WO1999006693A1 - Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur - Google Patents

Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur Download PDF

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Publication number
WO1999006693A1
WO1999006693A1 PCT/EP1998/004718 EP9804718W WO9906693A1 WO 1999006693 A1 WO1999006693 A1 WO 1999006693A1 EP 9804718 W EP9804718 W EP 9804718W WO 9906693 A1 WO9906693 A1 WO 9906693A1
Authority
WO
WIPO (PCT)
Prior art keywords
diesel engine
starting
drive system
starter
speed
Prior art date
Application number
PCT/EP1998/004718
Other languages
German (de)
English (en)
Inventor
Thomas Pels
Original Assignee
Continental Isad Electronic Systems Gmbh & Co. Kg
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 Isad Electronic Systems Gmbh & Co. Kg filed Critical Continental Isad Electronic Systems Gmbh & Co. Kg
Priority to DE59808376T priority Critical patent/DE59808376D1/de
Priority to EP98945105A priority patent/EP1000242B1/fr
Publication of WO1999006693A1 publication Critical patent/WO1999006693A1/fr

Links

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
    • 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
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • 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
    • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
    • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • 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
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/023—Engine temperature
    • 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
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/102—Control of the starter motor speed; Control of the engine speed during cranking

Definitions

  • the present invention relates to a method for starting a diesel engine and a drive system with a diesel engine.
  • diesel engines are therefore equipped with thermal starting aids.
  • the temperature limit above which the starting aids must be used generally depends on depending on the engine type.
  • DI engines direct-injection diesel engines with a one-part combustion chamber
  • front and swirl chamber engines which have a divided combustion chamber due to lower heat losses.
  • Glow plugs are usually used as starting aids for small-volume DI engines and engines with a split combustion chamber.
  • the glow plug of the candle protrudes into the combustion chamber or the chamber of the engine.
  • glow plugs in the narrower sense
  • glow plugs are also common, i.e. Glow plugs with exposed glow wire.
  • the thermal starting aid is often based on preheating the sucked-in air with the aid of electrically heatable heating plugs or heating flanges (see Kraftfachtechnisches Taschenbuch, 22nd ed. 1995, VDI-Verlag, Düsseldorf, pp. 538-540).
  • a drive system with an automatic start-stop is also known, in which in an advantageous embodiment an electric starter drives an internal combustion engine until the idling speed is reached. This serves to bring the internal combustion engine directly to idle speed after the stop with the help of the electric starter.
  • a flywheel starter is known which is brought to such a high speed before the starting process by means of an electric drive that the stored kinetic energy is sufficient for starting. At low temperatures, a higher starting energy is required than at high ones, so the flywheel is brought to higher speeds at lower temperatures.
  • the aspect of a thermal starting aid is not mentioned in this publication, which primarily concerns a special type of flywheel drive.
  • the object of the present invention is to specify an improved method for starting a diesel engine and to provide a corresponding drive system.
  • this object is achieved according to claim 1 by a method for starting a diesel engine, which comprises the following steps: it is not made use of a thermal starting aid, even in the range from low temperatures to the lowest permissible temperature or at least a low limit temperature Diesel engine is at least in this area lower - temperatures are raised to a high speed with the aid of an electric starter, which is sufficient to ignite the fuel without the aid of a thermal starter system, - the diesel engine starts.
  • this object is achieved by a
  • a diesel engine that has no thermal starting aid or is controlled in such a way that a thermal starting aid is not used, or at least not above a low limit temperature, an electric starter and a control system that initiates the starter, - if necessary above the low limit temperature - to bring the diesel engine to a high speed, which is to ignite the
  • the invention is based on the idea that a shortening of the contact time between the air and the cylinder walls can achieve a significant improvement in the auto-ignition behavior.
  • the shorter contact time is in turn achieved by a faster starting speed. For example, if the starting speed triples compared to the conventional starting method, the contact time in the cylinder is one third of the conventional value.
