CN110944868B - 用于机动车的变速器 - Google Patents

用于机动车的变速器 Download PDF

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CN110944868B
CN110944868B CN201880049260.4A CN201880049260A CN110944868B CN 110944868 B CN110944868 B CN 110944868B CN 201880049260 A CN201880049260 A CN 201880049260A CN 110944868 B CN110944868 B CN 110944868B
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transmission
housing
carrier element
power electronics
electronics module
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CN110944868A (zh
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L·艾申贝克
H·瑟恩
M·海尔德
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ZF Friedrichshafen AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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Abstract

本发明涉及一种用于机动车的变速器(G)，其包括：壳体(GG)；设置在壳体(GG)内并且用于在变速器(G)的驱动轴(GW1)和从动轴(GW2)之间形成多个挡位的齿轮组(RS)；与驱动轴(GW1)、从动轴(GW2)或齿轮组(RS)的元件(RSx)作用连接的电机(EM)；以及功率电子模块(LE)，功率电子模块(LE)具有带内侧(SI)和外侧(SA)的承载元件(S)、直流电压接头(DC)、逆变器(INV)和交流电压接头(AC)，壳体(GG)在外壁(GGA)上具有用于容纳功率电子模块(LE)的区域(GGE)，该区域可通过功率电子模块(LE)的承载元件(S)封闭，壳体(GG)的该区域(GGE)和承载元件(S)的内侧(SI)形成一个用于容纳逆变器(INV)的干空间(TR)，逆变器固定在承载元件(S)上，壳体(GG)的该区域(GGE)至少在部分区段上将齿轮组(RS)与该干空间(TR)分开，以及本发明涉及一种具有这种变速器(G)的机动车。

Description

用于机动车的变速器
技术领域
本发明涉及一种用于机动车的变速器以及一种具有这种变速器的机动车。在此，变速器尤其是指多挡变速器，在多挡变速器中，通过切换元件优选地能自动地切换多个挡位、即在变速器的驱动轴和从动轴之间的固定传动比。在此，切换元件例如是离合器或制动器。这种变速器主要用于机动车中，以便以合适的方式使驱动单元的转速和转矩输出特性适配于车辆的驱动阻力。
背景技术
申请人的公开文献DE102010002746A1描述了一种这样的变速器，该变速器具有布置在变速器壳体的变速器钟罩内的电机。电机与所配属的功率电子装置耦联，该功率电子装置设置在变速器壳体的盖结构中并且通过相位接口与电机连接。盖结构在变速器罩的区域中在径向上在电机下方可拆卸地固定在变速器壳体上。由于功率电子装置的这种连接，使具有这种变速器的机动车的离地间隙减小。
发明内容
因此，本发明的目的是进一步发展现有技术中已知的变速器，使得该变速器具有紧凑的结构高度，而不会显着增加变速器的外部尺寸。
为此，本发明提出一种用于机动车的变速器，其中，所述变速器包括：壳体；齿轮组，所述齿轮组布置在该壳体内并且用于在该变速器的驱动轴和从动轴之间形成多个挡位；电机，所述电机与所述驱动轴、所述从动轴或所述齿轮组的元件作用连接；以及功率电子模块，
-其中，所述功率电子模块具有：具有内侧和外侧的承载元件、直流电压接头、逆变器以及与所述电机的相位接口连接的交流电压接头，
