• 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:
    The invention relates to a trailer (2) intended to be coupled to a cycle such as a bicycle, and a trailer and cycle assembly, said trailer (2) comprising a frame (3) defining a longitudinal axis AA and comprising wheels (4B), each being coupled to an electric motor, and a device for controlling the direction and speed or braking of the trailer according to given control instructions, the driving device comprising at least two deformation sensors ( 6B) fixed to the frame, symmetrically with respect to the longitudinal axis thereof, each deformation sensor (6B) being situated near one of the wheels (4B), upstream of the latter, and a unit of control (7) of the engines adapted to receive the information relating to the deformations measured by the deformation sensors when the trailer is coupled to said cycle.
    公开号:FR3048223A1
    申请号:FR1651572
    申请日:2016-02-25
    公开日:2017-09-01
    发明作者:Gilles Vallier；Nicolas Duvaut；Damien Duvaut
    申请人:Gilles Vallier；Nicolas Duvaut；Damien Duvaut；
    IPC主号:
    专利说明:

    MOTORIZED TRAILER HAVING A DEVICE FOR SERVICING THE ENGINES
    TECHNICAL FIELD OF THE INVENTION
    [001] The invention relates to the field of towed vehicles.
    [002] The invention relates more particularly to a motorized trailer intended to be coupled to a cycle, comprising a device for adapting the direction, the speed of advance and / or the braking speed of the trailer when it is coupled to this cycle.
    [003] In the present application, the term "cycle" designates any locomotion device provided with wheels and moved by the action of the feet on pedals (bicycle, tricycle, tandem, etc.), including cycles with assisted pedaling such as an electric bike.
    STATE OF THE ART
    [004] Motorized trailers arranged to adapt their speed of advance and / or their braking speed according to those of the vehicle on which they are hitched are known from the state of the art.
    [005] Among such trailers, those described in applications FR2611611 or WO2010 / 146497 are known.
    [006] Application WO2012 / 095615 is also known of a rolling machine, of the trailer type, capable of being towed by tractor means, comprising means for measuring force placed on the coupling shaft of the rolling machine. tractive means, said measuring means being configured to measure, in the coupled state of the rolling machine, at least one signal representative of the longitudinal force exerted by the tractor means on the rolling machine, or conversely, according to a direction parallel to the longitudinal axis of the rolling machine and at least one signal representative of the transverse force exerted by the tractor means on the rolling implement, or vice versa, in a direction transverse to the longitudinal axis of the rolling craft. The rolling vehicle also comprises motorization means capable of applying a rotational torque to at least one of the wheels, braking means and control means able to communicate with said force measuring means. The control means comprise control means configured to alternately control the motorization means or the braking means as a function of the longitudinal force measured by said force measuring means, so as to apply to at least one one of the wheels of the machine rolling acceleration, or respectively braking, so as to reduce the forces exerted on the coupling shaft and thus "erase" the weight of the rolling machine.
    [007] The rolling vehicle described in the aforementioned application however has the disadvantage of not establishing sufficiently fine measures of the longitudinal and transverse forces exerted at the coupling means to ensure precise control of speed, braking and the direction of the rolling machine. Moreover, the action of the rolling machine on the tractor means remains limited, it being limited to fade compared to tractor means. Finally, the control of the rolling machine offers little flexibility, the cyclist can not intervene on the behavior of the rolling machine during his movement.
    [008] The invention aims to remedy these problems by providing a motorized trailer whose speed, braking and steering can be controlled accurately.
    [009] The invention also aims to provide a trailer that can be controlled dynamically and in real time by the person rolling on the cycle on which it is coupled.
    OBJECT OF THE INVENTION
    For this purpose, and according to a first aspect, the invention provides a trailer intended to be coupled to a cycle, said trailer comprising a frame defining a longitudinal axis AA, said chassis comprising wheels, each wheel being coupled to a electric motor, a device for coupling the chassis to the cycle and a device for controlling the direction and speed or braking of the trailer according to given control instructions, the control device comprising configured force measuring means for measuring at least one signal representative of the longitudinal force and at least one signal representative of the transverse force which are exerted by the cycle on the trailer when the trailer is coupled to said cycle and an engine control unit suitable for receive information relating to the longitudinal and transverse forces measured by the effort measuring means. The trailer is remarkable in that the force measuring means comprise at least two deformation sensors fixed on the chassis, symmetrically with respect to the longitudinal axis of said frame, each deformation sensor being located near one of the wheels and upstream of one of the associated wheels.
