EP2906803B1 - Verfahren und vorrichtung zum betreiben einer brennkraftmaschine - Google Patents

Verfahren und vorrichtung zum betreiben einer brennkraftmaschine Download PDF

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Publication number
EP2906803B1
EP2906803B1 EP13785826.2A EP13785826A EP2906803B1 EP 2906803 B1 EP2906803 B1 EP 2906803B1 EP 13785826 A EP13785826 A EP 13785826A EP 2906803 B1 EP2906803 B1 EP 2906803B1
Authority
EP
European Patent Office
Prior art keywords
camshaft
pressure
pump
internal combustion
combustion engine
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.)
Active
Application number
EP13785826.2A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2906803A1 (de
Inventor
Michael Wirkowski
Christian MEY
Christoph Klesse
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive 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 Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP2906803A1 publication Critical patent/EP2906803A1/de
Application granted granted Critical
Publication of EP2906803B1 publication Critical patent/EP2906803B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/12—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps having other positive-displacement pumping elements, e.g. rotary
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M39/00—Arrangements of fuel-injection apparatus with respect to engines; Pump drives adapted to such arrangements
    • F02M39/02—Arrangements of fuel-injection apparatus to facilitate the driving of pumps; Arrangements of fuel-injection pumps; Pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
    • F02M51/04—Pumps peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/02—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type
    • F02M59/10—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps of reciprocating-piston or reciprocating-cylinder type characterised by the piston-drive
    • F02M59/102—Mechanical drive, e.g. tappets or cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/38—Pumps characterised by adaptations to special uses or conditions
    • F02M59/42—Pumps characterised by adaptations to special uses or conditions for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
    • F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
    • F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
    • F02M63/0265—Pumps feeding common rails

