Supply of electric power to auxiliary equipment of electrically-propelled vehicles, e.g. electric heating or lighting circuits.

Current-collectors and arrangements thereof on electrically-propelled vehicles, e.g. rollers in contact with trolley wire, pantographs or third-rail current-collectors.

Electro-dynamic brake systems for vehicles in general, e.g. electric resistor braking, electric regenerative braking or eddy-current braking.

Electric propulsion of vehicles with power supply external to the vehicle or supplied within the vehicle.

Charging or exchange of Batteries for electric vehicles whilst the car is stopped and details of charging stations including communication between vehicle and the charging station.

Electric propulsion of vehicles with power supply from force of nature, e.g. sun or wind.

Electric propulsion for monorail vehicles, suspension vehicles or rack railways.

Magnetic suspension or levitation for vehicles.

Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles.

Monitoring operating variables, e.g. speed, deceleration or power consumption.

Electric devices on electrically-propelled vehicles for safety purposes, e.g. dead-man's devices, devices for limiting the current under mechanical overload conditions or for preventing excessive speed of the vehicle.

Adaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles in the same vehicle train.

This subclass is the general place for subject-matter relating to the propulsion of electrically-propelled vehicles, for control of the propulsion and for collecting electrical power therefor.

However conjoint control of two or more vehicle subunits, one of which may be an electrical propulsion unit, and subject-matter relating to control of hybrid vehicles comprising an internal-combustion motor and an electric motor, are covered in subclass B60W.

Further subject-matter relating to arrangements or mounting of electrical propulsion units, electric gearings or auxiliary drives in vehicles, are covered in subclass B60K. That includes also the transmission of drive from electric motors to the ultimate propulsive elements in vehicles and the disposition of electric propulsion equipment, other than current collectors.

This subclass is also the application-oriented place for subject-matter relating to electro-dynamic or dynamo-electric braking systems for vehicles. The function-oriented places for such systems are subclasses H02P and H02K.

Therefore, this subclass covers all vehicles except those restricted to one of the following types of vehicles: rail vehicles, waterborne vessels, aircraft, space vehicles, hand carts, cycles, animal-drawn vehicles, and sledges, which are covered by the relevant subclasses of B61 - B64.

Thus, this subclass covers also:

The following exceptions to the above should be noted:

This sub-group is only applicable to electrically propelled vehicles.

The supply of electric energy to auxiliary motors. These auxiliary motors can be in form of actuators or used to drive all kind of equipment like pumps, compressors.

Supply of electric energy to power outlets or sockets in or at the vehicle. Power may be provided in form of 12 V DC supply or high volt AC. Providing power to charging ports for auxiliary vehicles is also covered.

The provision of electric energy for the climatisation for electric cars. Climatisation covers heating, cooling and ventilation, e.g. cabin climate control.

Heating in this group is to be understood in the broader meaning of changing temperature including cooling and ventilating

Vehicles supplied by overhead contact lines.

Provision of heating during charging of battery driven electrically propelled vehicles

The provision of electrical energy to heating devices that use only one kind of supply. The origin of this group are heating devices that run on electricity, steam or hot air e.g. in trains.

The provision of electrical energy to heating devices that use different supplies. This group covers not only heating devices that run on different forms of electric energy but also heating devices in trains that run additionally on steam, hot water or hot air.

Provision of electric energy to electric lighting circuits for electric cars.

Vehicles supplied by overhead contact lines.

Energy recovering from auxiliary equipment e.g. downward movement of fork lift fork is used to regenerate energy. This procedure can also be frequently found in working vehicles.

Methods and devices for crash or collision prevention;

Methods and devices for detection of failure in the drive train;

Dead-man's devices;

Methods and devices for cutting of power under fault conditions;

Methods and devices for limiting traction current under mechanical overload conditions;

Methods and devices for preventing excessive speed of the vehicle;

Methods and devices for indicating wheel slip;

Methods and devices for monitoring and recording operating variables.

Measuring in general G01

Emergency protective circuit arrangements H02H

Methods and devices dealing with the impact or the results of a crash or a collision. This includes the disconnection of the battery or the discharge of the smoothing capacitor.

Methods and devices for preventing crashes or collisions.

