Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
  • B60L15/025—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using field orientation; Vector control; Direct Torque Control [DTC]
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
  • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
  • B60L15/2045—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for optimising the use of energy
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
  • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
  • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
  • H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
  • H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
  • H02P3/18—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing an AC motor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2260/00—Operating Modes
  • B60L2260/20—Drive modes; Transition between modes
  • B60L2260/28—Four wheel or all wheel drive
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L2270/00—Problem solutions or means not otherwise provided for
  • B60L2270/10—Emission reduction
  • B60L2270/14—Emission reduction of noise
  • B60L2270/145—Structure borne vibrations
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/64—Electric machine technologies in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the invention relates to a method for operating a floor-bound heavy-duty transport vehicle, in particular a driverless heavy-duty transport vehicle, with an electric traction drive comprising at least two electric motors.
• Gottwald Lift Technology's current brochure entitled Gottwald Lift AGV has disclosed a lorry-mounted and driverless heavy-duty transport vehicle for ISO containers, which has a tare weight of about 34 t and a payload of 60 t that in the
• Four-wheel vehicle trained transport vehicle consists essentially of a vehicle frame with a front and a rear axle, at the opposite end in each case a frosted wheel is mounted. From the vehicle frame a flat, raised and lowered platform is worn, which serves to accommodate the transported ISO container.
• the heavy duty transport vehicle is powered by a diesel-electric drive with an internal combustion engine, a
• the first electric motor drives the front axle and the second
• the object of the present invention is to improve the overall efficiency of the electric traction drive, in particular of the entire drivetrain, in the case of a ground-based heavy-duty transport vehicle.
• the map-optimized control significantly reduces the energy consumption of the electric traction drive.
• Heavy-duty transport vehicle understood a vehicle whose payload per axle line is greater than or equal to 10t. Such heavy duty transport vehicles are particularly suitable for the transport of ISO containers. It is advantageously provided that, via the drive control, at least one of the at least two electric motors is dependent on the given operating conditions of the heavy-duty transport vehicle and its
• Three-phase motors in particular designed as asynchronous motors, which are controlled by inverters with vector control or DTC (direct torque control).
• the acceleration, the rotational speed and the effective and reactive current of the electric motors are detected via the drive control and the inverters and thereby the load of the electric motors is determined.
• Heavy-duty transport vehicle is not adversely affected and a steady drive remains guaranteed.
• the electric traction drive is designed as a diesel-electric traction drive, the one
• Combustion engine and an alternator comprises.
• the electric traction drive is designed as a battery-electric traction drive, which includes a traction battery.
• Figure 1 is a schematic view of a floor-bound, movable on rubber tires and driverless heavy-duty transport vehicle from below and
• Figure 2 is a block diagram of a diesel-electric or battery-electric
• FIG. 3 shows a characteristic diagram of the efficiency of one of the electric motors of the heavy-duty transport vehicle according to FIG. 1.
• FIG. 1 shows a schematic view of a floor-bound, movable on rubber tires and driverless heavy duty transport vehicle.
• Four-wheel vehicle-trained transport vehicle 1 consists essentially of a vehicle frame 2, on which on a common front axle 3a, two front wheels 4a and 3b on a common rear axle two rear wheels 4b are mounted.
• the four wheels 4a, 4b are provided with tires, in particular air-filled rubber tires.
• a flat platform is worn, which serves to accommodate the loads to be transported.
• the heavy-duty transport vehicle 1 is designed so that each axis of the
• Heavy-duty vehicle 1 loads to be transported with a weight of greater than or equal to 10 tons can be transported. It is to be understood that the heavy duty transport vehicle 1 may have more than the only two shown axles (3a, 3b), all or part of which may be driven.
• a power supply unit 5 is arranged as
• diesel-electric drive may be formed with an internal combustion engine, and a first front electric motor 6a and a second rear electric motor 6b supplied with energy.
• the front electric motor 6a is seen centrally in the longitudinal direction L of the heavy-duty transport vehicle 1 and fastened in the region of the front axle 3a under the vehicle frame 2 and drives on the output side via a first front distributor gear 3c the two front wheels 4a.
• Electric motor 6b is also seen in the longitudinal direction L of the heavy load transport vehicle 1 centrally and in the region of the rear axle 3b below the
• Vehicle frame 2 attached and drives on the output side via a second rear distribution gearbox 3d the two rear wheels 4b.
• an internal combustion engine 6a in particular a diesel engine, is provided, whose generated mechanical energy is converted into electrical energy in the form of a direct current with the aid of an alternator and generator generator.
