Drive device and motor vehicle having such a drive device

Abstract

The invention relates to a drive device (100) for a motor vehicle (105), comprising a machine housing portion (300) and a transmission housing portion (305), wherein the machine housing portion (300) has a first intake point (310) which is fluidically connected to a first intake line (225) of a first pump (200) of a hydraulic system (135) in order to cool and / or lubricate thermal consumers, wherein the transmission housing portion (305) has a second intake point (400) which is fluidically connected to a second intake line (230) of the first pump (200) or of a further pump of the hydraulic system (135), wherein a winding head cooler (320) of the electrical machine (115) is fluidically connected to a transmission compartment (335) of the transmission housing portion (305), wherein a coolant and / or lubricant received in the transmission compartment (335) is able to be aspirated at least indirectly to the first intake point (310) via at least one bypass (350) in the machine housing portion (300) and via the second intake point (400), and wherein the first intake line (225) has a pipe portion () which is arranged spatially within the bypass (350). The invention also relates to a motor vehicle (105) having such a drive device (100).

Description

[0001] Drive device and motor vehicle with such a drive device

[0002] The present invention relates to a drive device for a motor vehicle and to a motor vehicle having such a drive device. The drive device comprises a hydraulic system for cooling and / or lubricating thermal consumers.

[0003] WO 2021 / 069235 A2 discloses a lubricant supply system for a drive device of an electrically powered vehicle with at least one electric motor that drives at least one vehicle wheel via a transmission arrangement. The system includes a transmission hydraulic circuit in which a lubricant tank is connected via a transmission suction line to a transmission pressure pump, by means of which the lubricant can be guided in a transmission supply line to a transmission lubrication point in a dry sump lubrication system. The lubricant dripping from the transmission lubrication point collects in a lubricant sump and from there can be guided back into the lubricant tank via a return line by means of a return pump. In addition to the transmission hydraulic circuit, the lubricant supply system also has an electric motor hydraulic circuit.

[0004] One object of the invention is to provide a drive system for a motor vehicle with an improved cooling and / or lubricant supply concept that always ensures uninterrupted cooling and / or lubrication of components to be cooled or lubricated, in particular the drive system, regardless of lateral accelerations and longitudinal accelerations or decelerations occurring while the motor vehicle is moving. This concept is simple to manufacture and has a space-saving design. The invention solves this problem by means of the subject matter of the independent claims. Subordinate claims specify preferred embodiments.

[0005] According to a first aspect of the invention, a drive device for a motor vehicle comprises a machine housing section for accommodating an electric machine and a transmission housing section for accommodating a transmission, wherein the machine housing section has a first intake point which is designed to be fluidically connected to a first intake line of a first pump of a hydraulic system for cooling and / or lubricating thermal consumers, wherein the transmission housing section has a second intake point which is designed to be fluidically connected to a second intake line of the first pump or a further pump of the hydraulic system, wherein a winding head cooling system of the electric machine is fluidically connected to a transmission chamber of the transmission housing section,wherein a coolant and / or lubricant contained in the gear chamber can be drawn off via at least one bypass in the machine housing section, at least indirectly to the first intake point and via the second intake point, and wherein the first intake line has a pipe section that is spatially arranged within the bypass. In other words, the first intake line is integrated into the bypass. This allows a suction position in the bypass to be axially varied depending on the length of the pipe section, which is particularly advantageous for the system design, taking into account occurring lateral accelerations. Since the first intake line is arranged within a bypass or a bore forming the bypass, an additional bypass bore can be omitted. This makes the drive device simpler and more cost-effective to manufacture. Furthermore, the drive device can be designed to be more compact and space-saving.

[0006] The first intake point is configured to receive the coolant or lubricant coming from the at least first bypass and to convey it into the first intake line. The first intake point can be a channel or a channel section in the machine housing section, which acts as a transfer point between the at least first bypass and the first intake line. The first intake point is a type of drain on the machine housing section, which fluidically connects the gear chamber and the machine chamber with the pipe section of the first intake line of the first pump.

