EP2721284A1 - Method for starting an internal combustion engine - Google Patents
Method for starting an internal combustion engineInfo
- Publication number
- EP2721284A1 EP2721284A1 EP12730356.8A EP12730356A EP2721284A1 EP 2721284 A1 EP2721284 A1 EP 2721284A1 EP 12730356 A EP12730356 A EP 12730356A EP 2721284 A1 EP2721284 A1 EP 2721284A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- compressed air
- starter motor
- internal combustion
- combustion engine
- speed
- 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.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 62
- 238000000034 method Methods 0.000 title claims abstract description 47
- 239000007858 starting material Substances 0.000 claims abstract description 83
- 230000001133 acceleration Effects 0.000 claims abstract description 18
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 16
- 230000007423 decrease Effects 0.000 description 5
- 230000000694 effects Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000003213 activating effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0848—Circuits or control means specially adapted for starting of engines with means for detecting successful engine start, e.g. to stop starter actuation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/10—Safety devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/10—Safety devices
- F02N11/101—Safety devices for preventing engine starter actuation or engagement
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/10—Safety devices
- F02N11/106—Safety devices for stopping or interrupting starter actuation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
- F02N15/10—Safety devices not otherwise provided for
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N7/00—Starting apparatus having fluid-driven auxiliary engines or apparatus
- F02N7/08—Starting apparatus having fluid-driven auxiliary engines or apparatus the engines being of rotary type
Definitions
- the invention relates to a method for starting an internal combustion engine, in particular a stationary gas engine, wherein the internal combustion engine is driven by at least one starter motor, wherein the starting operation is canceled after starting the starter motor, if the angular acceleration of the internal combustion engine remains below a predetermined acceleration value and / or within a predetermined first time the actual speed remains below a predetermined first speed limit and / or within a predetermined second time, the average speed of the engine remains below a predetermined second speed limit.
- the invention relates to a starter system for starting an internal combustion engine, in particular a stationary gas engine, with at least one starter motor to which energy can be supplied from an energy source, wherein the starter motor is connectable to a drive shaft of the internal combustion engine and through which the drive shaft is driven, wherein a control device monitors the actual speed and / or the angular velocity and / or the angular acceleration of the internal combustion engine, wherein the control device depending on the actual speed and / or the angular velocity and / or the angular acceleration, the energy supply to the at least one starter motor stops or activates.
- the connecting rod and / or piston may be damaged by the incompressible water during a conventional starting process of the internal combustion engine.
- the penetrating water may be, for example, cooling water of a leaked coolant line. If the internal combustion engine were fully started in a state of partially flooded cylinder, it comes to the so-called water hammer. The affected piston is at the upper position of the Compression cycle abruptly decelerated by the incompressible water, which can lead to engine damage.
- moisture sensors can be used for the detection of water or moisture in a cylinder of an internal combustion engine. However, these can not differentiate between normal condensed water, which can arise in large stationary internal combustion engines due to the chimney effect of the exhaust system, and a dangerous flooding of the cylinder.
- Water present in a cylinder can be detected by the fact that the internal combustion engine starts up more slowly when acted upon by the at least one starter motor due to an increased resistance due to the water in the cylinder than in the normal state. Therefore, the actual speed and / or the angular velocity and / or the angular acceleration of the internal combustion engine can be measured during the starting process and determined by the comparison with predefinable limits anomalies.
- the object of the present invention is to provide an improved method and an improved starter system.
- an internal combustion engine should be able to be approached by a simple and cost-effective method or starter system.
- the starter motor is designed as a pneumatic starter motor whose compressed air supply is controlled by a compressed air valve, wherein the compressed air valve can be switched between a fully open position and a fully closed position, wherein the starting the pneumatic starter motor is carried out by a complete opening of the compressed air valve.
- the at least one starter motor is designed as a pneumatic starter motor, which is driven by a compressed air source by compressed air, between compressed air source and starter motor, a compressed air valve is provided, wherein the compressed air valve between a fully open Position and a fully closed position is switchable, wherein the control means for stopping the compressed air supply causes the switching of the compressed air valve in the fully closed position and to activate the compressed air supply, the switching of the compressed air valve in the fully open position.
