Classifications

• • 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
  • H02P3/08—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 a dc motor
  • H02P3/14—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 a dc motor by regenerative braking
• • 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
  • H02P3/22—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 by short-circuit or resistive braking
• • 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
  • B60L15/2009—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 braking
• • 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
• • 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
  • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
  • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
  • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
  • B60L58/22—Balancing the charge of battery modules
• • 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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/10—Dynamic electric regenerative braking
  • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by 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
  • B60L7/00—Electrodynamic brake systems for vehicles in general
  • B60L7/22—Dynamic electric resistor braking, combined with dynamic electric regenerative braking
• • 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
  • H02P3/08—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 a dc motor
  • H02P3/12—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 a dc motor by short-circuit or resistive braking
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/545—Temperature
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/547—Voltage
• • 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
  • B60L2240/00—Control parameters of input or output; Target parameters
  • B60L2240/40—Drive Train control parameters
  • B60L2240/54—Drive Train control parameters related to batteries
  • B60L2240/549—Current
• • 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
  • Y02T10/72—Electric energy management in electromobility

Definitions

• the present invention relates to road vehicles. It relates in particular to the braking systems of a road vehicle with electric traction. More particularly, it relates to the management of electric braking power.
• Electric vehicles include vehicles in which the electrical energy necessary for their movement is stored in batteries and vehicles in which the electrical energy is produced on board at least in part, for example by a heat engine driving a motor. generator or by a fuel cell.
• a heat engine driving a motor. generator or by a fuel cell.
• electric vehicles even if the braking of the vehicle is provided by a conventional friction mechanical braking system, one of the interests of electric vehicles comes from their ability to recover in electrical form and store part of the vehicle. energy generated during braking.
• an electric machine being reversible, it can be used as a motor and also as an electric generator during the braking phases of the vehicle and in this case it converts the mechanical braking energy into electrical energy that the vehicle must absorb , preferably by storing it to save the energy needed to use a vehicle, and inevitably by dissipating it when it is not or no longer possible to store it.
• This mode of operation is often called “electric braking” or “regenerative braking” even when, in fact, the electrical energy obtained by operating the electric machine or machines is finally dissipated thermally at least partially.
• the object of the present invention is to provide the means to ensure optimum charging of a means of storing electrical energy while providing electrical braking, by dissipation of the electrical energy produced by a machine generator operating in generator mode, which is optimal and independent of the state of charge of the storage means of the electrical energy.
• the invention proposes a braking power management device comprising a continuous bus, said continuous bus comprising:
• a connection pole to an electric energy storage battery A connection pole to an electric energy storage battery
• the device comprising:
• a dissipation branch connected to a point of connection to the DC bus, said branch comprising an electronic dissipation switch connected in series with a dissipation resistor,
• a current sensor on the DC bus disposed between the connection point of the DC bus and the connection pole to a battery
• the controller comprising a comparator evaluating the difference between the charging current limit of the battery and the current on the DC bus, the controller comprising a unit controlling the electronic dissipation switch so that, as long as the current on the DC bus is less than the charging limit current of the battery, driving said electronic dissipation switch in a cycle maintaining the charging current of the battery equal to the charging limit current of the battery.
• the invention also extends to a method of managing the electric braking mode of a vehicle comprising an electric traction machine of said vehicle, comprising an electric circuit connecting said electric machine to an electric energy storage battery and an electrical energy dissipation resistor, in which the dissipation current flowing through the dissipation resistor is slaved to the difference between the charging current of the battery and the maximum permissible load current for said battery.
• FIG. 1 we see a power management device braking 1 connected on the one hand to an inverter 20 supplying an electric machine 21 for traction of a vehicle and on the other hand to a battery 30 electrical energy storage.
