CA2296541A1 - Electrical drive unit - Google Patents
Electrical drive unit Download PDFInfo
- Publication number
- CA2296541A1 CA2296541A1 CA002296541A CA2296541A CA2296541A1 CA 2296541 A1 CA2296541 A1 CA 2296541A1 CA 002296541 A CA002296541 A CA 002296541A CA 2296541 A CA2296541 A CA 2296541A CA 2296541 A1 CA2296541 A1 CA 2296541A1
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- Canada
- Prior art keywords
- transmission unit
- drive
- transmission
- generator
- arrangement according
- Prior art date
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Classifications
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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
- B60K6/42—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
- B60K6/46—Series type
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
-
- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
-
- 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
-
- 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
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
- B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
-
- 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
- B60L2220/10—Electrical machine types
- B60L2220/14—Synchronous machines
-
- 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
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/40—Problem solutions or means not otherwise provided for related to technical updates when adding new parts or software
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- 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
- Y02T10/62—Hybrid vehicles
-
- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Of Transmissions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
Abstract
The present invention relates to an electrical drive unit which comprises at least one drive motor and at least one generator. This invention is characterised in that the electrical drive unit is mounted in the frame of a vehicle so that it can be replaced.
Description
ELECTRICAL TRANSMISSION UNIT
The invention is relative to an electrical transmission unit as well as to a drive arrangement for a vehicle, especially a non-railborne vehicle with at least one internal combustion engine, a generator and a drive motor.
The use of drives in which an internal combustion engine is connected to a generator for the production of current and in which the drive is brought about by an electromotor fed by said generator is currently being discussed, especially for street vehicles. Particular attention is to be called here to the so-called diesel-electric drives.
Such a drive is known for a non-railborne vehicle, for example, from European patent EP 0,527,145 B 1. This vehicle is distinguished in particular in that the internal combustion engine and the generator are combined to a so-called internal combustion engine - generator group.
Special drive concepts for vehicles with an internal combustion engine and a generator in which so-called permanent-magnet motors are used as drive motors are known from "Drive Systems with Permanent Magnet Synchronous Motors"
in Automotive Engineering, February, 1995, pp. 75-81.
The use of diesel-electric drives, especially in commercial [utility]
vehicles, is described in the publication "Ein elektrischer Einzelradantrieb fvir City-Busse der Zukunft" [German - "An Electrical Individual-Wheel Drive for City Busses of the Future"], B. Wiist, R. Miiller, A. Lange in "Der Nahverkehr" [German -"Local Service"], 6/94, Alba Fachverlag, Dusseldorf, pp. 1-7. The disclosed
The invention is relative to an electrical transmission unit as well as to a drive arrangement for a vehicle, especially a non-railborne vehicle with at least one internal combustion engine, a generator and a drive motor.
The use of drives in which an internal combustion engine is connected to a generator for the production of current and in which the drive is brought about by an electromotor fed by said generator is currently being discussed, especially for street vehicles. Particular attention is to be called here to the so-called diesel-electric drives.
Such a drive is known for a non-railborne vehicle, for example, from European patent EP 0,527,145 B 1. This vehicle is distinguished in particular in that the internal combustion engine and the generator are combined to a so-called internal combustion engine - generator group.
Special drive concepts for vehicles with an internal combustion engine and a generator in which so-called permanent-magnet motors are used as drive motors are known from "Drive Systems with Permanent Magnet Synchronous Motors"
in Automotive Engineering, February, 1995, pp. 75-81.
The use of diesel-electric drives, especially in commercial [utility]
vehicles, is described in the publication "Ein elektrischer Einzelradantrieb fvir City-Busse der Zukunft" [German - "An Electrical Individual-Wheel Drive for City Busses of the Future"], B. Wiist, R. Miiller, A. Lange in "Der Nahverkehr" [German -"Local Service"], 6/94, Alba Fachverlag, Dusseldorf, pp. 1-7. The disclosed
2 content of all previously cited publications is included to its complete extent in the present application.
In all drive arrangements known from the cited state of the art the generator was arranged in the vicinity of the internal combustion engine or flanged directly onto it. A plurality of electric leads from the generator for supplying the drive machines had to be placed through the vehicle. This was associated with a significant manufacturing expense. The concepts known from the state of the art had the further, quite significant disadvantage that the vehicle chassis required considerable reworking in order to be able to mount the diesel-electric drive into a vehicle instead of a conventional drive.
Therefore, the invention has the problem of indicating a transmission unit or drive arrangement with which the disadvantages cited above from the state of the art can be avoided. In particular, it should become possible with the aid of the invention to readily retool [convert] a vehicle chassis used for a conventional internal combustion engine drive to a diesel-electric drive. This should bring it about that customers' desires can be responded to in a flexible manner without expensive reconstructions on the vehicle chassis being necessary.
