EP2668091B1 - Système d'entraînement électrique pour navire et procédé permettant de faire fonctionner un système d'entraînement de ce type - Google Patents

Système d'entraînement électrique pour navire et procédé permettant de faire fonctionner un système d'entraînement de ce type Download PDF

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Publication number
EP2668091B1
EP2668091B1 EP12709819.2A EP12709819A EP2668091B1 EP 2668091 B1 EP2668091 B1 EP 2668091B1 EP 12709819 A EP12709819 A EP 12709819A EP 2668091 B1 EP2668091 B1 EP 2668091B1
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Prior art keywords
drive
electric motor
main drive
electrical energy
auxiliary
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EP12709819.2A
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German (de)
English (en)
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EP2668091A1 (fr
Inventor
Bernhard De Vries
Kay Tigges
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Siemens AG
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Siemens AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/02—Driving of auxiliaries from propulsion power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/46—Steering or dynamic anchoring by jets or by rudders carrying jets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J2003/001—Driving of auxiliaries characterised by type of power supply, or power transmission, e.g. by using electric power or steam
    • B63J2003/002—Driving of auxiliaries characterised by type of power supply, or power transmission, e.g. by using electric power or steam by using electric power

Definitions

  • the invention relates to an electric drive system for a watercraft with a main drive for driving the watercraft in its direction and an additional drive for propulsion of the vessel deviating, in particular transversely to this direction of travel according to the preamble of claim 1 and a method for operating such a drive system according to the preamble of Claim 7.
  • the vessel may be, for example, an over- or underwater vessel, a self-propelled marine platform or any other self-propelled floating, submersible or semi-submersible facility.
  • Diesel electric propulsion systems are enjoying increasing popularity, especially in ships, due to their numerous advantages.
  • One or more diesel generators or the like usually feed one or more on-board systems, from which in turn - among other consumers - one or more electric drive motors of a main drive for driving the ship in its direction of travel draw their energy.
  • the drive motors can - as in the WO 2009/135736 A1 shown - are fed via inverter and possibly an upstream transformer from a board network.
  • the converters can be, for example, current or voltage source converters.
  • the on-board networks are usually medium-voltage or low-voltage networks.
  • the drive motors can drive a propeller system with a fixed or with a variable pitch propeller, which can drive the ship only in its direction of travel, which is usually in the longitudinal direction of the ship. Alternatively you can use a rudder propeller driving, which can drive the ship both in its direction of travel and deviating to the direction of travel.
  • the electric drive motors on several, preferably two, winding systems, which are fed by a respective inverter.
  • the reliability of the main drive can be increased and it can be reduced repercussions of the main drive to the electrical system.
  • jet engines For propulsion of the ship deviating from the direction of travel, in particular transversely to the direction of travel, jet engines (thruster) are already known. These are needed, for example, to maneuver a ship in the harbor or for the exact positioning of a ship on the high seas. If such a jet propulsion system is used only for propulsion of the ship transversely to the direction of travel, it is referred to in the most general form as a “transverse jet propulsion” or “transverse thruster”. In an arrangement of such a “transverse jet propulsion” in the bow he is also referred to as a “bow jet propulsion” or bow thruster and in a rear arrangement as a “stern thruster” or stern thruster.
  • a bow thruster usually consists of a tubular passage through the entire ship's width in the front tenth of a ship. Inserted transversely into this tube is a propeller system with an impeller, which makes it possible to move the bow of the ship to port or starboard. This is done by changing the direction of rotation of the Propellers or adjusting the propeller blades.
  • the propeller can in turn be driven by an electric motor.
  • jet engines are known, for example, if necessary, from the hull off and retractable.