• the generator plate is here a so-called boost converter.
• FIG. 2 shows a block diagram of the diesel-electric or battery-electric traction drive of the heavy-duty transport vehicle 1 according to FIG. 1.
• the power supply unit 5 provides the required electrical energy in the form of a DC voltage to the drive train.
• As drive train all components of the heavy-duty transport vehicle 1 are understood, which transmit the torque from the electric motors 6a, 6b on the road.
• At the DC voltage intermediate circuit 8 are each connected via an inverter 10a, 10b which are operated via the speed controlled.
• the electric motors 6a, 6b are designed as three-phase motors, in particular as asynchronous motors, which are controlled vector-controlled by means of the inverters 10a, 10b.
• the first and second electric motors 6a, 6b are connected to the DC voltage circuit 8 via a first inverter 10a and a second inverter 10b.
• the frequency and the voltage and thus the rotational speed and the torque for the first electric motor 6a and the second electric motor 6b can be adapted to the respective driving situation via the first and second inverters 10a, 10b. This allows the energy transfer from the
• Power supply unit 5 to the two electric motors 6a, 6b are electronically controlled.
• the two electric motors 6a, 6b and the respectively associated two inverters 10a, 10b are each connected in terms of control technology to a higher-level drive controller 11.
• the heavy-duty transport vehicle 1 is also braked via the two electric motors 6a, 6b.
• the energy fed back by the two electric motors 6a, 6b in the DC voltage circuit 8 during braking, is in one of the
• the two electric motors 6a, 6b are designed as three-phase motors, in particular as asynchronous motors, which are controlled vector-controlled via the inverters 10a, 10b. All electric motors 6a, 6b are operated speed and torque-controlled. The speed of the electric motors 6a, 6b is tracked according to the required driving speed. Depending on
• a heavy-duty transport vehicle 1 there is a high mass ratio of the maximum laden heavy-duty transport vehicle 1 to an empty heavy-duty transport vehicle 1, which is about 3.5.
• the two electric motors 6a, 6b are controlled by the drive control 11 and the inverters 10a, 10b allocated to the respective electric motors 6a, 6b are optimized for the map.
• the electric motors 6a, 6b if both electric motors 6a, 6b in dual operation or in more than two electric motors 6b, 6c are in a multiple operation, equally busy.
• this map-optimized control is provided that in operating conditions with low load of the heavy-duty transport vehicle 1 - as for example in an empty drive - one of the two electric motors 6a, 6b is switched off during operation.
• By switching off one of the two electric motors 6a, 6b results in about twice the load of the driving of the two electric motors 6a, 6b, the power for the operation at a lower power requirement, here the
• the master drive circuit 11a is associated with the first electric motor 6a and is referred to as a "master” since the associated electric motor 6a is not switched off during the driving operation Accordingly, the slave drive circuit 11b assigned to the electric motor 6b to be turned off is called “master”. Slave ". In principle, it is also possible to load the electric motors 6a, 6b in a balanced manner, to change the master and slave functions according to a predetermined pattern.
• the master drive circuit 11a and also the slave drive circuit 11b monitor the respectively associated electric motor 6a, 6b or its inverters 10a, 10b via corresponding first sensors 12a and second sensors 12b. The rotational speeds of the electric motors 6a, 6b are detected via the first and second sensors 12a, 12b.
• the detection of current, acceleration and / or torque of the electric motors 6a, 6b takes place via the inverters 10a, 10b.
• a utilization of the respective first or second electric motor 6a, 6b is determined in the master drive circuit 11a and the slave drive circuit 11b.
• the drive control 1 1 switching off the second electric motor 6b with a controlled torque transition of the second electric motor 6b to be switched off controls the first electric motor 6a to be subjected to higher load.
• the second electric motor 6b to be disconnected thereby gives its performance share slowly and the higher-demanding first
• Electric motor 6a takes over this power component until the second electric motor 6b finally travels without power in towing operation. In the event that the first electric motor 6a is in stand-alone mode
• Electric motors are in a minority and in the master drive circuit 1 1 a a load is determined, which is above a preset maximum utilization of the first electric motor 6a alone or the part of the electric motors in the reduced mode, this is the first inverter 10a reported and the second electric motor 6b is switched on again via the slave drive circuit 11b.
• the pulses of the second inverter 10b are released again and thus the second electric motor 6b starts running again, so that again both electric motors 6a, 6b in dual mode drive the heavy-duty transport vehicle 1 on an equal basis.
