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
  • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
• • 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
  • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
  • B60L53/60—Monitoring or controlling charging stations
  • B60L53/63—Monitoring or controlling charging stations in response to network capacity
• • 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
  • B60L55/00—Arrangements for supplying energy stored within a vehicle to a power network, i.e. vehicle-to-grid [V2G] arrangements
• • 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
  • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
  • B60L58/13—Maintaining the SoC within a determined range
• • 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
  • B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of 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
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
• • 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
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/12—Electric charging stations
• • 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
  • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02T90/10—Technologies relating to charging of electric vehicles
  • Y02T90/14—Plug-in electric vehicles
• • 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
  • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
  • Y04S—SYSTEMS INTEGRATING TECHNOLOGIES RELATED TO POWER NETWORK OPERATION, COMMUNICATION OR INFORMATION TECHNOLOGIES FOR IMPROVING THE ELECTRICAL POWER GENERATION, TRANSMISSION, DISTRIBUTION, MANAGEMENT OR USAGE, i.e. SMART GRIDS
  • Y04S10/00—Systems supporting electrical power generation, transmission or distribution
  • Y04S10/12—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation
  • Y04S10/126—Monitoring or controlling equipment for energy generation units, e.g. distributed energy generation [DER] or load-side generation the energy generation units being or involving electric vehicles [EV] or hybrid vehicles [HEV], i.e. power aggregation of EV or HEV, vehicle to grid arrangements [V2G]