In order to solve the problem cited above, the invention suggests combining at least one generator and at least one drive motor to at least one replaceable electrical transmission unit so that the at least one transmission unit can be arranged in a drive arrangement on the vehicle chassis spatially in the vicinity of the axle to be driven and replaced there.
In all drive arrangements known from the cited state of the art the generator was arranged in the vicinity of the internal combustion engine or flanged directly onto it. A plurality of electric leads from the generator for supplying the drive machines had to be placed through the vehicle. This was associated with a significant manufacturing expense. The concepts known from the state of the art had the further, quite significant disadvantage that the vehicle chassis required considerable reworking in order to be able to mount the diesel-electric drive into a vehicle instead of a conventional drive.
Therefore, the invention has the problem of indicating a transmission unit or drive arrangement with which the disadvantages cited above from the state of the art can be avoided. In particular, it should become possible with the aid of the invention to readily retool [convert] a vehicle chassis used for a conventional internal combustion engine drive to a diesel-electric drive. This should bring it about that customers' desires can be responded to in a flexible manner without expensive reconstructions on the vehicle chassis being necessary.
In order to solve the problem cited above, the invention suggests combining at least one generator and at least one drive motor to at least one replaceable electrical transmission unit so that the at least one transmission unit can be arranged in a drive arrangement on the vehicle chassis spatially in the vicinity of the axle to be driven and replaced there.
3 It is especially advantageous if the electrical transmission unit has outer dimensions corresponding to those of an automatic transmission as regards the mounting dimensions. This makes it possible that it can be indicated when a vehicle is ordered whether a conventional drive or a diesel-electric drive is desired. Depending on which choice is made, the automatic transmission required for the conventional drive can be readily replaced by an electrical transmission unit comprising at least one generator and one drive motor. An especially simple replacement of an automatic transmission by an electrical transmission unit is achieved if the transmission unit has fastening points and if these fastening points are arranged in such a manner that the fastening spots provided for the automatic transmission in the vehicle frame or vehicle chassis can be used for the pre-assembled electrical transmission unit.
A number of electrical or electronic components are required for supplying the drive motors with [by] the generators) of the electric transmission unit.
Controls, inverters, etc. are cited here by way of example. These components are included in the transmission unit in an advantageous embodiment of the invention.
Such an arrangement is particularly space-saving.
In order to adapt the speed of the generator and of the internal combustion engine it is possible to house a transmission connected in front of the generator in the frame.
If the electrical transmission unit comprises several drive motors the latter act in an advantageous embodiment via a summation [mixer, integrating]
transmission, which can also be housed in the carrier frame, on a common drive
A number of electrical or electronic components are required for supplying the drive motors with [by] the generators) of the electric transmission unit.
Controls, inverters, etc. are cited here by way of example. These components are included in the transmission unit in an advantageous embodiment of the invention.
Such an arrangement is particularly space-saving.
In order to adapt the speed of the generator and of the internal combustion engine it is possible to house a transmission connected in front of the generator in the frame.
If the electrical transmission unit comprises several drive motors the latter act in an advantageous embodiment via a summation [mixer, integrating]
transmission, which can also be housed in the carrier frame, on a common drive
4 shaft. If exactly two drive motors are provided, they are arranged in such a manner in a preferred embodiment that the drive shafts of the wheels can be directly driven.
It can be provided in a simple embodiment that the transmission unit comprises only a single drive motor. The transmission of power onto the wheels then takes place, e.g., via a transmission connected after [downstream from]
the drive motor and also comprised by the transmission unit.
In the case of space problems it can be advantageous for the transmission unit to arrange the drive motors) and/or the transmission on the power take-off side oi~set by an angle in relation to the generator. Such a solution is advantageous in particular for drive arrangements comprising more than one electrical transmission unit.
Provision is made in a first embodiment of the invention that the replaceable transmission unit comprises a carrier frame in which the individual units of the transmission unit, such as, e.g., the generator or the drive motor, are mounted. The fastening points of the transmission unit for the suspension in the vehicle chassis can then be arranged on the carrier frame itself.
In an alternative embodiment the individual components are connected to each other in a self supporting manner. This makes possible a global arrangement with smaller dimensions than in an embodiment with a carrier frame.
In addition to a constant drive of the generator by an internal combustion engine, a hybrid drive is also conceivable, or a drive in which the electrical current for the drive motors is made available from an energy store, e.g., a battery.
The invention is described in an exemplary manner in the following with reference made to the figures.
Figure 1 shows a top view onto a transmission unit in accordance with the invention with a carrier frame according to a first embodiment of the invention.
Figure 2 shows a side view of the first embodiment of the transmission unit with carrier frame according to figure 1.