- the starting process can be aborted after starting the starter motor, if within 3 s, the actual speed remains below 8 U / min.
- the boot process can include the following steps:
- steps a) to d) are carried out more than once, preferably four times.
- steps a) to d) are carried out more than once, preferably four times.
- the compressed air supply to a starter motor via simple, unregulated two-way compressed air valves, which may have only a fully open position or a fully closed position.
- the proposed method can therefore avoid damage to the engine by water hammer using inexpensive components of the starter system.
- the fact that the internal combustion engine is initially only ramped up to a relatively low maximum speed, whereupon the compressed air valve is switched from the fully open position to the fully closed position, the power supply to the starter motor can be reduced without having to use expensive controlled valves or compressed air throttles.
- the predefinable maximum speed is at most 30 U / min, preferably 20 U / min, and that the predetermined threshold speed in a range of 12 to 18 U / min, preferably at 15 U / min, is.
- the predeterminable minimum speed is less than 10 U / min, preferably less than or equal to 8 U / min.
- the fully opened compressed air valve is held only in the fully open position only up to a predefinable maximum time duration, for example 2 to 3 s, in order to limit the energy supply to the starter motor.
- FIG. 1 shows a schematic structure of an embodiment of a starter system with an electric starter motor
- FIG. 2 shows a schematic structure of an embodiment of a proposed starter system with a pneumatic starter motor
- FIG. 3 shows a schematic structure of a further embodiment of a proposed starter system with a control valve
- FIG. 4 shows a schematic structure according to FIG. 3 with a plurality of starter motors
- FIG. Fig. 5 is a schematic time course of the actual speed of an internal combustion engine during a variant of the proposed method
- Fig. 6 shows a schematic time profile of the actual speed of an internal combustion engine, wherein at least one cylinder at least partially with
- FIG. 1 shows schematically an internal combustion engine 1 with a drive shaft 5 and a ring gear 8 arranged thereon.
- a starter motor 2 connected to a starter pinion 7 is meshed in a known manner by a single-line mechanism 11, not shown here, and thus engaged with the Sprocket 8 of the internal combustion engine 1 brought (see Fig. 3).
- the starter motor 2 is in this case an electric starter motor, which is supplied by a power source in the form of an electrical voltage source 14 with electrical voltage or electric current.
- a switch 13 is provided between the voltage source 14 and the starter motor 2, which can be controlled by a control device 6.
- the rotational tooth n and / or the angular velocity ⁇ and / or the angular acceleration ⁇ of the drive shaft 5 of the internal combustion engine 1 is or are detected by a measuring device 9 and reported to a control device 6.
- the measuring device 9 may be, for example, an inductive pick-up, which may be arranged at the teeth of the ring gear 8. To achieve a high measurement resolution of the ring gear 8 may have a high number of teeth, for example, more than 300 teeth.
- the control device 6 causes the closing or opening of the switch 13 and thus activates or stops the power supply from the voltage source 14 to the electric starter motor 2.
- Fig. 2 shows a schematic arrangement of FIG.
- the starter motor 2 is in this case a pneumatic starter motor, which is supplied by a power source in the form of a compressed air source 4.
- a compressed air valve 3 is arranged, which is designed as a two-way valve and may have only a fully open or fully closed position.
- the compressed air valve 3 is in its entirety closed position, ie the compressed air supply from the compressed air source 4 to the starter motor 2 is interrupted and the starter motor 2 drives the drive shaft 5 of the internal combustion engine 1 is not.
- the control device 6 causes the complete opening or the complete closing of the compressed air valve 3, which may for example be designed as electrically, magnetically or pneumatically controllable valve.
- Fig. 3 shows an arrangement according to FIG. 2, wherein for controlling a compressed air valve 3, which is designed in this example as a pneumatically controllable 2-way valve, a separate control valve 12 is provided.
- a pneumatic Einspurmechanik 11 which may be part of the starter motor 2, supplied with compressed air from the compressed air source 4.