  • the bow thruster is usually supplied with electrical energy in electrical drive systems directly without an intermediate converter from the electrical system. Is detected by the ship's crew need for the bow thruster, this is connected to the electrical system and ramped up as far as possible without load to a constant operating speed, which depends on the frequency of the electrical system. The bow thruster then runs continuously in this standby mode and develops thrust only when it is specifically requested.
  • the loadless start-up and the control of the thrust are effected with a variable pitch propeller or impeller by adjusting the pitch of the propeller or impeller blades.
  • WO 2010/133540 A1 which is considered to be the closest prior art, discloses a ship having at least one main electric motor for a prime mover, at least one auxiliary electric motor for auxiliary propulsion for propelling the ship in a tranversal direction, and a frequency converter for selectively energizing the main or auxiliary motor ,
  • the inverter of the main drive with the electric motor of the auxiliary drive to its supply with electrical energy can be connected.
  • the invention is based on the recognition that previous propulsion systems for watercraft, the electric drives for the main drive and for the auxiliary drive always separately, i. independently of each other. This leads to a correspondingly high dimensioning of switching devices (for example main switchboards) of the vehicle electrical system, from which the main drive and the auxiliary drive are usually fed together, with respect to the short-circuit currents.
  • switching devices for example main switchboards
  • the inverter or a part of the inverter (eg one of several inverters) of the main drive can also be used for the operation of the auxiliary drive so that it has a combined main and auxiliary drive inverter represents.
  • the upstream switching device e.g., a main switchboard
  • the upstream switching device can be sized for a lower short circuit current and thus less space.
  • the auxiliary drive Due to the reduced by the upstream inverter start-up currents and the possibility of speed control and / or regulation of the auxiliary drive, the auxiliary drive is not constantly at a constant speed in a standby mode but it is sufficient to start it up only when there is a real need for As a result, the electrical energy requirement of the auxiliary drive can be reduced. In addition, the possibility of speed control and / or regulation of the hydrodynamic efficiency of the auxiliary drive can be improved.
  • the thrust can then be controlled and / or regulated solely by the speed even at constant pitch of the propeller or impeller blades, so that an adjustment for the propeller or impeller blades is no longer necessary.
  • the inverter feed with a variable pitch propeller or impeller targeted the pitch of the blades and the speed can be adjusted to each other so that the noise emissions of the auxiliary drive are minimal.
  • structure-borne noise and waterborne noise emissions can be reduced, which increases passenger comfort and reduces environmental pollution.
  • for example, in the case of bow or stern transverse radiators on rubber insulation (double tube design) for noise reduction can be dispensed with the corresponding design effort and space requirements.
  • auxiliary diesel generators which supply the auxiliary drive with electrical energy in the port, can be made less rigid.
  • the converter or the at least one converter is preferably designed such that it can be operated at least in one operating mode for the main drive and in a different operating mode for the auxiliary drive.
  • the or the at least one converter may have a control and / or regulating device in which both Values for control and / or control parameters for the operating mode for the main drive as well as different values for control and / or control parameters for the operating mode of the auxiliary drive are stored.
  • the control and / or regulating parameters can be, for example, switching times and durations for converter valves or limit values for voltages and currents at the inputs, outputs or in an intermediate circuit of the converter.
  • a switching device for selectively electrically connecting the or the at least one inverter to the electric motor of the main drive or to the electric motor of the auxiliary drive.
  • the switching device is advantageously designed such that at least one inverter with the electric motor of the auxiliary drive to its supply with electrical energy and at least one of the other inverter Main drive with the electric motor of the main drive can be connected to the power supply with electrical energy. It is then possible to operate the main propulsion (albeit at reduced power) and the auxiliary propulsion simultaneously, thereby enabling a particularly good maneuverability and positioning of the vessel.
