WO2023110011A1 - Ensemble pour l'alimentation en courant ou en tension d'un entraînement électrique - Google Patents

Ensemble pour l'alimentation en courant ou en tension d'un entraînement électrique Download PDF

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Publication number
WO2023110011A1
WO2023110011A1 PCT/DE2022/100892 DE2022100892W WO2023110011A1 WO 2023110011 A1 WO2023110011 A1 WO 2023110011A1 DE 2022100892 W DE2022100892 W DE 2022100892W WO 2023110011 A1 WO2023110011 A1 WO 2023110011A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric motors
phases
power electronics
electric
electronics unit
Prior art date
Application number
PCT/DE2022/100892
Other languages
German (de)
English (en)
Inventor
Thorsten Biermann
Götz Rathke
Ivo Agner
Peter WELKER
Christian Lutz
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Publication of WO2023110011A1 publication Critical patent/WO2023110011A1/fr

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Classifications

    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0092—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption with use of redundant elements for safety purposes
    • 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
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B60L2210/46—DC to AC converters with more than three phases
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor

Definitions

  • the invention relates to an arrangement for supplying power or voltage to an electric drive, in particular a vehicle, comprising a multi-phase power electronics unit which converts a direct voltage or direct current provided by an energy source into an alternating voltage or alternating current, which is fed to a multi-phase power electronics unit connected electric motor, preferably a traction machine, to provide a driving force to generate a movement, in particular on a vehicle wheel, can be fed.
  • a multi-phase power electronics unit which converts a direct voltage or direct current provided by an energy source into an alternating voltage or alternating current, which is fed to a multi-phase power electronics unit connected electric motor, preferably a traction machine, to provide a driving force to generate a movement, in particular on a vehicle wheel, can be fed.
  • DE 202 13 670 U1 discloses a directly driven drive axle with two drive motors, with two asynchronous motors that work separately and whose working behavior is controlled by a common controller being arranged on the axle, with the motor shafts of the two asynchronous motors each having a planetary gear stage with the downstream output shaft driving, a vehicle wheel-bearing drive shafts are connected.
  • drive systems which include two drive motors, are supplied with energy via two separate power electronics units, each power electronics unit converting a DC voltage or direct current into an AC voltage/alternating current.
  • Each power electronics unit has its own independent components.
  • the invention is based on the object of specifying an arrangement for supplying current or voltage to an electric drive which, despite the reduction in costs and installation space, enables variable adaptation to different drive systems with at least two electric motors.
  • the arrangement explained at the outset for the current or voltage supply of an electric drive, in particular of a vehicle comprises a polyphase power electronics unit which converts a direct voltage or direct current provided by an energy source into an alternating voltage or alternating current, which an electric motor connected to the multi-phase power electronics unit, preferably a traction machine, can be supplied to provide a driving force for generating a movement, in particular on a vehicle wheel.
  • a multi-phase power electronics unit is characterized by the fact that it has only one DC input (direct current with plus and minus pole), which leads to the power switches via filter and capacitor and this power electronics unit can be connected to a separate or integrated motor/ Gear unit integrated housing is housed.
  • the power electronics unit which has at least three phases, is coupled to at least two electric motors for the simultaneous current or voltage supply.
  • Such an arrangement replaces several individual power electronics units, which reduces the costs, the installation space and the weight of the electric drive.
  • the electric motors to be driven with only one power electronics unit can vary in the number of phases (windings).
  • the electric motors can be positioned on separate axes or on one axis.
  • the phases coming from the power electronics unit are separated and combined in phase groups, with each phase group being assigned a phase designed as a winding of at least two electric motors for their current or voltage supply is. Since the phases are only separated after the output from the power electronics unit, a structurally simple power electronics unit can be used to simultaneously supply current and voltage to a number of electrical machines.
  • the current sensors which monitor each phase of the power electronics, record the total phase current of the two electric motors. Due to the rigid coupling of the rotor shafts of the electric motors, current sensors are only necessary for one phase group.
