WO2016145562A1 - Arbre à cames à admission à durée prolongée avec attente au pic d'élévation - Google Patents

Arbre à cames à admission à durée prolongée avec attente au pic d'élévation Download PDF

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Publication number
WO2016145562A1
WO2016145562A1 PCT/CN2015/074185 CN2015074185W WO2016145562A1 WO 2016145562 A1 WO2016145562 A1 WO 2016145562A1 CN 2015074185 W CN2015074185 W CN 2015074185W WO 2016145562 A1 WO2016145562 A1 WO 2016145562A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
intake valve
peak lift
cylinder
crankshaft
Prior art date
Application number
PCT/CN2015/074185
Other languages
English (en)
Inventor
Yongsheng He
Jim Liu
David J. Cleary
Edward J. Keating
Original Assignee
GM Global Technology Operations LLC
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 GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to PCT/CN2015/074185 priority Critical patent/WO2016145562A1/fr
Publication of WO2016145562A1 publication Critical patent/WO2016145562A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
    • F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2305/00—Valve arrangements comprising rollers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
    • 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
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure relates to an internal combustion engine intake camshaft that has increased duration with dwell at peak lift.
  • ICEs Internal combustion engines with reciprocating pistons typically employ one or more camshafts for operating intake, as well as exhaust valves.
  • Each such camshaft typically includes a cylindrical rod running the length of the engine’s cylinder bank with a number of oblong lobes protruding from the rod.
  • a camshaft typically includes one lobe for each valve. The cam lobes force the valves open by pressing on the valve or on some intermediate mechanism, such as a cam follower, as the camshaft is rotated.
  • One embodiment of the disclosure is directed to an internal combustion engine that includes a cylinder block.
  • the cylinder block defines a cylinder and a cylinder head mounted to the cylinder block.
  • a reciprocating piston is arranged inside the cylinder and configured to compress a supply of air and fuel.
  • a crankshaft is arranged in the cylinder block and rotated by an application of combustion force on the piston.
  • An intake valve is operatively connected to the cylinder head and configured to control delivery of the air to the cylinder for combustion therein.
  • a mechanism provides a constant peak lift of the intake valve over an angle of rotation of the crankshaft that is at least 5 degrees, i.e., an extended dwell at peak lift.
  • the mechanism may include an electro-hydraulic actuator configured to generate the constant peak lift of the intake valve.
  • the mechanism may include an intake camshaft having a cam lobe for opening and closing of the intake valve relative to a position of the crankshaft.
  • the mechanism may additionally include a variable-ratio cam follower, such as a rocker arm, arranged between the cam lobe and the intake valve and configured to generate the constant peak lift of the intake valve.
  • a variable-ratio cam follower such as a rocker arm
  • the cam lobe may include a profile configured to generate the constant peak lift of the intake valve.
  • the profile of the cam lobe may include a first ramp and a second ramp bridged by a substantially flat portion that defines the constant peak lift of the intake valve.
  • the substantially flat portion of the profile of the cam lobe may enable a late intake valve closing (LIVC) that extends a closing of the intake valve further into a compression cycle of the engine.
  • LIVC late intake valve closing
  • the substantially flat portion of the profile of the cam lobe may extend over the angle of rotation of the crankshaft that is at least 5 degrees.
  • the mechanism may generate the constant peak lift of the intake valve in the range of 5-80 degrees of the angle of rotation of the crankshaft.
  • the engine may be a naturally aspirated spark-ignition internal combustion engine with a geometric compression ratio in the range of 12-18: 1.
  • the engine may be a boosted spark-ignition internal combustion engine with a geometric compression ratio in the range of 10-16: 1.
  • Another embodiment of the present disclosure is directed to a vehicle having such an internal combustion engine.
  • FIGURE 1 is a schematic depiction of a vehicle having an engine according to the disclosure.
  • FIGURE 2 is a schematic partial illustration of the engine having an embodiment of a mechanism configured to provide extended dwell at peak lift of the intake valves.
  • FIGURE 3 is a schematic cross-sectional illustration of an intake camshaft lobe used by the embodiment of the mechanism shown in Figure 2.
  • FIGURE 4 is a schematic illustration of the engine having another embodiment of the mechanism configured to provide extended dwell at peak lift of the intake valves.
  • FIGURE 5 is a schematic cross-sectional illustration of an intake camshaft lobe used by the embodiment of the mechanism shown in Figure 4.
  • FIGURE 6 is a schematic illustration of the engine having yet another embodiment of the mechanism configured to provide extended dwell at peak lift of the intake valves.
  • FIGURE 7 illustrates an exemplary lift curve of an intake valve generated by the mechanism shown in Figures 2-6.
  • Figure 1 illustrate a vehicle 10 employing a powertrain 12 for propulsion thereof via driven wheels 14.
