US20200191041A1 - Pump assembly with electric drive and with mechanical drive comprising transmission means - Google Patents

Pump assembly with electric drive and with mechanical drive comprising transmission means Download PDF

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Publication number
US20200191041A1
US20200191041A1 US16/608,658 US201816608658A US2020191041A1 US 20200191041 A1 US20200191041 A1 US 20200191041A1 US 201816608658 A US201816608658 A US 201816608658A US 2020191041 A1 US2020191041 A1 US 2020191041A1
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United States
Prior art keywords
impeller
mechanical
pump assembly
gear
electric
Prior art date
Legal status (The legal status 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 status listed.)
Abandoned
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US16/608,658
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English (en)
Inventor
Alfonso SURACE
Marco Pedersoli
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Industrie Saleri Italo SpA
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Industrie Saleri Italo SpA
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Publication date
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Assigned to INDUSTRIE SALERI ITALO S.P.A. reassignment INDUSTRIE SALERI ITALO S.P.A. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: PEDERSOLI, MARCO, SURACE, Alfonso
Publication of US20200191041A1 publication Critical patent/US20200191041A1/en
Abandoned legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/021—Units comprising pumps and their driving means containing a coupling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D13/00—Pumping installations or systems
    • F04D13/02—Units comprising pumps and their driving means
    • F04D13/06—Units comprising pumps and their driving means the pump being electrically driven
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0436—Pumps
    • F16H57/0439—Pumps using multiple pumps with different power sources or a single pump with different power sources, e.g. one and the same pump may selectively be driven by either the engine or an electric motor
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • F16H61/0028—Supply of control fluid; Pumps therefore using a single pump driven by different power sources
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements
    • F01P2005/125—Driving auxiliary pumps electrically

Definitions

  • the present invention concerns a pump assembly for a cooling system of a vehicle, preferably for the cooling of an engine assembly, e.g. with internal combustion, or for the cooling of other vehicle components, e.g. the transmission assembly, or the turbo assembly, or the exhaust gas recirculation assembly.
  • an engine assembly e.g. with internal combustion
  • other vehicle components e.g. the transmission assembly, or the turbo assembly, or the exhaust gas recirculation assembly.
  • intense cooling is required when the engine is running at full speed or in towing conditions or on an uphill road or at high ambient temperatures.
  • cooling pumps are known in which such need has been met.
  • electrically driven cooling pumps wherein the rotation speed of the impeller is regulated by an electric drive and thus the amount of coolant moved by the impeller to circulate in the cooling system is regulated.
  • the scope of the present invention is to provide a pump assembly for a cooling system of a vehicle having a dual drive, i.e. both electric and mechanical, which meets the requirements mentioned above, overcoming the aforementioned drawbacks.
  • the scope is to provide a dual drive pump assembly with a simple and compact structure, possibly entailing simplified management of the two drives.
  • FIG. 1 illustrates a perspective view in separate parts of the pump assembly object of the present invention according to a possible embodiment
  • FIG. 2 represents a front view of the pump assembly shown in FIG. 1 ;
  • FIGS. 3 a and 3 b represent two sectional views of the pump assembly respectively along the sectional planes V-V and VI-VI as shown in FIG. 2 ;
  • FIG. 4 illustrates a perspective view in separate parts of the pump assembly object of the present invention according to a second embodiment
  • FIG. 5 represents a front view of the pump assembly shown in FIG. 4 ;
  • FIGS. 6 a and 6 b represent two sectional views of the pump assembly respectively along the sectional planes VII-VII and VIII-VIII as shown in FIG. 5 ;
  • FIGS. 7 ′ and 7 ′′ show two perspective views in separate parts of some components of the pump assembly as shown in FIG. 4 ;
  • FIG. 8 illustrates a perspective view in separate parts of the pump assembly object of the present invention according to a third embodiment
  • FIG. 9 represents a front view of the pump assembly shown in FIG. 8 ;
  • FIGS. 10 a and 10 b represent two sectional views of the pump assembly respectively along the sectional planes IX-IX and X-X as shown in FIG. 9 ;
  • FIG. 11 shows a perspective view in separate parts of some components of the pump assembly as shown in FIG. 8 .
