JPWO2025041285A5 - - Google Patents
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- JPWO2025041285A5 JPWO2025041285A5 JP2025541232A JP2025541232A JPWO2025041285A5 JP WO2025041285 A5 JPWO2025041285 A5 JP WO2025041285A5 JP 2025541232 A JP2025541232 A JP 2025541232A JP 2025541232 A JP2025541232 A JP 2025541232A JP WO2025041285 A5 JPWO2025041285 A5 JP WO2025041285A5
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- regenerative braking
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以上の実施の形態に示した構成は、一例を示すものであり、別の公知の技術と組み合わせることも可能であるし、実施の形態同士を組み合わせることも可能であるし、要旨を逸脱しない範囲で、構成の一部を省略、変更することも可能である。
以下に、本開示の諸態様を付記として纏めて記載する。
［付記１］
第１及び第２の台車と、前記第１の台車に搭載される第１及び第２の交流電動機と、前記第２の台車に搭載される第３及び第４の交流電動機と、前記第１から第４の交流電動機の動作を制御する電力変換装置とを備えた鉄道車両システムであって、
前記第１から第４の交流電動機のうちの２つは、常に力行用の交流電動機として動作し、
前記力行用の交流電動機として動作しない他の２つは、常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする鉄道車両システム。
［付記２］
前記第１の台車に搭載される前記第１及び第２の交流電動機は常に力行用の交流電動機として動作し、
前記第２の台車に搭載される第３及び第４の交流電動機は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする付記１に記載の鉄道車両システム。
［付記３］
前記力行用の交流電動機は第１のギアを介して駆動軸に接続され、
前記回生ブレーキ用の交流電動機は第２のギアを介して駆動軸に接続され、
前記第２のギアは、前記第１のギアよりもギア比が小さい
ことを特徴とする付記２に記載の鉄道車両システム。
［付記４］
前記第１から第４の交流電動機を有する駆動車が複数あり、複数の前記駆動車で列車を編成する場合、
進行方向の最も前方側に位置する駆動車における前記第１の台車は、前記進行方向の前方側に位置する台車とし、
進行方向の最も後方側に位置する駆動車における前記第１の台車は、前記進行方向の後方側に位置する台車とする
ことを特徴とする付記２又は３に記載の鉄道車両システム。
［付記５］
前記第１の台車に搭載される前記第１及び第２の交流電動機のうちの一方は常に力行用の交流電動機として動作し、他方は常に回生ブレーキ用の交流電動機として動作し、
前記第２の台車に搭載される第３及び第４の交流電動機のうちの一方は常に力行用の交流電動機として動作し、他方は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする付記１に記載の鉄道車両システム。
［付記６］
前記回生ブレーキ用の交流電動機は、前記第１及び第２の台車のそれぞれにおいて進行方向中央側の駆動軸に接続され、
前記力行用の交流電動機は、前記第１及び第２の台車のそれぞれにおいて進行方向外側の駆動軸に接続される
ことを特徴とする付記５に記載の鉄道車両システム。
［付記７］
前記力行用の交流電動機は第１のギアを介して駆動軸に接続され、
前記回生ブレーキ用の交流電動機は第２のギアを介して駆動軸に接続され、
前記第２のギアは、前記第１のギアよりもギア比が小さい
ことを特徴とする付記６に記載の鉄道車両システム。
［付記８］
前記力行用の交流電動機は、力行制御専用の交流電動機として設計され、
前記回生ブレーキ用の交流電動機は、回生ブレーキ制御専用の交流電動機として設計されている
ことを特徴とする付記１から７の何れか１つに記載の鉄道車両システム。
［付記９］
前記第１から第４の交流電動機は、力行制御及び回生ブレーキ制御共用の交流電動機として設計され、
前記第１及び第２の交流電動機は第１のギアを介して駆動軸に接続され、
前記第３及び第４の交流電動機は第２のギアを介して駆動軸に接続され、
前記第２のギアは、前記第１のギアよりもギア比が小さい
ことを特徴とする付記１に記載の鉄道車両システム。
［付記１０］
前記第１の台車に搭載される前記第１及び第２の交流電動機は常に力行用の交流電動機として動作し、
前記第２の台車に搭載される第３及び第４の交流電動機は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする付記９に記載の鉄道車両システム。
［付記１１］