  • the powertrain 12 includes an internal combustion engine 16 and a transmission assembly 18 operatively connected thereto.
  • the powertrain 12 may also include one or more electric motor/generators, none of which are shown, but the existence of which may be envisioned by those skilled in the art.
  • the engine 16 includes a cylinder block 20 with a plurality of cylinders 22 arranged therein and a cylinder head 23 that is mounted on the cylinder block.
  • the cylinder head 23 may also be integrated into or cast together with the cylinder block 20.
  • each cylinder 22 includes a respective piston 22-1 configured to reciprocate therein.
  • combustion chambers 22-2 are formed within the cylinders 22 between the bottom surface of the cylinder head 23 and the tops of the pistons 22-1. As known by those skilled in the art, each of the combustion chambers 22-2 receives fuel and air that are combined to form a fuel-air mixture for subsequent combustion inside the subject combustion chamber.
  • the engine 16 may include a throttle 19 (shown in Figure 1) , which can be configured as a traditional movable throttle blade or another type of an arrangement that meters a volume of airflow entering the engine from the ambient an directs the air to an intake manifold 21 for distribution among the cylinders 22 for mixing with an appropriate amount of fuel and subsequent combustion of the resultant fuel-air mixture.
  • a throttle 19 shown in Figure 1
  • FIG 1 An in-line four-cylinder engine is shown in Figure 1, nothing precludes the present disclosure from being applied to an engine having a different number and/or arrangement of cylinders.
  • the engine 16 also includes a plurality of intake valves 24 operatively connected to the cylinder head 23 and configured to control a supply of air to each cylinder 22 for combustion with fuel therein.
  • the engine 16 may be configured as a spark-ignition internal combustion engine that employs fuel injectors 25 configured to deliver the necessary amount of fuel and spark plugs 27 to initiate combustion of the fuel and air mixture inside the combustion chambers 22-2.
  • the engine 16 additionally includes a plurality of exhaust valves 26 operatively connected to the cylinder head 23 and configured to control removal of post-combustion gasses from each cylinder 22.
  • a first mechanism 28 is configured to regulate opening and closing of the respective intake valves 24 during operation of the engine 16 and is particularly provided to generate a generally constant peak lift of the intake valves 24 for an extended period of time. Specific embodiments and operation of the first mechanism 28 will be discussed in greater detail below.
  • a second mechanism 30 is configured to regulate opening and closing of the respective exhaust valves 26 during operation of the engine 16.
  • the second mechanism 30 may be configured as an exhaust camshaft having a plurality of cam lobes 30-1 for actuating exhaust valves 26, or include other configurations that are similar to those described below with respect to the first mechanism 28.
  • the engine 16 also includes a crankshaft 31 configured to rotate within the cylinder block 20.
  • the crankshaft 31 is rotated by the pistons 22-1 via respective connecting rods (not shown) as a result of an appropriately proportioned fuel-air mixture being selectively admitted into the combustion chambers 22-2 via one or more intake valves 24 and burned in the combustion chambers.
  • the reciprocating motion of a particular piston serves to supplement the removal of post-combustion gasses 32 from the respective cylinder 22 via one or more exhaust valves 26.
  • the cylinder head 23 is also configured to exhaust post-combustion gasses 32 from the combustion chambers 22-2, such as via an exhaust manifold 34.
  • such an exhaust manifold 34 may be configured as a separate, attachable component for scavenging the exhaust post-combustion gasses 32 from the cylinders 22, or be internally cast, i.e., integrated, into the cylinder head 23 (not shown, but known to those skilled in the art) .
  • the first mechanism 28 is configured to generate the constant peak lift of each intake valve 24, i.e., an extended dwell at peak lift of the respective intake valve, over an extended angle of rotation of the crankshaft 31. It is intended that the angle of rotation of the crankshaft 31 over which peak lift of each intake valve 24 remains constant would be at least 5 degrees, thus generating an opening at each intake valve having an increased duration versus that of a typical intake valve. Specifically, the first mechanism 28 may generate the constant peak lift of the intake valves 24 in the range of 5-80 degrees of the angle of rotation of the crankshaft 31.
  • An embodiment of the first mechanism 28 shown in Figure 3 may include an intake camshaft 36A having a plurality of cam lobes 38A, wherein each lobe is configured to actuate a respective intake valve 24.
  • the cam lobes 38A include a lobe profile 40A that generates a constant peak lift of each intake valve 24 over the desired extended angle of rotation of the crankshaft 31.
  • the lobe profile 40A includes ramps 41A and 42A, and a generally flat portion 43A that defines a peak 44A of the cam lobe 38A.
  • the flat portion 43A provides the extended dwell at peak lift of the respective intake valve 24 in comparison to a commonly used, relatively sharp or radiused peak that generates insignificant dwell at peak lift of an intake valve.