  • the compression takes place more strongly in the adiabatic range when starting, so that the limit temperature required for the auto-ignition of the fuel is achieved by compression alone even at low temperatures.
  • thermal starting aids such as glow plugs or air preheating devices in the intake tract
  • the diesel engine therefore has no thermal starting aid or is controlled in such a way that any starting aid which may be present is not used or is used only above the low limit temperature.
  • any other indirect preheating of the engine e.g. B. in the form of cooling water heating (possibly above the low limit temperature).
  • the diesel engine therefore preferably has no such device for indirect preheating or is controlled in such a way that such a device for starting is not used or is only used above the low limit temperature.
  • a post-heating device for example an after-glow device
  • an after-glow device can be provided, which is operated in the first time after the diesel engine is started in order to bring about better combustion in the warm-up phase.
  • heating after starting is not to be understood as “using a thermal starting aid”.
  • a drive system with glow plugs or the like, which is controlled in such a way that the glow plugs are only heated after starting is not understood as “having thermal starting aids”. No such post-heating is particularly advantageously carried out and there is also no post-heating device.
  • the method or drive system according to the invention has the following advantages: the waiting time conventionally required for preheating or air preheating is eliminated (at least above the low limit temperature), which means that starting can be carried out more quickly. This serves traffic safety (in a dangerous situation, in which a fast start is necessary when the engine is switched off) and increases the comfort of diesel vehicles; the saving of the conventional thermal starting aid system is associated with a considerable saving of effort; - The amount of energy required to start is less, which allows a smaller dimensioning of the starter battery.
  • the present invention thus makes a contribution to traffic safety, environmental protection and to increasing the
  • low limit temperature namely a temperature which is below one of the following values: 0 ° C, -5 ° C, -10 ° C, -15 ° C, -20 ° C, -25 ° C, -30 ° C. These temperatures are well below the limit above which annealing is no longer required in conventional diesel systems.
  • the "lowest permissible temperature” of the drive system specified in the independent claims is typically below the above. Values for the low limit temperature (e.g. at -35 ° C).
  • Claims 6 and 10 relate to the point in time from which fuel is injected in the course of the starting process. This is advantageously done only after reaching the speed that is necessary for the self-ignition of the fuel. This saves fuel and reduces smoke.
  • the diesel engine is preferably a small-volume engine with a displacement of less than 3000 cm 3 , particularly preferably a displacement of less than 2000 cm 3 .
  • This type of engine is used in particular in passenger cars and small commercial vehicles with a total weight of less than 3.5 t.
  • the cooling of the combustion chamber is particularly pronounced, and that of Eliminating thermal starting aids, at least above the low limit temperature, of the invention is therefore particularly advantageous here.
  • the starter of the drive system is a direct starter, i.e. it instantly applies the power required for starting (i.e. without storage) by converting electrical energy into mechanical energy. It is therefore not a flywheel starter, the drive of which cannot produce the torque required for starting, so that the drive can only be started indirectly because of the storage of kinetic energy.
  • the starter is an electrical machine that functions as a starter / generator and that runs continuously, but unlike a flywheel starter, it does not have a driving effect before starting.
  • the relative speed of the electric machine to the diesel engine in the starter and in the generator mode is the same, ie the transmission ratio between the electric machine and the internal combustion engine is constant.
  • Such machines are designed for generator operation at high speeds. For starter operation, they must be able to apply high torques. They are ideally suited to achieve the required ' high starting speed.
  • the electric starter is an inverter-controlled induction machine.
  • "Rotary field machine” is understood to mean a machine in which a magnetic rotating field occurs, which rotates through 360 ° and thereby takes the rotor with it.
  • the inverter provides alternating or three-phase current with freely adjustable frequency, amplitude and phase for the generation of the rotating field.
  • the energy required for starting is at least partially taken from a capacitor storage device (for example a so-called intermediate circuit storage device), the precharging of which can take place according to claim 16 depending on the temperature.