• a central global management unit of the vehicle 4 provides general supervision of the vehicle and dialogue with the electrical power management device braking 1 as will be explained in the following.
• the battery 30 comprises a battery management system 31.
• the braking power management device 1 comprises a continuous bus 10 which shows the positive line 10+ and the negative line 10-.
• the braking power management device 1 comprises a first connection pole 12 to the inverter 20, and a second connection pole 13 to the battery 30.
• the braking power management device 1 comprises a branch of dissipation 1D connected to a connection point 11 of the dissipation branch 1D to the DC bus 10, in parallel with the inverter 20 supplying the electric traction machine 21.
• This 1D dissipation branch comprising an electronic dissipation switch 1D1, constituted by a transistor, in particular an IGBT type transistor (Insulated Gate Bipolar Transistor), connected in series with a dissipation resistor 1D2.
• the electronic dissipation switch 1D1 controls the flow of current through the dissipation resistor 1D2.
• the term "controlling the flow of current” means that the current is regulated as will be explained below.
• diode 1D3 associated by construction of a transistor type IGBT, and a diode 1D4 which, during the opening of the electronic dissipation switch 1D1, allows the current that circulated in the resistor 1D2 dissipation to cancel. This is all the more useful as this circuit is inductive.
• the electronic dissipation switch 1D1 could be another type of semiconductor, for example a MOS transistor (Metal Oxide Semiconductor), the choice being made by those skilled in the art according to the practical details of construction.
• the device for managing the electrical power during braking 1 comprises an electronic load switch ICI disposed between the connection point 11 of the dissipation branch 1D to the DC bus 10 and the second connection pole 13 to a bus battery. continued.
• Said electronic charge switch is advantageously a transistor, as indicated above for the electronic dissipation switch 1D1.
• the electronic load switch IC1 controls the flow of current on the DC bus 10 from the first connection pole 12 to the second connection pole 13 to a battery. By “controlling the flow of current” is meant that the charge current of the battery is regulated as will be explained below.
• the device for managing the electrical power during braking 1 comprises a current sensor 15 on the DC bus 10, arranged between the electronic load switch IC1 and the second connection pole 13.
• the current sensor 15 must be as close as possible to battery 30 because there are (or may be) other consumers connected to the DC bus 10, upstream of the electronic load switch ICI, and the current sensor It monitors the battery current both in charging and discharging.
• the device for managing the electrical power in braking 1 also comprises, mounted in parallel with the electronic load switch ICI, a diode 1C2 allowing the flow of current on the DC bus 10 from the second connection pole 13 to the first connection pole 12.
• Capacitors 16 and 17 are connected to the DC bus 10, on either side of the electronic load switch ICI, to smooth the voltage on the DC bus 10 during the closing or the opening of the charge electronic switch ICI and, respectively, of the electronic dissipation switch 1D1.
• a controller 18 provides control of the electric power management device braking 1. It is seen that it receives from the battery management system 31, via a CAN bus 180, various information useful for managing the power. braking power, including a setpoint of "charging current of the battery” Ic recharge max, a measurement of the current on the DC bus 10 delivered by the current sensor 15, via a line 150, a measurement of the voltage "U On the continuous bus 10, between the charge electronic interconnect ICI and the second connection pole 13, via a line 160, a measurement of the voltage on the DC bus 10, between the electronic charge switch IC1 and the first connection pole 12, via a line 170, and various information from the central management unit of the vehicle 4 via a CAN bus 181.
• the braking torque is managed by the central management unit of the vehicle 4 which, depending on the driver's wish of the vehicle, CAN® bus 180 sends to the inverter 20 a set torque.
• the controller 18 carries out the control of the electronic dissipation switch 1D1 and the electronic load switch IC1 by sending the appropriate electrical signals on the line of the dissipation control line 110 and on the charge control line 120 , respectively. In this way, the controller 18 ensures the management of the power flow which raises the traction chain and the needle in the right place.
• the optimal charging of an electrochemical battery can be done by a constant current, within the limit of a value Ic recharge max.
• Ic recharge max For example, Lithium Polymer batteries or Lithium Ion batteries accept fairly large charging currents, but less than the discharge currents.
• the determination of the setpoint values for the maximum charge depends on the technology of the electric accumulator used, possibly other parameters such as the temperature, the state of charge, the conditions of vehicles, all things outside the scope of the present invention. Said charging current limit of the battery is a parameter that the present invention operates cleverly.
• the controller 18 includes a comparator evaluating the difference between the charging limit current of the battery and the current on the DC bus, the controller comprising a unit ensuring the control of the electronic dissipation switch so as to leave said closed electronic charge switch as long as the current on the DC bus is lower than the charging limit current of the battery and so as to drive said electronic dissipation switch in a cycle maintaining the charging current of the battery equal to the charging current limit of the battery when the current on the DC bus is not lower than the charging limit current of the battery.
