WO2013053826A1 - Système modulaire pour un essieu de propulsion électrique - Google Patents

Système modulaire pour un essieu de propulsion électrique Download PDF

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Publication number
WO2013053826A1
WO2013053826A1 PCT/EP2012/070163 EP2012070163W WO2013053826A1 WO 2013053826 A1 WO2013053826 A1 WO 2013053826A1 EP 2012070163 W EP2012070163 W EP 2012070163W WO 2013053826 A1 WO2013053826 A1 WO 2013053826A1
Authority
WO
WIPO (PCT)
Prior art keywords
selecting
component
electrical motor
requirement
components
Prior art date
Application number
PCT/EP2012/070163
Other languages
English (en)
Inventor
Gustaf LAGUNOFF
Kristoffer Nilsson
Original Assignee
Borgwarner Torqtransfer Systems Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Borgwarner Torqtransfer Systems Ab filed Critical Borgwarner Torqtransfer Systems Ab
Publication of WO2013053826A1 publication Critical patent/WO2013053826A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • 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
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F16H2048/364—Differential gearings characterised by intentionally generating speed difference between outputs using electric or hydraulic motors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/12—Machines characterised by the modularity of some components
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • This application relates to a method of designing and/or producing a module for a propulsion axle with an electrical motor arrangement.
  • the method comprises receiving a requirement relating to propulsion axle performance, selecting a planetary gear set to provide a gear ratio, selecting an electrical motor from a small set of electrical motors, selecting a cooling arrangement to enable said electrical motor to provide a required output power, and arranging said planetary gear set, said electric motor and said cooling arrangement as an electrical motor arrangement module in a propulsion axle, said module being adapted to fulfill said requirement relating to axle performance.
  • the inventors realized that by using key components allows for a very small subset of each component to be available to select from while still being able to provide arrangements with a wide range of possible performances.
  • This manner of producing a module also has the benefit that a module can easily be ordered by giving simple specifications to a sub contractor and then easily be installed into a four wheeled vehicle.
  • the inventors have thus realized through insightful reasoning that by intelligently selecting certain key components a manufacturer only needs to keep a few versions of each component in stock and it also simplifies the design process of a new module.
  • One benefit of such a module system is that a more cost-efficient product is provided, the logistics becomes easier and the maintenance of old models also becomes easier.
  • FiglA shows a schematic view of a propulsion axle and electric motor arrangement module according to one embodiment of the teachings of this application;
  • Fig IB shows a schematic view of a propulsion axle and electric motor arrangement module according to one embodiment of the teachings of this application;
  • FiglC shows a schematic view of a propulsion axle and electric motor arrangement module according to one embodiment of the teachings of this application;
  • Fig ID shows a schematic view of a propulsion axle and electric motor arrangement module according to one embodiment of the teachings of this application;
  • Fig 2A shows a flowchart of method according to the teachings of this application
  • Fig 2B shows a flowchart of method according to the teachings of this application.
  • Fig 2C shows a flowchart of method according to the teachings of this application.
  • Fig 2D shows a flowchart of method according to the teachings of this application.
  • Fig 2E shows a flowchart of method according to the teachings of this application
  • Fig 2F shows a flowchart of method according to the teachings of this application
  • Fig 3 shows an example embodiment of an example user interface according to the teachings of this application.
  • Fig 4 shows an example embodiment of an example user interface according to the teachings of this application.
  • FIG. 1 A shows a schematic view of a propulsion axle and electrical motor arrangement 100 for a four wheel automobile according to the teachings of this application.
  • the arrangement 100 comprises a propulsion axle 110 adapted to connect two wheels 105 to an electrical motor 140.
  • the motor 140 is operative ly connected to the axle 110 through a planetary gear set 120.
  • planetary gear sets 120 make it possible to connect a wide variety of different components to an axel in an easy manner.
  • the focus on planetary gear sets 120 is thus ingenious in that it simplifies combining different components without requiring any significant modifications.
  • the planetary gear sets 120 available are one providing a ratio of about 5.7 and one providing a ratio of about 8.3. That is, determining a planetary gear set 120 having the desired ratio includes the selection of two planetary gears, each having the same ratio.
  • the electrical motor has a peak power of 20 kW. In one embodiment the electrical motor has a peak power of 60 kW. This makes it very easy to select an appropriate motor for a specific requirement specification compared to selecting an electrical motor from the vast offering of electric motors on a contemporary market.
  • a cooling system 130 Also associated with the motor 140 is a cooling system 130. In the schematic view of figure 1 the cooling system is shown to be a separate unit, but it should be understood that the cooling system 130 can also be incorporated in the motor 140. The cooling system 130 is selected to control the level of continuous power delivered from the electric motor 140.
  • cooling systems 130 there are two types of cooling systems 130, one internal and one external.
  • cooling systems 130 there are two types of external cooling systems 130 using different cooling fluids, one water and one air.
  • a water cooling system 130 provides a higher continuous power from the electrical motor 140.
  • An air cooling system 130 provides a lower continuous power from the electrical motor 140. It should be noted that other cooling systems are also possible to use in a modular system such as disclosed herein. It should be noted that other cooling systems such as oil cooling is also possible.
  • cooling system 130 there are two types of internal cooling systems 130 designed to work with different flows, either high flow or low flow.
  • a cooling system 130 working with a low flow provides a low continuous power and a cooling system 130 with a high flow provides a high continuous power.
  • WO2011089564 claiming priority from SE 1000071-9 by the same applicant discloses a cooling system which can beneficially be used as a cooling system 130 in a module as disclosed herein.
