Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
  • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K17/00—Arrangement or mounting of transmissions in vehicles
  • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
  • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K21/00—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets
  • H02K21/12—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets
  • H02K21/14—Synchronous motors having permanent magnets; Synchronous generators having permanent magnets with stationary armatures and rotating magnets with magnets rotating within the armatures
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K1/00—Arrangement or mounting of electrical propulsion units
  • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
• • 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
  • B60L2220/00—Electrical machine types; Structures or applications thereof
  • B60L2220/50—Structural details of electrical machines
  • B60L2220/56—Structural details of electrical machines with switched windings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/10—Road Vehicles
  • B60Y2200/14—Trucks; Load vehicles, Busses
  • B60Y2200/147—Trailers, e.g. full trailers or caravans
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
  • B60Y2200/00—Type of vehicle
  • B60Y2200/10—Road Vehicles
  • B60Y2200/14—Trucks; Load vehicles, Busses
  • B60Y2200/148—Semi-trailers, articulated vehicles
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K1/00—Details of the magnetic circuit
  • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
  • H02K1/22—Rotating parts of the magnetic circuit
  • H02K1/24—Rotor cores with salient poles ; Variable reluctance rotors
  • H02K1/246—Variable reluctance rotors
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
• • 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

Definitions

• the present invention relates to an electrical powered unit to supply power for the propulsion of a land vehicle.
• the present invention relates to a propulsion unit comprising at least one electric drive unit operatively associable with at least one wheel or at least one idle or auxiliary axle of a land vehicle, to allow the propulsion of the same.
• the combined operation of an endothermic drive unit and an electric drive unit is provided.
• the electric drive unit can temporarily enslave the endothermic unit or, under certain conditions, act itself as the exclusive motion source for the movement of the land vehicle.
• the propulsion can be assigned exclusively to the electric drive unit, thus allowing a considerable reduction in the fuel consumption.
• Conventional electric drive units have operational limitations, with particular reference to the speed range within which such electric drive units are capable of delivering optimal torque values. More specifically, it is noted that conventional electric drive units are not able to guarantee satisfactory torque values at low rates of rotation- and, at the same time, good torque values at high rates of rotation. Consequently, the use of electric drive units, known to be a source of motion for a vehicle, is limited to a reduced speed range with respect to that of the operation of the vehicle on which they are installed.
• a mechanical gearbox can be provided to associate with the transmission which connects the electric drive unit to the axle to be operated in rotation.
• This solution entails a greater structural complexity, such to the point that, in some cases, is not implementable in a land vehicle.
• the main object thus of this invention is to improve the state of the art relative to an electric powered supply unit for the propulsion of at least one wheel or at least one axle or of at least one pair of semi-axles associated with each other on a land vehicle.
• an object of the present invention is to provide a unit for the propulsion of at least one wheel or at least one axle or of at least one pair of semi- axles associated with each other, on a land vehicle, in order to ensure high performance in terms of torque that is deliverable substantially for the entire operation speed range of such land vehicle.
• Another object of the present invention is to provide a unit for the propulsion of at least one wheel or at least one axle or of at least one pair of semi-axles associated with each other on a land vehicle that can be easily implemented in existing land vehicles.
• the present invention provides a unit for the propulsion of at least one wheel and/or at least one axle and/or a pair of semi- axles associated with each other on a land vehicle according to claim 1.
• Figure 1 is a block diagram of one embodiment of a propulsion unit according to the present invention.
• FIG. 2 is a block diagram of a further version of a propulsion unit according to
• Figure 3 is a schematic view of some components of a propulsion unit according to the present invention.
• Figure 4 is an exploded view of a possible embodiment of the propulsion unit according to the present invention.
