EP4257809A1 - Procédé de fonctionnement d'un système de refroidissement de véhicule - Google Patents

Procédé de fonctionnement d'un système de refroidissement de véhicule Download PDF

Info

Publication number
EP4257809A1
EP4257809A1 EP23160117.0A EP23160117A EP4257809A1 EP 4257809 A1 EP4257809 A1 EP 4257809A1 EP 23160117 A EP23160117 A EP 23160117A EP 4257809 A1 EP4257809 A1 EP 4257809A1
Authority
EP
European Patent Office
Prior art keywords
fan unit
fan
filter element
speed
cooling
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.)
Pending
Application number
EP23160117.0A
Other languages
German (de)
English (en)
Inventor
Manuel Billich
Michael Meid
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.)
Deere and Co
Original Assignee
Deere and Co
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 Deere and Co filed Critical Deere and Co
Publication of EP4257809A1 publication Critical patent/EP4257809A1/fr
Pending legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/04—Controlling of coolant flow the coolant being cooling-air by varying pump speed, e.g. by changing pump-drive gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/02—Controlling of coolant flow the coolant being cooling-air
    • F01P7/06—Controlling of coolant flow the coolant being cooling-air by varying blade pitch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/12—Filtering, cooling, or silencing cooling-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/185—Arrangements or mounting of liquid-to-air heat-exchangers arranged in parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P3/00—Liquid cooling
    • F01P3/18—Arrangements or mounting of liquid-to-air heat-exchangers
    • F01P2003/187—Arrangements or mounting of liquid-to-air heat-exchangers arranged in series

