment are arranged horizontally side by side. The gearbox, with four gears forming two gear stages, is located in the gearbox compartment. The power electronics are located in the power electronics compartment. The gearbox compartment and the power electronics compartment are separated from each other by a partition. A heat shield for cooling the power electronics and the gearbox is functionally integrated between the gearbox compartment and the power electronics compartment. Cooling channels are arranged and / or formed within the heat shield. The heat shield has an inlet and an outlet. A cooling fluid can flow through the cooling channels.The cooling fluid can be supplied to the heat shield via the inlet and, after flowing through the cooling channels, can be discharged from the heat shield via the outlet. The heat shield is part of a cooling fluid circuit, which includes other components such as a pump, a reservoir, and / or a heat exchanger.

[0004] US patent 2023 / 0120835 A1 discloses another powertrain for an electric vehicle comprising a transmission, power electronics, and a housing. The housing contains a transmission compartment and a power electronics compartment, arranged vertically one above the other. The transmission is located in the transmission compartment, and the power electronics are located in the power electronics compartment. The transmission has an oil sump and a collection reservoir formed by the housing, so that during operation, one of the transmission's gears can fling the transmission oil from the sump upwards and thus into the collection reservoir. Cooling channels are incorporated into the housing. These channels run from a vertical inlet area to the side of the collection reservoir, through a horizontal wall section between the transmission compartment and the power electronics compartment, and back to a vertical outlet area located next to the inlet area.

[0005] These known systems for thermal management of the transmission, power electronics, and transmission oil are not yet optimally designed. For example, complex designs for the cooling channels are necessary. Furthermore, the high heat input from the power electronics can only be dissipated with considerable effort, particularly through the aforementioned cooling channels and the operation of a cooling circuit integrated with these channels.

[0006] The invention is based on the objective of designing and / or further developing the drive train in such a way that the aforementioned problems are avoided, or at least reduced, in particular in that the power electronics can then be cooled more easily and effectively.

[0007] This problem underlying the invention is now initially solved by a drive train with the features of claim 1.

[0008] One aspect of the invention essentially consists in the fact that at least one cooling chamber, in particular at least partially bounded by the housing and / or the partition and / or the collection container, is provided and / or is present, wherein the cooling chamber is arranged and / or formed between the collection container and the partition, wherein gear oil can be supplied to the cooling chamber from the collection container, wherein the cooling chamber has a cooling chamber overflow, and wherein the gear oil can be discharged from the cooling chamber via the cooling chamber overflow when a certain level of gear oil in the cooling chamber is reached.

[0009] This makes it particularly easy to use the transmission oil for cooling the power electronics. A good, efficient heat transfer from the power electronics through the partition wall into the transmission oil is achieved. The transmission oil in the cooling chamber is always in direct contact with the partition wall. The cooling chamber overflow ensures that the specified level of transmission oil in the cooling chamber is reached under all operating conditions of the drivetrain, thus enabling effective cooling of the power electronics under all operating conditions. The level is maintained even when the transmission is stationary and no transmission oil is supplied to the cooling chamber, ensuring adequate cooling of the power electronics even then.

[0010] Preferably, the collection container has a collection container overflow, wherein the gear oil can be supplied to the cooling chamber via the collection container overflow, in particular via a top of the cooling chamber which is at least partially open for this purpose.

[0011] Therefore, no oil pump is required to supply the transmission oil to the cooling chamber, thus reducing the complexity of the equipment as well as the control and / or regulation technology. Advantageously, gravity is also used to a significant extent for pumping the transmission oil, resulting in overall energy savings during operation of the drivetrain.

[0012] Preferably, several cooling chambers are provided and / or present. The cooling chambers are adjacent to the partition wall and arranged in a row in a substantially horizontal direction and / or side by side.

[0013] This allows for particularly good control of the transmission oil distribution in relation to the partition. Simple means ensure that, during operation of the drivetrain, a sufficient quantity of transmission oil is available at the desired areas of the partition for heat transfer from the power electronics.

[0014] According to a preferred embodiment of the drive train, two adjacent cooling chambers are each delimited by a common partition. In particular, the cooling chamber overflow is formed by means of the partition.