  • FIG. 1 A only three different components are used, namely the motor 140, the cooling system 130 and the planetary gear set 120 and a designer thus only have to select three different components which makes the design process very easy. It also allows a manufacturer to only have a warehouse storing three different types of components which components can all be used for different designs. The advantages of this should be clear in that it will be easier to keep an updated storage among other benefits. Furthermore, as only a few key components are needed manufacturers of such components may streamline their production further as there will be a demand for only a few components model allowing the manufacturer to focus his production on these components thereby reducing the production costs in that larger volumes are produced and less machinery (at least types of machinery). Also, the number of spare parts that are needed is reduced and also the training of technical or support staff as fewer components need to taught to the support or technical staff.
  • Figure 2A shows a flow chart of a method according to the teachings of this application.
  • the basic concept is that the planetary gear set 120, including two planetary gears having the same gear ratio, may be combined with a reduction gear for providing four different fixed gears as well as two options of a controllable two-stage reduction gear.
  • a reduction gear for providing four different fixed gears as well as two options of a controllable two-stage reduction gear.
  • a requirement specification is received. Thereafter a designer selects a planetary gear set to provide a suitable gear ratio 220.
  • the planetary gear set 120 is selected from a small set of possible planetary gear sets 120. In one embodiment there is two planetary gear sets 120 to select from, each planetary gear set including two planetary gears having the same ratio.
  • the designer also selects an electrical motor 140 to provide a suitable torque 230.
  • the electrical motor 140 is selected from a small set of possible electric motors 140. In one embodiment there are two electrical motors to select from.
  • a cooling system 130 is selected to provide a suitable continuous power output 240. In one embodiment the cooling system 130 is selected to be either external or internal.
  • the arrangement is assembled in step 280.
  • This provides a manner to produce a propulsion axle with an electrical motor arrangement 100 by only selecting a very few number of components from an easy to overview subset of available components to meet a wide range of possible requirements.
  • the requirement specification is analyzed to find a suitable arrangement of components step 215, see fig 2B, by determining the characteristics of the module.
  • the analysis is performed by a computer or other calculative means in one embodiment. The analysis is based on that the size requirements and the price requirements are matched against the different alternatives for the various components to match against the required performance of the propulsion axle.
  • the number of components to be selected is preferably below or equal to 7 and the number of options for each component is less than or equal to 4.
  • the number of available combinations in the example above, is reduced to 32.
  • the first choices are often the most easy to make as some choices will be more or less apparent to a designer. For example, if a high-power machine is to use the resulting module the low-power motor will not be an option. Also, if a vehicle that possibly traverses rough terrain (such as heavy duty jeeps) air cooling is perhaps not an option.
  • the computer or other calculative means is arranged to perform at least a partial analysis for selecting the needed components.
  • the computer makes a preliminary determination of the key components needed (for example a high power motor for an assembly to be used in a high- performance vehicle) and the designer or user selects the remaining components.
  • the designer or user makes a preliminary determination of the key components needed (for example high power motor for an assembly to be used in a high-performance vehicle) and the computer selects the remaining components after analyzing the selected components and the specifications.
  • a computer or other calculation means provide a full or partial proposal for components to be selected a user or designer is enabled to amend or change the proposed selection.
  • the computer is arranged to adapt the proposal for selection of components according the user's or desinger's changes.
  • One benefit of calculating the resulting performance for each combination when an arrangement is to be designed is that it takes into account changes that might have been made recently to one or several components or their options.
  • Figure IB shows a further embodiment where a fourth component is added to the modular arrangement 100.
  • the fourth component is a reduction stage 150.
  • the reduction stage 150 is arranged so as to co-operate with the planetary gear set 120 to provide a suitable overall gear ratio.
  • the reduction stage 150 is arranged to provide a gear ratio of about 1.7.
  • the arrangement of the reduction stage 150 is selected from the group of being connected in series with a planetary gear set 120, in series with a disconnect (more on this below) or in a selectable 2-step gear box (more on this further below).
  • the reduction stage 150 and its arrangement are selected in a step 250, see fig 2C.
  • One example of a reduction stage 150 that can be used is disclosed in the application titled TWO-STAGE GEARBOX INTEGRATED IN AN ELECTRIC MOTOR ROTOR filed concurrently as this application and by the same applicant.
  • Figure 1C shows a further embodiment where a fifth component is added to the modular arrangement 100.
  • the fifth component is a disconnect 160.
  • the disconnect 160 chosen to have one clutch arrangement for a disconnect function or to have two clutch arrangements for a two-step gear box arrangement.
  • the disconnect 160 can be chosen to have one valve for a disconnect function or two valves for a two-step gear box arrangement.
  • the disconnect 160 and its arrangement are selected in a step 260, see fig 2D.
  • FIG. 1 shows a further embodiment where a sixth component is added to the modular arrangement 100.
  • the sixth component is a torque vectoring unit 170.
  • Torque vectoring units are described in the application WO2010101506 by the same applicant.
  • a torque vectoring unit has the advantage of allowing or improving traction control as is also disclosed in the application WO2010101506.
  • the torque vectoring unit 170 is selected in a step 270, see fig 2E. It should be noted that although the reduction stage 150, the disconnect 160 and the torque vectoring unit 170 have been referred to as the fourth, fifth and sixth components respectively the order of selecting them is by no means limited by these references. An embodiment having a reduction stage 150 and a torque vectoring unit 170, but no disconnect is plausible as is any other combination of these components.