Figure 3 shows a top view onto a second embodiment of the invention in which the transmission unit mounted in a carrier frame comprises two traction motors.
Figure 4 shows a top view onto a further embodiment of the invention in which the transmission unit comprises several traction motors mounted in a carrier frame and comprises a summation transmission.
Figure 5 shows a top view onto an embodiment of the invention in which the transmission unit mounted in a carrier frame comprises a traction motor and a transmission connected in downstream.
Figure 6 shows a top view onto a further embodiment of the invention in which the transmission unit mounted in a carrier frame comprises a generator and a traction motor offset by 90 ° relative to it.
Figure 7 shows a self supporting transmission unit comprising a drive motor and a generator.
Figure 8 shows a self supporting transmission unit comprising two traction motors.
Figure 9 shows a self supporting transmission unit comprising several traction motors and a summation transmission.
Figure 10 shows a self supporting transmission unit comprising a traction motor and a downstream transmission.
Figure 11 shows a self supporting transmission unit comprising a generator and a traction motor offset by 90 ° relative to it.
Figure 1 shows a first embodiment of the invention in a top view. The electrical transmission unit of the drive arrangement shown comprises generator 1 and drive motor 3. Generator 1 and drive motor 3 are arranged in common in Garner frame 5. The transmission unit can be mounted close to the wheels in the vehicle chassis. Generator 1 is coupled via shaft 7 to the internal combustion engine (not shown) of the drive arrangement. Drive motor 3, which is preferably a so-called transversal-flux machine as described, e.g., in "Ein elektrischer Einzekadantrieb fair City-Busse der Zukunft" [German - "An Electrical Individual-Wheel Drive for City Busses of the Future"], B. Wiist, R. Miiller, A.
Lange in "Der Nahverkehr" [German - "Local Service"], 6/94, Alba Fachverlag, Dusseldorf, pp. 1-7, or in DE 37 OS 089, the disclosed content of which is totally included in this application, is connected via driven shaft 9 to the drive wheels (not shown) arranged in the vicinity. Driven shaft 9 can act directly on the drive wheels or via an axial transmission on, e.g., the rear wheels. However, it is also possible that driven shaft 9 acts on a planet transmission [p. gear, p.
gearing]
arranged in the wheel hub, as is disclosed, e.g., in DE 195 27 951, the disclosed content of which is totally included in the present application.
In addition to a feeding of drive motor 3 by current produced in generator 1, a feeding of drive motor from an energy store, e.g., a battery, can also be provided. Such a supplying of the drive motors is known, e.g., from the publication "Drive Systems with Permanent Magnet Synchronous Motors" in Automotive Engineering, February, 1995, pp. 75-79, the disclosed content of which is totally included in the present application. The energy store arranged outside of the electrical transmission unit surrounded by carrier frame 5 is not shown in more detail in figure 1. Fastening means, e.g., fastening points 11, can be provided on carrier frame 5. It is especially advantageous if these fastening points coincide with the fastening points of a traditional automatic transmission in the vehicle chassis. It is especially easy then to substitute the electrical transmission unit combined in carrier frame 5 for an automatic transmission.
Drive shaft 7 as well as driven shaft 9 already used for an automatic transmission simply have to be connected then to the electrical transmission unit instead of to the automatic transmission.
It can be provided in a further development of the invention that the electrical and/or electronic components such as, e.g., inverters, etc, are also housed in carrier frame 5. They can be arranged between generator 1 and drive motor 3 in space 13 indicated in dotted lines in the present exemplary embodiment.
_ __ _._ g Figure 2 shows the embodiment of an electrical transmission unit according to figure 1 in a side view. Carrier frame 5, which receives generator 1 and also traction motor 3, can be especially well recognized. Drive shaft 7, which connects the internal combustion engine and the generator to one another, can be well recognized, as can driven shaft 9, which acts from the traction motor on the drive wheels. Carrier frame 5 is designed to be open at the top in a trough-like manner in the present exemplary embodiment. Of course, other design shapes than the one shown of carrier frame 5 open at the top are also conceivable.
For example, the carrier frame could also be entirely closed or composed segment by segment from a framework [skeleton].
Figure 3 shows another embodiment of an electrical transmission unit with carrier frame in a top view. This second embodiment of the invention is distinguished in that the electrical transmission unit comprises generator 1 and two traction motors 3.1, 3.2. Each traction motor 3.1, 3.2 acts on a driven shaft 9. l, 9.2, which for its part drives the wheels. The driven shaft is designated by 7, as in figure 1, and for the rest the same reference numerals as in figures 1 and apply to the same components.
The embodiment shown in figure 4 comprises several drive motors.