  • the auxiliary drive for minimizing noise emissions preferably has a variable pitch propeller or impeller.
  • auxiliary drive is advantageous as a jet drive is formed.
  • auxiliary drives e.g. Voith Schneider Propellers are used.
  • jet propulsion is a transverse jet propulsion, in particular a bow thruster.
  • an electric drive system for a watercraft comprising - a main drive with at least one electric motor for driving a watercraft in its direction and with a converter or with several converters for feeding the electric motor with electrical energy and an auxiliary drive with an electric Motor for driving the watercraft deviating, especially transverse to the direction of travel of the watercraft, the electric motor of the auxiliary drive is powered by the or at least one of the inverter of the main drive with electrical energy.
  • the or at least one converter is preferably supplied with electrical energy in an operating mode for the main drive and a supply of the electric motor of the auxiliary drive with electrical energy in a different operating mode for the additional jet for the main drive. operated drive.
  • the one or more inverters are advantageously operated by a control and / or regulating device in the operating mode for the main drive and in the operating mode for the auxiliary drive, each with different values for control and / or regulating parameters.
  • the main drive has a plurality of inverters for feeding the electric motor of the main drive, fed during operation of the auxiliary drive, the at least one inverter, the electric motor of the auxiliary drive and at the same time at least one of the other inverter, the electric motor of the main drive.
  • the electric motor of the main drive for this purpose has several, in particular two, independent winding systems, wherein each of the inverter of the main drive for feeding each one of the winding systems is provided with electrical energy.
  • An Indian FIG. 1 Shown marine propulsion system 1 comprises a main drive 2 for propelling a ship in its direction of travel, which usually runs in the longitudinal direction of the ship.
  • the main drive 2 comprises an electric drive motor 3, which drives a variable pitch propeller 4, and two inverters 7, 8.
  • the motor 3 has, for example, a power of 5 to 30 MW at 150 revolutions / minute and has two separate three-phase winding systems 5, 6, which are supplied via a switching device 17 of each one of the two inverters 7 and 8 with electrical energy from a vehicle electrical system 10.
  • the electrical system 10 is in turn fed by diesel generators, not shown.
  • the electrical system 10 is, for example, a three-phase AC network with a nominal voltage of 11 kV at 50 Hz.
  • the converters 7, 8 are connected via a respective transformer 9 and a main switchboard 19 with switches to the electrical system 10.
  • Each of the converters 7, 8 converts the voltage of fixed frequency and amplitude of the vehicle electrical system 10 into a voltage of variable frequency and amplitude for the respective winding system 5, 6 of the motor 3.
  • the converters 7, 8 are preferably of identical construction and can be designed, for example, as a current intermediate circuit or voltage source converter.
  • Each of the inverters 7, 8 comprises a network-side input stage 11 (eg a PWM converter, a diode front-end converter or an IGCT converter), an engine-side output stage 12, an intermediate circuit 13 arranged therebetween and a control and / or regulating device 14 for each of the inverters 7, 8.
  • Each of the cross-beam actuators 20 comprises an impeller 21 and an electric motor 22 for driving the impeller 21.
  • the electric motor 22 has, for example, a power of 1 to 4 MW at 900 revolutions / minute.
  • All transverse beam drives 20 are connected via switches 23 with a common three-phase busbar 24, via which they can be supplied together with electrical energy.
  • the switches 23 and bus bar 24 are components of a transverse jet propulsion panel 25.
  • the busbar 24 is the input side via a three-phase line 26, in which a smoothing inductor 27 is connected, and the switching device 17 with the output terminals of the motor-side output stages 12 of the inverter 7, 8 connectable.
  • the inverters 7, 8 are designed such that they can be operated in a mode for the main drive and in a different operating mode for the transverse jet drive.
  • the ship propulsion system 1 further comprises a mode selector 30 for setting the respective mode.
  • the mode selector 30 is arranged, for example, on the bridge of the ship and connected via a signal line 31 to a higher-level ship automation system 32.
  • the ship automation system 32 is in turn connected via control lines 33 both to actuators 34 of the switching device 17 and the control panel 25 and to the control and / or regulating devices 14 of the converters 7, 8.