• Figure 5 is an exploded view of a further embodiment of the propulsion unit according to the present invention.
• Figure 6 is a perspective view of a land vehicle provided with a propulsion unit according to the present invention.
• Figure 7 is a schematic graph of the torque and power characteristic curves of a propulsion unit according to the present invention.
• Figure 8 is a comparison chart between the characteristic curves of the torque deliverable by a propulsion unit according to the present invention, respectively in a first or in a second operating configuration.
• a unit for the propulsion of at least one wheel and/or of at least one axle and/or of at least one pair of semi-axles associated or associable with each other of a land vehicle it is generally indicated by reference number 1.
• the propulsion unit can optionally be used for the propulsion of all the wheels and/or of all axles and/or semi-axis of a land vehicle, without limitation.
• land vehicle means any vehicle whose movement occurs on the ground and comprises at least one pair of wheels or a pair of axles or semi-axles which are associated with the respective wheels.
• a land vehicle can be configured as a coach or train, a tram, a trailer, a car, a motorcycle, a three-wheeler, etc., without limitation.
• the propulsion unit is provided to be associated with at least one idle wheel and/or at least one idle axle and/or to a pair of idle semi-axles coupled together and/or to at least one pair of wheel hubs, coupled together, of a land vehicle, without limitation.
• the term "idle or auxiliary” is meant to indicate a mechanical conduit or, normally non-motorised, element.
• a land vehicle V such as a car ( Figures 1 and 2) or articulated vehicle ( Figure 6), comprising a drive unit M of the endothermic type.
• the technician of this field can easily understand how the propulsion unit 1 can enslave any land vehicle V.
• the propulsion unit 1 can enslave an electric propulsion land vehicle V which, for example, the drive of a train, a tram, an electric car or the like, without any limitation, to support or in place of the driving source therein provided.
• V an electric propulsion land vehicle V which, for example, the drive of a train, a tram, an electric car or the like, without any limitation, to support or in place of the driving source therein provided.
• the propulsion unit 1 may also be found useful in the propulsion of at least one wheel of a motorcycle, a three-wheeler or the like, without any limitation to the objects of the present invention.
• a land vehicle V configured as a motor vehicle comprising an internal combustion engine M. It is understood that the type of land vehicle V to which the propulsion unit 1 is associable can vary with respect to what is stated in the following, without departing from the scope of protection according to the present invention.
• a land vehicle V such as a car
• vehicle V may comprise an internal combustion engine M operatively associated with transmission members G for the transmission of motion to the first motor-powered semi-axles S 1.
• the vehicle V may comprise at least one pair of idle semi-axles S2, coupled together, to which are associated respective wheels for the advancement of the vehicle V on a ground or the like.
• the land vehicle V may include, among other elements, a system of accumulation/distribution of electrical energy B - a battery unit - a generator/alternator A associated with the internal combustion engine M, and at least one electronic control unit ECU or the like for the electronic management of the internal combustion engine M itself.
• the propulsion unit 1 comprises at least one electric drive unit 2 operatively associable with at least one pair of idle semi-axles S2 of the land vehicle V and electric power supply means of the same.
• the electric power supply means may correspond to the accumulation/distribution of electrical energy B installed in the land vehicle V.
• the electric power supply means may be of a type dedicated to the propulsion unit 1 and, as such, may be distinct from the electrical energy accumulation/distribution unit B installed in the land vehicle V.
• At least one electrical drive unit 2 comprises at least one synchronous reluctance motor 3 of the type with permanent magnets ( Figure 3).
• the synchronous reluctance motor 3 can be operatively associated with at least one wheel or at least one pair of second idle semi-axles S2 to be operated in rotation, via a respective transmission 4.
• the transmission 4 can be configured as any of a mechanical transmission, such as a mechanical gearbox, of the type adapted to get the rotary motion output from the synchronous reluctance motor 3 and to transmit it to at least one wheel or at least one pair of second semi-axles S2, in order to operate the same in rotation about a common axis of rotation 5.
• a mechanical transmission such as a mechanical gearbox
