• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Battery pack for a motor vehicle equipped with an electric traction motor and an electrical edge network (R2), comprising a set of cells (C1 to CN) which comprises a first group of cells (G1) intended to feed the vehicle. electric motor and a second group (G2) of at least one cell, adapted to power the vehicle on-board network.
    公开号:FR3029025A1
    申请号:FR1461403
    申请日:2014-11-25
    公开日:2016-05-27
    发明作者:Ariane Neusser；Serge Loudot；Christian Hiron
    申请人:Renault SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a device for supplying an on-board network of an electric or hybrid motor vehicle.
    [0002] An electric vehicle is equipped, as for a vehicle with a thermal or hybrid engine, with a low-voltage secondary battery, for example 14V, intended for starting the vehicle and for safety functions such as hazard or comfort lights, such as as interior lighting or multimedia. Generally, it is a lead-acid battery. This secondary battery is charged via a DC / DC converter that transfers energy from the main high-voltage Li-ion battery for traction. In order to ensure its function and to avoid its degradation, in particular by sulfation, the state of charge must always be maintained above 70% of the maximum load. As a result, a lead-acid battery has only a limited portion of its total usable power. Take the example of a 500 Wh standard lead-acid battery (size "L1"). Energy of only 150 Wh (30% of 500 Wh) can actually be used. The total mass of such a battery is about 13 kg. Of this total mass, a mass of 9 kg that contains the 70% unused energy portion must nevertheless be moved by the vehicle for the sole purpose of preserving the battery life and guaranteeing the production of power. optimal. In addition, such a battery is generally in the form of a large parallelepipedal housing and difficult to install. It is also difficult to easily determine, at a given moment, the state of health and state of charge of this type of battery. Lastly, a lead-acid battery must be replaced after a few years of use to avoid any failure. The present invention improves the situation.
    [0003] For this purpose, the invention relates to a battery pack for a motor vehicle equipped with an electric traction motor and an electrical edge network, comprising a set of cells, characterized in that said set of cells comprises a first group of cells for supplying the electric motor and a second group of at least one cell adapted to supply the vehicle's vehicle network. Thanks to the invention, the lead battery can be suppressed. The on-board power supply is provided by one or more dedicated cells taken from the battery pack of cells or accumulators for supplying the electric traction motor.
    [0004] Advantageously, the second group is adapted to directly feed the vehicle's on-board network. The second group of cells, dedicated to the on-board network, advantageously has a connection terminal for powering the on-board network. Advantageously, the two groups are electrically isolated from each other in battery power mode.
    [0005] In a first embodiment, the second group of at least one cell is connected to the first group of cells via a safe voltage converter, the second group of at least one cell being intended to be recharged. by the first group of cells through the converter.
    [0006] Advantageously, the battery pack is adapted to control an internal recharge of the second group by the first group via the converter during a parking phase or during an atypical taxi phase during which the at least one second group cell discharges more rapidly than cells of the first group.
    [0007] In a particular embodiment, the battery pack comprises a first two-state relay, open and closed, interposed between the two groups of cells, and a control system for closing the first relay to connect the two groups in series. cells and simultaneously recharge the two groups of cells. Advantageously, the battery pack comprises a second open and closed two-state relay, through which, in the closed state, a terminal of the first group of cells is intended to be connected directly to ground; 10 and the control system is intended to open the first relay and to close the second relay, after a simultaneous recharge of the two groups of cells, once the cells of the first group have reached a predefined load threshold, so as to continue recharge only the cell or cells of the first group.
    [0008] The invention also relates to equipment for a motor vehicle or hybrid comprising the battery pack as previously defined, characterized in that it comprises a dual output charger, having an output connected to the first group of cells and another output connected to the second group of at least one cell. Advantageously, the powers of the two outputs of the dual output charger are sized so that the charging times of the two groups are substantially equal to 5%.
    [0009] Advantageously, the equipment further comprises a charger connected to a recharging terminal of the first group of cells and to ground, the second group of at least one cell having a terminal connected to ground. an electric or hybrid motor vehicle, having an electric motor and an onboard network, characterized in that it comprises a battery pack as defined above, or equipment as defined above.
