EP2876275A1 - Moteur à combustion interne à piston élévateur et procédé de fonctionnement d'un moteur à combustion interne à piston élévateur - Google Patents

Moteur à combustion interne à piston élévateur et procédé de fonctionnement d'un moteur à combustion interne à piston élévateur Download PDF

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Publication number
EP2876275A1
EP2876275A1 EP14002466.2A EP14002466A EP2876275A1 EP 2876275 A1 EP2876275 A1 EP 2876275A1 EP 14002466 A EP14002466 A EP 14002466A EP 2876275 A1 EP2876275 A1 EP 2876275A1
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EP
European Patent Office
Prior art keywords
compressed air
electromagnetic valve
air
internal combustion
combustion engine
Prior art date
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Granted
Application number
EP14002466.2A
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German (de)
English (en)
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EP2876275B1 (fr
Inventor
Franz Werner Prümm
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MAN Truck and Bus SE
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MAN Truck and Bus SE
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Publication of EP2876275A1 publication Critical patent/EP2876275A1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00—Engines characterised by air-storage chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/06—After-charging, i.e. supplementary charging after scavenging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F02D17/023—Cutting-out the inactive cylinders acting as compressor other than for pumping air into the exhaust system
    • F02D17/026—Cutting-out the inactive cylinders acting as compressor other than for pumping air into the exhaust system delivering compressed fluid, e.g. air, reformed gas, to the active cylinders other than during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air

