EP2705233A1 - Dispositif de commande pour une installation d'alimentation en air et procédé pour commander ou régler une installation d'alimentation en air - Google Patents

Dispositif de commande pour une installation d'alimentation en air et procédé pour commander ou régler une installation d'alimentation en air

Info

Publication number
EP2705233A1
EP2705233A1 EP12706462.4A EP12706462A EP2705233A1 EP 2705233 A1 EP2705233 A1 EP 2705233A1 EP 12706462 A EP12706462 A EP 12706462A EP 2705233 A1 EP2705233 A1 EP 2705233A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
control device
pressure
air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP12706462.4A
Other languages
German (de)
English (en)
Inventor
Stefan Brinkmann
Konrad FEYERABEND
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF CV Systems Hannover GmbH
Original Assignee
Wabco GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wabco GmbH filed Critical Wabco GmbH
Publication of EP2705233A1 publication Critical patent/EP2705233A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/36—Other control devices or valves characterised by definite functions
    • B60T15/48—Other control devices or valves characterised by definite functions for filling reservoirs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/0205—Circuit arrangements for generating control signals using an auxiliary engine speed control
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B35/00—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for
    • F04B35/002—Piston pumps specially adapted for elastic fluids and characterised by the driving means to their working members, or by combination with, or adaptation to, specific driving engines or motors, not otherwise provided for driven by internal combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
    • F04B49/00—Control, e.g. of pump delivery, or pump pressure of, or safety measures for, machines, pumps, or pumping installations, not otherwise provided for, or of interest apart from, groups F04B1/00 - F04B47/00
    • F04B49/06—Control using electricity
    • F04B49/065—Control using electricity and making use of computers

