WO2018100075A1 - Refroidissement à deux phases pour un système d'entraînement électrique - Google Patents

Refroidissement à deux phases pour un système d'entraînement électrique Download PDF

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Publication number
WO2018100075A1
WO2018100075A1 PCT/EP2017/081009 EP2017081009W WO2018100075A1 WO 2018100075 A1 WO2018100075 A1 WO 2018100075A1 EP 2017081009 W EP2017081009 W EP 2017081009W WO 2018100075 A1 WO2018100075 A1 WO 2018100075A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
component
cooling medium
cooling
cooled
Prior art date
Application number
PCT/EP2017/081009
Other languages
German (de)
English (en)
Inventor
Gunter Freitag
Andreas REEH
Guillermo ZSCHAECK
Original Assignee
Siemens Aktiengesellschaft
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 Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2018100075A1 publication Critical patent/WO2018100075A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/22—Arrangements for cooling or ventilating by solid heat conducting material embedded in, or arranged in contact with, the stator or rotor, e.g. heat bridges
    • H02K9/225—Heat pipes
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H02K9/20—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil wherein the cooling medium vaporises within the machine casing
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/10—Air crafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2209/00—Specific aspects not provided for in the other groups of this subclass relating to systems for cooling or ventilating
    • 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

Definitions

  • the invention relates to a highly efficient cooling of an electric drive system.
  • Such an electric drive system which can be designed as a purely electric or as a hybrid electric drive system, generally has at least one electric machine which is operated to drive the propulsion means of the vehicle as an electric motor. Furthermore, a corresponding source of electrical energy for supplying the electric motor is provided, which may be formed, for example, in the form of a battery or in the form of a further electrical machine designed as a generator. Furthermore, the electric drive system usually includes power electronics, with the help of the
  • Electric motor is operated.
  • an internal combustion engine is provided which is integrated serially or in parallel into the drive system and, for example, drives the already mentioned generator, which in turn provides electrical energy stored in the battery
  • WO2015128121A1 or also in WO2017025224A1 described.
  • the components of such electrical drive systems ie in particular the electrical energy source, for example the generator and / or the battery, as well as the power electronics and the electric motor, generate waste heat during operation due to loss of power. Services. This waste heat must be dissipated to prevent overheating of the respective component. If these components become too hot, the lifetimes of the components and / or damage can be reduced, the latter having an effect on the reliability of the overall system and, in particular, in the case of an application of the electric drive system in an aircraft in the event of a fault, signifi- cant risk for passengers as well as significant property damage.
  • cooling systems are needed to reduce the risk of overheating.
  • typical cooling systems are relatively heavy, which generally proves to be a significant disadvantage for mobile applications.
  • the aim is therefore to make the required cooling systems as compact as possible or lightweight and efficient. To achieve this, a large heat transfer coefficient and a high heat capacity of the cooling medium of the cooling system are necessary.
  • Various approaches for cooling the components of such an electric drive system are known, bpsw. active or passive air cooling systems, direct cooling systems such as oil cooling systems, liquid cooling systems or boiling medium cooling systems.
  • Air has the lowest heat transfer coefficient as well as the lowest heat capacity of the generally eligible cooling media, i. the volume of the cooling medium air required for a given cooling capacity is greatest. Consequently, the air used as a cooling medium devices. the required space and weight largest, so that the power density of the entire system is the lowest.
  • Oil cooling has the advantage for electrical machines that is cooled directly at the place where the heat loss occurs, namely at the stator windings.
  • the appropriately equipped electric machines build compact and are comparatively light, so the power density of these electrical machines is comparatively large.
  • this does not apply to the power electronics, because heat capacity and heat transfer coefficient of the medium oil are lower than, for example, those of water.
  • the cooling medium water has a larger heat transfer coefficient than oil and the largest among the eligible cooling media heat capacity. However, water can not be routed directly to the live parts of the machine.
  • the boiling medium cooling is based on the utilization of the phase transition between liquid and gaseous state of the cooling medium.
  • the liquid medium is conducted to the component to be cooled and evaporates there, resulting in cooling of the component.
  • a disadvantage is the volume increase in the formation of the gas and the technical treatment of the two-phase flow of the cooling medium.
