EP4594721A1 - Procédé et dispositif d'analyse d'usure de composant d'un véhicule automobile - Google Patents

Procédé et dispositif d'analyse d'usure de composant d'un véhicule automobile

Info

Publication number
EP4594721A1
EP4594721A1 EP23768231.5A EP23768231A EP4594721A1 EP 4594721 A1 EP4594721 A1 EP 4594721A1 EP 23768231 A EP23768231 A EP 23768231A EP 4594721 A1 EP4594721 A1 EP 4594721A1
Authority
EP
European Patent Office
Prior art keywords
component
wear
motor vehicle
data
sensor data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23768231.5A
Other languages
German (de)
English (en)
Inventor
Janek KRAEUTER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4594721A1 publication Critical patent/EP4594721A1/fr
Pending legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles

Definitions

  • the present invention relates to a method and a corresponding device for analyzing wear of a component of a motor vehicle.
  • a load profile can be understood as the statistical load-dependent distribution of one or more physical quantities, such as the temporal dependence of temperature changes or the dependence of torque on speed.
  • the load profiles are usually based on assumptions or are transferred from field data from combustion vehicles and adjusted accordingly. However, there is often not enough field data from powertrains to validate or compare load profiles with the field data. In addition, the status of a component or the status of the entire drive train cannot be checked in the field; only statistical failure probabilities can be taken into account.
  • One way to compare the stored load profiles with field data and, if necessary, adjust the load profiles during operation is to use a wear analysis. This allows the vehicle manufacturer, a supplier or even the end user (such as a fleet operator or a private user) to be informed at regular intervals of the current state of wear or aging (English: "state of health") of the respective drive train.
  • EP 1 623284 B1 a method for optimizing vehicles is known, in which the vehicle is simulated.
  • AT 518850 B1 concerns one Another method for simulation-based analysis or optimization of a motor vehicle.
  • the DE 10 2019202 980 A1 relates to a system for determining analysis data for the further development of a mobility system.
  • the DE 10 2019 219436 A1 relates to a method for detecting a stress-related condition.
  • the invention provides a method and a device for wear analysis of at least one component of a motor vehicle with the features of the independent patent claims.
  • the invention therefore relates to a method for analyzing wear of at least one component of a motor vehicle.
  • Sensor data is recorded by at least one sensor, the sensor data being recorded to provide at least one basic function of the motor vehicle and/or the drive train.
  • Data is calculated which depends on a current state of the at least one component using a model, the model receiving the acquired sensor data as input.
  • Information regarding current wear of the at least one component is determined using the calculated data.
  • the invention relates to wear analysis of at least one component of a motor vehicle.
  • the device comprises an interface which is designed to receive sensor data from at least one sensor of the motor vehicle, wherein the at least one sensor records the sensor data for providing at least one basic function of the motor vehicle and/or the drive train.
  • the device further comprises a computing device which is designed to calculate data which depend on a current state of the at least one component using a model, wherein the model receives the recorded sensor data as an input variable, and information regarding a current wear of at least one component using the calculated data.
  • sensor data is used which is recorded by sensors which are already required to provide basic functions of the motor vehicle and/or the drive train.
  • sensors are therefore sensors that are already standard in the motor vehicle.
  • these sensors are not additional dedicated sensors that are specifically intended for wear analysis.
  • the invention can thus provide a very precise wear analysis, i.e. a determination of information regarding the current wear, in a quick and cost-effective manner using software models or algorithms without the need for additional sensors. This means that additional sensors can be dispensed with or existing sensors can be saved.
  • the current damage to the respective component can not only be calculated, but also actually registered. This means that not only the theoretical state but also the actual state of the respective component of the motor vehicle can be measured. This actual state of the component of the motor vehicle can then be compared with the stored damage (permissible over the service life), which results from the respective load profile. It can also be registered if a component shows unusual behavior, such as high vibrations, pressures, unusual current patterns or similar. This means that the remaining wear can be predicted with great accuracy. It is also possible to replace components in the workshop before they are destroyed or seriously damaged. This can avoid unnecessary major repairs.
  • the existing, precisely defined, remaining minimum service life can be specified when the motor vehicle is resold. This allows the residual value or resale value of the motor vehicle to be determined much more precisely.
