Volkswagen Ag

Skoda Auto A.s.

Volkwagen Ag

Omg Ag & Co Kg

Ekkehard Pott

Michael Zillmer

Stefan Paukner

Matthias Holz

David Prochazka

Kai Philipp

Jörg Theobald

Marc Hladun

Eric Bree

Leo Spiegel

Bernd Stiebels

Hermann Hahn

Ulrich Goebel

Karsten Michels

Manfred Kloft

Georg Kruse

Dirk Hagelstein

Axel Groenendijk

Alf Degen

Eduard Lippert

Jens Kühlmeyer

Rudolf Krebs

Kai Bohnstedt

Oliver Fladung

Helmut Endres

Fred Thiele

Thorsten Schmidt

Helge Bergmann

Florian Noodt

Ingo Blei

Johannes Westendorf

Johannes Bunkus

Stephan Kellner

Marcel Zirwes

Juergen Hoehne

Bernd Hahne

Alexander Almes

Robin Vanhaelst

Ralf Oppermann

Dirk Browatzki

Bruno Kravetz

Jörn Kahrstedt

Jürgen Becker

Jürgen Otte

The invention relates to a ceramic body which can be designed as a catalyst support and/or particulate filter and which has a plurality of channels and a plurality of elongate metal elements for inductive heating arranged in parallel with the channels, the elongate metal elements being arranged in the walls of the ceramic body. In this way, the free frontal area of the ceramic body is preferably reduced or is at least no more than 5%. The invention also relates to a method for producing the ceramic body, an exhaust gas purification device and a vehicle.

Inductively heatable ceramic body, method for manufacturing a ceramic body, exhaust gas purification device and vehicle

In a method for the after-treating of an exhaust gas from a preferably direct-injection and/or spark-ignition internal combustion engine, the exhaust gas is fed through a catalytic converter system connected downstream of the internal combustion engine. The system has at least one catalyst with a noble metal depletion having at least the elements palladium and rhodium which are present in a weight ratio of &#x3e;5:1, 6:1, 7:1, 8:1, 9:1, 10:1, 11:1, or 12:1. In the new European driving cycle, the catalyst exceeds a temperature Tof 300&#xb0; C., 450&#xb0; C., 550&#xb0; C., 600&#xb0; C. within a time interval of 30 s, preferably 20 s, especially preferably 10 s after starting the engine, and/or the cumulative untreated emissions of hydrocarbons not exceeding 0.05 g/km and/or of nitrogen oxides not exceeding 0.04 g/km within a time interval of 10 s, preferably 20 s, especially preferably 30 s after starting the engine, and/or the engine achieving at least the emissions limit values of EU standard 4, preferably EU standard 5.

Exhaust gas after-treatment having reduced rhodium depletion

At least one chemical heating measure, which causes an increase in the catalytic converter temperature essentially by introducing into the exhaust gas channel additional chemical energy in excess of energy provided at an initial engine operating point, is combined with at least one thermal heating measure, which causes an increase in the catalytic converter temperature essentially by introducing into the exhaust gas channel additional thermal energy in excess of energy provided at an initial engine operating point, so that a major fraction of the chemical energy is introduced temporally before a major fraction of the thermal energy is introduced.

Method for heating up a catalytic converter

An internal combustion engine drives, via a belt drive, a first and a second auxiliary unit embodied respectively as a water pump and an air-conditioning compressor and drives a starter-generator operating as a starter and as a generator depending on the operating mode. The belt drive is connected through a clutch element, which has a freewheel, to the internal combustion engine such that, when the internal combustion engine is at standstill, only the two auxiliary units, but not at the same time the internal combustion engine, are driven by the starter-generator. The clutch element which has a freewheel allows a stepless transition of the drive mode from the internal combustion engine to the starter-generator. In order to start the internal combustion engine, the clutch element is engaged only for a short time, so that the drive power of the starter-generator is transmitted to the internal combustion engine.