- the Einspurmechanik 11 thereby brings the starter pinion 7 of the starter motor 2 in engagement with the ring gear 8 on the drive shaft 5 of the engine 1.
- the Einspurmechanik 11 supplied compressed air is passed through the Einspurmechanik 11 through to the control valve 12.
- the compressed air valve 3 is either fully opened to supply the starter motor 2 with compressed air from the compressed air source 4, or completely closed to interrupt the compressed air supply for the starter motor 2.
- the starting valve 10, the control valve 12 and the compressed air valve 3 are in this view in their open positions, i. the starter motor 2 is acted upon by compressed air from the compressed air source 4 and drives via starter pinion gear 7 and ring gear 8, the drive shaft 5 of the internal combustion engine 1 at.
- Fig. 4 shows an embodiment of a proposed starter system according to FIG. 3, wherein in this example, three starter motors 2, each with an upstream Compressed air valve 3 are provided.
- the starting valve 10, the control valve 12 and the compressed air valves 3 are in this representation in their closed positions, ie the compressed air supply of compressed air source 4 to the starter motors 2 is interrupted in each case and the starter motors 2 drive the drive shaft 5 of the internal combustion engine 1 not.
- start valve 10 After activating the start operation by opening the connected to the compressed air source 4 start valve 10 ensure not shown Einspurmechaniken 1 1 in a known manner that the starter pinion 7 of the starter motors 2 are brought into engagement with the ring gear 8 on the drive shaft 5 of the internal combustion engine 1 or ., be meshed in (see Fig. 3). The Einspuren is indicated by the dashed lines.
- the control device 6 causes the opening of the control valve 12, whereby subsequently the compressed air valves 3 are also completely opened.
- the starter motors 2 are supplied with compressed air from the compressed air source 4 and can drive the drive shaft 5 of the internal combustion engine 1 via the respective connections of starter pinion 7 and ring gear 8.
- the control device 6 causes the closing of the control valve 12 and thus also the complete closing of the compressed-air valves 3. This causes the compressed-air supply interrupted for the starter motors 2, whereby the actual speed n of the internal combustion engine 1 decreases.
- the control device 6 causes the control valve 12 to open.
- the compressed-air valves 3 are brought into their completely open positions and the starter motors 2 are in turn supplied with compressed air from the compressed-air shaft 4.
- the sequence of starting up to the maximum speed n max , then lowering the speed to the threshold speed n s and then the repeated opening of the compressed air valves 3 and thus startup of the internal combustion engine 1 can preferably be performed several times, more preferably four times.
- This sequence can also be repeated for a predeterminable time (for example 10 s) or during several, preferably two, crankshaft revolutions, whereby a termination of the starting process can take place as soon as a speed decrease is detected with an actual speed n smaller than the minimum speed n min or if the mean speed of the internal combustion engine 1 within the predetermined time or the predetermined number of crankshaft revolutions does not reach a predetermined speed value.
- Fig. 5 shows schematically the time course of the actual speed n of an internal combustion engine 1 while performing a variant of the proposed method with the devices of FIG. 2.
- the compressed air valve 3 is fully opened and thus the compressed air supply to the pneumatic starter motor 2 activated.
- the internal combustion engine 1 moves up and the actual rotational speed n of the drive shaft 5 of the internal combustion engine 1 is detected by the measuring device 9 and reported to the control device 6 for evaluation.
- the starting process can be interrupted in order to avoid possible damage to the internal combustion engine 1.
- the actual rotational speed n after expiration of the first time t A has a value greater than the first rotational speed limit value n A , so that the starting process did not have to be aborted due to this criterion.
- the actual speed n reaches a predefinable maximum speed n max (eg 20 rpm), whereupon the compressed air valve 3 is completely closed by the control device 6 in order to interrupt the supply of compressed air to the pneumatic starter motor 2. Due to the inertia of the rotating or moving Components of this arrangement then takes place a decrease in the actual speed n only with a system-related delay. This is represented by the short-term, further increase in the actual speed n after the time ti. As soon as the actual rotational speed n reaches a predefinable threshold rotational speed n s (for example 15 rpm) (in this example at time t 2 ), the control device 6 causes the compressed air valve 3 to open completely.
