• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method of driving a vehicle (100), said vehicle (100) comprising an internal combustion engine (101) and an exhaust system having a post-treatment system (200) for post-treatment of a resultant from said internal combustion engine (101). exhaust current, said vehicle (100) further comprising an exhaust brake system (215) and at least one first auxiliary brake system (117) separate from said exhaust brake system. The method comprises: - upon a request for activating said first auxiliary brake system (117), at least activating said exhaust brake system (215). The invention also relates to a system and a vehicle.
    公开号:SE1251090A1
    申请号:SE1251090
    申请日:2012-09-27
    公开日:2014-03-28
    发明作者:Magnus Fröberg；Mikael Persson；Mohammed Adlouni；Anna Wingren
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION The present invention relates to methods of driving vehicles, and in particular to a method of driving a vehicle comprising a system for finishing an exhaust stream according to the preamble of claim 1. The invention relates to the invention. systems and a vehicle, as well as a computer program and a computer program product, which implement the method according to the invention.
    Background of the Invention Due to increased government interests regarding pollutants and air quality, especially in metropolitan areas, emission standards and regulations have been developed in many jurisdictions.
    Such emission regulations often constitute sets of requirements which define acceptable limits for exhaust emissions in vehicles equipped with internal combustion engines. For example, levels of emissions of nitrogen oxides (NO), hydrocarbons (HC) and carbon monoxide (CO) are often regulated. These emission regulations usually handle, for at least certain types of vehicles, the danger of particulate matter in exhaust emissions.
    In a penalty to comply with these emission regulations, the exhaust gases caused by the combustion engine's combustion are treated (purified). For example. can a s.k. catalytic purification process is used, for which also after-treatment system, as in e.g. vehicles and other vehicles, usually include one or more catalysts.
    Furthermore, such after-treatment systems, alternatively or in combination with the one or more catalysts, often include other components. For example. 2 finishing systems for vehicles with diesel engines often include particulate filters.
    During combustion of fuel in the combustion chamber (eg cylinders) of the internal combustion engine, soot particles are formed.
    According to the above, there are emission provisions and standards also with respect to these soot particles, and in order to fulfill the regulations, particle filters can be used to capture the soot particles. In this case, the exhaust stream is led e.g. through a filter structure where soot particles are captured from the passing exhaust stream for storage in the particulate filter.
    Thus, there are several methods for reducing emissions from an internal combustion engine.
    The function of such treatment of exhaust drums is often controlled by chemical reactions, where radiating temperature has a strong effect on the reaction rate, which meant that radiating temperature during the exhaust gas treatment clamed can also have a strong influence on the efficiency of the exhaust gas treatment.
    SUMMARY OF THE INVENTION It is an object of the present invention to provide a method of driving a vehicle which reduces the risk that the temperature during post-treatment of an exhaust stream drops to undesirable low temperature. This object is achieved by a method according to claim 1.
    The present invention relates to a method of driving a vehicle, said vehicle comprising an internal combustion engine and an exhaust system having a post-treatment system for post-treatment of an exhaust stream resulting from said internal combustion engine, said vehicle further comprising an exhaust brake system and at least one separate said exhaust system. , first auxiliary brake system. The method comprises: at a request for activating said first auxiliary brake system, at least activating said exhaust brake system.
    As mentioned above, vehicles may include after-treatment systems for after-treatment of an exhaust stream resulting from the combustion into an internal combustion engine, where this after-treatment is typically carried out in the form of chemical reactions. As is the case, these chemical reactions can e.g. include oxidizing unburned fuel (hydrocarbons) and carbon oxides, converting nitrogen oxides to nitrogen dioxide, and generally reducing nitrogen oxide / nitrogen dioxide. These chemical reactions are all strongly dependent on the temperature, and for the desired treatment of an exhaust stream to work as desired, it is required that the temperature in the after-treatment system must not fall to excessively low levels.