Definitions

  • the invention relates to a method and a device for operating an internal combustion engine.
  • Modern motor vehicles have direct fuel injection internal combustion engines in which the fuel is injected under high pressure directly into or into multi-cylinder internal combustion engines into the combustion chambers.
  • Such direct fuel injection requires a fuel supply device which provides pressurized fuel in any operating situation.
  • Elements of this fuel supply device are the high-pressure pump, which conveys the fuel to the required pressure level, and a pressure accumulator (rail), in which the fuel is stored under high pressure and from which the fuel injectors are supplied with fuel.
  • the fuel At an engine start of an internal combustion engine with fuel injection systems, the fuel must be under a sufficiently high pressure.
  • the sufficiently high pressure at engine start both after a longer and after a short shutdown phase, must first be generated by the high pressure pump mechanically coupled to the engine.
  • the engine of a motor vehicle is driven during a starting phase by a starter of the motor vehicle without combustion until reaching a target injection release pressure. It is expected that due to more stringent limits on particulate emissions, the target injection release pressure will be further increased in the future.
  • the object underlying the invention is to provide a method and a device for operating an internal combustion engine, which contributes to improving a starting capability of an engine of the internal combustion engine.
  • the invention is characterized by a method and a corresponding device for operating an internal combustion engine.
  • the internal combustion engine has an accumulator, a high-pressure pump, a controllable actuator and a rotatably mounted camshaft with a longitudinal axis.
  • the high-pressure pump comprises a cylinder chamber and a pump piston movably arranged in the cylinder chamber.
  • the pump piston is supported at least indirectly on the camshaft and thus influences a free volume of the cylinder chamber depending on a rotation of the camshaft.
  • the cylinder chamber of High-pressure pump is hydraulically coupled at least indirectly with the pressure accumulator for conveying the fluid into the pressure accumulator.
  • the actuator is configured and arranged to drive the camshaft such that the camshaft rotates in a predetermined angular range about its longitudinal axis in a first direction or in an opposite second direction.
  • the method comprises the following steps: During a predetermined period of time before an expected engine start, the high pressure pump is driven so that it has a self-priming operating state and the actuator is controlled such that the camshaft at least once in the first direction and at least once in the second Direction in the predetermined angular range rotates about its longitudinal axis.
  • this makes it possible to rotate the camshaft and thus at least one drive cam of the camshaft already before the expected engine start by means of the actuator, so that the high-pressure pump is driven.
  • the at least one drive cam of the camshaft, on which the pump piston is at least indirectly supported is rotated back and forth.
  • the pump piston thereby performs suction and pumping strokes in the cylinder chamber.
  • the suction and Pumphubioloen the pump piston allow fluid delivery of the high-pressure pump, in particular a fuel delivery, and thus a pressure build-up in the accumulator before the engine is started.
  • the high pressure pump is preferably designed such that it can have a self-priming operating state with a suitable control. This allows the high pressure pump to be operational and effective very quickly.
  • the high-pressure pump can be designed as a normally closed pump or as a normally open pump. In the case that the high-pressure pump is designed as a normally closed pump is, the high-pressure pump is operated without current. In the case that the high-pressure pump is designed as a normally open pump, the high-pressure pump is operated with a continuous current, analogous to a normal operation of the high-pressure pump in an active operating state of the engine.
  • the expected engine start can be detected depending on an opening of a vehicle driver's door and / or seat occupancy. For a start-stop automatic function, the expected engine start can be determined as a function of a medium short-time shut-off time.
  • camshaft rotation may begin to build up pressure in the accumulator.
  • the pressure in the pressure accumulator can thus already have a desired value at an actual engine start.
  • This has the advantage, in particular in the case of a motor vehicle, that a period of time can be shortened by an engine start desired by a vehicle driver and / or vehicle-controlled engine start, in which an activation signal for the engine is generated, for example, up to an actual start of combustion in the combustion chamber.
  • a buildup of pressure accumulator can be maintained by the build-up of pressure before the expected engine start without the startability of the engine being delayed.
  • a reduction in size of the accumulator and the associated extended quality requirements for other components, such as pressure relief valves and injectors, can be dispensable.
  • the predetermined period of time is immediately before the expected engine start. This has the advantage that an already established pressure does not have to be kept for a long time and / or a particle emission can be reduced and / or a possible leakage in the fuel system can be tolerated.
  • the actuator is controlled during the predetermined period of time such that the camshaft rotates several times each first in the first and then in the second direction in the predetermined angular range about its longitudinal axis until a predetermined injection release pressure prevails in the pressure accumulator.
  • the internal combustion engine has a variable valve train and the camshaft is coupled to a gas inlet valve and / or a gas outlet valve of a combustion chamber of the internal combustion engine and the actuator is arranged and formed by driving and / or adjusting the camshaft an opening and / or To control closing time of the gas inlet valve or gas outlet valve.
  • the actuator can thus be used for the variable valve train and as a high-pressure pump drive. An operability of the variable valve train is maintained because the actuator is used only when the engine is started for the variable valve train.
  • variable valve train comprises an electric variable valve train.
  • the variable valve train may include an electric actuator.
  • this makes it very easy to rotate and / or drive the camshaft when the engine is at a standstill.
  • the high-pressure pump comprises a digitally switching high-pressure pump.
  • this allows a rapid pressure build-up. It Both directions of movement can be used for the pressure build-up, since the pressure build-up is independent of a respective direction of rotation.
  • the internal combustion engine 1 comprises at least one cylinder 2 and a piston 3 movable up and down in the cylinder 2.
  • the internal combustion engine 1 further comprises an intake tract 40, downstream of an intake opening 4 for drawing in fresh air, an air mass sensor 5, a throttle valve 6, a suction pipe 7 and a controllable intercooler 60 are arranged.
  • the intercooler 60 may have a water cooling or air cooling.
  • the intake tract 40 opens into a combustion chamber 30 bounded by the cylinder 2 and the piston 3.
  • the fresh air required for combustion is introduced into the combustion chamber 30 via the intake tract 40, the fresh air supply being controlled by opening and closing a gas inlet valve 8.
  • the internal combustion engine 1 shown here is an internal combustion engine 1 with direct fuel injection, in which the fuel required for the combustion via an injection valve 9 is injected directly into the combustion chamber 30.
  • the combustion exhaust gases are discharged via a gas outlet valve 11 into an exhaust pipe 16 of the internal combustion engine 1 and cleaned by means of a arranged in the exhaust pipe 16 catalyst 12.
  • the internal combustion engine 1 has a variable valve drive 50, by means of which the control times (opening and closing time) of the gas inlet valves 8 and the gas outlet valves 11 can be adjusted individually.
