Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/1502—Digital data processing using one central computing unit
  • F02P5/1516—Digital data processing using one central computing unit with means relating to exhaust gas recirculation, e.g. turbo
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
  • F02P17/12—Testing characteristics of the spark, ignition voltage or current
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P3/00—Other installations
  • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
  • F02P3/04—Layout of circuits
  • F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/1502—Digital data processing using one central computing unit
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P9/00—Electric spark ignition control, not otherwise provided for
  • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
  • F02P9/007—Control of spark intensity, intensifying, lengthening, suppression by supplementary electrical discharge in the pre-ionised electrode interspace of the sparking plug, e.g. plasma jet ignition
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
  • F02P15/10—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having continuous electric sparks
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
  • F02P17/12—Testing characteristics of the spark, ignition voltage or current
  • F02P2017/121—Testing characteristics of the spark, ignition voltage or current by measuring spark voltage
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P9/00—Electric spark ignition control, not otherwise provided for
  • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the present invention relates to a method for operating a
• Ignition system for an internal combustion engine comprising a first
• the present invention relates to a corresponding ignition system.
• the present invention relates to an adaptation of the
• Ignition systems are used in the prior art to ignite an ignitable mixture in a combustion chamber of a spark-ignition internal combustion engine. For this purpose, a spark gap is acted upon by electrical energy or electrical voltage, in response to which ignited the sparking flammable mixture in the combustion chamber.
• the main requirements of modern ignition systems arise indirectly from necessary emission and fuel reductions.
• Appropriate engine solutions such as supercharging and lean / stratified operation (spray-guided direct injection) in combination with increased exhaust gas recirculation rates (EGR), are used to derive requirements for the ignition systems.
• EGR exhaust gas recirculation rates
• a high voltage generator generates the high voltage required for the high voltage breakdown at the spark plug.
• a bypass eg in the form of a boost converter, provides energy to maintain the spark for continued mixture ignition. In this way, high spark energies can be optimized
• Funkenstromverlauf be provided despite a reduced design of the ignition system.
• an ignition system and a method for operating an ignition system. Both are characterized by being a major contributor to the delivery of a
• the boost converter can already generate a voltage (in the course of switching off the primary voltage generator) before ignition (in the course of switching off the primary voltage generator) of the
• Output voltage of the primary voltage generator is superimposed.
• the inventive method for operating an ignition system is particularly suitable for a gasoline-powered internal combustion engine, since, for example, on Operational deposits on the spark plugs which constitute an electrical shunt and that provided by the ignition system
• the ignition system comprises a primary voltage generator and a boost converter, wherein the boost converter primarily for
• the method according to the invention is characterized by determining a voltage requirement for a device to be generated by means of the boost converter and by means of the primary voltage generator
• the voltage supply for the generation of the spark may vary depending on a current operating state.
• the on-time of the boost converter is changed to meter the voltage supply as needed. In this way, with a smaller primary voltage generator, a sufficient supply of electrical energy at the time of ignition can take place. For example, only from the variation of the operating conditions of
• Isolation costs may be lower, which allows a more cost-effective production.
• the installation space of the ignition transformer can thus be reduced.
• the operation of the boost converter thus provides the advantage of a higher voltage supply by which the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (e.g., the ignition transformer) is assisted. In this way, the primary voltage generator (
• the determination of the voltage requirement preferably comprises measuring an output voltage or a corresponding measurement voltage applied across the spark gap. This can be done for example by a shunt.
• the voltage determination can, for example, by means of an electronic
• determining the voltage requirement comprises comparing a measured electrical parameter of an output voltage applied across the spark gap or a corresponding measurement voltage or a signal received from an electronic control unit with an associated reference.
• a measured electrical parameter of an output voltage applied across the spark gap or a corresponding measurement voltage or a signal received from an electronic control unit with an associated reference.
• an actual electrical quantity can be determined or an expected characteristic variable can be assumed for a determined operating state without again determining the characteristic itself.
• the latter procedure is often referred to as
• the reference can for example be taken from a memory means which for example identifies threshold values at which the ignition voltage should be lowered and below which the ignition voltage should be increased a subsequent, especially immediate
• ignition cycle of the switch-on of the boost converter to be modified.