  • control lines 33 both to actuators 34 of the switching device 17 and the control panel 25 and to the control and / or regulating devices 14 of the converters 7, 8.
  • the connections can also be made via a communication bus system.
  • the mode selector 30 on the one hand allows the specification of a mode 0, in which both the main drive 2 and the transverse jet drives 20 are turned off.
  • the mode selector 30 allows the specification of a mode I for pure main drive. This mode is used for example for a trip on the high seas at cruising speed. This mode is signaled by the mode selector 30 to the parent ship automation system 32, which then controls the actuators 34 of the switching device 17 such that both converters 7, 8 electrically connected to the respectively associated winding system 5, 6 of the motor 3 and thereby from the control panel 25th and thus are electrically isolated from the motors 22 of the transverse jet drives 20. Both winding systems 5, 6 of the motor 3 are then supplied via a respective transformer 9 and a converter 7, 8 with electrical energy from the electrical system 10.
  • the operating mode I controls and / or regulates the semiconductor switches of the inverter 7, 8 with the values 15 for the control and / or control parameters.
  • the mode selector 30 For maneuvering the ship in the harbor or for its positioning on the high seas, the mode selector 30 is placed on the bridge in a position II for combined main and transverse jet propulsion. This position is signaled by the mode selector 30 to the master ship automation system 32, which then controls the actuators 34 of the switching device 17 such that one of the two inverters 7, 8 remains electrically connected to its associated winding system 5, 6, while the other of the two Inverter 7, 8 is electrically separated from its associated winding system and instead is electrically connected via the line 26 to the bus bar 24 and thus to the motors 22 of the transverse jet drives 20.
  • the transverse jet drives 20 are then fed in parallel via one of the two converters 7 and 8 upstream of the transformer 9 from the vehicle electrical system 10, while the other one of the converters 7, 8 continues to have its associated winding system 5, 6 of the traction motor 3 from the electrical system 10 supplied with electrical energy.
  • the automation system 32 Since the control and / or regulating device 14 of the converter 7 or 8, which supplies the transverse jet drive 20 with electrical energy, the automation system 32 is also signaled the mode II, controls and / or regulates the semiconductor switch of the associated inverter 7 or 8 with the values 16 for the control and / or regulation parameters for mode II.
  • both converters 7, 8 are simultaneously electrically separated from both winding systems 5, 6 of the motor 3 and instead are electrically connected to the motors 22 of the transverse jet drives 20 and this with electrical energy from the electrical system 10th supply.
  • each of the two converters 7, 8 supplies a part (eg half) of the motors 22 with electrical energy. Since the upstream inverter 7, 8 does not transmit the possible short-circuit current of the electric motors 22 of the transverse jet drives 20, the main switchboard 19 can be dimensioned for a lower short-circuit current and thus with less space requirement.
  • the transverse jet drives 20 Due to the reduced by the upstream inverter 7, 8 start-up currents and the possibility of speed control and / or regulation of the motors 22 of the transverse jet drives 20, the transverse jet drives 20 do not have to be constantly operated at a constant speed in a standby mode, but it is sufficient only then drive up, even if there is really a concrete need for additional resources. As a result, the electrical energy requirement of the transverse jet drives 20 can be kept small.
  • the slope and the speed of the impeller 21 are adapted and optimized so that the hydrodynamic efficiency of the transverse jet drives 20 maximum and structure-borne sound and Waterborne emissions are minimal.
  • the automation system 32 can be signal-connected with an adjusting device 35 for the pitch of the blades of the impeller 21.
  • auxiliary diesel generators that supply the transverse jet drives 20 with electrical energy in the harbor can be made less rigid.
  • FIG. 1 and 2 illustrated embodiment is to be regarded as non-limiting.
  • a drive system according to the invention also has a main drive have more than one traction motor and a different number of winding systems, converters and transverse jet drives.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Multiple Motors (AREA)
  • Control Of Ac Motors In General (AREA)