Generator 1 and drive motors 3. l and 3.2 are again arranged in a common carrier frame 5. Generator 1 is driven by drive shaft 7 from the internal combustion engine. The electrical current is supplied to the traction motors and drive motors 3.1, 3.2. Drive motors 3.1, 3.2 act in concert on summation transmission 15 also arranged in the carrier frame. Thus, the two drive motors 3.1, 3.2 act [work]
via __ , summation transmission 15 on common drive shaft 9, which for its part is connected to the drive wheels.
Figures 5, 6 show other variants of the invention with only one drive motor 3 per transmission unit of the invention. According to figure 5 generator 5 and drive motor 3 are arranged within carrier frame 5. Transmission 17, which acts on drive shaft 9, is inserted after [downstream from] drive motor 3.
Transmission 17 is housed within frame 5, as are generator 1 and drive motor 3. Instead of transmission 17, a torque converter can also be provided. Another transmission 19 is placed in front of generator 1. This transmission 19 can serve to adapt the speed between transmission and drive motor.
Figure 6 shows an arrangement of the invention in which an arrangement, offset by any desired angle, between generator 1 and drive motor 3 was selected on account of the mounting conditions. In the embodiment shown this angle is 90°. Of course, any other arrangement is conceivable in accordance with what mounting conditions are present. The 90 ° arrangement is especially suitable for vehicles with transversally mounted internal combustion engine which would require a right-angle gear drive [V-drive] between transmission and axle in the case of a conventional transmission. It is of course also possible to offset the transmission on the drive or driven side by any desired angle too relative to the generator or the drive motor. During the mounting into a vehicle two such transmission units could be arranged adjacent to one another with each individual transmission unit of the invention arranged in its own carrier frame.
1~
Figures 7 to 11 show, as do the embodiments according to figures 1 to 6, a plurality of different arrangements of the individual components of the transmission unit in a self supporting construction. Components which are the same as in figures 1 to 6 are also designated in figures 7 to 11 with the same reference numerals.
Figure 7 shows a first embodiment of the self supporting construction. The electrical transmission unit of the drive arrangement shown comprises generator l and drive motor 3. Generator 1 and drive motor 3 are connected to one another in a self supporting manner. The transmission unit can be mounted close to the wheels in the vehicle chassis. Generator 1 is coupled via shaft 7 to the internal combustion engine (not shown) of the drive arrangement. Drive motor 3, which is preferably a so-called transversal flux machine, is connected via driven shaft 9 to drive wheels (not shown) arranged in the vicinity. Driven shaft 9 can act directly on the drive wheels or via an axial transmission on, e.g., the rear wheels.
However, it would also be possible that driven shaft 9 acts on a planet transmission arranged in the wheel hub.
In addition to feeding drive motor 3 by current produced in generator 1 it can also provided that the drive motor is supplied from an energy store, e.g., a battery. The energy store is not shown in more detail in figure 7. The self supporting construction can comprise fastening means. It is especially advantageous if these fastening points of the fastening means are arranged in such a manner, as already in the construction with carrier frame, that they coincide with the fastening points of a traditional automatic transmission in the vehicle chassis.
' CA 02296541 2000-O1-10 It is especially easy then to substitute the electrical transmission unit for an automatic transmission. Drive shaft 7 and driven shaft 9 already used for an automatic transmission simply have to be connected then to the electrical transmission unit instead of to the automatic transmission.
It can be provided in a further development of the invention that the electrical and/or electronic components such as, e.g., inverters, etc. are arranged in the vicinity of the fastening points.
Figure 8 shows a second embodiment of a self supporting, electrical transmission unit in a top view. This embodiment is distinguished in that the electrical transmission unit comprises a generator 1 and two traction motors 3.1, 3.2. Each traction motor 3.1, 3.2 acts on a driven shaft 9.1, 9.2 which for its part drives the wheels. The driven shaft is designated by 7, as in figure 7, and for the rest the components which are the same as those in figures 1 to 7 have the same reference numbers.
Figure 9 shows another embodiment of a self supporting, electrical transmission unit with several drive motors. Generator 1 is driven by drive shaft 7 from the internal combustion engine. The electric current is supplied to the traction motors and drive motors 3.1, 3.2. Drive motors 3. l, 3.2 act in tandem on summation transmission 15. Thus, both drive motors 3.1, 3.2 act via summation transmission 15 on common driven shaft 9, which for its part is connected to the drive wheels.
Figures 10 and 11 show further variants of the self supporting embodiment with only one drive motor 3 per transmission unit of the invention. According to _.... ~.__~ .. . . .
figure 10 the self supporting embodiment comprises a generator 1 and drive motor 3. Transmission 17, which acts on drive shaft 9, is arranged after drive motor 3.
Instead of transmission 17 a torque converter can also be provided. Another transmission 19 is placed in front of generator 1. This transmission 19 can serve to adapt the speed between transmission and drive motor.