  • the power electronics unit has nxm phases, with n times m(1...n) phases of the power electronics unit being connected to the stator windings of each electric motor and the in each case m phases, which are assigned to one electric motor, are supplied with current from the power electronics unit in phase with or out of phase with the phases that are assigned to the n-1 other electric motors. Also in this embodiment, due to the rigid coupling of the rotor shafts of the electric motors, their position and speed are monitored with only one sensor system.
  • the phase offset in time between the individual n electric motors is different. This has the advantage that electric motors that have a different number of phases (windings) m (1...n) can be supplied with energy at the same time.
  • the power electronics unit has two times three phases, with three phases of the power electronics unit being connected to the stator windings of each electrical machine and the three phases associated with one electric motor being connected at 60° +/-10 0 to the three phases, which are associated with the other electric motor, are controlled in a time-shifted manner.
  • the structurally simple design of the power electronics unit with six phases enables control of two electric motors.
  • the phases assigned to the electric motors can be controlled in such a way that the electric motors can be driven at different speeds or torques. This is especially true when using the Arrangement in a vehicle is advantageous where the speed and torque of the electric motors, which are arranged on a common axis, can vary depending on the operating condition of the vehicle. This improves the driving characteristics of the vehicle.
  • the power electronics unit has three phases twice, with three phases of the power electronics unit being connected to the stator windings (phases) of one of the 3-phase electric motors and the power electronics unit controlling the two electric motors independently of one another. in particular axle- and/or wheel-selective, in the vehicle.
  • the complete functional and mechanical separation of the electric motors from each other allows independent control of electric motors with a different number of phases.
  • the electric motors are arranged next to one another and are preferably designed as a radial flux or axial flux machine with at least one stator and at least one rotor.
  • the side-by-side arrangement of the electric motors allows optimal utilization of the radial installation space available in the vehicle.
  • the axial flux machine is designed in an Fl arrangement or an I arrangement. If a rotor shaft and two external disk-shaped stators of an electric motor are arranged axially next to one another, this is referred to below as an I arrangement (2 stators, 1 rotor).
  • I arrangement 2 stators, 1 rotor.
  • a further embodiment of the electric motors has two external rotor plates which are coupled to one another and between which a disk-shaped stator is arranged over an axial area. This embodiment is referred to below as a so-called H arrangement (1 stator, 2 rotors). A distance is defined between the stator and the associated rotor, which is referred to as the air gap.
  • the electric traction machines are designed as a permanently excited synchronous machine or as a separately excited synchronous machine or as an asynchronous machine.
  • the arrangement for the current or voltage supply can therefore be used in a variety of ways for a wide variety of electric motors.
  • a further aspect of the invention relates to an electric drive of a vehicle, comprising two electric motors which each drive two vehicle wheels via a gear reduction stage.
  • the two functionally separate electric motors are connected to a common multi-phase device for supplying current or voltage to the two electric motors, the multi-phase device having more than three phases for independently setting the operating parameters of the two electric motors.
  • the use of only one current or voltage supply device allows the size of the drive to be reduced while at the same time reducing the weight.
  • the multiphase device can be used as a decoupled interface between an energy source and the electric traction machines, with the decoupling allowing the use of any number of motors to be operated, since the number of phases of the multifunction device can be varied as desired.
  • Another aspect of the invention relates to an electric drive for a vehicle, which has two electric motors arranged axially next to one another in series, which each drive two vehicle wheels via a reduction gear, the rotor shafts of both electric motors being coupled to one another in a torque-proof manner with an input shaft of a differential gear and the lead both output shafts of the differential gear to one of the reduction gears.
  • the rotors and the stators of the electric drive are arranged axially flat next to each other.
  • FIG. 1 shows a first exemplary embodiment of an electric drive
  • FIG. 2 shows a first exemplary embodiment of the arrangement according to the invention for the electric drive according to FIG. 1,