Definitions

  • the invention relates to a control device for an air procurement system and a method for controlling or regulating an air procurement system.
  • Air supply systems for compressed air systems in vehicles generally have an air treatment plant and a compressor connected to the air treatment plant, which is driven directly by the internal combustion engine of the vehicle.
  • the compressor z. B. directly connected via a gear or a belt to the motor shaft or uncoupled by a compressor clutch from the motor shaft.
  • the air supply system is controlled via a corresponding control device, also known as EAPU (electronic air processing unit), which switches between delivery phases in which air is conveyed and energy-saving phases with low power consumption (power reduction operation).
  • EAPU electronic air processing unit
  • This switching can be done by controlling the compressor clutch, if one is provided, or by controlling suitable valves in the air treatment plant or in the compressor.
  • the control device generally receives pressure measurement signals of a pressure sensor, for. B. from one of the connected service brake circuits. Falls below a minimum pressure value, a delivery phase is initiated, which is terminated when reaching an upper pressure value again.
  • the combustion engine drives the vehicle.
  • overrun phases on the other hand, the vehicle drives the engaged combustion motor;
  • deceleration phases are present in particular when driving downhill and braking without brake operation with the engine engaged (engine braking function).
  • it is known to initiate a delivery phase of the compressor in such overrun phases in order to utilize the available kinetic energy of the vehicle as a delivery rate of the compressor.
  • overrun operating phases of the internal combustion engine optionally takes place a promotion, even if the measured pressure value in the service brake circuit does not require this, as long as a maximum allowable upper pressure value is not exceeded.
  • Newer vehicle generations of commercial vehicles make it possible to completely decouple the engine in coasting phases, d. H. to adjust an automatic transmission to an idle position to avoid engine braking.
  • the vehicle rolls thus, only braked by air and rolling resistance.
  • the engine then runs in idle mode at low speed.
  • the engine typically consumes a lot of fuel per power generated because it is located in the consumption map far from the optimum operating point.
  • Such idling operation phases or co-asting phases can subsequently be ended again when limiting parameters occur, such as a detected excessive vehicle acceleration or an active actuation of the driver by acting on the brake or accelerator pedal.
  • the compressor is additionally operated in load phases of the internal combustion engine.
  • the invention has for its object to provide a control device for an air procurement system and a corresponding method, which ensure low energy consumption with full functionality.
  • the invention is based on the idea to initiate a delivery phase of the compressor as possible during load phases or load operation of the internal combustion engine when favorable engine states are determined from the energy consumption. For this purpose, in particular in the consumption map of the internal combustion engine favorable characteristic ranges can be detected.
  • motor data are thus used to control or regulate the delivery phases of the air procurement system. According to the invention, it is thus possible in particular to react to different energy consumption per power supplied in the consumption map of the internal combustion engine.
  • data about the consumption map can always be communicated to the control device of the air procurement installation via an in-vehicle data connection.
  • current data z. B. depending on the respective air pressure and other external conditions.
  • the consumption map is stored inside or outside the control device, so that the control device of the air procurement system can fall back on this consumption map.
  • each compressor has a specific power consumption per amount of air delivered. From the superimposition of the consumption maps of the engine and the compressor (with known gear ratio between engine and compressor), a consumption map, which indicates the primary energy consumption per amount of air delivered, can be determined. This combined consumption map can be used for optimal control of the compressor control.
  • the controller of the compressed air system thus takes data on a motor condition, advantageously in addition to a transmission state such.
  • B. the presence of an idling operation or engagement or disengagement.
  • the presence of an idling operation or an engaged operation can also be determined from the engine data, since in the disengaged state or idling operation of the engine is a low speed range with low engine load.
  • the control device of the compressed air system can thus initiate delivery phases when the additional power consumption of the compressor causes only a relatively small additional fuel consumption.
  • the fuel consumption is relatively low.
  • anticipatory compressed air can be generated when the energy demand of the engine per performed power or flow rate is low, so that in later load phases with high energy consumption per engine power output or per amount of air delivered no additional load on the engine by then possibly required delivery phases occurs.
  • exclusion criteria can additionally be used in order to suppress the initiation of the delivery phase, if appropriate, despite recognizing a favorable consumption characteristic range.