  • a camshaft 27 (in FIG. 1 not shown) is coupled to the gas inlet valve 8 and / or the gas outlet valve and the crankshaft 13, respectively.
  • the internal combustion engine 1 may have, for example, an intake camshaft and / or an exhaust camshaft.
  • the variable valve train 50 is coupled to the camshaft 27 and the crankshaft 13 and allows at least one phase of the camshaft 27 to be adjusted to the crankshaft 13.
  • variable valve train 50 may, for example, by a hydraulically adjustable camshaft (not shown in FIG. 1 ) are realized, in which the different timing of the valves 8, 11 result by switching between cam 28 with different survey curves.
  • a hydraulically adjustable camshaft not shown in FIG. 1
  • an electric variable valve train is possible in which the valves 8, 11 are driven individually, electrically.
  • variable valve train 50 may include an actuator that is configured and arranged the camshaft 27 to drive.
  • the actuator is configured to drive the camshaft 27 such that the camshaft 27 rotates in a predetermined angular range about its longitudinal axis in a first direction or in an opposite second direction.
  • the actuator may be configured to drive the camshaft 27 depending on a predetermined electrical pulse.
  • the internal combustion engine 1 further has a fuel supply system, which has a fuel tank 17 and a fuel pump 18 arranged therein.
  • the fuel is supplied by means of the fuel pump 18 via a supply lines 19, 19 a to a pressure accumulator 20.
  • This is a common pressure accumulator, from which the injection valves 9 for a plurality of cylinders 2 are supplied with pressurized fuel.
  • a fuel filter 21 and a high-pressure pump 22 are further arranged.
  • the high-pressure pump 22 serves to supply the fuel delivered by the fuel pump 18 at relatively low pressure (approximately 3 bar) to the pressure accumulator 20 at high pressure (typically up to 150 bar).
  • the internal combustion engine 1 is associated with a control device 23 which is connected via signal and data lines with all actuators and sensors of the internal combustion engine 1.
  • FIG. 2 shows at least partially the high pressure pump 22 with a pump housing 25 and a pump unit 25.
  • the high pressure pump 22 includes, for example, a digital high pressure switching pump.
  • the illustrated pump unit 25 is preferably one of a plurality of pump units 25 of the high-pressure pump 22, which are operated by a shared drive shaft. Is preferred the drive shaft, the camshaft 27, which is coupled to the gas inlet valve 8 and / or the gas outlet valve 11.
  • the camshaft 27 is rotatably supported, for example, with a rotation axis D in the pump housing 25.
  • the camshaft 27 comprises at least one cam 28, wherein the cam 28 may be formed as a multiple cam.
  • the camshaft 27 has two cams 28.
  • the number of conveying and compression strokes can be specified via the number of cams 28.
  • the number of conveying or compression strokes corresponds to the number of cams 28.
  • the pump unit 25 basically includes the cylinder housing 26, the cylinder chamber 311 disposed in the cylinder housing 26, a pump piston 31, a plunger 29, and a return spring 33.
  • the cylinder housing 26, the cylinder chamber 311, the pump piston 31, the plunger 29, and the return spring 33 are preferably coaxially arranged along a longitudinal axis L of the pump piston 31 to each other.
  • the pump piston 31 is axially movably mounted in the cylinder chamber 311 of the cylinder housing 26 in a cylindrical recess of a pump piston guide portion 32 of the cylinder housing 26 and is in operative connection with the camshaft 27.
  • the pump piston 31 is driven in particular by the cam 28 of the camshaft 27 in a lifting movement in at least approximately radial direction to the axis of rotation D of the camshaft 27.
  • the pump piston 31 is axially movably guided in the pump piston guide section 32 in order during a suction stroke, in FIG. 2 directed downward to convey fuel from the supply line 19 via pump inlet valve 3112 into the cylinder chamber 311 with the pump outlet valve 3117 closed and during a pumping stroke, in FIG. 2 upwards, in the To compress fuel located in the cylinder chamber 311 and possibly via the pump outlet valve 3117 under high pressure to the supply line 19 a to the accumulator 20 with closed pump inlet valve 3112.
  • FIG. 2 shows a possible embodiment of a pump inlet valve 3112 as a digitally switchable valve. It is a so-called. Normally open valve. Via a current coil 3114 of the valve, a valve plunger 3116 with a valve closing element against the force of a spring 3115 can be actively brought into a closed position of the valve 3112, in which no fuel can get from the supply line 19 into the cylinder chamber 311 of the pump 22 and not the other way around. If the coil 3114 is not energized, the valve 3112 is in its open position and the suction of fuel from the supply line 19 in a suction phase of the pump 22 is made possible. In a self-priming operation, the coil is not energized in this type of intake valve. Alternatively, another valve principle could be used, the self-sucking operation would be correspondingly different.
  • the pump outlet valve 3117 of the pump 22 is a check valve 3118, which, with a correspondingly high pressure in the cylinder chamber 311 of the pump, allows fluid to be conveyed into the supply line 19a towards the high-pressure accumulator 20.
  • FIG. 3 shows a time course of a rail pressure P_rail in the pressure accumulator 20th
  • the high-pressure pump 22 is already actuated in such a way that it has a self-priming operating state, even before an expected engine start for a predetermined period of time and the actuator is controlled such that the camshaft 27 rotates at least once in the first direction and at least once in the second direction in the predetermined angular range about its longitudinal axis.
  • the actuator is controlled during the predetermined period of time in such a way that the camshaft 27 rotates several times in each case firstly in the first and then in the second direction in the predetermined angular range about its longitudinal axis. This can be done until a predetermined injection release pressure is reached in the pressure accumulator 20.
  • the camshaft 27 Before the engine, for example of the motor vehicle, is started, the camshaft 27 is moved back and forth, for example by means of the at least one actuator of the variable valve drive 50.
  • the rail pressure P_rail increases due to the reciprocating movements at least approximately stepped.
  • the time course of the rail pressure P_rail represents a test bench measurement.
  • the rail pressure P_rail for example, increases by about 7 to 10 bar at a camshaft rotation of 45 ° in total (22.5 ° in the first direction and 22.5 ° back in the second direction).
  • the camshaft 27 was rotated in the example shown at an angular velocity of 75 ° / s.
  • An injection release pressure of greater than 60 bar can thus be achieved within a period of less than two seconds.
  • the time duration is also dependent on a configuration of the high-pressure pump 22.
  • FIG. 3 the time course of a crankshaft signal CRK, which is detected for example by means of a crankshaft sensor (respective maximum point 6 ° crankshaft 13, 3 ° camshaft 27).
  • a crankshaft sensor for example, a crankshaft sensor (respective maximum point 6 ° crankshaft 13, 3 ° camshaft 27).
  • the respective phases of the rotational movement in different directions detect. During a respective first phase Ph1, the rotation takes place in the first period and during a respective second phase Ph2, the rotation takes place in the second, opposite direction.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Valve Device For Special Equipments (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
EP13785826.2A 2012-10-11 2013-10-04 Verfahren und vorrichtung zum betreiben einer brennkraftmaschine Active EP2906803B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012218525.9A DE102012218525B4 (de) 2012-10-11 2012-10-11 Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
PCT/EP2013/070704 WO2014056798A1 (de) 2012-10-11 2013-10-04 Verfahren und vorrichtung zum betreiben einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP2906803A1 EP2906803A1 (de) 2015-08-19
EP2906803B1 true EP2906803B1 (de) 2016-08-03

