Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W20/00—Control systems specially adapted for hybrid vehicles
• • 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
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
• • 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
  • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
• • 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
  • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
• • 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
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
  • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/08—Electric propulsion units
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/24—Energy storage means
• • 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
  • Y02T10/62—Hybrid 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
  • 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

Definitions

• the invention relates to the field of motor vehicles whose propulsion is provided by a heat engine and at least one electric machine.
• Such an electric machine is conventionally connected to a battery, intended to supply energy to this electric machine or to store energy coming from this same machine.
• the idling consumption of a heat engine is therefore significant.
• the invention aims to overcome the drawbacks associated with the presence of a battery, while allowing the recovery of the kinetic energy of the vehicle and avoiding the use of the heat engine at low powers.
• the invention relates to a method of transmitting power to the wheels of a motor vehicle, comprising a heat engine and at least one electric machine associated with a static energy converter and with means for supplying and storing energy, the method consisting in recovering and storing the kinetic energy of the vehicle in supply and storage means constituted by a supercapacitor and in reusing the stored energy to supply power to the wheels when the speed of the vehicle is stabilized , the engine being then stopped.
• Supercapacity is the only means of power supply and storage provided in the vehicle. In particular, no battery is provided.
• the stabilized speed at which the power supplied to the wheels comes from the supercapacity is less than or equal to approximately 50 km / h or, even, less than or equal to approximately 30 km / h.
• the supercapacity is typically around 50 KJ for a medium range vehicle.
• the power to be transmitted to the wheels is between 5 and 6 KW for a stabilized speed at around 50 km / h and around 3 KW for a stabilized speed at around 30 km / h. At these stabilized speeds, the presence of the supercapacitor therefore makes it possible to stop the heat engine for 10 to 20 seconds.
• the consumption of a heat engine is an affine function of the power delivered by the engine (Pmth), in the case where the heat engine operates at its optimal operating point, which is generally the case for hybrid vehicles. So when the engine is on
• conso consoo + K. Pmth
• consumption is the instantaneous consumption of the heat engine, expressed in l / s consumption is the consumption of the engine at idle, when the power delivered is zero; it is a constant expressed in l / s which only depends on the heat engine, K is also a constant which depends only on the heat engine and,
• Pmth is the power delivered by the heat engine, expressed in kw.
• the combustion engine consumption is zero when the combustion engine is switched off.
• the consumption on a consumption measurement cycle (for example the European cycle 99100) is then:
• Conso consoo. Your mth + K. Emth
• Conso is the consumption of the heat engine over the considered cycle, expressed in I
• consoo is the consumption of the engine at idle, expressed in l / s
• Your mth is the time during which the heat engine was started during cycle, expressed in s
• Emth is the energy of the heat engine, expressed in kJ.
• the instantaneous power of the heat engine is not necessarily equal to the instantaneous power at the wheel.
• the measurement of the consumption of the vehicle over an entire cycle is done with zero average energy balance on this energy storage. Therefore :
• consoo and K are constants and Wheel energy (kJ) is imposed by the cycle and hardly depends on the energy storage strategy chosen.
• the heat engine can be turned off when the vehicle is stopped and / or during decelerations.
• the invention proposes to stop it also at other periods when the power at the wheel is low, that is to say during operations at stabilized speed.
• the duration of these periods being of the order of 10 to 20 seconds, the energy storage capacity of a supercapacitor is particularly well suited.
• the method according to the invention therefore makes it possible to reduce fuel consumption, thanks to the use of a supercapacitor.
• a supercapacitor makes it possible to recover less energy than a conventional battery. For example, for a 99100 cycle, the energy recovered represents approximately 70% of the energy recovered by a conventional battery.
• the method according to the invention also consists in regulating the voltage across the static energy converter to keep it substantially constant and close to the maximum value admissible by the power semiconductors of the static energy converter.
• This regulation of the voltage across the static energy converter makes it possible, by keeping it as high as possible, to reduce the current flowing in the electric machine and the power semiconductors.
• the value used to carry out the regulation may be a reference value U ref equal to:
• U ref MIN [(U ⁇ - ⁇ .l); MAX (U 2 ; (U 3 / k))]
• Ui is the withstand voltage of power semiconductors
• ⁇ .l is the overvoltage across the terminals of power semiconductors, I being the current flowing in the electric machine
• U 2 is the difference between Ui and the maximum overvoltage at the terminals of the semiconductors
• U 3 is the voltage across the electrical machine and k is a constant coefficient called the PWM (Pulse Width Modulation) coefficient.