Definitions

  • the invention relates to a reciprocating internal combustion engine and a method for operating a reciprocating internal combustion engine.
  • ATL exhaust gas turbocharger
  • the achievable higher excess air causes a lower nitrogen oxide and particle emission.
  • problematic operating ranges are acceleration processes from idling or the low partial load, since at the time of acceleration there is still no sufficient boost pressure available to maintain a permanently high excess air. Increased nitrogen oxide and particulate emissions (soot emissions) during acceleration processes are the result.
  • the object of the invention is in particular to provide a reciprocating internal combustion engine which is suitable for use with an exhaust gas turbocharger for minimizing pollutant emissions and / or which enables a more efficient operation of the reciprocating internal combustion engine. It is a further object of the invention to provide an improved method of operating a reciprocating internal combustion engine which avoids the disadvantages of conventional operating methods.
  • said objects are achieved by a reciprocating internal combustion engine, in which in addition to the arranged at the air inlet or air outlet of the cylinder head air inlet and outlet valves over which the charge cycle in the exhaust stroke and intake stroke takes place, an electromagnetic valve for introducing air is arranged in the combustion chamber and / or air output from the combustion chamber.
  • the electromagnetic valve hereinafter also referred to as an electromagnetically actuated injector is, for example, an electrically controlled solenoid valve.
  • the electromagnetic valve is preferably arranged at the end of a compressed air line, which connects the cylinder, on which the electromagnetic valve is arranged, with a compressed air reservoir of a compressed air system.
  • the electromagnetic valve thus couples in an open position the combustion chamber of the cylinder and a compressed air reservoir via the compressed air line.
  • an additional air introduction into the combustion chamber by means of the electromagnetic valve does not take place via the conventional charge air supply line, but via a separate compressed air line.
  • the intake valves and exhaust valves on the cylinder head may be formed as poppet valves be.
  • the compressed air reservoir can be set up, for example, to feed the air brake of a vehicle.
  • such an electromagnetic valve is arranged on each cylinder head of a cylinder bank.
  • the electromagnetic valve can be controlled to introduce air into the combustion chamber and / or for air delivery from the combustion chamber. Due to the precise and quickly switchable electromagnetic valve thus the amount of air in the combustion chamber can be controlled even with closed inlet and outlet valves, for example in the compression stroke.
  • the electromagnetic valve is preferably controlled by a control unit, such that in a region of closing of the intake valves, the electromagnetic valve is brought into an open position to additionally introduce air into the combustion chamber via the electromagnetic valve.
  • the electromagnetic valve is brought back into a closed position when or before the increased pressure in the cylinder due to the compression in the compression stroke exceeds the air pressure in the compressed air system.
  • the aforesaid region of closing the intake valves should also include times immediately before and immediately after closing the intake valves.
  • the electromagnetic valve is designed so that an effective cross-section of the electromagnetic valve, that is, an effective air injection cross section is in the range of 5 to 20 mm 2 , more preferably in the range of 10 to 15 mm 2 .
  • an effective cross-section of the electromagnetic valve that is, an effective air injection cross section is in the range of 5 to 20 mm 2 , more preferably in the range of 10 to 15 mm 2 .
  • I effective cross sections of 10 to 15 mm 2 are particularly advantageous.
  • the preferred effective opening area of the electromagnetic valve is thus larger than conventional electromagnetic valves and reduces the time required for air injection and air extraction. This is advantageous because of the high compression ratios In diesel engines Verdichtungsenddrücke be achieved in the compression stroke in the order of 50 bar, so that the increased pressure in the cylinder by the compression in a short time exceeds the pressure in the compressed air system of the compressed air tank 1. The available time window for air injection is thus small.
  • the electromagnetic valve can be controlled and controlled by means of a control unit.
  • the control unit may be set up such that control parameters of the valve, in particular regarding a decision as to whether an actuation of the electromagnetic valve in the current operating state, regarding an opening start of the electromagnetic valve and / or an opening end of the electromagnetic valve in response to a piston position, a load request , an engine speed and / or a boost pressure in the cylinder are determined.
  • the control unit is adapted to determine the control parameters of the electromagnetic valve as a function of a pressure and / or a temperature in a compressed air storage system containing compressed air.
  • the engine control unit is used as a control unit for the electromagnetic valve.
  • the reciprocating internal combustion engine is designed with common rail injection.
  • the control unit of the common rail injection system are used, so that for example in a diesel engine, the same engine control unit for controlling the diesel injectors 11 and for controlling the corresponding electromagnetically actuated air injectors 4 is used.
  • the reciprocating internal combustion engine is preferably a self-igniting internal combustion engine (diesel engine).
  • the reciprocating internal combustion engine with the electromagnetic valve may also be designed as a gasoline engine (gasoline engine), which will be explained in more detail below.