Figure 11 shows an arrangement of the invention in which an arrangement offset by any desired angle between generator 1 and drive motor 3 was selected on account of the mounting conditions. This angle is 90 ° in the embodiment shown. Of course, any other arrangement is conceivable, according to which mounting conditions are present. The 90 ° arrangement is especially suitable for vehicles with transversally mounted internal combustion engine which would require a right-angle gear drive [V-drive] between transmission and axle in the case of a conventional transmission. It is of course also possible to offset the transmission on the drive or driven side by any desired angle too relative to the generator or the drive motor. During the mounting into a vehicle two such transmission units could be arranged adjacent to one another with each individual transmission unit of the invention arranged in its own carrier frame.
Thus, the present invention presents for the first time an electrical transmission unit which permits an exchange with a conventional automatic transmission in a simple manner. The possibility of pre-assembly is a further advantage of the electrical transmission unit. As a result of the pre-assembly the logical ["logistical" might be meant here. It is used in the second patent translated in this batch of two.] complexity for the user, e.g., the commercial vehicle ' CA 02296541 2000-O1-10 manufacturer, is simplified. It can be provided in an even more advantageous embodiment that the cooling-water lines can also be pre-assembled, so that the complexity for this is significantly simplified in comparison to traditional arrangements.
_ _ _ _ _
It can be provided in a simple embodiment that the transmission unit comprises only a single drive motor. The transmission of power onto the wheels then takes place, e.g., via a transmission connected after [downstream from]
the drive motor and also comprised by the transmission unit.
In the case of space problems it can be advantageous for the transmission unit to arrange the drive motors) and/or the transmission on the power take-off side oi~set by an angle in relation to the generator. Such a solution is advantageous in particular for drive arrangements comprising more than one electrical transmission unit.
Provision is made in a first embodiment of the invention that the replaceable transmission unit comprises a carrier frame in which the individual units of the transmission unit, such as, e.g., the generator or the drive motor, are mounted. The fastening points of the transmission unit for the suspension in the vehicle chassis can then be arranged on the carrier frame itself.
In an alternative embodiment the individual components are connected to each other in a self supporting manner. This makes possible a global arrangement with smaller dimensions than in an embodiment with a carrier frame.
In addition to a constant drive of the generator by an internal combustion engine, a hybrid drive is also conceivable, or a drive in which the electrical current for the drive motors is made available from an energy store, e.g., a battery.
The invention is described in an exemplary manner in the following with reference made to the figures.
Figure 1 shows a top view onto a transmission unit in accordance with the invention with a carrier frame according to a first embodiment of the invention.
Figure 2 shows a side view of the first embodiment of the transmission unit with carrier frame according to figure 1.
Figure 3 shows a top view onto a second embodiment of the invention in which the transmission unit mounted in a carrier frame comprises two traction motors.
Figure 4 shows a top view onto a further embodiment of the invention in which the transmission unit comprises several traction motors mounted in a carrier frame and comprises a summation transmission.
Figure 5 shows a top view onto an embodiment of the invention in which the transmission unit mounted in a carrier frame comprises a traction motor and a transmission connected in downstream.
Figure 6 shows a top view onto a further embodiment of the invention in which the transmission unit mounted in a carrier frame comprises a generator and a traction motor offset by 90 ° relative to it.
Figure 7 shows a self supporting transmission unit comprising a drive motor and a generator.
Figure 8 shows a self supporting transmission unit comprising two traction motors.
Figure 9 shows a self supporting transmission unit comprising several traction motors and a summation transmission.
Figure 10 shows a self supporting transmission unit comprising a traction motor and a downstream transmission.
Figure 11 shows a self supporting transmission unit comprising a generator and a traction motor offset by 90 ° relative to it.
Figure 1 shows a first embodiment of the invention in a top view. The electrical transmission unit of the drive arrangement shown comprises generator 1 and drive motor 3. Generator 1 and drive motor 3 are arranged in common in Garner frame 5. The transmission unit can be mounted close to the wheels in the vehicle chassis. Generator 1 is coupled via shaft 7 to the internal combustion engine (not shown) of the drive arrangement. Drive motor 3, which is preferably a so-called transversal-flux machine as described, e.g., in "Ein elektrischer Einzekadantrieb fair City-Busse der Zukunft" [German - "An Electrical Individual-Wheel Drive for City Busses of the Future"], B. Wiist, R. Miiller, A.
Lange in "Der Nahverkehr" [German - "Local Service"], 6/94, Alba Fachverlag, Dusseldorf, pp. 1-7, or in DE 37 OS 089, the disclosed content of which is totally included in this application, is connected via driven shaft 9 to the drive wheels (not shown) arranged in the vicinity. Driven shaft 9 can act directly on the drive wheels or via an axial transmission on, e.g., the rear wheels. However, it is also possible that driven shaft 9 acts on a planet transmission [p. gear, p.
gearing]
arranged in the wheel hub, as is disclosed, e.g., in DE 195 27 951, the disclosed content of which is totally included in the present application.