  • FIG. 4 shows a further exemplary embodiment of the arrangement according to the invention for the electric drive according to FIG. 2,
  • FIG. 8 shows a further exemplary embodiment of the arrangement according to the invention for the electric drive according to FIG.
  • a first embodiment of the electric drive according to the invention is shown.
  • the electric drive 1 comprises two electric motors 2, 3, which are arranged axially in series, so that the rotor shafts 4, 5 of the two electric motors 2, 3 are coaxial with one another.
  • Each rotor shaft 4, 5 is guided to a respective reduction gear 6, 7 in the form of a stepped planetary gear which is connected to a gear output shaft 8, 9 in each case on a vehicle wheel 10, 11. grabs.
  • a decoupling unit 14 is connected to a ring gear 13 of each reduction gear 6 , 7 .
  • both electric motors 2, 3 there is a differential gear 15 in the form of a planetary gear, to which the two rotor shafts 4, 5 are coupled.
  • the rotor shafts 4, 5 of the two electric motors 2, 3 are coupled to one another in a rotationally fixed manner via a ring gear 15a of the differential gear 15.
  • This means that both electric motors 2, 3 always have an identical phase position of the time course of the current or voltage during a rotation, as shown in the diagrams 2a, 3b.
  • One revolution here corresponds to 360°.
  • the electric motors 2, 3 are designed in an I-arrangement, in which a rotor 16 is arranged on the inside and the stators 17 are arranged on the outside in an axially flat manner.
  • a power electronics unit 18 is coupled to the respective stator 17 of the electric motors 2, 3 and supplies the three-phase electric motors 2, 3 with energy.
  • This power electronics unit 18 has three phases 19, 20, 21, which are separated outside of the power electronics unit 18, with three of the separated phases 19a, 20a, 21a; 19b, 20b, 21b are each combined into a phase group A,B.
  • the first phase group A with the separate phases 19a, 20a, 21a leads to the stator 17 of the electric motor 2, while the second phase group B is connected to the stator 17 of the second electric motor 3.
  • each stator 17 comprises windings 22, 23, 24, to which the separate phases 19a, 20a, 21a; 19b, 20b, 21b of the two phase groups A, B are connected.
  • the windings represent the phases of the motor from the point of view of an electric motor. It is expedient after the separation for each phase group A, B to have the same impedances for the supply lines and phases 19a, 20a, 21a; 19b, 20b, 21b of the motors 2, 3 to choose.
  • the three-phase power electronics unit 18 includes a DC input 25 for a DC voltage or a direct current, which are routed to three circuit breakers 28, 29, 30 via an EM I filter 26 and a capacitor 27.
  • Each power switch 28, 29, 30 is connected to a gate driver block 31, 32, 33, which be controlled by a common control unit 37.
  • This control unit 37 can be designed as a microcontroller or ASIC and includes a control circuit for controlling the speed and torque of the electric motors 2, 3.
  • Each circuit breaker 28, 29, 30 has a phase 19, 20, 21 which is switched in the manner described and manner separated into the two phase groups A, B to power the two electric motors 2,3.
  • the circuit breakers 28, 29, 30 are controlled by the control unit 37 and convert the DC voltage or the direct current into an AC voltage or an alternating current, which is applied to the phases 19, 20, 21 and via an AC output to the electric motors 2, 3 are passed on.
  • a current sensor 34 , 35 , 36 is provided for each phase 19 , 20 , 21 downstream of each circuit breaker 28 , 29 , 30 , which current sensor measures the alternating current of each phase 19 , 20 , 21 and reports it back to the control unit 37 .
  • a rotor position sensor 12 which is coupled to the control unit 37 is arranged on the rotor shaft 4 , 5 of an electric motor 2 , 3 .
  • the electric motors 2, 3 are rigidly coupled and are operated in parallel, so that they always have the same phase 19, 20, 21 in a rotational direction during rotation.
  • the two electrical machines 2, 3 represent only one consumer in the form of a three-phase machine. It is sufficient to detect the speed with only one rotor position sensor 12 on an electric motor 2, 3.
  • the current sensors 34, 35, 36 detect the total phase current of the two electric motors 2, 3, it being assumed in the control implemented in the control unit 37 that the phase currents are approximately evenly distributed over the two electric motors 2, 3. This means that the regulation is based on an averaging of the phase currents.
  • the capacitor 27, which smoothes the generated AC voltage or the generated alternating current into an approximate sinusoidal signal, must be designed for the load of two electric motors 2, 3.
  • FIG. 1 An electric drive 38 with electric motors 39, 40 configured in an alternative H configuration is shown in FIG.
  • the rotor 16 surrounds the internal stators 17, which are axially flat within the rotor 16 po- are positioned.
  • the rotor shafts 4, 5 on the ring gear 15a of the differential gear 15 are also coupled to one another in a rotationally fixed manner in this case.
  • the output shafts 41, 42 of the differential gear 15 each lead to a reduction gear 6, 7 designed as a planetary gear.