前記第１から第４の交流電動機を有する駆動車が複数あり、複数の前記駆動車で列車を編成する場合、
進行方向の最も前方側に位置する駆動車における前記第１の台車は、前記進行方向の前方側に位置する台車とし、
進行方向の最も後方側に位置する駆動車における前記第１の台車は、前記進行方向の後方側に位置する台車とする
ことを特徴とする付記１０に記載の鉄道車両システム。
［付記１２］
前記第１の台車に搭載される前記第１及び第２の交流電動機のうちの一方は常に力行用の交流電動機として動作し、他方は常に回生ブレーキ用の交流電動機として動作し、
前記第２の台車に搭載される第３及び第４の交流電動機のうちの一方は常に力行用の交流電動機として動作し、他方は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする付記９に記載の鉄道車両システム。
［付記１３］
前記回生ブレーキ用の交流電動機として動作する交流電動機は、前記第１及び第２の台車のそれぞれにおいて進行方向中央側の駆動軸に接続され、
前記力行用の交流電動機として動作する交流電動機は、前記第１及び第２の台車のそれぞれにおいて進行方向外側の駆動軸に接続される
ことを特徴とする付記１２に記載の鉄道車両システム。
［付記１４］
前記電力変換装置は、共通インバータ回路と、前記共通インバータ回路の出力先を切り替える出力切替器とを備え、
前記出力切替器は、加速時においては、前記共通インバータ回路の出力先を前記力行用の交流電動機の側に切り替え、減速時においては、前記共通インバータ回路の出力先を前記回生ブレーキ用の交流電動機の側に切り替える
ことを特徴とする付記１から１３の何れか１つに記載の鉄道車両システム。
［付記１５］
前記電力変換装置は、力行制御専用のインバータ回路と、回生ブレーキ制御専用のインバータ回路とを備え、
加速時には、前記力行制御専用のインバータ回路を使用して前記力行用の交流電動機を制御し、
減速時には、前記回生ブレーキ制御専用のインバータ回路を使用して前記回生ブレーキ用の交流電動機を制御する
ことを特徴とする付記１から１３の何れか１つに記載の鉄道車両システム。
［付記１６］
前記電力変換装置は、
加速時には、前記力行用の交流電動機に力行トルクが発生するように制御すると共に、前記回生ブレーキ用の交流電動機をフリーランの状態に制御し、
減速時には、前記回生ブレーキ用の交流電動機にブレーキトルクが発生するように制御すると共に、前記力行用の交流電動機をフリーランの状態に制御する
ことを特徴とする付記１５に記載の鉄道車両システム。
［付記１７］
前記電力変換装置は、
加速時には、前記力行用の交流電動機に力行トルクが発生するように制御すると共に、前記回生ブレーキ用の交流電動機にはトルクを発生させず、且つ、前記回生ブレーキ用の交流電動機の駆動周波数を前記力行用の交流電動機の駆動周波数に合わせるように制御し、
減速時には、前記回生ブレーキ用の交流電動機にブレーキトルクが発生するように制御すると共に、前記力行用の交流電動機にはトルクを発生させず、且つ、前記力行用の交流電動機の駆動周波数を前記回生ブレーキ用の交流電動機の駆動周波数に合わせるように制御する
ことを特徴とする付記１５に記載の鉄道車両システム。
The configurations shown in the above embodiments are merely examples, and may be combined with other known technologies, or different embodiments may be combined with each other. It is also possible to omit or modify parts of the configurations as long as they do not deviate from the gist of the invention.
Various aspects of the present disclosure are summarized below as appendices.
[Appendix 1]
A railway vehicle system including first and second bogies, first and second AC motors mounted on the first bogie, third and fourth AC motors mounted on the second bogie, and a power conversion device that controls operations of the first to fourth AC motors,
two of the first to fourth AC motors always operate as AC motors for power running;
The other two, which do not operate as AC motors for power running, always operate as AC motors for regenerative braking.
A railway vehicle system characterized by:
[Appendix 2]
the first and second AC motors mounted on the first bogie always operate as AC motors for power running,
The third and fourth AC motors mounted on the second bogie always operate as AC motors for regenerative braking.
2. The railway vehicle system according to claim 1,
[Appendix 3]
the AC motor for power running is connected to a drive shaft via a first gear,
the regenerative braking AC motor is connected to a drive shaft via a second gear;
The second gear has a smaller gear ratio than the first gear.
3. The railway vehicle system according to claim 2,
[Appendix 4]
When there are a plurality of driving cars each having the first to fourth AC motors and a train is made up of the plurality of driving cars,
the first bogie of the driving vehicle located at the frontmost side in the traveling direction is the bogie located at the front side in the traveling direction,
The first bogie of the driving vehicle positioned at the rearmost side in the traveling direction is the bogie positioned at the rear side in the traveling direction.
4. The railway vehicle system according to claim 2 or 3.
[Appendix 5]
one of the first and second AC motors mounted on the first bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking;
One of the third and fourth AC motors mounted on the second bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking.
2. The railway vehicle system according to claim 1,
[Appendix 6]
the regenerative braking AC motor is connected to a drive shaft on a center side in a traveling direction of each of the first and second bogies,
The AC motor for power running is connected to the drive shaft on the outer side in the traveling direction of each of the first and second bogies.
6. The railway vehicle system according to claim 5,
[Appendix 7 ]
the AC motor for power running is connected to a drive shaft via a first gear,
the regenerative braking AC motor is connected to a drive shaft via a second gear;
The second gear has a smaller gear ratio than the first gear.
7. The railway vehicle system according to claim 6,
[Appendix 8]
the AC motor for power running is designed as an AC motor exclusively for power running control,
The AC motor for the regenerative brake is designed as an AC motor exclusively for regenerative brake control.
8. The railway vehicle system according to any one of claims 1 to 7.
[Appendix 9]
the first to fourth AC motors are designed as AC motors for both power running control and regenerative braking control;
the first and second AC motors are connected to a drive shaft via a first gear;
the third and fourth AC motors are connected to a drive shaft via a second gear;
The second gear has a smaller gear ratio than the first gear.
2. The railway vehicle system according to claim 1,
[Appendix 10]
the first and second AC motors mounted on the first bogie always operate as AC motors for power running,
The third and fourth AC motors mounted on the second bogie always operate as AC motors for regenerative braking.
10. The railway vehicle system according to claim 9,
[Appendix 11]
When there are a plurality of driving cars each having the first to fourth AC motors and a train is made up of the plurality of driving cars,
the first bogie of the driving vehicle located at the frontmost side in the traveling direction is the bogie located at the front side in the traveling direction,
The first bogie of the driving vehicle positioned at the rearmost side in the traveling direction is the bogie positioned at the rear side in the traveling direction.
11. The railway vehicle system according to claim 10.
[Appendix 12]
one of the first and second AC motors mounted on the first bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking;
One of the third and fourth AC motors mounted on the second bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking.
10. The railway vehicle system according to claim 9,
[Appendix 13]
the AC motor operating as the regenerative braking AC motor is connected to a drive shaft on a center side in a traveling direction of each of the first and second bogies,
The AC motors operating as the AC motors for power running are connected to the drive shafts on the outer sides in the traveling direction of each of the first and second bogies.
13. The railway vehicle system according to claim 12.
[Appendix 14]
The power conversion device includes a common inverter circuit and an output switch that switches an output destination of the common inverter circuit,
The output switch switches the output destination of the common inverter circuit to the AC motor for powering during acceleration, and switches the output destination of the common inverter circuit to the AC motor for regenerative braking during deceleration.
14. The railway vehicle system according to any one of claims 1 to 13.
[Appendix 15]
the power conversion device includes an inverter circuit dedicated to powering control and an inverter circuit dedicated to regenerative braking control,
During acceleration, the inverter circuit dedicated to powering control is used to control the AC motor for powering,
During deceleration, an inverter circuit dedicated to the regenerative brake control is used to control the AC motor for the regenerative brake.
14. The railway vehicle system according to any one of claims 1 to 13.
[Appendix 16]
The power conversion device is
During acceleration, the AC motor for powering is controlled to generate a powering torque, and the AC motor for regenerative braking is controlled to a free-running state;
During deceleration, the regenerative braking AC motor is controlled to generate a braking torque, and the powering AC motor is controlled to a free-run state.
16. The railway vehicle system according to claim 15.
[Appendix 17]
The power conversion device is
During acceleration, the AC motor for powering is controlled so as to generate a powering torque, while the AC motor for regenerative braking is controlled so as not to generate a torque, and the drive frequency of the AC motor for regenerative braking is controlled so as to match the drive frequency of the AC motor for powering,
During deceleration, the AC motor for regenerative braking is controlled to generate a brake torque, while the AC motor for power running is controlled not to generate a torque, and the drive frequency of the AC motor for power running is controlled to match the drive frequency of the AC motor for regenerative braking.
16. The railway vehicle system according to claim 15.
Claims (17)
前記第１から第４の交流電動機のうちの２つは、常に力行用の交流電動機として動作し、
前記力行用の交流電動機として動作しない他の２つは、常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする鉄道車両システム。 A railway vehicle system including first and second bogies, first and second AC motors mounted on the first bogie, third and fourth AC motors mounted on the second bogie, and a power conversion device that controls operations of the first to fourth AC motors,
two of the first to fourth AC motors always operate as AC motors for power running;
the other two motors that do not operate as AC motors for powering always operate as AC motors for regenerative braking.
前記第２の台車に搭載される第３及び第４の交流電動機は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする請求項１に記載の鉄道車両システム。 the first and second AC motors mounted on the first bogie always operate as AC motors for power running,
The railway vehicle system according to claim 1 , wherein the third and fourth AC motors mounted on the second bogie always operate as AC motors for regenerative braking.
前記回生ブレーキ用の交流電動機は第２のギアを介して駆動軸に接続され、
前記第２のギアは、前記第１のギアよりもギア比が小さい
ことを特徴とする請求項２に記載の鉄道車両システム。 the AC motor for power running is connected to a drive shaft via a first gear,
the regenerative braking AC motor is connected to a drive shaft via a second gear;
The railway vehicle system according to claim 2 , wherein the second gear has a smaller gear ratio than the first gear.
進行方向の最も前方側に位置する駆動車における前記第１の台車は、前記進行方向の前方側に位置する台車とし、
進行方向の最も後方側に位置する駆動車における前記第１の台車は、前記進行方向の後方側に位置する台車とする
ことを特徴とする請求項２に記載の鉄道車両システム。 When there are a plurality of driving cars each having the first to fourth AC motors and a train is made up of the plurality of driving cars,
the first bogie of the driving vehicle located at the frontmost side in the traveling direction is the bogie located at the front side in the traveling direction,
The railway vehicle system according to claim 2 , wherein the first bogie of the driving car positioned at the rearmost side in the direction of travel is the bogie positioned at the rear side in the direction of travel.
前記第２の台車に搭載される第３及び第４の交流電動機のうちの一方は常に力行用の交流電動機として動作し、他方は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする請求項１に記載の鉄道車両システム。 one of the first and second AC motors mounted on the first bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking;
2. The railway vehicle system according to claim 1, wherein one of the third and fourth AC motors mounted on the second bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking.
前記力行用の交流電動機は、前記第１及び第２の台車のそれぞれにおいて進行方向外側の駆動軸に接続される
ことを特徴とする請求項５に記載の鉄道車両システム。 the regenerative braking AC motor is connected to a drive shaft on a center side in a traveling direction of each of the first and second bogies,
The railway vehicle system according to claim 5 , wherein the AC motor for power running is connected to an outer drive shaft in the direction of travel of each of the first and second bogies.