  • a pump assembly for a cooling system of a vehicle is indicated collectively at reference number 1 .
  • pump assembly 1 is adapted to circulate a predefined amount of coolant in the cooling system.
  • said cooling system 1 is fluidically connected to the engine assembly of the vehicle, the engine preferably being of the internal combustion type, and/or to the transmission assembly, or the turbo assembly, or the exhaust gas recirculation assembly for the purpose of regulating the temperature thereof.
  • Pump assembly 1 comprises an impeller group 2 comprising an impeller 20 rotatable about an impeller axis X-X.
  • the impeller 20 is of the radial type, i.e., it provides that the inlet flow of coolant has an overall substantially axial direction and the outlet flow of coolant has a radial direction.
  • the impeller group 2 comprises an impeller shaft 200 which extends along said impeller axis X-X integrally connected to the impeller 20 to move it in rotation; i.e., one rotation of the impeller shaft 200 corresponds to one induced rotation of the same impeller 2 .
  • the pump assembly 1 that is the object of this invention provides for a dual drive, i.e., one that is drivable both mechanically and electrically.
  • the pump assembly 1 comprises an electric drive 30 and a mechanical drive 40 .
  • the pump assembly 1 comprises an electric group 3 comprising an electric drive 30 and an electric shaft 300 rotatable by the electric drive 30 .
  • the electric drive 30 comprises an electric motor 35 .
  • the electric motor 35 comprises a rotor 351 fitted onto the electric shaft 300 and a stator 352 encircling said rotor 351 .
  • said electric motor 35 is controlled in rotation by an electric control board which is comprised in the electric drive 30 .
  • said rotor 351 is of the dry type, presenting an air gap of limited size relative to the one on electric motor solutions with a wet rotor and thus having greater efficiency relative to the latter.
  • the electric drive 30 e.g., the electric motor 35 and the electric control board thereof
  • the electric drive 30 are positioned in proximity of the impeller 20 and thus in proximity of the ducts and chambers through which the coolant flows.
  • the pump assembly 1 comprises a mechanical group 4 comprising a mechanical drive 40 and a mechanical shaft 400 .
  • said mechanical shaft 400 is controllable in rotation by the mechanical drive 40 .
  • the mechanical shaft 400 is fixed and supports a plurality of components adapted to be placed in rotation thereon.
  • the mechanical drive 40 is operatively connectable with mechanical movement means comprised in the vehicle, preferably connected to the drive shaft of the engine.
  • such mechanical movement means comprise a gear or a cascade of gears, a joint or a cascade of joints, or flexible elements, for example, comprising a belt or a chain.
  • the form of the mechanical drive 40 is according to the type of mechanical movement means: for example, the mechanical drive 40 may be a joint (as shown in the accompanying FIGS. 1 to 3 ) or a gear (as shown in the accompanying tables 4 to 11 ) or a pulley.
  • the mechanical drive 40 may be a joint (as shown in the accompanying FIGS. 1 to 3 ) or a gear (as shown in the accompanying tables 4 to 11 ) or a pulley.
  • the dual drive provided in the pump assembly 1 is obtained by special transmission means 5 comprised in the pump assembly 1 .
  • the pump assembly 1 object of the present invention, includes transmission means 5 adapted to connect operatively the impeller group 2 with the electric group 3 and the mechanical group 4 .
  • the transmission means 5 include a kinematic transmission assembly 50 comprising:
  • a first command gear 53 operatively connected to the electric drive 30 and to the impeller gear 52 ;
  • a second command gear 54 operatively connected to the mechanical drive 40 and to the impeller gear 52 .
  • the transmission means 5 are adapted to control in rotation the impeller 20 according to certain operating modes respectively of the electric group 3 and/or the mechanical group 4 .
  • the transmission means 5 are adapted to control in rotation the speed of the impeller shaft 200 .