  • the component can be designed much more precisely to the actual stress or damage over its service life through a learning process that can be optionally implemented in the wear analysis function. This can reduce the overall weight of the vehicle, reduce material costs and reduce the costs of component testing and testing the entire drive train. Furthermore, a service life guarantee or warranty can be increased if necessary.
  • Sensors in the electric drive train can also be saved because the load on the respective components is known, so that costs and weight can be saved.
  • a sensor that records sensor data to provide at least one basic function of the motor vehicle and/or the drive train can be understood to mean sensors that are present as standard, for example for detecting speed and torque or the like.
  • a “basic function” can be understood as providing a desired drive torque, i.e. accelerating or braking the vehicle according to the driver's wishes.
  • the basic function can also include monitoring of a coolant circuit or the like. A basic function is therefore required for standard operation of the motor vehicle and/or the drive train.
  • the Only the recorded sensor data is taken into account.
  • the model does not receive any sensor data from other dedicated sensors, which could be specifically intended for wear analysis. Such additional sensors can thereby be saved.
  • the method is “sensorless” in that no special sensors can be provided, but only the sensor data from the sensors already installed as standard in the motor vehicle are evaluated in order to carry out the wear analysis.
  • the recorded sensor data comprise at least one of a torque of an electric machine of the motor vehicle, a speed of the electric machine, a direct current applied to an electric drive train (in particular to power electronics of the electric drive train), a direct voltage applied to the electric drive train, an alternating voltage applied to the electric machine, a temperature of power electronics and/or electric machine, a coolant volume flow and a coolant temperature.
  • the sensor data can also occur multiple times each, for example, multiple temperatures can be measured.
  • the sensor data can thus be recorded in particular by sensors installed in the drive train. In particular, the measured torques, speeds or currents can thus be taken into account. In one embodiment, further sensor data for wear analysis is not available.
  • the calculated data includes at least one temperature of the at least one component.
  • the data may further include at least one of a hotspot temperature of a stator, a temperature in a film capacitor, a temperature of a power module, a temperature in the transmission, a temperature of a transmission oil, a temperature of a cooling medium at various locations within the drive train, a direct current, an alternating current , a torque or a rotational speed at the output of an E-axis Torque or a speed at the transition from the electric machine to a transmission or between individual transmission stages, a temperature on a coupling or decoupling system, a temperature of a park lock system or other components of the drive train.
  • the data can occur multiple times, for example hotspot temperatures can include several stators.
  • the model for calculating the data models the at least one component. It can be a finite element model, for example.
  • remaining wear of the at least one component is predicted using a comparison of the determined information regarding the current wear of the at least one component with predetermined information regarding a maximum permissible wear of the at least one component.
  • the information relating to a current wear of the at least one component comprises a ratio of a variable describing the current wear to a variable describing the maximum permissible wear.
  • the specified information regarding a maximum permissible wear of the at least one component includes a load profile of the at least one component.
  • Stored load profiles can thus be compared with field data, i.e. validated, and the load profiles can be adjusted during operation if necessary.
  • the load profile can be used to determine the maximum permissible wear of the component over its service life.
  • damage models damage formulas with corresponding Using the coefficients, the current damage can be calculated, compared with the maximum damage allowed over the service life, and residual damage or predicted remaining service life can be determined.
  • a remaining operating time of the at least one component and/or a remaining range of the motor vehicle is determined based on the predicted remaining wear of the at least one component.
  • the remaining operating time and/or remaining range can be determined by carrying out an extrapolation of the wear of the component, assuming that the driver continues driving with a previously determined driving style.
  • a driving profile can be stored in order to be able to represent a standard driver.
  • a wear state (state of health) is determined based on the predicted remaining wear of the component.
  • the state of wear can indicate the current wear as a percentage of the wear permitted over the entire service life (maximum damage).
  • unusual wear behavior of the component is registered if the sensor data and/or the information regarding the current wear of the component exhibit unusual behavior. This can mean, for example, that the evaluation of the sensor data and/or the information regarding the current wear of the component lies outside a predetermined range, i.e. H. fall below or exceed predetermined threshold values.