    The term "upstream of a wheel", the part of the frame corresponding to the front of the trailer, the axis passing through the hub of the wheels of the trailer delimiting the front portion of the rear portion of the trailer. In other words, the deformation sensors are carried by the part of the chassis between the wheels and the coupling device.
    The deportation of the deformation sensors on the chassis, the latter being provided in the prior art on the coupling device, allows to offer refined measures of the longitudinal forces exerted on each side of the trailer and thus to achieve to a better interpretation of the transverse forces exerted on the coupling pin so as to make the driving of the trailer more precise and in fact more secure than that obtained with the trailers and cycles of the prior art.
    Advantageously, the frame is formed of two longitudinal members on each of which a wheel is fixed, each beam having a deformation sensor disposed at a distance from the associated wheel less than half the distance separating the wheel hub from the wheel. end of the spar closest to the coupling device.
    Advantageously, the control unit comprises an algorithm for controlling the movement of the trailer to the movement of the cycle when said trailer is coupled to said cycle, the algorithm being configured to control the engines according to a mode of operation of the trailer selected from modes of operation implemented in said control unit and measured longitudinal and transverse forces, said operating modes implemented comprising a mode called "erasure" of the trailer in which the motors are driven according to a value of the longitudinal force measured enslaved to a zero value, a so-called "thrust" mode of the trailer in which the motors are driven according to a value of the longitudinal force measured enslaved to a negative value and a mode called "resistant" of the trailer in which the engines are driven according to a value of the longitudinal force measured enslaved to a positive value.
    Advantageously, the operating modes implemented in the control unit are selected and actuated by a remote control device, preferably fixed on the handlebars of the cycle.
    Advantageously, the control device further comprises an electric brake trigger adapted to be fixed on the trigger of one of the mechanical brakes of the cycle.
    Advantageously, the trailer comprises at least one rechargeable battery during operation in the trailer resistant mode and / or when actuating the electric brake trigger.
    [0018] Advantageously, the deformation sensors comprise strain gauge sensors.
    Advantageously, each deformation sensor comprises at least two strain gauges disposed at 90 degrees from one another, one of the gauges being oriented along the longitudinal axis AA of the frame. According to a nonlimiting exemplary embodiment, each strain sensor consists of four strain gauges: two gauges positioned along the longitudinal axis AA of the frame, symmetrically to each other with respect to the axis of the spar to which they are associated (axis parallel to the axis of the frame), and two other gauges positioned orthogonally to the axis of the spar, symmetrically to each other with respect to the axis of the spar. It may be provided according to another embodiment, that two of the four strain gauges are replaced by resistors.
    Advantageously, the control unit comprises a module for comparing the speed of the trailer at an intermediate threshold speed and a maximum threshold speed recorded in a memory module of the control unit.
    Advantageously, the trailer comprises at least one photovoltaic module.
    The invention also relates to a coupled cycle of a trailer as described above, including the remote control device, arranged to communicate with the control unit of the trailer and in particular to allow the selection of a mode of operation among the operating modes implemented in the control unit, is fixed on the handlebar of said cycle.
    Advantageously, the cycle comprises an electric brake trigger fixed on the trigger of one of the mechanical brakes of said cycle. "Mechanical brakes" means the conventional brakes (i.e. existing) of the cycle.
    The trailer of the invention has the advantage of being enslaved, not only so as to erase its weight to follow the cycle, but also to push the cycle and thus relieve the cyclist or to slow the cycle.
    Another advantage of the trailer according to the invention is to allow a setting in real time by the cyclist mode of operation of the desired trailer (erasure, thrust or braking).
    Another advantage of the trailer according to the invention is to allow, in the resistive mode, the recovery of braking energy jointly cycle and trailer.
    BRIEF DESCRIPTION OF THE FIGURES
    Other objects and advantages of the invention will become apparent from the following description, with reference to the accompanying drawings, in which: - Figure 1 shows a schematic side view of a set coupled bicycle trailer according to an exemplary embodiment of the invention; - Figure 2 shows a sectional view along the axis II-II of the trailer-bicycle assembly illustrated in Figure 1; - Figure 3 shows a detail view of the trailer shown in Figure 2; - Figure 4 shows a sectional view along the axis IV-IV of the trailer illustrated in Figure 3; FIG. 5 represents an assembly diagram of the force sensor illustrated in FIG. 3; FIG. 6 represents a block diagram of the device for controlling the speed or braking of the trailer implemented in the assembly illustrated in FIG. 1.