  • the energy for starting is at least partially taken from a battery.
  • FIG. 1 a schematic illustration of a drive system with a diesel engine
  • Fig. 2 illustrates the relationship between
  • Fig. 3 is a flow chart for starting the diesel engine in the cold state at low temperature.
  • the diesel engine 1 is intended, for example, for a motor vehicle, for example a passenger car. It has a direct-injection diesel engine with a small cubic capacity (for example 1500 cm) 1, which outputs torque via a drive shaft 2, a clutch 3 and other (not shown) parts of a drive train to the drive wheels of the vehicle.
  • the diesel engine 1 is equipped with no glow device and no preheating device for the intake air. It also has no device for heating the cooling water when the engine is stopped. In other embodiments (not shown), such devices are present, but are only used above a low limit temperature.
  • An electrical machine 4 here an asynchronous three-phase machine, is arranged on the drive shaft 2 as a starter / generator.
  • the inverter is essentially composed of a machine-side DC voltage-AC converter 7a, a DC voltage intermediate circuit 7b and a DC-DC converter 7c on the electrical system side.
  • the latter is coupled to a vehicle electrical system 8 and an electrical system long-term storage 9, here a conventional lead-sulfuric acid battery.
  • the vehicle electrical system 8 and the vehicle electrical system battery 9 are at a low voltage level, e.g. 12 or 24 volts.
  • the intermediate circuit 7b is at an increased voltage, which is advantageously in the range between 200 and 400 volts. In other embodiments, the increased voltage is at the top of the low voltage range, approximately 36 volts.
  • a short-term memory here a capacitor memory 10
  • the intermediate circuit 7b which keeps the voltage in the intermediate circuit approximately constant even when the current draw increases with a steep slope - which occurs when the converter 7a generates pulses.
  • the short-term storage is formed by a short-term battery (i.e. a quick-discharge battery).
  • the electrical machine 4 and the inverter 7 are designed in such a way that they generate the required torque and the power required to directly drive the drive shaft 2 (e.g. the crankshaft) of the diesel engine 1 to the required high speed.
  • the electrical machine 4 can act as a generator, for example, deliver electrical energy after the starting process.
  • the converter 7c is designed as a bidirectional converter. On the one hand, it can if the electrical machine 4 is operated as a motor and is thereby fed from the on-board electrical system battery 9, bring electrical energy from the on-board electrical system battery 9 into the intermediate circuit 7b, and on the other hand, if it is operated as a generator, energy from the intermediate circuit 7b for supplying the consumers of the on-board electrical system 8 and the Transfer on-board power supply battery 9.
  • the capacitor store 10 can also serve as an energy store for all or part of the energy required for starter operation.
  • the capacitor store 10 can be charged in different ways: One possibility is to keep the capacitor store 10 in the charged state even when the diesel engine 1 is switched off: when the diesel engine 1 is operating, ie when the electric machine 4 is in generator mode, it is charged anyway. When the engine comes to a standstill, the unavoidable minor charge losses are continuously recharged from the on-board electrical system battery 9. The start can then take place without any waiting time. In another possibility, reloading is dispensed with. The capacitor store 10 then discharges when the engine is idle for a longer period of time and is only charged from the on-board electrical system battery 9 before starting.
  • the total energy required for starting does not need to be stored in the capacitor store 10. Part of this can also be removed from the on-board electrical system battery 9 during the starting process.
  • a separate energy store for example a capacitor store or a short-term battery coupled to the intermediate circuit 7b takes over the storage of all or part of the starting energy.
  • a thermal starting aid is used at low temperatures, it is advantageously also fed from the capacitor store 10.
  • the starter 4 and possibly the thermal starting aids are supplied entirely or partially from a battery, for example the on-board power supply battery 9.
  • a higher-level control unit 11 controls the starting process by controlling the inverter 7, specifically the converter 7a and the converter 7c.
  • the converter 7a It provides the converter 7a with the amplitude, phase and frequency of the three-phase voltage to be generated.
  • the converter 7c specifies the amount of current, the current direction for motor operation and, if appropriate, the amount of the voltage increase (if energy is taken from the on-board electrical system battery 9).
  • the control unit 11 controls the electrical machine 4 via the inverter 7 in such a way that the drive shaft 2 is driven to a high speed sufficient to ignite the fuel, without making use of a thermal starting aid system.
  • the speed at which the diesel engine 1 is driven by the electrical machine 4 can be a temperature-independent variable which is so high that safe starting is still ensured at the lowest temperatures (or at the low limit temperature). However, the speed is advantageously selected as a function of temperature (at least in a sub-range).
  • An engine temperature sensor 12a and an outside temperature sensor 12b are provided for detecting the engine and outside temperature.
  • Fig. 2 illustrates the dependence of the starting speed (ie the speed required for self-ignition, at which fuel is injected) on the temperature.
  • the starting speed ie the speed required for self-ignition, at which fuel is injected
  • the engine and outside temperatures are assumed to be the same; Different values of these temperatures are taken into account by a corresponding map.
  • the dependence depicted is such that the starting speed drops from a maximum (eg 400 min " ) at the lowest temperature with increasing temperature. Above a certain temperature
  • the dependent parameter can be the starting time, ie the time with which the diesel engine 1 is driven at the starting speed until fuel is injected. At low temperatures, the starting time is longer than at high ones, ie their temperature dependence is similar to the relationship shown in FIG. 2. When charging the capacitor store 10, these temperature dependencies are taken into account by variably setting the charge level at least so high that a safe start is ensured at the temperature in each case.
  • the control unit 11 Depending on whether the capacitor store 10 is continuously charged or is only being charged shortly before starting, the control unit 11 provides for a permanent recharging or one-time charging from the on-board electrical system battery to the above-mentioned minimum charge level before the actual starting process.
  • a battery As an energy source, its capacity and power are selected sufficiently to ensure starting with the required starter speed at all temperatures (possibly above the limit value).
  • step S1 it is first queried in step S1 whether a command to start the diesel engine 1 has been given.
  • preceding (not shown) method steps ensure that the capacitor store 10 is sufficiently charged to be able to start the diesel engine 1 reliably at the present temperature conditions without using thermal starting aids.
  • These method steps include a measurement of the temperatures, a determination of the charge level required for reliable starting at measured temperature values, for example with the aid of a map similar to FIG. 2 stored in the control unit 11, and a recharging of the capacitor store 10 to the required level.
  • This sequence of procedural steps is repeated continuously while the engine is at a standstill. When operating with a single charge, this sequence is carried out once after the start command.
  • step S2 the temperatures are then measured (if this has not already happened immediately beforehand) and one Determination of the starting speed and starting time required for safe starting at the measured temperature values, for example with the aid of a map stored in control unit 11.
  • step S3 the crankshaft 2 of the diesel engine 1 is then driven by the electric starter 4 at the previously determined starting speed in step S4.
  • step S5 fuel injection begins in step S5.
  • step S6 the diesel engine starts by self-ignition, without having been made use of a thermal starting aid, even at the lowest occurring operating temperatures.
  • this method is modified in such a way that it is also determined in step S2 whether and if so for how long a thermal starting aid is to be operated. The starting aid is then operated in step S3.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé permettant de faire démarrer un moteur diesel (1), qui comporte les étapes suivantes: on n'utilise, même dans la zone des basses températures jusqu'à la température tolérée la plus basse ou du moins au-dessus d'une température limite inférieure, aucun auxiliaire de démarrage thermique; dans cette zone des basses températures, on amène le moteur diesel (1) avec un starter électrique (4) jusqu'à un régime élevé suffisant pour allumer le carburant, sans utiliser préalablement d'auxiliaire de démarrage thermique; et le moteur diesel (1) démarre. L'invention concerne également le système d'entraînement correspondant.
PCT/EP1998/004718 1997-07-29 1998-07-28 Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur WO1999006693A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE59808376T DE59808376D1 (de) 1997-07-29 1998-07-28 Verfahren zum starten eines dieselmotors sowie antriebssystem mi t einem dieselmotor
EP98945105A EP1000242B1 (fr) 1997-07-29 1998-07-28 Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19732630.7 1997-07-29
DE19732630A DE19732630A1 (de) 1997-07-29 1997-07-29 Verfahren zum Starten eines Dieselmotors sowie Antriebssystem mit einem Dieselmotor