    [0010] Advantageously, the vehicle comprises a voltage converter interposed between the battery pack and the on-board vehicle network. The invention will be better understood with the aid of the following description of several embodiments of the battery of the invention, with reference to the appended drawings in which: FIG. 1 represents a diagram of the architecture of the battery according to a first embodiment of the invention; FIG. 2 represents a diagram of the architecture of the battery according to a second embodiment of the invention; FIG. 3 represents a diagram of an alternative embodiment of FIG. 2; FIG. 4 represents a diagram of another variant embodiment of FIG. 2; - Figure 5 shows the discharge profiles of a traction battery 20 and an onboard network battery, as produced according to the invention, during a rolling phase; FIG. 6 represents the charging profiles of a traction battery and an on-board network battery, as made according to the invention; FIG. 7 represents a nominal discharge profile (the most common) of a traction battery and an on-board network battery, as made according to the invention; FIG. 8 represents an exceptional discharge profile of a traction battery and an on-board network battery, as made according to the invention, with the contribution of a voltage converter and / or load shedding. of the onboard network.
    [0011] From the outset, it will be noted that in the various figures, the identical or corresponding elements bear the same references, unless specifically indicated otherwise.
    [0012] The invention relates to a battery pack, or battery pack, of the English "battery pack", for a motor vehicle or hybrid having an electric traction motor and an onboard network to which various equipment such as calculators, multimedia equipment, various electric actuators (wiping, window lifts, etc ...), lighting sources, a car radio, etc. The electric traction motor requires a first power supply, high voltage, while that the onboard network requires a second power supply distinct from the first, usually low or medium voltage. In the particular example described here, the first power supply delivers a voltage of 400 V and the second a supply of 12 V.
    [0013] The battery pack is intended to ensure the power supply of the electric traction motor as well as that of the on-board vehicle network. It comprises a set E of a number N (with N> 1) of cells C1, C2,..., CN, or accumulators, for example lithium-ion (Li-ion) cells. The cells form a block. They are housed in the same housing. In the embodiment described here, the voltage at the terminals of each cell is between 2.5V and 4V when the cell is 100% charged.
    [0014] According to the invention, the set of cells E of the battery pack is divided into two groups: a first group G1 containing a plurality N1 of cells; a second group G2 containing a number N2 of cell (s), with 1 <N2 <N1.
    [0015] The first group G1 is intended to ensure the high voltage electrical supply of the electric motor. More specifically, it is intended to power a first high voltage network, denoted R1, to which the electric traction motor is connected via an inverter. In the particular embodiment described here, the group G1 here comprises N-3 cells, in this case cells C1 to CN_3. Cells C1 to CN-3 are here connected in series. The group of cells G1 has two output terminals 1A, 1B which are respectively connected to the two end cells C1 and CN-3. The two terminals 1A, 1B respectively provide a voltage between + HT and -HT (here 400V) to the network R1. The second group G2 is intended to supply the on-board network, denoted R2, by supplying a suitable supply voltage. In this case, the group of cells G2 feeds directly to the onboard network R2, without intermediate voltage converter. It therefore delivers a voltage of 12V. The cells of the group G2 are specifically dedicated to supplying the on-board network R2. In the particular embodiment described here, the group G2 comprises three cells CN_2, CN-1, CN. These three cells are here connected in series. The group G2 has two output terminals 2A, 2B, respectively connected to the two end cells CN-2 and CN. Terminal 2A here provides directly a supply voltage of 14V. Terminal 2B is here connected to ground.
    [0016] In a first embodiment, shown in FIG. 1, the two groups of cells G1, G2 are connected to each other via a first open and closed two-state relay. In addition, a second relay 2 to two states, open and closed, is mounted between the output terminal 1B of the first group G1 and the mass, in parallel with the group of cells G2. Thus, the output terminal 1B is able to be connected to ground via the relay 6. The relay 5 is interposed between the end cell CN_3 of the first group G1 and the end cell CN_2 of the second group G2. In other words, the CN-3 and CN-2 end cells are connected in series via the relay 5 when it is closed. When the relay 5 is open, the two groups of cells G1, G2 are electrically isolated from each other. When the relay 5 is closed, all the cells C1 to CN of the two groups G1, G2 are connected in series.
    [0017] When the relay 5 is open, the cells of the first group G1 and those of the second group G2 are intended to ensure the voltage supply of the electric traction motor and that of the onboard network, respectively.
    [0018] In other words, the two groups of cells G1, G2 then operate in feeding mode. Finally, the two groups of cells G1, G2 constitute two separate power supply batteries B1, B2 which discharge independently of each other according to the power that is demanded by the traction on the one hand, and by the 14V network on the other hand.