Methods and devices for detecting or overcoming abnormalities in the drive train whilst the vehicle is in operation

Methods and devices for detecting or overcoming abnormalities associated with the inverter systems e.g. semiconductor switch failure

Methods and devices for detecting or overcoming abnormalities associated with sensors e.g. motor position senor, voltage sensors or wheel speed sensors

Methods and devices for detecting or overcoming abnormalities associated with the electric energy storage e.g. battery or capacitor.

Methods and devices for detecting or overcoming abnormalities associated with fuel cells

Methods and devices for detecting or overcoming abnormalities associated with the electrical machines of the vehicle e.g. drive motors or generators

Methods and devices for detecting or overcoming abnormalities associated with the electric isolation e.g. ground fault or leaking current

Methods and devices for detecting or overcoming abnormalities associated with brakes

Methods and devices for detecting or overcoming abnormalities associated with control modules

Same or similar elements are used to replace a failed component of the drive train. This can be either a supernumerary part only foreseen for this purpose or an other devices that serves originally a different propose.

Failsafe devices initiating appropriate safety measures in case that the human operator becomes incapacitated.

This subclass also covers the discharge or isolation of elements with high energy content e.g. batteries under fault conditions in so far as specially adapted for electric vehicles

Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition are covered in H02H and H01H

When all wheels are driving wheels, none of them can be relied on to give the true vehicle speed because all wheels could be spinning. Thus the vehicle speed can not be measured directly and has to be calculated, estimated or simulated. This established vehicle speed is then compared to the measured wheel speed to determine if the wheel is blocked or if it spins.

Traction control systems

Anti-lock braking system (ABS = Antiblokiersystem) The braking torque is controlled to prevent the wheels from locking up (that is, ceasing rotation) and therefore avoiding slipping or skidding.

Recording, measuring and detecting operating variables of an electric vehicle

Current collectors for vehicles on a railway track comprising two rails. The third rail is the power supply rail.

Intermittent electrical power transfer to vehicle in motion.

The electric traction motor is used as a generator and in this way slowing the vehicle. The energy produced can either be fed back into the supply, stored in a battery, dissipated in a braking resistors or used to power the engine driven generator that is used as a motor and dragging the combustion engine.

The electric traction motor is short circuited and produces a braking force. The energy is dissipated in the motor itself.

Electric currents are applied to the motor in a way that induces a magnetic field that turns in an opposite direction to the one of the motor. The magnetic field serves to brake the motor. This method can still be applied if battery is fully charged. The main part of the energy is dissipated in the motor itself.

Braking resistors are used to dissipate the energy regenerated by electrodynamic braking.

Vehicles propelled by motors driven by a dc current

Vehicles propelled by motors driven by a ac current

The traction battery is used to store the energy regenerated by electrodynamic braking.

Vehicles propelled by motors driven by a dc current

Vehicles propelled by motors driven by an ac current

The mechanical resistance of the vehicle combustion engine is used to dissipate the energy regenerated by electrodynamic braking.

The traction battery is used to store the energy regenerated by electrodynamic braking. If its storage capacity is not sufficient (e.g. during peaks), braking resistors are used to dissipate the energy regenerated by electrodynamic braking.

Wear-free systems for slowing a vehicle creating eddy currents in a metal by means of induction.

The propulsion energy of the vehicle is provided by forces of nature in or at the vehicle itself. This can be achieved e.g. by solar panels and wind mills.

The electric energy used for propulsion is generated using light e.g. sun light in or at the vehicle.

The electric energy used for propulsion of the vehicle is generated in or at the vehicle using wind energy.

Trains, streetcars, buses or similar vehicles using overhead power lines. The vehicle is supplied with electric energy meanwhile it is in motion and as well during stops in stations. The major part of the traction energy is delivered externally to the vehicle a relative small amount of energy may be stored within the vehicle.

Controlling the speed of the traction motor implies the control of the vehicle speed itself.

Control for monorail vehicles, suspension vehicles, rack railways or vehicles propelled by linear motors as covered by B60L 13/00

Control for magnetic suspension or levitation for propulsion purposes as covered by B60L 13/00

B60L 13/00 covers the devices, this group covers the control (method) aspects.

Control for vehicles propelled by linear motors.

Details of converters and inverters only in so far specially adapted for the drive train of electric vehicles

Control for vehicles using control methods based on coordinate transfer to a coordinate system rotating with the rotor of the electric machine. By doing so the stator current of an electrical motor can be broken down into the torque and field component allowing to independently control the torque and field of an electric motor.