[0015] The partition is preferably oriented substantially perpendicular to the partition wall, whereby "substantially" means that a deviation of up to 10° from this perpendicular orientation is permissible. The number of partitions corresponds to the number of cooling chambers minus one. The cooling chamber overflow is preferably formed by an upper edge of the partition. This upper edge preferably forms a straight line. Using such partitions, the multiple cooling chambers can be designed particularly simply. Furthermore, the partitions occupy only a small space, so that the contact area available for cooling between the transmission oil and the partition wall is only minimally reduced by the partitions.

[0016] In a particularly preferred embodiment of the drive train, the cooling chambers are delimited on their undersides by means of a base element. The separating web(s) is / are arranged and / or designed to project from the base element. It should be noted that the separating webs that delimit the respective cooling chamber(s) are therefore designed and / or constructed in a wall-like manner.

[0017] The base element and the partition(s) are preferably manufactured as a single piece and merge seamlessly into one another. The base element and the partition(s) are then preferably manufactured as an integral injection-molded part. The base element is also preferably oriented substantially perpendicular to the partition, whereby "substantially" means that a deviation of up to 10° from this perpendicular orientation is permissible. The base element is designed to be horizontally aligned and is then, during operation of the powertrain in an electric vehicle on a straight road, preferably horizontally aligned.

[0018] It can be advantageous if at least one flow guide element is provided and / or present, wherein the gear oil, flowing in particular via the collection container overflow, can be supplied to a first cooling chamber arranged at one end of the series by means of the flow guide element. In particular, the flow guide element has at least one convexly curved underside region facing a respective central region of the respective cooling chamber.

[0019] The flow guide element is preferably designed as a sheet and / or plate. The flow guide element covers, in particular, the open upper surfaces of the cooling chambers, except for the open upper surface of the first cooling chamber. Preferably, a vertical gap is formed between the flow guide element and the cooling chambers. The convexly curved underside of the element allows the flow of the transmission oil from one cooling chamber to its adjacent cooling chamber to be influenced during operation. The transmission oil is guided into this adjacent cooling chamber by means of the convexly curved underside, even if the transmission oil is thrown upwards from the respective cooling chamber, for example, due to impacts on the drivetrain or the associated electric vehicle.

[0020] Advantageously, a final cooling chamber, located at the end of the series opposite the first cooling chamber, has a cooling chamber overflow designed as an orifice and / or a drain opening. The transmission oil can be fed to the oil sump via the orifice and / or the drain opening.

[0021] This completes a transmission oil circuit. During operation of the drivetrain, the transmission oil is flung upwards from the oil sump, collected in the reservoir, and flows through the reservoir overflow into the first cooling chamber. From there, the subsequent cooling chambers are filled via their respective overflows, before the oil flows back into the oil sump from the last cooling chamber.

[0022] Preferably, the cooling chamber is limited on one side facing away from the partition wall by means of a lid element and / or with the aid of the collection container.

[0023] The use of a lid element allows the use of collection containers that were not originally intended for use with the cooling chamber, or alternatively, collection containers that can be used independently of the cooling chamber. This enables the production of these collection containers in larger quantities, resulting in corresponding cost advantages. If the cooling chamber is limited on the side facing away from the partition wall by means of the collection container, the number of components required to form the drive train can be advantageously reduced, particularly by omitting the aforementioned lid element. The side wall of the collection container facing the cooling chamber then serves both the purpose of forming the collection container itself and the cooling chamber, thus fulfilling two different functions.

[0024] According to another embodiment of the drive train, the cooling chamber overflow of the last cooling chamber - located at the end of the series of cooling chambers opposite the first cooling chamber - is formed in the cover element, with the aid of the collection container, and / or with the aid of the housing.

[0025] The overflow of the last cooling chamber is formed by a corresponding opening in the cover element, in the collection container, in particular a projecting flow guide area of ​​the collection container, and / or in the housing, in particular a projecting flow guide area of ​​the housing. This allows the total number of components required to be further reduced.

[0026] Preferably, the partition and / or the housing has at least one cooling channel. A cooling fluid can be circulated through the cooling channel. Gear oil arranged in the cooling chamber can be cooled by means of the cooling fluid flowing through the cooling channel.

[0027] Thus, cooling the transmission oil itself, cooling and / or lubricating the transmission components using the transmission oil, and furthermore, cooling the power electronics are particularly effective and yet achievable with minimal equipment, control, and / or regulation effort. The cooling capacity for the power electronics can be further increased by using cooling fluid circulated through the cooling channels. However, it is also conceivable that even with comparatively low power output, sufficient cooling capacity for the power electronics can be provided without such cooling channels or with very simple cooling channel designs.