  • the lobe profile 40A is characterized by a tangent 45A that remains substantially constant over the duration of the flat portion 43A.
  • the flat portion 43A is intended to extend for more than 2.5 degrees of rotation of the camshaft 38, which corresponds to greater than 5 degrees of crankshaft 31 rotation. As shown in Figure 4, the flat portion 43A extends over 20 degrees of the angle of rotation of the camshaft 36A, which corresponds to 40 degrees of crankshaft 31 rotation.
  • FIG. 4 Another embodiment of the first mechanism 28 shown in Figure 4 may include a camshaft 36B having a plurality of cam lobes 38B.
  • Each lobe 38B includes a lobe profile 40B having ramps 41B and 42B, and provides a commonly known, relatively sharp or tightly radiused peak 44B, as shown in Figure 6, that generates substantially zero or insignificant dwell at peak lift of the respective intake valve 24.
  • the subject embodiment of the first mechanism 28 includes a plurality or set of cam followers 46 that transfer motion from the cam lobe 38B to the respective intake valve 24.
  • Each cam follower 46 is configured as a variable-ratio rocker arm that generates the desired extended dwell at peak lift of the respective intake valve 24.
  • a rotatable cam-shaped roller 48 may be arranged between each cam lobe 38B and each cam follower 46, such that the rotation of the roller 48 varies an effective ratio of the cam follower.
  • Appropriate rotation of the roller 48 may, for example, be effected by oil pressure generated by a fluid pump (not shown) mounted to the engine 16.
  • the first mechanism 28 may additionally include a camshaft phaser 37 configured to change position of the respective camshaft 36A, 36B with respect to position of the crankshaft 31 during operation of the engine 16.
  • the first mechanism 28 may include individual electro-hydraulic or electro-mechanical actuators 50.
  • Each actuator 50 is configured to generate the desired constant peak lift of the respective intake valve 24 over the extended angle of rotation of the crankshaft 31.
  • Such actuators 50 can be employed in place of the previously described camshaft 36A or camshaft 36B with cam followers 46.
  • the first mechanism 28 may be regulated via an electronic controller 56, such as an engine or powertrain control module.
  • An exemplary lift curve 52 that can be generated for intake valves 24 by the first mechanism 28 of each of the embodiments described above with respect to the respective Figures 2, 4, and 5 is shown in Figure 7.
  • the curve 52 illustrates a 20 degree angle of intake camshaft angle of rotation, which is equivalent to a 40 degree angle of rotation of the crankshaft 31 over which a peak lift of 12 mm for each intake valve 24 remains constant.
  • the peak lift provided by the first mechanism 28 has been extended for an additional 20 degrees of cam angle ⁇ as compared to the typical cam lobe profile 40B.
  • Such an extended dwell at peak lift of the intake valve generates an increased area 54 under the curve 52, as compared with the area under a curve 51 generated by the typical cam lobe profile 40B, which corresponds to the increased period of time that the supply of combustion air may be delivered to the specific cylinder 22.
  • the first mechanism 28 generates late intake valve closing (LIVC) , as typically used in Atkinson or Miller combustion cycles, to trap a reduced amount of air and a proportionately smaller amount of fuel in the combustion chambers 22-2 by using the extended dwell at peak lift of the intake valve 24 to extend closure of the intake valves significantly further into the compression cycle of the engine 16.
  • LIVC late intake valve closing
  • high engine load at low RPM results in elevated pressure inside the combustion chambers 22-2 increasing the likelihood of knock or auto ignition due to uncontrolled combustion. Therefore, limiting pre-combustion pressures inside the combustion chambers 22-2 via the first mechanism 28 generally has the effect of lowering combustion pressures and reducing the likelihood of knock or other uncontrolled combustion.
  • Such lowering of combustion pressures is specifically beneficial in an engine employing an intake air charge boosting device (not shown) , such as a turbocharger or a supercharger.
  • a geometric compression ratio in a naturally aspirated engine is typically set in the range of 10-11: 1 primarily to manage combustion pressures and minimize uncontrolled combustion. In the engine 16, however, the geometric compression ratio may be set above 11: 1 and specifically in the 12-18: 1 range as a result of the first mechanism 28 controlling pre-combustion pressures.
  • the relatively high geometric compression ratio in the engine 16 is enabled by the pre-combustion pressures or effective compression ratio being limited by the late intake valve closing being extended further into the compression cycle of the engine 16, which is itself enabled by the constant peak lift of the intake valves 24.
  • the combustion pressures inside the combustion chambers 22-2 i.e., the effective compression ratio
  • the first mechanism 28 generates an increased expansion ratio for enhanced fuel efficiency by reducing effective compression ratio in the engine 16.
  • the above-noted air intake charge boosting devices can also be used to make up for the lower power density of engine 16 using the first mechanism 28. In such a boosted engine, the geometric compression ratio may be set in the 10-16: 1 range.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