  • the pump assembly 1 object of the present invention, due to the transmission means 5 , has the impeller gear 52 controlled in rotation by the first command gear 53 or by the second command gear 54 .
  • the impeller gear 52 is controlled in rotation by the faster between the first command gear 53 and the second command gear 54 .
  • the dual drive of the rotation of the impeller 20 is achieved by the transmission means 5 through the kinematic transmission assembly 50 .
  • the faster between the electric drive 30 and the mechanical drive 40 controls the impeller 2 in rotation.
  • the impeller gear 52 is integrally connected to an impeller drive end 205 of the impeller shaft 200 opposite to the end on which is mounted the impeller 2 in a manner such that the rotation of the impeller gear 52 corresponds to the rotation of the impeller shaft 200 and thus of the impeller 20 .
  • the rotation speed of the impeller 20 varies according to the type of gears comprised in the kinematic transmission assembly 50 .
  • the speed of the impeller gear 52 is a function of the transmission ratio between the impeller gear 52 and the first command gear 53 and similarly between the impeller gear 52 and the second gear 54 .
  • the transmission ratio between the impeller gear 52 and the first command gear 53 is 2 to 1.
  • the transmission ratio between the impeller gear 52 and the second command gear 54 is 1 to 1.
  • the transmission means 5 comprise engagement/disengagement means 55 operatively connected to the first command gear 53 and the second command gear 54 in a manner such as to be adapted to keep the faster gear engaged with the respective drive and adapted to disengage the slower gear from the respective drive.
  • the engagement/disengagement means 55 maintain the engagement/disengagement of the first command gear 53 and the electric shaft 300 .
  • the engagement/disengagement means 55 maintain the engagement/disengagement of the second gear 54 from the mechanical drive 400 .
  • the electric shaft 300 is operatively connected to the first command gear 53 by means of a first unidirectional clutch 553 .
  • the engagement/disengagement means 55 comprise a first unidirectional clutch 553 between the first command gear 53 and the electric shaft 300 .
  • the first unidirectional clutch 553 comprises a roller bearing.
  • the roller bearing is of the roller or needle type, having rolling elements located between the driven ring and the driving ring.
  • the first unidirectional clutch 553 is fitted onto an electric drive end 305 of the electric shaft 300 and on it is fitted the first command gear 53 .
  • the driven ring is fixed on the first command gear 53
  • the driving ring is operatively connected to the electric shaft 300 .
  • the driving ring is integrated on the electric shaft 300 .
  • the mechanical shaft 400 is operatively connected to the second command gear 54 by means of a second unidirectional clutch 554 .
  • the engagement/disengagement means 55 comprise a second unidirectional clutch 554 interposed between the second command gear 54 and the mechanical shaft 54 .
  • the second unidirectional clutch 554 comprises a roller bearing.
  • the roller bearing is of the roller or needle type, having rolling elements located between the driven ring and the driving ring.
  • the second unidirectional clutch 554 is fitted onto a mechanical drive end 405 of the mechanical shaft 400 , and on it is fitted the second command gear 54 .
  • the driven ring is fixed on the second command gear 54 and the driving ring is operatively connected to the mechanical shaft 400 .
  • the driving ring is integrated on the electric shaft 400 .
  • the engagement/disengagement means 55 maintain the engagement between the fastest shaft/gear components, i.e. they keep the fastest gear connected to the respective shaft, which in turn controls the rotation of the impeller gear; conversely, the engagement/disengagement means 55 disengage the slowest shaft/gear components; in this way the (slow) gear rotates in idle relative to the respective shaft.
  • the second command gear 54 is operatively connected to the mechanical drive 40 by means of a mechanical engagement/disengagement device 5540 .
  • engagement/disengagement means 55 comprise a mechanical engagement/disengagement device 5540 interposed between a second command gear 54 and a mechanical drive 40 .
  • the mechanical engagement/disengagement device 5540 is adapted to carry out the engagement between the mechanical drive 40 and the second command gear 54 in a configuration wherein the rotation speed of the mechanical drive 40 is greater than a predefined threshold value.