In addition to a feeding of drive motor 3 by current produced in generator 1, a feeding of drive motor from an energy store, e.g., a battery, can also be provided. Such a supplying of the drive motors is known, e.g., from the publication "Drive Systems with Permanent Magnet Synchronous Motors" in Automotive Engineering, February, 1995, pp. 75-79, the disclosed content of which is totally included in the present application. The energy store arranged outside of the electrical transmission unit surrounded by carrier frame 5 is not shown in more detail in figure 1. Fastening means, e.g., fastening points 11, can be provided on carrier frame 5. It is especially advantageous if these fastening points coincide with the fastening points of a traditional automatic transmission in the vehicle chassis. It is especially easy then to substitute the electrical transmission unit combined in carrier frame 5 for an automatic transmission.
Drive shaft 7 as well as driven shaft 9 already used for an automatic transmission simply have to be connected then to the electrical transmission unit instead of to the automatic transmission.
It can be provided in a further development of the invention that the electrical and/or electronic components such as, e.g., inverters, etc, are also housed in carrier frame 5. They can be arranged between generator 1 and drive motor 3 in space 13 indicated in dotted lines in the present exemplary embodiment.
_ __ _._ g Figure 2 shows the embodiment of an electrical transmission unit according to figure 1 in a side view. Carrier frame 5, which receives generator 1 and also traction motor 3, can be especially well recognized. Drive shaft 7, which connects the internal combustion engine and the generator to one another, can be well recognized, as can driven shaft 9, which acts from the traction motor on the drive wheels. Carrier frame 5 is designed to be open at the top in a trough-like manner in the present exemplary embodiment. Of course, other design shapes than the one shown of carrier frame 5 open at the top are also conceivable.
For example, the carrier frame could also be entirely closed or composed segment by segment from a framework [skeleton].
Figure 3 shows another embodiment of an electrical transmission unit with carrier frame in a top view. This second embodiment of the invention is distinguished in that the electrical transmission unit comprises generator 1 and two traction motors 3.1, 3.2. Each traction motor 3.1, 3.2 acts on a driven shaft 9. l, 9.2, which for its part drives the wheels. The driven shaft is designated by 7, as in figure 1, and for the rest the same reference numerals as in figures 1 and apply to the same components.
The embodiment shown in figure 4 comprises several drive motors.
Generator 1 and drive motors 3. l and 3.2 are again arranged in a common carrier frame 5. Generator 1 is driven by drive shaft 7 from the internal combustion engine. The electrical current is supplied to the traction motors and drive motors 3.1, 3.2. Drive motors 3.1, 3.2 act in concert on summation transmission 15 also arranged in the carrier frame. Thus, the two drive motors 3.1, 3.2 act [work]
via __ , summation transmission 15 on common drive shaft 9, which for its part is connected to the drive wheels.
Figures 5, 6 show other variants of the invention with only one drive motor 3 per transmission unit of the invention. According to figure 5 generator 5 and drive motor 3 are arranged within carrier frame 5. Transmission 17, which acts on drive shaft 9, is inserted after [downstream from] drive motor 3.
Transmission 17 is housed within frame 5, as are generator 1 and drive motor 3. Instead of transmission 17, a torque converter can also be provided. Another transmission 19 is placed in front of generator 1. This transmission 19 can serve to adapt the speed between transmission and drive motor.
Figure 6 shows an arrangement of the invention in which an arrangement, offset by any desired angle, between generator 1 and drive motor 3 was selected on account of the mounting conditions. In the embodiment shown this angle is 90°. Of course, any other arrangement is conceivable in accordance with what mounting conditions are present. The 90 ° arrangement is especially suitable for vehicles with transversally mounted internal combustion engine which would require a right-angle gear drive [V-drive] between transmission and axle in the case of a conventional transmission. It is of course also possible to offset the transmission on the drive or driven side by any desired angle too relative to the generator or the drive motor. During the mounting into a vehicle two such transmission units could be arranged adjacent to one another with each individual transmission unit of the invention arranged in its own carrier frame.
1~
Figures 7 to 11 show, as do the embodiments according to figures 1 to 6, a plurality of different arrangements of the individual components of the transmission unit in a self supporting construction. Components which are the same as in figures 1 to 6 are also designated in figures 7 to 11 with the same reference numerals.
Figure 7 shows a first embodiment of the self supporting construction. The electrical transmission unit of the drive arrangement shown comprises generator l and drive motor 3. Generator 1 and drive motor 3 are connected to one another in a self supporting manner. The transmission unit can be mounted close to the wheels in the vehicle chassis. Generator 1 is coupled via shaft 7 to the internal combustion engine (not shown) of the drive arrangement. Drive motor 3, which is preferably a so-called transversal flux machine, is connected via driven shaft 9 to drive wheels (not shown) arranged in the vicinity. Driven shaft 9 can act directly on the drive wheels or via an axial transmission on, e.g., the rear wheels.
However, it would also be possible that driven shaft 9 acts on a planet transmission arranged in the wheel hub.
In addition to feeding drive motor 3 by current produced in generator 1 it can also provided that the drive motor is supplied from an energy store, e.g., a battery. The energy store is not shown in more detail in figure 7. The self supporting construction can comprise fastening means. It is especially advantageous if these fastening points of the fastening means are arranged in such a manner, as already in the construction with carrier frame, that they coincide with the fastening points of a traditional automatic transmission in the vehicle chassis.
' CA 02296541 2000-O1-10 It is especially easy then to substitute the electrical transmission unit for an automatic transmission. Drive shaft 7 and driven shaft 9 already used for an automatic transmission simply have to be connected then to the electrical transmission unit instead of to the automatic transmission.
It can be provided in a further development of the invention that the electrical and/or electronic components such as, e.g., inverters, etc. are arranged in the vicinity of the fastening points.
Figure 8 shows a second embodiment of a self supporting, electrical transmission unit in a top view. This embodiment is distinguished in that the electrical transmission unit comprises a generator 1 and two traction motors 3.1, 3.2. Each traction motor 3.1, 3.2 acts on a driven shaft 9.1, 9.2 which for its part drives the wheels. The driven shaft is designated by 7, as in figure 7, and for the rest the components which are the same as those in figures 1 to 7 have the same reference numbers.
Figure 9 shows another embodiment of a self supporting, electrical transmission unit with several drive motors. Generator 1 is driven by drive shaft 7 from the internal combustion engine. The electric current is supplied to the traction motors and drive motors 3.1, 3.2. Drive motors 3. l, 3.2 act in tandem on summation transmission 15. Thus, both drive motors 3.1, 3.2 act via summation transmission 15 on common driven shaft 9, which for its part is connected to the drive wheels.
Figures 10 and 11 show further variants of the self supporting embodiment with only one drive motor 3 per transmission unit of the invention. According to _.... ~.__~ .. . . .
figure 10 the self supporting embodiment comprises a generator 1 and drive motor 3. Transmission 17, which acts on drive shaft 9, is arranged after drive motor 3.
Instead of transmission 17 a torque converter can also be provided. Another transmission 19 is placed in front of generator 1. This transmission 19 can serve to adapt the speed between transmission and drive motor.
Figure 11 shows an arrangement of the invention in which an arrangement offset by any desired angle between generator 1 and drive motor 3 was selected on account of the mounting conditions. This angle is 90 ° in the embodiment shown. Of course, any other arrangement is conceivable, according to which mounting conditions are present. The 90 ° arrangement is especially suitable for vehicles with transversally mounted internal combustion engine which would require a right-angle gear drive [V-drive] between transmission and axle in the case of a conventional transmission. It is of course also possible to offset the transmission on the drive or driven side by any desired angle too relative to the generator or the drive motor. During the mounting into a vehicle two such transmission units could be arranged adjacent to one another with each individual transmission unit of the invention arranged in its own carrier frame.
Thus, the present invention presents for the first time an electrical transmission unit which permits an exchange with a conventional automatic transmission in a simple manner. The possibility of pre-assembly is a further advantage of the electrical transmission unit. As a result of the pre-assembly the logical ["logistical" might be meant here. It is used in the second patent translated in this batch of two.] complexity for the user, e.g., the commercial vehicle ' CA 02296541 2000-O1-10 manufacturer, is simplified. It can be provided in an even more advantageous embodiment that the cooling-water lines can also be pre-assembled, so that the complexity for this is significantly simplified in comparison to traditional arrangements.
_ _ _ _ _
Claims (13)
1, An electrical transmission unit comprising at least one drive motor (3) and at least one generator (1), which electrical transmission unit is replaceably arranged in the chassis of a motor vehicle, characterized in that the transmission unit is designed to be self supporting or comprises a carrier frame as well as fastening points and that the transmission unit has external dimensions which correspond to those of an automatic transmission as regards the mounting dimensions.
2. A drive arrangement for a vehicle with 2.1 At least one internal combustion engine, 2.2 At 1 east one generator (1), 2.3 At least one drive motor (3), in which arrangement 2.4 At least one generator and at least one drive motor are combined to at least one replaceable electrical transmission unit, characterized in that 2.5 The electrical transmission unit is designed to be self supporting or comprises a carrier frame and fastening points, that the electrical transmission unit has dimensions which correspond to those of an automatic transmission as regards the mounting dimensions and that 2.6 The transmission unit is spatially arranged in the vicinity of the axle to be driven and/or of the wheels to be driven,
3. The arrangement according to claim 2, characterized in that the fastening points are arranged on the transmission unit in such a manner that the fastening points provided for a transmission in a vehicle frame can be used for the electrical transmission unit.