    DETAILED DESCRIPTION OF THE FIGURES
    In connection with Figures 1 to 6, there is described an embodiment of an assembly comprising a bicycle 1 coupled to a trailer 2.
    The trailer 2 comprises a frame 3, of longitudinal axis AA, comprising two horizontal longitudinal members 3A, 3B, parallel to each other, on each of which a wheel 4A, 4B is fixed. The wheels 4A, 4B are fixed either directly or via an axle support. The figures illustrate a trailer comprising only two wheels 4A, 4B. It is of course obvious that the invention is not limited to this configuration and that a trailer equipped with several pairs of wheels can be provided without departing from the scope of the invention.
    According to a preferred embodiment, each wheel 4A, 4B is coupled to a motor 15 which is selected reversible to allow, when the trailer is coupled to the bicycle 1, a functioning on the one hand as a motor to make moving the trailer or trailer / bike assembly and secondly as a generator to brake the trailer or the trailer / bike assembly. The advantage of providing a motor per wheel is to allow differentiated control of said wheels 4A, 4B. Moreover, in order to limit the size and simplify the transmission between the motors and the wheels, each motor is advantageously integrated with a wheel (FIG. 1). Advantageously, the motors are DC motors with permanent magnets without reduction.
    The trailer 2 is fixed to the bicycle 1 by means of a coupling device 5. In the illustrated embodiment, the coupling device 5 comprises a first connecting arm 5A provided to one of its ends of a coupling head to the bicycle 1, and a second and third arm 5B, 5C, symmetrical with respect to the first arm 5A and integral with the first connecting arm 5A. Each spar 3A, 3B is secured by one of its ends (the end closest to the bike 1) to the second and third arms 5B, 5C. The coupling device 5 thus has a structure of substantially tetrahedral shape.
    Advantageously, the coupling head of the coupling device is arranged to allow a quick and easy connection and disconnection of the trailer 2 to the bicycle 1. According to a particular embodiment, it can be provided an integrated damping device to the coupling head to de-rigidify the link trailer / bike and thus avoid the transmission of jumps or jerking suffered by the bike to the trailer and vice versa. It may be provided also, in replacement or in addition to the damping device, a trailer / bicycle connection system of the double pivot type, ball joint or the like. As illustrated in Figure 1, the coupling device is arranged to be fixed on the axis of the saddle. The attachment head is provided to adapt to any type of bike and ensure a simple and secure attachment of the trailer 2 to the bike L According to a particular embodiment, the attachment head of the coupling device 5 is formed in two parts, one of the parts being intended to be fixed on the bicycle 1, the other part being provided at the end of the coupling device, said parts being arranged to engage the one with the other, as for example by clipping.
    Advantageously, each spar 3A, 3B comprises a deformation sensor 6A, 6B for measuring in real time the longitudinal forces of traction and / or compression exerted on each side of the trailer 2. The combination of the measurements of these two sensors give information on the longitudinal and transverse forces exerted by the bicycle on the trailer. According to the invention, each deformation sensor 6A, 6B is located near a wheel 4A, 4B, upstream of said wheel 4A, 4B. The term "upstream of the wheel", the portion of the chassis 3 extending towards the front of the bicycle / trailer assembly, that is to say, the part of the chassis 3 closest to the bike 1 As illustrated in FIGS. 1 to 4, the deformation sensors 6A, 6B are arranged at a distance from the associated wheel 4A, 4B less than half the distance separating the wheel hub 4A, 4B from the end of the wheel. 3A beam, 3B closest to the bicycle 1. The strain sensors 6A, 6B are connected to a control unit 7 described below via a suitable wiring.
    Advantageously, the deformation sensors 6A, 6B are strain gauge sensors. In the illustrated embodiment, they comprise four Wheatstone bridge mounted strain gauges (FIG. 5). More particularly, each deformation sensor 6A, 6B comprises four strain gauges 60, 61, 62, 63, two of the opposite gauges 60, 62 being oriented along the longitudinal axis AA of the frame 3, the other two (gauges 61, 63 ) being oriented orthogonally to the axis of the associated spar on which they are fixed. This is of course an exemplary embodiment, the deformation sensors not being limited to this configuration. In particular, there can be provided sensors having a mounting of two strain gauges and two resistors.
