WO2021254562A1 - Moteur électrique pour l'entraînement électrique d'un véhicule à moteur - Google Patents

Moteur électrique pour l'entraînement électrique d'un véhicule à moteur Download PDF

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Publication number
WO2021254562A1
WO2021254562A1 PCT/DE2021/100471 DE2021100471W WO2021254562A1 WO 2021254562 A1 WO2021254562 A1 WO 2021254562A1 DE 2021100471 W DE2021100471 W DE 2021100471W WO 2021254562 A1 WO2021254562 A1 WO 2021254562A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor
friction
electric motor
friction surface
torque
Prior art date
Application number
PCT/DE2021/100471
Other languages
German (de)
English (en)
Inventor
Rolf Meinhard
Martin Vornehm
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to DE112021003312.3T priority Critical patent/DE112021003312A5/de
Publication of WO2021254562A1 publication Critical patent/WO2021254562A1/fr

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Classifications

    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
    • F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
    • 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
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/108—Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
    • 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
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears

Definitions

  • the invention relates to an electric motor with the aid of which a motor vehicle can be driven electrically.
  • an electric motor for the electric drive of a motor vehicle in which a rotor driven by a stator is coupled to a rotor shaft via an overload clutch designed as a wrap spring in order to reduce the mass moment of inertia of the rotor in the event of a sudden torque surge in the drive train of the Uncouple the motor vehicle.
  • One embodiment relates to an electric motor for electrically driving a motor vehicle with a rotor that can be driven by a stator, an output element for diverting a torque coming from the rotor and a slip clutch provided between the rotor and the output element to limit a maximum transmittable torque, the slip clutch being on spring element clamped between two axially fixed counter friction surfaces for frictional coherent pressing of two mutually facing friction surfaces against the respective counter friction surface.
  • the spring element is pretensioned by the jammed spring element, as a result of which a defined spring force is impressed by the spring element on the at least two friction pairs between the respective friction surface and the counter-friction surface.
  • the spring force depends only on the axial distance between the counter-friction surfaces and the geometry of the spring element, so that a precisely defined spring force can be provided very easily. This spring force causes the friction force between the friction surface and the counter-friction surface, on which in turn the maximum torque that can be transmitted in the slip clutch depends.
  • the frictional force acting in the friction pairings can be overcome and the slipping clutch can switch to slip mode, in which the friction surfaces slip on the opposing friction surfaces .
  • a transmission of too great a torque can be avoided, whereby damage to components in the drive train of the motor vehicle through overloading can be avoided.
  • the spring force generated by the spring element does not change significantly, so that the maximum torque that can be transmitted by the slip clutch is set very precisely and remains essentially constant over the service life. If there is any abrasive wear in the friction pairing between the friction surface and the counter-friction surface, it can be assumed that the wear is so low that the preload of the spring element is essentially retained and the maximum torque that can be transmitted by the slip clutch is not significantly different changes.
  • the slip clutch enables very precise torque limitation over a long service life.
  • the opposing friction surfaces are axially immobile.
  • An axially displaceable counter friction surface which is pressed on by a spring element in order to press a clutch disc with a friction fit, is avoided.
  • the clutch disc is sets, wherein the spring element presses the friction surfaces away from each other in the axial direction against the opposing friction surfaces facing each other.
  • An actuator and / or support technology provided axially or radially outside the counter friction surface to generate a contact force that determines the maximum transferable torque in the friction pairings between the friction surface and the counter friction surface is not necessary and can be saved.
  • the space requirement of the slip clutch in particular special in the axial direction, can thereby be kept low and / or minimized.
  • the functions of the friction clutch to generate a contact force, to provide a friction surface and to bring about a torque transmission up to the predefined maximum transmittable torque can be concentrated on a smaller number of components.
  • the number of components for the slip clutch can thus be kept low, which means that a correspondingly low space requirement can be achieved.
  • a sudden torque surge can result in loads that are not intended in the drive train, which can damage torque-transmitting components in the drive train. Impacts arise, for example, when the motor vehicle engine is stalled when the vehicle starts up, switching takes place, the clutch is engaged quickly, downshifting is carried out with simultaneous acceleration, emergency braking takes place, a blast start (“cavalier start”) takes place and / or a Engine start-up of a coupled motor vehicle engine designed as a combustion engine takes place.
  • an impact in the drive train can occur due to drive train elasticities, in particular if the traction of the motor vehicle suddenly changes, for example when the road surface changes between an ice surface and an ice-free surface on a ground.
  • the slip clutch can prevent excessive torques from being transmitted, in that the friction pairing formed from the friction surface and the counter-friction surface can slip through in the slip clutch when the torques are too high.
  • the maximum torque that can still be transmitted by the slip clutch depends on the friction properties, in particular the coefficient of friction and the contact pressure, in the at least one friction pairing that is selected to be suitable for setting the desired maximum torque.
  • the effective mass moment of inertia of the rotor of the electric motor and the effective electrically generated torque can at least be limited in order to avoid damage to components of the drive train in the event of a sudden counter-torque in the drive train.
  • the electric motor can be dimensioned to drive the motor vehicle, to whose drive train the electric motor can be connected, to drive purely electrically.
  • the stator of the electric motor can have electrically operated electromagnets that can interact with permanent magnets of the rotor in order to set the rotor and a rotor shaft connected to the rotor and permanently or detachably coupled to the drive train into rotation.
  • the rotor can be designed as an internal rotor or an external rotor.
  • the stator can be connected to a rechargeable motor vehicle battery in which the electrical energy required to operate the electric motor can be stored.
  • the electric motor is preferably designed as an electric machine that can also be operated in generator mode, so that mechanical energy from the drive train can also be converted into electrical energy with the help of the electric motor operated in generator mode, which can be stored in the connected motor vehicle battery.
  • braking energy can be recuperated when braking the motor vehicle, for example.
  • the spring element is designed as a plate spring, with a spring characteristic curve of the plate spring in particular having a sub-area with a spring force that is essentially constant over a limited deformation area and the plate spring being pretensioned in this sub-area between the counter-friction surfaces.
  • the Tel lerfeder is very small in the axial direction, so that the axial space requirement is particularly low.
  • the disc spring can become a spring force between contact points spaced from one another in the radial direction
  • Disk spring can be formed in the friction lining attached to the contact points or by the contact point of the disk spring itself.
  • the design and function of the disc spring makes it possible to avoid a linear spring characteristic and to form a non-linear spring characteristic with a partial area for the spring characteristic of the spring element in which the spring force is essentially constant over a certain axial deformation path.
  • the spring force deviates by a maximum of 20%, preferably by a maximum of 10% and particularly preferably by a maximum of 5%, from a mean value of the spring force obtained in this sub-area.
  • there is a deviation from the mean value of the spring force by more than 0%, in particular more than 2% and preferably more than 4%, in this sub-area.
  • the plate spring loaded in this partial area of the spring characteristic can thereby automatically compensate for axial tolerances without the spring force applied by the spring element changing significantly.
  • a certain maximum transmissible torque for the slip clutch can be adhered to very precisely, even with low and inexpensive tolerance requirements.
  • the spring element designed as a disc spring can automatically compensate for abrasive wear in the friction pairing between the friction surface and the counter-friction surface without the spring force exerted by the spring element changing significantly.
  • the maximum transmissible torque provided for the slip clutch is therefore essentially independent of wear and tear and can be kept essentially constant over the service life.
  • the friction surfaces are preferably formed by friction linings fastened directly to the spring element or to friction plates which can be deformed by the spring element. This makes it possible for the opposing friction surfaces not to be formed by friction linings and instead to be formed by the material of the component or sub-area connected to the rotor or to the output element.
  • the friction linings provided for the slip clutch can thus be connected to a component, the two axial sides of which can be easily closed during manufacture. are accessible, which simplifies assembly.
  • the friction linings can easily be fastened, in particular glued or riveted, to the freely accessible axial sides of the spring element, in particular designed as a plate spring, directly or indirectly via the interposed friction plate.
  • the spring element can be resiliently clamped between tween the friction plates in the axial direction and the Reibble surface bend away from each other until the friction surfaces of the friction plates can act with the desired spring force on the associated counter-friction surfaces.
  • the opposing friction surfaces can be formed by friction linings and the friction surface by the axial surface of the spring element or the friction plate.
  • At least one friction surface and the associated counter-friction surface point essentially in the axial direction.
  • the friction surface and the associated counter-friction surface can essentially bear against one another in a radial plane of the electric motor. The axial installation space requirement and the effort required for positioning can be minimized as a result.