Electrodynamic braking breaking B60L 7/00

Braking on a slope (ascendant and descendant);

Stopping on a slope;

Anti rollback systems on a slope;

Limiting current through motor on Lock State

Stalled state or at zero or low speed (on a slope);

Regenerative braking during low descent on a slope.

Different speed of wheels on opposite sides of the vehicles whilst turning, e.g. electrical differential and systems of the like. Of particular importance for wheel motors.

The efficient use of energy in electric cars and strategies to achieve this.

Control is affected upon the transmission or the clutch

Methods emulating the creeping state of an automatic transmission.

Methods for accelerating the vehicle from stand still.

Methods facilitating the process of overtaking.

The joint control of multiple units. Historically this concerns mainly trains with multiple individual propelled units. However this group also covers a collective of electric vehicles that is controlled together.

Electric vehicles using electric energy stored or provided in various forms within the vehicle. The electric energy can be provided by engine-driven generators or fuel cells, stored in electrical cells like batteries or in capacitors, or converted from mechanically stored energy.

Electric vehicles using an engine-driven generator as only power supply, e.g. diesel electric locomotives.

Motors and generators are being considered as being of type AC or DC according to the form of the current used in the motor or generator.

Additional electric power supply independent of the power supplied by the engine-driven generators.

Vehicles, where, under certain conditions, power is directly delivered from the engine to the wheels. This includes also electric equipment for hybrid vehicles unless they are conjointly controlled with the combustion engine.

Classification should additionally be made:

Electric vehicles using human power in addition to other sources of electrical energy

Electrical energy is converted into mechanical energy and stored mechanically. For later use it is reconverted into electrical energy.

Electric vehicles using capacitors in addition to other sources of electrical energy, e.g. to accommodate short-term power fluctuations. The capacitors should explicitly be meant to provide propulsion energy.

General features that are not specific for either batteries or fuel cells.

Vehicles supplied with electric energy from an electrical cell and propelled by AC motors.

Vehicles supplied with electric energy from an electrical cell and propelled by motors driven by a DC current

Vehicle supplied with electric energy from an electrical cell and additionally from the outside mostly in the form of an overhead power line.

The term "batteries" is used as well for accumulators.

Arrangements of the plural prime-movers in series hybrid vehicles or aspects related to the architecture of series hybrid vehicles are covered by B60K 6/20, especially B60K 6/46.

Control of series hybrid vehicles involving plural prime-movers, i.e. when the control is not restricted to the electrical drivetrain, is covered by B60W 20/00.

Vehicles with propulsion power supplied by batteries charged by engine-driven generators that are not providing enough power to supply the maximum output power of the vehicles, e.g. range extenders. This kind of vehicle has a reduced power output if it is only powered by low-power generators.

This group does not cover constructional details of batteries per se which are covered by H01M.

Arrangements or location of batteries only in so far as specially adapted for the drive train of electric vehicles.

Electric vehicles powered by fuel cells.

Arrangements or locations of fuel cells only in so far as specially adapted for the drive train of electric vehicles.

Details of fuel cells only in so far as specially adapted for the drive train of electric vehicles.

This group does not cover constructional details of fuel cells per se, which are covered by H01M 8/00.

Electric vehicles using electrical energy provided by sources not covered by groups B60L 50/10 - B60L 50/50, e.g. gas turbine driven generators, radioisotope thermoelectric generators (RTG) or energy converted from energy stored pneumatically or hydraulically.

Charging and discharging of electric vehicles.

Aspects of

The vehicles are normally not moving during the charging process. Exceptionally an inductive energy transfer may occur during the ride.

Charging of batteries, specially adapted for propulsion of electric vehicles, characterised by the type of energy transfer between the charging station and the vehicle.

The energy transferred to or from the vehicle is used to adjust the SOC of the vehicle rather than for immediate propulsion. The vehicle is normally stationary, or at least stationary in relation to the charging station.

Electric propulsion of vehicles using power supplied by batteries in combination with an external power supply is covered by B60L 50/53.

Electric propulsion of vehicles with power supply external of the vehicle is covered by B60L 9/00.

Methods for charging vehicles considerably faster than normal charge, e.g. less than 30 minutes, or also called "fast charging" or "mode 4".

Arrangements where the charging energy is transmitted inductively from the charging station to the vehicle.

The energy needed to propel the vehicle is transmitted inductively from the station to the vehicle. Often, but not necessarily, the primary inductances are embedded in the floor. The vehicle normally is stopped during the charging process.