  • Another aspect of the invention relates to a motor vehicle, in particular a commercial vehicle with a reciprocating internal combustion engine according to one of the aspects described above.
  • the electromagnetic valve can pneumatically couple the combustion chamber with the compressed air system of the brakes, as already mentioned above.
  • the commercial vehicle comprises a first compressed air system with a first compressed air reservoir, for. B. for supplying the brakes with compressed air, and a second compressed air system with a second compressed air reservoir, wherein the second compressed air reservoir is operated during operation of the vehicle at a higher pressure than the first compressed air reservoir.
  • the second compressed air reservoir is pneumatically coupled to the combustion chamber via the electromagnetic valve and further configured to fill the first pressure accumulator with compressed air.
  • the high compression ratios are exploited in the compression stroke to fill the second compressed air reservoir via a removal of compressed air from the combustion chamber by opening the electromagnetic valve.
  • This has the advantage that the compressed air system for the brakes can be made smaller and for the same volume a larger mass of compressed air can be stored overall.
  • the electromagnetic valves can be designed with smaller effective cross-sections.
  • a method for operating a reciprocating internal combustion engine, wherein compressed air is introduced from a compressed air reservoir via the electromagnetic valve in the combustion chamber, in addition to the charge air, which is introduced via the at least one inlet valve into the combustion chamber. Furthermore, compressed air can be removed from the combustion chamber via the electromagnetic valve and returned to the compressed air reservoir.
  • the additional air injection of compressed air via the electromagnetic valve begins in the region of closing of the at least one inlet valve and ends at the latest when a gas pressure in the cylinder reaches an air pressure in the compressed air reservoir.
  • an electromagnetically operable injector which, compared to poppet valves, can be actuated more precisely and more quickly in order to introduce air into the combustion chamber at short intervals and / or to discharge air from the combustion chamber, allows further additional advantageous operating method of the reciprocating internal combustion engine by appropriate up and Zuberichtung the valve.
  • the method includes the step of, in at least one cylinder with fuel injection shut off, opening and closing the electromagnetic valve in the region of top dead center, preferably immediately before top dead center, in operating conditions where full engine torque is not required the downward movement of the piston is closed again to remove compressed air from the combustion chamber and supply the compressed air reservoir.
  • the internal combustion engine according to the invention can thus be used in operating states in which not the full engine power or the full engine torque is required for compressed air generation. Due to the higher pressure in the cylinder, which arises in the compression stroke, the compressed air reservoirs are filled.
  • the reciprocating internal combustion engine can also be used for brake energy recovery. If deceleration phases without fuel injection as described above are used for generating compressed air, the system will increase in efficiency as braking energy is used to generate compressed air.
  • the control unit controls the electromagnetic valve as follows. At the beginning of the compression stroke of the pushing operation immediately after closing the intake valve, the electromagnetic valve is brought into an open position. At this time, the pressure in the combustion chamber is smaller than in the compressed air reservoir. There is an additional air injection of compressed air into the combustion chamber. At the latest when the gas pressure in the cylinder or in the combustion chamber reaches the pressure in the compressed air reservoir, the electromagnetic valve is closed again. Subsequently, in the region of top dead center, z. B. before top dead center, the electromagnetic valve re-opened and then closed again during the downward movement of the piston to remove compressed air from the combustion chamber and return the compressed air reservoir.
  • a higher braking effect is thus generated in that additional air is introduced into the cylinder in the compression stroke, so that an increased compression work is performed by the increased cylinder charge during the upward movement of the piston, which acts on the crankshaft braking.
  • the injector is opened at top dead center of the piston and removed to fill the compressed air system.
  • a utility vehicle in which the compressed air generation by means of the described removal of compressed air from the combustion chamber and feeding into the compressed air reservoir takes place without a separately mounted air compressor is provided for compressed air generation.
  • Another advantage of the present invention is thus that with a suitable design of the system can be dispensed with the commonly used in commercial vehicles air compressor for compressed air production.
  • the electromagnetic valve is activated so that the amount of air that has been introduced into the combustion chamber via the inlet valve is reduced by an at least partial removal by the electromagnetic valve before combustion in order to increase the exhaust gas temperature specifically.
  • This lube control which is controlled by the electromagnetic valve, enables a targeted increase in the exhaust gas temperatures in order, for example, to allow a previous activity of the exhaust aftertreatment systems after an engine start.
  • This mode is thus preferably used after a cold start until the engine reaches normal operating temperature. Further, in idle and low load range with this embodiment, the effectiveness of the exhaust aftertreatment system can be increased. In contrast to reducing the amount of air by throttling the intake air no loss of efficiency due to throttle losses must be accepted.