Family

ID=49517480

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13785826.2A Active EP2906803B1 (de) 2012-10-11 2013-10-04 Verfahren und vorrichtung zum betreiben einer brennkraftmaschine

Country Status (7)

Country Link
US (1) US9518545B2 (zh)
EP (1) EP2906803B1 (zh)
JP (1) JP2015534625A (zh)
KR (1) KR102122622B1 (zh)
CN (1) CN104704223B (zh)
DE (1) DE102012218525B4 (zh)
WO (1) WO2014056798A1 (zh)

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DE102012218525B4 (de) 2012-10-11 2015-06-03 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
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DE102014220839B4 (de) * 2014-10-15 2016-07-21 Continental Automotive Gmbh Hochdruckpumpe für ein Kraftstoffeinspritzsystem einer Brennkraftmaschine
DE102014220937B4 (de) 2014-10-15 2016-06-30 Continental Automotive Gmbh Antriebsvorrichtung zum Antreiben einer Kraftstoffhochdruckpumpe sowie Kraftstoffhochdruckpumpe
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JP7367548B2 (ja) * 2020-02-07 2023-10-24 株式会社デンソー 燃料供給ポンプ

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Also Published As

Publication number Publication date
JP2015534625A (ja) 2015-12-03
WO2014056798A1 (de) 2014-04-17
DE102012218525A1 (de) 2014-04-17
KR20150065747A (ko) 2015-06-15
KR102122622B1 (ko) 2020-06-15
CN104704223A (zh) 2015-06-10
US20150247480A1 (en) 2015-09-03
CN104704223B (zh) 2017-09-05
DE102012218525B4 (de) 2015-06-03
US9518545B2 (en) 2016-12-13
EP2906803A1 (de) 2015-08-19

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