Definitions

  • the invention relates to a method for operating a vehicle cooling system, which comprises a first fan unit for generating a main cooling flow acting on a first cooler arrangement and a second fan unit adjacent to the main cooling flow for generating a secondary cooling flow acting on a second cooler arrangement, the secondary cooling flow being extracted from the main cooling stream by means of the second fan unit is branched off, and the ambient air sucked in to generate the cooling flows passes through a filter element for particle filtering located upstream of the fan units and the cooler arrangements.
  • Such a vehicle cooling system is used, among other things, in agricultural tractors of the R series from the manufacturer John Deere.
  • the vehicle cooling system housed in an engine compartment has a first cooler arrangement and a second cooler arrangement which is spatially separated therefrom.
  • the first cooler arrangement includes, among other things, in addition to a high-temperature heat exchanger for cooling a diesel engine, an oil cooler and an air conditioning condenser, the relevant cooler components being located in series and/or parallel in a common main cooling flow, which is generated by means of an axial fan by sucking in ambient air.
  • the second cooler arrangement has a charge air cooler which is mounted within the engine compartment upstream and essentially horizontally above the main cooling flow.
  • Another axial fan is connected upstream of it, which is driven by a hydraulic motor. In this way you can get out of it
  • the main cooling flow branches off a secondary cooling flow that passes through the intercooler.
  • the heated secondary cooling flow then leaves the engine compartment via an air outlet opening which is formed on an upper side of a hood.
  • the ambient air is sucked in via a filter element.
  • This has the shape of a fine-mesh metal sieve designed as a particle filter, which is located directly behind a front radiator grille in the hood of the agricultural tractor. Since the surface of the metal sieve becomes clogged over time when passing through dust-containing ambient air, it is necessary to clean the filter element at regular intervals, for which purpose a corresponding driver instruction can be issued based on a time control via a user interface located in a driver's cab.
  • the cleaning process itself is usually carried out by hand using a blow gun fed with compressed air by a compressor.
  • some vehicle cooling systems also offer the possibility of putting the axial fan of the first cooling arrangement into reversing operation by pivoting the associated fan blades, in which the direction of the main cooling flow is reversed, so that the filter element can be blown out towards the outside environment and cleaned in this way.
  • the maximum cooling capacity that can be provided by the vehicle cooling system must be oversized accordingly to ensure sufficient “safety reserves”. This applies in particular with regard to the second cooler arrangement adjacent to or projecting into the main cooling flow, which should be designed to be as structurally as compact as possible not only in order to avoid undesirable impairments in the cooling of the first cooler arrangement.
  • the vehicle cooling system comprises a first fan unit for generating a main cooling flow acting on a first cooler arrangement and a second fan unit adjacent to the main cooling flow for generating a secondary cooling flow acting on a second cooler arrangement, the secondary cooling flow being branched off from the main cooling stream by means of the second fan unit , and the ambient air sucked in to generate the cooling flows passes through a filter element for particle filtering located upstream of the fan units and the cooler arrangements.
  • an actual value of a speed variable determined by sensors and/or calculation, which represents a speed that occurs on the second fan unit depending on the cooling requirement, with a for a cleaned state of the filter element is compared with a setpoint specified, wherein in the event that the comparison result is outside a predetermined speed tolerance range, a trigger signal is generated by the control unit to cause a reversing operation of the first fan unit in order to blow out the filter element by means of the first fan unit by reversing the direction of the main cooling flow .
  • an excessive increase in the cooling requirement of the second cooler arrangement derived from an observed speed discrepancy is used as an indicator of the need to carry out a cleaning process of the filter element.
  • This procedure takes into account the actual particle load in the ambient air sucked in, which is naturally not the case with a pure time control or the like.
  • the required oversizing of the second cooler arrangement, including the associated second fan unit is measured by the safety reserve provided by the permissible speed tolerance range, and can therefore be structurally compact.
  • the cooling requirement dependence of the speed of the second fan unit results from the fact that in common vehicle cooling systems, a reduced cooling performance that is recognized due to a temperature increase is compensated for by gradually increasing the speed.
  • the second cooler arrangement is typically an intercooler of a diesel engine. This serves to cool the air heated during compression by a turbocharger and combustion air to be supplied to an intake tract of the diesel engine.
  • the second fan unit is designed as a hydraulically or electrically driven axial fan.
  • the first fan unit which is also designed as an axial fan, can have a plurality of fan blades which protrude radially from a fan hub and which can be pivoted with respect to their angle of attack by means of an adjusting device.
  • an adjusting device In this way, a reversal of the flow direction is possible without changing the direction of rotation of the axial fan.
  • the latter is set in rotation via a belt drive connected to the diesel engine.
  • the actual value of the speed variable is determined by the control unit using sensors by detecting a speed of a fan wheel included in the second fan unit.
  • An inductive speed sensor of a conventional design can be used for this purpose, which detects the revolutions of a drive shaft running between the fan drive and the fan wheel without contact and transmits a corresponding speed signal to the control unit.
  • the actual value of the speed variable is determined mathematically by the control unit in accordance with a control variable intended for the operation of the second fan unit.