4. The drive arrangement according to one of claims 2 to 3, characterized in that the electrical and/or electronic components for the transmission unit are comprised by the transmission unit.
5. The drive arrangement according to claim 4, characterized in that the electrical and/or electronic components for the transmission unit are arranged at the fastening points.
6. The drive arrangement according to one of claims 2 to 5, characterized in that the transmission unit comprises a transmission connected in front of the generator (1) for adapting the speed of the generator (1) and of the internal combustion engine.
7. The drive arrangement according to one of claims 2 to 6, characterized in that the transmission unit comprises several drive motors.
8. The drive arrangement according to claim 7, characterised in that several drive motors act via a summation transmission on a common driven shaft.
9. The drive arrangement according to claim 7, characterized in that the electrical transmission unit comprises two drive motors (3.1,3.2) arranged in such a manner that the wheels/axles can be driven via the driven shafts (9.1,9.2).
10. The drive arrangement according to one of claims 2 to 6, characterized in that the transmission unit comprises a drive motor (3).
11. The drive arrangement according to claim 10, characterized in that a transmission (15) is connected in after the one drive motor.
12. The drive arrangement according to one of claims 2 to 10, characterized in that the drive motor or drive motors and/or the transmission on the power take-off side is/are arranged offset by an angle relative to the generator.
13. The drive arrangement according to one of claims 2 to 12, characterized in that the drive arrangement also comprises an energy store for supplying the drive motors.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19729378 | 1997-07-10 | ||
| DE19729378.6 | 1997-07-10 | ||
| DE19756083.0 | 1997-12-17 | ||
| DE19756083A DE19756083A1 (en) | 1997-07-10 | 1997-12-17 | Electric gear unit |
| PCT/EP1998/004306 WO1999002358A1 (en) | 1997-07-10 | 1998-07-10 | Electrical drive unit |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2296541A1 true CA2296541A1 (en) | 1999-01-21 |
Family
ID=26038154
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002296541A Abandoned CA2296541A1 (en) | 1997-07-10 | 1998-07-10 | Electrical drive unit |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP0993385B1 (en) |
| AT (1) | ATE236806T1 (en) |
| CA (1) | CA2296541A1 (en) |
| WO (1) | WO1999002358A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20010052433A1 (en) * | 2000-04-14 | 2001-12-20 | Harris Donald B. | Hybrid power supply module |
| US20020084120A1 (en) * | 2001-01-02 | 2002-07-04 | Beasley Leslie R. | Motor assembly with independent motor units |
| US20030070850A1 (en) | 2001-02-16 | 2003-04-17 | Cellex Power Products, Inc. | Hybrid power supply apparatus for battery replacement applications |
| ITMI20091616A1 (en) * | 2009-09-23 | 2011-03-24 | Sts Srl | REDUCER OR MULTIPLIER DEVICE ELECTRONIC |
| CN103879283B (en) | 2014-03-10 | 2019-01-15 | 浙江吉利汽车研究院有限公司 | A kind of electric vehicle |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4593786A (en) * | 1982-05-03 | 1986-06-10 | John Tate | Self-contained power supply and support therefor |
| GB2176852B (en) * | 1985-06-20 | 1989-07-26 | Westinghouse Electric Corp | Transmission with a speed reducer and gear shifter |
| DE3620362A1 (en) * | 1986-06-18 | 1987-12-23 | Magnet Motor Gmbh | MOTOR VEHICLE |
| DE4134160A1 (en) * | 1991-10-11 | 1993-04-22 | Mannesmann Ag | MOTOR VEHICLE AND METHOD FOR OPERATING THIS MOTOR VEHICLE |
| DE4230529C2 (en) * | 1992-09-12 | 2002-04-11 | Opel Adam Ag | Motor vehicle with interchangeable rear engine module |
-
1998
- 1998-07-10 CA CA002296541A patent/CA2296541A1/en not_active Abandoned
- 1998-07-10 EP EP98941316A patent/EP0993385B1/en not_active Expired - Lifetime
- 1998-07-10 AT AT98941316T patent/ATE236806T1/en not_active IP Right Cessation
- 1998-07-10 WO PCT/EP1998/004306 patent/WO1999002358A1/en active IP Right Grant
Also Published As
| Publication number | Publication date |
|---|---|
| EP0993385B1 (en) | 2003-04-09 |
| WO1999002358A1 (en) | 1999-01-21 |
| EP0993385A1 (en) | 2000-04-19 |
| ATE236806T1 (en) | 2003-04-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |