Vehicle drive electric motor

Abstract

To provide a new electric motor for driving a vehicle, which is a self-ventilated motor while being particularly quiet during high-speed rotation of a rotor.SOLUTION: An electric motor for driving a vehicle comprises: a stator (1); a rotor (3) designed to rotate at a speed w3 greater than 5000 revolutions per minute, relative to the stator (1), by power supply to the electric motor for driving a vehicle; a fan (5) designed to rotate at a speed w5, relative to the stator (1), to ventilate the motor; and a magnetic reducer (7), through which the rotor (3) drives the fan (5) in rotation, the magnetic reducer (7) being designed to transmit the rotation of the rotor (3) to the fan (5) with a reduction ratio [Formula 5] R=w5 / w3. In order for the self-ventilated motor to be particularly quiet at high speed, the absolute value of the reduction ratio R is less than or equal to 0.85, preferably equal to approximately 0.5.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to an electric motor for driving a vehicle, and a railway vehicle equipped with the motor.

[0002] The present invention relates to the field of electric or hybrid drive vehicles, in particular to electric rail vehicles such as trains, trams or subways. [Background technology]

[0003] It is known to build trains whose propulsion is provided by a number of self-ventilated electric motors. Each electric motor comprises a rotor and a stator, and a fan attached to the end of the rotor shaft. As the rotor rotates relative to the stator, the fan blows air on the motor to cool it. The motor is thus necessarily self-ventilated during its operation, the blower propeller being driven directly by the rotor. The motors are for example asynchronous motors with a nominal power of about 450 kW (kilowatts). Asynchronous motors are generally designed so that the maximum rotational speed of the rotor reaches about 4500 revolutions per minute. A motor of this kind can then weigh about 700 kg (kilograms).

[0004] Considering energy efficiency, it is conceivable to equip the motor train with a higher rotational speed to obtain a better power / weight ratio. For example, an asynchronous motor with a nominal power of about 450 kW and designed to reach a maximum speed of 10,000 revolutions per minute can weigh about 400 kg, which is a weight reduction of about 300 kg for the same power compared to a motor designed to operate at 4,500 revolutions per minute.

[0005] It is necessary to provide a means of blowing air for such a high speed motor. However, due to the high rotation speed, if a blower propeller is provided that is fixed to the rotor, it will generate a lot of noise during use. On the other hand, if a blower means is provided that is mechanically independent of the rotor, it will be more complicated and there is no guarantee that the blower will be generated when the rotor rotates. Summary of the Invention [Problem to be solved by the invention]

[0006] The present invention aims to solve the above-mentioned disadvantages of the conventional technology and to propose a new electric motor for driving a vehicle which is self-ventilated and yet is particularly quiet when the rotor rotates at high speed. [Means for solving the problem]

[0007] The present invention relates to an electric motor for driving a vehicle, the electric motor comprising: a stator, a rotor designed to rotate around the main shaft of the motor at a speed w3 of more than 5,000 revolutions per minute relative to the stator when power is supplied to the electric motor for driving a vehicle, a fan designed to rotate around the main shaft at a speed w5 relative to the stator for blowing air to the motor, and a magnetic reduction gear that mediates the rotational drive of the fan by the rotor and is designed to transmit the rotation of the rotor to the fan at a reduction ratio [Equation 5] R = w5 / w3. According to the present invention, the absolute value of the reduction ratio R is 0.85 or less, preferably about 0.5.

[0008] The idea behind the invention is to subordinate the rotation of the fan to the rotation of the rotor via a magnetic reduction gear, thereby obtaining self-driving of the motor by the fan, which rotates at a lower speed than the rotor. This reduces the noise of the motor when the rotor rotates at high speed. The magnetic reduction gear is itself quiet, especially compared to mechanical reduction gears based on gear trains. Furthermore, the magnetic reduction gear has a high mechanical efficiency, can be easily adapted to existing motors, and is easy to maintain, since it does not require lubrication.

[0009] Further advantageous features of the invention, taken alone or in combination, include: - the magnetic reduction gear comprises an inner ring stationary with respect to the rotor, the inner ring comprising a plurality of individual permanent magnets distributed around a main shaft to form an indefinite number of pairs of poles p1, an intermediate ring comprising an indefinite number of individual ferromagnetic parts n2 distributed around the main shaft, and an outer ring comprising a plurality of individual permanent magnets distributed around the main shaft to form an indefinite number of pairs of poles p3, a stator ring selected from the intermediate ring and the outer ring being stationary with respect to the stator, and a drive ring selected from the intermediate ring and the outer ring being separate from the stator rings and stationary with respect to the fan.

[0010] - The magnetic reduction gear has the following relationship between the magnitudes p1, n2, and p3: [Equation 1] n2 = p1 + p3 It is constructed to satisfy the following:

[0011] - The outer ring is a drive ring that is stationary relative to the fan, and the middle ring is a stator ring that is stationary relative to the stator, and the reduction ratio is [Equation 4]

[0012]

number

[0013] Where, [Equation 2]

[0014]

number

[0015] It is expressed as:

[0016] - The outer ring is a stator ring that is stationary relative to the stator, and the middle ring is a driving ring that is stationary relative to the fan, and the reduction ratio is [Equation 3]

[0017]

number

[0018] Where, [Equation 2]

[0019]

number

[0020] It is expressed as:

[0021] - The stator comprises a casing through which the rotor passes along the main shaft, the casing housing the field magnet and armature of the motor, and a flange attached to the casing creating an air circulation opening through which the main shaft passes, and the fan is arranged along the main shaft on the outside of the casing between the casing and the flange and is configured to circulate blowing air through the air circulation opening to blow air to the motor.

[0022] - The magnetic reduction gear is located along the main shaft between the fan and the flange, and the stator ring is attached to the stator via the flange and is immovable relative to the stator.

[0023] - The magnetic reduction gear is disposed along the main shaft between the casing and the fan, and the stator ring is attached to the stator via the casing and is immovable relative to the stator.

[0024] the rotor comprises a rotor shaft coaxial with the main shaft, which rotates with a speed w3 when the rotor rotates with speed w3 and which supports a fan via rolling bearings, the fan rotating relative to the rotor about the main shaft.

[0025] The invention furthermore concerns a rail vehicle comprising a motor as defined above and driven by said motor.

[0026] The invention will be better understood on reading the following description, given purely as a non-limiting example and with reference to the accompanying drawings, in which: [Brief description of the drawings]

[0027] [Figure 1] 1 is a schematic diagram of a partial longitudinal section of an electric motor according to a first embodiment of the invention; [Diagram 2] 3 is a schematic diagram of a partial longitudinal section of an electric motor according to a second embodiment of the invention; [Diagram 3] FIG. 4 is a schematic diagram of a partial longitudinal section of an electric motor according to a third embodiment of the invention; [Figure 4] FIG. 11 is a schematic diagram of a partial longitudinal section of an electric motor according to a fourth embodiment of the invention; [Diagram 5] FIG. 2 is a schematic front view of a magnetic reduction gear that can be equipped in the electric motor of each of the drawings. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] For the first embodiment, FIG. 1 illustrates an electric vehicle traction motor, ie a motor that drives the movement of a vehicle, either alone or in cooperation with other motors.

[0029] The vehicle is preferably a rail vehicle equipped with one or more motors as shown in Figure 1. The rail vehicle can be a train, such as a high-speed train, or a tramway or subway. In a variant, the motors can be used in vehicles other than rail vehicles, for example road vehicles.

[0030] The electric motor essentially comprises a stator 1, a rotor 3, a fan 5 and a magnetic reduction gear 7, which elements are partially illustrated in Figure 1. The motor defines a main axis X1 which is stationary relative to the stator 1.

[0031] The stator 1 is the fixed part of the motor that is prepared for mounting on the chassis of a vehicle. The rotor 3 is mechanically connected to the wheels of the vehicle and is arranged to rotate and drive the wheels for the purpose of running the vehicle.

[0032] The stator 1 comprises a casing 11 through which the axis X1 passes and a stator winding 12 which is completely contained within the casing 11 and which is preferably annular and coaxial with the axis X1. The stator winding 12 here forms the field of the motor. The mounting of the stator 1 on the undercarriage of the vehicle takes place via the casing 11.

[0033] For example, the casing 11 comprises a rear wall 16 traversed by the axis X1. Optionally, the wall 61 has an opening centered on the axis X1. Advantageously, the casing 11 comprises a front wall 17 traversed by the axis X1, the front wall 17 having an opening centered on the axis X1. Advantageously, the casing 11 comprises an annular peripheral wall 19 coaxial with the axis X1, connecting the front wall 17 and the rear wall 16 to close the casing 11.

[0034] The stator 1 preferably comprises a flange 13 arranged on the outside of the casing 11, advantageously on the side of the front wall 17. The flange 13 has an annular or other shape, here a circular shape, coaxial with the axis X1, so that an opening 14 for the circulation of the blowing air 23 is opened. Advantageously, the opening 14 is centered on the axis X1, which passes through it.

[0035] The stator 1 preferably comprises an annular skirt 15 coaxial with the axis X1 and extending from the flange 13 towards the rear wall 16.

[0036] Preferably, the flange 13 and (if provided) the skirt 15 are fixedly attached to the casing 11 whilst being held away from the walls 17 and 19 by any suitable means, including by fixing feet or the like. The outer wall of the stator 1 formed by the flange 13 and the skirt 15 and the inner wall of the stator 1 formed by the walls 17 and 19 of the casing 11 advantageously form a double skin, creating therebetween an annular passage 21 starting from the opening 14 and ending at an annular opening 20 formed around the wall 19 at the opposite end of the skirt 15. In use, blowing air circulates inside the annular passage 21 along the arrow 23 between the openings 14 and 20 to blow the motor and in particular the contents of the casing 11, in particular the stator windings 12. Here, the opening 14 is the air intake and the opening 20 is the air discharge.

[0037] The rotor 3 rotates relative to the stator 1 about an axis X1.

[0038] Preferably, the rotor 3 includes a rotor shaft 31 coaxial with the axis X1.

[0039] Advantageously, the rotor 3 passes through the casing 11 along the axis X1 in that the rotor shaft 31 passes through the casing 11 at least through an opening formed by the wall 17. Thus, an axial end 33 of the shaft 31 is exposed outside the casing 11 through the wall 17. Preferably, the end 33 does not extend beyond the flange 13.

[0040] Here, the shaft 31 also passes through the opening formed by the wall 16. Therefore, the axial end 34 of the shaft 31 is exposed outside the casing 11 through the wall 16.

[0041] The rotor shaft 31 is supported by the casing 11 for rotation relative to it about axis X1. Thus, for example, the opening in the wall 17 is provided with a rolling element bearing 25 aligned with axis X1. If the shaft 31 also passes through the wall 16, in particular through the aforementioned opening in said wall 16, said opening is also provided with a rolling element bearing 24 aligned with axis X1. The respective bearings 24 and 25 support the shaft 31 relative to the casing 11 while allowing the shaft 31 to rotate about axis X1. It is via the shaft 31 that the rotor drives the rotation of the wheels of the vehicle.

[0042] Depending on the type of motor, the rotor 3 comprises rotor permanent magnets 32 and rotor windings or a rotor cage mounted around and stationary with respect to the shaft 31. The rotor permanent magnets 32, the rotor windings or the rotor cage constitute the armature of the motor. Here, the motor is preferably a permanent magnet motor, such that the rotor armature is a rotor permanent magnet. Preferably, a permanent magnet synchronous motor is chosen. In a variant, an asynchronous motor or any other type of electric motor could also be chosen.

[0043] The armature 32 is aligned with the axis X1 and is radially surrounded by the stator windings 12, all of which is located within the casing 11. When the motor is energized, the stator windings 12 are energized, thereby causing rotation of the rotor armature 32 about the axis X1 relative to the stator windings 12. If the rotor windings form the rotor armature 32, it may also be necessary to energize the rotor armature 32 in order to cause it to rotate.

[0044] More generally, power supply to the motor drives a rotor 3 in rotation relative to the stator 1 about an axis X1.

[0045] The electric motor is designed such that the rotor 3 rotates relative to the stator 1 about the axis X1 at a speed w3, which may be called the "rated speed", for the motor's rated or cruising use. The speed w3 is preferably about 10,000 revolutions per minute. This speed w3 is reached by powering the motor at its continuous rating under load for driving the vehicle. This electric motor may be called a high speed drive electric motor. More typically, the speed w3 is made to be greater than 5,000 revolutions per minute, preferably greater than 9,000 revolutions per minute.

[0046] When the rotor 3 has a speed w3, the shaft 31 and armature 32 also have a speed w3.

[0047] Furthermore, the stator 1 and the rotor 3 are advantageously designed so that the motor has an output of 50 kW to 2000 kW, preferably 100 kW to 1000 kW, and preferably more than 500 kW, which is the rated mechanical power that the motor produces.

[0048] Drive of the wheels of the vehicle for travel by the motor is advantageously effected through end portion 34 which is connected to said wheels through a mechanical transmission or any other suitable means.

[0049] 1, the fan 5 forms a fan wheel including blades etc. In the illustrated example, the fan 5 forms a centrifugal fan wheel.

[0050] The fan 5 is preferably mounted on the end 33 of the shaft 31 via a bearing 37, preferably a rolling element bearing. The fan 5 thus rotates relative to the rotor 3 and thus relative to the stator 1 about the axis X1. Axialwise, the fan 5 is preferably arranged between the flange 13 and the casing 11, in particular the wall 17 of the casing 11, as shown in Figure 1, whereby the fan 5 is protected from the outside by the flange 13.

[0051] As the fan 5 rotates relative to the rotor 1, it circulates blowing air in the direction of the arrows 23. The rotation of the fan 5 thus provides blowing air to the motor, and in particular to the casing 11, for cooling thereof. In this example, the blowing air is drawn in axially by the fan 5 through the opening 14, which the fan expels radially (relative to the end 33 of the shaft 31) in a portion of the passage 21 defined by the wall 17 and the flange 13. The blowing air is then directed axially along the casing 11 through a portion of the passage 21 defined by the wall 19 and the skirt 15, to the opening 20.

[0052] When the rotor 3 rotates at a speed w3, it drives the fan 5, via the magnetic reduction gear 7, to rotate about the axis X1 at a rotational speed w5 relative to the stator 1. The motor can therefore be called "self-blowing".

[0053] In order to reduce the noise generated by the high-speed motor, the reduction gear 7 is configured so that the fan 5 rotates at a speed w5 lower than the rotor speed w3. The reduction gear 7 transmits the rotation of the rotor 3 to the fan 5 with a reduction ratio R=w5 / w3, the absolute value of which is 0.85 or less, and in some cases 0.5 or less. When the absolute value of the reduction ratio R is 0.5, the fan 5 rotates in the same direction as the rotor 3 or in the opposite direction, but at half the speed, which significantly reduces the noise generated when the speed w3 is above 5000 revolutions per minute, and especially when the speed w3 reaches 10,000 revolutions per minute.

[0054] As shown in Figures 1 and 5, the magnetic reduction gear 7 advantageously comprises an inner ring 71, an intermediate ring 72 and an outer ring 73. These three rings 71, 72 and 73 are coaxial with the axis X1. The inner ring 71 is radially surrounded by the intermediate ring 72 and the outer ring 73. The intermediate ring 72 radially surrounds the inner ring 71 and is radially surrounded by the outer ring 73. The outer ring 73 radially surrounds the inner ring 71 and the intermediate rings.

[0055] In the embodiment of Fig. 1, the reduction gear 7 is provided between the casing 11, in particular the wall 17, and the fan 5. The fan 5 thereby covers the reduction gear 7 and thereby protects it from the outside, in particular from metal powders etc. that may be carried in by the blowing air flow.

[0056] More generally, the reduction gear 7 and the fan 5 are advantageously located outside the casing 11, which makes them easy to remove and maintain. Such a particular layout also makes it easy to retrofit existing motors by adding a fan 5 and reduction gear 7 to the free end of the rotor shaft.

[0057] Being here fixedly mounted on the shaft 31, the inner ring 71 is immobile with respect to the rotor 3. In particular, the ring 71 is fixed at the end 33, preferably between the bearings 25 and 37. The rotational speed of the inner ring 71 is therefore equal to the speed w3.

[0058] As can be seen best in Figure 5, the inner ring 71 comprises a number of individual permanent magnets 74 regularly distributed around the main axis X1. The number of permanent magnets 74 and their arrangement define the number p1 of magnetic pole pairs of the inner ring 71. In the example shown in Figure 5, there is an even number of magnets 74, defining alternating positive and negative poles around the axis X1, making the number p1 of pole pairs five.

[0059] The outer ring 73 comprises a number of individual permanent magnets 76 regularly distributed around the main axis X1. The number of permanent magnets 76 and their arrangement define the number p3 of magnetic pole pairs of the outer ring 73. In the example shown in Figure 5, the magnets 76 are an even number and define alternating positive and negative poles around the axis X1, making the number p3 of pole pairs 10.

[0060] The intermediate ring 72, which may be called the "modulator", comprises a number of individual ferromagnetic parts 75 regularly distributed around the main axis X1. By ferromagnetic, it is meant that the parts 75 have the property of becoming magnetic under the action of an external magnetic field (here provided by the permanent magnets 74 and 76). The intermediate ring 72 comprises an indefinite number of ferromagnetic parts n2. In FIG. 5, the number of ferromagnetic parts 75 is 14.

[0061] 1, the outer ring 73 forms the stator ring of the reduction gear 7, since it is fixed to the stator 1, in particular to the casing 11, in this case to the wall 17. The rotational speed of the stator ring is zero.

[0062] 1, the intermediate ring 72 constitutes the driving ring, since it is fixed to the fan 5. The rotational speed of the driving ring is equal to the speed w5.

[0063] To obtain the best performance from the reduction gear 7, the reduction gear 7 is preferably arranged such that the magnitudes p1, n2 and p3 are in accordance with the following relationship: [Equation 1] n2=p1+p3 It is constructed to satisfy the following:

[0064] The characteristic size k of the reduction gear 7 is determined by the following relationship: [Equation 2]

[0065]

number

[0066] is defined as follows:

[0067] In the case of Figure 1, the reduction ratio is [Equation 3]

[0068]

number

[0069] It can be expressed as:

[0070] Therefore, in the case of FIG. 1, the numbers n2, p1 and p3 that match the value of k are selected so that the desired reduction ratio R can be obtained.

[0071] In the second embodiment of Figure 2, all the features of the motor are the same as those described above for Figure 1 and are designated with the same reference numerals. The motor of Figure 2 differs from the motor of Figure 1 in that the intermediate ring 72 is fixed to the stator 1, in particular to the casing 11, in this case to the wall 17, so that it constitutes the stator ring, and in that the outer ring 73 is fixed to the fan 5 and thereby constitutes the drive ring.

[0072] In this case, the reduction ratio is [Equation 4]

[0073]

number

[0074] It can be expressed as:

[0075] In the case of FIG. 2, the relationship between the reduction ratio and the magnitude k is different from that in FIG. 1, so in order to obtain the desired reduction ratio R, the magnitudes n2, p1, and p3 are changed as the case may be, so that the speed w5 is lower than the speed w3.

[0076] Therefore, while using the same reduction gear 7 whose magnitudes p1, n2, and p3 are predetermined, the reduction ratio R can be changed by interchanging rings 72 and 73, i.e., by selecting which of rings 72 and 73 will be the drive ring or the stator ring.

[0077] In the third embodiment of FIG. 3, all the features of the motor are the same as those described above for FIG. 1 and are indicated with the same reference numerals. The motor of FIG. 3 differs from the motor of FIG. 1 in that the magnetic reduction gear 7 is arranged axially between the fan 5 and the flange 13. The outer ring 73 of the stator ring is fixed to the stator 1 via the flange 13. For example, the stator ring is fixed to the flange 13 via one or more fixing legs 29. The inner ring 71 is fixed to the end 33 of the shaft, against the bearing 37 or on the outside of the fan 5, close to the fan 5. Such a layout of the magnetic reduction gear 7 makes it easier to maintain and install it, although its protection against the outside is sacrificed.

[0078] In the fourth embodiment of Figure 4, all the features of the motor are the same as those described above for Figure 3 and are indicated with the same reference numerals, except for the fact that the intermediate ring 72 forms the stator ring and is fixed to the stator 1 via the flanges 13 and in particular via the legs 29. The driving ring, which consists of the outer ring 73, is then fixed to the fan 5.

[0079] In the case of FIG. 4, the relationship between the reduction ratio and the magnitude k is different from that of FIG. 3, so in order to obtain the desired reduction ratio R, the magnitudes n2, p1, and p3 are changed as the case may be, so that the speed w5 is lower than the speed w3.

[0080] As shown in Figures 1 to 4, the invention applies in particular to self-ventilated motors of closed construction, since the blowing air 23 circulates along the casing 11, in which the stator windings 12 are housed and through which the rotor 3 runs, and not within the casing 11. In a variant, the motor is an open motor, in which the circulating air passes through the casing 11, and in which the fan 5 is preferably arranged. In this variant, there is no need for the flange 13 and the skirt 15.

[0081] In a variant, the stator comprises the armature while the rotor comprises the field magnet, the armature and the field magnet being preferably housed within the casing 11 .