• the transmitter determines signals for the control of the operation of the internal combustion engine and provides.
• the comparison of measured values or Control signals with individual references or threshold values represents a simple mathematical operation which is cost-effective and space-saving to implement in terms of circuitry.
• the method comprises the step of classifying the electrical parameter by assigning a measured value for the electrical characteristic to a predefined characteristic interval, for example within a memory means of the ignition system.
• the ignition system can be set up to associate appropriate characteristic-value classes with suitable switch-on times for the boost converter. The switch-on times can, for example, within a storage means of the ignition system of the respective
• Characteristic class be assigned and applied in response to a classification in a determination of the switch-on of the boost converter. Again this operation is a little elaborate and
• the determination of the parameter takes place within an electronic circuit, within an analog circuit, within a microcontroller, within a field programmable gate array (FPGA) and / or an ASIC of the ignition system.
• the aforementioned electronic components are sometimes arranged in the region of each ignition system for controlling the ignition process. Therefore, an implementation of the present invention is possible in this way without additional hardware.
• the change of the switch-on takes place in response to a reduced voltage requirement for a successful ignition. If the switch-on of the boost converter against the time of switching off the primary voltage generator is delayed, the
• the voltage requirement is determined by determining a predetermined operating state of an internal combustion engine, wherein the predetermined operating state is assigned a predetermined switch-on or alternatively a predetermined voltage requirement.
• the second alternative has the advantage that the switch-on time is adjusted by means of a control and thus the voltage requirement is more optimally adjustable, this control being provided in an internal electronic component of the ignition system.
• the ignition system with which the method according to the invention is carried out comprises a step-up converter for increasing a high-voltage supply for a high voltage to be generated by means of a primary voltage generator.
• the ignition system is characterized by means for determining a
• the funds can be one
• the ignition system comprises means for varying a switch-on time of the boost converter in response to a determined change in voltage demand. These means are set up according to the voltage requirement the switch-on time of
• Boost converter for example, compared to the crank angle of
• the ignition system comprises a shunt, by means of which it is arranged to perform a voltage measurement in order to obtain a voltage requirement determine.
• the measurement may be made in a first ignition cycle and the change of the switch-on time may be made with respect to a subsequent ignition cycle.
• the voltage measurement across the shunt can be made, for example, via an electronic circuit, an analog circuit, a microcontroller, an FPGA and / or an ASIC of the ignition system.
• electrical characteristic voltages come into question. Since current ignition systems include the aforementioned components individually or in combination on each combustion chamber or on each spark plug, the realization of the ignition system according to the invention can be implemented with minimal or entirely no additional hardware outlay.
• the ignition system additionally has storage means, by means of which it is set up, the current voltage requirement for generating a
• the voltage requirement measured in the current operating state can be compared with voltage requirement classes within the storage means.
• the storage means may also provide predefined switch-on times for the boost converter, which are suitable for the respective voltage requirement classes
• Figure 1 is a circuit diagram of an embodiment of a
• Figures 3a, 3b are timing diagrams of electrical characteristics, as in the
• FIGS. 3c, 3d show timing diagrams of electrical characteristics that may occur during operation of the ignition system shown in FIG. 1; and
• FIG. 4 is a flow chart illustrating steps of a
• FIG. 1 shows a circuit of an ignition system 1, which has a
• Step-up transformer 2 comprises as a high voltage generator whose
• Primary side 3 can be supplied from an electrical energy source 5 via a first switch 30 with electrical energy.
• the step-up transformer 2 consisting of a primary coil 8 and a secondary coil 9 may also be referred to as the first voltage generator or primary voltage generator.
• a fuse 26 is provided.
• a capacitance 17 is provided parallel to the input of the circuit or parallel to the electrical energy source 5.
• the secondary side 4 of the step-up transformer 2 is powered by an inductive coupling of the primary coil 8 and the secondary coil 9 with electrical energy and has a known from the prior art diode 23 for Einschaltfunkenunterd Wegung, which diode may alternatively be replaced by the diode 21.
• a spark gap 6 is provided against an electrical ground 14, via which the ignition current i 2 should ignite the combustible gas mixture.
• a boost converter 7 is between the electric power source 5 and the
• Secondary side 4 of the step-up transformer 2 is provided and has an inductance 15, a switch 27, a capacitor 10 and a diode 16.
• the inductance 15 is provided in the form of a transformer having a primary side 15 1 and a secondary side 15_2.
• Inductance 15 serves as an energy store in order to maintain a current flow.
• Connection of the secondary side 15 2 of the transformer is direct without switch connected to the diode 16, which in turn is connected via a node to a terminal of the capacitor 10.
• This terminal of the capacitor 10 is connected to the secondary coil 9 and another terminal of the capacitor 10 is connected to the electrical ground 14.