Drive unit with an internal combustion engine

In a method and a device for engine stop/engine start of hybrid vehicles, which includes an internal combustion engine and an electric machine which is coupled to the internal combustion engine and is selectively able to be operated regeneratively or motively, the engine speed can be detected and compared to a limit speed to initiate the stopping of the engine in a hybrid vehicle using an automatic start/stop mechanism, and if the engine speed drops to the threshold speed, the engine is stopped, the electric machine being switched over into the motive or the regenerative operation when the limit speed is reached; the electric machine assuming the limit speed, whereas the fuel supply of the internal combustion engine is shut down or remains shut down and the electric machine initiates the stopping of the internal combustion engine.

Method and device for stopping and starting the engine of hybrid vehicles

A method and a device are for the optimized starting of an internal combustion engine using a starter, which is connected to a capacitor store, the capacitor store being connected via a DC/DC converter to a vehicle electrical system of a vehicle, and the vehicle electrical system including an energy store for supplying electrical energy having a nominal voltage, and the starter consuming a starting energy for starting the internal combustion engine, which is a function of a temperature of the internal combustion engine, the temperature of the internal combustion engine being measured by at least one temperature sensor and the capacitor store being charged to a setpoint voltage with the aid of a battery via another DC/DC converter, which connects the battery in parallel to the capacitor store parallel to a switch, the setpoint voltage being set by a control unit such that the electrical energy stored in the capacitor store charged to the setpoint voltage is greater than the starting energy ascertained on the basis of the measured temperature.

Method and device for the optimized starting of an internal combustion engine

A method is for controlling the torque of a hybrid drive unit, which includes a combustion engine and at least one electric machine capable of being operated alternatively as a motor or as a generator. The electric machine, when operated as a motor, is powered by an energy storage device and supplies a positive electric motor torque which together with a combustion engine torque of the combustion engine produces a total drive torque of the hybrid drive unit. A hybrid drive unit includes a respective torque control. In the event that a desired torque is greater than a consumption-optimized combustion engine maximum torque, the electric machine is operated as a motor having an electric motor torque. An electric motor maximum torque is specified as a function of at least one state parameter of the energy storage device.

Method for controlling the torque of a hybrid drive unit and hybrid drive unit

A method controls an operation of a motor vehicle equipped with a hybrid drive unit having a combustion engine and at least one electric machine that can be selectively operated as a motor or as a generator. The electric machine, when in generator mode, charges an energy store and/or supplies power to a vehicle electrical system of the motor vehicle. In generator mode, the electric machine is operated in alternating intervals, while maintaining predefined boundary conditions. In a first interval, the electric machine is operated with a first high electrical power output that is higher than an actual power consumption of the vehicle electrical system of the motor vehicle. The electric machine is switched off in a second interval. This largely prevents the electric machine from approaching operating points under light load which have a low efficiency and achieves a fuel advantage in comparison to a continuous operating mode.

Hybrid motor vehicle and method for controlling operation of a hybrid motor vehicle

A hybrid vehicle has an internal combustion engine and an electric motor, in which at least one electric motor converts kinetic energy into electricity in a generator mode and can provide a generator-created braking momentum Mor a respective braking power P. When braking is requested with a target value Mat a time t, a total braking momentum M is provided according to the following formula:, if, if.A value M&#x3e;0 is selected for the braking momentum Mat the time t, wherein M&#x3e;0 is a braking momentum provided by a vehicle brake or when braking is requested with a target value Pat a time t, the vehicle is provided with a total braking power P according to the following formula:, if, if.A value P&#x3e;0 is selected for the braking power Pat the time T, wherein P&#x3e;0 is a braking power provided by the vehicle brakes.

Method for operating a hybrid vehicle

A method relates to operating an internal combustion engine in the form of an Otto engine, especially of a motor vehicle. Otto engine fuel (i.e., carburetor fuel, spark ignition engine fuel), such as gasoline or ethanol (E85), are directly injected into at least one combustion chamber of the internal combustion engine with at least one fuel injector. Optionally, instead of injecting ignition spark engine fuel or in addition, the internal combustion engine is operated with gas, especially CNG (compressed natural gas) or LPG (liquefied petroleum gas). During operation of the internal combustion engine with gas only, the engine is automatically switched to the operation with spark ignition engine fuel for a predetermined period, or the engine is switched to the operation with spark ignition engine fuel in addition to the operation with gas, in such a manner that a predetermined quantity of the carburetor fuel flows through the at least one fuel injector. The engine is then automatically switched back to the operation with gas only.