[0007] The drive device can, in particular, comprise or be an electric drive axle, also called an electric axle. The electric machine and the transmission operatively connected thereto provide a torque and a rotational speed for driving at least one drive wheel of the motor vehicle. The transmission can be operatively connected to a differential, which can distribute the drive power between two output shafts, each of which is connected to a drive wheel of the same axle. In addition to the electric machine and the transmission, an electrical control device can also be included. The electric machine and the optional control device are supplied with electrical energy from an energy storage device.

[0008] In this context, the term “operatively connected” or “operative connection” refers in particular to a non-switchable connection between two components which is intended for the permanent transmission of a rotational speed and / or a torque. The connection can be direct, i.e. immediately, or indirect, for example via a fixed gear ratio. The connection can be made, for example, via a fixed shaft, a gear toothing, in particular a spur gear toothing, and / or a belt or traction device, in particular chains or belts. In the case of an indirect connection, another component can be arranged between the two components. For example, further shafts and / or gears can be operatively arranged between two shafts.

[0009] The drive device can comprise a hydraulic system for cooling or lubricating thermal consumers, in particular the components of the electric machine and the transmission. The aforementioned first pump can be part of such a hydraulic system. Preferably, the first pump is part of a dry sump system, wherein the first pump sucks in coolant or lubricant from a sump and conveys it into a storage device, also called a reservoir, wherein the coolant or lubricant cools or lubricates the electric machine and the transmission, in particular the components to be cooled and / or lubricated, between the sump and the storage device before it reaches the storage device. Accordingly, the first pump is to be understood as a dry sump pump. A coolant or lubricant with which the hydraulic system works can in particular comprise oil. The coolant or lubricantLubricant can be used for both lubricating and cooling elements of the drive system.

[0010] The coolant or lubricant is stored in the storage device and can be pumped at least indirectly to thermal consumers by means of a second pump. The first and second pumps can be arranged on a common shaft that is rotatably connected to a drive unit, in particular an electric motor.

[0011] The electric machine consists of at least a rotationally fixed stator and a rotatably mounted rotor, which, in motor mode, is configured to convert electrical energy into mechanical energy in the form of speed and torque, and, in generator mode, to convert mechanical energy into electrical energy in the form of current and voltage. For the purposes of the invention, the rotor is understood to be the entirety of the rotating parts in the electric machine. The stator is rotationally fixedly connected to the machine housing section and is thus stationary on the machine housing section.

[0012] The transmission can, for example, be a spur gear with at least two gears meshing with one another, wherein a first gear as the drive part of the transmission is connected in a rotationally fixed manner to the rotor or a rotor shaft of the electric machine and a second gear as the output part of the transmission is connected in a rotationally fixed manner to an output shaft of the transmission.

[0013] The machine housing section, together with the gear housing section, can form a coherent component or housing of the drive device, which is designed to be closable by a cover or other housing components. However, the machine housing section and the gear housing section can also be separate components that are fastened to one another during assembly, for example by screw connections. The machine housing section forms and delimits a machine space for accommodating the electrical machine, in particular the stator, the rotor, bearings and the winding overhangs or stator windings. The gear housing section forms and delimits the aforementioned gear space for accommodating the gear stage, in particular gears, bearings, shafts or shaft sections of the gear.

[0014] The winding head cooling system is at least partially arranged or formed in the machine housing section. The winding head cooling system is preferably integrated into the machine housing section and is provided for cooling a winding head of the stator or a stator winding. The winding head cooling system can be supplied with coolant or lubricant from the sump of the hydraulic system. The winding head cooling system can comprise channels, lines, or pipes provided for this purpose.

[0015] If several winding head cooling systems are provided, the winding head cooling system facing the gear housing section or the gear chamber is fluidically connected to the gear chamber so that coolant or lubricant from this winding head cooling system can flow directly into the gear chamber and be distributed from there. If there are several winding head cooling systems, the coolant or lubricant is led from the sump to all winding head cooling systems, with the coolant or lubricant from the first winding head cooling system facing the gear chamber being passed on to the gear chamber, and the coolant or lubricant from the second winding head cooling system facing away from the gear chamber being used to cool other components of the electrical machine. For the latter case, the machine housing section has one or more drainage channels which carry the coolant or lubricant to the first intake point. The machine housing section can have a machine sump in which the coolant or lubricant is pumped.Lubricant can be collected and sucked off by the first pump.

