• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
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    • 专利摘要:
    18 ABSTRACT A track-bound vehicle driving arrangement comprises an electricmachine (5) with a stator and a rotor rotatably received thereinas well as bearings secured to a fixed frame on earth potentialand rotatably receiving a rotor shaft end each at axially oppositeends of said rotor. A coupling means (6) is configured to rigidlyconnect one rotor shaft end to a driven shaft configured totransmit power from the electric machine to wheels (7) of thevehicle. A control device (4) is configured to control a converter(3) to deliver an alternating voltage to the stator winding byPulse Width Modulation. Said coupling means is electrically non-conductive by having members configured to secure said rotorshaft end with respect to said driven shaft while providing anelectric isolation and by that the capacitance therebetween. (Fig 1).
    公开号:SE1250018A1
    申请号:SE1250018
    申请日:2012-01-13
    公开日:2013-07-14
    发明作者:Kjell Steinbrecher；Jan Aagren
    申请人:Bombardier Transp Gmbh；
    IPC主号:
    专利说明:

    A track-bound vehicle driving arrangement and atrack-bound vehicle provided therewithTECHNICAL FIELD OF THE INVENTION AND BACKGROUNDARTThe present invention relates to a track-bound vehicle drivingarrangement comprisingo an electric machine with a stator having a stator body onearth potential with a stator winding wound therearound andconfigured to electrically create a plurality of stator poles dis-posed around the inner periphery of the stator body as wellas a rotor rotatably disposed within said stator,ø bearings secured to a fixed frame on earth potential androtatably receiving a rotor shaft end each at axially oppositeends of said rotor,ø a coupling means configured to rigidly connect one of saidrotor shaft end to a driven shaft configured to transmit powerfrom said electric machine to wheels of a said vehicle, anda converter configured to be connected to an electric powersource and deliver an alternating voltage to said stator windingand a control device configured to control said converter and bythat the operation of said electric machine by Pulse WidthModulation,as well as a track-bound vehicle provided with such a driving ar-rangement.
    The electric machine of this driving arrangement may be of anyconceivable type having a rotor driven to rotate by said alter-nating voltage delivered to the stator winding of the electric ma-chine, and such a machine having a rotor provided with a plural-ity of permanent magnets may be mentioned just as an example.
    Fig 1 illustrates very schematically parts of a driving arrange-ment of the above type normally arranged in a track-bound vehi-cle, such as a rai| vehicle, for generating a traction force of thisvehicle. lt is shown how the vehicle is in this case configured tomove along a line 1, which may be an AC-supply line or a DC-supply line. ln the case of a AC-supply line this may for examplecarry a one-phase alternating voltage of 15 kV and 16% Hz(Sweden) or 25 kV and 50 Hz (Denmark). However, the inven-tion is not restricted to such an AC source, but the vehicle mayhave any other conceivable corresponding source, such as adiesel motor. A transformer and at least one AC/DC-converterwill be arranged at the gap 2 indicated in the case of a AC-sup-ply line and a DC/DC-converter may be arranged in said gap 2in the case of a DC-supply line for adapting the DC voltage fedto a converter 3 of the driving arrangement to a suitable level,such as 1.5-3.0 kV. The converter 3 is controlled by a controldevice 4 for generating a train of voltage pulses according to aPulse Width l/lodulation pattern for delivering a three-phase al-ternating voltage to the stator winding (not shown) of an electricmachine 5 for driving the vehicle. The rotor shaft end of thiselectric machine is by a coupling means 6 rigidly connected to adriven shaft configured to transmit power from the electric ma-chine to wheels 7 of the vehicle via a gear box 8. The controldevice 4 will receive orders from the driver of the vehicle foradapting the fundamental frequency of the voltage delivered tothe stator winding to the vehicle speed desired.