  • the stators 17 of the two electric motors 39, 40 are connected to a six-phase power electronics unit 43 and are supplied by this with an alternating current or an alternating voltage. 3 phases each 19, 20, 21; 44, 45, 46 of the power electronics unit 43 are connected to the windings 22, 23, 24 of the two three-phase electric motors 39, 40.
  • FIG. 4 shows a further exemplary embodiment of the arrangement according to the invention for the electric drive 38 explained in FIG.
  • a power switch 47, 48, 49 each is additionally provided for the phases 44, 45, 46 and is connected to the control unit 37 via a gate driver block 50, 51, 52 each.
  • the alternating current generated is also measured with a separate current sensor 53, 54, 55 in each further phase 44, 45, 46.
  • the rotor position sensor 12 is positioned at the coupling point of both rotor shafts 4, 5 of the two electric motors 39, 40, only one rotor position sensor 12 being necessary since the two rotor shafts 4, 5 are rigidly coupled.
  • the two electric motors 39, 40 form a six-phase motor from the point of view of the electronic power unit 43.
  • the six phases 19, 20, 21; 44, 45, 46 of the power electronics unit 43 can be controlled independently of one another by the control unit 37, which is done by the for each phase 19, 20, 21; 44, 45, 46 provided gate driver block 31, 32, 33; 50, 51, 52 is made possible.
  • the timing of the three AC phases 19, 20, 21; 44, 45, 46 of each electric motor 39, 40 are offset from one another by 120°.
  • the two electric motors 39, 40 are driven out of phase and have an offset from motor 39 to motor 40 of almost 60°. This is shown in diagrams 40a and 39b in FIG.
  • 5 and 6 show two further embodiments of an electric drive 38 in which the electric motors 39, 40 are arranged in an H-arrangement in direct axial juxtaposition.
  • the rotor shafts 4, 5 of the two electric motors 39, 40 are directly connected to one another.
  • This connected rotor shaft 56 is coupled to the input shaft 57 of the differential gear 15 in a torque-proof manner.
  • the output shafts 41, 42 of the differential gear 15 each lead to a reduction gear 6, 7, which are designed as planetary gears.
  • the three-phase electronic power unit 18 acts on the stators 17 of the two electrical machines 39, 40 by separating the three phases 19, 20, 21 and connecting them as phase groups A, B, as shown in FIG electric motors 39, 40 are performed.
  • the two electric motors 39, 40 run synchronously with one another and, according to diagrams 39b and 40a, have an identical phase curve.
  • the six-phase power electronics 43 are used to control the two electric motors 39, 40, three separate phases 19, 20, 21; 44, 45, 46 are each guided to an electric motor 39, 40.
  • the phases 19, 20, 21 or 44, 45, 46 are controlled offset by 60° (diagram 40a and 39b in FIG. 6) that, as explained in connection with FIG leads to a reduction in the capacitance of the capacitor 27.
  • FIG. 7 shows a further exemplary embodiment of an electric drive 58, in which the electric motors 39 and 40 are also installed in an H arrangement.
  • the rotor shafts 4, 5 of the two electric motors 39, 40 lead to a reduction gear 6, 7 designed as a spur gear chain, which reduces the installation space required by the drive 58.
  • Both electric motors 39, 40 are completely decoupled from each other and are operated by the common power electronics 43 as two independently working three-phase electric motors. ren 39, 40 recognized. The speeds and the torques of the two motors 39, 40 can thus be different depending on the respective operating state of the vehicle.
  • FIG. 8 shows an electrical equivalent circuit diagram, according to which the six-phase electronic power unit 43, as explained in FIG. 4, is designed. In contrast to FIG.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un ensemble pour alimenter en courant ou en tension un entraînement électrique, en particulier un véhicule, ledit système comprenant une unité électronique de puissance polyphasée (18, 43) qui convertit une tension continue ou un courant continu fourni(e) par une source d'énergie en une tension alternative ou un courant alternatif qui peut être appliqué(e) à un moteur électrique (2, 3 ; 39, 40), de préférence à une machine de traction, relié(e) à l'électronique de puissance polyphasée (18, 43), afin de fournir une force d'entraînement pour générer un mouvement en particulier au niveau d'une roue de véhicule (10, 11). Dans un ensemble qui permet une adaptation variable à des systèmes d'entraînement munis d'au moins deux moteurs électriques tout en réduisant les coûts et l'encombrement, l'unité électronique de puissance (18, 43) comportant au moins trois phases (19, 20, 21 ; 44, 45, 46) est couplée à au moins deux moteurs électriques (2, 3 ; 39, 40) pour l'alimentation simultanée en courant ou en tension.
PCT/DE2022/100892 2021-12-15 2022-11-30 Ensemble pour l'alimentation en courant ou en tension d'un entraînement électrique WO2023110011A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021133266.4 2021-12-15
DE102021133266.4A DE102021133266A1 (de) 2021-12-15 2021-12-15 Anordnung zur Strom- bzw. Spannungsversorgung eines elektrischen Antriebes