-其中，所述壳体在外壁上具有一个用于容纳所述功率电子模块的区域，该区域能通过所述功率电子模块的承载元件被封闭，
-其中，所述壳体的所述区域和所述承载元件的内侧形成一个用于容纳所述逆变器的干空间，所述逆变器固定在所述承载元件上，并且
-所述壳体的所述区域至少在部分区段上将所述齿轮组与所述干空间分开，所述功率电子模块侧向地布置在所述壳体上，所述功率电子模块大部分沿着所述壳体的结构高度的最下部三分之一延伸。
本发明还提出一种具有根据本发明所述的变速器的机动车。
所述变速器包括：壳体；齿轮组，所述齿轮组设置在壳体内并且用于在变速器的驱动轴和从动轴之间形成多个挡位；电机；以及功率电子模块。所述电机与所述驱动轴、所述从动轴或齿轮组的元件作用连接。
所述功率电子模块具有带内侧和外侧的承载元件、直流电压接头、逆变器和交流电压接头。所述交流电压接头与电机的相位接口连接，优选以能拆卸的方式连接。
所述壳体在外壁上具有用于容纳功率电子模块的区域。该区域可通过功率电子模块的承载元件被封闭。壳体的外壁和承载元件的内侧形成干空间，逆变器容纳在该干空间中。逆变器固定在承载元件上。壳体的容纳功率电子模块的该区域至少在部分区段上将变速器的齿轮组与逆变器的该干空间分开。
通过变速器壳体和功率电子模块的载体元件的共同作用，可省去功率电子模块的单独的壳体。通过在齿轮组区域内构造该干空间，可特别高效地利用可用的安装空间。这是因为齿轮组通常具有圆形的或至少倒圆的横截面，该横截面小于电机的横截面。通过在齿轮组的区域中充分利用用于功率电子模块的安装空间，变速器的整个横截面因此仅略微增加。
优选地，功率电子模块侧向地布置在变速器上。“侧向地”应理解为一种如下布置，在该布置中，功率电子器件不是布置在变速器壳体的上方或下方，而是布置在变速器壳体的外侧面上。在用于平行于行驶方向定向的机动车动力传动系的变速器中，功率电子模块因此朝向车辆侧面定向。
根据一优选的构型，变速器具有驱动接口和从动接口。必要时通过闭合分离离合器或起动离合器，能通过驱动轴接口将动力从变速器外部的驱动单元传递到变速器的驱动轴上。动力能通过从动接口从从动轴传递到配备有该变速器的机动车的驱动轮。在从动轴与驱动轮之间的动力路径可包括一个或多个差速器以及另外的动力传动系轴。驱动接口和从动接口布置在该变速器的相对置的端部处。功率电子模块设置在驱动接口和从动接口之间，并至少在部分区段上延伸直至变速器壳体结构高度的最下部三分之一的上方。在此，“结构高度”应理解为是指变速器壳体在机动车中的安装位置中的竖直尺寸。
优选地，用于容纳功率电子模块的壳体区域位于变速器壳体的下边缘与变速器壳体的结构高度的一半之间。所述壳体区域至少在部分区段上在变速器壳体的结构高度的最下部三分之一的上方延伸。在这样的构型中，交流电压接头的至少一部分可设置在功率电子模块的如下区段中，该区段在变速器壳体的结构高度的最下部三分之一的上方延伸。
优选地，功率电子模块在部分区段上具有比变速器壳体的结构高度的所述三分之一小的结构高度。在这种构型中，直流电压接头可设置在功率电子模块的如下区段中，该区段的结构高度小于变速器壳体的结构高度的所述三分之一。
根据一个优选的构型，功率电子模块大部分沿着变速器壳体的结构高度的最下部三分之一延伸。换句话说，功率电子模块的大部分沿着变速器壳体的最下部三分之一设置。由此，具有这种变速器的机动车的内部空间没有减小。
优选地，承载元件具有开口，所述开口能借助一个或多个盖被封闭。通过所述开口，可在不从变速器上拆下功率电子模块的情况下实现变速器上的组装和/或维护工作。例如，交流电压接头可设置在承载元件的内侧，其中，可通过所述开口从承载元件的外侧接近交流电压接头。这实现：在将功率电子模块固定在变速器壳体上之后，交流电压接头与电机的相位接口接触接通。
根据一种优选的构型，直流电压接头设置在承载元件的外侧上。当变速器安装在机动车中时，这有助于在机动车的电池与直流电压接头之间建立导电连接。
优选地，功率电子模块具有冷却水供给接头和冷却水排出接头，它们设置在承载元件的外侧。冷却水可通过冷却水供给接头供应给功率电子模块，特别是用于冷却逆变器的功率半导体。冷却水可通过冷却水排出接头再次从功率电子模块中排出。
优选地，功率电子模块具有信号插接器，所述信号插接器设置在承载元件的外侧。所述信号插接器设置用于在功率电子模块的元件和变速器外部的控制单元之间进行信号传输。