  • exclusion criteria may include detecting a high load operation (e.g., fully depressed accelerator pedal), particularly when driving uphill or driving under heavy load.
  • a high load operation e.g., fully depressed accelerator pedal
  • an acceleration or high acceleration is desired in order not to burden the engine in these phases by the compressor operation in addition.
  • the total pressure range which is defined by the lowest pressure, which should not be exceeded in the system as the lower pressure threshold, and the highest pressure, which should not be exceeded in the system as the upper pressure threshold, divided into several individual pressure ranges , in which different regulatory procedures are operated.
  • a first, lower pressure range it is provided in each case to promote below its lower pressure threshold compressed air until it reaches its upper pressure threshold;
  • a funding phase is initiated here even in poor conditions.
  • a compressed air delivery can preferably be started when a coasting phase is detected and promoted at most until its upper pressure threshold is reached or the coasting phase is completed. This allows air delivery without additional energy consumption.
  • middle pressure range which may be between the upper and lower pressure range or overlapping with these, can fall below its lower pressure threshold upon detection of favorable engine data, ie in particular a favorable characteristic curve in the consumption map, and in the absence of exclusion criteria, a Funding phase to be initiated. This delivery phase is maintained until the favorable range is left in the engine map, or until the upper pressure threshold of the average pressure range is exceeded.
  • the control device determines whether the overrun phases used in the third, upper pressure range are even initiated, or whether the engine each time or sometimes enters an idling mode when reaching a thrust phase; If this last case is recognized, the upper pressure range in the division according to the invention can also be dispensed with and the upper pressure threshold of the second, middle pressure range can be set so that it is conveyed up to the highest pressure which must not be exceeded.
  • Upper and lower thresholds of the pressure ranges can be statically determined or preferably determined dynamically based on the availability of sufficient deceleration phases. If only a few shear phases are available, the upper pressure threshold can be raised. If a large number of shear phases are available, the lower pressure threshold of the second pressure range can be lowered to the lower pressure threshold of the first range.
  • FIG. 1 shows a commercial vehicle with its essential components according to an embodiment.
  • FIG. 2 shows a consumption map of the internal combustion engine;
  • Fig. 5 is a diagram of the specific workload as a function of the compressor speed.
  • a commercial vehicle 1 is shown in Fig.1 with its relevant components here.
  • the drive train essentially comprises an internal combustion engine 2 with a motor shaft 2a, a clutch 3, a transmission 4 and an output shaft 6 leading to driven wheels 5.
  • the engine 2 is controlled by a motor controller 8; Accordingly, a gear actuator 10 is provided for driving the clutch 3 and the transmission 4.
  • the clutch 3 and the transmission 4 are formed according to this embodiment as an automatic transmission or automatic transmission device 3, 4.
  • the transmission actuator 10 is an automatic transmission actuator 10.
  • the transmission actuator 10 and the engine control device 8 are connected to an in-vehicle data bus, here a CAN bus 12, connected.
  • An air supply system 14 essentially has a compressor 15, which is driven directly by the motor shaft 2a.
  • a compressor clutch 16 is provided on the motor shaft 2a to temporarily disconnect the compressor 15 from the motor shaft 2a; Alternatively, an energy saving position of the compressor may be provided so that this temporarily empty without delivery running.
  • the control of the compressor clutch 16 via a compressed air control device or EAPU (electronic air processing unit) 20, which is connected to the CAN bus 12 accordingly.
  • the compressed air control device 20 continues to control, via valve control signals S2, valves of a pilot valve device of an air treatment plant 22, generally a purge valve / vent valve and a regeneration valve.
  • the air treatment plant 22 has in addition to the pilot valve device in a conventional manner a filter, air dryer and a multi-circuit protection valve and is not shown in more detail here.
  • a filter, air dryer and a multi-circuit protection valve To the air conditioning system 22 at least one consumer circuit 24 is connected to a compressed air reservoir, for. B. a service brake circuit, the stored air pressure is measured via a provided in the air conditioning system 22 pressure sensor 25, which outputs a pressure measurement signal S1 to the compressed air control device 20.
  • the compressed air control device 20 is used in a conventional manner for setting different phases of the air procurement system 14, wherein the compressed air control device 20 controls the compressor clutch 16 via compressor control signals S3 and the valve device via valve control signals S2:
  • the engine control unit 8 determines the respectively current engine speed n and engine power (engine load) P of the internal combustion engine 2 from which the consumption map 26 shown in FIG. 2 is composed, as is customary as such.