    [0019] When the relay 5 is closed, the cells C1 to CN are intended to be simultaneously recharged by a charger 7, in simultaneous charging mode. The second relay 6, when closed, is intended to allow a recharge of only the cells of the first group G1. Furthermore, in a conventional manner, the two terminals 1A (+ HT) and 1B (-HT) of the first group of cells G1 are connected to the cells Ci and CN-3 by means of two switches 8, 9 respectively, intended to isolate the first group G1 of cells from the rest of the vehicle (stopped parked, for example) for security reasons. In addition, in a manner also known, a pre-charge resistor 4 and a switch 3, coupled in series, are connected in parallel with the switch 8.
    [0020] When it is desired to apply the high voltage of 400V to the high voltage network R1, the pre-charge resistor 4 makes it possible to limit the current in order to recharge capacitors (not shown in the diagram) of the network R1, connected downstream of the output terminals 1A, 1B and previously discharged.
    [0021] A battery management system, called "BMS" (Battery Management System), is arranged to monitor the state of charge of the cells of the battery pack and to control its operation. The BMS system is a control system, in particular intended to control the opening and closing of the various relays and / or switches, as explained in the description of the operation that follows.
    [0022] We will now describe the operation of the battery pack in the power phase and recharge phase. In phase (or mode) of rolling, the battery pack supplies voltage to the two networks R1 (high voltage network) and R2 (network). The switches 8 and 9 are closed, and the relays 5 and 6 are open. Thus, the cells of the second group G2 are thus electrically isolated from the cells of the first group G1. Finally, the group G1 and the group G2 form two separate batteries B1, B2.
    [0023] FIG. 7 shows the evolution of the respective states of charge of the battery B1 and of the battery B2, in the case of a nominal operation, during the running of the vehicle. In other words, FIG. 7 represents the respective discharge profiles of the batteries B1 and B2, in nominal operation while the vehicle is running. Both batteries B1 and B2 have similar discharge profiles. When the state of charge of each of the batteries B1 and B2 reaches a low threshold, for example of the order of 5% of its maximum state of charge, the battery B1 must be recharged. Since the battery B2 is dedicated to power supply at 14V, it is sized so that its state of charge is greater than that of the battery B1 traction during a "conventional" rolling, that is to say a rolling profile that statistically covers at least 95% of common uses. In fact, both batteries B1 and B2 must be recharged substantially at the same time Tstop. In phase (or mode) of recharging the cells of the two groups G1 and G2 (ie batteries B1 and B2), the relay 5 is closed, in order to put in series all the cells C1 to CN. Switches 8 and 6 are closed while switches 9 and 3 are open. The output terminal 1A of the group of cells G1 3029025 9 is connected to an output of the charger 7. Another output of the charger 7 is connected to ground or directly connected by a cable with a grounding at a single point. As input, the charger 7 is connected to an external power supply terminal, in the case of an electric vehicle, or in the case of a rechargeable hybrid vehicle. Figure 6 shows the respective charge profiles of batteries B1 and B2. In a first step, from an initial moment t0, all the cells C1 to CN are reloaded simultaneously. In the nominal case, the cells of the group G2 have a state of charge higher than that of the cells of the group G1. Consequently, the group of cells G2 (that is to say the battery B2) reaches a maximum state of charge here of 100% at a time ti, whereas the cells of the group G1 have not yet reached their state maximum charge. At this time, the battery B2 is 100% charged, while the battery B1 is loaded at x%, with x <100, for example of the order of 75%. At the instant ti, in other words once the cells dedicated to the onboard network R2 loaded, the charger 7 is stopped, the relay 5 is open and the relay 6, the relay 9 is closed. Thus, only the cells of the group G1, dedicated to the high voltage network R1, are connected to the output of the charger 7. The charger 7 is then restarted. Note that the duration of the interruption of the charger 7 is sufficiently low (of the order of one second) to be negligible on the charging time. After restarting the charger 7, charging resumes but only for the cells of the first group G1. The charging is stopped at a time t2, when the state of charge of the group of cells G1, in other words of the battery B1, has reached its maximum state of charge of 100%. Thus, in the nominal case, the cells C1 to CN are recharged in two stages: firstly, all the cells C1 to CN are recharged simultaneously, and then, once the cells dedicated to the on-board network R2 have 30 reaches their maximum state of charge, charging continues only for cells dedicated to the high voltage network R1.