[0016] Preferably, the winding head cooling system is fluidly connected to the transmission chamber of the transmission housing section via several channels. This allows coolant or lubricant to flow from the winding head cooling system into the transmission chamber of the transmission housing section, regardless of the vehicle's driving maneuvers, without causing coolant or lubricant to build up, particularly in the engine housing section. Apart from the channels from the winding head cooling system to the transmission chamber, the engine chamber and the transmission chamber are otherwise spatially separated from each other, allowing individual cooling or lubrication of the respective components without affecting the other chamber or the lubrication or cooling taking place therein.

[0017] From the first winding head cooling system, which is assigned to the gear compartment or the gear housing section, the coolant or lubricant is fed into the gear compartment of the gear housing section, where it can be collected in a gear sump and extracted by the first pump. The first winding head cooling system, i.e., the cooling of a first winding head or stator winding of the electric machine, is thus preferably arranged spatially between the stator of the electric machine and the gear compartment of the gear housing section.

[0018] The second intake point provided on the transmission housing section is located directly at the sump of the transmission in the transmission chamber, such that a portion of the coolant or lubricant is directly supplied to the second intake line of the first pump or the additional pump. In other words, the second intake point is a type of outlet of the transmission housing section that fluidically connects the transmission chamber to the second intake line of the first pump or the additional pump.

[0019] Furthermore, the transmission chamber, in particular the transmission sump, is at least indirectly fluidically connected to the first intake point via at least the first bypass and, if applicable, additional lines or channels carrying coolant or lubricant, in order to guide coolant or lubricant collected in the transmission chamber to the first intake point or the first intake line of the first pump, depending on the driving maneuver. The respective bypass thus fluidically connects the transmission chamber of the transmission housing section to the first intake point.

[0020] The term “at least indirectly” means that further spaces, channels, lines or pipes can be arranged between two spaces, channels, lines or pipes, so that an indirect connection exists. Alternatively, two spaces, channels, lines or pipes can be fluidically connected to one another directly. The advantage of the drive device described here is in particular that, if the electric machine is installed transversely to the longitudinal direction of the vehicle, the coolant or lubricant can build up neither in the machine compartment of the machine housing section nor in the transmission compartment of the transmission housing section until it is sucked in by the first pump during lateral acceleration, longitudinal acceleration or longitudinal deceleration of the motor vehicle. Neither the rotor nor the rotating components of the transmission are immersed too deeply in the coolant or lubricant.Lubricant, which prevents churning losses and thermal coupling between the stator and the rotor. Depending on the operating situation or driving maneuver of the vehicle, the coolant or lubricant can be sucked out by the first pump either only via the first suction point, only via the second suction point, or via both suction points simultaneously. Regardless of the acceleration or deceleration mentioned, all of the coolant or lubricant sucked in from the sump is therefore always available to supply the first pump. Thanks to the optimized coolant or lubricant routing, the coolant or lubricant can always be supplied or made available to at least one of the aforementioned suction points, which can prevent any interruption in the cooling of the thermal consumers.

[0021] The first intake point is to be understood as the first intake point or first channel of the electric machine, wherein the coolant or lubricant can be sucked in by the first pump via the first intake point and the first intake line and pumped into the reservoir. The second intake point is to be understood as the second intake point or second channel of the transmission, via which the first pump or a further pump can pump the coolant or lubricant into the reservoir via the second intake line. Both intake lines are therefore fluidically connected to the first pump. It is preferred if a single pump is provided which is fluidically connected to both the first and the second intake point. This prevents the pump from running idle during unfavorable driving maneuvers.The engine housing section preferably has two or more bypasses through which the coolant and / or lubricant contained in the transmission chamber can be guided at least indirectly to the first intake point. The bypasses are preferably arranged such that, even during different operating or driving maneuvers of the motor vehicle, coolant or lubricant can always reach the first intake point via at least one bypass.