  • a warning signal and/or a recommendation for action is sent to a vehicle based on the predicted remaining wear of the at least one component issued to the user.
  • the user can be, for example, a driver of the vehicle, a manufacturer, a fleet operator or the like.
  • the warning signal can be issued, for example, if the component's unusual wear behavior is detected.
  • the warning signal can, for example, indicate that the maximum permissible wear is about to be reached or that the component detects a discrepancy based on the sensor data.
  • the vehicle manufacturer, a supplier (in particular the manufacturer of the component) and/or the end user (fleet operator or private user) are informed at regular intervals or continuously of the remaining wear of the component or the state of wear of the component.
  • the component is an electric drive or a part of an electric drive.
  • the remaining wear of the component is predicted by means of an evaluation device of the motor vehicle.
  • the remaining wear of the component is predicted by means of an evaluation device located outside the motor vehicle.
  • the component can be a shaft seal, a bearing, a bearing grease, a gear oil, a gear, a differential, a side toothing, a spur gear, a pinion, a plug connection, a parking lock system, a transmission, a transmission housing, a shaft, a seal, an output shaft, an input shaft, a Coupling or decoupling system (disconnect unit), a locking ring, welded components or screws.
  • It can also be an electric motor or components thereof (such as a rotor, a stator, an insulation or a bearing, a bearing grease or a locking ring).
  • it can be an inverter or components thereof (such as power modules including a B6 bridge or B12 bridge or Bx bridge, a discharge circuit, a DC capacitor, an EMC filter, a film capacitor or the like).
  • it can be a system or components thereof (such as a system housing, damping elements or seals, such as liquid seals or intermediate layer seals, radial shaft seals, components for voltage grounding, screws, cables or liquids such as oil, water or water-glycol mixtures).
  • Figure 1 shows a schematic block diagram of a device for analyzing wear of a component of a motor vehicle
  • Figure 2 shows a flowchart of a method for analyzing wear of a component of a motor vehicle.
  • Figure 1 shows a schematic block diagram of a device 1 for analyzing wear of a component of a motor vehicle.
  • the motor vehicle can in particular be an electric vehicle or a hybrid vehicle.
  • the device 1 can be in the motor vehicle be arranged or used outside the motor vehicle (e.g. as an external analysis system).
  • the device 1 includes an interface 11, which is coupled to at least one sensor 2, for example via a CAN bus.
  • the at least one sensor 2 is a standard sensor, which is therefore already present in the motor vehicle and does not have to be provided specifically for wear analysis.
  • the sensor data recorded by the at least one sensor 2 include, for example, a torque of an electric machine of the motor vehicle, a speed of the electric machine, a direct current applied to the electric machine, a direct voltage applied to the electric machine, an alternating voltage applied to the electric machine, an Temperature of an electric drive train of the electric machine, a coolant volume flow or a coolant temperature.
  • the device 1 further comprises a storage device 12 with at least one non-volatile data memory in order to store the sensor data received from the at least one sensor 2.
  • the storage device 12 also stores information provided in advance regarding a maximum permissible wear of the component. This can be at least one load profile of the component.
  • the device 1 further comprises a computing device 13, such as a microprocessor, an integrated circuit or the like.
  • the computing device 13 calculates data which depend on a current state of the at least one component or correct with this state (i.e. can in particular depend on a current state of wear of the at least one component) using the recorded sensor data.
  • the computing device 13 determines information regarding the current wear of the at least one component using the calculated data.
  • the computing device 13 can be arranged in the motor vehicle and/or in the device 1 or outside the motor vehicle and/or outside the device 1. Furthermore, the computing device 13 can determine remaining wear of the component using a comparison of the determined information regarding the current wear of the component with predetermined information regarding a maximum permissible wear of the component.
  • the wear analysis can be carried out (especially for the load profile-based analysis), for example, for one of the components listed in Table 1 with the corresponding exemplary damage mechanism.
  • Table 1 Figure 2 shows a flow chart of a method for wear analysis of a component of a motor vehicle, such as a component of an electric drive.
  • the method can be carried out using the device 1 described above.
  • the device 1 described above can be designed to carry out all or some of the method steps described below. In particular, all calculation steps can be carried out by the computing device 13.
  • a vehicle simulation is carried out, taking into account vehicle data, data regarding the drive train and/or a driver profile determined based on past measurement data.