• This regulation can be further simplified by maintaining the voltage across the static energy converter at U 2 .
• the invention also relates to a device for transmitting power to the wheels of a motor vehicle enabling this method to be implemented.
• This device therefore comprises a heat engine and at least one electric machine, associated with a static energy converter and with energy supply and storage means, characterized in that the supply and storage means energy consist of a supercapacitor, the static energy converter associated with the electric machine being connected to the supercapacitor via a direct current / reversible direct current converter.
• the energy stored in a supercapacitor corresponds to ⁇ A CV 2 where V is the voltage at the terminals of the supercapacitor, this makes it possible to make the best use of this energy reserve.
• the transmission device according to the invention makes it possible, by appropriate regulation of the voltage across the terminals of the static energy converter, to use power semiconductors which are undersized compared to those which are necessary for an electric machine. running on a battery. This considerably reduces the cost of the static energy converter.
• This direct current / direct current converter can in particular be of the “reversible chopper” type or even of the “two resonance converters” type.
• the DC / DC converter is dimensioned as follows.
• the power flows from the static energy converter to the supercapacitor.
• the converter is dimensioned at 10 KW, so as to recover the deceleration powers which occur when the vehicle is used in town.
• the power is transmitted from the supercapacitor to the static energy converter.
• the converter is dimensioned at 2.5 KW to supply power to the wheels at stabilized speed, preferably for speeds less than or equal to around 30 km / hour.
• FIG. 1 represents a power transmission device according to the invention, comprising an electric machine, a heat engine and a direct current / direct current converter of the reversible chopper type,
• FIG. 2 shows a power transmission device according to the invention, comprising two electric machines, a motor thermal and a direct current / direct current converter comprising two resonant converters and
• FIG. 3 is an algorithm giving an example of a thermal engine control strategy, as a function of the power required from the wheels and of the energy stored in the supercapacitor.
• FIG. 1 therefore represents an embodiment of the transmission device according to the invention which comprises an electric machine 2 and a heat engine 1, the electric machine and the heat engine being connected by means of a clutch 3.
• the machine electric 2 is connected to the wheels 4 of the vehicle, via a gearbox 5.
• a static energy converter 6 is associated with the electric machine 2.
• the DC power supplies 60 of the converter 6 are connected to a bus 7, the two lines of which bear the references 70 and 71.
• capacitor 72 which provides a small amount of energy storage.
• This capacitor essentially has a function of filtering the high frequency currents generated by the inverter.
• the two bus lines 70 and 71 are linked together by a supercapacitor 8.
• a medium range vehicle For a medium range vehicle, it has a capacity of typically 10 F and contains a maximum energy of around 50 kJ.
• a direct current / direct current converter 9 is connected between the two lines of the bus 7.
• the converter 9 is of the "reversible chopper" type with two transistors 900 and 901.
• the method according to the invention will consist in recovering and storing the kinetic energy of the vehicle in the supercapacitor 8 and to be reused the energy stored to supply power to the wheels when the vehicle speed is stabilized, typically at a value less than or equal to 30 km / h, the thermal engine then being stopped for short periods.
• the presence of the direct current / direct current converter 9 makes it possible to implement the variant of the method according to the invention, according to which the voltage across the terminals of the static energy converter 6 is regulated to keep it substantially constant and close to the maximum value. admissible by converter semiconductors 6.
• Regulation means therefore act directly on the converter 9 to maintain the voltage U between the two bus lines at the desired maximum value U re f.
• this value can be constant and correspond to the voltage U 2 , the value of which is equal to the difference between the value of the voltage Ui, withstand voltage of the semiconductors of the static converter 6, and the maximum overvoltage at the terminals of these same semiconductors.
• Regulation can also be carried out by taking as a reference value a voltage between U 2 and another limit value defined by (Ui- ⁇ .l), that is to say by the difference between the value of the voltage Ui resistance of the semiconductors and the actual overvoltage at the terminals of the semiconductors. This regulation can also be carried out on the basis of a reference voltage corresponding to:
• U ref MIN [(U ⁇ .l); MAX (U 2 ; (U 3 / k))] Where: Ui, ⁇ .l and U 2 are as defined above and U 3 is the voltage across the electrical machine and k is a constant coefficient called coefficient of MLI. This coefficient is determined by the operation of the inverter and its value is typically 0.76.