  • a module for a propulsion axle and an electrical motor resulting from a combination as disclosed above can generate continuous power outputs of 5 to 40 kW and maximum torque from 400-3200 Nm which fully covers most prospective clients' requirements.
  • a combination of a 60 kW electrical motor 140, an external water cooling system 130, a reduction stage 150 with a ratio of 1.7, a planetary gear set 120 including two planetary gears with a ratio of 5.7 and a selectable two-step disconnect 160 and a torque vectoring unit 170 provides a propulsion axle and electrical motor arrangement generating a total performance of continuous power of 40 kW, a maximum torque of 2000 Nm and a maximum speed of 250 kph.
  • a combination of a 60 kW electrical motor 140, an external water cooling system 130, a planetary gear set 120 including two planetary gears with a ratio of 8.3, a direct disconnect 160 and a torque vectoring unit 170 (no reduction stage 150) provides a propulsion axle and electrical motor arrangement generating a total performance of continuous power of 40 kW, maximum torque of 1800 Nm and a maximum speed of 160 kph.
  • a combination of a 20 kW electrical motor 140, an external air cooling system 130, a reduction stage 150 with a ratio of 1.7, a planetary gear set 120 including two planetary gears with a ratio of 8.3 and a direct disconnect 160 provides a propulsion axle and electrical motor arrangement generating a total performance of a continuous power of 5 kW, a maximum torque of 1000 Nm and a maximum speed of 100 kph.
  • a propulsion axle and electrical motor arrangement generating a total performance of a continuous power of 5 kW, a maximum torque of 1000 Nm and a maximum speed of 100 kph.
  • the user interface 300 in figure 3 shows a screen image where a user can select the components. Each component is presented for selection to a user through a displayed icon 310, one for each option. In the user interface 300 6 major options are shown, two for the motor (20 kW and 60 kW), two for the cooling (AIR and H20) and two for the planetary gear (5.7 and 8.3).
  • a user has made three selections which are marked by the corresponding icon having a thicker border. In this example the selection is MOTOR 20 kW, COOLING: AIR, GEAR 8.3.
  • the resulting characteristics for the electrical drive axle assembly are shown in a result view 320.
  • characteristics such as the power, the maximum torque, the cost and the availability of components for the assembly are shown.
  • graphs or diagrams 340 may be shown to illustrate certain characteristics. This provides the designer with a quick and clear view of the characteristics of a resulting electrical drive axle assembly. It also provides financial data such as cost and/or availability which may be beneficial to sales or support staff.
  • icons 330 for further components are also displayed in the user interface 300.
  • the further components may be a reduction stage (150), a torque vectoring unit (170) and/or a disconnect (160). In the example of figure 3 the reduction stage is selected.
  • the user interface may have a different screen layout than the one shown in figures 3 and 4.
  • the icons 310, 330 and 315 may be shown as bullets, drop-down menus or similar.
  • the number of further components may be different and other further components may alternatively or additionally be displayed. Or, no further components are displayed.
  • Figure 4 shows an alternative user interface 300 which is arranged with at least one input field through which a user can enter requirements or specifications.
  • the user interface is arranged to feed such requirements to a computer or other calculative means arranged to perform a method according to herein and at least partially propose components to be used.
  • the electrical motor of 60 kW is proposed (as is indicated by the corresponding icon 315 being selected).
  • the designer may then supplement or complement the proposal by selecting or deselecting icons, for example by selecting the icon for a reduction stage 330.
  • the user interfaces 300 of figures 3 and 4 thus enable a designer or user to design an electrical drive axle assembly in a manner that is simple and easy to use.
  • the user interface 300 of figure 4 further enables a user to simply enter requirements and be provided with a proposal (at least partial) of what components should be part of the required electrical drive axle assembly in a manner that is simple to use and to overview.
  • Table 1 shows an example of such an overview where a number of models of arrangements are listed and their selected components respectively. As can be seen from table 1 it is easy for both a designer and for the logistics manager to quickly get an overview of the available components and also which components are necessary to keep in stock.
  • the models presented in Table 1 are examples only, and further combinations are available.
  • the disconnect component may be optional for all models.
  • Another benefit of a modular system as disclosed herein is that simulation and planning of manufacturing propulsion axle and electrical motor modules becomes highly intuitive and easy to implement and as simulation is a big part of the automotive industry this is a major benefit.
  • a software modeling module comprises a table similar to table 1.
  • a user simply marks the options wanted and the software modeling module calculates the resulting performance and displays it on a screen.
  • Such a modeling module is employed in the analysis step 215 in one embodiment.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un procédé pour produire et/ou concevoir un essieu de propulsion équipé d'un agencement de moteur électrique (100) pour un véhicule routier électrique à quatre roues, ledit procédé comprenant : la réception d'une requête relative à la performance de l'essieu de propulsion ; et la sélection d'au moins un composant parmi un petit jeu de composants clés ; ladite requête comprenant au moins une requête de couple et/ou une requête de vitesse et/ou une requête de puissance de sortie, et ladite sélection d'au moins un composant comprenant la sélection d'un train d'engrenages épicycloïdal (120) en tant que composant servant à donner un rapport d'engrenage ; la sélection d'un moteur électrique (140) en tant que composant ; la sélection d'un système de refroidissement (130) en tant que composant destiné à permettre audit moteur électrique de fournir une puissance de sortie requise ; et l'agencement dudit train d'engrenages épicycloïdal (120), dudit moteur électrique (140) et dudit système de refroidissement (130) sous la forme d'un module d'agencement de moteur électrique (100) dans un essieu de propulsion, ledit module (100) étant adapté à satisfaire ladite requête relative à la performance du essieu sous le rapport dudit couple et/ou de ladite vitesse et/ou de ladite puissance de sortie.
PCT/EP2012/070163 2011-10-11 2012-10-11 Système modulaire pour un essieu de propulsion électrique WO2013053826A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1150938 2011-10-11
SE1150938-7 2011-10-11