  • this mode can be carried out in a self-igniting reciprocating internal combustion engine by providing a lambda probe in a closed loop, wherein the lambda probe measures the controlled variable and the electromagnetic valve is controlled as an actuator.
  • a lambda control as is known per se from the prior art for gasoline engines, be represented for a diesel engine, which corresponds qualitatively to the lambda control of a modern gasoline engine.
  • FIG. 1 schematically shows the structure of the cylinder of a self-igniting internal combustion engine according to an embodiment.
  • the piston 7 movably guided in the cylinder is moved by a connecting rod 8 driven by the crankshaft.
  • At least one inlet valve 5 and at least one outlet valve 6 in the form of poppet valves are arranged on the cylinder head 3. These are opened in the intake stroke and exhaust stroke, the so-called.
  • Charge change part in a known manner alternately with a possible valve overlap and closed again to suck fresh gas from the charge air duct via the inlet valve 5 into the cylinder and push exhaust gas through the exhaust valve 6 from the cylinder.
  • an exhaust gas turbocharger may be provided (not shown), which may generate an overpressure for loading the cylinder via the intake valve 5.
  • the fuel injection into the combustion chamber 3 takes place via the diesel injector 11 arranged on the cylinder head.
  • an electrically actuated solenoid valve 4 is arranged, which opens into the combustion chamber 3.
  • the opening of the solenoid valve 4, which is located outside the combustion chamber 13, is connected to a compressed air line 2 a via which the electromagnetic valve 4 is connected to a compressed air system.
  • the other cylinders of the cylinder bank (in FIG. 1 not shown) are constructed in a comparable manner.
  • a compressed air tank 1 is arranged, from which, for example, the compressed air brake of a commercial vehicle is supplied with compressed air (not shown).
  • the compressed air lines 2a from the electromagnetic valves 4 of each cylinder of the cylinder bank are brought together by an air distributor rail 10 in a compressed air line 2b, which is connected to the compressed air tank 1.
  • a shut-off valve 9 is further provided.
  • the compressed air tank 1, as is typically used in commercial vehicles, is operated in a range of 10 to 12 bar.
  • the control of the electromagnetic valve 4 is effected by the control unit of the common rail injection system, which is connected via a control line to the electromagnetic valve 4 (not shown).
  • the control unit for controlling common rail injectors 11, in particular the output stage for controlling common rail injectors 11, is also suitable for driving the electromagnetic injector 4. According to the present embodiment, therefore, the same output stage, which is used to drive the diesel injector 11, by means of a multiplex method, also used to drive the electromagnetic valve 4.
  • the control unit determines the control variables or parameters required for the control of the electromagnetic valve 4, eg. B. Operation of the valve YES or NO, opening and opening end of the valve 4.
  • the determination of the control variables takes place in dependence on the current load request, the engine speed and the boost pressure, which are already present in the control unit for controlling the diesel injectors 11.
  • the control device is set up to determine the pressure and the temperature in the air system 1 via a digital interface with further control devices arranged in the vehicle or directly by corresponding sensors 17 as further variables used for the calculation of the control parameters.
  • a pressure and temperature sensor 17 on the compressed air tank 1 and a further pressure and temperature sensor 17 is arranged on the distributor rail 10 to measure the pressure and the temperature in the compressed air tank 1 and in the distributor rail 10.
  • FIG. 2 shows a modification of the embodiment FIG. 1 for gasoline engines, so that reference is made to avoid repetition of the above description.
  • a special feature of this internal combustion engine is that Instead of a diesel injector 11, a spark plug 12 is provided, with which the air-fuel mixture in the combustion chamber 13 is ignited. Further, an additional check valve 14 is provided upstream of the electromagnetic valve 4 in the compressed air line 2, to prevent combustible mixture from the combustion chamber 13 via the electromagnetic valve 4 enters the compressed air system.
  • FIG. 3 shows a further modification of the embodiment FIG. 1 and differs from this in that now a two-stage compressed air system is provided.
  • the individual cylinders via their respective electromagnetic valves 4 and the compressed air lines 2a are not connected directly to the compressed air tank 1, from which, for example, the compressed air brake of the commercial vehicle is fed. Rather, a second compressed air tank 14, which is operated at a higher pressure than the first pressure vessel 1, disposed between the first compressed air tank 1 and the cylinders.
  • a pressure and temperature sensor 17 is arranged in each case on the first compressed-air reservoir 1, on the second compressed-air reservoir 14 and on the distributor rail 10 in order to determine the pressure and the temperature in the first compressed-air reservoir 1, in the second compressed-air reservoir 14 and in the distributor. Rail 10 to measure.
  • the second compressed air tank is a high-pressure vessel, which is operated in the order of about 30 bar.
  • the two compressed air tanks 1, 14 are in turn connected via a compressed air line 2c. Between the two compressed air tanks, a check valve 15 and a pressure regulator 16 is arranged. Due to the high compression ratios of diesel engines, compression pressures of the order of 50 bar are achieved. This makes it possible to fill the high pressure vessel 14 via the electromagnetic valve 4 with compressed air generated in the compression stroke with the method described above.
  • the air injection into the cylinder also takes place from the high-pressure tank 14 via the pressure control valve 16 or other controllable valves is a filling of the normal compressed air tank 1 from the high pressure vessel 14th
  • the arrangement off FIG. 3 with two-stage compressed air system has the following advantages:
  • the compressed air system 1 for the brakes can be made smaller, because in the high-pressure system 14 stored air is available as a reserve. With the same volume can be stored in the high pressure system 14 a higher mass of compressed air. Furthermore, a larger mass of compressed air can be stored overall for the same volume.
  • Another advantage is that the electromagnetic valves 4 can be made with a smaller effective cross-section, because the air from the high-pressure system 14 has a higher density and because more time is available for the air injection during the compression phase. Valves 4 with smaller effective cross-section can also be made smaller and thus also require less installation space in the cylinder head 13.
  • an advantage is that the masses to be moved are smaller with a smaller effective cross-section. Therefore, the technical implementation is easier to implement and leads to reduced costs.
  • a first mode includes the additional injection of air, especially during acceleration operations from idle or the low part load, when the exhaust gas turbocharging does not provide sufficient boost pressure for the filling of the cylinder with air.
  • control unit of the electromagnetic valve detects that the cylinders are not sufficiently filled via the intake valves 5 depending on the engine speed and the detected supercharging pressure
  • the control unit activates the operation of the electromagnetic valves 4 of the cylinders and determines the opening start and the opening end of FIG Valves within the four-stroke process.
  • the electromagnetic valves 4 are controlled by the control unit such that in a region of closing of the intake valves, the electromagnetic valve is brought into an open position to additionally compressed air, which is provided by the compressed air reservoir 1, in the combustion chamber 13th via the electromagnetic valve 4 introduce.
  • the electromagnetic valve 4 is again brought into a closed position when or before the increased in the compression stroke in the compression stroke in the cylinder exceeds the air pressure in the compressed air tank 1.
  • the filling of the cylinder with air depends primarily on the instantaneous boost pressure. Therefore, the additional air to be blown through the electromagnetic valves 4 can be steadily reduced depending on the increasing boost pressure. If the boost pressure has reached the required value, the additional air injection is switched off.
  • the first mode of operation maintains a permanently high air surplus to reduce nitrogen oxide and particulate emissions.
  • a second mode can be used for compressed air generation.
  • a third mode can be used for brake energy recovery. This thrust phases are used without fuel injection for compressed air generation according to the second mode. This results in an increase in efficiency of the system, as braking energy is used for compressed air generation.
  • a fourth mode can be used for brake assistance.
  • Another advantage of the invention is that in overrun mode, without diesel injection, the valve operation of the electromagnetic valves 4 can be set so that the braking effect of the engine is increased.
  • the valve operation of the electromagnetic valves 4 can be set so that the braking effect of the engine is increased.
  • FIG. 1 shown system by appropriate dimensioning of the compressed air reservoir and the operating modes in which compressed air is generated to interpret so that thereby the compressed air demand of the vehicle is covered and can be completely dispensed with the commonly used in commercial vehicles air compressor for compressed air generation.
  • a fifth mode of operation of the solenoid valve 4 is to reduce the amount of air for combustion.
  • the exhaust gas temperature can be selectively increased, for example, an earlier activity of the exhaust aftertreatment system to allow after engine start. Even at idle and low load range, the effectiveness of the exhaust aftertreatment system can be increased with this measure.
  • a particular advantage of this mode is that, in contrast to reducing the amount of air by throttling the intake air while no loss of efficiency due to throttle losses must be taken into account.
  • the electromagnetic valve 4 can be operated according to the first mode, in addition via the electromagnetic valve 4 compressed air is introduced into the combustion chamber 13 to provide an additional way to influence the air fuel ratio in the combustion chamber 13.
  • an additional check valve 14 is provided to prevent a combustible mixture from the combustion chamber 13 enters the compressed air system, the above-mentioned modes in which by the piston 7 compressed air from the combustion chamber 13 via the electromagnetic valve. 4 is not possible. This restriction applies regardless of the type of mixture formation. Both in the classic outer mixture formation as well as in the direct injection into the combustion chamber is during compaction at least temporarily ignitable Kraftstöffluftgemisch in the cylinder.
  • the aforementioned fifth mode for reducing the amount of air for combustion can also be used for fuel economy.
  • the throttle valve remains largely open even in the partial load range. This reduces the throttle losses. Part of the air in the cylinder is blown off via the electromagnetic air valve 4. When the in-cylinder air mass is equal to the load demand, the air valve 4 is closed and compression begins.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Valve Device For Special Equipments (AREA)
EP14002466.2A 2013-11-20 2014-07-16 Moteur à combustion interne à piston élévateur et procédé de fonctionnement d'un moteur à combustion interne à piston élévateur Active EP2876275B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013019340.0A DE102013019340A1 (de) 2013-11-20 2013-11-20 Hubkolben-Brennkraftmaschine und Verfahren zum Betrieb einer Hubkolben-Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2876275A1 true EP2876275A1 (fr) 2015-05-27
EP2876275B1 EP2876275B1 (fr) 2017-10-11