前記回生ブレーキ用の交流電動機は第２のギアを介して駆動軸に接続され、
前記第２のギアは、前記第１のギアよりもギア比が小さい
ことを特徴とする請求項６に記載の鉄道車両システム。 the AC motor for power running is connected to a drive shaft via a first gear,
the regenerative braking AC motor is connected to a drive shaft via a second gear;
The railway vehicle system according to claim 6 , wherein the second gear has a smaller gear ratio than the first gear.
前記回生ブレーキ用の交流電動機は、回生ブレーキ制御専用の交流電動機として設計されている
ことを特徴とする請求項１に記載の鉄道車両システム。 the AC motor for power running is designed as an AC motor exclusively for power running control,
2. The railway vehicle system according to claim 1 , wherein the AC motor for the regenerative brake is designed as an AC motor dedicated to regenerative brake control.
前記第１及び第２の交流電動機は第１のギアを介して駆動軸に接続され、
前記第３及び第４の交流電動機は第２のギアを介して駆動軸に接続され、
前記第２のギアは、前記第１のギアよりもギア比が小さい
ことを特徴とする請求項１に記載の鉄道車両システム。 the first to fourth AC motors are designed as AC motors for both power running control and regenerative braking control;
the first and second AC motors are connected to a drive shaft via a first gear;
the third and fourth AC motors are connected to a drive shaft via a second gear;
The railway vehicle system according to claim 1 , wherein the second gear has a smaller gear ratio than the first gear.
前記第２の台車に搭載される第３及び第４の交流電動機は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする請求項９に記載の鉄道車両システム。 the first and second AC motors mounted on the first bogie always operate as AC motors for power running,
The railway vehicle system according to claim 9 , wherein the third and fourth AC motors mounted on the second bogie always operate as AC motors for regenerative braking.
進行方向の最も前方側に位置する駆動車における前記第１の台車は、前記進行方向の前方側に位置する台車とし、
進行方向の最も後方側に位置する駆動車における前記第１の台車は、前記進行方向の後方側に位置する台車とする
ことを特徴とする請求項１０に記載の鉄道車両システム。 When there are a plurality of driving cars each having the first to fourth AC motors and a train is made up of the plurality of driving cars,
the first bogie of the driving vehicle located at the frontmost side in the traveling direction is the bogie located at the front side in the traveling direction,
The railway vehicle system according to claim 10, wherein the first bogie of the driving car positioned at the rearmost side in the direction of travel is the bogie positioned at the rear side in the direction of travel.
前記第２の台車に搭載される第３及び第４の交流電動機のうちの一方は常に力行用の交流電動機として動作し、他方は常に回生ブレーキ用の交流電動機として動作する
ことを特徴とする請求項９に記載の鉄道車両システム。 one of the first and second AC motors mounted on the first bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking;
10. The railway vehicle system according to claim 9, wherein one of the third and fourth AC motors mounted on the second bogie always operates as an AC motor for power running, and the other always operates as an AC motor for regenerative braking.
前記力行用の交流電動機として動作する交流電動機は、前記第１及び第２の台車のそれぞれにおいて進行方向外側の駆動軸に接続される
ことを特徴とする請求項１２に記載の鉄道車両システム。 the AC motor operating as the regenerative braking AC motor is connected to a drive shaft on a center side in a traveling direction of each of the first and second bogies,
The railway vehicle system according to claim 12 , wherein the AC motors operating as the AC motors for power running are connected to drive shafts on the outside in the direction of travel of each of the first and second bogies.
前記出力切替器は、加速時においては、前記共通インバータ回路の出力先を前記力行用の交流電動機の側に切り替え、減速時においては、前記共通インバータ回路の出力先を前記回生ブレーキ用の交流電動機の側に切り替える
ことを特徴とする請求項１から１３の何れか１項に記載の鉄道車両システム。 The power conversion device includes a common inverter circuit and an output switch that switches an output destination of the common inverter circuit,
14. The railway vehicle system according to claim 1, wherein the output switch switches the output destination of the common inverter circuit to the AC motor for powering during acceleration, and switches the output destination of the common inverter circuit to the AC motor for regenerative braking during deceleration.