  • a frequency distribution of torque, speed and/or voltage can be determined.
  • the variables determined in the first method step S1 can be used as input variables of a simulation model in order to simulate parameters that are required for calculating the maximum permissible wear of the component.
  • the simulation model can include a thermal simulation of the component, for example in order to determine a maximum temperature (hot spot temperature) of the component.
  • a wear calculation is carried out to determine the maximum permissible wear of the component.
  • the maximum permissible wear of the component can be stored in the storage device 12.
  • a fourth method step S4 measurements are carried out during operation of the motor vehicle using at least one standard sensor 2 in order to record sensor data.
  • the sensor 2 detects, for example, a torque, a speed and/or a current of a drive train.
  • a fifth method step S5 data which depend on a current state of the at least one component are Calculated using a model, where the input parameters or variables of the model include the acquired sensor data. For example, a hottest temperature occurring at the stator can be determined using a thermal model.
  • the model can, for example, comprise a temperature model or several temperature models for at least one rotor, at least one stator, at least one gear, at least one oil, at least one AC busbar, at least one DC busbar, at least one power module, at least one intermediate circuit capacitor, at least one electromagnetic compatibility (EMC) filter and at least one coolant failure diagnosis.
  • EMC electromagnetic compatibility
  • the model may further include, for example, a torque accuracy model, a speed accuracy model, a voltage ripple model, a gear protection function, an AC current and voltage determination model from a given DC current and a given DC voltage, or a motor current signature analysis for a bearing, a rotor, a stator, a gear toothing or oil.
  • the sensor data can be compared with target values in order to register any discrepancies.
  • the discrepancies can be included in the calculation of the current wear of the at least one component.
  • step S5 it can be provided to compare the sensor variables with a target value in order to register possible discrepancies.
  • a sixth method step S6 information regarding the current wear of the at least one component is determined. For example, for predetermined temperatures of the component the number of occurrences and/or duration of this temperature can be determined.
  • a seventh process step S7 the information regarding the current wear of the component is compared with the determined information regarding the maximum permissible wear of the component. For example, histograms of temperature changes can be compared with each other to determine to what extent the maximum permissible wear has already been reached. The remaining wear is then predicted and output. This can be a percentage, for example, which indicates how large the remaining residual wear is.
  • a damage distribution damage over time
  • total damage can also be calculated from temperature changes and/or temperature changes. Alternatively, this damage distribution or total damage is then compared with the maximum damage distribution or total damage permitted over the service life.
  • an eighth method step S8 it can be determined whether the predicted remaining wear exceeds a predetermined threshold value. If this is the case, a warning signal and/or a recommendation for action can be issued in a method step S9.
  • the prediction of the remaining wear of the component can be carried out in an evaluation device in the motor vehicle or in an external evaluation device located outside the motor vehicle.
  • the field data in the drive train can simply be recorded and collected.
  • the field data is then transmitted via a diagnostic interface and can therefore be processed with high computing power (outside the drive train).
  • the field data in the drive train is simply recorded and collected and transmitted to the customer via, for example, a CAN interface, for example in a cloud, which is provided by the customer or by the supplier or drive manufacturer.
  • the field data can therefore be processed with high computing power (outside the drive train).
  • the sensor data in the drive train is recorded and processed, i.e. that a current wear is calculated from the sensor data, which is compared with a stored, maximum permissible wear.
  • the information regarding the current wear or all data is transmitted via a diagnostic interface and can thus be further processed with high computing power (outside the drive train) or used for learning processes and statistics. This allows the stored load profiles and the resulting maximum permissible wear of the component to be adjusted at regular intervals.
  • the sensor data in the drive train is recorded and processed, i.e. that a current wear is calculated from the sensor data, which is compared with a stored, maximum permitted wear.
  • This damage or all data is transmitted to a user or a cloud via an interface, for example a CAN connection, and can therefore be further processed with high computing power (outside the drive train) or used for learning processes and statistics.
  • the stored load profiles can also be adjusted.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)