• the output power of the boost converter is fed via the node on the diode 16 in the ignition system and the spark gap 6 is provided.
• the diode 16 is oriented in the direction of the capacitance 10 conductive. Due to the transmission ratio, a switching operation by the switch 27 in the branch of the primary side 15_1 also acts on the secondary side 15_2. However, since current and voltage according to the gear ratio on one side are higher or lower than on the other side of the transformer, can be found for switching operations more favorable dimensions for the switch 27.
• the switch 27 is controlled via a drive 24, which is connected via a driver 25 to the switch 27.
• a shunt 19 as current measuring means or
• the measuring signal is supplied to the switch 27.
• the switch 27 is configured to respond to a defined range of the current i 2 through the secondary coil 9.
• a Zener diode 21 is connected in the reverse direction parallel to the capacitor 10.
• the control 24 receives a control signal S H ss- About this, the supply of energy via the boost converter 7 in the secondary side and are turned off. It can also the
• Power of the introduced by the boost converter or in the spark gap electrical quantity for example via the frequency and / or the pulse-pause ratio can be controlled via a suitable control signal S H ss.
• a switch-on time can be shifted via the control signal S H ss when the energy requirement of the spark gap changes.
• a switching signal 32 is indicated, by means of which the switch 27 can be controlled via the driver 25.
• the switch 27 When the switch 27 is closed, the inductance 15 is supplied via the electrical energy source 5 with a current which flows directly into the electrical ground 14 when the switch 27 is closed. With open switch 27, the current through the inductor 15 via the
• Diode 16 is passed to the capacitor 10.
• the voltage in response to the current in the capacitor 10 adjusting voltage adds to the above Secondary coil 9 of the step-up transformer 2 dropping voltage, whereby the arc is supported on the spark gap 6.
• the capacitor 10 discharges, so that 27 energy can be brought into the magnetic field of the inductor 15 by closing the switch to 27 to recharge this energy to the capacitor 10 at a reopening of the switch.
• the control 31 of the provided in the primary side 3 switch 30 is kept significantly shorter than this by the
• Switching signal 32 for the switch 27 is the case.
• Upshooter 7 supplied energy is passed through a further node directly to the spark gap 6, without passing through the secondary coil 9 of the
• the output voltage applied to the output terminal corresponds to the voltage supply of the ignition system.
• An inventive determination of a voltage requirement for the generation of a spark is by an information technology connection of the
• Motor control unit (MSG) 40 possible, which receives a first signal S 4o for setting an operating point of an internal combustion engine and outputs a corresponding second signal S 40 'to a microcontroller 42.
• the microcontroller 42 is further connected to a memory 41, from which references in the form of limit values for classes of voltage offers for the current or future required electrical voltage for generating the spark can be read out.
• the microcontroller 42 is set up to influence the switch-on time of the boost converter 7, the driver 24 is modified as needed or time-wise
• Switching signal 32 powered.
• the boost converter 7 in Sooner or later responses to the receipt of the changed switching signal 32 are turned on, so that the voltage across the capacitor 10 at the turn-off time of the switch 30 is lower or higher, so that the generation of the spark can be made safer or less wear.
• FIG. 2 shows time diagrams for a) the ignition coil current i zs , b) the associated boost converter current i H ss, c) the output voltage over the
• Switching signal 32 of switch 27 In detail: Diagram a) shows a short and steep rise of the primary coil current i zs , which occurs during the time in which the switch 30 is in the on state ("ON", see diagram 3e). With turning off the switch 30 also falls
• Diagram b) also illustrates the current consumption of the boost converter 7 according to the invention, which comes about through a pulse-shaped actuation of the switch 27.
• clock rates in the range of several tens of kHz have proved to be suitable as switching frequencies, in order to achieve appropriate voltages on the one hand and acceptable ones on the other hand
• Diagram c) shows the course 34 of the voltage setting in the spark gap 6 during operation according to the invention.
• Diagram d) shows the courses of the
• Step-up transformer stored magnetic energy in the form of a
• Switch 27 is now also the secondary coil current ⁇ 2 against 0 A from. It can be seen from diagram d) that the falling edge is delayed by the use of the boost converter 7.
• the total time period during which the boost converter is used is indicated as t H ss and the time duration during which power is given to the upstream side of the step-up transformer 2 is t.
• the starting time of t H ss opposite t can be chosen variable.
• an additional DC-DC converter (not shown) that supplied by the electrical energy source
• FIGS. 3a to 3d show timing diagrams of electrical variables which may occur during operation of the ignition system shown in FIG. 1, with no spark gap 6 being used on the output side, but an ohmic-capacitive load. There is thus no spark break.
• the maximum value of the output voltage - the high-voltage supply - is decisive for the following signal curves.
• FIG. 3 a shows a time diagram of electrical quantities as used in the operation of the in
• Figure 1 can occur ignition system.
• FIG. 3 b shows a time diagram of electrical quantities as they are used in the operation of the in
• FIG. 3b shows a temporal section of the signal curve of the output voltage U a2 shown in FIG. 3a after the switch-off time t a of the primary-side current through the
• FIG. 3 c shows a time diagram of electrical variables which may occur during operation of the ignition system shown in FIG.