    The Pulse Width Modulation control may result in a commonmode voltage between the input and output sides of the con-verter, driving circulating currents through the bearings of therotor. This will now be explained while making reference to Figs2-4. A potential difference emanating from said common modevoltage having a large content of harmonics may be presentacross this winding and the stator body 10 being on earth po-tential. This voltage will be shared by a capacitance 11 formedby the air gap between the stator winding 9 and the rotor 12 anda capacitance 13 formed by the air gap between the rotor andthe stator body 10. lt is schematically illustrated in Fig 3 howbearings 14, 15 are secured to a fixed frame, such as the statorbody, on earth potential and rotatably receiving a rotor shaft end16, 17 each at axially opposite ends of the rotor. The potentialdifference and thus the voltage across the gap between the rotor12 and the stator body, which is the same as across said ca-pacitance 13, will be applied between the rotor and the statorbody/frame across the respective bearing as illustrated in Fig 4.lt is illustrated how one of the rings (races) 18, 19, here theouter ring 19, has an electrically insulating layer 20 appliedthereupon so as to reduce said circulating current. For the highfrequency currents emanating from the Pulse Width Modulationthis insulating layer constitutes an impedance in the form of acapacitance which reduces the voltage across the lubricating(oil) film 21, 22 of the bearing. However, this may occasionallynot be enough for keeping the voltage across the lubricating filmat a level below the breakdown level of that film, so that the en-ergy stored may be discharged, which is shown through flashes23 between the ball 24 and the respective bearing ring, so thatsmall craters 25 are formed in the two rings. The crater 25 in theouter ring 19 will then also penetrate the insulating layer 20.These craters result in a non-uniform movement of the balls,which may then destroy the rings further, so that the entirebearing may fail when this has proceeded sufficiently long.
    SUMMARY OF THE INVENTIONThe object of the present invention is to provide a driving ar-rangement of the type defined in the introduction being improvedin at least some aspect with respect to such driving arrange-ments already known by at least partially addressing the aboveproblem of an inherent risk of breakdown of said bearings.
    This object is according to the invention obtained by providingsuch a driving arrangement, which is characterized in that saidcoupling means is electrically non-conductive by having mem-bers configured to secure said rotor shaft end with respect tosaid driven shaft while providing an electric isolation and by thata capacitance therebetween. Such a coupling means capaci-tance between the rotor and said driven shaft, which will be onearth potential, will accordingly be connected in parallel with thecapacitances provided between the respective rotor shaft andearth potential through the respective bearing and the capaci-tance provided through the gap between the rotor and the statorbody. This means that the total capacitance provided betweenthe rotor and earth potential will be increased and the proportionof the total voltage across the stator winding and earth potentialapplied between the rotor and earth potential will by that belowered. This modified voltage sharing may prevent the voltageacross the lubricating film of the bearings to reach such levelsthat a discharge of energy stored will occur.
    A further advantage of making said coupling means electricallynon-conductive in this way resides in the fact that when a track-bound vehicle is accelerating away from an electric powersource and generates a DC return current along the rail this DCreturn current may not be diverted up into a track-bound vehiclehaving the driving arrangement according to the present inven-tion and located between said track-bound vehicle first men-tioned and said power source and circulate therethrough anddown into the rail again while destroying electric equipment ofthe vehicle, since no such closed loop for this current may beformed thanks to the design of said coupling means.
    According to an embodiment of the invention said members ofsaid coupling means are configured to provide a said capaci-tance exceeding the sum of the capacitance provided by a gapbetween said rotor and said stator body and the capacitancesprovided by said bearings between the respective rotor shaftend and said frame. This will result in a favourable voltage di-viding meaning that the voltage across said bearing will be atleast reduced to be not more than half the voltage thereacrossshould said coupling means be conductive instead.
    According to another embodiment of the invention said couplingmeans capacitance is at least twice, at least 5 times, at least 10times, 5-20 times or 5-12 times said capacitance sum. Thismeans that in the case of said coupling means capacitance be-ing 5 times said capacitance sum a voltage of 150 V across saidbearing with electrically conductive coupling means may typi-cally be reduced to the order of 5 V efficiently ensuring that nodischarge through the lubricating film will occur.
    According to another embodiment of the invention said bearingshave an electrically insulating layer on at least one of an innerring and an outer ring thereof, and more preferred said bearingshave a said electrically insulating layer on both the inner andthe outer ring thereof. Providing both the outer and the innerring with an electrically insulating layer results in a further volt-age sharing with respect to a bearing having such an insulatinglayer on only the inner or the outer ring. This further voltagesharing will further reduce the voltage between the respectivering and a ball of the bearing and by that reduce the risk of adischarge through the lubricating film.
    According to another embodiment of the invention the capaci-tance of the coupling means is 5-60 nF, 10-25 nF or 15-20 nF.These are suitable values of the coupling means capacitanceresulting in a favourable voltage sharing across the bearings forelectric machines used in driving arrangements in track-boundvehicles.
