Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Volkswagen Ag

Leo Spiegel

Werner Schiek

Immo Stache

Ekkehard Pott

Erwin Rutschmann

Daniel Knoblauch

Dietmar Schwarzenthal

Hartmut Voss

Van-Khanh Tran

Bernd Stiebels

Michael Zillmer

Thomas Rauner

Stephan Mueller

Markus Goehring

Gerhard Spengler

Johannes Lange

Joachim Gruenberger

Holger Hinrich

Henrik Schrage

Eduard Lippert

Pascal Heusler

Naser Abu Daqqa

Thomas Schmid

Norbert Hemmerlein

Thorsten Wieg

Michael Lindlau

Oliver Fladung

Gerrit Suck

Günter Sōhlke

J&ouml;rg Theobald

Jürgen Otte

A drive train () for driving a motor vehicle has a combustion engine () for providing purely mechanical drive for the motor vehicle. A transmission () can be coupled to the combustion engine () via a shaft unit () for transmitting torque between the motor vehicle transmission () and the combustion engine (). A reserve volume () is between the combustion engine () and the motor vehicle transmission () and is penetrated by the shaft unit (). The reserve volume () can accommodate a high-voltage electric machine for purely electric drive of the motor vehicle or a low-voltage electric machine () for applying an electrically generated assistance torque to the motor vehicle transmission (). As a result, a hybrid functionality can be made available to an at least limited degree, with the result that a cost-effective drive train () configured for a hybrid motor vehicle is made possible.

Drive train and method for operating a drive train

An electric machine () for a drive train () of a motor vehicle () has a coil arrangement and a rotor mounted rotatably relative to the coil arrangement. A fluid line is connected thermally to at least one component of the electric machine () to supply a cooling fluid () to the electric machine () and to cool the at least one component. A fan () is designed to supply cooling air () to the electric machine for cooling the electric machine (), and a control unit () controls the fan (). The control unit () controls the fan arrangement () and the cooling air supply depending on a speed (n) and/or a torque (M) of the electric machine ().

Electric machine for a motor vehicle and method for cooling an electric machine

A method for the switched division of a high-voltage battery of a vehicle, which, for the purpose of charging the high-voltage battery, is connected to a charging column supplying a charging voltage of a specific voltage level, wherein the voltage level of the high-voltage battery results from a number M of series-connected modules of the same rated voltage, wherein the voltage level of the high-voltage battery corresponds to an integer multiple N of the voltage level of the charging voltage of the charging column, wherein the high-voltage battery is subdivided into N parallel-interconnected segments consisting of an equal number of modules by means of a first switch position of a number of power semiconductors.

High-voltage battery division for charging column connection

A drive train () is provided for a motor vehicle which can be driven in a purely electric manner. A gear mechanism () has a standardized housing () for accommodating an electrical machine () or two electrical machines () and for accommodating two gear mechanism output shafts () which are associated with a vehicle axle (). A large number of drive topologies for various vehicle sectors with purely electric drives can be formed by configuring the drive train in this way.

Drive train of a motor vehicle that can be driven in a purely electric manner

An arrangement () for driving a wheel of a motor vehicle has an electric machine () and a transmission (). The transmission () is downstream of the electric machine () and is arranged within the electric machine (). A common cooling device () with a cooling water jacket () is utilized for cooling both the electric machine () and the transmission ().

Arrangement of an electric machine and of a transmission connected downstream thereof

A hybrid vehicle has an internal combustion engine, at least one electric drive motor and a starter. The internal combustion engine optionally can be started by the starter or the electric drive motor. However, the internal combustion engine is started by the starter when the vehicle is already being driven by the electric drive motor.

Method for starting the internal combustion engine of a hybrid vehicle

A starter-generator is provided for a motor vehicle that has a drive train () with a drive machine (), a torque-transmission device () and a transmission. The starter-generator () has an external rotor () and a stator (). To simplify the manufacture of the motor vehicle, the starter-generator has a rotor flange () connected in a rotationally fixed fashion to an input component () of the torque-transmission device () and extends from the rotor ().

Starter-generator

A method for operating an internal combustion engine with compression ignition or with spark ignition as a function of an operating point. A specific residual exhaust-gas quantity in the combustion space is set for compression ignition. The internal combustion engine is operated as a function of the operating point by an outlet cam, by which a first outlet opening phase and a second outlet opening phase take place. The second outlet opening phase commences during an inlet opening phase. At a first operating point in a compression-ignition mode, a residual exhaust-gas quantity in a combustion space is dimensioned as a function of a valve interference set between the inlet and the outlet valve during a charge exchange. At a second operating point in the compression-ignition mode the residual exhaust-gas quantity in the combustion space is dimensioned as a function of a duration of the second outlet opening phase.

Internal combustion engine

An internal combustion engine with a plurality of cylinders, which are each assigned an inlet valve, an outlet valve and a combustion space, with an inlet camshaft connected to a camshaft adjuster, with an outlet camshaft connected to a camshaft adjuster, with a switchable inlet-valve drive which has a plurality of inlet cams for actuating the respective inlet valve, with a switchable outlet-valve drive which has a plurality of outlet cams for actuating the respective outlet valve, and with an exhaust-gas system. The internal combustion engine is operated with compression ignition or with spark ignition as a function of the operating point. For this purpose, for the compression ignition, a specific residual exhaust-gas quantity is set in the combustion space. Furthermore, the internal combustion engine is operated as a function of the operating point by means of an outlet cam.

An internal combustion engine, especially an Otto engine, with intake valves and with a fuel injector, which is arranged and designed so that it injects the fuel directly into a combustion chamber of working cylinders of the internal combustion engine. At least in the region of the neck, the intake valves have a surface that is designed to counteract the formation of carbon deposits.

Direct injection internal combustion engine

A method for operating an internal combustion engine with at least one working piston with a variable compression ratio, which can be changed as a function of an operating state of the internal combustion engine, the method including the steps of: detecting, with a knock sensor, when the compression ratio is too high; reducing the compression ratio (V) when the knock limit (L) is at least reached by a first, predetermined value (V ), which is a function of the operating state, over a first, predetermined time period (t -t ); subsequently increasing the compression ratio (V) by a second, predetermined value (V ) over a second, predetermined time period (t -t ) until the knock limit (L) is at least reached again; and determining at least one of the first predetermined value (V ), the first time period (t -t ), the second predetermined value (V ), and the second time period (t -t ) as a function of load demand on the internal combustion engine.

Method for operating an internal combustion engine comprising at least one working piston

A device for supplying exhaust gases from an internal combustion engine to a catalytic converter, having multiple exhaust gas supply lines including at least one exhaust gas supply line that serves as a heat-conveying line to promote a transfer of exhaust gas heat to the catalytic converter and at least one other exhaust gas supply line that serve as a heat exchanger to promote an extraction of heat from the exhaust gas upstream of the catalytic converter. A switchable control mechanism controls a flow cross-section of at least one of the exhaust gas supply lines. The exhaust gas supply lines are arranged as a bundle of pipes including individual pipes which are spaced apart and extend to the catalytic converter so that the exhaust gas supply line that is the heat-conveying line is arranged as an inner pipe in the bundle and is surrounded around its circumference by the exhaust gas supply lines that are heat exchangers, which are spaced some distance from one another in a circumferential direction of the heat conveying line. The exhaust gas supply line that is the heat-conveying line has a cross-section that is smaller than a cross-section of the exhaust gas supply line that is the heat exchanger.

Device for supplying exhaust gases from an internal combustion engine to a catalytic converter

The invention relates to a four stroke internal combustion engine with applied ignition, wherein fuel is directly injected into a combustion chamber by means of an injector. Said engine comprises at least one admission channel with an admission valve and at least one exhaust channel with an exhaust valve, the admission valve and the exhaust valve being placed on opposite sides of the combustion chamber and the injector being placed on the admission valve side. Said engine also comprises a cavity formed in a piston top. A piston exhibits a central longitudinal axis extending in the direction of displacement of said piston. The cavity is placed on the admission valve side and exhibits, relatively to said admission valve and the injector, a marginal area forming the highest point of the piston top so that an airflow originating in the appropriately designed admission channel and penetrating into the combustion chamber through the admission valve and an injection jet originating in the injector and penetrating into the combustion chamber enter the cavity at opposite points.

Growing community of inventors

Vaihingenenz, Germany

Leo Spiegel