• Such an increased utilization can be achieved by the heavy-duty transport vehicle 1 receiving a load.
• the power consumption of the first electric motor 6a in sole operation increases thereby and the operating point of the first electric motor 6a could move out of the optimal efficiency range in the map out and on the other hand he could come in extreme cases to its maximum power limit.
• This is compensated according to the invention by the operating point of the two electric motors 6a, 6b in the combined characteristic field being returned to an optimum efficiency range by connecting the currentlessly connected second electric motor 6b.
• the drive control 1 1 controls the connection of the second electric motor 6b with a controlled torque transition from the located in single operation first electric motor 6a on the second zuzuchaden electric motor 6b.
• the first electric motor 6a which is in standalone mode, slowly releases its power component and the second electric motor 6b to be connected takes over this power component until the first electric motor 6a finally drives on an equal basis.
• a formation of phase opposition Short-circuit currents avoided by 6d detected before the connection of the currentless second electric motor whose speed and / or phase position and with release of the pulse of the second inverter 10b is taken into account.
• FIG. 3 shows by way of example an efficiency map in this case
• Heavy duty transport vehicle 1 with two axle lines and two electric motors 6a, 6b for the traction drive.
• the map shows the efficiency ⁇ of the electric motor 6a, 6b as a function of its speed in revolutions per minute [1 / min], which is plotted on the x-axis, and of its torque in Newton meters [Nm], which on the y Axis is applied.
• the operation of the electric motor 6a, 6b is a function of its speed in revolutions per minute [1 / min], which is plotted on the x-axis, and of its torque in Newton meters [Nm], which on the y Axis is applied.
• Heavy-duty transport vehicle 1 with an electric motor 6a compares with an operation of the heavy-duty transport vehicle 1 with two electric motors 6a, 6b, the advantages of the invention are illustrated.
• a first upper line M1 which is parallel to the x-axis, represents the torque provided by an electric motor 6a for the operation of the heavy-duty transport vehicle 1.
• the one electric motor 6b provides a torque M1.
• Each of the two electric motors 6a, 6b provides a torque M2 available.
• M1 is twice the size of M2.
• Diagram shows, results for the one electric motor 6a efficiency ⁇ of about 70% and for the two electric motors 6a, 6b each have an efficiency ⁇ of about 50%.
• the present invention has been described with reference to a floor-bound, movable on rubber and driverless heavy duty transport vehicle 1.
• a heavy-duty transport vehicle 1 heavy loads such as ISO containers,
• the heavy-duty transport vehicle 1 may have an empty weight of about 35 t. Then comes the weight of the transported ISO container, so that in
• the heavy duty transport vehicle 1 may be equipped with a platform for receiving the load to be transported or with a device for receiving or discharging the load. Furthermore, the exemplary embodiment is based on a power supply unit 5, which supplies two electric motors 6a, 6b, which respectively drive the wheels 4a, 4b of an axle 3a, 3b. It is also a single-wheel drive with four electric motors or a more than two-axle design of the heavy-duty transport vehicle 1 in terms of a multi-axle vehicle conceivable, which is accompanied by a corresponding increase in the number of electric motors. Also, multiple axes may be without drive or drivingly connected to a common electric motor.
• the power supply unit 5 which supplies two electric motors 6a, 6b, which respectively drive the wheels 4a, 4b of an axle 3a, 3b. It is also a single-wheel drive with four electric motors or a more than two-axle design of the heavy-duty transport vehicle 1 in terms of a multi-axle vehicle conceivable,
• Heavy duty transport vehicle 1 may be equipped with a driver's cabin for manned operation instead of a driverless operation. LIST OF REFERENCE NUMBERS

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Life Sciences & Earth Sciences (AREA)
• Sustainable Development (AREA)
• Sustainable Energy (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

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• 2010
  • 2010-05-18 DE DE102010020906A patent/DE102010020906A1/de not_active Withdrawn
• 2011
  • 2011-05-04 SG SG2012084042A patent/SG185587A1/en unknown
  • 2011-05-04 US US13/698,563 patent/US8965615B2/en not_active Expired - Fee Related
  • 2011-05-04 EP EP11719797A patent/EP2571714A1/de not_active Withdrawn
  • 2011-05-04 JP JP2013510552A patent/JP5848333B2/ja not_active Expired - Fee Related
  • 2011-05-04 KR KR1020127029748A patent/KR101882524B1/ko not_active Expired - Fee Related
  • 2011-05-04 WO PCT/EP2011/057103 patent/WO2011144443A1/de not_active Ceased

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