Definitions

• the invention is in the field of recharging the battery of an electrified motor vehicle with a charging function by the external electrical network.
• rechargeable electric or hybrid recharging the traction battery, which is often a lithium battery equipped with a BMS "Battery Management System” battery management module, can be done at 'shutdown, by a wired connection through which the vehicle's electrical network is coupled to an energy source, in general the electrical network of an energy supplier in a given terrestrial territory.
• Charging can also be done, always at a standstill and under the same principles, without a wired connection by an induction system allowing a transfer of power by magnetic phenomena since always a terminal connected to the energy source towards the network internal electric vehicle.
• the invention relates, in this context, to the field of control of the BMS "Battery Management System", in connection with the exchange function with the electrical network external to the vehicle.
• the BMS “Battery Management System” is capable of depending on the circumstances, take into account the needs of the vehicle's electrical consumers such as the air conditioning compressor or even the heat pump (reversible air conditioning) on board the vehicle used for example for pre-conditioning the passenger compartment of the vehicle, the traction battery temperature management system in extreme climates (very cold or very hot outside temperature, requiring heating or cooling), or recharging or maintaining the charge of a service battery, such as a conventional 12 V lead battery used to power many of the vehicle's known equipment such as the radio, interior lighting, headlights or wiper motors.
• a service battery such as a conventional 12 V lead battery used to power many of the vehicle's known equipment such as the radio, interior lighting, headlights or wiper motors.
• the power available for the motor vehicle from the external electrical network can be relatively low, in particular in the case of recharging on a domestic outlet.
• the motor vehicle and more precisely its traction battery are able to supply power to the external electrical network, in the event of very high demand thereon. ci, a strategy which would make it possible to alleviate the extreme demands on the region's power plants, for example winter in countries with a temperate to cold climate, for example summer in countries with a hot to very hot climate.
• a method for managing transfers of electrical energy within a motor vehicle connected to an external electrical source comprising the setting up of a state of coupling with the external electrical source. , from an electrical network of the vehicle to which is coupled a traction battery of the vehicle and an assembly consuming electrical power from the vehicle.
• the method further comprises an implementation of an energy management mode among at least a first mode in which the traction battery receives from the external electrical source and by coupling an available electrical power, a second mode in which the state of charge of the battery is preserved for later use, and a third mode in which the traction battery compensates for a possible insufficient coupling with the external electrical source to cover the needs of the consumer assembly .
• the external electrical source can be a terrestrial electrical network equipped with a means of energy supervision external to the vehicle, and a fourth mode in which the traction battery can supply electrical power to the external electrical network by said coupling is then also available for said implementation;
• the implementation can be carried out in response to at least one need expressed by a vehicle user or by a vehicle supervisor;
• the implementation can be carried out in response to a need for thermal preconditioning of the passenger compartment of the motor vehicle, a need to recharge the traction battery, or a need for cooling or heating of the traction battery;
• the setting up of a coupling can be carried out by the use of an alternating current to direct current electric converter on board in the motor vehicle; the establishment of a coupling can be carried out by implementing a charging socket for the motor vehicle, a wired connection and a charging station connected to the external electrical source;
• the method can comprise an exit from the coupling state by tilting towards a state in which an electric traction motor of the vehicle is not electrically supplied by the traction battery and the electrical network of the vehicle is no longer coupled to the external electrical source, followed in a second step by a transition to a state in which the electric traction motor is electrically supplied by the traction battery;
• a default management mode may be the second mode.
• a motor vehicle comprising an electric energy transfer management system, the vehicle being an electric motor vehicle and traction battery rechargeable when stopped by an external source or a vehicle with a hybrid electric and thermal motor, with rechargeable battery when stopped by an external source.
• Figure 1 shows an electrical architecture of a vehicle according to the invention.
• Figure 2 shows the different states of the vehicle and the transitions between them.
• FIG. 3 shows the different modes of energy management according to an embodiment of the invention.
• Figure 4 shows different modes of energy management according to a second embodiment of the invention.
• FIG 1 there is shown the architecture of the motor vehicle 10 connected to an energy supply equipment for charging for electric vehicles 25 of the fixed charging station type, itself connected to the electrical network of land territory RET, and supplied with alternative electrical power by it.