[0028] There are now numerous possibilities for advantageously designing and further developing the drive train. Reference is first made to the claims subordinate to claim 1. In the following, a preferred embodiment of the drive train according to the invention will be explained and described in more detail with reference to the drawing and the accompanying description. The drawing shows: Fig. 1a In schematic representation a first embodiment of the drive train in a side view, partly in section, Fig. 1b in a highly schematic principle representation the first embodiment of the drive train in a top view, Fig. 1c in a highly schematic principle representation the first embodiment of the drive train in a different way than Fig. 1a Side view offset by 90°, Fig. 2a in schematic representation a second embodiment of the drive train in a side view, partly in section, Fig. 2b shows, in a highly schematic principle representation, the second embodiment of the drive train in a top view. Fig. 2c in a highly schematic principle representation the second embodiment of the drive train in a different way than Fig. 2a Side view offset by 90°, Fig. 3 In schematic representation a third embodiment of the drive train in a side view, partly in section, Fig. 4 in schematic representation a fourth embodiment of the drive train in a side view, partly in section, and Fig. 5 in schematic representation of the drive train according to its first to fourth embodiment with a detailed representation of the cooling chambers provided and / or present in the drive train in a side view partly in section.

[0029] Fig. 1a to Fig. Figures 5 each show at least a portion of a powertrain 1, in particular for an electric vehicle, comprising, among other things, at least one transmission 2, at least one power electronics unit 3, and a housing 4. Within the housing 4, a transmission compartment 5 and a power electronics compartment 6 are formed, in particular arranged horizontally side by side. The transmission 2 and / or at least two gears 7.1, 7.2 for forming at least one gear stage 7 of the transmission 2 are located in the transmission compartment 5, and the power electronics unit 3 is located in the power electronics compartment 6. The transmission compartment 5 and the power electronics compartment 6 are separated from each other by means of a partition 8. The partition 8 can be formed integrally with a base body of the housing 4, in which case walls of the housing 4 merge into the partition 8.The partition 8 can also be designed as a separate component, in particular as a kind of cover, whereby after the power electronics 3 have been installed in the power electronics compartment 6, the power electronics compartment 6 can be closed off with the help of such a cover.

[0030] The gearbox 2 has an oil sump 9, formed in particular by means of the housing 4, and a collection container 10, so that during operation of the gearbox 2, the gearbox oil 11 present in the oil sump 9 can be flung upwards by means of at least one of the gears 7.1, 7.2 and thus supplied to the collection container 10. The collection container 10 has a correspondingly positioned supply opening (not shown here). A cavity for receiving the gearbox oil 11 is formed in the collection container 10.

[0031] At least one cooling chamber 12, 12.1 - 12.7 is provided and / or present, in particular at least partially bounded by the housing 4 and / or the partition 8 and / or the collection container 10. The cooling chamber 12, 12.1 - 12.7 is arranged and / or formed between the collection container 10 and the partition 8. Gear oil 11 can be supplied to the cooling chamber 12, 12.1 from the collection container 10. The cooling chamber 12, 12.1 - 12.7 has a cooling chamber overflow 13. When a certain level of gear oil 11 is reached in the cooling chamber 12, 12.1 - 12.7, the cooling chamber overflow 13 can be discharged from the cooling chamber 12, 12.1 - 12.7. During operation of the drive train 1, it is thus ensured that the specified level is always reached in the cooling chamber 12, 12.1 - 12.7 by means of the transmission oil 11, regardless of the operating state of the drive train 1.The rotational speed of the gear 7.1, which is immersed in the transmission oil 11 present in the oil sump 9, is determined. This ensures good heat transfer from the power electronics 3, via the partition 8, to the transmission oil 11 present in the cooling chamber 12, 12.1 - 12.7. The defined oil level is established in a horizontal plane. When this document refers to the components of the drivetrain 1 in relation to this horizontal plane or to a vertical plane offset by 90°, it assumes an orientation of the drivetrain 1 corresponding to a design state in which the drivetrain 1 is mounted in a larger vehicle, and the vehicle is standing with its wheels on a horizontal surface. Preferably, a plurality of horizontal planes penetrate the power electronics 3 and the cooling chamber 12, 12.1 - 12.7.