• the transmission 4 may comprise clutch members, not illustrated in the attached figures, adapted to reciprocally connect/disconnect, the synchronous reluctance motor 3 to/from at least one wheel or to/from at least one pair of second semi-axles S2, in function of specific requirements for the operation of the land vehicle V.
• the synchronous permanent magnet motor 3 comprises a stator 6 provided with a central seat 7 inside which is placed a rotor 8, operable in rotation relative to the stator 6.
• a rotor 8 and the stator 6 are mutually separated by means of a defined space 9 defined as "air gap".
• stator windings At the inner peripheral portion of the statpr 6, which faces the rotor 8, there is a plurality of stator windings, wholly indicated with 10.
• the synchronous reluctance motor 3 includes permanent magnets 11 positioned internally to the rotor 8.
• the rotor 8 has a plurality of shaped recesses 12, within which respective permanent magnets 11 are accommodated (see Figure 3).
• the number, the position and conformation of the shaped recesses 12 and of the permanent magnets 11 may vary with respect to what is illustrated in the attached
• a synchronous reluctance motor 3 reaches a rated rotation speed when is supplied according to nominal voltage conditions.
• the attached figure 7 illustrates a graph of the curves characteristics of torque C and of power P deliverable by an electric drive unit 2 according to the present invention, as a function of the rotation speed N of the engine itself.
• first region Cc a first region Cc, called constant torque
• second region Pc a second region of the electrical drive unit 2
• the first drive region Cc in which the electric drive unit 2 operates according to a rate of constant torque speed, is between a rotation speed of substantially zero and a defined nominal speed Nn.
• the electric drive unit 2 may deliver a maximum torque value Cm for any rotation rate of the rotor 8 which is comprised in such speed range.
• the second region drive Pc in which the electric drive unit 2 operates in a rate of constant power, extends within a speed range comprised between the nominal speed Nn and the maximum speed Nm at which the electrical drive unit 2 can operate without undergo any damage.
• the synchronous reluctance motor 3 operates according to constant power and current conditions, while the torque is inversely proportional to the value of the rotation speed.
• the weakening therefore, can be carried out in cases where high rotation rates are required for which are admissible torque values lower than that of the maximum torque Cm.
• At least one electric drive unit 2 within a weakening rate, can operate up to a maximum rotation speed Nm equal to almost ten times the value of the nominal speed Nn.
• the propulsion unit 1 may comprise control means 13 of at least one electric drive unit 2, and more precisely of the synchronous reluctance motor 3, for the management of the weakening of the latter.
• control means 13 it is possible to extend the field of operational speed of a propulsion unit 1 according to the present invention, as better described hereinafter.
• control means 13 may comprise an inverter, not shown in detail in the accompanying figures, to manage the power supply of at least one electric drive unit 2.
• the propulsion unit 1 is provided to be associated with at least one pair of second idle semi-axles S2 of a land vehicle V.
• At least one pair of second semi-axles S2 in use, can achieve a high rate of rotation.
• control means 13 of the propulsion unit 1 comprise means for switching, wholly indicated with 14, which are suitable to switch the connections of the stator windings 10 of the at least a synchronous reluctance motor 3 between a first operating configuration and a second operating configuration.
• the means for switching 14 allow to further expand the velocity range within which the at least one synchronous reluctance motor 3 can operate efficiently, and deliver optimal torque values for the movement of land vehicle V, synergistically to the weakening control of the at least one synchronous reluctance motor 3.
• the means for switching 14 are configured for switching the operation of the at least one synchronous reluctance motor 3 between a first operating configuration, in which the power of at least one synchronous reluctance motor 3 occurs via a so-called "star” connection of its phases, and a second operating configuration, in which the power of at least one synchronous reluctance motor 3 occurs via a so-called “delta" connection of its phases.
• the propulsion unit 1 comprises at least one synchronous reluctance motor 3 of the type configured to be able to be powered with a double nominal voltage, according to the possibility of being able to be powered by a star or delta configuration.
• the attached Figure 8 shows the trend of the torque curve of an electric drive unit 2 according to the present invention, operated in a first and in a second operating configuration.
• the ordinate shows the torque values C and the abscissa shows the rotational speed N of at least one synchronous reluctance motor 3.