  • the mounting position of these systems is critical and has a significant impact on efficiency because the gas phase is lighter than the liquid phase, making these cooling problems especially for aerospace applications.
  • the approach presented here pursues the concept of using a coolant for cooling a component, in particular of an electric drive system, wherein the coolant comprises a liquid primary cooling medium to which a secondary cooling medium is added, wherein the secondary cooling medium in the ground state in the solid state is present in the coolant.
  • the coolant therefore comprises the primary cooling medium and the secondary cooling medium.
  • the ground state is the state in which the coolant has not yet absorbed heat from the component to be cooled.
  • the coolant for cooling the component thus comprises a liquid primary cooling medium to which a solid is added as a secondary cooling medium.
  • the secondary cooling medium is selected such that in the ground state it is present as a solid and, when a certain temperature is exceeded, a phase transition to a liquid takes place.
  • the secondary cooling medium absorbs heat from the environment, thus causing a cooling.
  • the secondary cooling medium is therefore selected such that it performs the phase change from the solid to a liquid state of matter during the cooling of the component caused by a heat absorbed by the component. In practice, this means that the apparent heat capacity of the coolant is increased.
  • the secondary cooling medium is in particular with regard to. the particular temperature selected and adapted to the component to be cooled of the electric drive system, that the temperature of the component to be cooled in normal operation is in a temperature range in which the component to be cooled has a maximum efficiency.
  • the normal operation describes the operation of the drive system and in particular those of the component to be cooled under normal conditions, i. For example, there is no error case.
  • water or oil can be used as the primary, liquid cooling medium.
  • the use of water is at least advantageous in that water has a very high heat transfer coefficient and a very high heat capacity.
  • live components can be cooled directly
  • paraffin can be used as a secondary cooling medium.
  • the secondary cooling medium may, for example, comprise a multiplicity of paraffin volumes, in particular paraffin spheres, encased in a surfactant.
  • the Tensidummantelung the paraffin balls causes, for example, that the paraffin balls after melting do not agglomerate and accordingly solidify again in the original form as before liquefaction. This also causes the coolant to still be pumped through the appropriate conduit system without clogging it.
  • a corresponding cooling system uses this coolant with primary and secondary cooling medium.
  • both the cooling system itself and the component to be cooled may each be part of an electric drive system, for example for an electrically driven aircraft.
  • the component to be cooled may be, for example, a component of an electrical machine, in particular an electric motor or a generator, or the machine itself, as well as a power electronics or a battery.
  • the cooling system is suitable for cooling a rotor or a
  • a corresponding electric drive system typically comprises a plurality of components to be cooled and a cooling system for cooling at least one of the plurality of components as described above.
  • the cooling method for cooling a component with such a coolant comprises three steps in a basic process: In a first step, the coolant with the solid state in the secondary cooling medium is fed to the component to be cooled. In a second step, the coolant, and with it the secondary cooling medium, absorb heat from the component to be cooled, whereupon the secondary cooling medium changes to a liquid state. In a third step, the coolant with the secondary cooling medium in the liquid state is led away from the component to be cooled.
  • the coolant can, for example, circulate in a circuit, wherein the base process is followed by a fourth step, in which the coolant guided away from the component to be cooled releases heat with the secondary cooling medium in the liquid state to a heat exchanging device, so that the secondary cooling medium goes back to the solid state.
  • the basic process becomes the first, the second and the third
  • the liquid primary cooling medium transports the initially solid state secondary cooling medium to the waste heat source, i. to the component to be cooled.
  • the phase transition of the secondary cooling medium from solid to liquid which takes place there in operation due to the temperature of the component to be cooled during operation, allows a higher absorption of heat and thus an increased cooling effect compared to the use of the primary cooling medium alone.
  • the amount of the coolant to be used can be reduced because the total heat capacity of the coolant is larger than that of the primary cooling medium alone.
  • the size of the cooling system and thus the weight are reduced, which has a positive effect on the power density of the drive system.
  • the advantage initially results that a smaller amount of coolant must be used than if the primary coolant alone would be used.
  • the cooling system including the coolant, being lighter in weight and more compact can be built.
  • the cooling system must transport the coolant only in the quasi-liquid state and, for example, in contrast to boiling medium cooling, not partially in the liquid and partly in the gaseous state.
  • it has an advantageous effect that it is fundamentally possible to resort to existing cooling systems, for example to those designed as water cooling systems.
  • Electromagnetic interaction is the interaction known from an electrical machine between see the magnetic fields of the magnetic means of the rotor, for example. Permanent magnets, and the magnetic means of the stator, for example.
  • Current-carrying coils in one or more Statorwicklungssystemen meant, on the basis of which the electric motor develops its torque or due to which a generator provides an electric current.
  • a "non-rotatable" connection of two components should be distinguished by the fact that a rotation of one of the components basically transfers to the other component, as well as the case where one of the components is decelerated In this case, the other component is also braked due to the non-rotatable connection It can be assumed that the rotational frequencies or rotational speeds of two components which are connected to each other in a rotationally fixed manner are always identical.
  • FIG. 1 shows by way of example and only schematically a hybrid-electric drive system 1, as can be used, for example, in an aircraft which is driven by a propulsion means or propeller 10.
  • a propulsion means or propeller 10 Other mobile applications of this electric drive system 1 are naturally conceivable, for example for driving a rail or watercraft.
  • the drive system 1 comprises the already mentioned propeller 10, which is driven by a drive 20, wherein the drive 20 comprises an electric motor 100.
  • the propeller 10 is rotatably connected via a shaft 130 to a rotor 110 of the electric motor 100, wherein permanent magnets 111 are arranged on the rotor 110.
  • the electric motor 100 further includes a stator 120 having a stator winding system 121. The electric motor 100 and in particular its
  • Stator winding system 121 is connected via power electronics 60 to an electrical power supply 30 of the drive system 1, which is set up and controlled by a control / controller 40 to feed an electric current into the stator winding system 121.
  • the energy supply 30 comprises a battery 310 and a further electrical machine 200, which in this case is designed as a generator 200.
  • the generator 200 has a rotor 210 with permanent magnets 211 and a stator 220 with at least one stator winding system 221.
  • the rotor 210 is rotatably connected to a shaft 230.
  • the shaft 230 is likewise non-rotatably connected to a combustion power unit 50, for example a turbine, and can be driven by the internal combustion engine 50.
  • the rotor 210 rotates with the permanent magnets 211 which coincide with the rotor
  • Stator winding system 221 of the generator 200 such electromagnetically interact in such a way that in the stator winding system 221, an electrical voltage is induced. It can be assumed that this concept of the generator 200 is well known and therefore need not be explained in more detail here.
  • the controller 40 controls the power supply 30, for example, depending on the state of charge of the battery 310 and / or the electrical energy required by the electric motor 100 such that the motor 100, the required energy from the battery 310 and / or from the generator 200 is supplied ,
  • the controller / controller 40 may also cause an electrical energy provided by the generator 200 to be at least partially supplied to the battery 310 to charge it. A possibly remaining part of the electric energy provided by the generator 200 can be supplied to the electric motor 100 are supplied.
  • the described routing of the electrical energy between generator 200, battery 310 and electric motor 100 or power electronics 60 is realized by means of switches 31, 32, which are actuated by the controller 40 as needed.
  • the possible flow directions of the electrical energy are indicated by corresponding arrows.
  • the electrical energy provided by the generator 200 and / or by the battery 310 is converted by the power electronics 60 into the form required for operating the electric motor 100.
  • a cooling system 70 which uses a coolant 73 which is supplied to the respective component to be cooled via a line system 71.
  • the component to be cooled is the stator 120 of the electric motor 100. Accordingly, FIG. 1 shows only a connection with the stator 120 with regard to the line system 71, but not with other components of the drive system which may have to be cooled.
  • the rotor 110 of the motor 100, the power electronics 60 , Rotor 210 and stator 220 of the generator 200, the battery 310 as well as other components which generate heat during operation of the drive system 1, can be understood as “component to be cooled” in each case, that means that the coolant 73 also flows through these components Accordingly, it is not intended to be understood that the solution described here should be used only for cooling the stator 120.
  • the embodiment of the line system 71 does not show this development.
  • the conduit system 71 may, for example, be a pipe system in which the coolant 73 is guided as indicated by the arrows.
  • the basic mode of operation of the cooling system 70 is based on the concept that heat from the component to be cooled, that is to say from the stator 120 in the present example, passes to the coolant 73 flowing past the stator 120. In the example of the stator 120, this may be realized such that the coolant 73 (not shown)