Claims (10)

  1. Système (1) de propulsion électrique pour un bâtiment de navigation, comprenant
    - une propulsion (2) principale ayant au moins un moteur (3) électrique pour la propulsion d'un bâtiment de navigation dans le sens de sa marche et plusieurs convertisseurs (7 et 8) d'alimentation du moteur (3) électrique en énergie électrique,
    - une propulsion (20) supplémentaire ayant un moteur (22) électrique pour la propulsion du bâtiment de navigation en s'écartant, notamment transversalement, du sens de marche,
    - dans lequel au moins l'un des convertisseurs (7 et 8) de la propulsion (2) principale peut, pour son alimentation en énergie électrique, être relié au moteur (22) électrique de la propulsion (20) supplémentaire, caractérisé en ce que le moteur (3) électrique de la propulsion (2) principale a plusieurs, notamment deux, systèmes (5, 6) d'enroulement indépendants les uns des autres et en ce que chacun des convertisseurs (7, 8) de la propulsion (2) principale est prévu pour l'alimentation respectivement exactement de l'un des systèmes (5, 6) d'enroulement en énergie électrique,
    et en ce que le au moins un convertisseur (7 et 8) est constitué de manière à pouvoir fonctionner dans un type de fonctionnement pour la propulsion principale et dans un type de fonctionnement différent de celui-ci pour la propulsion supplémentaire, le au moins un convertisseur (7 et 8) ayant un dispositif (14) de commande et/ou de régulation dans lequel sont mémorisés à la fois (15) des paramètres de commande et/ou de régulation pour le type de fonctionnement pour la propulsion (2) principale et des valeurs (16) qui en diffèrent de paramètres de commande et/ou de régulation pour le type de fonctionnement de la propulsion (20) supplémentaire.
  2. Système (1) de propulsion électrique suivant la revendication 1,
    caractérisé par un dispositif (1) de commutation pour la liaison électrique au choix du au moins un convertisseur (7 et 8) avec le moteur (3) électrique de la propulsion (2) principale ou avec le moteur (22) électrique de la propulsion (20) supplémentaire.
  3. Système (1) de propulsion électrique suivant la revendication 2,
    caractérisé en ce que le dispositif (17) de commutation est constitué de manière à pouvoir relier en même temps le au moins un convertisseur (7) au moteur (22) électrique de la propulsion (20) supplémentaire à son alimentation en énergie électrique et au moins l'un des autres convertisseurs (8) de la propulsion (2) principale au moteur (3) électrique de la propulsion (2) principale pour son alimentation en énergie électrique.
  4. Système (1) de propulsion électrique suivant l'une des revendications précédentes,
    caractérisé en ce que la propulsion (20) supplémentaire a une hélice à pas variable ou un impulseur (21) à pas variable.
  5. Système (1) de propulsion électrique suivant l'une des revendications précédentes,
    caractérisé en ce que la propulsion (20) supplémentaire est constituée sous la forme d'une propulsion à réaction.
  6. Système (1) de propulsion électrique suivant la revendication 5,
    caractérisé en ce que la propulsion à réaction est une propulsion à réaction transversale, notamment une propulsion à réaction de proue.
  7. Procédé pour faire fonctionner un système (1) de propulsion électrique pour un bâtiment de navigation comprenant
    - une propulsion (2) principale ayant au moins un moteur (3) électrique pour la propulsion d'un bâtiment de navigation dans le sens de sa marche et plusieurs convertisseurs (7 et 8) d'alimentation du moteur (3) électrique en énergie électrique,
    - une propulsion (20) supplémentaire ayant un moteur (22) électrique pour la propulsion du bâtiment de navigation en s'écartant, notamment transversalement, du sens de marche,
    - dans lequel le moteur (21) électrique de la propulsion (2) supplémentaire est alimentée en énergie électrique par au moins l'un des convertisseurs (7) de la propulsion (2) principale,
    caractérisé en ce que le moteur (3) électrique de la propulsion (2) principale a plusieurs, notamment deux, systèmes (5, 6) d'enroulement indépendants les uns des autres et en ce que chacun des convertisseurs (7, 8) de la propulsion (2) principale est prévu pour l'alimentation exactement de l'un des systèmes (5, 6) d'enroulement en énergie électrique,
    et en ce que l'on fait fonctionner le au moins un convertisseur (7) lors d'une alimentation du moteur (3) électrique de la propulsion (2) principale en énergie électrique dans un type de fonctionnement pour la propulsion (2) principale et lors d'une alimentation du moteur (22) électrique de la propulsion (20) supplémentaire en énergie électrique dans un type de fonctionnement qui en diffère pour la propulsion (20) supplémentaire, en faisant fonctionner le au moins un convertisseur (7) par un dispositif (15) de commande et/ou de régulation dans le type de fonctionnement pour la propulsion principale et dans le type de fonctionnement pour la propulsion (20) supplémentaire avec des valeurs (15, 16) différentes respectivement des paramètres de commande et/ou de régulation.
  8. Procédé suivant la revendication 7,
    caractérisé en ce que, dans un fonctionnement de la propulsion (20) supplémentaire, le au moins un convertisseur (7) alimente le moteur (22) électrique de la propulsion (20) supplémentaire et en même temps au moins l'un des autres convertisseurs (8) le moteur (3) électrique de la propulsion (2) principale.
  9. Procédé suivant la revendication 7 ou 8,
    caractérisé en ce qu'on utilise une propulsion à réaction comme propulsion (20) supplémentaire.
  10. Procédé suivant la revendication 9,
    caractérisé en ce la propulsion à réaction est une propulsion à réaction transversale, notamment une propulsion à réaction de proue.
EP12709819.2A 2011-03-08 2012-02-24 Système d'entraînement électrique pour navire et procédé permettant de faire fonctionner un système d'entraînement de ce type Active EP2668091B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011005223A DE102011005223A1 (de) 2011-03-08 2011-03-08 Elektrisches Antriebssystem für ein Wasserfahrzeug und Verfahren zum Betrieb eines derartigen Antriebssystems
PCT/EP2012/053191 WO2012119873A1 (fr) 2011-03-08 2012-02-24 Système d'entraînement électrique pour navire et procédé permettant de faire fonctionner un système d'entraînement de ce type