[0022] Preferably, an annular channel is arranged in the machine housing section between the bypasses and the first intake point in the direction of flow. In other words, the bypasses are fluidically connected to one another via an annular channel, such that the coolant or lubricant carried in the bypasses is first collected before being fed to the first intake point or made available at the pipe section of the first intake line for intake by the first pump. The bypasses are therefore connected to one another by the annular channel and can distribute the coolant or lubricant depending on the vehicle position. The annular channel can be arranged in the region of a side of the electric machine facing away from the transmission compartment, preferably in the region of a second winding head cooling system. This winding head cooling system can also be fluidically connected to the annular channel. The annular channel can, for example, be closed by a cover of the machine housing section and thus spatially delimited.

[0023] Furthermore, two bypasses are preferably arranged on opposite sides of a stator of the electric machine. This allows the coolant or lubricant to be directed through the machine housing section to the first intake point during every driving maneuver, as well as during uphill or downhill gradients, preventing a buildup of coolant or lubricant in the electric machine, particularly between the rotor and the stator.

[0024] According to one embodiment, the respective bypass extends from a first axial end of the machine housing section into the region of an opposite second axial end of the machine housing section. In other words, the bypass opens into the gear chamber of the gear housing section at the first end, preferably at the front of the machine housing section, and from there extends axially through the machine housing section either directly to the first intake point or to the annular space. Accordingly, depending on the arrangement of the first intake point or the annular space, the respective bypass can extend to the axial end of the machine housing section or open into another channel or at another location beforehand.The first axial end of the machine housing section is thus associated with the transmission housing section, in particular the transmission chamber of the transmission housing section, while the second axial end of the machine housing section is associated with the first intake point. The first intake point is thus arranged at an opposite end of the electric machine with respect to the transmission chamber of the transmission housing section.

[0025] Preferably, the pipe section of the first intake line is arranged at a distance from the inner wall of the first bypass by spacers. The pipe section or the intake pipe or the first intake line is preferably made of plastic. The spacer(s) is / are further preferably arranged on the outer circumference of the pipe section or formed integrally therewith. The pipe section is held in the bore forming the bypass, for example by means of fins or the like as spacers, so that the pipe section can suck in the coolant or lubricant, but the bypass around the intake remains. The spacers allow the pipe section accommodated in the bypass to be arranged coaxially to the first bypass, with the first bypass spatially accommodating the pipe section. If there are several spacers, these can be distributed over the circumference and / or arranged at a distance from one another in the axial direction.

[0026] In order to achieve the same cross-sectional area for each bypass when there are multiple bypasses, the first bypass, which accommodates the first intake line or the pipe section of the first intake line, has a larger cross-section than the other bypass. In other words, to achieve the same flow cross-section for all bypasses, the bypass that accommodates the first intake line must have a larger diameter than the other bypass. Despite this, advantages can be realized in terms of the required installation space due to the elimination of an otherwise necessary additional bore. In order to be able to utilize the entire coolant or lubricant volume, the first intake point is arranged vertically below a first axis of rotation of the electric machine.Preferably, the first suction point is arranged at the lowest point of the machine room of the machine housing section, so that coolant and lubricant can at least theoretically drain completely from the machine room or be sucked out via the first suction point or via the first suction line of the first pump.

[0027] Alternatively or additionally, the second intake point is arranged vertically below a second rotational axis of the transmission. Preferably, the second inlet is arranged at the lowest point of the transmission chamber of the transmission housing section, so that coolant and lubricant can, at least theoretically, completely drain from the transmission chamber or be sucked out via the respective bypass and / or via the second intake point or via the second intake line of the first pump or the additional pump.

[0028] According to yet another aspect of the present invention, a motor vehicle comprises a drive device described herein according to the first aspect of the invention. The motor vehicle can, in particular, comprise a motorcycle, a passenger car, a truck, or a bus. The motor vehicle comprises at least two axles. Preferably, two axles are provided, each axle being an electric drive axle and drivable by at least one electric motor. At least one of these axles has a drive device within the meaning of the invention and a hydraulic system described herein.