    [0024] The invention also relates to equipment comprising the battery pack of FIG. 1 and the charger 7. FIG. 2 represents a second embodiment of the invention.
    [0025] For the sake of clarity, only the elements of this second embodiment which differ from the first embodiment of FIG. 1 will be described hereinafter. A dual output charger 10 is used in place of a conventional charger 10 such as that of FIG. 1. The dual output charger 10 has a first dual terminal output 11A, 11B and a second dual terminal output 12A, 12B . The terminals 1A, 1B of the group of cells G1 are connected to the terminals 11A, 11B of the charger 10. The terminal 2A of the group of cells G2 is connected to the terminal 12A of the charger 10. The terminal 12B is connected to ground, or connected by cable to the terminal 2B, the latter being grounded at a single point. The first output (11A, 11B) of the charger 10 is dedicated to recharging the group of cells G1, in other words battery B1. The second output (12A, 12B) of the charger 10 is dedicated to the recharging of the group of cells G2, in other words of the battery B2. The power of each of the two outputs of the charger 10 is sized according to the energy stored in the battery B1 or B2 to be recharged, so that the respective charging periods of the two batteries are similar, that is to say say with a similar current and in fact a power proportional to the number of cells of each battery pack. The powers of the two outputs of the dual output charger 10 are dimensioned so that the charging times of the two groups are substantially equal to 5%. Advantageously, the charging time of the second group is shorter than that of the first group. This second embodiment does not have relays 5, 6. The cells of group G1 are electrically isolated from those of group G2.
    [0026] The invention also relates to equipment comprising the battery pack of FIG. 2 and a dual output charger 10.
    [0027] In an alternative embodiment, shown in FIG. 3, the battery pack also incorporates an internal voltage converter 13, in this case a DC / DC converter, interposed between the group of cells G1 and the group of cells. 5 cells G2. In FIG. 3, there is shown such a converter 13 integrated in the battery pack of FIG. 2. It could also be integrated in another embodiment of the battery pack, in particular in the battery pack of FIG. allows an internal recharge of the cells of the second group G2 by those of the first group G1. An internal recharge via the converter 13 can be performed under different circumstances: during a parking phase and / or during an atypical taxiing phase (for example in traffic jams) during which the cells second group G2 15 discharge faster than those of the first group G1. The converter 13 has two input terminals 14A, 14B and two output terminals 15A, 15B. The two input terminals 14A, 14B are connected to the terminals 1A, 1B of the group of cells G1. Output terminal 15A is connected to terminal 2A of cell group G2. The output terminal 15B is connected to ground. During an internal recharge, switches 8 and 9 are closed. The internal converter 13 makes it possible to ensure safe redundancy of supply of the critical equipment of the on-board network R2, in particular computers providing safe functions such as ABS braking. This internal converter can be undersized with respect to the converters of the prior art in that it is dimensioned only to ensure the power consumption of the security elements, all other consumers of comfort services can be relieved ( that is, stopped). Knowing that this situation is unlikely: the G2 battery is 30 sized to ensure the vast majority of missions without the need for extra energy from Gl.
    [0028] An internal converter similar to that of FIG. 3 could be integrated in any of the embodiments of the battery pack of the invention, in particular in the battery pack of FIG. 1.
    [0029] In another alternative embodiment, shown in FIG. 4, an additional voltage converter 16 is interposed between, on the one hand, the set of E cells (cells G1 and G2 in series) or the group of cells G1 and on the other hand, the onboard network R2. The converter 16 is connected at the terminals of the set E of cells C1 to CN, or at the terminals 1A (+ HT), 1B (-HT) 10 of the group of cells G1, and at the output at the input of the network R2. In this case, transfer is only possible with relays 8 and 9 closed. The converter 16 is here a DC / DC converter intended to convert an input voltage of approximately 400V into an output voltage of 12V. It is intended to ensure the power supply of the R2 onboard network for reasons of security, for example in case of point failure of the group G2 cells. The converter 16 is optional. It may be added to any of the embodiments of the invention. It can be integrated in the battery pack or be external to it. This converter 16 may be used to supply the on-board network R2 between two recharges, in the case where the group of cells G2 has discharged before the group of cells G1. FIG. 8 shows the evolution of the state of charge of the battery B1 and that of the battery B2, in the particular case where the state of charge of the battery B2 (that is to say cells of group G2) decreases more rapidly than that of battery B1 (i.e. cells of group G1). In this particular case, two management options are possible. A first management option consists, in a first step, in compensating all or part of the discharge of the battery B2 by supplying the on-board network R2 via the additional converter 16 of FIG. 4. In this case, the G2 cells may be either recharged by G1 cells through the internal converter13, or continue to be unloaded at a rate similar to that of G1 cells. If, however, despite the power supply of the converter 16, the discharge of the cells of the group G2 is still too fast compared to that of the cells of the group G1 or the converter 16 does not exist, it implements, in a Secondly, a load shedding strategy or equipment, including unsecured charges, the R2 network. For example, the offloading strategy may consist of authoritatively stopping comfort equipment such as heated seats, lights, a cigarette lighter socket, etc.