  • the mechanical engagement/disengagement device 5540 carries out the engagement between the mechanical drive 40 and the second command gear 54 when a predefined speed is exceeded.
  • said threshold value corresponds to a rotation speed of 3000-3500 revolutions per minute.
  • the mechanical engagement/disengagement device 5540 comprises a clutch with centrifugal actuator 5541 .
  • said clutch with centrifugal actuator is of the front tooth type, or of the axial friction disc type.
  • the mechanical shaft 400 is fixed and supports in rotation the second command gear 54 and the mechanical engagement/disengagement device 5540 to allow reciprocating engagement according to the rotation of the mechanical drive 40 .
  • the electric drive 30 is activated so as to bring the electric shaft 300 in rotation at a rotation speed greater than that induced by the mechanical drive 40 , inducing thus the impeller gear 52 , and thus the impeller shaft 200 , and thus the impeller 20 , to rotate as a function of the speed induced by the electric shaft 300 .
  • the second unidirectional clutch 554 or the mechanical engagement/disengagement device 5540 are adapted to release the second command gear 54 from the mechanical drive 40 .
  • the electric drive 30 is activated so as to keep the impeller gear 52 in rotation, and thus the impeller shaft 200 and the impeller 20 (such phase is thus called “post run”).
  • the impeller 20 rotates at a predefined rotation speed, while the mechanical drive 40 is completely inactive, since the vehicle's engine is stopped.
  • the second unidirectional clutch 554 or the mechanical engagement/disengagement device 5540 is adapted to disengage the second command gear 54 from the mechanical drive 40 .
  • the pump assembly 1 is adapted to carry out effectively the “warm-up” phase (typically when starting the vehicle when the engine is still cold), keeping the mechanical drive 40 disengaged (by using the vehicle under the threshold speed) and at the same time commanding the deactivation of the electric drive 30 .
  • the impeller shaft 200 and consequently the impeller 20 , remain stationary, the liquid does not circulate in the circuit, and the engine heats up faster.
  • the electric drive 30 is activatable whenever it is necessary to increase the cooling capacity, independently of the mechanical drive 40 , which is linked to the engine speed.
  • the second command gear 54 is operatively connected to the mechanical drive 40 by means of a mechanical engagement/disengagement device 5545 .
  • the engagement/disengagement means 55 comprise an electric engagement/disengagement device 5545 interposed between the second command gear 54 and the mechanical drive 40 .
  • the electric engagement/disengagement device 5545 is adapted to carry out the engagement between the mechanical drive 40 and the second command gear 54 as a function of certain operative conditions of the vehicle.
  • the electric engagement/disengagement device 5545 is electrically commandable in engagement or in disengagement according to the needs of the pump assembly and/or the vehicle itself and/or the way the driver uses the vehicle.
  • the electric engagement/disengagement device 5545 is operatively connected to the control unit of the vehicle.
  • the electronic engagement/disengagement device 5545 maintains the second command gear 54 and the mechanical drive 40 in such a way that only the rotation induced by the impeller is directly connected to the operative modes of the electric group 30 .
  • the pump assembly 1 is adapted to carry out effectively the “warm-up” phase (typically when starting the vehicle when the engine is still cold) by disengaging the mechanical drive 40 and at the same time commanding the deactivation of the electric drive 30 .
  • the impeller gear 52 and thus the impeller shaft 200 and consequently the impeller 20 , remain stationary, the liquid does not circulate in the circuit, and the engine heats up faster.
  • the electric engagement/disengagement device 5545 comprises a front clutch 5546 and an electric actuator 5547 adapted to drive the front clutch 5546 .
  • this front clutch is of the front tooth type, or of the axial friction disc type, and the interaction between the front teeth and/or the axial friction discs is controlled by the electric actuator 5546 .
  • the mechanical shaft 400 is fixed and supports in rotation the second command gear 54 and the electric engagement/disengagement device 5545 to allow the reciprocating engagement according to the rotation of the mechanical drive 40 .