  • the engine speed n in rpm is plotted on the abscissa (x-axis) and the power P in kW is plotted on the ordinate (y-axis).
  • the currently applied engine load can be determined either as an absolute value or relative (in%) to a full load curve 32 drawn in FIG. 2 and transmitted to the CAN bus 12.
  • the engine control unit 8 cooperates with the automatic transmission actuator 10 to select in the consumption map 26 respectively suitable areas with low consumption, and upon detection of a higher torque demand or a higher acceleration demand correspondingly advantageous settings.
  • the engine control unit 8 can recognize load phases in which the internal combustion engine 2 has to produce a significant power according to the ordinate (vertical axis of FIG. 2), so that there is a load phase in which the drive of the commercial vehicle 1 via the internal combustion engine 2 he follows. Furthermore, coasting phases can be detected, in which, in the coupled state, the commercial vehicle 1 drives the combustion engine 2 due to its kinetic energy via the driven wheels 5, the output shaft 6, the transmission 4 and the clutch 3. Such shear phases may be present in particular when driving downhill and / or during braking operations, as is known as such. Instead of the engine control unit 8, these determinations can also in another control or computer device with appropriate functionality, eg. B. a vehicle dynamics control system, performed.
  • the compressor characteristic diagram 50 shown in FIG. 5 can be included, which shows the specific working requirement WK of the compressor of the dimension energy per delivered volume of air, ie kWh / m 3 as a function of the compressor speed, ie in units of revolutions per minute.
  • the curves show the following values:
  • a consumption map which may be the consumption map 26 or the combined consumption map.
  • the engine control unit 8 or provided for this functionality control device determine that disengagement and thus the setting of an idle is advantageous in which the commercial vehicle 1 is thus no longer braked via the engine 2, but only on the dynamic resistances such Air resistance, rolling resistance, etc.
  • the disengagement of the internal combustion engine 2 from the output shaft 6 can be done by operating the clutch 3 and / or setting an idle in the transmission 4.
  • This idling phase can then be terminated upon detection of appropriate circumstances, eg. Eg at a ner brake operation or accelerator pedal operation by the driver (which are communicated via the CAN bus 12), further optionally at an ascertained via the wheel speeds acceleration of the vehicle, or an excessive acceleration of the vehicle, for. B. due to a large gradient.
  • the compressed air control device 20 takes the compressed air control device 20 via the CAN bus 12 state signals S4, z.
  • Engine status signals such as current speed and current load and / or the current consumption map of the engine, driving state signals such as the current vehicle speed and the information as to whether there is currently a coasting phase or braked, or transmission signals such as the opening state of the clutch or another idle detection.
  • the compressed air control device 20 has data of the consumption map 26 or the combined consumption map;
  • the compressed air control device 20, the entire consumption map 26 and the combined consumption map is accessible.
  • the consumption map 26 or the combined consumption map with the state signals S4 can be transmitted, or the consumption map 26 and the combined consumption map is stored in the compressed air control device 20 or a connected external memory. The respective current position in the consumption map 26 or the combined consumption map is then taken into account by the compressed air control device 20 when setting the various phases of the air procurement system 14.
  • the compressed air control device 20 thus draws to adjust the delivery phases on the one hand, the pressure measurement signals S1 and on the other the status signals S4 with data on engine speed, engine power (engine load) or the location in the consumption map 26 and the combined consumption map and possibly a set Idling up.
  • the compressed air control device 20 initiates upon determining a low pressure value, which could possibly affect the functionality of the connected compressed air consumers, in each case by a corresponding compressor control signal S3 a delivery phase. Delivery phases are set in particular in driving conditions in which the additional load by the compressor 15 leads to relatively low energy consumption. Such conditions are plotted in the consumption map 26 of FIG. 2 by engine characteristics 27 representing regions of substantially equal fuel consumption per energy produced.
  • the characteristic area indicated by 26-1 is the area having the most favorable energy consumption, and the power consumption is increasing toward each side, so that the characteristic area 26-2 has a somewhat higher power consumption; the same applies if the compressor characteristic field 50 from FIG. 5 is taken into account.
  • the compressed air control device 20 may, for. B. the individual characteristic areas 26-1, 26-2, ... prioritize, so that, depending on the priority of the switch-on pressure value (cut-in), at which the promotion begins, and / or the switch-off pressure value (cut -out), where funding is terminated.
  • knowledge of overtaking operations and other high-load operations can be included, so that in such High-load operating phases of the internal combustion engine 2 all energy for the wheels 5 is available; Thus, preferably compressed air is not promoted in such high-load phases, if it is not absolutely necessary due to a very low detected pressure value in the load circuit 24 and its compressed air reservoir.