    In order to protect the strain gauges 60 to 63 but also the surrounding structure of said gauges of possible shocks, each spar 3A, 3B is advantageously surrounded by a protective sheath 8 (Figures 3 and 4). In the illustrated embodiment, each protective sheath 8 is provided to partially surround the associated spar 3A, 3B, at the portion carrying said gauges.
    According to an advantageous embodiment, it is also possible to provide other strain gauges arranged so as to allow measurement of the stresses in the vertical plane. Such measurements will, when noted and taken into account by the control unit 7, to adapt the engine control for optimal driving fluidity, and thus facilitate the crossing of "small obstacles" such as potholes, sidewalks, etc.
    The control unit 7 controls the operation of each of the engines 5 in speed to control the direction and acceleration or braking of the trailer, and / or the acceleration or braking of the entire bike / trailer, according to the forces measured by the strain sensors 6A, 6B and according to a mode of operation selected by the user of the bicycle 1 among the operating modes implemented in the control unit 7. More specifically, three modes of operation have been implemented in the control unit: a mode called "erasure", a mode called "push" and a mode called "resistant". More particularly, the "erasure" mode corresponds to the mode in which the trailer 2 erases its own weight by the action of its engines to follow the bike 1 whatever its pace, the "push" mode corresponds to the mode in which the trailer 2 pushes the bike and thus relieves the effort of the cyclist by action of its engines, the mode "resistant" corresponds to the mode in which the engine torque is resistant, the trailer 2 then braking the bike 1 and allowing the reloading of one or more battery (s) 12 provided on the trailer 2.
    Depending on the modes selected, the control unit 7 slaved the longitudinal force value measured by each of the strain sensors 6A, 6B to a zero value in "erase" mode (energy consumption), a value negative (compression) mode "push" (increased energy consumption), and a positive value (traction) in "resistant" mode (recharge), and in all modes indirectly controls the value of the transverse force at the level of the hitch axis to a zero value, which allows the trailer to follow the same trajectory as the cycle without transverse effort on the cycle.
    So that the person using the bike 1 can select the operating mode (erasure, thrust, resistance) among the operating modes implemented on the control unit 7, the bike 1 comprises a control device (or interface of control), of the touch screen type 8, remote from the trailer 2, to be advantageously arranged in a manner accessible to the user, especially when the latter is moving by bicycle 1. In the illustrated embodiment, the 8 is touched on the handlebar of the bicycle 1. Advantageously, the values of the intermediate and maximum threshold speeds stored in the control unit 7 can be changed from the touch screen 8. The touch screen 8 and the control unit 7 are arranged to exchange data in a non-wired manner. According to a particular embodiment, it can be provided that a smartphone or similar is the control interface. In this case, the connection of the smartphone with the control unit 7 is performed via a dedicated application. The Smartphone is fixed on a base possibly containing an auxiliary battery for the purpose of its recharging. According to a particular configuration, the control interface makes it possible to activate or deactivate the traffic lights placed at the rear of the trailer 2 to which the interface is connected.
    The control unit 7 further comprises a module for comparing the speed of the trailer / bicycle assembly measured by the sensors 16 of the motors 15 (sensors of the hall effect type) at an intermediate threshold speed and a speed maximum thresholds stored in a memory module of the control unit 7. The intermediate threshold speed corresponds, for example, to the statutory assisting speed limit of the pedelecs (Electric Assisted Bikes), while the maximum threshold speed corresponds to the established speed as not to be exceeded by a bike 1 coupled to a trailer 2. This last speed is called safe speed. Thus, in France, the legal limit speed of assistance of VAE is 25 km / h. The maximum threshold speed can be set for example at 35 km / h. When the trailer / bicycle assembly moves at a speed greater than the intermediate threshold speed, the control unit 7 cancels the "push" mode, acting in replacement and automatically the "erasing" mode, the latter automatically stopping. beyond the maximum threshold speed, the trailer 2 then going into "resistant" mode.
    As understood, the control unit 7 is therefore the intelligence of the trailer 2, operating by means of a control algorithm implemented in the control unit 7. It takes into account the data sent by the deformation sensors 6A, 6B, the mode of operation (erasure, push or resistant) selected by the user on the control interface and the speed of each of the motors 15 measured by the dedicated sensor 16 associated with each motor 15. The control unit 7 calculates from these data the force value that each deformation sensor 6A, 6B should measure and consequently drive the motors in real time by a voltage command to slave the sensors to the value of programmed effort. The voltage control is via an electronic card. FIG. 6 illustrates the block diagram of all the components involved in driving the trailer, in conjunction with the control unit.