• the switch-t e of the boost converter with respect to the switch-off time t a of the primary-side current by the primary voltage generating brought forward. Accordingly, the output voltage U a 2 increases between the times 1, 0 ms to 1, 5 ms even before the switch-off time t a , so that already at the switch-off time t a the
• FIG. 3d shows a time diagram of electrical variables which may occur during operation of the ignition system shown in FIG.
• FIG. 3d shows a section of the time range shown in FIG. 3c. From this representation, it becomes even clearer how the advanced switch-on time t e of the
• FIG. 4 shows a flowchart illustrating steps of a
• step 100 a voltage requirement for one of the ignition system by means of
• a measurement of an electrical operating variable of the ignition system during a first ignition cycle is performed and the determined value is compared in step 200 with a stored reference.
• the reference which can be stored, for example, as an operating parameter class assigned to the measured values, is entered
• Switching time of the boost converter with respect to a second ignition cycle 'changed accordingly may be earlier or later than before and compared to a crankshaft angle of the Internal combustion engine or against the switch-off of the
• Primary voltage generator can be defined. By the changed
• the voltage requirement of the ignition system can be determined by the current operating condition of the internal combustion engine is determined, wherein the predetermined operating state is assigned a predetermined switch-on or a predetermined voltage requirement.
• the operating state is defined, for example, by one or more operating parameters of the internal combustion engine, for example, type of mixture formation, current
• Combustion process Charging state, torque, power, speed,
• the voltage requirement in step 100 can be determined by measuring an output voltage applied across the spark gap or a corresponding voltage, the maximum value of the output voltage measured in a predetermined time period being equal to the output voltage
• the predetermined period is in particular the
• Output voltage corresponding voltage can be measured for example on the primary side 3 of the step-up transformer 2 or the shunt 19.
• step 200 a voltage supply for the spark to be determined is compared with the determined voltage requirement. In this case, it is determined whether an excess condition is satisfied by checking whether the amount of the voltage supply exceeds the amount of the voltage requirement by at least a predetermined voltage difference.
• comparing the determined voltage supply with the determined voltage requirement in step 200 it is determined whether an excess condition is satisfied by checking whether the determined voltage supply exceeds the determined voltage requirement by at least a predetermined voltage difference.
• the predetermined voltage difference is, for example, in the range between 2 and 10 kV, in particular 5 kV.
• the turn-on time te in step 300 becomes a relative to the turn-off time point ta of FIG
• Primary voltage generator 2 earlier time changed to reliably generate a sparkover.
• step 300 the switch-on time of the boost converter 7 is thus dependent on the determined voltage requirement and / or depending on the determined
• Primary voltage generator 2 earlier or later changed.
• the switch-on time t e is changed to an earlier time relative to the switch-off time t a of the primary voltage generator 2.
• the changing of the switch-on time t e is carried out in predetermined stages.
• the switch-on of the boost converter 7 is determined in each case by the time at which the switch 27 of the boost converter 7 begins to switch clocking.
• the voltage supply can be determined by measuring an output voltage applied across the spark gap or a corresponding corresponding voltage. The gradient of the measured
• the voltage supply can be calculated from the measured output voltage and / or the gradient of the
• Output voltage can be derived quantitatively.
• the voltage supply can be determined by determining suitable influencing variables of the ignition system, for example by determining the temperature of a primary winding of the primary voltage generator and / or the primary current flowing through the primary winding.
• Voltage offer can by means of the influencing variables over a Model, a lookup table or via formulas or algorithms.
• the temperature of the primary winding can be measured directly or indirectly by a temperature sensor, for example on the primary winding, for example, from a cooling water temperature of an internal combustion engine.
• a computer program may be provided which is set up to carry out all described steps of the method according to the invention.
• the computer program is stored on a storage medium.
• the method according to the invention can be controlled by an ASIC or microcontroller provided in the ignition system, which is set up to carry out all the described steps of the method according to the invention.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Theoretical Computer Science (AREA)
• Signal Processing (AREA)
• Physics & Mathematics (AREA)
• Plasma & Fusion (AREA)
• Ignition Installations For Internal Combustion Engines (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=51786958

Family Applications (1)

Country Status (6)

Families Citing this family (6)

Citations (2)

Family Cites Families (7)

• 2014
  • 2014-08-13 DE DE102014216013.8A patent/DE102014216013A1/de not_active Withdrawn
  • 2014-10-22 US US15/032,974 patent/US9850875B2/en active Active
  • 2014-10-22 BR BR112016010939A patent/BR112016010939A2/pt not_active IP Right Cessation
  • 2014-10-22 CN CN201480062603.2A patent/CN105705777B/zh active Active
  • 2014-10-22 EP EP14786936.6A patent/EP3069010A1/de active Pending
  • 2014-10-22 WO PCT/EP2014/072642 patent/WO2015071062A1/de active Application Filing

Patent Citations (2)

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events