    Furthermore, if the temperature in the after-treatment system is low, sulfur fuel such as e.g. Diesel normally contains a chemical reaction with the active coating, often consisting of sub-metals or other metals, which components of the finishing system usually comprise, whereby the metal coating can be at least temporarily poisoned by sulfur molecules, e.g. in the form of sulphates, are bound to metal atoms / ions, whereby these metal atoms / ions can no longer participate in desired chemical reactions, ie. the component is poisoned by sulfur storage.
    Thus, it is undesirable for the vehicle to be driven in such a way that the desired temperatures in the after-treatment system are maintained, so that the desired treatment of the exhaust stream can thereby be carried out. 4 However, there are cross situations where the temperature in the finishing system risks becoming undesirable. Such an example is based on a situation where the vehicle is driven in an exit, where the vehicle can be driven with a sliding internal combustion engine, ie. with suspended fuel supply, and where a cooling effect clamed arises from the combustion air which normally forms part of the combustion but which during relaxation only passes through the internal combustion engine and further through the after-treatment system to thereby cool it.
    If sufficient cooling of the after-treatment system occurs, when the vehicle's ambient conditions again become such that torque from the internal combustion engine is required with combustion of fuel as follows, the after-treatment system has such a low temperature that the subsequent exhaust purification does not work optimally. In the worst case, very little or no exhaust gas purification is obtained until the after-treatment system has been reheated to such an extent that the desired exhaust gas purification can be obtained.
    According to the present invention there is provided a method of reducing such problems with cooling of finishing systems in e.g. driving vehicles in closures and other applicable situations where a request for activation of an auxiliary brake system is carried out.
    This is achieved according to the present invention by prioritizing an activation of an exhaust brake system over the activation of other auxiliary brake systems. For example, it is common danger that vehicles are equipped with an auxiliary brake system in the form of e.g. a retarder braking system or other auxiliary brake system separate from the exhaust brake system, which can be activated when the vehicle's driver is needed or the vehicle's steering system can provide a braking effect and thus relieve the vehicle's service braking system.
    According to the present invention, in the first instance activating the vehicle's exhaust brake system instead of the requested auxiliary brake system when a request for activation of the auxiliary brake system separated from the exhaust brake system is found, the heating of the exhaust drum provided by the exhaust brake system Since a braking force arida is to be applied, the heating of the exhaust drum becomes a in this context "free" heating of the exhaust drum, and alarmed by the after-treatment system. When then the driving force requirement returns, e.g. If the down-closure is followed by an up-closure, the after-treatment system will be heated immediately or at least substantially earlier, whereby treatment of the exhaust stream can take place with a reduced risk of unwanted emissions.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1A schematically shows a vehicle to which the present invention can be applied.
    Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1.
    Fig. 2 shows the finishing system in more detail for the vehicle shown in Fig. 1.
    Fig. 3 shows an exemplary method according to the present invention. Fig. 4 shows an alternative exemplary method according to the present invention.
    Detailed description of embodiments The term "additional braking system" refers to the various braking systems that can occur in vehicles in addition to the usual speed (wheel) braking system. Such auxiliary brake systems can e.g. consists of exhaust brake systems, retarder brake systems, engine brake systems, compression brake systems, electromagnetic brake systems, etc.
    Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The vehicle 100 schematically shown in Fig. 1A comprises only one axle with drive wheels 113, 114, but the invention is also applicable to vehicles where more than one axle is provided with drive wheels, as well as to vehicles with one or more additional axles, such as one or more several standing axles. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft extending on the internal combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a clutch 106.
    The internal combustion engine 101 is controlled by the vehicle's control system via a control unit 115. Likewise, the clutch 106, which e.g. can be formed by an automatically controlled clutch, and the gearbox 103 of the vehicle's control system by means of one or more applicable control units (not shown). Of course, the vehicle's driveline can also be of another type such as e.g. of a type with conventional automatic gearbox or of a type with a manually geared gearbox etc.