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EP14002466.2A Active EP2876275B1 (fr) 2013-11-20 2014-07-16 Moteur à combustion interne à piston élévateur et procédé de fonctionnement d'un moteur à combustion interne à piston élévateur

Country Status (5)

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EP (1) EP2876275B1 (fr)
CN (1) CN104653276B (fr)
BR (1) BR102014018992B1 (fr)
DE (1) DE102013019340A1 (fr)
RU (1) RU2672012C2 (fr)

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WO2016060605A1 (fr) * 2014-10-15 2016-04-21 Freevalve Ab Moteur à combustion et procédé de freinage moteur utilisant ledit moteur à combustion
DE102020131507A1 (de) 2020-11-27 2022-06-02 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine sowie Verbrennungskraftmaschine
DE102021105780A1 (de) 2021-03-10 2022-09-15 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Antriebseinrichtung sowie Antriebseinrichtung

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GB2545192A (en) * 2015-12-08 2017-06-14 Caterpillar Motoren Gmbh & Co Method of operating an engine
DE102020134462A1 (de) 2020-12-21 2022-06-23 Maximilian Geisberger Stromaggregat und Verfahren zum Betreiben eines Stromaggregats
CN117902785B (zh) * 2024-03-18 2024-05-28 兰州恒达石化机械有限公司 一种油田污水处理***及处理方法

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* Cited by examiner, † Cited by third party
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WO2016060605A1 (fr) * 2014-10-15 2016-04-21 Freevalve Ab Moteur à combustion et procédé de freinage moteur utilisant ledit moteur à combustion
US10344683B2 (en) 2014-10-15 2019-07-09 Freevalve Ab Combustion engine as well as method for engine braking using such a combustion engine
DE102020131507A1 (de) 2020-11-27 2022-06-02 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine sowie Verbrennungskraftmaschine
DE102021105780A1 (de) 2021-03-10 2022-09-15 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Antriebseinrichtung sowie Antriebseinrichtung

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CN104653276B (zh) 2019-05-21
BR102014018992B1 (pt) 2023-10-03
DE102013019340A1 (de) 2015-05-21
RU2014137886A (ru) 2016-04-10
CN104653276A (zh) 2015-05-27
BR102014018992A2 (pt) 2018-05-15
RU2672012C2 (ru) 2018-11-08
EP2876275B1 (fr) 2017-10-11

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