  • the electric shaft 300 extends along a first axis Y-Y, while the mechanical shaft 400 extends along a second axis Z-Z.
  • the impeller axis X-X, the first axis Y-Y and the second axis Z-Z lie in three different planes.
  • impeller axis X-X, the first axis Y-Y and the second axis Z-Z lie in pairs in different planes.
  • first axis Y-Y and/or the second axis Z-Z are arranged parallel to the impeller axis X-X.
  • the three axes are arranged parallel to each other.
  • the electric group 3 , the mechanical group 4 and the transmission means 5 are positioned behind the impeller 20 .
  • the transmission means 5 are located distally from the impeller 2 .
  • the electric drive 3 is located in proximity to the impeller 2 .
  • the pump assembly 1 comprises a pump body 10 delimiting an impeller chamber 120 housing the impeller 20 and containing the cooling liquid in transit.
  • the impeller chamber 120 has an inlet mouth 121 through which the coolant, sucked in, enters, and an outlet port 122 through which the coolant, pressed out, leaves.
  • the pump body 10 also comprises an electric housing chamber 130 in which the electric motor 30 is housed; preferably, such electric housing chamber 130 is insulated from the coolant.
  • the pump body 10 also comprises a mechanical housing chamber 140 in which the mechanical drive 40 is houseable.
  • the mechanical housing chamber 140 is insulated from the coolant.
  • the transmission means 5 are housed in a transmission chamber which is fluidically connected to a vehicle lubrication system, for example, a lubrication system of an engine assembly or gearbox assembly comprised in the vehicle.
  • this transmission chamber comprises the mechanical housing chamber 140 described above.
  • the pump assembly 1 is mountable on an engine assembly of a vehicle and the transmission chamber obtained on said engine assembly (for example on the base thereof).
  • the pump body 10 is flanged so that it is mountable on an engine assembly.
  • the pump assembly 1 is mountable on a gearbox assembly of a vehicle and the transmission chamber obtained on said gearbox assembly (for example on the base thereof).
  • the pump body 10 is flanged so that it may be mounted on a gearbox assembly.
  • the transmission means are in an “oil bath” with the oil of the engine assembly and/or the gearbox assembly.
  • the pump assembly 1 has a single sealing element adapted to sealingly separate the impeller chamber 120 from the other components of the pump assembly.
  • the gears comprised in the pump assembly are operatively connected directly to each other, engaging the respective teeth thereof.
  • gears comprised in the pump assembly are operatively connected to each other indirectly, by means of flexible transmission elements comprising belts or chains, which in turn are comprised in the kinematic transmission assembly.
  • the gears i.e. the toothed wheels
  • the gears have respective forms according to the arrangement of the various axes on which the described shafts lie, and according to the described modes of reciprocating connection (direct or indirect).
  • the pump assembly object of the present invention satisfies the engine cooling requirements and overcomes the drawbacks typical in the state-of-the-art solutions mentioned above.
  • the pump assembly is very flexible, as it responds to the cooling needs of the vehicle according to the actual demand and not according to the engine speed or the availability of electrical power of the system.
  • the pump assembly is particularly suited to handle the entire amount of coolant in the cooling system, for example by managing the cooling of other vehicle components in addition to the engine, such as, for example, the turbo assembly. This saves additional space in the engine compartment.
  • the pump assembly is particularly compact and of small size, being particularly adapted to be housed in the engine compartment of a motor vehicle.
  • the pump assembly has much lower loads on the impeller shaft than the loads typically found on the impeller shaft in state-of-the-art embodiments, and the impeller shaft and the means supporting it in rotation are designable accordingly; advantageously, in effect, due to the transmission means, the radial loads on the impeller shaft are reduced to zero, and the impeller shaft is thus designable to be compact in size.
  • the impeller (and the impeller chamber with the volute) is more compact and not oversized and thus operates always in conditions of optimum efficiency with respect to the known pump assemblys, where the impeller is often oversized to compensate for the poor flexibility of mechanical pumps and the limited power of the electric pumps.
  • the pump assembly is designable with a wide use of plastic materials.