  • At least one friction surface and the associated counter-friction surface are essentially conical in shape.
  • the components of the slip clutch can thereby be automatically centered on one another, so that precisely geometrically predetermined friction conditions can be ensured.
  • the friction surface and the associated counter-friction surface can be tapered in a conical shape with respect to a radial plane of the electric motor, as a result of which the applied frictional forces can be increased.
  • the size and relative alignment to the radial plane of the electric motor can be matched to one another in such a way that essentially the same maximum torque is achieved in both friction pairings even with a radial offset of the friction pairings will.
  • At least one counter-friction surface is preferably axially supported by a separately fastened securing ring.
  • This component can extend like a disc on one axial side of the spring element and encompass the spring element radially.
  • the one opposite friction surface are formed.
  • the spring element with the at least two friction surfaces can be applied to the disk-like sub-area during the assembly of the slip clutch. Thereafter, the spring element can be held captive in the axial direction with axial pretension by the locking ring inserted into the radially protruding part of the component.
  • a component that forms the corresponding other counter-friction surface in particular configured as an annular disk, can be provided between the securing ring and the facing axial side.
  • the other counter friction surface can be designed from the locking ring itself.
  • the friction surface and / or the counter-friction surface runs in the circumferential direction closed or interrupted by grooves in the circumferential direction seg mented. Due to the friction surface and / or counter friction surface closed in the circumferential direction, a simple and inexpensive design is realized in which the abrasive wear can be kept ge ring due to the maximized friction pairings engaging one another. Due to the segmented course in the circumferential direction, the grooves are formed between the respective segments of the friction surface and / or the counter-friction surface, thereby avoiding unnecessary stiffening of the friction surface or the counter-friction surface.
  • the travel independence of the friction pairing formed by the Reibflä surface and the counter-friction surface is increased, so that the maximum torque that can be transmitted in the slip clutch does not change as much in the case of axial tolerances and / or wear of friction linings.
  • frictional heat generated in the friction pairings can be dissipated convectively via the grooves. This can prevent the friction linings from heating up too much.
  • the extent in the circumferential direction of the segments of the friction surface or the counter-friction surface is large enough here to be able to achieve a sufficiently large maximum torque that can be tolerated.
  • the extent of the respective segment in the circumferential direction is suitably selected here so that the number of segments is as small as possible, but there is a corresponding number of grooves for sufficient heat dissipation distributed over the circumference.
  • the spring element is axially movable in a torque-transmitting manner, in particular via a toothing and / or an axially flexible transmission disk, directly or indirectly coupled to the output element or to the rotor. Due to the axial resilience of the connection of the spring element, the Fe derelement can be clamped well between the counter friction surfaces and achieve an axial tolerance compensation. Through the torque-transmitting coupling, the torque introduced via the friction pairings can be diverted in the direction of force flow at the coupling point or the torque introduced at the torque-transmitting coupling point can be diverted to the friction pairings.
  • the spring element can be designed to be axially displaceable in a toothing formed at the coupling point. However, it is also possible to connect the spring element in the coupling point via at least one thin and axially flexible disk, which is also referred to as a “flexplate”.
  • a motor housing accommodating the stator and the rotor is provided, the slip clutch being seen inside or outside the motor housing. If the slip clutch is accommodated within the motor housing, which is designed in particular as a dry space, the slip clutch can be protected from external influences. If the slip clutch is provided outside the Motorgeophu ses, in particular in a wet room lubricated with lubricating oil, the slip clutch can be better cooled to dissipate frictional heat.
  • the rotor and the output element are coupled via a gear stage designed especially as a planetary gear for speed reduction, the gear stage being provided radially inside to the rotor in a common axial area with the rotor, in particular the slip clutch between the rotor and the Translation stage is provided.
  • the electric motor can generate sufficient power to drive the motor vehicle, the stator and the rotor are appropriately dimensioned with a correspondingly large outer diameter. As a result, installation space can easily be created radially within the magnets of the rotor which interact with the stator and which can be used by the transmission stage.
  • an electric motor can generate very high speeds with a low torque and the transmission stage can reduce the speed generated by the electric motor to a speed that is more suitable for applications in the drive train of the motor vehicle, whereby the torque generated by the electric motor at the same time on one for the desired driving dynamics the motor vehicle more suitable torque can be translated.
  • the slip clutch is particularly preferably integrated in the transmission stage and / or interacts with components of the transmission stage.
  • the counter friction surface can be formed by a component of the transmission stage, for example a sun gear, a ring gear or a planet carrier, or by a component directly connected to this component of the transmission stage.
  • a rotor carrier of the rotor or a rotor shaft connected to the rotor can in particular form a sun gear, a ring gear or a planet carrier of the transmission stage configured as a planetary gear or be connected to one of these components.
  • the planetary gear rotatably mounted on the planet carrier planet gears mesh both with the radially inner Son nenrad and with the coaxial with the sun gear provided ring gear.
  • one of the components of the planetary gear can be permanently or temporarily held motionless or braked.
  • the ring gear can be connected to a motor housing of the electric motor in a fixed manner.
  • Fig. 2 a schematic detailed view of a first embodiment of a slip clutch for the electric motor from Fig. 1,
  • Fig. 3 a schematic detailed view of a second embodiment of a slip clutch for the electric motor from Fig. 1,
  • Fig. 4 a schematic detailed view of a third embodiment of a slip clutch for the electric motor from Fig. 1,
  • Fig. 5 a schematic plan view of part of a spring element of the slip clutch from Fig. 4, 6: a schematic diagram of a spring characteristic curve of a spring element in FIG
  • the electric motor 10 shown in Fig. 1 is dimensioned for the purely electric drive of a motor vehicle.
  • the electric motor 10 can be designed as an electric machine that can be operated both in motor mode and in generator mode.
  • the electric motor 10 has a stator 14 which is firmly connected to a motor housing 12 and which can interact electromagnetically with a rotatable rotor 16 configured as an internal rotor.
  • the speed of the rotor 16 can be measured with the aid of a speed sensor 18 attached to the motor housing 12.
  • the rotor 16 is rotatably connected via a rotor arm 20 with a rotor 18 to the magnet aufwei send rotor 18 spaced radially inwardly provided rotor shaft 22 a related party.
  • the rotor shaft 22 is supported on the motor housing 12 by means of bearings 24 configured, for example, as roller bearings.
  • bearings 24 configured, for example, as roller bearings.
  • an output element 26 is provided which, for example via external teeth, can transfer the torque generated in the electric motor 10 to a component located downstream in a drive train of the motor vehicle.
  • the torque diverted from the output element 26 can for example be passed to a transmission input shaft of a motor vehicle transmission, if necessary via a separating clutch.
  • the output element 26, in particular special via a plain bearing, is mounted relatively rotatably on the rotor shaft 22 and coupled to the rotor shaft 22 via a slip clutch 28 acting on the rotor shaft 22 and the output element 26.
  • the slip clutch 28 shown in detail in Fig. 1 of the electric motor 10 shown in Fig. 1 has a with the rotor shaft 22, for example by welding, non-rotatably connected to the input component 30, which rotatably connected to the output member 26, for example by welding, output component 32 can slip above a defined maximum torque, so that torque transmission from excessively high and damaging torques that occurs in the event of an "impact" is avoided.
  • the input component 30 has different radii offset from one another, together with two friction surfaces 34, for example configured by separate friction linings which can engage frictionally on corresponding counter friction surfaces 36 of the output component 32.
  • a spring element 38 designed in particular as a disc spring, which is seen in the axial direction between the two friction pairings formed by the friction surface 34 and the associated counter friction surface 36, a defined contact force can be applied to the friction pairings.
  • the spring element 38 is clamped with a defined spring force prestressed in the axial direction.
  • the A gear component 30 has two friction plates 40 connected to the rotor shaft 22, between which the spring element 38 is clamped.
  • the spring element 38 can bend at least the partial areas of the friction plates 40, in which the friction surfaces 34 are formed, elastically away from each other in the axial direction in order to apply the contact pressure required to set the maximum possible torque of the slip clutch 28 in the friction pairings.
  • a friction sleeve can also be provided, which provides a certain minimum friction and thus, regardless of the spring force of the spring element 38, specifies a minimum transmittable torque before a slip can occur.
  • the output component 32 can encompass the friction pairings radially on the outside, so that the radially outer Ge counter friction surface 36 is hooked after the assembly of the input component 30 and the spring element 38 in the output component 32 by an axial relative movement and axially retained by a locking ring 42 and lost can be supported axially.
  • the friction pairings formed by the friction surfaces 34 and the associated counter-friction surfaces 36 are designed to be conical.
  • the slip clutch 28 is provided outside the motor housing 12, for example in an oiled wet area.
  • the slip clutch 28 is provided in a dry area within the motor housing 12 in comparison to the Fig. 2 Darge presented embodiment of the electric motor 10.
  • the friction pairings formed by the friction surfaces 34 and the associated counter-friction surfaces 36 are not conical, but are configured in a radial plane of the electric motor 10 as circumferential or subdivided flat annular surfaces.