Publications (1)

Publication Number Publication Date
WO1999006693A1 true WO1999006693A1 (fr) 1999-02-11

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1998/004718 WO1999006693A1 (fr) 1997-07-29 1998-07-28 Procede permettant de faire demarrer un moteur diesel et systeme d'entrainement comportant ledit moteur

Country Status (3)

Country Link
EP (1) EP1000242B1 (fr)
DE (2) DE19732630A1 (fr)
WO (1) WO1999006693A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10246978A1 (de) * 2002-10-09 2004-04-22 Daimlerchrysler Ag Verfahren zum Starten einer Antriebseinheit für ein Kraftfahrzeug
US7464681B2 (en) 2006-02-28 2008-12-16 Caterpillar Inc. Engine and engine control method
CN104421089A (zh) * 2013-09-11 2015-03-18 上海汽车集团股份有限公司 混合动力汽车的发动机启动系统及方法
DE10238315B4 (de) * 2001-08-22 2016-10-20 Toyota Jidosha Kabushiki Kaisha Steuersystem und Steuerverfahren für eine Brennkraftmaschine

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5575568A (en) * 1978-11-30 1980-06-06 Nissan Motor Co Ltd Diesel engine starter
DE2853130A1 (de) * 1978-12-08 1980-06-19 Luk Lamellen & Kupplungsbau Einrichtung zum starten einer brennkraftmaschine
SU1168741A1 (ru) * 1983-08-03 1985-07-23 Организация П/Я А-3500 Способ автоматического запуска дизел по программе
US4754730A (en) * 1986-12-01 1988-07-05 Marc Campagna Motor vehicle starting system
DE19532135A1 (de) * 1995-08-31 1997-03-06 Clouth Gummiwerke Ag Antriebssystem, insbesondere für ein Kraftfahrzeug, und Verfahren zum Betreiben desselben

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5575568A (en) * 1978-11-30 1980-06-06 Nissan Motor Co Ltd Diesel engine starter
DE2853130A1 (de) * 1978-12-08 1980-06-19 Luk Lamellen & Kupplungsbau Einrichtung zum starten einer brennkraftmaschine
SU1168741A1 (ru) * 1983-08-03 1985-07-23 Организация П/Я А-3500 Способ автоматического запуска дизел по программе
US4754730A (en) * 1986-12-01 1988-07-05 Marc Campagna Motor vehicle starting system
DE19532135A1 (de) * 1995-08-31 1997-03-06 Clouth Gummiwerke Ag Antriebssystem, insbesondere für ein Kraftfahrzeug, und Verfahren zum Betreiben desselben

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 004, no. 116 (M - 027) 19 August 1980 (1980-08-19) *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10238315B4 (de) * 2001-08-22 2016-10-20 Toyota Jidosha Kabushiki Kaisha Steuersystem und Steuerverfahren für eine Brennkraftmaschine
DE10246978A1 (de) * 2002-10-09 2004-04-22 Daimlerchrysler Ag Verfahren zum Starten einer Antriebseinheit für ein Kraftfahrzeug
US7464681B2 (en) 2006-02-28 2008-12-16 Caterpillar Inc. Engine and engine control method
CN104421089A (zh) * 2013-09-11 2015-03-18 上海汽车集团股份有限公司 混合动力汽车的发动机启动系统及方法
CN104421089B (zh) * 2013-09-11 2016-08-10 上海汽车集团股份有限公司 混合动力汽车的发动机启动系统及方法

Also Published As

Publication number Publication date
DE59808376D1 (de) 2003-06-18
EP1000242A1 (fr) 2000-05-17
DE19732630A1 (de) 1999-02-04
EP1000242B1 (fr) 2003-05-14

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