• the control of the dissipation power is done by a duty cycle.
• suitable opening and closing of the electronic dissipation switch 1D1; the time during which the electronic dissipation switch 1D1 is open varies in as a function of the difference between the maximum charge current current of the battery and the measurement of the current by the current sensor 15.
• maximum charge mode is used to describe the operation of the electric power management device during braking 1 during which the load electronic switch ICI is permanently closed.
• the power returned on the DC bus 10 (by the inverter or 20 traction machines 21) is necessarily lower than the power that can absorb the battery 30 and the dissipation resistor 1D2 when 1D1 is closed.
• the voltage applied across the dissipation resistor 1D2 is equal to that of the battery (neglecting the voltage drops in the semiconductors and in the power lines).
• the servo control the duty cycle of the electronic dissipation switch 1D1 so that the charging current of the battery 30 is at the maximum allowed by the latter.
• the management of its charge is controlled by the battery management system 31. It is this battery management system 31 which, depending on the voltage of the battery, of its temperature, determines said maximum recharge current Ic recharge max. This maximum charging current Ic recharge max is the setpoint sent on the CAN® bus 180. The device for managing the braking power 1 operates so as not to exceed this current. In fact, in a first phase where the predefined voltage of the battery is not reached, the battery management system 31 gives, on the CAN® bus 180 as the maximum recharge the limit given by the battery manufacturer. In a second phase, when the predefined voltage of the battery is reached, the battery management system 31 calculates and sends on the bus CAN 180 a recharging current Ic recharge that achieves this preset voltage. As the battery 30 charges, this charging current Ic decreases.
• the device for managing the electric power during braking 1 passes in "maximum dissipation mode", operation during which the electronic load switch ICI is continuously open and the electronic dissipation switch 1D1 is permanently closed (duty cycle 100%). There is no longer any electrical energy recovery by charging the battery 30.
• the "U" voltage of the DC bus 10 will increase and stabilize so as to balance the dissipation power in the dissipation resistor 1D2 to that produced.
• the electric traction machine or machines 21 sending electric energy to the DC bus 10. If the power produced by the electric traction machine or machines 21 increases, the bus voltage increases, and vice versa. If the power produced by the electrical traction machine or machines 21 drops sufficiently, to the point of being less than the power that can be absorbed by the battery 30 and the dissipation resistor 1D2, it switches back to the maximum load mode. Then the ICI electronic load switch closes and the control operated by the controller 18 again regulates the duty cycle of the electronic dissipation switch 1D1 so as to slave the load current to the maximum allowed by the system battery management 31.
• a maximum of electrical braking energy is dissipated in the dissipation resistor 1D2 to minimize (or cancel) the recourse mechanical friction braking, to the benefit of the wear of brake pads and discs.
• the controller 18 contains the means for calculating in real time the maximum possible dissipation power and the actual dissipation power, as well as the maximum possible load power and the actual load power, in view of optimal control.
• One switches from the maximum charging mode to the maximum dissipation mode when the electronic dissipation switch 1D1 is permanently closed.
• the controller 18 adjusts the dissipation in order to recharge battery to the maximum of what is technologically possible in the actual circumstances of the moment.
• the invention is proposed a method in which the dissipation current flowing through the dissipation resistor is slaved to the difference between the charging current of the battery and the maximum load current permissible for said battery.
• the electrical braking power is greater than the sum of the recharging power of the battery and the dissipation power in the electrical energy dissipation resistor, the battery is disconnected so as to allow an increase in the voltage of the electrical circuit connecting said electrical machine to the dissipation resistor.

Landscapes

• 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)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Protection Of Static Devices (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=46085939

Family Applications (1)

Country Status (7)

Families Citing this family (7)

Family Cites Families (17)

• 2011
  • 2011-05-13 FR FR1154185A patent/FR2975242B1/fr not_active Expired - Fee Related
• 2012
  • 2012-05-09 JP JP2014510735A patent/JP2014519304A/ja active Pending
  • 2012-05-09 WO PCT/EP2012/058565 patent/WO2012156251A2/fr active Application Filing
  • 2012-05-09 EP EP12721487.2A patent/EP2707242A2/de not_active Withdrawn
  • 2012-05-09 US US14/116,164 patent/US20140077732A1/en not_active Abandoned
  • 2012-05-09 KR KR1020137029731A patent/KR20140022413A/ko not_active Application Discontinuation
  • 2012-05-09 CN CN201280023771.1A patent/CN103534128A/zh active Pending

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events