  • Coolant 73 continues to flow and thus leaves the region of the component to be cooled, for example in order to discharge the absorbed heat elsewhere, for example to a heat exchanger 72 of the cooling system, for example to the environment.
  • the thus cooled coolant 73 can then be reused and, for example, again supplied to the same or another component to be cooled.
  • the FIG 2 shows a section of the conduit system 71 in not true to scale representation and in particular the coolant 73.
  • the coolant 73 for cooling the respective component comprises a primary, liquid and homogeneously distributed cooling medium 73-1, which is represented by the indicated waves len , A secondary cooling medium 73-2 is added to the primary cooling medium 73-1.
  • the secondary cooling medium 73-2 is selected to be in a solid state as long as the coolant 73 has a first, low temperature Tl, and that it is caused by the heat absorbed by the component in the cooling of the component corresponding increase in temperature of the coolant 73 to a second, higher temperature T2> Tl performs a phase change from the solid to a liquid state of matter.
  • the cooling approach used here is therefore based on the concept of particularly efficient two-phase cooling.
  • the secondary cooling medium 73-2 lies special then in a solid state, when the coolant 73 has not yet absorbed heat from the component to be cooled. This is at least the case when the coolant 73 is on the way from the heat exchanger 72, in which it was possibly cooled down, to the component to be cooled.
  • the coolant 73 comprising the now liquid secondary cooling medium 73 flows -2 and the already liquid primary cooling medium 73-1 through the conduit system 71 to the heat exchanger 72, there to release heat to the environment as already described, wherein the secondary cooling medium 73-2 passes from the liquid to the solid state.
  • Transition from liquid to solid does not have to take place first in the heat exchanger 72, but possibly also on the way through the line system 71 between the component to be cooled and the heat exchanger 72.
  • the quasi-carrier used as the primary cooling medium 73-1 which is typically constantly in liquid form, may be, for example, an oil or alternatively water.
  • a coolant 73 should be used which is non-conductive, in which case oil would be preferable as the primary cooling medium 73-1.
  • paraffin may be used as the secondary cooling medium 73-2, which when heated carries out the phase transition from solid to liquid.
  • the paraffin is in a plurality of small balls 73 -2a with diameters of, for example. L- ⁇ before, which in each case as shown in FIG 3 by a surfactant 73 -2b are sheathed, wherein the secondary cooling medium 73-2 total, for example, a weight fraction of 10-40% of the coolant 73 can make up.
  • Surfactant sheathing 73 -2b causes the paraffin spheres 73-2a to not agglomerate with each other, so that the process is reversible. remains flexible and the so-designed coolant 73 can be repeatedly performed in a circuit between the heat exchanger 72 and the component to be cooled, wherein the secondary cooling medium 73-2 performs phase transitions from solid to liquid and liquid to solid in each circulation.
  • Suitable surfactants are commercially available surfactants, for example so-called “Tween40” or else “Tween 60", if appropriate mixed with so-called “SpanöO”, but other surfactants would also be suitable.
  • the cooling method used can therefore be summarized in such a way that for cooling the component to be cooled, for example for cooling the stator 120, with the coolant 73 comprising the primary 73-1 and the secondary cooling medium 73-2 in a basic process comprising three steps in the first
  • Step the coolant 73 is performed with the solid state secondary cooling medium 73-2 to the component to be cooled, in the second step, the coolant 73 and with it the secondary cooling medium 73-2 absorbs heat from the component to be cooled, and whereby the secondary cooling medium 73-2 goes into a liquid state, and in the third step, the coolant 73 is guided away with the liquid state located in the secondary cooling medium 73-2 away from the component to be cooled.
  • the coolant 73 circulates in a circuit.
  • a fourth step in the basic process in which the coolant 73 guided away from the component to be cooled releases heat with the secondary cooling medium 73-2 still in the liquid state at a heat exchanging device 72, for example at the heat exchanger. so that the secondary cooling medium 73-2 reverts to the solid state.
  • the basic process with the first, the second and the third step can be executed again.
  • the coolant 73 could be drained from the cooling system 70 after the third step.
  • the various connections of the controller / controller 40 with the different components of the drive system 1 are not shown for clarity. However, it follows from the respective context that and how the control / control 40 must be connected to the respective component.
  • the controller 40 is connected to the battery 310 at least via a data connection to determine its state of charge.
  • controller / controller 40 must be connected to the power supply 30 in a corresponding manner in order to be able to adjust the electric current which is supplied to the electric motor 100, in order to ultimately adjust the propeller 10 in the desired manner to produce a specific propulsion, and to confirm, on the other hand, the switches 31, 32 so that the flow of electrical energy is also adjusted within the power supply 30.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Motor Or Generator Cooling System (AREA)