    Depending on the desired range and the desired maximum loading mass, the trailer 2 may include one or more batteries 12. A charging socket of the battery 12 is preferably integrated in the trailer 2 for a recharge type urban electric terminal. It can also be provided that the battery 12 is removably attached to the trailer 2 so as to allow mains charging in a home. The battery 12 is advantageously chosen to provide sufficient energy capacity to allow refills of electronic devices (telephones, computers) but also to possibly ensure the recharging of more energy-consuming appliances embedded on the trailer 2: refrigerator, plate cooking, coffee maker, cooler, etc.
    Advantageously, the trailer 2 comprises one or more photovoltaic module (s) 11, preferably monocrystalline flexible. The photovoltaic modules are preferably formed on the upper part of the trailer 2. The presence of the photovoltaic modules 11 has the advantage of recharging the battery 12 and thus extend the autonomy thereof, regardless of whether the trailer 2 either moving or stationary. Other known means or techniques for extending the autonomy of the battery 12 may also be provided in addition to or in replacement of the photovoltaic modules.
    Advantageously, the bicycle 1 comprises an electric brake trigger 9. Like the control interface, the electric brake 9 is a remote member of the trailer 2. It is fixed on one of the mechanical brake triggers of the bicycle , preferably the trigger corresponding to the brake of the rear wheel, and is arranged to be actuated before the mechanical brake: when the user "presses" on the brake, the electric brake trigger 9 is activated first, until to an abutment, said abutment corresponding to the maximum braking power of the motors, to be relayed automatically by the mechanical brake in case of pressure beyond the limit of the trigger of the electric brake 9. This system allows thus the cyclist, in case of emergency braking, to naturally strengthen, that is to say without additional action on his part, the action of the electric brake 9 by the mechanical brake once the electric brake drop 9 in abutment. The braking means of the bicycle 1 are thus greatly saved and the braking energy recovered optimally through the recovery of the kinetic energy of the bicycle. The electric brake trigger 9 also sends its data to the control unit via a wireless connection (radio or Bluetooth) and draws its energy to measure and send the data of the pressure exerted by the user during braking, thus ensuring an electric brake trigger 9 completely autonomous.
    The invention is described in the foregoing by way of example. It is understood that the skilled person is able to achieve different embodiments of the invention without departing from the scope of the invention.
    权利要求:
    Claims (11)
    [1" id="c-fr-0001]
    Trailer (2) intended to be coupled to a cycle, said trailer (2) comprising: - a frame (3) defining a longitudinal axis AA and comprising wheels (4A, 4B), each being coupled to an electric motor ( 15), - a device for coupling the chassis (3) to the cycle and - a device for controlling the direction and speed or braking of the trailer according to given control instructions, the control device comprising: stress measuring means configured to measure at least one signal representative of the longitudinal force and at least one signal representative of the transverse force, which forces are exerted by the cycle on the trailer when the trailer is coupled to said cycle, and a control unit (7) for the engines capable of receiving the information relating to the longitudinal and transverse forces measured by the force measuring means, characterized in that the force measuring means comprise at least two deformation sensors (6A, 6B) fixed to the chassis, symmetrically with respect to the longitudinal axis of said chassis, each deformation sensor (6A, 6B) being located near and upstream of one of the wheels (4A , 4B) associated.
    [2" id="c-fr-0002]
    2. Trailer (2) according to claim 1, characterized in that the frame (3) is formed of two longitudinal members (3A, 3B) on each of which a wheel (4A, 4B) is fixed, each spar (3A, 3B) having a deformation sensor (6A, 6B) disposed at a distance from the associated wheel less than half the distance between the hub of the wheel and the end of the spar closest to the coupling device.
    [3" id="c-fr-0003]
    3. Trailer (2) according to claim 1 or claim 2, characterized in that the control unit (7) comprises an algorithm for controlling the movement of the trailer to the movement of the cycle when said trailer is coupled to said cycle, the algorithm being configured to control the motors (15) according to an operating mode of the trailer selected from operating modes implemented in said control unit (7) and measured longitudinal and transverse forces, said modes of operation implemented comprising a mode called "erasure" of the trailer in which the motors (15) are driven according to a measured value of the measured longitudinal force at a zero value, a mode called "thrust" of the trailer in which the motors (15) are driven according to a value of the longitudinal force measured servocontrolled to a negative value and a so-called "resistant" mode of the trailer in which the motors (15) are driven according to a value of the longitudinal force measured servocontrolled to a positive value.