• the torque curves shown in this graph correspond to a first torque curve 15, or star coupling, and a second torque curve 16, or delta coupling, relative to the operation of the at least one synchronous reluctance motor 3 itself.
• the first torque curve 15 corresponds to a torque curve that can be supplied from the drive unit 2 with the means for switching 14 provided in the first operating configuration of connection, wherein the phases of the stator 6 are star connected.
• the second torque curve 16 corresponds to a torque curve deliverable from the electric drive unit 1 with the means for switching 14 provided in the second operating configuration, wherein the phases of the stator 6 are delta connected.
• the electric drive unit 2 is able of delivering a maximum torque value also in the case in which it is driven at a higher rotation rate than that of the nominal velocity Nn provided for the at least one synchronous reluctance motor 3.
• the electric drive unit 2 is able to operate effectively within a wide range of drive speed, ensuring effective operation of the propulsion unit 1 , since it can operate in weakening conditions and comprises means for switching 14 the connection of the stages of the stator 6.
• the at least one electric drive unit 2 comprises means for switching 14 which are separated from the at least one synchronous reluctance motor 3.
• the means for switching 14 may comprise remote switches or similar devices switchable between the above mentioned first operating configuration and the second operating configuration, and vice versa.
• the means for switching 14 may comprise electronic control devices adapted to operate the aforementioned switching between the first operating configuration and the second operating position and vice versa.
• the means for switching 14 may be of the manually or automatically operable type, possibly remotely, without any limitation.
• the propulsion unit 1 may comprise at least one logic unit 17 to control and/or command the switching of the means for switching 14 between the first operating configuration and the second operating configuration for each of the synchronous reluctance motors 3 provided in the propulsion unit 1 itself.
• the means for switching 14 can be switched to determine the first operating configuration (star configuration) for the at least one synchronous reluctance motor 3 associated with such at least one pair of second semi-axles S2.
• the means for switching 14 can be switched in the second operating configuration (delta configuration).
• the actuation of the means for switching 14 can be operated by the logic unit 17 in an automated way.
• the latter determines the switching of the means for switching 14 between the first and the second operating configuration, or vice versa.
• the logic unit 17 can switch the means for switching 14 in the first operating configuration when a strong acceleration at low rotation velocities is required.
• the logic unit 17 can switch the means of switching 14 in the second operating configuration.
• the logic unit 17 may be a PLC or similar device suitable for the purpose.
• the logic unit 17 is associable in feedback to the control means 13.
• the actuation of the means for switching 14 may be of the manual type.
• the logic unit 17 can act as a further control of the operation of the at least one synchronous reluctance motor 3 to which it is associated.
• the propulsion unit 1 can be operatively associated to at least one idle axle S2' of a land vehicle V according to procedures analogous to those previously disclosed.
• the propulsion unit 1 can be integrated in a land vehicle V comprising an endothermic M unit, in order to reduce the consumption of the latter. Moreover, it is observed that the propulsion unit 1 can operate within a wider speed range than that of the electric drive units of the known type, so that it is able to contribute to the traction of the land vehicle V among substantially the entire field of operation speed of the latter.
• the propulsion unit 1 ensures an effective traction of at least one pair of second semi-axles S2 or of at least one second idle axle S2'.
• the displacement and the power of the same can be, since part of the traction of the land vehicle V can be entrusted to the propulsion unit 1 itself, thus in advantage of a reduction in fuel consumption and a reduction of the weight of the endothermic unit M itself.
• the propulsion unit 1 is provided to support an endothermic unit M.
• the propulsion unit 1 can serve as an auxiliary power source to promote, for example, a quick acceleration of the land vehicle V when required.
• the propulsion unit 1 can be installed in a non-motorised land vehicle T, such as a trailer, a trolley to be associated with a tractor vehicle, or the like (see Figure 6).
• a non-motorised land vehicle T such as a trailer, a trolley to be associated with a tractor vehicle, or the like (see Figure 6).