  • the friction surfaces 34 of the spring element 38 themselves can be bent elastically without intervening Friction plates 40 formed by, for example, friction linings forming the friction surfaces 34 on different axial sides of the spring element 38 configured as a plate spring being connected to the spring element 38 on different radii.
  • the input component 30 connected to the rotor shaft 22 that surrounds the friction pairings formed by the friction surfaces 34 and the associated counter-friction surfaces 36 radially on the outside and axially secures and supports the radially outer counter-friction surface 36 with the aid of the locking ring 42.
  • the output component 32 can be formed in one piece with the output element 26 and be shaped in the manner of a flange protruding outwardly after ra dial.
  • the spring element 38 is in particular coupled non-rotatably to the output component 32 at its radially inner edge via a toothing 44, the spring element 38 being able to move axially in the toothing 44, for example in order to be able to achieve an axial tolerance compensation equal in the slip clutch 28.
  • the input component 30 in the form of a flange in one piece with the rotor shaft is compared to the embodiment of the electric motor 10 shown in FIG. 2 ver comparable to the embodiment of the electric motor 10 shown in FIG 22 and coupled to the spring element 38 forming the friction surfaces 34 in a rotationally fixed but axially relatively movable manner via the toothing 44.
  • the friction surfaces 34 of the spring element 38 which is designed as a plate spring, are not closed in the circumferential direction, but instead are designed in a segmented and interrupted manner, as shown in FIG. 5. This results in grooves 46 in the circumferential direction between the individual segments of the respective friction surface 34, which can avoid unnecessary stiffening and the resulting increased path dependency of the applied contact force in the friction pairing between the friction surface 34 and the counter-friction surface 36.
  • the spring element 38 in particular designed as a plate spring, can, for example, have the spring characteristic 48 shown in FIG. 6, with a spring force 50 in N depending on an axial spring travel 52 in mm from a designated one of 1,000 N in the diagram shown in FIG tense starting position is Darge. With a spring travel of approx. ⁇ 0.7 mm around the tensioned starting position, the spring force of the spring element 38 is almost constant, so that the spring element 38 can compensate to this extent axial tolerances and / or abrasive wear in the friction pairings between the friction surface 34 and the counter-friction surface 36 without the maximum transmittable torque set in the slip clutch 28 changing significantly.
  • the space-saving device in the radial Rich between the rotor 16 and the rotor shaft 22 is provided.
  • the input component 30 of the slip clutch 28 is formed in this case by the rotor arm 20 which is fastened to the rotor 16 and which is designed relative to the rotor shaft 22.
  • a slide bearing or a friction sleeve, for example, is provided between the rotor arm 20 and the rotor shaft 22.
  • the spring element 38 forming the friction surfaces 34 is coupled in a rotationally fixed manner to the rotor shaft 22 via the toothing 44.
  • the spring element 38 is coupled radially on the outside via a conical friction pairing and radially on the inside via a planar friction pairing provided in a radial plane with the input component formed by the rotor arm 22.
  • the rotor shaft 22 can have a, in particular one-piece or separately fastened, sun gear 56 which meshes with a planet gear 60 rotatably mounted in a planet carrier 58, the planet gear 60 in turn meshing with a ring gear 62.
  • the flea wheel 62 is non-rotatably connected to the motor housing 12, while the planet carrier 58 is coupled to the output element 26.
  • the rotor carrier 22 can be designed to be open on one axial side, so that the transmission stage 54 can be inserted into the rotor 16 and the rotor carrier 22 as a common structural unit by means of an axial relative movement, in particular together with the rotor shaft 22. This also enables the transmission stage 54 to be pressed in the axial direction against the rotor shaft 22 and the rotor carrier 20 and to be supported via an axial bearing 64 so that axial tolerances can be eliminated.
  • the planet carrier 58 is axially supported in a relatively rotatable manner via the axial bearing 64 on the output component 32 of the rotor shaft 22.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention concerne un moteur électrique (10) fournissant un entraînement électrique à un véhicule à moteur, comprenant un rotor (16) qui peut être entraîné par un stator (14), un élément de sortie (26) pour délivrer un couple provenant du rotor (16), et un embrayage à glissement (28) disposé entre le rotor (16) et l'élément de sortie (26) pour limiter un couple transférable maximal. L'embrayage à glissement (28) présente un élément ressort (38) serré entre deux faces de contre-friction axialement fixes (36) pour presser, par liaison de friction, deux surfaces de friction (34) opposées l'une à l'autre sur leurs faces de contre-friction respectives (36). Le serrage de l'élément ressort (38) entre les faces de contre-friction axialement fixes (36) permet à un couple transférable maximal d'être réglé très précisément avec une faible exigence d'espace, de sorte qu'il est possible de fournir, dans un petit espace d'installation, une protection contre les changements soudains de couple pour une chaîne cinématique dans un véhicule à moteur.
PCT/DE2021/100471 2020-06-18 2021-06-01 Moteur électrique pour l'entraînement électrique d'un véhicule à moteur WO2021254562A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112021003312.3T DE112021003312A5 (de) 2020-06-18 2021-06-01 Elektromotor zum elektrischen Antrieb eines Kraftfahrzeugs