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Publication Number Publication Date
WO2023110011A1 true WO2023110011A1 (fr) 2023-06-22

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WO (1) WO2023110011A1 (fr)

Citations (6)

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Publication number Priority date Publication date Assignee Title
DE20213670U1 (de) 2002-09-02 2004-02-12 Ewald Speth Antriebstechnik Gmbh Direkt angetriebene Antriebsachse mit zwei Antriebsmotoren
US20100013438A1 (en) * 2008-07-21 2010-01-21 Gm Global Technology Operations, Inc. Power processing systems and methods for use in plug-in electric vehicles
US20120235617A1 (en) * 2011-03-16 2012-09-20 Singh Brij N System for controlling rotary electric machines to reduce current ripple on a direct current bus
US20130234505A1 (en) * 2010-11-05 2013-09-12 Yoshimoto Matsuda Power Device of Electric Vehicle
US20210044225A1 (en) * 2019-08-08 2021-02-11 Lg Electronics Inc. Device for driving a plurality of motors and electric apparatus including the same
EP3866295A1 (fr) * 2020-02-13 2021-08-18 Ningbo Geely Automobile Research & Development Co. Ltd. Système électrique de véhicule

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DE10330284A1 (de) 2003-07-04 2005-02-03 Siemens Ag Überspannungsbegrenzer für einen Traktionsstromrichter
DE102008051592A1 (de) 2008-10-14 2010-04-15 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug mit elektrischen Antriebseinheiten und Verfahren zum Betrieb der elektrischen Antriebseinheit
DE102011075509A1 (de) 2011-05-09 2012-11-15 Siemens Aktiengesellschaft Energiespeichersystem und Antriebssystem für ein Fahrzeug
DE102014209868A1 (de) 2014-05-23 2015-11-26 Schaeffler Technologies AG & Co. KG Steuerverfahren und Schaltungsanordnung zum Betrieb einer Antriebsmaschine
DE102016117911A1 (de) 2016-09-22 2018-03-22 Volabo Gmbh Elektrische Maschine
DE102019200996A1 (de) 2019-01-28 2020-07-30 Robert Bosch Gmbh Elektrische Schaltungsanordnung und Verfahren zum Betreiben einer solchen Schaltungsanordnung

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE20213670U1 (de) 2002-09-02 2004-02-12 Ewald Speth Antriebstechnik Gmbh Direkt angetriebene Antriebsachse mit zwei Antriebsmotoren
US20100013438A1 (en) * 2008-07-21 2010-01-21 Gm Global Technology Operations, Inc. Power processing systems and methods for use in plug-in electric vehicles
US20130234505A1 (en) * 2010-11-05 2013-09-12 Yoshimoto Matsuda Power Device of Electric Vehicle
US20120235617A1 (en) * 2011-03-16 2012-09-20 Singh Brij N System for controlling rotary electric machines to reduce current ripple on a direct current bus
US20210044225A1 (en) * 2019-08-08 2021-02-11 Lg Electronics Inc. Device for driving a plurality of motors and electric apparatus including the same
EP3866295A1 (fr) * 2020-02-13 2021-08-18 Ningbo Geely Automobile Research & Development Co. Ltd. Système électrique de véhicule

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