    According to another embodiment of the invention the capaci-tance provided by each said electrically insulating layer coatinga said ring of said bearings is 1-6 nF, 2-5 nF or 3-4.5 nF. Theseare suitable levels for the capacitance of said electrically insu-lating layer coating the respective ring (race) of the bearings.
    According to another embodiment of the invention said couplingmeans comprises a first part rigidly connected to a said rotorshaft end and a second part rigidly connected to said drivenshaft and metallic members securing said parts to each otherand members providing a connection between said two partsthrough each said metallic member by at least one intermediateelectrically insulating member. This means that said couplingmeans will be electrically non-conductive in spite of the use ofmetallic members, such as bolts and nuts, for securing saidparts to each other. According to a further development of thisembodiment of the invention said coupling means also com-prises a third part radially outside said first part and rotationallydriven by gear teeth on the perimeter of the first part, a fourthpart radially outside said second part and rotationally driven bygear teeth on the perimeter of the second part and metallicmembers securing said third and fourth parts to each other andmembers providing a mechanical connection between said thirdand fourth parts through each said metallic member by at leastone intermediate electrically insulating member. This means thatsaid coupling means will be electrically non-conductive in spiteof its main parts being metallic and the use of metallic members,such as bolts and nuts, for securing said parts to each other.
    According to another embodiment of the invention the arrange-ment comprises an electrically insulating sealing member ar-ranged between said two parts for restricting a space formed bya gap between said rotor shaft end and said driven shaft. Ac-cording to a further other embodiment of the invention the ar-rangement comprises an electrically insulating sealing memberarranged between said third and fourth parts for restricting aspace formed by a gap between said rotor shaft end includingsaid first and third parts and said driven shaft including saidsecond and fourth parts. Such a sealing member will then en-sure that lubrication fluid will be kept in the interior of said cou-pling means without establishing any electrical contact betweensaid two parts thereof.
    According to another embodiment of the invention the arrange-ment comprises at least one annular spacer member of electri-cally insulating material separating said first part and rotor shaftend from said second part and driven shaft. The arrangement ofsuch a disc-like spacer member means that said parts may betightened towards each other without any risk of establishingelectric contact therebetween.
    According to another embodiment of the invention said metallicsecuring members are elongated members, such as bolts, atleast partly surrounded by an electrically insulating membereach separating the metallic member from the first and secondpart of the coupling means. Such an electrically insulating mem-ber may comprise an insulating cylindrical bushing, which is thesubject of another embodiment of the invention. Said electricallyinsulating member may also comprise an insulating layer, suchas of rubber, surrounding said metallic securing member andseparating this with respect to said insulating bushing. Theelectrically insulating member may also comprise washers ofelectrically insulating material separating a head of a bolt and anut from the respective parts towards which they are clamped.
    According to another embodiment of the invention said converteris configured to deliver an alternating voltage to said statorwinding of 500 V - 5 kV or 1.5 kV - 3.5 kV.
    The invention also relates to a track-bound vehicle having adriving arrangement for generating a traction force of the vehicleaccording to the present invention.
    Further advantages as well as advantageous features of the in-vention will appear from the following description of embodi-ments of the invention.
    BRIEF DESCRIPTION OF THE DRAWINGSWith reference to the appended drawings, below follows a spe-cific description of embodiments of the invention cited as exam-ples.ln the drawings:Fig 1Fig 2Fig 3Fig 4Fig 5is a very schematic view illustrating how a track-bound vehicle driving arrangement of the type towhich the present invention is directed may be ar-ranged and controlled in such a vehicle,is a very schematic sectional view of a part of anelectric machine in such a driving arrangement,is a very simplified view of an electric machine andcoupling means of a track-bound vehicle driving ar-rangement of the type to which the present inven-tion is directed,is a schematic view illustrating a part of a bearingused in a track-bound vehicle driving arrangementof the type to which the present invention is di-rected,is a simplified circuit diagram used to illustrate thedominating current paths influencing the bearingcurrents in a track-bound vehicle driving arrange-ment according to the present invention,Fig 6 is a Simplified partially sectioned view illustratingsaid coupling means of a driving arrangement ac-cording to a first embodiment of the invention,Fig 7 is a view similar to Fig 6 of said coupling means ofa driving arrangement according to a second em-bodiment of the invention,Fig 8 is a simplified view illustrating said coupling meansin a driving arrangement according to a third em-bodiment of the invention,Fig 9 is a view corresponding to Fig 4 showing the de-sign of a bearing in a driving arrangement accord-ing to an embodiment of the present invention, andFig 10 is a very simplified view used to illustrate anadvantage obtained by a driving arrangement ac-cording to the present invention.
    DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTIONThe circuit diagram shown in Fig 5 is used to explain the basicidea of the present invention. w is used for stator winding, r forrotor and ffor frame or stator body in the driving arrangementaccording to the invention. The a|ternating voltage applied to thestator winding w through the converter of the arrangement con-trolled through Pulse Width Modulation will result in a voltageVwf across the stator winding and the frame f or car body whichmay correspond to the peak a|ternating voltage, and we mayhere assume that it is 1500 V. This voltage will be shared by acapacitance Cwr formed by the gap between the stator windingand the rotor and a capacitance formed between the rotor r andthe frame f. This capacitance will be formed by a capacitance Crfof the gap between the rotor and the frame and the capacitan-ces Cb and Ci (insulating layer 20 on one of the rings in Fig 4) ofthe two bearings. ln the present invention the coupling meanswill be non-conductive resulting in a coupling means capaci-tance Ccoup connected in parallel with the capacitance Crf andthe series connection of Cb and Ci. However, the insulation layer20 in the bearings is rather costly and may be omitted in the ar-rangement of the present invention thanks to the design of saidcoupling means as explained below, which is the reason for notshowing any capacitance Ci in Fig 5.
    The voltage Vb across the bearing will without the insulatedcoupling be expressed asCvb = W ' VwfCwr + Crf +Cb,DE +Cb,NDEand with insulated couplingvb - Cwr _ VCwr + +Cb,DE+Cb,NDE + C wfcoupThe advantage with the insulated coupling is that its capacitancewill be in the dominator in the formula above resulting in a re-duction of the voltage across the bearing.
    Fig 6 illustrates schematically how an electrically non-conduc-tive coupling means is achieved in a track-bound vehicle drivingarrangement according to a first embodiment of the invention.The coupling means comprises a first part 26 rigidly connectedto the rotor shaft end 17 and a second part 27 rigidly connectedto the end of a driven shaft 28 configured to transmit power fromsaid electric machine to wheels of a said vehicle through a gearbox (see 8 in Fig 1). A gap 29 is separating the two parts andsealed by an electrically insulating sealing member 30 prevent-ing lubricating fluid to leak. A third part 60 is arranged radially11outside the first part 26 and rotationally driven by gear teeth 61on the perimeter of the first part, whereas a fourth part 62 is ar-ranged radially outside the second part 27 and rotationallydriven by gear teeth 63 on the perimeter of the second part.Elongated metallic members in the form of bolts 31 are distrib-uted around said third and fourth parts for clamping these partsin a fixed position with respect to each other by the head thereofand a nut. Each bolt is surrounded by an insulating layer 32,such as of rubber, surrounded by an electrically insulating cylin-drical bushing 33. This means that there will be no electricallyconducting contact established through said coupling meansbetween said rotor shaft end 17 and said driven shaft 28. An ad-vantage of this embodiment is that only metallic members areused in the bolt connection. lt is emphasized that the rotor shaftend 17 and the driven shaft are rigidly connected to each otherby said coupling means and the electrically insulating members,such as bushing 33, do not allow any mutual displacements ofthe parts 26, 27 even if there is an insulating layer 33 of rubber.