[0082] Any feature described above with respect to any embodiment or any variant may, insofar as technically possible, be implemented in any other embodiment or variant described above. [Explanation of symbols]

[0083] 1 Stator 3 Rotor 5 Fan 7 Magnetic reduction gear, reduction gear 11 Casing 12 Stator Winding 13 Flange 14 Aperture 15 Skirt 16 Back wall 17 Front Wall 19 Perimeter Wall 20 Annular opening 21 Circular Passage 23 Arrow, blowing air 24, 25 Rolling element bearings, bearings 29 Fixed legs, legs 31 Rotor shaft, shaft 32 Armature, rotor permanent magnet, rotor armature 33, 34 Axial end 37 Bearings 71 Inner Ring 72 Intermediate Ring 73 Outer Ring 74 Permanent Magnets 75 Ferromagnetic parts 76 Permanent Magnets X1 Main shaft, shaft

Claims

1. A stator (1), A rotor (3) designed to rotate around a main shaft (X1) of a vehicle driving electric motor relative to a stator (1) at a speed w3 of more than 5,000 revolutions per minute by supplying power to the motor; a fan (5) designed to rotate at a speed w5 around said main shaft (X1) relative to said stator (1) for blowing air to the motor; a magnetic reduction gear (7) that mediates the rotational drive of the fan (5) by the rotor (3), the magnetic reduction gear (7) being designed to transmit the rotation of the rotor (3) to the fan (5) at a reduction ratio [Equation 5] R = w5 / w3; An electric motor for driving a vehicle, comprising: The absolute value of the reduction ratio R is 0.85 or less, The magnetic reduction gear (7), - an inner ring (71) stationary with respect to the rotor (3), the inner ring (71) comprising a plurality of individual permanent magnets (74) distributed around the main axis (X1) to define an indefinite number of pairs of poles p1; - an intermediate ring (72) comprising a variable number n2 of individual ferromagnetic parts (75) distributed around said main axis (X1); - an outer ring (73) comprising a plurality of individual permanent magnets (76) distributed around said main axis (X1), said permanent magnets (76) constituting an indefinite number of pairs of poles p3; Equipped with a stator ring selected from the intermediate ring (72) and the outer ring (73) is stationary relative to the stator (1); a drive ring selected from the intermediate ring (72) and the outer ring (73) is separate from the stator rings and is stationary relative to the fan (5); The stator (1), - a casing (11) through which the rotor (3) passes along the main axis (X1), the casing (11) housing a field magnet (12) and an armature (32) of the motor; - a flange (13) attached to the casing (11), the flange creating an air circulation opening (14) through which the main shaft (X1) passes; Equipped with the fan (5) is disposed outside the casing (11) between the casing (11) and the flange (13) along the main axis (X1) and is configured to circulate air to be blown through the air circulation port (14) to blow air to the motor; the magnetic reduction gear (7) is disposed between the fan (5) and the flange (13) along the main axis (X1); The stator ring is attached to the stator (1) via the flange (13) and is immovable relative to the stator (1). A motor characterized by:

2. The magnitudes p1, n2 and p3 have the following relationship: [Formula 1]n2=p1+p3 2. The motor according to claim 1, wherein the magnetic reduction gear (7) is constructed so as to satisfy:

3. the outer ring (73) being the drive ring that is stationary relative to the fan (5); the intermediate ring (72) is the stator ring that is stationary relative to the stator (1); The reduction ratio is [Equation 4] [0010] Where, [Equation 2] [0025] The motor according to claim 1 or 2, wherein:

4. the outer ring (73) is the stator ring that is stationary relative to the stator (1); the intermediate ring (72) being the drive ring that is stationary relative to the fan (5); The reduction ratio is [Equation 3] [0030] Where, [Equation 2] [0045] The motor according to claim 1 or 2, wherein:

5. 5. The motor according to claim 1, wherein the rotor (3) comprises a rotor shaft (31) coaxial with the main axis (X1), which rotates at a speed w3 when the rotor (3) rotates at a speed w3, and which supports the fan (5) via a rolling bearing (37), and the fan (5) rotates relative to the rotor (3) around the main axis (X1).

6. A motor as claimed in any one of claims 1 to 5, wherein the absolute value of the reduction ratio R is approximately 0.

5.

7. A railway vehicle equipped with a motor described in any one of claims 1 to 6, and driven by said motor.

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