Abstract

L'invention concerne un refroidissement très efficace d'un système d'entraînement électrique. À cet effet, l'invention concerne un moyen réfrigérant qui comprend un agent réfrigérant primaire liquide auquel est ajouté un agent réfrigérant secondaire à l'état solide. L'agent réfrigérant secondaire est sélectionné de sorte que, lors du refroidissement, il accomplit un changement de phase d'un état d'agrégat solide à liquide, provoqué par une chaleur absorbée par le composant à refroidir.
PCT/EP2017/081009 2016-12-01 2017-11-30 Refroidissement à deux phases pour un système d'entraînement électrique WO2018100075A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016223948.1 2016-12-01
DE102016223948 2016-12-01

Publications (1)

Publication Number Publication Date
WO2018100075A1 true WO2018100075A1 (fr) 2018-06-07

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Application Number Title Priority Date Filing Date
PCT/EP2017/081009 WO2018100075A1 (fr) 2016-12-01 2017-11-30 Refroidissement à deux phases pour un système d'entraînement électrique

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022173418A1 (fr) * 2021-02-09 2022-08-18 Raytheon Technologies Corporation Moteur électrique à refroidissement intégré

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5770903A (en) * 1995-06-20 1998-06-23 Sundstrand Corporation Reflux-cooled electro-mechanical device
WO2001001548A1 (fr) * 1998-12-15 2001-01-04 Brandley Adam K Moteur electrique dote d'un rotor etant une roue motrice
US6239502B1 (en) * 1999-11-22 2001-05-29 Bae Systems Controls Phase change assisted heat sink
WO2009112467A1 (fr) * 2008-03-11 2009-09-17 Basf Se Microcapsules à parois en acylurée
US20130105106A1 (en) * 2011-10-31 2013-05-02 Dharendra Yogi Goswami Systems And Methods For Thermal Energy Storage
US20140029203A1 (en) * 2012-07-30 2014-01-30 Toyota Motor Engineering & Manufacturing North America, Inc. Electronic device assemblies and vehicles employing dual phase change materials
WO2015106993A1 (fr) 2014-01-15 2015-07-23 Siemens Aktiengesellschaft Système d'entraînement redondant
WO2015128121A1 (fr) 2014-02-27 2015-09-03 Siemens Aktiengesellschaft Procédé pour faire fonctionner un moteur à combustion interne couplé à un générateur et dispositif pour mettre en œuvre le procédé
WO2017025224A1 (fr) 2015-08-07 2017-02-16 Siemens Aktiengesellschaft Systeme de propulsion et procédé d'entraînement d'un moyen de propulsion d'un véhicule, en utilisant un refroidissement cryogénique

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5770903A (en) * 1995-06-20 1998-06-23 Sundstrand Corporation Reflux-cooled electro-mechanical device
WO2001001548A1 (fr) * 1998-12-15 2001-01-04 Brandley Adam K Moteur electrique dote d'un rotor etant une roue motrice
US6239502B1 (en) * 1999-11-22 2001-05-29 Bae Systems Controls Phase change assisted heat sink
WO2009112467A1 (fr) * 2008-03-11 2009-09-17 Basf Se Microcapsules à parois en acylurée
US20130105106A1 (en) * 2011-10-31 2013-05-02 Dharendra Yogi Goswami Systems And Methods For Thermal Energy Storage
US20140029203A1 (en) * 2012-07-30 2014-01-30 Toyota Motor Engineering & Manufacturing North America, Inc. Electronic device assemblies and vehicles employing dual phase change materials
WO2015106993A1 (fr) 2014-01-15 2015-07-23 Siemens Aktiengesellschaft Système d'entraînement redondant
WO2015128121A1 (fr) 2014-02-27 2015-09-03 Siemens Aktiengesellschaft Procédé pour faire fonctionner un moteur à combustion interne couplé à un générateur et dispositif pour mettre en œuvre le procédé
WO2017025224A1 (fr) 2015-08-07 2017-02-16 Siemens Aktiengesellschaft Systeme de propulsion et procédé d'entraînement d'un moyen de propulsion d'un véhicule, en utilisant un refroidissement cryogénique

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022173418A1 (fr) * 2021-02-09 2022-08-18 Raytheon Technologies Corporation Moteur électrique à refroidissement intégré

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