Publications (1)

Publication Number Publication Date
WO2013053826A1 true WO2013053826A1 (fr) 2013-04-18

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050023053A1 (en) * 2003-07-30 2005-02-03 Bennett John L. Axle assembly with parallel mounted electric motors
WO2010010150A1 (fr) 2008-07-25 2010-01-28 Boehringer Ingelheim International Gmbh Synthèse d'inhibiteurs de la 11β-hydroxystéroïde déhydrogénase de type 1
WO2010101506A1 (fr) 2009-03-05 2010-09-10 Haldex Traction Ab Dispositif pour déterminer le vecteur de couple
WO2011089564A1 (fr) 2010-01-20 2011-07-28 Deepak Kumar Moyen de fixation pour fractures d'os

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050023053A1 (en) * 2003-07-30 2005-02-03 Bennett John L. Axle assembly with parallel mounted electric motors
WO2010010150A1 (fr) 2008-07-25 2010-01-28 Boehringer Ingelheim International Gmbh Synthèse d'inhibiteurs de la 11β-hydroxystéroïde déhydrogénase de type 1
WO2010101506A1 (fr) 2009-03-05 2010-09-10 Haldex Traction Ab Dispositif pour déterminer le vecteur de couple
WO2011089564A1 (fr) 2010-01-20 2011-07-28 Deepak Kumar Moyen de fixation pour fractures d'os

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