加速時には、前記力行制御専用のインバータ回路を使用して前記力行用の交流電動機を制御し、
減速時には、前記回生ブレーキ制御専用のインバータ回路を使用して前記回生ブレーキ用の交流電動機を制御する
ことを特徴とする請求項１から１３の何れか１項に記載の鉄道車両システム。 the power conversion device includes an inverter circuit dedicated to powering control and an inverter circuit dedicated to regenerative braking control,
During acceleration, the inverter circuit dedicated to powering control is used to control the AC motor for powering,
The railway vehicle system according to any one of claims 1 to 13, wherein, during deceleration, an inverter circuit dedicated to regenerative brake control is used to control the AC motor for the regenerative brake.
加速時には、前記力行用の交流電動機に力行トルクが発生するように制御すると共に、前記回生ブレーキ用の交流電動機をフリーランの状態に制御し、
減速時には、前記回生ブレーキ用の交流電動機にブレーキトルクが発生するように制御すると共に、前記力行用の交流電動機をフリーランの状態に制御する
ことを特徴とする請求項１５に記載の鉄道車両システム。 The power conversion device is
During acceleration, the AC motor for powering is controlled to generate a powering torque, and the AC motor for regenerative braking is controlled to a free-running state;
16. The railway vehicle system according to claim 15, wherein, during deceleration, the regenerative braking AC motor is controlled to generate a brake torque, and the powering AC motor is controlled to be in a free-running state.
加速時には、前記力行用の交流電動機に力行トルクが発生するように制御すると共に、前記回生ブレーキ用の交流電動機にはトルクを発生させず、且つ、前記回生ブレーキ用の交流電動機の駆動周波数を前記力行用の交流電動機の駆動周波数に合わせるように制御し、
減速時には、前記回生ブレーキ用の交流電動機にブレーキトルクが発生するように制御すると共に、前記力行用の交流電動機にはトルクを発生させず、且つ、前記力行用の交流電動機の駆動周波数を前記回生ブレーキ用の交流電動機の駆動周波数に合わせるように制御する
ことを特徴とする請求項１５に記載の鉄道車両システム。 The power conversion device is
During acceleration, the AC motor for powering is controlled so as to generate a powering torque, while the AC motor for regenerative braking is controlled so as not to generate a torque, and the drive frequency of the AC motor for regenerative braking is controlled so as to match the drive frequency of the AC motor for powering,
16. The railway vehicle system according to claim 15, wherein, during deceleration, the regenerative braking AC motor is controlled to generate a brake torque, the powering AC motor is controlled not to generate a torque, and the drive frequency of the powering AC motor is controlled to match the drive frequency of the regenerative braking AC motor.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2023/030236 WO2025041285A1 (en) | 2023-08-23 | 2023-08-23 | Railway vehicle system |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| JPWO2025041285A1 JPWO2025041285A1 (en) | 2025-02-27 |
| JPWO2025041285A5 true JPWO2025041285A5 (en) | 2025-12-04 |
| JP7781349B2 JP7781349B2 (en) | 2025-12-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2025541232A Active JP7781349B2 (en) | 2023-08-23 | 2023-08-23 | Railway Vehicle Systems |
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| Country | Link |
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| JP (1) | JP7781349B2 (en) |
| CN (1) | CN121712664A (en) |
| WO (1) | WO2025041285A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2011019326A (en) * | 2009-07-08 | 2011-01-27 | Toshiba Corp | Train control system |
| JP5566977B2 (en) * | 2011-09-07 | 2014-08-06 | 株式会社日立製作所 | Railway vehicle drive system |
| JP7289914B2 (en) | 2019-06-14 | 2023-06-12 | 株式会社日立製作所 | Driving device for permanent magnet synchronous motor, driving method, and railway vehicle |
| DE112020007275T5 (en) | 2020-06-02 | 2023-05-25 | Mitsubishi Electric Corporation | ELECTRIC VEHICLE CONTROL DEVICE |
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- 2023-08-23 JP JP2025541232A patent/JP7781349B2/en active Active
- 2023-08-23 CN CN202380101550.XA patent/CN121712664A/en active Pending
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