  • the design of the mechanical drive and the electric drive is extremely simplified and are optimizable by the designer.
  • the pump assembly is also designable with an arrangement of the various drives according to the space available in the engine compartment itself.
  • the transition from electric to mechanical drive and vice versa is managed by the transmission means, ensuring a particularly simplified electronic management of the pump assembly.
  • the pump assembly has the “fail-safe” feature; in effect, in the event of an electric drive failure, the pump assembly, due to the mechanical drive, continues to ensure the movement of the impeller.
  • the pump assembly is operative in “post-run” conditions, i.e. with the engine turned off.
  • the pump assembly is operative also in “warm-up” conditions, i.e. when the engine is started (in particular, in the second, but especially in the third embodiment described above).
  • the electric drive is completely disconnected from the impeller shaft, thus offering greater electric efficiency and a wider electric operating range.
  • the rotor is envisageable to be of the dry type, thus having a higher electric efficiency and a wider electric operating range.
  • the transmission means is designable according to the hydraulic requirements of the pump and the characteristics of the drives, for example, by providing specific transmission ratios.
  • the transmission means is regreaseable directly with the lubricant already in circulation in the vehicle, for example with the oil in circulation in the engine assembly or with the oil in circulation in the gearbox assembly.
  • the pump assembly is directly combinable with the said engine and/or gearbox assembly in such a way that the transmission chamber is directly obtained on said components.
  • each variant described as belonging to a possible embodiment may be achieved independently of the other described variants.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • General Details Of Gearings (AREA)
US16/608,658 2017-04-27 2018-04-16 Pump assembly with electric drive and with mechanical drive comprising transmission means Abandoned US20200191041A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
IT102017000045896A IT201700045896A1 (it) 2017-04-27 2017-04-27 Assieme pompa ad azionamento elettrico ed ad azionamento meccanico comprendente mezzi di trasmissione
IT102017000045896 2017-04-27
PCT/IB2018/052625 WO2018197990A1 (en) 2017-04-27 2018-04-16 Pump assembly with electric drive and with mechanical drive comprising transmission means

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US20200191041A1 true US20200191041A1 (en) 2020-06-18

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US16/608,658 Abandoned US20200191041A1 (en) 2017-04-27 2018-04-16 Pump assembly with electric drive and with mechanical drive comprising transmission means

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US (1) US20200191041A1 (it)
EP (1) EP3615808B1 (it)
CN (1) CN110621882B (it)
HU (1) HUE055129T2 (it)
IT (1) IT201700045896A1 (it)
MX (1) MX2019012727A (it)
WO (1) WO2018197990A1 (it)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0283068A (ja) * 1988-09-19 1990-03-23 Nippon Keiki Seisakusho:Kk 圧電振動装置
CN2373600Y (zh) * 1998-11-16 2000-04-12 西南石油学院 一种密闭液力传输装置
JP3698095B2 (ja) * 2001-11-29 2005-09-21 株式会社豊田自動織機 車両用回転機械
JP2003239852A (ja) * 2002-02-20 2003-08-27 Tadano Ltd 油圧ポンプ駆動装置
JP5339606B2 (ja) * 2009-03-31 2013-11-13 本田技研工業株式会社 ハイブリッド自動二輪車
US8951025B2 (en) * 2010-09-30 2015-02-10 Gm Global Technology Operations, Llc Dual drive pump system
US8978600B2 (en) * 2012-04-11 2015-03-17 Borgwarner Inc. Control methods for dual mode cooling pump
US10023171B2 (en) * 2012-11-30 2018-07-17 Toyota Jidosha Kabushiki Kaisha Power transmission device

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MX2019012727A (es) 2020-02-13
HUE055129T2 (hu) 2021-11-29
IT201700045896A1 (it) 2018-10-27
CN110621882A (zh) 2019-12-27
WO2018197990A1 (en) 2018-11-01
CN110621882B (zh) 2021-02-02
EP3615808A1 (en) 2020-03-04
EP3615808B1 (en) 2021-05-05

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