[0029] The drive system is preferably installed in a front-transverse design or a rear-transverse design, so that the rotational axes of the electric motor and the transmission are arranged transversely to the vehicle's longitudinal direction or parallel to the axis and, if necessary, laterally offset from the drive system's output shafts driving the wheels of the respective axle. The invention will now be described in more detail with reference to the accompanying figures, in which:

[0030] Figure 1 shows a drive device according to the invention in a motor vehicle according to the invention according to a preferred embodiment;

[0031] Figure 2 is a highly schematic view of a hydraulic system of the drive device according to the invention shown in Figure 1;

[0032] Figure 3 is a highly schematic plan view of the drive device according to the invention shown in Figures 1 and 2;

[0033] Figure 4 is a schematic partial sectional view of the drive device according to the invention as shown in Figures 1 to 3;

[0034] Figure 5 is a first highly schematic cross-sectional view of the drive device according to the invention according to Figures 1 to 4 during a longitudinal acceleration of the motor vehicle; and

[0035] Figure 6 shows a second highly schematic cross-sectional view of the drive device according to the invention according to Figures 1 to 5 during a longitudinal deceleration of the motor vehicle.

[0036] Figure 1 shows a drive device 100 according to the invention on a front axle of a motor vehicle 105 according to the invention. The drive device 100 is configured to drive a drive wheel 110 of the motor vehicle 105. For this purpose, an electric machine 115 is provided, which can be operated by means of a power converter 120 from an electrical energy storage device 125. While the power converter 120 can be included in the drive device 100, the energy storage device 125 is usually part of the motor vehicle 105. A transmission 130 is also provided to convert mechanical energy to the drive wheel 110. Optionally, the transmission 130 is configured to be driven by a further drive machine (not shown), for example a reciprocating piston engine. Furthermore, a differential (not shown here) can be provided to transmit the drive power to both drive wheels 110 of the front axle.An identical drive device 100 can be operatively arranged on the rear axle of the motor vehicle 105 (not shown here) to drive the drive wheel 110 or, if a differential is provided, both drive wheels 110 of the rear axle. Thus, the motor vehicle 105 has at least two axles, with a drive device 100 according to the invention being operatively arranged on each axle. Each drive device 100 has a hydraulic system 135 according to the invention. The hydraulic system 135 of the front axle is described in more detail with reference to Figure 2, with the statements below analogously applying and being applicable to the hydraulic system 135 of the rear axle.

[0037] The hydraulic system 135 is configured to supply one or more components of the drive device 100, and optionally one or more other components of the motor vehicle 105, with fluid to cool or lubricate the components. In the following, it is assumed that an oil is used as the fluid for cooling and lubrication. Therefore, the fluid is to be understood as a coolant or lubricant.

[0038] The hydraulic system 135 is in this case a dry sump system and, according to Figure 2, comprises a first pump 200 in the form of a dry sump pump and a second pump 205 in the form of a lubricating oil pump, wherein the pumps 200, 205 are arranged on a common shaft 210, which is rotatably driven by a drive unit 215 in the form of an electric motor in order to convey a volume flow of fluid with each pump 200, 205. The system 135 further comprises a

[0039] Sump 220, which is fluidically connected to an inlet side of the first pump 205 via two intake lines 225, 230. The first pump 205 pumps coolant or lubricant from the sump 220 into a reservoir 235, which is configured to hold oil for the second pump 205, which pumps the oil for cooling or lubricating thermal consumers or other components (not shown here).

[0040] The dashed rectangle 240 shown in the area of ​​the intake lines 225, 230 is intended to illustrate the arrangement of that part of the drive device 100 shown in the following Figures 3 to 6. Accordingly, the drive device 100 comprises a machine housing section 300 for accommodating the electric machine 115 - shown only partially here - and a transmission housing section 305 for accommodating the transmission 130 - also shown only partially here. The housing sections 300, 305 form the housing of the drive device 100. The machine housing section 300 has a first intake point 310, which is designed to be fluidically connected to the first intake line 225 of the first pump 200 according to Figure 2. The transmission housing section 305 has a second intake point 500, which is indicated in Figures 5 and 6.The second suction point 500 is configured to be fluidically connected to the second suction line 230 of the first pump 200 according to Figure 2.

[0041] The electric machine 115 of the drive device 100 comprises a stator 315, a rotor (not shown here), and winding heads with winding head cooling systems 320, 325 (also not shown here) axially on both sides of the stator 315. The winding heads with the winding head cooling systems 320, 325 are provided at the axial ends of the stator 315.