    A shaft 107 emanating from the gearbox 103 drives the drive wheels 113, 114 via an end shaft 108, such as e.g. a conventional differential, and drive shafts 104, 105 connected to said end shaft 108. The vehicle 100 further comprises various different braking systems such as a conventional service braking system, and a retarder brake system 117. The service braking system is controlled in the example shown by the vehicle control system by means of a brake control unit 116. on the edge set sends signals to e.g. the regulator (s) that regulate braking force in the service braking system.
    According to the example shown, the brake control unit 116 also controls other braking systems present in the vehicle, such as e.g. the retarder brake system 117 and an exhaust brake system 215, as shown in Fig. 2. The exhaust brake system 215 is arranged downstream of the internal combustion engine 101 and applies a controllable throttling of the exhaust gas, this throttling giving rise to a back pressure at the internal combustion engine 101 which in turn is braked by this back pressure. , whereby also the drive wheels 113, 114 of the vehicle 101 are subjected to a braking force via the output shaft of the internal combustion engine. The brake control unit 116 can also control additional auxiliary brake systems present in the vehicle.
    Based on commands initiated by the driver of the vehicle or other control units, the control unit sends 116 control signals to the applicable system modules for the request of the desired braking force.
    Auxiliary brake systems can normally be arranged to be controlled directly by the driver, e.g. via lever or pedal, whereby the pedal or lever can be directly connected to another control unit which sends information to e.g. an auxiliary brake control unit as well as a retarder control unit. According to the present invention, however, the exhaust brake system can be activated instead of the auxiliary brake system, exemplified below by the retarder brake system, even though the driver explicitly requests activation of a certain auxiliary brake system.
    Regarding auxiliary brake systems, such as the retarder brake system 117, these can be arranged on the output shaft of the gearbox 103, e.g. mounted in the rear edge of the gearbox 103, and where 8 braking action can be achieved by utilizing e.g. electric, hydraulic or magnetic braking of the output shaft of the gearbox and also of the vehicle's drive wheels 113, 114.
    The vehicle 100 further includes an exhaust system with an after-treatment system 200 for treating (purifying) exhaust emissions resulting from combustion in the combustion engine 101 combustion chamber (eg, cylinders).
    An example of a post-treatment system 200 is shown in more detail in Fig. 2. The figure shows the internal combustion engine 101 of the vehicle 100, where the exhaust gases generated during combustion are led via a turbocharger 220. In turbocharged engines, the combustion exhaust gas stream often drives a turbocharger. in turn compresses the incoming air to the combustion of the cylinders. Alternatively, the turbocharger can e.g. be of compound type. The function for different types of turbochargers Or valkand, and is therefore described no further has. The exhaust stream is then led via a pipe 204 (indicated by arrows) to a diesel particulate filter (DPF) 202, which on the edge catches soot particles in the exhaust stream, via an oxidation catalyst (Diesel Oxidation Catalyst, DOC) 205.
    The oxidation catalyst DOC 205 has several functions, and is normally used primarily to oxidize the remaining hydrocarbons and carbon monoxide in the exhaust stream to carbon dioxide and water during the aftertreatment of the exhaust stream.
    The oxidation catalyst 205 can Oven e.g. oxidize nitrogen monoxide (NO) to nitrogen dioxide (NO2). Finishing systems can also include more components than what has been exemplified above, as well as fewer components. For example. the after-treatment system as in the present example may comprise a SCR (Selective Catalytic Reduction) catalyst 201 arranged downstream of the particulate filter 202. SCR-9 catalysts use ammonia (NH3), or a composition from which ammonia can be generated / formed, as an additive for reducing the amount of nitrogen oxides NO in the exhaust stream. Fig. 2 also shows temperature sensors 210-212, as well as a control unit 208, which is arranged for the usual control / monitoring of functions in the finishing system 200.
    The present invention provides a method for maintaining the temperature in the finishing system in situations where the temperature is at risk of becoming undesirable. Fig. 3 shows an exemplary method 300 according to the present invention. The process is carried out according to the following examples of the brake control unit 116 shown in Figs. 1A-B and Fig. 2, respectively.