    Fig 7 illustrates an electrically non-conductive coupling meansof a driving arrangement according to a second embodiment ofthe invention, which differs from the one according to Fig 6 bythe use of a long bolt 36 (length 215 diameters, preferably 220diameters) which bear with a nut 37 tightened thereon onto ametallic member 38 being separated by an electrically insulatinglayer 39 from the first part 26 rigidly connected to the rotor shaftend 17. A further insulating layer 40 is arranged between saidtwo parts 26 and 27. An advantage of this embodiment with re-spect to the embodiment shown in Fig 6 is that it is somewhatmore compact and possibly less costly, but possible creeping ofthe insulating layers 39, 40 has to be considered when dimen-sioning the bolts 36. A washer 50, 51 of insulating material isarranged under the head 52 of the bolt and the nut 37, respec-tively.12Fig 8 illustrates an electrically non-conductive coupling meansof a driving arrangement according to a third embodiment of theinvention, which comprises a disc-like spacer member 41 ofelectrically insulating material separating a said first part 26 androtor shaft end 17 from a said second part 27 and driven shaft28. Bolts 42 surrounded by bushings 43 of electrically insulatingmaterial are used to press flanges 44, 45 of the two parts 26, 27to bear against said spacer member 41. Washers 46, 47 ofelectrically insulating material are separating the skull of eachbolt and the nut screwed thereon with respect to said parts.
    Fig 9 illustrates a preferred way of designing the rotor shaftbearings in a driving arrangement according to the present in-vention, which differs from the bearing shown in Fig 4 by havingan electrically insulating layer 20, 20' on both the outer ring 19and the inner ring 18 thereof. This results in a further voltagedivision across the bearing, so that the voltage across each raceand the ball will be lowered and by that the risk of breakdown ofthe lubricating film will be substantially reduced. However, asexplained above, the drastic reduction of the voltage across thebearing by the arrangement of the insulated coupling makes itpossible to omit the insulating layers 20, 20' in most cases.
    Fig 10 is used to explain another advantage obtained by de-signing a track-bound vehicle driving arrangement in accordancewith the present invention besides the advantage of prolongingthe lifetime of the rotor shaft bearings. When a first track-boundvehicle 50 is accelerating away from a location 51 from whichelectric power is fed to the driving arrangement of the vehicle 50through a supply line 1 a DC-return current will flow along therail 52 towards said location 51. lf we assume that a secondtrack-bound vehicle 53 is resting on said rail between the loca-tion 51 and the first track-bound vehicle 50 this DC current maybe partially diverted up into the second vehicle 53 and then re-turn to the rail 52 should such a loop be possible to create andby that possibly destroying or disturbing equipment in the vehi-13cle 53. However, the electrically non-conductive coupling meansin a driving arrangement according to the present invention pre-vents such a loop to be formed in a vehicle provided with such adriving arrangement, so that there is no risk that said equipmentwill be disturbed or destroyed by any DC-return current resultingfrom acceleration of any other track-bound vehicle.
    The invention is of course not in any way restricted to the em-bodiments described above, but many possibilities to modifica-tions thereof will be apparent to a person with ordinary skill inthe art without departing from the scope of the invention as de-fined in the appended claims.
    The design of said coupling means for obtaining an electricallynon-conductive connection of the rotor shaft end to the drivenshaft may of course be varied a lot, and the dimensioning andmaterial choice of different layers may be adapted to particularconditions prevailing.
    权利要求:
    Claims (19)
    [1] 1. A track-bound vehicle driving arrangement comprising o an electric machine (5) with a stator having a stator body (10)on earth potential with a stator winding (9) wound the-rearound and configured to electrically create a plurality ofstator poles disposed around the inner periphery of the statorbody as well as a rotor (12) rotatably disposed within saidstator, o bearings (14, 15) secured to a fixed frame on earth potentialand rotatably receiving a rotor shaft end (16, 17) each at axi-ally opposite ends of said rotor, ø a coupling means (6) configured to rigidly connect one (17) ofsaid rotor shaft ends to a driven shaft (28) configured totransmit power from said electric machine to wheels (7) of asaid vehicle, and o a converter (3) configured to be connected to an electricpower source and deliver an alternating voltage to said statorwinding (9) and a control device (4) configured to control saidconverter and by that the operation of said electric machine(5) by Pulse Width Modulation, characterized in that said coupling means is electrically non- conductive by having members configured to secure said rotor shaft end (17) with respect to said driven shaft (28) while pro-viding an electric isolation and by that a capacitance therebe-tween.
    [2] 2. A driving arrangement according to claim 1, characterized inthat said members of said coupling means (6) are configured toprovide a said capacitance (Ccoup) exceeding the sum of the ca-pacitance (Crf) provided by a gap between said rotor (12) andsaid stator body (10) and the capacitances (Cbßi) provided bysaid bearings (14, 15) between the respective rotor shaft end(16, 17) and said frame (10).