    [4" id="c-fr-0004]
    Trailer according to the preceding claim, characterized in that the operating modes implemented in the control unit (7) are selected and actuated by a remote control device (8).
    [5" id="c-fr-0005]
    5. Trailer according to any one of claims 1 to 4, characterized in that the control device further comprises an electric brake trigger adapted to be fixed on the trigger of one of the mechanical brakes of the cycle.
    [6" id="c-fr-0006]
    6. Trailer according to any one of claims 3 to 5, characterized in that it comprises at least one rechargeable battery during operation in the trailer resistant mode and / or during the actuation of the electric brake trigger.
    [7" id="c-fr-0007]
    Trailer (2) according to any one of claims 1 to 6, characterized in that the control unit (7) comprises a module for comparing the speed of the trailer (5) at an intermediate threshold speed and a maximum threshold speed stored in a memory module of the control unit (7).
    [8" id="c-fr-0008]
    8. Trailer (2) according to any one of claims 1 to 7, characterized in that the deformation sensors comprise strain gauge sensors.
    [9" id="c-fr-0009]
    9. Trailer (2) according to any one of claims 1 to 8, characterized in that each deformation sensor (6A, 6B) comprises at least two strain gauges disposed at 90 degrees from each other, one of the gauges being oriented along the longitudinal axis AA of the frame (3).
    [10" id="c-fr-0010]
    A coupled trailer cycle (2) according to any of claims 4 to 9, including the remote control device (8), arranged to communicate with the trailer control unit (7) (2). ) and in particular allow the selection of an operating mode among the operating modes implemented in the control unit (7), is fixed on the handlebar of said cycle.
    [11" id="c-fr-0011]
    11. Cycle according to claim 10, characterized in that it comprises a trigger (9) of the electric brake fixed on the trigger of one of the mechanical brakes of said cycle (1).
    类似技术:
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    同族专利:
    公开号 | 公开日
    DK3419886T3|2020-05-04|
    CA3014038A1|2017-08-31|
    FR3048223B1|2018-04-06|
    EP3419886B1|2020-01-29|
    JP6907434B2|2021-07-21|
    JP2019511977A|2019-05-09|
    WO2017144832A1|2017-08-31|
    EP3419886B8|2020-03-11|
    US20190118670A1|2019-04-25|
    ES2787201T3|2020-10-15|
    PT3419886T|2020-05-06|
    EP3419886A1|2019-01-02|
    BR112018067325A2|2019-01-22|
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    法律状态:
    2017-02-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-01| PLSC| Publication of the preliminary search report|Effective date: 20170901 |
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    2018-03-16| TP| Transmission of property|Owner name: K-RYOLE, FR Effective date: 20180202 |
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1651572|2016-02-25|
    FR1651572A|FR3048223B1|2016-02-25|2016-02-25|MOTORIZED TRAILER HAVING A DEVICE FOR SERVICING THE ENGINES|FR1651572A| FR3048223B1|2016-02-25|2016-02-25|MOTORIZED TRAILER HAVING A DEVICE FOR SERVICING THE ENGINES|
    DK17711711.6T| DK3419886T3|2016-02-25|2017-02-27|MOTORIZED EMERGENCY INCLUDES AN ENGINE CONTROL DEVICE|
    PT177117116T| PT3419886T|2016-02-25|2017-02-27|Power-operated trailer comprising a motor control device|
    BR112018067325A| BR112018067325A2|2016-02-25|2017-02-27|power-operated trailer comprising an engine control device|
    EP17711711.6A| EP3419886B8|2016-02-25|2017-02-27|Power-operated trailer comprising a motor control device|
    PCT/FR2017/050422| WO2017144832A1|2016-02-25|2017-02-27|Power-operated trailer comprising a motor control device|
    JP2018544070A| JP6907434B2|2016-02-25|2017-02-27|Electric trailer with motor control|
    ES17711711T| ES2787201T3|2016-02-25|2017-02-27|Motorized trailer containing an engine control device|
    CA3014038A| CA3014038A1|2016-02-25|2017-02-27|Power-operated trailer comprising a motor control device|
    US16/080,215| US20190118670A1|2016-02-25|2017-02-27|Power-operated trailer comprising a motor control device|
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