This group covers inductive energy transfer specially adapted for electric vehicles, e.g. for the power supply control in cooperation with control and operation of the vehicle or arrangements therefor.

Wireless charging in general is covered by the general technology group H02J 50/00.

Arrangements where the charging energy is transmitted conductively from the charging station to the vehicle.

The connectors are fixed to a station or to the vehicle. The vehicle must be stopped in order to receive any charge. Communication between the station and the vehicle may be established.

Measures and means for charging or discharging electric vehicles distinguished by the use of converters.

Details of converters and inverters only in so far as specially adapted for charging or discharging electric vehicles.

The propulsion converter is used as an onboard charger eliminating the need to provide a separate onboard charger.

Charging stations for electric vehicles and their interaction/communication with the vehicle as well as with the grid supplying the station are classified here. Vehicle recognition, user recognition, theft of energy prevention, measurement of transferred energy, billing of the customer, availability of charging slots for the correspondent vehicle types, recognition of battery types.

Charging installations for electric vehicles not integrated in a building. Typically they are designed for a public environment. They can be of a stand-alone type, e.g. columns or integrated into other street furniture. Means for energy theft prevention associated with charging columns.

Automatic positioning of the plug, the inductive transfer device or the electric vehicle in order to automatically connect to an electric power supply to the vehicle.

The vehicle is positioned in order to allow automatic connection of a plug or charging device. The positioning can be e.g. mechanical by forcing the car in the right position, optically by guiding the driver or by automatic repositioning of the car.

Automatic positioning of the inductive charging device or the vehicle for inductively charging electric vehicles.

If the vehicle is positioned, the document should also be classified in B60L 53/36.

The position of the vehicle to be charged is detected and primary coils are activated selectively to maximise energy transfer. The primary coils can be integrated in the floor surface or in a separate charging device. The primary coils can also be distributed along the road.

If the primary coils are distributed along the road, documents should also be classified in group B60L 53/32.

Methods ruling the exchange of energy and the respective data for charging an electric vehicle. Interaction or communication between the vehicle and the charging station or the electricity grid, e.g. availability of charging slots for the correspondent vehicle types.

Methods for adapting charging of electrical vehicles to the supply possibilities of the electricity grid, e.g. depending on network stability or limits of the network ability to provide power.

Methods for optimising the cost of charging an electric vehicle, e.g. by adapting time or location depending on available energy rates.

Methods that allow the identification of an electric vehicle including recognition of vehicle or battery type.

Methods for measuring energy transferred to and from the vehicle.

Registration, billing and payment associated with the transfer of energy.

Exchange of electric storage elements for electric propulsion of vehicles.

Empty or partially empty or faulty batteries, super-capacitors or similar energy carriers are physically removed from the vehicle and replaced with charged ones. An energy carrier may also be the electrolyte that is exchanged exclusively.

Methods for providing stored energy from the vehicle to the grid. The vehicles serve, e.g. as a net-buffer to stabilise the electricity net.

This main group does not cover methods or circuit arrangements for monitoring or controlling batteries or fuel cells per se, which are covered by G01R 31/36, H01M 6/50, H01M 8/04298 and H01M 10/48.

The state of charge [SoC/SOC] of the battery is determined and influences the control of the vehicle.

The control of the electric vehicle is required to keep the SOC within particular range or window (e.g. between 30% and 70%) so as, for example, increase the life span of the battery.

Methods for prevention of a deep discharge of the battery to avoid damage to or destruction of the battery.

Monitoring the aging of the battery and control methods depending on the established data.

The battery is split in different groups of cells to achieve a desired performance, e.g. using a part for traction purposes whilst another part is recharged.

The battery is switched between series and parallel connection in order to achieve a desired performance.

The interaction of batteries with different voltages, e.g. traction battery and axillary battery.

Methods and means to control battery sets having the same nominal voltage.

Methods or means to equalise the charge state or voltage of a group of battery cells to increase capacity and life span of the battery.

The control of the electric loads is influenced in order to control the battery temperature, e.g. by restricting the maximum drive power or by cutting of auxiliary drives.

Powering up an electric vehicle using the start of the fuel cell including the fuel cell itself.

Control is affected upon the fuel cell temperature. For example, the control of the electric loads is influenced in order to control the fuel cell temperature, e.g. by restricting the maximum drive power or by cutting of auxiliary drives.