Abstract

L'invention concerne un procédé d'analyse d'usure d'au moins un composant d'un véhicule automobile. Les données des capteurs sont saisies par au moins un capteur, les données des capteurs étant saisies afin de fournir au moins une fonction de base du véhicule à moteur et/ou d'une chaîne cinématique du véhicule à moteur. Les données qui dépendent d'un état instantané dudit au moins un composant sont calculées à l'aide d'un modèle, le modèle recevant les données saisies par le capteur comme variable d'entrée. Les informations relatives à l'usure instantanée dudit au moins un composant sont déterminées à l'aide des données calculées.
EP23768231.5A 2022-09-29 2023-09-06 Procédé et dispositif d'analyse d'usure de composant d'un véhicule automobile Pending EP4594721A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022210320.3A DE102022210320A1 (de) 2022-09-29 2022-09-29 Verfahren und Vorrichtung zur Verschleißanalyse einer Komponente eines Kraftfahrzeugs
PCT/EP2023/074463 WO2024068215A1 (fr) 2022-09-29 2023-09-06 Procédé et dispositif d'analyse d'usure de composant d'un véhicule automobile

Publications (1)

Publication Number Publication Date
EP4594721A1 true EP4594721A1 (fr) 2025-08-06

Family

ID=88016252

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23768231.5A Pending EP4594721A1 (fr) 2022-09-29 2023-09-06 Procédé et dispositif d'analyse d'usure de composant d'un véhicule automobile

Country Status (4)

Country Link
EP (1) EP4594721A1 (fr)
CN (1) CN119948327A (fr)
DE (1) DE102022210320A1 (fr)
WO (1) WO2024068215A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US12374175B2 (en) * 2022-11-23 2025-07-29 GM Global Technology Operations LLC Detecting degradation within electric motors
DE102024209865A1 (de) * 2024-10-10 2026-04-16 Zf Friedrichshafen Ag Ermittlung von Zustandsinformationen einer Kraftfahrzeugkomponente

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10257793A1 (de) * 2002-12-11 2004-07-22 Daimlerchrysler Ag Modellbasierter Lebensdauerbeobachter
AT500978B8 (de) 2003-05-13 2007-02-15 Avl List Gmbh Verfahren zur optimierung von fahrzeugen
AT518850B1 (de) 2016-07-13 2021-11-15 Avl List Gmbh Verfahren zur simulationsbasierten Analyse eines Kraftfahrzeugs
DE102019202980A1 (de) 2019-03-05 2020-09-10 Ford Global Technologies, Llc System und Verfahren zum Ermitteln von Analysedaten zur Weiterentwicklung eines Mobilitätssystems
JP7234898B2 (ja) * 2019-10-25 2023-03-08 トヨタ自動車株式会社 車両部品の残存寿命予測装置
DE102019219436A1 (de) 2019-12-12 2021-06-17 Robert Bosch Gmbh Verfahren zur Erkennung eines belastungsbedingten Zustands zumindest einer Komponente, insbesondere eines Energiespeichers, in einem Kraftfahrzeug
US11704942B2 (en) * 2020-10-29 2023-07-18 Caterpillar Inc. Undercarriage wear prediction using machine learning model