L'invention concerne un moteur à combustion interne qui comprend un bloc-cylindre délimitant un cylindre et une tête de cylindre montée sur le bloc-cylindre. Un piston à mouvement alternatif est monté à l'intérieur du cylindre pour comprimer un mélange d'air et de carburant. Un vilebrequin est disposé dans le bloc-cylindre et mis en rotation par l'application d'une force de combustion sur le piston. Une soupape d'admission est reliée de manière fonctionnelle à la tête de cylindre et commande la fourniture de l'air au cylindre pour la combustion à l'intérieur de celui-ci. Un mécanisme fournit un pic d'élévation constant de la soupape d'admission sur un angle de rotation du vilebrequin qui est d'au moins 5 degrés, c'est-à-dire une durée d'attente prolongée au pic d'élévation. L'invention concerne également un véhicule ayant un tel moteur.
PCT/CN2015/074185 2015-03-13 2015-03-13 Arbre à cames à admission à durée prolongée avec attente au pic d'élévation WO2016145562A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/CN2015/074185 WO2016145562A1 (fr) 2015-03-13 2015-03-13 Arbre à cames à admission à durée prolongée avec attente au pic d'élévation

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Application Number Priority Date Filing Date Title
PCT/CN2015/074185 WO2016145562A1 (fr) 2015-03-13 2015-03-13 Arbre à cames à admission à durée prolongée avec attente au pic d'élévation

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WO2016145562A1 true WO2016145562A1 (fr) 2016-09-22

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017003788A1 (de) * 2017-04-20 2018-10-25 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10339111A (ja) * 1997-06-06 1998-12-22 Hidaka Eng:Kk カムシャフト
CN1215793A (zh) * 1997-10-29 1999-05-05 本田技研工业株式会社 内燃机阀操作装置
US20070151532A1 (en) * 2006-01-04 2007-07-05 Vaseleniuck David N Variable ratio rocker assembly
WO2008042262A1 (fr) * 2006-09-28 2008-04-10 Delphi Technologies, Inc. Système permettant de faire varier de manière sélective la durée d'ouverture des soupapes d'un moteur
US20120325167A1 (en) * 2010-03-11 2012-12-27 Eiichi Kamiyama Valve drive system of internal combustion engine
CN102852582A (zh) * 2012-09-06 2013-01-02 浙江吉利汽车研究院有限公司杭州分公司 可变气门正时方法

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10339111A (ja) * 1997-06-06 1998-12-22 Hidaka Eng:Kk カムシャフト
CN1215793A (zh) * 1997-10-29 1999-05-05 本田技研工业株式会社 内燃机阀操作装置
US20070151532A1 (en) * 2006-01-04 2007-07-05 Vaseleniuck David N Variable ratio rocker assembly
WO2008042262A1 (fr) * 2006-09-28 2008-04-10 Delphi Technologies, Inc. Système permettant de faire varier de manière sélective la durée d'ouverture des soupapes d'un moteur
US20120325167A1 (en) * 2010-03-11 2012-12-27 Eiichi Kamiyama Valve drive system of internal combustion engine
CN102852582A (zh) * 2012-09-06 2013-01-02 浙江吉利汽车研究院有限公司杭州分公司 可变气门正时方法

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017003788A1 (de) * 2017-04-20 2018-10-25 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs

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