[0032] The collection container 10 has a collection container overflow 14. The gear oil 11 can be supplied to the cooling chamber 12, 12.1 via the collection container overflow 14, in particular via a top surface of the cooling chamber 12, 12.1 which is at least partially open for this purpose, especially by means of gravity.

[0033] The collection container overflow 14 is designed as an opening in a housing wall of the collection container 10. It is conceivable that several openings are provided and / or present, which then form the overflow. The collection container 10 essentially comprises two housing parts which are connected to each other. The collection container overflow 14 is specifically designed as an opening in the housing wall of the housing part facing the partition 8. The collection container overflow 14 is specifically kidney-shaped. During operation of the drive train 1, the transmission oil 11 collects in the collection container 10, rises to the level of the collection container overflow 14, and then, with the further supply of transmission oil 11, flows over the collection container overflow 14 into the cooling chamber 12, 12.1.

[0034] How especially Fig. Figure 5 shows that several cooling chambers 12, 12.1 - 12.7 are provided and / or present. Specifically, a first cooling chamber 12, 12.1, a second cooling chamber 12, 12.2, a third cooling chamber 12, 12.3, a fourth cooling chamber 12, 12.4, a fifth cooling chamber 12, 12.5, a sixth cooling chamber 12, 12.6, and a final, seventh cooling chamber 12, 12.7 are provided and / or present. The cooling chambers 12, 12.1 - 12.7 are adjacent to the partition 8 and arranged in a row and / or side by side in a substantially horizontal direction. The cooling chambers 12, 12.1 - 12.7 are preferably cuboid in shape. However, other shapes of the cooling chambers are also conceivable. The cooling chambers 12, 12.1 - 12.7 preferably have substantially the same volumes, whereby substantially the same means that the volumes differ from each other by a maximum of 10%.

[0035] Two adjacent cooling chambers 12, 12.1 - 12.7 are each delimited by a common separating bar 15, 15.1 - 15.6. In particular, the cooling chamber overflow 13 is formed by the separating bar 15, 15.1 - 15.6. The transmission oil 11 then flows over an upper edge of the separating bar 15, 15.1 - 15.6 from one cooling chamber 12, 12.1 - 12.7 into an adjacent cooling chamber 12, 12.1 - 12.7 when further transmission oil 11 is supplied to the latter cooling chamber 12, 12.1 - 12.7 after the specified level has been reached. Preferably, the upper edges of the partitions 15, 15.1 - 15.6 lie in a common plane, so that identical, specific level levels can be achieved in the cooling chambers 12, 12.1 - 12.6. However, it would also be conceivable for the upper edges of the partitions to lie in horizontal planes at different heights. The partitions 15, 15.1 - 15.6 are preferably arranged parallel to each other.

[0036] The cooling chambers 12, 12.1–12.7 are bounded on their undersides by a base element 16. The partition 15 or partitions 15, 15.1–15.6 are arranged and / or formed projecting from the base element 16. The base element 16 is preferably horizontally oriented. The partition 15 or partitions 15, 15.1–15.6 are preferably integrally formed with the base element 16, so that the base element 16 merges into the partition 15 or partitions 15, 15.1–15.6.

[0037] It is at least one in Fig. The flow guide element 17 shown in Figure 5 is provided and / or present. The gear oil 11, which flows in particular via the collection container overflow 14, can be supplied to a first cooling chamber 12.1, arranged at one end of the series, by means of the flow guide element 17. The flow guide element 17 has at least one convexly curved underside region 18 facing a respective central region of each cooling chamber 12, 12.2 - 12.6. Preferably, such a convexly curved underside region 18 faces each of the second to sixth cooling chambers 12, 12.2 - 12.6. The flow guide element 17 has a distance from the upper edges of the separating webs 15, 15.1 - 15.6, particularly between the convexly curved underside regions 18. Except for the open top of the first cooling chamber 12, 12.1, all other open tops of the further cooling chambers 12, 12.2 - 12.7 are covered opposite the collection container overflow 14 by means of the flow guide element 17.Preferably, the flow guide element 17 has a substantially constant thickness, with a maximum deviation of 10%. Then, opposite the convexly curved lower surface areas 18, correspondingly concavely curved upper surface areas are formed, each acting as a kind of flow reservoir and thus smoothing the flow of the gear oil 11 over the upper surface of the flow guide element 17. A plane bounding the upper surface of the flow guide element 17, which is formed in particular by the areas between the concavely curved upper surface areas, is preferably horizontally oriented or inclined towards the first cooling chamber 12.1 by up to 10° to the horizontal.