Also Published As

Publication number Publication date
WO2024068215A1 (fr) 2024-04-04
CN119948327A (zh) 2025-05-06
DE102022210320A1 (de) 2024-04-04

Similar Documents

Publication Publication Date Title
DE102016115275B4 (de) Diagnose- und Anzeigeverfahren zum Erlangen einer Bremsscheibentemperatur für eine Bremsdiagnoseeinrichtung einer Bremseinrichtung eines Fahrzeugs
DE102018102186B4 (de) Prognostisches System und Verfahren für eine elektrische Kühlmittelpumpe
WO2024068215A1 (fr) Procédé et dispositif d'analyse d'usure de composant d'un véhicule automobile
EP2551982B1 (fr) Surveillance thermique d'un convertisseur
WO2003023721A2 (fr) Dispositif et procede de detection precoce et de prediction de deteriorations d'unites
DE102008006732A1 (de) Verfahren und Vorrichtung zur Überwachung einer Temperaturerfassungseinrichtung
DE102019215927B4 (de) Vorrichtung und Verfahren zur Erkennung eines Anhängermodus mittels einer Fahrzeugsteigung
DE102018210411A1 (de) Verfahren zum Überprüfen eines in einem Batteriesystem erfassten Temperaturmesswertes und Batteriesystem
WO2019063252A1 (fr) Procédé de prédiction de l'usure et véhicule à moteur
DE102021210787A1 (de) Verfahren und Vorrichtung zur prädiktiven Verschleißanalyse einer Komponente eines Kraftfahrzeugs
DE102019101163B3 (de) Elektrische Antriebseinheit und Verfahren zur Temperaturberechnung in einer elektrischen Antriebseinheit
WO2023110189A1 (fr) Procédé et dispositif de détermination robuste d'une température d'un composant d'une machine électrique à l'aide d'un modèle de température probabiliste fondé sur des données
EP4356095A1 (fr) Procédé et dispositif d'analyse prédictive de l'usure par rapport à un composant d'un véhicule automobile
DE102018215013A1 (de) Belastungsbestimmungsverfahren für eine Fahrzeugkomponente eines Fahrzeugs, Steuereinheit und Fahrzeug
WO2015043619A1 (fr) Procédé et dispositif de surveillance d'état d'un système de propulsion comprenant un groupe moteur électrique
WO2018114226A1 (fr) Batterie haute tension pour un véhicule automobile, en particulier pour une voiture
DE102022120965B4 (de) Verfahren zum Vorhersagen der Rotortemperatur für einen Elektromotor
DE102014226079A1 (de) Verfahren und Vorrichtung zur Diagnose einer Zusatzheizfunktion eines Luftmassensensors
DE102015202305A1 (de) Verfahren und Vorrichtung zum Betreiben einer elektrischen Maschine, Kraftfahrzeug
DE69705393T2 (de) Verfahren und vorrichtung zur erfassung der isolationsimpedanz eines lagers eines rotierenden elektrischen geräts
EP1361448A1 (fr) Méthode et dispositif de détection de malfunctionement d'un batterie d'un véhicule
DE102019207545B3 (de) Verfahren zum Ermitteln eines Fehlers einer elektrischen Maschine und elektrische Maschine
DE102011087275A1 (de) Verfahren und Vorrichtung zur Abschätzung einer Restlebensdauer von Bauteilen
DE102019107242A1 (de) Diagnoseverfahren, Diagnosesystem und Kraftfahrzeug
DE102022212844A1 (de) Verfahren zum Beurteilen eines Fahrzeugbetriebs eines Fahrzeugs und Steuereinrichtung zum Steuern eines Fahrzeugbetriebs eines Fahrzeugs

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20250429

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)