• the motor vehicle 10 comprises an electric charger 11, typically a converter of alternating current into direct current, or only a connector for recharging into direct current (different vehicles have two types of chargers, used alternately depending on the terminal of recharging used, which can provide alternating current or direct current), a traction battery 12, typically a lithium battery, or even a nickel battery, equipped with a battery management system (BMS "Battery Management System "), consumers of electrical energy 13, 14, 15, etc. (forming a consumer assembly) including, for example, the air conditioning compressor, and at least one particular consumer which is an MV traction electric motor, not supplied during charging.
• an electric charger 11 typically a converter of alternating current into direct current, or only a connector for recharging into direct current
• a traction battery 12 typically a lithium battery, or even a nickel battery, equipped with a battery management system (BMS "Battery Management System ")
• consumers of electrical energy 13, 14, 15, etc. forming a consumer assembly
• the air conditioning compressor and at least one particular consumer which is an
• the power available to recharge the traction battery 12 is equal to the power supplied through the charger 11 by the energy supply equipment 25 (the charger 11 and the equipment 25 constituting a coupling of the vehicle network 10 to the terrestrial electrical network RET) from which all the powers consumed by the different consumers 13, 14, 15, etc. are subtracted. In the event that this difference is negative, the result is not a power available to recharge the traction battery but a power requested from the traction battery to supply electrical consumers 13, 14, 15, etc. despite the supply of energy through the charger 11 connected to the supply equipment 25 (the coupling).
• a first El “inactive” state is the vehicle off state, in which the electric motor of the motor vehicle is switched off, and the charger 11 of the vehicle is also switched off, supplying no power to the on-board electrical network.
• a second “connected” state E2 is a state in which the electric motor MT is also switched off, the vehicle is stopped, but in which the electric charger 11 is in operation, transmitting from the energy from the terrestrial electrical network RET to the on-board electrical network of the motor vehicle 10, or vice versa.
• the wired connection has been set up, or a contactless charging equipment by fixed induction is used, vehicle stopped.
• the transition between the “inactive” El state and the “connected” E2 state can be done in one direction or the other.
• a third state E3 "movement" corresponds to the situation in which the electric traction motor MT operates, so as to move the motor vehicle 10 or at least transmit power to the train (s) of wheels driving.
• the transition between the first state “inactive” El and the third state E3 "movement" can be done in one direction or the other.
• a first mode Ml is a "charge" mode, in which the recharging of the traction battery 12 is authorized, and moreover guaranteed, and in which the charge level of the traction battery 12 is necessarily increasing over time. time.
• the discharge of the traction battery to supply consumers 13, 14, 15, etc. is not authorized, as is the discharge of the traction battery to power the terrestrial electrical network through the charger 11.
• Consumers 13, 14, 15 receive power from the terrestrial electrical network RET.
• the traction battery 12 receives from the terrestrial electrical network RET the power available from it, after deduction of the power consumed by consumers 13, 14, 15, the operation of which can be, in certain variants, modulated or not according of the priority which is given to the fastest possible charging or not of the traction battery 12.
• a second M2 mode is the "balance" mode.
• the charge level of the traction battery 12 is necessarily constant, because the charge of the traction battery 12 is not authorized and its discharge is not either.
• consumers 13, 14, 15, etc. are not powered by the traction battery 12 and the terrestrial electrical network RET cannot either receive power from the traction battery 12. Consumers 13, 14, 15 receive power from the terrestrial electrical network RET.
• the state of charge of the traction battery 12 is thus preserved for later use, by prohibiting any use by consumers 13, 14, 15, or in certain variants by prohibiting any use by at least some of consumers 13, 14, 15.
• a third mode M3 is the "discharge" mode in which the charge of the traction battery 12 is not authorized but on the other hand, its discharge is, for the benefit of consumers 13, 14, 15. Consequently the state of charge of the traction battery 12 can only drop over time.
• the traction battery 12 can be used to power the electrical consumers 13, 14, 15, etc. if the terrestrial electrical network RET is not able to supply them with power at the height of their needs through the electric charger 11. But the traction battery 12 cannot supply the needs of the electrical network of terrestrial territory RET during peak consumption, because the coupling (the electric charger 11 and / or the supply equipment 25) does not allow it.
• a fourth mode M4 is the "free" mode.
• the traction battery 12 can be used to power consumers 13, 14, 15, etc. or supply the electrical network of terrestrial territory in the event of a consumption peak but can also receive power from said electrical network of terrestrial territory to increase its state of charge, in particular with a view to making an automobile journey.
• a controller 20 which can be that of an external operator of charging equipment or which can be the property of owner of the motor vehicle 10 and who in any event is outside the vehicle, and not on board.
• This "free" M4 mode is particularly interesting in the context of intelligent charging in the context of a smart grid.
• the conditions for switching from one of the modes M1 to M4 to another of the modes Ml to M4 are chosen according to the technical characteristics of the motor vehicle 10 or its configuration, defined for the end user.
• the passage conditions reflect the needs expressed by the user, and by the system itself.
• these conditions can take into account the will of the user to charge the traction battery 12 or the fact that the motor vehicle 10 has identified that the temperature of the traction battery 12 is insufficient for optimal use of the traction chain of the vehicle and that it is necessary to use the energy of this battery to increase its temperature by means of a heating, for example a resistive heating.