    [0030] A second management option consists in supplying the on-board network R2 via the group of cells G1 via the additional converter 16, while implementing the load shedding strategy from the beginning.
    [0031] Alternatively or in addition to the first or second option, when the vehicle is parked without being under load, the internal converter 13 can provide energy transfer from the group of cells G1 to the group of cells G2, especially if the state of charge of the cells of group G2 is insufficient, especially below or close to that of the group of cells zo Gl. The invention has many advantages: - a gain in mass, the lead battery of the prior art weighing between 13kg and 18kg being replaced by a battery of accumulators 25 about 9 kg (knowing that in the case of a conventional architecture this mass is necessarily present since the traction battery contains the energy required for the network 14V); the second group of cells G 2 forming the battery B2 has a capacity of the order of 1 to 2 kWh, which enables it to supply the on-board network while discharging parallel to the cells of the group G 1 forming the battery of traction B1; this is due, on the one hand, to the high density of cells here Li-ion and, on the other hand, to the best cycling ability of B2 battery which can use the bulk of its stored energy before to be recharged; a significant power reduction, or sizing, of the optional converter 16 making it possible to ensure a transfer of energy from the group of cells G1 to the on-board network R2, in case of occasional need, which also brings a saving in mass about 2 kg and a cost reduction; the possibility of diagnosing the battery easily and thus of predicting the availability of the power supply at any moment, which presents a significant interest in terms of operating reliability; - ease of implantation in the vehicle; because the battery does not have to be changed in the course of life and can therefore be placed in less accessible volumes. - gain in cost of use and maintenance, the battery pack of cells 15 need not be replaced as often as a lead battery; the deletion of a high-power DC / DC converter which enabled in the prior art to recharge the lead-acid battery to supply the on-board network by puncturing the traction battery; The suppression of a potential insulation fault between the high voltage network and the low voltage network due to a failure of the DC / DC converter. Indeed, in running the traction network is isolated from the chassis, which allows an insulation fault without safety consequences and allows to continue to operate, which improves the availability. However, this fault must be detected and managed in degraded mode so as to have the fault repaired (prohibition of recharging, restart after stop, lighting of orange indicator on the dashboard ...).
    [0032] It will be emphasized that the fact of dedicating one or more cells of the battery pack for the supply of the on-board power supply does not have a significant impact on the autonomy of the traction battery B1 (knowing that in the case of a Conventional architecture this mass is necessarily present since the traction battery contains the energy required for the network 14V). The invention also relates to an electric or hybrid motor vehicle, having an electric motor and an on-board network, and equipped with a battery pack as previously described and / or equipment comprising a battery pack and an associated charger. The vehicle may also comprise a voltage converter such as the one 16 of FIG. 4, interposed between the battery pack and the vehicle's on-board network (R2). In the foregoing description, the on-board network is powered by a 400V high voltage battery typically. Alternatively, it is possible to envisage a different voltage battery, for example 48V (this low voltage makes it possible to maintain the traction network within the limit of a safe voltage)
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. Battery pack for a motor vehicle equipped with an electric traction motor and an electrical edge network (R2), comprising a set of cells (C1 to CN), characterized in that said set of cells comprises a first group of cells cells (G1) for supplying the electric motor and a second group (G2) of at least one cell distinct from those of the first group (G1) for supplying the vehicle's on-board network. 10
    [0002]
    2. Battery pack according to claim 1, characterized in that the second group (G2) is adapted to directly supply the vehicle's on-board network. 15
    [0003]
    3. Battery pack according to claim 1 or 2, characterized in that the two groups (G1, G2) are electrically isolated from each other in battery power mode.