[0038] A final, seventh cooling chamber 12.7, located at the end of the series opposite the first cooling chamber 12.1, has a cooling chamber overflow 13 designed as an orifice and / or a drain opening 19. The gear oil 11 can be supplied to the oil sump 9 via the orifice and / or the drain opening 19. A lower level is preferably achievable in the final, seventh cooling chamber 12.7 than in the preceding cooling chambers 12.1–12.6, namely by a vertically oriented distance between the cooling chamber overflow 13 of the final, seventh cooling chamber 12.7 and the cooling chamber overflows 13 of the preceding cooling chambers 12.1–12.6. During operation of the drive train 1, the transmission oil 11 flows from the oil sump 9 into the collection container 10, from the collection container 10 via the collection container overflow 14 and via the flow guide element 17 into the first cooling chamber 12.1, from the first cooling chamber 12.1 into the second cooling chamber 12.2, from there into the third, then into the fourth, then into the fifth, then into the sixth, then into the seventh cooling chamber 12.7 and finally from the seventh cooling chamber 12.7 via the orifice and / or the drain opening 19 back into the oil sump 9. Preferably, an equally high level is formed in the last preceding (the first six) cooling chambers 12.1 - 12.6, which is in . Fig. 5 is symbolized by a single triangle representing the water level. The first and last cooling chambers 12.1, 12.7 are bounded on the side opposite the respective dividing bridge 15.1, 15.6 by an outer wall that projects above the opposite dividing bridge 15.1, 15.6 / terminates vertically at a higher level. The flow guide element 17 is connected to the outer wall bounding the last cooling chamber 12.7 and / or cantilevers from this outer wall.

[0039] The cooling chamber 12, 12.1 - 12.7 is located on one side facing away from the partition wall 8 according to Fig. 1a, Fig. 1b, Fig. 1c, Fig. 2a, Fig. 2b and Fig. 2c by means of a cover element 20 and / or according to Fig. 3 and Fig. 4 limited by means of the collection container 10. The lid element 20 is positioned according to Fig. 1a, Fig. 1b, Fig. 1c, Fig. 2a, Fig. 2b and Fig. 2c on the separating webs 15, 15.1 - 15.6 (not shown) and makes full contact with them on one end face. The cover element 20 is preferably plate-shaped. The cover element 20 is preferably connected to the outer walls of the cooling chambers 12.1, 12.7 and / or the base element 16 by means of a screw and / or clamp connection. If the cooling chamber 12, 12.1 - 12.7 is on a side facing away from the partition 8 according to Fig. 3 and Fig. 4 is limited by means of the collection container 10, then the collection container 10 facing the cooling chamber 12, 12.1 - 12.7 has an enlarged wall with a projecting flow guide area. The projecting flow guide area is preferably vertically oriented.

[0040] The cooling chamber overflow 13 of the last cooling chamber 12.7 - located at the end of the series of cooling chambers 12.1 - 12.7 opposite the first cooling chamber 12.1 - is according to Fig. 1a, Fig. 1c, Fig. 2a and Fig. 2c in the lid element 20, according to Fig. 3 and Fig. 4 with the aid of the collection container 10, and / or with the aid of the housing. According to Fig. 1c and Fig. 2c A cylindrical through-opening is provided in the cover element 20 for forming the cooling chamber overflow 13, in particular the baffle and / or the drain opening 19. Other shapes of such a through-opening are conceivable, such as a cuboid or slot-shaped through-opening. Also according to Fig. 3 and Fig. 4 is a through-opening provided - here formed in the projecting flow guidance area of ​​the collection container 10 - which can also be designed, for example, cylindrical or cuboid or slot-shaped.

[0041] The partition 8 and / or the housing 4 has at least one cooling channel 21. A cooling fluid 22 can be passed through the cooling channel 21. Gear oil 11 arranged in the cooling chamber 12, 12.1 - 12.7 can be cooled by means of the cooling fluid 22 flowing through the cooling channel 21.

[0042] It is according to Fig. 1b and Fig. 2b a power electronics cooler 23 is provided and / or present, wherein the power electronics cooler 23 is fluidly interposed in the cooling channel 21 and can thus be supplied with cooling fluid 22.