    Control systems in modern vehicles generally consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs) such as the control units, or controllers, 115, 208, and various components arranged on the vehicle. Such a control system can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit.
    For the sake of simplicity, in Figs. 1A-B, in addition to the brake control unit 116 in which the present invention is implemented in the embodiment shown, only the control units 115, 208 are shown. The invention can also be implemented in a control unit dedicated to the present invention, or several other control units already existing at the vehicle, such as e.g. motor control unit 115.
    The function of the control unit 116 (or the control unit (s) to which the present invention is implemented) according to the present invention may, in addition to being dependent on sensor signals representing a request for activation of an auxiliary brake system, e.g. depend on signals from e.g. the control unit control unit 208 in control based on a temperature in the exhaust system as below. In general, control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle, as well as from different control units arranged on the vehicle.
    The control is often controlled by programmed instructions. These programmed instructions typically consist of a computer program, which when executed in a computer or control unit causes the computer / control unit to perform the desired control, such as the process steps of the present invention.
    The computer program usually forms part of a computer program product, where the computer program product comprises an applicable storage medium 121 (see Fig. 1B) with the computer program stored on said storage medium 121. Said digital storage medium 121 may e.g. consists of someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., and be arranged in or in connection with the control unit, the computer program being executed by the control unit. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adapted.
    An exemplary control unit (control unit 116) is shown schematically in Fig. 1B, wherein the control unit in turn may comprise a calculating unit 120, which may be constituted by e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The calculating unit 120 is connected to a memory unit 121, which provides the calculating unit 120 e.g. the stored program code and / or the stored data computing unit 120 need to be able to perform calculations. The coverage unit 120 is also arranged to store partial or final results of coverage in the memory unit 121.
    Furthermore, the control unit is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These inputs and outputs may contain waveforms, pulses, or other attributes, which of the input signals receiving devices 122, 125 may be detected as information for processing the output unit 120. The output signals 123, 124 for transmitting output signals are arranged to convert output results from the output unit. 120 to output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration; or by a tradles connection.
    Referring again to Fig. 3, an exemplary method 300 according to the present invention is shown. The process begins in step 301, where it is determined whether activation of a separate exhaust brake system from the exhaust brake system is requested. If so, the procedure proceeds to step 302. The transition from step 301 to step 302 may e.g. is controlled by the activation of a specific auxiliary brake system, or the activation of any arbitrary auxiliary brake system by a plurality of auxiliary brake systems, as long as this request consists of a request for the activation of an auxiliary brake system separate from the vehicle 100 exhaust brake system 215 as above. 12 The request can e.g. be arranged to be carried out by the driver of the vehicle 100, e.g. by maneuvering the appropriate knob such as a lever, steering wheel, pedal, etc. The beggar can also e.g. is controlled by the flag in the function of the vehicle's control system, such as e.g. a cruise control function. According to the present example, an activation of the retarder brake system 117 is requested.
    Thus, when it is determined in step 301 that activation of the retarder brake system 117 is requested, the process proceeds to step 302 ddr, instead of activating the requested retarder brake system 117, the exhaust brake system 2 is activated instead. Thus, according to the present invention, the exhaust brake system is activated even though activation of another brake system has actually been requested. When requesting the activation of an auxiliary brake, a specific braking force is normally also requested. In step 302, therefore, the exhaust braking system is activated to an extent corresponding to the braking force requested in step 301. If the applied braking force exceeds the maximum braking force that the exhaust braking system can deliver, the exhaust braking system is activated so that maximum, or applicable as below, exhaust braking force is obtained.
    The process then proceeds to step 303, where it is determined whether the braking force emitted by the exhaust brake system 215 is sufficient to obtain the required braking force as well. If so, the procedure proceeds to step 305 as below. If the braking force emitted by the exhaust braking system 215 is not sufficient. If the procedure proceeds to step 304, then, when the auxiliary braking system separated from the exhaust braking system, preferably the retarder braking system 117 requested in step 301, is activated to such an extent that total braking power is required, ie. in the present example, the retarder braking system 117 provides the braking force required in addition to the maximum exhaust braking force. 13 According to one embodiment, the exhaust brake system does not need to be activated to the maximum, but can be activated to any applicable extent, whereby the retarder brake system then contributes with residual braking force.