- n max eg 20 rpm
- FIG. 6 shows schematically the time profile of the actual rotational speed n during the method according to FIG. 5, in which case at least one cylinder of the internal combustion engine 1 is at least partially flooded with water.
- the implementation of the proposed method can also take place in a superordinate temporal context. For example, it can be provided that the proposed method is only used when the internal combustion engine has been at a standstill for more than 12 hours. After canceling the boot process can also be provided that a fault message occurs, which must be acknowledged. Likewise, it can be provided that after several unsuccessful attempts to start (eg three) another fault message takes place, which must be acknowledged. After several unsuccessful attempts to start a Compressed air storage loading of, for example, 30 minutes be provided for the compressed air source.
- the method described which is particularly suitable for stationary gas engines with engine power greater than 5 MW, is not limited to avoid damage during startup of an internal combustion engine due to partial flooding of cylinders of the engine with water.
- the method can also be used to avoid damage from damaged or worn bearings, which has an effect on increased friction values and thus increased resistance to start-up.
- abnormal or inadmissible resistances to the starting up of an internal combustion engine can be detected with the method described and the interruption of the starting process of the internal combustion engine can be initiated in order to avoid damage to the internal combustion engine.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATA887/2011A AT511612B1 (en) | 2011-06-17 | 2011-06-17 | METHOD FOR STARTING AN INTERNAL COMBUSTION ENGINE |
PCT/AT2012/000153 WO2012171049A1 (en) | 2011-06-17 | 2012-06-05 | Method for starting an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2721284A1 true EP2721284A1 (en) | 2014-04-23 |
EP2721284B1 EP2721284B1 (en) | 2020-02-19 |
Family
ID=46396929
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12730356.8A Active EP2721284B1 (en) | 2011-06-17 | 2012-06-05 | Method for starting an internal combustion engine |
Country Status (8)
Country | Link |
---|---|
US (1) | US9316197B2 (en) |
EP (1) | EP2721284B1 (en) |
JP (1) | JP6163484B2 (en) |
KR (1) | KR101675189B1 (en) |
CN (1) | CN103717876B (en) |
AT (1) | AT511612B1 (en) |
BR (1) | BR112013032379B1 (en) |
WO (1) | WO2012171049A1 (en) |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6045424B2 (en) | 2013-03-29 | 2016-12-14 | 三菱重工業株式会社 | Gas internal combustion engine starter |
KR101657441B1 (en) * | 2013-08-09 | 2016-09-13 | 바르실라 핀랜드 오이 | An internal combustion engine with a liquid detection system |
WO2015132453A1 (en) * | 2014-03-07 | 2015-09-11 | Wärtsilä Finland Oy | Method and system for detecting a hydrostatic lock during the engine start |
WO2015156761A1 (en) * | 2014-04-07 | 2015-10-15 | Ge Aviation Systems Llc | Method for slow starting a reciprocating engine with a pneumatic starter while diagnosing the presence of a hydrostatic lock |
DE102014005637A1 (en) * | 2014-04-16 | 2015-10-22 | Hydac Electronic Gmbh | Fluid-working tool |
KR101613790B1 (en) * | 2014-06-27 | 2016-04-29 | 두산엔진주식회사 | Diesel engine with engine starting system |
CN104358649A (en) * | 2014-11-14 | 2015-02-18 | 毅联实业(上海)有限公司 | Pneumatic starting system protection device of diesel engine for automobile |
CN104481770A (en) * | 2014-12-12 | 2015-04-01 | 泰豪电源技术有限公司 | Multi-combined diesel power generator unit black starting device |