[0043] According to the first and third embodiments of the drive train 1 made of Fig. 1a, Fig. 1b, Fig. 1c and Fig. 3 The power electronics cooler 23 is connected, on the one hand, via an inlet section of the cooling channel 21 running substantially perpendicular to the partition 8 and along the cooling chamber 12, 12.1 - 12.7, to an inlet of the cooling channel 21 formed in the housing 4, and on the other hand, via an outlet section of the cooling channel 21 running substantially perpendicular to the partition 8 and along the cooling chamber 12, 12.1 - 12.7, to an outlet of the cooling channel 21 formed in the housing 4, wherein the inlet section and the outlet section are located on opposite sides of the cooling chamber 12, 12.1 - 12.7. In particular, the partition 8 is designed according to Fig. 1a, Fig. 1b, Fig. 1c and Fig. 3 is solidly formed and has no section of the cooling channel 21. Thus, heat transfer from the gear oil 11 present in the cooling chamber 12, 12.1 - 12.7 to the cooling fluid 22 present or flowing in the supply section of the cooling channel 21 and in the discharge section of the cooling channel 21 is possible.

[0044] According to the second and fourth embodiments of the drive train 1 from Fig. 2a, Fig. 2b, Fig. 2c and Fig. In section 4, the cooling channel 21 is partially formed in the partition 8. The partition 8 then has a first partition cooling channel section 21.1 and a second partition cooling channel section 21.2. By means of the cooling fluid 22 flowing through the first and / or second partition cooling channel section 21.1, 21.2, both the transmission oil 11 in the cooling chamber 12, 12.1 - 12.7 and the power electronics 3 can each be at least partially cooled. The cooling fluid 22 can be supplied from the first partition cooling channel section 21.1 to the power electronics cooler 23. The cooling fluid 22 can be discharged from the power electronics cooler 23 via the second partition cooling channel section 21.2. The flow path of the cooling fluid 22 is symbolized accordingly by arrows. Fig. 2a, Fig. 2b, Fig. 2c and Fig. 4 the second partition wall cooling channel section 21.2 is located above the first partition wall cooling channel section 21.1, wherein Fig.Figure 2b, in its highly schematic representation, shows these sections side by side only to illustrate the flow paths. Preferably, the cooling fluid 22 is circulated, for example by means of a pump, and, in particular, after it has cooled down, is returned to the drive train 1, especially to the first partition wall cooling channel section 21.1.

[0045] The first partition wall cooling channel section 21.1 and the second partition wall cooling channel section 21.2 are arranged and / or configured essentially parallel to each other. The first partition wall cooling channel section 21.1 and / or the second partition wall cooling channel section 21.2 are essentially horizontally oriented. Alternatively, an inclined or even vertical orientation would also be conceivable. Preferably, a vertical plane penetrates the first partition wall cooling channel section 21.1 and the second partition wall cooling channel section 21.2.

[0046] Preferably, a heat-conducting element 24 is arranged between the power electronics 3 and the partition 8. Such heat-conducting elements 24 are also referred to as "gap fillers" or "gappads" and serve to achieve a high heat transfer coefficient from the power electronics 3 to the gear oil 11 present in the cooling chamber 12, 12.1 - 12.7, in particular by preventing air gaps. One could also say that such heat-conducting elements 24 are arranged in and thus fill air gaps that are unavoidable due to the design. Reference symbol list 1 Powertrain 2 gearboxes 3 Power Electronics 4 cases 5 Gearbox compartment 6 Power Electronics Room 7th gear stage 7.1 7.2 First gear of gear stage 7 Second gear of gear stage 7 8 Partition wall 9 Oil sump 10 collection containers 11 Gear oil 12 cold storage rooms 12.1 First cold storage room 12.2 second cold storage room 12.7 seventh cold storage room 13 Cold storage chamber overflow 14 Collection container overflow 15 dividing bridge 15.1 first dividing bridge 15.2 second dividing bridge 15.6 sixth dividing bridge 16 floor elements 17 Flow guide element 18 Underside area of ​​the flow guide element 17 19 Aperture and / or drain opening 20 lid element 21 Cooling channel 21.1 First partition wall cooling duct section 21.2 second partition wall cooling duct section 22 Cooling fluid 23 Power electronics coolers 24 Heat conducting element QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] DE 10 2021 213 004 A1

[0003] US 2023 / 0120835 A1

[0004]