[0042] Figures 3 and 4 show an oil guide within the housing sections 300, 305, with Figure 4 illustrating the design of the machine housing section 300 in more detail.

[0043] The first winding head cooling system 320, provided above the stator 315 in Figures 3 and 4, is fluidically connected to a gear chamber 335 of the gear housing section 305 via a plurality of channels, represented here by two first arrows 330. Thus, the oil is guided into the gear housing section 305 via the first winding head cooling system 320. In contrast, the second winding head cooling system 325, provided below the stator 315, is also fluidically connected to a machine chamber 345 of the machine housing section 300 via a plurality of channels, represented here by two second arrows 340. Thus, the oil is guided into the machine housing section 300 via the second winding head cooling system 325.The machine housing section 300 further comprises two bypasses 350, 355, which are arranged on opposite sides of the stator 315, here to the left and right of the stator 315, in the wall of the machine housing section 300 and extend from a first axial end of the machine housing section 300 into the region of an opposite second axial end of the machine housing section 300 or from one end of the electrical machine 115 to the opposite end of the electrical machine 115.

[0044] Depending on the driving maneuver of the motor vehicle 105, oil collected in the transmission chamber 335 can be sucked off by the first pump 200 directly at the second intake point 500 of the transmission housing section 305 and / or can be guided via one or both bypasses 350, 355 to an annular channel 360 of the engine housing section 300, which brings together the oil from the engine chamber 345 and the bypasses 350, 355 and forwards it to the first intake point 310 of the engine housing section 300. The annular channel 360 is thus arranged in the flow direction between the bypasses 350, 355 and the first intake point 310.

[0045] The first intake point 310 receives the coolant or lubricant from the annular channel 260 and, as can be seen better in Figure 4, makes it available for intake at a free end 400 of a pipe section 405 of the first intake line 225. The pipe section 405 of the first intake line 225 is spaced from the inner wall 415 of the first bypass 350 by spacers 410 in the form of fins. The spacers 410 position the pipe section 405 within the first bypass 350. By changing the length of the pipe section 405, the position of the first intake point 310 can be adapted to the circumstances and requirements.

[0046] Figures 5 and 6 also show that the intake points 310, 500 are arranged vertically below a first rotational axis 505 of the electric machine 155, in particular of the rotor, or a second rotational axis 510 of the transmission 130, here a gear 515 of the transmission 130. The intake points 310, 500 are arranged as deep as possible in the respective chamber in order to utilize the entire oil volume. This allows the exact oil volume required for cooling or heating to be used.

[0047] Lubrication performance is required.

[0048] The advantages of the drive device 100 described herein are particularly evident in the illustrations of the drive device 100 shown in Figures 5 and 6. Different driving maneuvers of the motor vehicle 105 can result in lateral accelerations, longitudinal accelerations, or longitudinal decelerations, which can have a direct influence on the flow behavior of the oil within the system, particularly in the engine compartment 345 or the transmission compartment 335.

[0049] Figure 6 shows, by way of example, a situation with longitudinal accelerations during an acceleration process of the motor vehicle 105, i.e., while the motor vehicle 105 is accelerated to the left according to the third arrow 520. The oil flows to the right and creates an inclined fill level 525 in the transmission chamber 335. The oil can equalize by means of the bypasses 350, 355, so that a build-up of oil in the machine chamber 345 up to the air gap between the rotor and the stator 315 is prevented. Splashing losses and thermal coupling between the stator 315 and the rotor are thus prevented. The oil can thus be sucked directly by the first pump 200, at least via the second suction point 500, as soon as it is to be used for cooling or lubrication. In other words, the oil is fully available via the suction in the transmission chamber 335 or at least at the second suction point 500.Depending on the driving maneuver, part of the oil can also be sucked off simultaneously at the first suction point 310 or via the first suction line 225.