  • the control variables can be a volume flow and/or represent a pressure of a hydraulic supply provided for operating an associated hydraulic motor. These can be derived indirectly, for example, from an electrical signal that serves to actuate a valve intended to specify the volume flow and/or pressure.
  • the control variables result from the voltage and/or current of a power supply intended to operate an associated electric motor.
  • the variables in question can be easily detected using sensors and, if the control behavior of the hydraulic or electric motor is known, allow a clear statement to be made about the speed occurring at the fan wheel.
  • the setpoint of the speed variable specified for a cleaned state of the filter element is fixed for the sake of simplicity.
  • the setpoint is specified in such a way that a maximum expected cooling requirement of an operating device to be cooled by means of the second cooler arrangement or of an operating medium to be cooled by means of the second cooler arrangement is reliably covered.
  • the setpoint specified for the speed variable is stored, for example, in a memory unit that communicates with the control unit.
  • the setpoint of the speed variable specified for a cleaned state of the filter element is not based firmly on the maximum cooling requirement of the operating device to be cooled by means of the second cooler arrangement or the operating medium to be cooled by means of the second cooler arrangement, but rather by the control unit is specified variably depending on a determined actual cooling requirement.
  • the second cooler arrangement is a charge air cooler
  • the actual cooling requirement of the charge air can be derived, among other things, from information regarding an engine speed or power of the diesel engine, the outside temperature, the air humidity, the charge air pressure and / or the position of adjustable turbocharger blades.
  • the trigger signal is used to control a user interface to output an operator message informing about the need to carry out a reversing operation.
  • the user interface has, for example, a touch-sensitive display that is housed in a driver's cab of a commercial vehicle equipped with the vehicle cooling system or is part of a mobile terminal that is in data exchange connection with the control unit via a wireless interface.
  • the operator information is output visually via the touch-sensitive display, but if necessary also audibly using an acoustic signal generator included in the user interface.
  • the trigger signal can be used to control an actuating device included in the first fan unit for automatically carrying out the reversing operation.
  • the adjusting device includes an electrically, hydraulically or pneumatically actuated arrangement for changing that is integrated into a fan hub of the fan wheel the angle of attack of the fan blades.
  • the electrical, hydraulic or pneumatic actuation of the arrangement takes place by means of a control unit connected to the control unit.
  • the control unit Since carrying out the cleaning process requires a temporary interruption in operation of a commercial vehicle equipped with the vehicle cooling system, it is advantageous if the control unit only carries out the reversing operation automatically after prior operator approval.
  • the touch-sensitive display included in the user interface can be used for the purposes of operator authorization. In this case, the driver of the commercial vehicle has the opportunity to first find a suitable parking space so that unwanted blowing out of the filter element in closed buildings such as barns or workshops can be ruled out.
  • Fig. 1 shows a schematically illustrated vehicle cooling system 10, which is part of a commercial vehicle designed as an agricultural tractor 12.
  • an agricultural tractor 12 is only of an exemplary nature; rather, it can also be any other commercial vehicle from the agricultural or forestry sector as well as a construction vehicle.
  • the vehicle cooling system 10 housed in an engine compartment 14 of the agricultural tractor 12 has a first cooler arrangement 16 and a second cooler arrangement 18 which is spatially separated therefrom.
  • the first cooler arrangement 16 includes, among other things, in addition to a high-temperature heat exchanger 20 for cooling a diesel engine 22, an oil cooler 24 and an air conditioning condenser 26, the relevant cooler components being located in series and/or parallel in a common main cooling flow 28, which is generated by means of a first fan unit 32 designed as an axial fan 30 is produced.
  • the axial fan 30 is set in rotation via a belt drive 34 connected to the diesel engine 22.
  • the second cooler arrangement 18 is a charge air cooler 36, which is attached within the engine compartment 14 upstream and essentially horizontally above the main cooling flow 28.
  • the Intercooler 36 serves to cool the combustion air that is heated during compression by a turbocharger 38 and is to be supplied to an intake tract 40 of the diesel engine 22 (the hose connections present in this case are in Fig. 1 only indicated for the sake of clarity).
  • a second fan unit 42 in the form of a further axial fan 44 is connected upstream, which is driven by a hydraulic motor 46.
  • an electric drive in the form of an electric motor can also be provided.
  • a secondary cooling stream 48 passing through the intercooler 36 is branched off from the main cooling stream 28.
  • the heated secondary cooling stream 48 then leaves the engine compartment 14 via an air outlet opening 52 formed on an upper side of a hood 50 (indicated by dashed lines).
  • the ambient air 54 required to generate the main and secondary cooling flow 28, 48 is sucked in via an upstream of the fan units 32, 42 and the cooler arrangements 16 , 18 lying filter element 56.
  • the filter element 56 has the shape of a fine-mesh metal sieve 58 constructed as a particle filter, which is located immediately behind a front radiator grille 60 in the hood 50 of the agricultural tractor 12. Deviating from this, the filter element 56 can also be structurally integrated directly into the front radiator grille 60.
  • the vehicle cooling system 10 offers the possibility of putting the axial fan 30 of the first cooling arrangement 16 into reversing operation, in which the direction of the main cooling flow 28 is reversed, so that the filter element 56 can be blown out towards the outside environment and cleaned in this way.
  • the axial fan 30 comprised by the first fan unit 32 has a plurality of fan blades 64 which project radially from a fan hub 62 and which can be pivoted with respect to their angle of attack ⁇ by means of an adjusting device 66.