• this converter 9 also makes it possible to vary the voltage across the terminals of the supercapacitor 8 in large proportions and therefore to make the best use of this energy reserve.
• Maintaining the voltage across the static energy converter 6 at a relatively high value has consequences for the design of the semiconductors for the following reasons.
• n is the number of turns of the electric machine
• ⁇ is the magnetic flux in the machine
• l is the current flowing in the machine.
• FIG. 2 describes another embodiment of the power transmission device according to the invention which comprises a heat engine 10, two electric machines 20 and 30, as well as a direct current / direct current converter 90 .
• the heat engine 10 is connected to a planetary gear 40 via a shaft 100.
• the power generated by the heat engine is transmitted via the train 40, on the one hand directly to the wheels 4 via shafts 100 and 104 and another planetary gear 50 and on the other hand, the electric machine 20 via the shaft 102.
• the first electric machine 20 is associated with a static energy converter 21, which is connected via its DC power supplies to a bus 22.
• the second electric machine 30 is itself associated with a static energy converter 31 whose continuous supplies 310 are also connected to the bus 22, the two lines of which bear the references 220 and 221.
• the second electric machine 30 is connected via a dog clutch 32 to the shaft 103 or to the shaft 104.
• the shaft 103 is connected to the planetary gear 50, like the shafts 101 and 104.
• the output shaft of the output train 50 is connected to the wheels 4 of the vehicle by the shaft 104.
• one of the two electric machines 20 and 30 generally operates in generator mode, the other then operating in motor mode.
• the second electric machine can be connected to the shaft 103 or to the shaft 104 by means of the dog clutch 32.
• capacitor 222 which has the same function as the capacitor 72 described with reference to FIG. 1.
• the two lines of bus 22 also supply a direct current / direct current converter 90, itself made up of two resonance converters 91 and 92.
• a supercapacitor 80 is connected between the converters 91 and 92.
• the converter 91 is capable of taking energy from the bus 22 to communicate it to the supercapacitor 80, while the converter 92 is capable of taking energy from the supercapacitor 80 to communicate it to the bus 22.
• the converter 91 is typically dimensioned at 10 kW to recover the deceleration powers which take place in town.
• the converter 92 is typically dimensioned at 2.5 kW to supply power to the wheels at a stabilized speed less than or equal to approximately 30 km / h.
• the presence of the supercapacitor 80 makes it possible to recover and store the kinetic energy of the vehicle and to reuse it to provide power to the wheels when the speed of the vehicle is stabilized, the heat engine then being stopped. Furthermore, this variant of the transmission device according to the invention also makes it possible, thanks to the presence of the converter 90, to maintain the voltage at the terminals of the bus and therefore the static energy converters 21 and 31 substantially constant and close to the value maximum admissible by the power semiconductors of the static energy converter, thanks to an appropriate regulation.
• FIG. 3 gives an example of a thermal engine control strategy, as a function of the power demanded from the wheels and of the energy stored in the supercapacitor. It is first of all necessary to determine the power requested from the wheels, PROUE, in particular by detecting the depressing of the accelerator pedal.
• the vehicle does not operate at low power and the internal combustion engine ensures the propulsion of the vehicle.
• the power of the traction chain is less than 3 kW, the vehicle operates at low power, and it is therefore possible to envisage using the energy stored in the supercapacitor.
• the supercapacitor If the energy stored in the supercapacitor is less than this minimum value, the supercapacitor is not able to transmit sufficient power to the wheels and the heat engine operates normally.
• the heat engine can be stopped.
• the torque supplied by the heat engine is therefore zero, and the energy stored in the supercapacitor is used.
• the power of the traction chain corresponds to the power supplied by the supercapacitor.
• the energy E stored in the supercapacitor is then compared to a maximum value EM A X, to verify whether the supercapacitor is full or not. If the value E is greater than EM A X, the supercapacitor is full and the heat engine is running.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Power Engineering (AREA)
• Automation & Control Theory (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)
• Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

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• 2002
  • 2002-07-11 FR FR0208749A patent/FR2842144B1/fr not_active Expired - Lifetime
• 2003
  • 2003-07-11 EP EP03753639A patent/EP1542882A2/de not_active Withdrawn
  • 2003-07-11 US US10/521,089 patent/US7533745B2/en not_active Expired - Fee Related
  • 2003-07-11 WO PCT/FR2003/002211 patent/WO2004007228A2/fr not_active Ceased
  • 2003-07-11 JP JP2004520780A patent/JP2005532777A/ja active Pending

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