JP6447339B2 (en) * | 2015-04-17 | 2019-01-09 | 株式会社デンソー | Engine control device |
WO2017007463A1 (en) * | 2015-07-08 | 2017-01-12 | Ge Aviation Systems Llc | Air starter and methods for determining hydrostatic lock |
CN105317610A (en) * | 2015-08-03 | 2016-02-10 | 湖北江山专用汽车有限公司 | Pneumatic interlocking protecting device of diesel engine for engineering machinery |
WO2017127068A1 (en) * | 2016-01-20 | 2017-07-27 | Ge Aviation Systems, Inc. | Air turbine starter and starting method thereof |
JP2017203393A (en) * | 2016-05-10 | 2017-11-16 | スズキ株式会社 | Vehicle control device |
CN106401760B (en) | 2016-08-31 | 2018-04-27 | 北京小米移动软件有限公司 | Engine control, device and vehicle |
DE102016012403B4 (en) * | 2016-10-17 | 2018-11-08 | Mtu Friedrichshafen Gmbh | Method for starting an internal combustion engine |
US10487789B2 (en) * | 2017-12-21 | 2019-11-26 | Ford Global Technologies, Llc | Engine starting via electric turbocharger |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2088809A5 (en) * | 1970-04-24 | 1972-01-07 | Faux Albert | |
US4494499A (en) * | 1983-05-09 | 1985-01-22 | Tech Development Inc. | System and apparatus providing a two step starting cycle for diesel engines using a pneumatic starter |
JPS60150440A (en) * | 1984-01-17 | 1985-08-08 | Hitachi Ltd | Method of starting diesel-engine |
CN1032694A (en) * | 1988-05-30 | 1989-05-03 | 李明 | Pneumatic starter |
US5337713A (en) * | 1993-02-22 | 1994-08-16 | Ingersoll-Rand Company | Feedback controlled engine starting system |
JP3998119B2 (en) * | 2000-12-20 | 2007-10-24 | 本田技研工業株式会社 | Engine start control device |
JP4144348B2 (en) * | 2002-04-26 | 2008-09-03 | 株式会社デンソー | Engine start system |
DE10245640B3 (en) * | 2002-09-30 | 2004-04-08 | Siemens Ag | Process to detect a starting breakdown and prevent a pendulum condition in a combustion engine, compares rotation speed with threshold value and switches off if deficient |
JP4343059B2 (en) * | 2004-08-26 | 2009-10-14 | 本田技研工業株式会社 | Start control device for internal combustion engine |
FR2927301B1 (en) * | 2008-02-12 | 2010-05-21 | Peugeot Citroen Automobiles Sa | METHOD AND SYSTEM FOR MANAGING THE STARTING OF THE ENGINE OF A VEHICLE |
US8752519B2 (en) | 2009-12-15 | 2014-06-17 | GM Global Technology Operations LLC | Air assist start stop methods and systems |
-
2011
- 2011-06-17 AT ATA887/2011A patent/AT511612B1/en not_active IP Right Cessation
-
2012
- 2012-06-05 EP EP12730356.8A patent/EP2721284B1/en active Active
- 2012-06-05 WO PCT/AT2012/000153 patent/WO2012171049A1/en unknown
- 2012-06-05 BR BR112013032379-5A patent/BR112013032379B1/en not_active IP Right Cessation
- 2012-06-05 JP JP2014514998A patent/JP6163484B2/en active Active
- 2012-06-05 CN CN201280036265.6A patent/CN103717876B/en not_active Expired - Fee Related
- 2012-06-05 KR KR1020137033300A patent/KR101675189B1/en active IP Right Grant
-
2013
- 2013-12-16 US US14/107,310 patent/US9316197B2/en active Active
Non-Patent Citations (1)
Title |
---|
See references of WO2012171049A1 * |
Also Published As
Publication number | Publication date |
---|---|
KR20140045407A (en) | 2014-04-16 |
JP2014519575A (en) | 2014-08-14 |
US20140102409A1 (en) | 2014-04-17 |
US9316197B2 (en) | 2016-04-19 |
BR112013032379B1 (en) | 2021-05-18 |
KR101675189B1 (en) | 2016-11-10 |
JP6163484B2 (en) | 2017-07-12 |
CN103717876A (en) | 2014-04-09 |
WO2012171049A1 (en) | 2012-12-20 |
AT511612A4 (en) | 2013-01-15 |
AT511612B1 (en) | 2013-01-15 |
EP2721284B1 (en) | 2020-02-19 |
CN103717876B (en) | 2016-05-25 |
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Legal Events
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