Method of operating an internal combustion engine

A method is for controlling an overrun condition in a hybrid vehicle having a combustion engine and additionally at least one electric motor as well as an overrun fuel cutoff, which interrupts a fuel supply to the combustion engine when the vehicle is in an overrun condition and restores the fuel supply when the combustion engine reaches or falls below a restoring speed. At least in a combustion engine at operating temperature, the fuel supply is restored at a restoring speed of at most 200 min, e.g., at most 100 minabove an idling speed of the combustion engine. The restoring speed may be in the range of the idling speed or only slightly above the latter. The restoring speed is thus clearly lowered as compared to the usual restoring speeds and extends the overrun fuel cutoff phases and thus reduces fuel consumption.

Method for controlling an overrun condition of a hybrid vehicle and hybrid vehicle

A method for operating an internal combustion engine in the form of an Otto engine, especially of a motor vehicle, selectively uses carburetor fuel, especially gasoline or ethanol (E85) by direct injection into at least one combustion chamber of the internal combustion engine by means of at least one fuel injector. Optionally, instead of injecting ignition spark engine fuel or in addition to injecting ignition spark engine fuel, the internal combustion engine is operated with gas, especially CNG (Compressed Natural Gas) or LPG (Liquefied Petroleum Gas). A mixture adaptation value is continuously determined during the operation of the internal combustion engine with spark ignition engine fuel. An actual mixture adaptation value is stored in a memory during the operation of the internal combustion engine with the spark ignition engine fuel and, after a predetermined minimum duration of operation with gas, an actual mixture adaptation value is compared with the stored mixture adaptation value during the operation of the internal combustion engine with ignition spark engine fuel. The fuel injectors are scavenged when a difference between the actual mixture adaptation value and the stored mixture adaptation value exceeds a predetermined difference value.

An engine configuration includes an internal combustion engine with a plurality of cylinders, at least one turbocharger and a first and a second exhaust gas tract. A turbine of the at least one turbocharger is associated with the first exhaust gas tract. Increased torque and increased power can be achieved when a bypass exhaust gas line emerging from at least one cylinder, which is associated with the first exhaust gas tract, is connected to the first exhaust gas tract such that it bypasses the at least one turbocharger.

Engine configuration including an internal combustion engine

A method is for controlling the operation of an exhaust-gas sensor disposed in an exhaust duct of a motor vehicle and equipped with an internal or external sensor heating device, the motor vehicle including a combustion engine and an automatic switchoff, which causes an automatic switching off of the combustion engine when at least one stop condition is present. It is provided that: (a) following an automatic switching off of the combustion engine by the automatic switchoff, a first future instant is determined at which the exhaust-gas temperature in the exhaust duct will drop below a condensation temperature below which condensate precipitation from the exhaust gas may occur; (b) a second instant is determined at which a heat output of the sensor heating device must be interrupted or reduced so that a sensor temperature of the exhaust-gas sensor will have dropped to a maximally allowed sensor temperature no later than the first future instant; and the heat output of the sensor heating device is interrupted or reduced when the second instant is attained.

Method for controlling an operation of a heatable exhaust-gas sensor of a motor vehicle

A hybrid drive unit () for a motor vehicle with an internal combustion engine () and at least one electric machine () optionally operable as a motor or as a generator, has a charge air compressor () for compression of combustion air supplied to the internal combustion engine () and a charge air cooler () for cooling the combustion air. The hybrid drive unit () has a low-temperature cooling circuit () carrying a liquid coolant and is designed separately from a high-temperature cooling circuit of the internal combustion engine () and has a heat exchanger () for cooling the coolant, whereby the low-temperature cooling circuit () includes the charge air cooler () and the electric machine () and/or electronic components () allocated to the electric machine ().

Hybrid drive unit having a low-temperature circuit

Growing community of inventors

Gifhorn, Germany

Ekkehard Pott