• the propulsion unit 1 may be associated with a trailer T and, more precisely, to at least one wheel and/or at least one pair of idle semi-axles S2 and/or at least one idle axle S2' of the trailer T.
• the trailer T can comprise at least one system of accumulation/distribution of electrical energy B, not shown in detail, adapted to function as a source of accumulation and/or source of electrical energy for the propulsion unit 1 itself.
• the propulsion unit 1 can be associated to at least one pair of idle semi-axles S2, coupled to each other, and/or to at least one idle axle S2' of a non-motorised land vehicle T (with reference respectively to Figure 4 or 5).
• the propulsion unit 1 when installed on a non-motorised land vehicle, such as a trailer T, can act as the driving means for the same.
• the propulsion unit 1 can allow the handling of a trailer T parked in a depot, without requiring the use of additional means or vehicles of locomotion for towing the trailer T itself.
• the propulsion unit 1 may include at least one unit for the remote control of the at least one electrical unit 2.
• the propulsion unit 1 can comprise means for wireless communication configured to operatively connect the at least one control unit and the at least one electric drive unit 2 to each other.
• the at least one control unit may comprise at least one antenna or the like for the reception/transmission of data.
• the operation of the propulsion unit 1 can be controlled remotely.
• the movement of the trailer T can be controlled remotely through the use of suitable control means, such as a remote control or the like, configured to interface with the control unit through the sending/receiving remote data transmission.
• the propulsion unit 1 can act as a braking element of at least one wheel or at least one pair of idle semi-axles S2, coupled between them, or at least one idle axle S2', and cooperate with a braking system installed in the land vehicle V, T.
• the at least one electric drive unit 2 comprised in the propulsion unit 1 is operated as a electricity generator (braking phase) provides to apply a resistant torque to the at least one wheel and/or the at least a pair of idle semi-axles S2 and/or the at least one idle axle S2' to which it is operatively connected, promoting the braking thereof.
• the propulsion unit 1 therefore allows the use of the at least one wheel and/or the at least one pair of idle semi-axles S2 and/or the at least one idle axle S2' to provide further traction or braking to a land vehicle V, T, according to a solution with high mechanical efficiency and simple to implement than the solutions of the known type.
• the at least one electric drive unit 2 has a large rate of operation speed within which is able to deliver optimum torque values, which corresponds, substantially, to the speed range provided for the operation of the land vehicle V, T. Therefore, the propulsion unit 1 does not require the use of mechanical gearboxes associated with the at least one electric drive unit 2, with the advantage of reducing the structural complexity of the propulsion unit 1 itself as well as the related implementation and maintenance costs.
• the propulsion unit 1 can be associated with the at least one wheel hub of a land vehicle, for operating the drive of the same in rotation.
• Such a configuration of the propulsion unit 1 can be employed substantially in any type of land vehicle, regardless of the complexity and the size of the same.
• a respective propulsion unit 1 can be connected to each wheel of a land vehicle, or only to some of them, so powering all or only some of the wheels of the land vehicle itself, according to specific operation requirements.
• the propulsion unit 1 could also be implemented in existing land vehicles, promoting an increase of their efficiency, in terms of fuel consumption and the performance achievable by the same.
• the propulsion unit 1 achieves the advantages indicated above, with reference to the possibility of providing acceptable torque values within a wide speed range compared to that of solutions of the known type.
• the speed range within which the propulsion unit 1 is able to effectively operate may correspond substantially to the speed range provided for the operation of the land vehicle on which the propulsion unit 1 is installed.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Power Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)
• Compositions Of Oxide Ceramics (AREA)
• Emergency Protection Circuit Devices (AREA)
• Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=59392050

Family Applications (1)

Country Status (4)

Cited By (1)

Families Citing this family (2)

Citations (1)

Family Cites Families (11)

• 2015
  • 2015-10-28 IT ITUB2015U086605U patent/ITUB201586605U1/it unknown
• 2016
  • 2016-10-28 EP EP16825881.2A patent/EP3368359A2/de not_active Withdrawn
  • 2016-10-28 WO PCT/IB2016/056521 patent/WO2017072724A2/en not_active Ceased
  • 2016-10-28 CN CN201680062650.6A patent/CN108367659A/zh active Pending

Patent Citations (1)

Also Published As

Similar Documents

Legal Events