[0050] Figure 6 shows, by way of example, a situation during longitudinal deceleration during a braking operation of the motor vehicle 105, i.e., while the motor vehicle 105 is moving to the left in the direction of arrow 520, but is being braked. The oil is pushed to the left, creating an inclined fill level 600, indicated here as an example in the machine housing section 300. During longitudinal deceleration, the oil can equalize by means of the bypasses 350, 355, thus preventing oil from accumulating in the machine chamber 345 up to the air gap between the rotor and the stator 315. The oil can be sucked out directly by the first pump 200, at least via the first suction point 310, as soon as it is to be used for cooling or lubrication. In other words, the oil is fully available via the suction in the machine chamber 345 or at the first suction point 310.Depending on the driving maneuver, part of the oil can also be sucked out at the second suction point 500 at the same time.

[0051] During lateral acceleration of the motor vehicle 105, the fill levels are also adjusted via the bypasses 350, 355, preventing oil from accumulating in the engine compartment 345 up to the air gap between the rotor and the stator 315. This eliminates the need for additional recesses for conveying oil between the engine housing section 300 and the transmission housing section 305. Even during lateral acceleration, the oil is fully available and can be sucked off at at least one of the aforementioned intake points 310, 500.

[0052] Reference symbol

[0053] Drive device motor vehicle drive wheel electric machine

[0054] power converter electrical energy storage gearbox hydraulic system first pump second pump shaft

[0055] drive unit

[0056] Sump first suction line second suction line storage device rectangle

[0057] Machine housing section Gearbox housing section first suction point

[0058] Stator first winding head cooling second winding head cooling first arrow

[0059] Gearbox compartment second arrow

[0060] Engine room first bypass second bypass ring channel

[0061] Free end of the first intake line Pipe section of the first intake line Spacer

[0062] Inner wall of the first bypass second intake point first rotation axis second rotation axis

[0063] Gear of the transmission third arrow

[0064] Fill level

[0065] Fill level

Claims

Patent claims 1. A drive device (100) for a motor vehicle (105), comprising a machine housing section (300) for accommodating an electric machine (115) and a transmission housing section (305) for accommodating a transmission (130), wherein the machine housing section (300) has a first intake point (310) configured to be fluidically connected to a first intake line (225) of a first pump (200) of a hydraulic system (135) for cooling and / or lubricating thermal consumers, wherein the transmission housing section (305) has a second intake point (400) configured to be fluidically connected to a second intake line (230) of the first pump (200) or another pump of the hydraulic system (135), wherein a winding head cooling system (320) of the electric machine (115) is fluidically connected to a transmission chamber (335) of the transmission housing section (305),wherein a coolant and / or lubricant received in the gear chamber (335) can be sucked off via at least one bypass (350) in the machine housing section (300) at least indirectly to the first suction point (310) and via the second suction point (400), and wherein the first suction line (225) has a pipe section (405) which is spatially arranged within the bypass (350).

2. Drive device (100) according to claim 1, wherein the machine housing section (300) has two or more bypasses (350, 355) via which the coolant and / or lubricant received in the gear chamber (335) can be guided at least indirectly to the first intake point (310).

3. Drive device (100) according to claim 2, wherein an annular channel (360) is arranged in the machine housing section (300) in the flow direction between the bypasses (350, 355) and the first suction point (310).

4. Drive device (100) according to claim 2 or claim 3, wherein two bypasses (350, 355) are arranged on opposite sides of a stator (315) of the electric machine (115).

5. Drive device (100) according to one of the preceding claims, wherein the respective bypass (350, 355) extends from a first axial end of the machine housing section (300) into the region of an opposite second axial end of the machine housing section (300).

6. Drive device (100) according to one of the preceding claims, wherein the pipe section (405) of the first intake line (225) is arranged at a distance from the inner wall (415) of the first bypass (350) by spacers (410).

7. Drive device (100) according to one of the preceding claims, wherein the first intake point (310) is arranged vertically below a first axis of rotation (405) of the electric machine (115).

8. Drive device (100) according to one of the preceding claims, wherein the second intake point (400) is arranged vertically below a second rotational axis (410) of the transmission (130).

9. Drive device (100) according to one of the preceding claims, wherein the winding head cooling (320) is fluidly connected to the gear chamber (335) of the gear housing section (305) via a plurality of channels.

10. Motor vehicle (105) comprising a drive device (100) according to one of the preceding claims.

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