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EP2668091A1 EP2668091A1 (fr) 2013-12-04
EP2668091B1 true EP2668091B1 (fr) 2015-12-16

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JP (1) JP5806339B2 (fr)
KR (1) KR101539875B1 (fr)
DE (1) DE102011005223A1 (fr)
ES (1) ES2562191T3 (fr)
WO (1) WO2012119873A1 (fr)

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EP3104519B1 (fr) * 2015-06-11 2021-08-04 Rolls-Royce North American Technologies, Inc. Variation des quantités de pôles de moteur pour la réduction du bruit
JP2017019326A (ja) * 2015-07-08 2017-01-26 西芝電機株式会社 船舶内負荷駆動システム
KR102491160B1 (ko) * 2016-04-22 2023-01-20 대우조선해양 주식회사 선박의 전기식 추진 시스템
KR102600606B1 (ko) * 2021-10-19 2023-11-09 한화오션 주식회사 선박의 연료공급시스템 및 방법
EP4183674A1 (fr) * 2021-11-22 2023-05-24 W-FIN S.à R.L. Système de propulsion marine

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JP3524592B2 (ja) * 1994-08-31 2004-05-10 三菱重工業株式会社 船舶用インバータシステム
JP3525113B2 (ja) * 2001-02-08 2004-05-10 川崎重工業株式会社 操船装置
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JP3911517B2 (ja) * 2006-04-05 2007-05-09 ヤンマー株式会社 ハイブリッドシステム
DE102008004593A1 (de) * 2008-01-16 2009-08-06 Andersen, Peter, Dipl.-Ing. Schiff mit Elektroantrieben
DE102008022077A1 (de) * 2008-05-05 2009-11-12 Siemens Aktiengesellschaft Schaltung zur Speisung einer Antriebsmaschine mit mehreren Wicklungssystemen
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ES2562191T3 (es) 2016-03-02
DE102011005223A1 (de) 2012-09-13
EP2668091A1 (fr) 2013-12-04
KR101539875B1 (ko) 2015-07-27
WO2012119873A1 (fr) 2012-09-13
KR20130114744A (ko) 2013-10-17
JP2014512998A (ja) 2014-05-29

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