    This may also be the case in step 302, i.e. even if the exhaust brake system 215 could provide All the requested braking force, there may still be situations cid /. the exhaust brake system 215 is only partially activated and the remaining braking force is thus provided by the retarder braking system 117 even though the exhaust braking system 215 would in practice be able to handle the total requested braking force. The reason for this can be e.g. be that the reduced exhaust braking force is still sufficient to maintain the temperature in the after-treatment system at the desired level. Once the retarder braking system 117 has been activated, the process proceeds to step 305, where it is determined whether a braking force is still required.
    As long as a braking force is still required, repeat the procedure to step 301 for any adjustment of applied braking force. When it is ascertained in step 305 that braking force is no longer required, the procedure is terminated in step 306. The procedure shown in Fig. 3 can also be arranged to be interrupted by an overall function as soon as e.g. it is established that braking power is no longer required.
    By primarily activating the exhaust brake system according to the present invention, the heat evolution which the exhaust brake system gives rise to when the exhaust drum is throttled can be used for heating the after-treatment system 200, whereby the after-treatment system 200 will be able to handle the exhaust current to a greater extent. Thus, with the aid of the present invention, it is possible to avoid that a substantially untreated exhaust stream leaves the vehicle in situations where the after-treatment system has cooled down with degraded function as follows, even though the vehicle itself may have been in operation for a long time.
    According to one embodiment, the present invention is applied to all requests for activation of an auxiliary brake system separate from the exhaust brake system. According to another embodiment, exemplified in Fig. 4, a method 400 ddr of the exhaust brake system is provided is activated in the first instance only if some applicable criterion Or is met.
    The method 400 shown in Fig. 4 begins in step 401, which corresponds to 301 in Fig. 3, i.e. it is determined whether a braking force from an exhaust brake system separate from the exhaust brake system is requested, in the present example the retarder brake system 117. If so, the procedure proceeds to step 402. In step 402 it is determined whether a first temperature T1 in the exhaust system and / or in ndgot applicable limit value Tii, Th Si ldnge as not the case proceeds the procedure to step 404 to be followed by activation of the retarder brake system 117 in step 405, while the procedure proceeds to step 403 if the temperature is below the limit value Tmt. Steps 403-407 are then fully corresponded to steps 302-306 in Fig. 3.
    The temperature can e.g. be such a high temperature that it is probable that the temperature in the finishing system 200 will not drop to undesirably low levels even if the exhaust brake system is not activated.
    This can e.g. be the case at the top of a long and steep slope where the internal combustion engine, especially in a heavily loaded vehicle, has been forced to work hard with high exhaust current temperature for a long time as a result. If then e.g. a retarder brake system force is required in a subsequent downhill, the temperature can be considered to be so high that activation of the exhaust brake system is not required that the temperature can be assumed to exceed some applicable spruce value at the end of the downhill even though the exhaust brake system is not activated.
    Since the process returns to step 401 from step 406, the temperature determination can be made continuously, whereby the exhaust brake system can be activated according to step 403 (corresponding to step 302) as soon as the temperature T1 drops below the temperature limit value 'jnjt, which e.g. may be the case in a longer shutdown, Even in cases where the retarder brake system has first been activated. The temperature T1 can be determined in some appropriate way, e.g. with the help of a temperature sensor arranged in the exhaust system / after-treatment system, such as e.g. any of the temperature sensors 210-212 shown above. The temperature T1 can also represent a calculated value for any applicable place in the finishing system such as e.g. a calculated temperature for any catalyst, where the temperature T1 can be calculated with the aid of a model of the after-treatment system together with e.g. radiating exhaust stream and any applicable temperature upstream of the aftertreatment system.