    [3] 3. A driving arrangement according to claim 2, characterized inthat said coupling means capacitance (Ccoup) is at least twice, atleast 5 times, at least 10 times, 5-20 times or 5-12 times saidcapacitance sum.
    [4] 4. A driving arrangement according to any of the precedingclaims, characterized in that said bearings (14, 15) have anelectrically insulating layer (20, 20') on at least one of an inner(18) and an outer (19) ring thereof.
    [5] 5. A driving arrangement according to claim 4, characterized inthat said bearings (14, 15) have a said electrically insulatinglayer (20, 20') on both the inner (18) and the outer (19) ringthereof.
    [6] 6. A driving arrangement according to any of the precedingclaims, characterized in that said capacitance (Ccoup) of thecoupling means (6) is 5-60 nF, 10-25 nF or 15-20 nF.
    [7] 7. A driving arrangement according to claim 4 or 5, character- ized in that the capacitance provided by each said electricallyinsulating layer (20, 20') coating a said ring of said bearings(14, 15) is 1-6 nF, 2-5 nF or 3-4.5 nF.
    [8] 8. A driving arrangement according to any of the precedingclaims, characterized in that said coupling means comprises afirst part (26) rigidly connected to a said rotor shaft end (17) anda second part (27) rigidly connected to said driven shaft (28)and metallic members securing said parts to each other andmembers (31) providing a connection between said two partsthrough each said metallic member by at least one intermediateelectrically insulating member (30, 32, 33).
    [9] 9. A driving arrangement according to claim 8, characterized inthat said coupling means comprises a third part (60) radiallyoutside said first part (26) and rotationally driven by gear teeth 16 (61) on the perimeter of the first part, a fourth part (62) radiallyoutside said second part (27) and rotationally driven by gearteeth (63) on the perimeter of the second part and metallicmembers (31, 36, 37) securing said third and fourth parts toeach other and members providing a mechanical connectionbetween said third and fourth parts through each said metallicmember by at least one intermediate electrically insulatingmember (40, 50, 51).
    [10] 10. A driving arrangement according to claim 8, characterized in that said coupling means (6) comprises an electrically insu-lating sealing member (30) arranged between said two parts (26,27) for restricting a space formed by a gap (29) between saidrotor shaft end (17) and said driven shaft (28).
    [11] 11. A driving arrangement according to claim 9, characterized in that it comprises an electrically insulating sealing member(40) arranged between said third and fourth parts for restrictinga space formed by a gap (29) between said rotor shaft end in-cluding said first and third parts and said driven shaft includingsaid second and fourth parts.
    [12] 12. A driving arrangement according to any of claims 8 or 10,characterized in that said coupling means (6) comprises atleast one annular spacer member (41) of electrically insulatingmaterial separating said first part (26) and rotor shaft end (17)from said second part (27) and driven shaft (28).
    [13] 13. A driving arrangement according to claim 9 or 11, charac- terized in that it comprises at least one annular spacer member(40) of electrically insulating material separating said first (26)and third (60) parts and rotor shaft end from said second (27)and fourth (62) parts and driven shaft.
    [14] 14. A driving arrangement according to any of claims 8, 10 and12, characterized in that said metallic securing members (31) 17 are elongated members, such as bolts, at least partly sur-rounded by an electrically insulating member (33) each sepa-rating the metallic member from the first (26) and second (27)part of the coupling means.
    [15] 15. A driving arrangement according to any of claims 9, 11 or13, characterized in that said metallic securing members (36)are elongated members, such as bolts, each at least partiallysurrounded by an electrically insulating member separating themetallic member from the third (60) and fourth (62) parts of thecoupling means.
    [16] 16. A driving arrangement according to claim 14 or 15, charac- terized in that said electrically insulating member comprises aninsulating cylindrical bushing (33).
    [17] 17. A driving arrangement according to claim 16, characterized in that said electrically insulating member comprises an insulat-ing layer (32), such as of rubber, surrounding said metallic se-curing member (31) and separating this with respect to said in-sulating bushing (33).
    [18] 18. A driving arrangement according to any of the precedingclaims, characterized in that said converter (3) is configured todeliver an alternating voltage to said stator winding (9) of 500 V- 5 kV or 1.5-3.5 kV.
    [19] 19. A track-bound vehicle having a driving arrangement for gen-erating a traction force of the vehicle according to any of claims1-18.
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
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