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020116057.7 2020-06-18
DE102020116057 2020-06-18

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Publication Number Publication Date
WO2021254562A1 true WO2021254562A1 (fr) 2021-12-23

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PCT/DE2021/100471 WO2021254562A1 (fr) 2020-06-18 2021-06-01 Moteur électrique pour l'entraînement électrique d'un véhicule à moteur

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WO (1) WO2021254562A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018115186A1 (de) 2017-06-27 2018-12-27 Schaeffler Technologies AG & Co. KG Elektromotor mit Überlastschutzkupplung sowie Antriebsstrang
DE102018124860A1 (de) * 2018-10-09 2020-04-09 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102018131309A1 (de) * 2018-12-07 2020-06-10 Schaeffler Technologies AG & Co. KG Vorspannfederkraftreduzierender Drehmomentbegrenzer

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018115186A1 (de) 2017-06-27 2018-12-27 Schaeffler Technologies AG & Co. KG Elektromotor mit Überlastschutzkupplung sowie Antriebsstrang
DE102018124860A1 (de) * 2018-10-09 2020-04-09 Schaeffler Technologies AG & Co. KG Drehschwingungsdämpfer
DE102018131309A1 (de) * 2018-12-07 2020-06-10 Schaeffler Technologies AG & Co. KG Vorspannfederkraftreduzierender Drehmomentbegrenzer

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DE112021003312A5 (de) 2023-03-30

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