    The embodiment shown in Fig. 4 thus meant that depending on the radiating temperature T1, activation of the different braking systems will take place in different ways. If the temperature T1 at the request for activation of the retarder brake system falls below the temperature limit Tlimitl, the exhaust brake system 215 will be activated immediately. If, on the other hand, the temperature T1 exceeds the temperature limit Tlimitl when the retarder brake request is made, the retarder brake system will only be activated, whereby the exhaust brake system is activated only when the temperature Tl falls below the temperature limit Tlimitlf, which can only occur after a period of braking.
    According to a further embodiment of the present invention, it is not determined in step 402 whether the temperature T1 de facto falls below the temperature limit without whether the temperature T1 is required to be below the temperature limit. determined with the help of a cruise control that uses a forward-looking function, a so-called "Look Ahead" function. A Look Ahead Cruise Control (LACC) is a speedometer that uses knowledge of available road sections to adapt the vehicle's speed to variations for the road along which the vehicle is traveling.
    According to an embodiment of the present invention, such data are used in determining whether the exhaust brake system is to be activated instead of the retarder brake system, whereby with the aid of the forward-looking cruise control it can be determined whether the temperature T1 is expected to fall below the temperature limit Tlimitl. in front of the vehicle.
    With the help of this forward-looking function, it can be determined whether e.g. a shut-off is so long that the temperature T1 is expected to drop to an undesirable low level, whereby the exhaust brake system e.g. can be arranged to be activated directly at e.g. request for activation of the retarder brake system 117 to prevent this. Alternatively, this activation may be arranged to be performed after some applicable time has elapsed, or after a suitable part of the descent has passed. Furthermore, different temperature limits TL.1111 can be used depending on the length of the downcomer. For example. the exhaust brake system 17 can be activated at a higher temperature at a longer downhill slope in order to be able to safely maintain the desired temperature at e.g. the brake force cup completely ceases at the end / lower part of the lower seal.
    Thus, the present invention provides a method for reducing the risk of the temperature in the aftertreatment system dropping to such low levels that the exhaust gas purification functions suffer with increased emissions as a result.
    Further embodiments of the method and system according to the invention are found in the appended claims.
    It should also be noted that the system may be modified according to various embodiments of the method of the invention (and vice versa) and that the present invention is not in any way limited to the above-described embodiments of the method of the invention, but relates to and includes all embodiments of the appended independent the scope of protection of the requirements.
    权利要求:
    Claims (2)
    [1]
    1. 00Z
    [2]
    2. /
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JP2005214159A|2004-02-02|2005-08-11|Hino Motors Ltd|Exhaust emission control device|
    US7877985B2|2005-05-18|2011-02-01|Toyota Jidosha Kabushiki Kaisha|Exhaust gas purification system for internal combustion engine|
    JP2008239002A|2007-03-28|2008-10-09|Mitsubishi Fuso Truck & Bus Corp|Constant speed travelling device for vehicle|
    DE102008010658B4|2008-02-22|2010-08-19|Knorr-Bremse Systeme für Nutzfahrzeuge GmbH|Exhaust gas control system and emission control method|
    JP5325334B2|2009-03-24|2013-10-23|ボルボラストバグナーアーベー|How to control exhaust gas temperature|SE537928C2|2014-01-15|2015-11-24|Scania Cv Ab|Process and system for controlling temperature for an exhaust gas treatment system|
    SE537663C2|2014-01-15|2015-09-29|Scania Cv Ab|Process and system for controlling temperature for an exhaust gas treatment system|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1251090A|SE538100C2|2012-09-27|2012-09-27|Procedure and systems for driving vehicles|SE1251090A| SE538100C2|2012-09-27|2012-09-27|Procedure and systems for driving vehicles|
    EP13796172.8A| EP2917538B1|2012-09-27|2013-09-11|Method and system for the propulsion of a vehicle|
    PCT/SE2013/051057| WO2014051496A1|2012-09-27|2013-09-11|Method and system for the propulsion of a vehicle|
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