通过在其承载元件上设置功率电子模块的各种接口，可对功率电子模块进行全面测试，并将其预组装地固定在变速器壳体上。
根据一个优选的构型，所述承载元件具有压力补偿元件，所述干空间通过该压力补偿元件与周围环境连接。由此可防止由于环境与干空间之间的压力差导致水分积聚在干空间中。对此替代地，承载元件可具有用于排气管路的接头，借助该接头将所述干空间与周围环境连接。排气管路的自由端部可在配备有这种变速器的机动车中设置在高处的并且防水的区域上。根据另一替代方案，所述干空间可通过壳体中的至少一个孔与周围环境连接。该孔的自由端优选地设置在该变速器的在高处的并且防水的区域上。在这种构型中，所述干空间的排气通过该孔进行。
所述变速器可以是机动车的一部分。除了变速器之外，所述机动车还具有内燃机，该内燃机可通过扭转减振器转动弹性地与变速器的驱动轴连接或可连接。变速器的从动轴与变速器内部的或变速器外部的差速器驱动作用连接，所述变速器内部的或变速器外部的差速器与机动车的车轮作用连接。具有所述变速器的机动车实现了机动车的多种驱动模式。在电动行驶运行中，机动车由变速器的电机驱动。在内燃机驱动运行中，所述机动车由内燃机驱动。在混合动力运行中，机动车既由内燃机驱动又由变速器的电机驱动。
附图说明
下面参考附图详细描述本发明的实施例。附图中：
图1至图3分别示出一种用于机动车的变速器的示意图；
图4示出一种根据本发明的变速器的侧视图，其中功率电子模块被拆除；
图5示出根据本发明的变速器的剖视图，其中安装有功率电子模块；
图6示出根据本发明的变速器的侧视图，其中安装有功率电子模块；
图7示出一种根据本发明的变速器的变型的侧视图，其中安装有功率电子模块；以及
图8示出具有根据本发明的变速器的机动车的示意图。
具体实施方式
图1示出一种用于机动车的变速器G的示意图。该变速器G具有壳体GG、布置在壳体GG内部的齿轮组RS、以及驱动轴GW1和从动轴GW2。所述齿轮组RS用于在驱动轴GW1和从动轴GW2之间形成多个挡位。变速器G还具有电机EM，电机EM的转子与驱动轴GW1作用连接。驱动轴GW1经由离合器K0与变速器G的连接轴AN连接。在连接轴AN上构造有驱动接口GW1A。在从动轴GW2上构造有从动接口GW2A。驱动接口GW1A和从动接口GW2A布置在变速器G的相对置的端部处。除了齿轮组RS之外，所述壳体GG还包围分离离合器K0和电机EM。
图2示出了一种变速器G的示意图，该变速器G基本上对应于图1所示的变速器G。电机EM的转子现在与从动轴GW2作用连接。取消了连接轴AN和分离离合器K0，从而驱动接口GW1A构造在驱动轴GW1上。
图3示出了一种变速器G的示意图，该变速器G基本上对应于图1中所示的变速器G。电机EM的转子现在与齿轮组RS的一个元件RSx作用连接。取消了连接轴AN和分离离合器K0，从而驱动接口GW1A构造在驱动轴GW1上。
在图1至图3中所示的离合器G仅被视为示例性的。在如图2和图3所示的实施方式中，也可设置分离离合器K0和连接轴AN。各示例性示出的变速器可具有布置在连接轴AN与齿轮组RS之间的变矩器。
图4示出了一种变速器G的侧视图。所述变速器G的结构例如可对应于图1至3所示的实施方式之一。该变速器G至少具有一个电机EM，电机EM布置在壳体GG的内部，因此在图4中不可见。所述壳体GG在外壁GGA上具有一个如下区域GGE，该区域能借助功率电子模块LE(图4中未示出)被封闭。区域GGE由法兰面FF界定，该法兰面FF形成在壳体GG与功率电子模块LE之间的机械接口。在区域GGE中设置有相位接口AC2，该相位接口被分配给布置在壳体GG内的电机EM。
该区域GGE位于所述变速器壳体GG的下边缘UK和变速器壳体GG的结构高度的一半GH2之间。在部分区段上，所述区域GGE在变速器壳体GG的结构高度GH的最下部三分之一GH3的上方延伸。相位接口AC2部分地位于该区域GGE的如下区段中，所述区段在变速器壳体GG的结构高度GH的最下部三分之一GH3上方延伸。
图5示出了根据本发明的变速器G的截面图，其中功率电子模块LE安装在变速器壳体GG上。图4中所示的剖面A穿过齿轮组RS，使得齿轮组RS在图5中部分可见。功率电子模块LE具有：具有内侧SI和外侧SA的承载元件S、直流电压接头DC、逆变器INV以及与相位接口AC2连接的交流电压接头AC。逆变器INV固定在承载元件S的内侧SI上。所述壳体GG的所述区域GGE和承载元件S的内侧SI形成用于容纳逆变器INV的干空间TR。在该剖面A中，壳体GG的该区域GGE将齿轮组RS与该干空间TR分开。
所述AC交流电压接头AC布置在该干空间TR内，并且在该给定的截面图中仅部分可见。所述交流电压接头AC的一个区段位于变速器壳体GG的结构高度GH的最下部三分之一GH3的上方。所述直流电压接头DC布置在承载元件S的外侧SA上并且位于变速器壳体GG的结构高度GH的最下部三分之一GH3之内。
图6示出了根据本发明的变速器G的侧视图，与图4中的图示不同，功率电子模块LE被安装在壳体GG上。这清楚可见，功率电子模块LE主要沿着变速器壳体GG的结构高度GH的最下部三分之一GH3延伸。所述承载元件S具有多个开口，这些开口通过盖C封闭。如果移除盖C，则可从外侧SA接近设置在承载元件S内侧SI上的交流电压接头AC。
功率电子模块LE具有冷却水供给接头K1和冷却水排出接头K2，它们布置在承载元件S的外侧SA上。可通过冷却水供给接头K1将冷却水供应给功率电子模块LE的热交换器。所述热交换器与逆变器INV的功率半导体热接触，从而功率半导体可将热能排出到热交换器上。所供应的冷却水在热交换器中变热，并通过冷却水排出接头K2从功率电子模块LE导出。以此方式，变热的冷却水可被输送给一个另外的热交换器，所述另外的热交换器优选地在变速器外部。
所述功率电子模块LE在承载元件S的外侧SA上具有信号插接器I.所述信号插接器I被设置用于在功率电子模块LE的一个元件(特别是逆变器INV的控制器)与一个图6中未示出的变速器外部的控制单元ECU之间进行信号传输。所述功率电子模块LE还具有压力补偿元件D，所述干空间TR借助压力补偿元件D与周围环境连接。由此，可防止水分由于在周围环境和干空间TR之间的压力差而在干空间TR中积聚。
图7示出了一种根据本发明的变速器G的变型的侧视图，其基本上对应于图6所示的变速器G。代替压力补偿元件D，承载元件S现在具有用于排气管路DS的接头。干空间TR借助该排气管路DS与周围环境连接。该排气管路DS的自由端可设置在配备有这种变速器G的机动车的设置在高处的并且防水的区域中。
图8示出了配备有根据本发明的变速器G的机动车的示意图。变速器G通过驱动接口GW1A与内燃机VM连接。变速器G通过从动接口GW2A与未示出的差速器连接，通过该差速器将施加到从动轴GW2上的动力分配给机动车的驱动轮DW。
所述机动车具有控制单元ECU，该控制单元ECU被设置用于控制所述机动车的混合动力驱动功能。为此，控制单元ECU与内燃机VM连接，并通过信号插接器I与变速器G的功率电子模块LE连接，用于信号传输。控制单元ECU可与机动车的其他部件(例如电池)连接。
附图标记
G         变速器
GW1       驱动轴
GW2       从动轴
GW1A      驱动接口
GW2A      从动接口
RS        齿轮组
RSx       齿轮组元件
EM        电机
AC2       电机的相位接口
GG        壳体
GGE       壳体的区域
GGA       壳体的外壁
FF        法兰面
UK        壳体的下缘
GH        壳体的结构高度
GH2       壳体结构高度的一半
GH3       壳体结构高度的三分之一
LE        功率电子模块
S         承载元件
SI        承载元件的内侧
SA        承载元件的外侧
DC        直流电压接头
AC        交流电压接头
INV       逆变器
A         切割面
TR        干空间
C         盖
K1        冷却水供给接头
K2        冷却水排出接头
I         信号插接器
ECU       控制单元
D         压力补偿元件
DS        排气管路
VM        内燃机
K0        分离离合器
AN        连接轴
DW        驱动轮

Claims (15)

1.用于机动车的变速器(G)，其中，所述变速器(G)包括：壳体(GG)；齿轮组(RS)，所述齿轮组布置在该壳体(GG)内并且用于在该变速器(G)的驱动轴(GW1)和从动轴(GW2)之间形成多个挡位；电机(EM)，所述电机与所述驱动轴(GW1)、所述从动轴(GW2)或所述齿轮组(RS)的元件(RSx)作用连接；以及功率电子模块(LE)，
-其中，所述功率电子模块(LE)具有：具有内侧(SI)和外侧(SA)的承载元件(S)、直流电压接头(DC)、逆变器(INV)以及与所述电机(EM)的相位接口(AC2)连接的交流电压接头(AC)，
-其中，所述壳体(GG)在外壁(GGA)上具有一个用于容纳所述功率电子模块(LE)的区域(GGE)，该区域能通过所述功率电子模块(LE)的承载元件(S)被封闭，
-其中，所述壳体(GG)的所述区域(GGE)和所述承载元件(S)的内侧(SI)形成一个用于容纳所述逆变器(INV)的干空间(TR)，所述逆变器固定在所述承载元件(S)上，并且
-所述壳体(GG)的所述区域(GGE)至少在部分区段上将所述齿轮组(RS)与所述干空间(TR)分开，所述功率电子模块(LE)侧向地布置在所述壳体(GG)上，所述功率电子模块(LE)大部分沿着所述壳体(GG)的结构高度(GH)的最下部三分之一(GH3)延伸。
2.根据权利要求1所述的变速器(G)，其特征在于，所述变速器(G)具有驱动接口(GW1A)和从动接口(GW2A)，所述驱动接口(GW1A)和所述从动接口(GW2A)设置在所述变速器(G)的相对置的端部处，其中，所述功率电子模块(LE)设置在所述驱动接口(GW1A)和所述从动接口(GW2A)之间并且至少在部分区段上延伸直至所述壳体(GG)的结构高度(GH)的最下部三分之一(GH3)上方。
3.根据权利要求1或2所述的变速器(G)，其特征在于，用于容纳所述功率电子模块(LE)的区域(GGE)位于所述壳体(GG)的下边缘(UK)与所述壳体(GG)的结构高度的一半(GH2)之间，其中，所述区域(GGE)至少在部分区段上在所述壳体(GG)的结构高度(GH)的最下部三分之一(GH3)上方延伸。
4.根据权利要求3所述的变速器(G)，其特征在于，所述交流电压接头(AC)的至少一部分设置在所述功率电子模块(LE)的在所述壳体(GG)的结构高度(GH)的最下部三分之一(GH3)上方延伸的区段中。
5.根据权利要求3所述的变速器(G)，其特征在于，所述功率电子模块(LE)在部分区段上具有比所述壳体(GG)结构高度(GH)的所述三分之一(GH3)小的结构高度。
6.根据权利要求5所述的变速器(G)，其特征在于，所述直流电压接头(DC)设置在所述功率电子模块(LE)的如下区段中，该区段具有比所述壳体(GG)结构高度(GH)的所述三分之一(GH3)小的结构高度(LEH)。
7.根据权利要求1或2所述的变速器(G)，其特征在于，所述承载元件(S)具有开口，所述开口能借助一个或多个盖(C)被封闭。
8.根据权利要求7所述的变速器(G)，其特征在于，所述交流电压接头(AC)设置在所述承载元件(S)的内侧(SI)上并且能通过所述开口从所述承载元件(S)的外侧(SA)接近。
9.根据权利要求1或2所述的变速器(G)，其特征在于，所述直流电压接头(DC)设置在所述承载元件(S)的外侧(SA)上。
10.根据权利要求1或2所述的变速器(G)，其特征在于，所述功率电子模块(LE)具有冷却水供给接头(K1)和冷却水排出接头(K2)，所述冷却水供给接头和所述冷却水排出接头设置在所述承载元件(S)的外侧(SA)上。
11.根据权利要求1或2所述的变速器(G)，其特征在于，所述功率电子模块(LE)在所述承载元件(S)的外侧(SA)上具有信号插接器(I)，所述信号插接器设置用于在所述功率电子模块(LE)的元件和变速器外部的控制单元(ECU)之间进行信号传输。
12.根前述权利要求1或2所述的变速器(G)，其特征在于，所述承载元件(S)具有压力补偿元件(D)，所述干空间(TR)借助所述压力补偿元件与周围环境连接。
13.根据权利要求1或2所述的变速器(G)，其特征在于，所述承载元件(S)具有用于排气管路(DS)的接头。
14.根据权利要求1或2所述的变速器(G)，其特征在于，所述干空间(TR)经由所述壳体(GG)中的至少一个孔与周围环境连接。
15.具有根据权利要求1至14中任一项所述的变速器(G)的机动车。
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