  • a reversal of the flow direction is possible without changing the direction of rotation of the axial fan 30.
  • This operating state is in Fig. 2 reproduced.
  • the in Fig. 1 shown spatial arrangement of the fan units 32, 42 or cooler arrangements 16, 18 only represents one of several possibilities.
  • the second cooler arrangement 18 is located between the filter element 56 and the first cooler arrangement 16 with respect to the course of the main cooling flow 28, but this can also lie between the first cooler arrangement 16 and the first fan unit 32.
  • Fig. 3 shows an exemplary embodiment of the method according to the invention for operating the vehicle system 10, illustrated as a flow chart. Accordingly, the method is started in an initialization step 100, whereupon, in a first step 102, an actual value n ist of a speed variable is determined by a control unit 68, which is one at the second Fan unit 42 represents the speed that occurs depending on the cooling requirement.
  • a control unit 68 which is one at the second Fan unit 42 represents the speed that occurs depending on the cooling requirement.
  • the cooling requirement dependence of the speed of the second fan unit 42 results from the fact that a reduced cooling performance detected due to a temperature increase is compensated for by means of a successive increase in speed.
  • n is the speed variable is determined in the first step 102 by the control unit 68 by sensing the speed of a fan wheel 70 included in the second fan unit 42.
  • An inductive speed sensor 72 of a conventional design is used for this purpose, which detects the revolutions of a drive shaft 74 running between the hydraulic motor 46 and the fan wheel 70 without contact and transmits a corresponding speed signal to the control unit 68.
  • the actual value n is the speed variable by the control unit 68 in the first step 102 determined mathematically in accordance with control variables intended for the operation of the second fan unit 42.
  • the control variables present on a CAN data bus 76 of the agricultural tractor 12 are detected by sensors and, given the control behavior of the hydraulic motor 46, provide a clear statement about the on Fan wheel 70 occurring speed.
  • the control variables represent a volume flow and/or pressure of a hydraulic supply provided for operating the hydraulic motor 46.
  • these are indirectly derived by the control unit 68 from an electrical signal which serves to actuate a valve (not shown) provided for specifying the volume flow and/or pressure.
  • the control variables result from the voltage and/or current of a power supply intended to operate it.
  • control unit 68 compares the actual value n ist of the speed variable determined in the first step 102 with a setpoint value n target specified for a cleaned state of the filter element 56.
  • control unit 68 detects in a third step 106 that the comparison result is outside a predetermined speed tolerance range ⁇ n, then in a fourth step 108 it generates a trigger signal to cause a reversing operation of the first fan unit 32 in order to control the filter element 56 by means of the first fan unit 32 by reversing the direction of the main cooling flow 28. Otherwise, the method returns to the third step 106.
  • an excessive increase in the cooling requirement of the second cooler arrangement 18 derived from a speed discrepancy observed in the fourth step 108 is used as an indicator of the need to carry out a cleaning process of the filter element 56.
  • the setpoint n target of the speed variable specified for a cleaned state of the filter element 56 is fixed.
  • the setpoint n should is specified in such a way that a maximum expected cooling requirement of the charge air to be cooled by means of the second cooler arrangement 18 is reliably covered.
  • the setpoint n target specified for the speed variable is stored in a storage unit 78 that communicates with the control unit 68.
  • a second option provides that the setpoint n shall of the speed variable specified for a cleaned state of the filter element 56 is not based firmly on the maximum cooling requirement of the charge air to be cooled by means of the second cooler arrangement 18, but rather on the control unit 68 depending on a determined actual Cooling requirements are variably specified.
  • the actual cooling requirement of the charge air is derived by the control unit 68, among other things, from information available via the CAN data bus 76 regarding an engine speed or power of the diesel engine 22, the outside temperature, the air humidity, the charge air pressure and / or the position of adjustable turbocharger blades.
  • a user interface 80 is activated by means of the trigger signal to output an operator message informing about the need to carry out a reversing operation.
  • the user interface 80 has a touch-sensitive display 82, which is housed in a driver's cab of the agricultural tractor 12 or is part of a mobile terminal 84, which is in data exchange connection with the control unit 68 via a wireless interface 86.
  • the operator information is output visually via the touch-sensitive display 82, but also audibly by means of an acoustic signal generator 88 included in the user interface 80.
  • a seventh step 114 after an operator release in a preceding sixth step 112, the actuating device 66 encompassed by the first fan unit 32 is controlled by means of the trigger signal for the automatic execution of the reversing operation.
  • the adjusting device 66 has an electrically, hydraulically or pneumatically actuated arrangement 90 which is integrated in the fan hub 62 of the fan wheel 70 for changing the angle of attack ⁇ of the fan blades 64.
  • the electrical, hydraulic or pneumatic actuation of the arrangement 90 takes place by means of a control unit 92 connected to the control unit 68. If the operator is not released in the sixth step 112, the method is ended immediately in a final step 116.
  • the touch-sensitive display 82 included in the user interface 80 is used for the purpose of operator release in the sixth step 112.
  • the driver of the agricultural tractor 12 is given the opportunity to first find a suitable parking space, so that the filter element 56 is not blown out in closed buildings such as chafing or workshops can be ruled out.
  • the method according to the invention is then ended in the final step 116.
EP23160117.0A 2022-03-23 2023-03-06 Procédé de fonctionnement d'un système de refroidissement de véhicule Pending EP4257809A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102022106777.7A DE102022106777A1 (de) 2022-03-23 2022-03-23 Verfahren zum Betreiben eines Fahrzeugkühlsystems