• the four management modes M1 to M4 aim to cover all the possible modes of life cases for optimized management of the vehicle's energy.
• the supply of electrical energy by the charger 11 is maximum for the purpose of recharging the battery 12, the consumption of electrical energy by consumers 13, 14, 15, etc. is in any event limited by the supply capacity through the charger 11 and the state of charge of the traction battery 12 increases.
• the supply of electrical energy through the charger 11 is regulated by the level of electrical consumption of consumers 13, 14, 15, etc.
• the consumption of electrical energy by these consumers 13, 14, 15 is limited to the maximum supply capacity through the charger 11 (which depends on the charger 11 and the supply equipment 15).
• the level of charge of the traction battery 12 is constant for the purposes of a subsequent rolling phase but it is chosen not to consume power from the terrestrial electrical network RET for the purpose of recharging the battery, in particular to reduce the bill for associated electricity.
• the supply of electrical energy by the charger 11 is regulated by the electrical consumption of consumers 13, 14, 15, etc., but the energy consumption of consumers 13, 14, 15, etc. is not limited by the recharging equipment (charger 11 and supply equipment 25) since it can take advantage of the traction battery 12 and the charge level of the traction battery 12 is either constant or decreasing with the wire time.
• the operation of consumers 13, 14, 15 is not limited (given their dimensioning which naturally allows them to be supplied by the traction battery 12).
• the traction battery 12 compensates for the possible insufficiency of the coupling with the terrestrial electrical network RET to cover the needs of the consumers.
• the “free” management mode M4 is not present, or accessible, in particular since it is not intended that the vehicle model concerned can operate with the use of smart grid type.
• the management modes Ml, M2 and M3 are accessible.
• the M2 mode which constitutes the default mode.
• all the transitions between the three modes are possible.
• the invention presented allows the good management of the energy of the traction battery 12. This energy management is simplified by the use of general modes (or macro modes), in which certain operation of the vehicle is guaranteed. These modes allow the supply of electrical power in E2 "connected” state for recharging the traction battery 12, thermal pre-conditioning of the vehicle interior and cooling or heating of the traction battery 12 in a situation of extreme temperature, hot or cold. Other supplies of electrical energy are possible in "connected” mode, for example with headlights, or even with any removable tool used by the user and connected to the vehicle's 12V network.
• the transition between the four modes M1 to M4 constitutes the implementation of a state machine with four states corresponding to the four general modes described. In each mode, the operation is certain. It makes it possible to know the priorities of energy supplies and to make sure that these priorities are respected.
• each of the macro modes corresponds to a desired behavior, without further details.
• the technical solution to be implemented to obtain the desired behavior is left to the discretion of the developers.
• the desired behaviors correspond in particular to the will of the user of the motor vehicle 10.
• the system includes lists of conditions for switching from one mode Ml to M4 to another of the modes Ml to M4 and the definition of these transition conditions is at the discretion of the developers of motor vehicle models 10.
• a need expressed by the user of the motor vehicle 10 may be to wish to recharge the traction battery 12.
• a need expressed by the motor vehicle 10 itself may be the need to heat the traction battery 12 in the event of cold intense, or cool it in case of intense heat.
• Management modes Ml to M4 define the control of the active elements of the vehicle's electrical circuit, from the traction battery 12 to the charger 11, as well as to the various electrical consumers 13, 14, 15, etc. some of which are supplied with a voltage of the order of 300 volts or more corresponding to the output voltage of the traction battery 12 and others are supplied with a lower voltage of the order of 12 V DC (very low voltage: TBT), within the framework of a conventional electrical network which can be itself powered by the on-board network directly connected to the traction battery 12, via a DC to DC power converter.
• TBT very low voltage
• the M4 (“free”) mode may not be installed in the motor vehicle 10, or may also be installed without being activated, while leaving the possibility for an operator to activate it after a long time. of use of the vehicle, when the conditions of use in connection with the terrestrial electrical network of RET are met for an adapted use of the intelligent grid type (smart grid) to allow the territorial electrical network to be helped in terms of supply of power by the traction battery 12 of the motor vehicle 10, and those of other similar vehicles.
• the intelligent grid type smart grid
• the readability of the order control over time is improved for the benefit of all stakeholders, from the developer to the user.
• the invention offers significant flexibility to those involved in the development process of each model of motor vehicle.
• the invention makes it easy to develop physical protection strategies for the system and its components.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=66867284

Family Applications (1)

Country Status (4)

Family Cites Families (3)

• 2018
  • 2018-12-21 FR FR1873781A patent/FR3090516A1/fr active Pending
• 2019
  • 2019-11-19 EP EP19823808.1A patent/EP3898320A1/fr active Pending
  • 2019-11-19 WO PCT/FR2019/052760 patent/WO2020128176A1/fr unknown
  • 2019-11-19 CN CN201980085006.4A patent/CN113195298A/zh active Pending

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