Claims

[1] Powertrain (1), in particular for an electric vehicle, comprising at least one transmission (2), at least one power electronics unit (3) and a housing (4), wherein a transmission compartment (5) and a power electronics compartment (6) are formed in the housing (4), in particular arranged horizontally side by side, wherein the transmission (2) and / or at least two gears (7.1, 7.2) for forming at least one gear stage (7) of the transmission (2) are arranged in the transmission compartment (5) and the power electronics unit (3) are arranged in the power electronics compartment (6), wherein the transmission compartment (5) and the power electronics compartment (6) are separated from each other by means of a partition (8), wherein the transmission (2) has an oil sump (9), in particular formed by means of the housing (4), and a collection container (10), so that during operation of the transmission (2) by means of at least one of the gears (7.1, 7.2)2) the gear oil (11) present in the oil sump (9) can be flung upwards and thus fed to the collection container (10), . characterized by , that at least one cooling chamber (12, 12.1 - 12.7) is provided and / or present, in particular at least partially bounded by the housing (4) and / or by the partition (8) and / or by the collection container (10), wherein the cooling chamber (12, 12.1 - 12.7) is arranged and / or formed between the collection container (10) and the partition (8), wherein gear oil (11) can be supplied to the cooling chamber (12, 12.1) from the collection container (10), wherein the cooling chamber (12, 12.1 - 12.7) has a cooling chamber overflow (13), and wherein the gear oil (11) flows out of the cooling chamber (12, 12.1 - 12.7) via the cooling chamber overflow when a certain level of gear oil (11) in the cooling chamber (12, 12.1 - 12.7) is reached (13) is capable of being discharged. [2] Powertrain (1) according to claim 1, characterized by, that the collection container (10) has a collection container overflow (14), wherein the gear oil (11) can be supplied to the cooling chamber (12, 12.1) via the collection container overflow (14), in particular via a top of the cooling chamber (12, 12.1) which is at least partially open for this purpose. [3] Powertrain (1) according to claim 1 or 2, characterized by , that several cooling chambers (12, 12.1 - 12.7) are provided and / or are present, wherein the cooling chambers (12, 12.1 - 12.7) are adjacent to the partition wall (8) and are arranged in a row and / or side by side in a substantially horizontal direction. [4] Drive train (1) according to claim 3, characterized by , that two adjacent cooling chambers (12, 12.1 - 12.7) are each delimited by means of a common separating bar (15, 15.1 - 15.6), in particular wherein the cooling chamber overflow (13) is formed by means of the separating bar (15, 15.1 - 15.6). [5] Drive train (1) according to claim 4, characterized by , that the cooling chambers (12, 12.1 - 12.7) are bounded on their undersides by means of a base element (16), wherein the separating web (15) or the separating webs (15, 15.1 - 15.6) are arranged and / or formed projecting from the base element (16). [6] Powertrain (1) according to any one of claims 3 to 5, characterized by , that at least one flow guide element (17) is provided and / or present, wherein the gear oil (11), which flows in particular via the collection container overflow (14), can be supplied to a first cooling chamber (12.1) arranged at one end of the series by means of the flow guide element (17), in particular wherein the flow guide element (17) has at least one convexly curved underside area (18) facing a respective central area of ​​the respective cooling chamber (12, 12.2 - 12.6). [7] Drive train (1) according to claim 6, characterized by, that a last cooling chamber (12.7) arranged at the end of the series opposite the first cooling chamber (12.1) has a cooling chamber overflow (13) designed as an orifice and / or as a drain opening (19), wherein the gear oil (11) can be supplied to the oil sump (9) via the orifice and / or the drain opening (19). [8] Powertrain (1) according to any one of claims 1 to 7, characterized by , that the cooling chamber (12, 12.1 - 12.7) is limited on one side facing away from the partition (8) by means of a lid element (20) and / or with the help of the collection container (10). [9] Drive train (1) according to claim 8, characterized by , that the cooling chamber overflow (13) of the last cooling chamber (12.7) arranged at the end opposite the first cooling chamber (12.1) of the series of cooling chambers (12.1 - 12.7) is formed in the cover element (20), with the aid of the collection container (10), and / or with the aid of the housing. [10] Powertrain (1) according to any one of claims 1 to 9, characterized by , that the partition (8) and / or the housing (4) has at least one cooling channel (21), wherein a cooling fluid (22) can be passed through the cooling channel (21), wherein gear oil (11) arranged in the cooling chamber (12, 12.1 - 12.7) can be cooled by means of the cooling fluid (22) flowing through the cooling channel (21).

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