  • the compressed air control device 20 detects whether an engine braking function and thus coasting phases are provided or whether an idling operation with decoupling is provided, and set depending on this determination, the upper and lower pressure thresholds for initiating the delivery phases.
  • the compressor clutch 16 is closed in the overrun phase to allow the operation of the compressor 15.
  • the information as to whether or not subsequently a coasting operation is set may be transmitted via the CAN bus 12 through respective state signals S4, i. in particular state signals of the gearbox actuator 10, and / or by self-determination of the compressed air control device 20 or self-learning done.
  • the lower delivery air pressure value (cut-in) for introducing a delivery phase during load operation and the upper compressed air value (cut-out) for terminating a delivery phase during load operation can be adapted dynamically, depending on the air consumption and the available overrun phases.
  • Fig. 3 shows an embodiment with a distribution of a total pressure range of the pressure value pw between z. B. 10 bar and 12.3 bar in individual pressure ranges 30-1, 30-2 and 30-3, which lead according to the invention to different settings or regulations.
  • a delivery operation is generally required; Such a pressure value below 10 bar should in this case not occur at all, since already in the overlying first, lower pressure range 30-1 is delivered in time.
  • lower pressure range 30-1 is promoted even under poor load conditions, ie an unfavorable current position in the consumption map 26.
  • This z. B. be set a lower pressure threshold of 10 bar, is turned on when they fall below, and an upper pressure threshold of 10.7 bar, is turned off when reached.
  • upper pressure range 30-3 of z. B. 11, 3 bar to 12.3 bar only Schubnutzphasen the internal combustion engine 2 for engaging the compressor 15 (delivery phase) are used. Higher pressure values should not be reached, or there is no compressed air delivery.
  • the boundaries of the second, middle pressure range 30-2 may advantageously overlap with the boundaries of the first, lower pressure range 30-1 and third, upper pressure range 30-3 in order to avoid too frequent toggling.
  • the second, middle pressure range 30-2 are used to promote on the one Schubnutzphasen (pushing operation of the internal combustion engine 2) and on the other load phases of the internal combustion engine 2 with favorably evaluated driving conditions, d. H. the presence of a favorable characteristic range 26-1, 26-2 and the absence of exceptional cases such. B. high load operation used.
  • the second, middle pressure range 30-2 can, for. B. a lower pressure threshold of 10.5 bar and an upper pressure threshold of z. B. 11, 5 bar.
  • step StO when the internal combustion engine 2 is started.
  • pressure measuring signals S1 are continuously recorded;
  • state signals S4 are continuously received by the engine control device and possibly by the transmission actuator 10.
  • the steps St1 and St2 run parallel or continuously.
  • a third step St3 an assignment of the respective state to the three pressure ranges of FIG. 3 is made and, depending on this assignment, optionally control signals S2, S3 are output. Subsequently, the procedure is reset before the first step St1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Computer Hardware Design (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention porte sur un dispositif de commande (20) pour une installation d'alimentation en air (14) d'un véhicule (1) qui comporte un dispositif de transmission (3, 4) et un moteur à combustion interne (2) pour entraîner le véhicule (1) dans des phases de charge, le dispositif de commande (20) étant conçu pour recevoir des signaux de mesure de pression (S1) et pour émettre des signaux de commande (S2, S3) pour le déclenchement et l'arrêt de phases de refoulement d'un compresseur (15) qui est relié ou peut être relié au moteur à combustion interne (2). Selon l'invention, le dispositif de commande (20) reçoit des signaux d'état (S1) relatifs à un état effectif du moteur à combustion interne (2) et/ou du dispositif de transmission (3, 4) et en fonction des signaux d'état (S4), il déclenche une phase de refoulement dans des phases de charge du moteur à combustion interne (2).
EP12706462.4A 2011-05-05 2012-02-21 Dispositif de commande pour une installation d'alimentation en air et procédé pour commander ou régler une installation d'alimentation en air Withdrawn EP2705233A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011100512A DE102011100512A1 (de) 2011-05-05 2011-05-05 Steuereinrichtung für eine Luftbeschaffungsanlage und Verfahren zum Steuern oder Regeln einer Luftbeschaffungsanlage
PCT/EP2012/000739 WO2012149989A1 (fr) 2011-05-05 2012-02-21 Dispositif de commande pour une installation d'alimentation en air et procédé pour commander ou régler une installation d'alimentation en air

Publications (1)

Publication Number Publication Date
EP2705233A1 true EP2705233A1 (fr) 2014-03-12

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP12706462.4A Withdrawn EP2705233A1 (fr) 2011-05-05 2012-02-21 Dispositif de commande pour une installation d'alimentation en air et procédé pour commander ou régler une installation d'alimentation en air

Country Status (4)

Country Link
US (1) US20140034009A1 (fr)
EP (1) EP2705233A1 (fr)
DE (1) DE102011100512A1 (fr)
WO (1) WO2012149989A1 (fr)

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