    [0004]
    4. Battery pack according to one of the preceding claims, characterized in that the second group (G2) of at least one cell is connected to the first group of cells (G1) via a safe voltage converter. (13), the second group of at least one cell being intended to be recharged by the first group of cells through the converter. 25
    [0005]
    5. Battery pack according to the preceding claim, characterized in that it is adapted to control an internal recharge of the second group (G2) by the first group (G1) through the converter (13) during a phase of parking or during an atypical taxiing phase during which the at least one cell of the second group (G2) discharges faster than the cells of the first group (G1). 3029025 17
    [0006]
    6. Battery pack according to one of the preceding claims, characterized in that it comprises a first relay (5) to two states, open and closed, interposed between the two groups of cells (G1, G2), and a system of control for closing the first relay for connecting the two groups of cells in series and simultaneously reloading the two groups of cells (G1, G2).
    [0007]
    7. Battery pack according to the preceding claim, characterized in that - it comprises a second relay (6) with two states, open and closed, through which, in the closed state, a terminal (1B) of the first cell group (G1) is intended to be directly connected to the mass; the control system is intended to open the first relay (5) and to close the second relay (6), after a simultaneous recharge of the two groups of cells, once the cells of the first group (G1) have reached a predefined load threshold, so as to continue charging only the cell or cells of the first group (G1). 20
    [0008]
    8. Equipment for a motor vehicle or hybrid comprising the battery pack according to one of claims 1 to 7, characterized in that it comprises a dual output charger (10), having an output (11A, 11B) connected to the first group of cells (G1) and another output (12A, 12B) connected to the second group of at least one cell (G2). 25
    [0009]
    9. Equipment according to the preceding claim, characterized in that the powers of the two outputs of the dual output charger (10) are dimensioned so that the charging times of the two groups are substantially equal to 5%. 30
    [0010]
    10. Equipment for a motor vehicle or hybrid comprising the battery pack according to one of claims 6 and 7, characterized in that it 3029025 18 further comprises a charger (7) connected to a charging terminal (1A) of the first group of cells (G1) and to ground, the second group of at least one cell (G2) having a terminal connected to ground.
    [0011]
    11.Electric or hybrid electric vehicle, having an electric motor and an on-board network, characterized in that it comprises a battery pack according to one of claims 1 to 7, or equipment according to one of the Claims 8 to 10. Zo
    [0012]
    12.V vehicule according to the preceding claim, characterized in that it comprises a voltage converter (16) interposed between the battery pack and the vehicle edge network (R2).
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    同族专利:
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    DE102011006761A1|2011-04-05|2012-10-11|Robert Bosch Gmbh|Switching matrix of switching system, has switching devices that are arranged to switch supply terminals with respect to output ports in response to control signals to form series/parallel/bridging circuit with power sources|
    EP2587618A2|2011-10-27|2013-05-01|Sanyo Electric Co. Ltd|Car power source apparatus and vehicle equipped with the power source apparatus|
    FR3003827A1|2013-03-28|2014-10-03|Renault Sa|ELECTRICAL POWER SUPPLY SYSTEM OF A HYBRID MOTOR VEHICLE ON-BOARD NETWORK|CN106864283A|2017-02-07|2017-06-20|上海蔚来汽车有限公司|Power type movable charging vehicle method of supplying power to, service ability computational methods|
    CN107650718A|2017-10-11|2018-02-02|吴光军|A kind of electric vehicle rapid charging control circuit and control method|
    WO2019193262A1|2018-04-05|2019-10-10|Psa Automobiles Sa|Rechargeable battery system for a vehicle|
    CN111211590A|2018-11-21|2020-05-29|郑州宇通客车股份有限公司|Vehicle, composite power supply system and energy management method thereof|
    法律状态:
    2015-11-19| PLFP| Fee payment|Year of fee payment: 2 |
    2016-05-27| PLSC| Publication of the preliminary search report|Effective date: 20160527 |
    2016-11-18| PLFP| Fee payment|Year of fee payment: 3 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 4 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 7 |
    2021-11-22| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1461403|2014-11-25|
    FR1461403A|FR3029025B1|2014-11-25|2014-11-25|BATTERY PACK FOR A MOTOR VEHICLE|FR1461403A| FR3029025B1|2014-11-25|2014-11-25|BATTERY PACK FOR A MOTOR VEHICLE|
    EP15808692.6A| EP3224923B1|2014-11-25|2015-10-26|Battery pack for an automotive vehicle|
    PCT/FR2015/052877| WO2016083690A1|2014-11-25|2015-10-26|Battery pack for an automotive vehicle|
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