Publications (1)

Publication Number Publication Date
EP4257809A1 true EP4257809A1 (fr) 2023-10-11

Family

ID=85505468

Family Applications (1)

Application Number Title Priority Date Filing Date
EP23160117.0A Pending EP4257809A1 (fr) 2022-03-23 2023-03-06 Procédé de fonctionnement d'un système de refroidissement de véhicule

Country Status (3)

Country Link
US (1) US20230304433A1 (fr)
EP (1) EP4257809A1 (fr)
DE (1) DE102022106777A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2757233A1 (fr) * 2013-01-18 2014-07-23 Deere & Company Système de refroidissement pour un véhicule automobile
DE102014208553A1 (de) * 2014-05-07 2015-11-12 Deere & Company Landwirtschaftliches Arbeitsfahrzeug
US20170112054A1 (en) * 2015-10-26 2017-04-27 Deere & Company Harvester reversing engine fan
FR3093303A1 (fr) * 2019-02-28 2020-09-04 Valeo Systemes Thermiques Vehicule automobile comprenant un systeme de regulation thermique

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2757233A1 (fr) * 2013-01-18 2014-07-23 Deere & Company Système de refroidissement pour un véhicule automobile
DE102014208553A1 (de) * 2014-05-07 2015-11-12 Deere & Company Landwirtschaftliches Arbeitsfahrzeug
US20170112054A1 (en) * 2015-10-26 2017-04-27 Deere & Company Harvester reversing engine fan
FR3093303A1 (fr) * 2019-02-28 2020-09-04 Valeo Systemes Thermiques Vehicule automobile comprenant un systeme de regulation thermique

Also Published As

Publication number Publication date
US20230304433A1 (en) 2023-09-28
DE102022106777A1 (de) 2023-09-28

Similar Documents

Publication Publication Date Title
DE102009040796B4 (de) Verfahren zum Entfernen von Ölansammlungen aus Kältemittelleitungen eines Fahrzeugheizungs-, -lüftungs- und -klimatisierungs-Systems mit mehreren Kältemittelkreisen
EP2253494B1 (fr) Dispositif d'aération pour une cabine de conducteur d'un véhicule automobile
DE102014207566A1 (de) KFZ-Luftklappenanordnung mit sensorischer Stellungserfassung
DE112017006613T5 (de) Steuermodul
DE102017122121A1 (de) Valve-In-Receiver für das Klimasteuerungssystem eines Fahrzeugs
WO2021148183A1 (fr) Procédé pour faire fonctionner un système de pile à combustible et système de pile à combustible
EP4257809A1 (fr) Procédé de fonctionnement d'un système de refroidissement de véhicule
WO2008142066A9 (fr) Dispositif et procédé de commande d'un mécanisme d'entraînement
DE102014213099A1 (de) Kraftfahrzeug und Anpassungsverfahren
DE102021106205A1 (de) Kühlvorrichtung für ein Fahrzeug, Fahrzeug mit einer Kühlvorrichtung und Verfahren zum Reinigen der Kühlvorrichtung
DE102019131257A1 (de) Systeme und verfahren zur überwachung der leistung eines wärmetauschers
WO2013029794A1 (fr) Dispositif et procédé de commande d'un entraînement de ventilateur
DE102014208545A1 (de) Vorrichtung zur Kühlung von Ladeluft
DE102007025727B4 (de) Verfahren zur Steuerung eines Lüfters sowie Klimaanlage für ein Fahrzeug
DE102012006141B4 (de) Abgaswärmenutzsystem
DE102016218605B3 (de) Verfahren zum Betreiben einer Bi-Turboanlage
WO2004000588A1 (fr) Climatisation arret et demarrage
DE102008038083A1 (de) Brennstoffzellensystem für ein Kraftfahrzeug
EP1640232A1 (fr) Dispositif de distribution d'air comprimé d'un système à air comprmé d'un vèhicule commerciale
DE102018004129A1 (de) Verfahren zum Betreiben eines Kältemittelverdichters einer Kompressionskältemaschine, insbesondere für ein Kraftfahrzeug
WO2017060009A1 (fr) Procédé et dispositif pour faire fonctionner un système de propulsion, système de propulsion
DE102021211728A1 (de) Betrieb eines elektrischen Verdichters mit optimiertem Startstrom
DE102010062415A1 (de) Abgasturboladervorrichtung
EP1777093B1 (fr) Molule de refroidissement et procede pour opérer un molule de refroidissement
DE102014017806A1 (de) Brennstoffzellensystem und Klimaanlage

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN PUBLISHED

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC ME MK MT NL NO PL PT RO RS SE SI SK SM TR

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE