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

Martin Roth

Marco Fleckner

Klaus Bastian

Markus Goehring

Matthias Lederer

Joerg Meyer-Ebeling

Tobias Radke

Peter Megyesi

Werner Huefner

Oliver Poschmann

Andre Klick

An energy storage system for a vehicle has at least first and second electric motors and first and second energy storage cells arranged in the vehicle In a traction mode the first energy storage cell is interconnected with the at least one first electric motor and the second energy storage cell is interconnected with the at least one second electric motor. In a charging mode the first and second energy storage cells are interconnected with a respectively dedicated charging device separately and independently of one another or the first and second energy storage cells are interconnected in series and with a common charging device.

Energy storage system and method for operating an energy storage system

A method for operating a self-driving motor vehicle. A prescribed starting location and a prescribed destination are used to ascertain a driving route. A speed trajectory is determined for the ascertained driving route and the motor vehicle drives along the driving route independently on the basis of the determined speed trajectory. The determination of the speed trajectory includes the following method steps: (i) ascertainment of multiple candidate speed trajectories for the ascertained driving route, (ii) computation of an unpunctuality characteristic value for each of the ascertained candidate speed trajectories, wherein the unpunctuality characteristic value is a measure of a divergence from a prescribed desired time of arrival at the destination, and (iii) selection of that candidate speed trajectory having the unpunctuality characteristic value with the smallest magnitude.

Method for operating a self-driving motor vehicle and self-driving motor vehicle

A hybrid vehicle () has an internal combustion engine (), an electric machine () and a transmission () for driving a rear axle () of the vehicle (). The internal combustion engine () and the electric machine () are assigned a common input shaft () of the transmission (). The internal combustion engine (), the electric machine () and a traction battery () for the electric machine () or a tank for the internal combustion engine () are arranged in a rear region of the vehicle (), transversely with respect to the direction of travel. The electric machine power is greater than the power of the internal combustion engine (). A high level of electrification of the hybrid drive is possible with optimum utilization of space in the vehicle.

Hybrid vehicle with internal combustion engine and electric machine

A method is provided for operating a hybrid vehicle. The hybrid vehicle has an internal combustion engine and a first electric machine, to which a common input shaft of a transmission is assigned, for driving a first axle of the hybrid vehicle. The hybrid vehicle also has a second electric machine for driving a second axle of the hybrid vehicle, and a traction battery is provided for the two electric machines. The electric machines have a total power greater than the power of the internal combustion engine. The method includes operating the first electric machine in a generator mode for charging the traction battery when the hybrid vehicle is driven exclusively by internal combustion engine. The method ensures, with a high level of electrification, a long electromotive travelling range of the vehicle.

Method for operating a hybrid vehicle

A method and a device are provided for controlling a battery pulse heating mode of a traction battery of a hybrid vehicle. The method includes detecting a traction battery temperature (T) upon start-up of the hybrid vehicle. The method then includes determining a dependency of fuel consumption (V) during a battery pulse heating mode on the distance (W) travelled for at least one predefined road type at the detected traction battery temperature (T). The method continues by displaying the determined dependency on a display device (), using an input device () to select whether a battery pulse heating mode should be carried out; and controlling the battery pulse heating mode as a function of the selection.

Method and device for controlling a battery pulse heating mode of a traction battery of a hybrid vehicle

A method for controlling deceleration of a motor vehicle having an internal combustion engine with an automated clutch, in which method, when a deceleration is present, a deceleration fuel cutoff is carried out in order to generate a drag torque as a drive torque if the engine speed is higher than a deceleration fuel cutoff threshold wherein when a braking request is present, the effect of the engine speed is evaluated, a comparison is carried out between the expected engine speed or the current engine speed and the deceleration fuel cutoff threshold, and the internal combustion engine is adjusted to a deceleration mode or a deceleration fuel mode is maintained only if the expected or current engine speed is higher than the deceleration fuel cutoff threshold.

Method for controlling deceleration of a motor vehicle

A method is provided for estimating the range of a motor vehicle based on a quantity of energy carried in the motor vehicle. The method enables a driver to limit a maximum permissible velocity and/or a maximum permissible acceleration and/or a maximum performance level for a comfort system. The method also detects the route profiles surrounding the motor vehicle, in particular an altitude profile and/or a road category. A computer device calculates and displays a still possible range at least on the basis of the limitation which has been carried out, the detected route profiles and the still available quantity of energy.

Method for estimating the range of a motor vehicle

A hybrid drive train for a vehicle has an internal combustion engine, first and second electric machines and a transmission that are mechanically connected to one another to drive at least one axle of the vehicle. The internal combustion engine () and the first electric machine () are provided on an input shaft of the transmission (), and the second electric machine () is provided on an output shaft () of the transmission or on an axle of the vehicle. The maximum power and/or the maximum torque of the internal combustion engine are/is substantially larger than the power or torque that can be transmitted by the transmission.

Mixed hybrid

A drive system for a plug-in hybrid motor vehicle, having an internal combustion engine, an electric motor, a high-voltage source, in particular a high-voltage battery which has a minimum setpoint state of charge, a generator, a clutch, at least one transmission, at least one drive axle and a control unit, with the internal combustion engine being mechanically connected to at least one drive axle, with a first drive mode, 'depleting mode', and a second drive mode, 'sustaining mode', being provided in the control unit, with a third drive mode, &#x201c;increasing mode&#x201d;, which can be manually activated being provided, said third drive mode providing a load point increase at the internal combustion engine in such a way that the high-voltage source can be charged during driving and therefore the first drive mode can be activated.

Drive system for a plug-in hybrid motor vehicle

Disclosed herein is a gear selection method and device for an automatic transmission for a traction phase (Z) after a coasting phase (S) of a motor vehicle. According to the method, in a traction phase (Z) before the coasting phase (S), a sliding average value of the rotational speed level (n) and/or of the traction force level (F) is formed depending on the particular velocity (v) and particular gradient (ST) and is taken into consideration for defining at least one gear choice of the automatic transmission for the traction phase (Z) after the particular coasting phase (S).

Gear selection method for an automatic transmission for a traction phase after a coasting phase of a motor vehicle

A method for identifying a driving resistance of a motor vehicle includes the steps of recording values of control and/or state variables of the vehicle during a driving state of the vehicle when a control route is covered, adapting parameters of a vehicle model and/or a model of the area surrounding the vehicle on the basis of the values of the recorded control and state variables, identifying the driving resistance on the basis of the adapted vehicle model and/or the surrounding area model, wherein the parameters of the vehicle model and/or the surrounding area model are adapted on the basis of a distinction between driving states, wherein these driving states include a driving state of a closed drive train with a positive driver demand torque, a driving state of a closed drive train without a positive driver demand torque, and/or and a driving state with an open drive train.

Method for identifying a driving resistance of a motor vehicle

A drivetrain for a hybrid vehicle includes an internal combustion engine, a transmission and electric machine, and an electrical energy store. The electric machine is usable as a generator for charging the electrical energy store and/or as a motor while discharging the electrical energy store. The electrical energy store is implemented as a flywheel mass accumulator having an assigned second electric machine. The flywheel mass accumulator is able to be mechanically coupled to the internal combustion engine via a separate clutch, and thus also is mechanically chargeable and dischargeable.

Drivetrain, hybrid vehicle, and operating methods therefor

A rear-mounted air guide device for a motor vehicle includes an air guide element which can be adjusted in relation to the vehicle body between a retracted inactive position and an extended active position. In the retracted inactive position, the air guide element, which forms the upper body surface in some regions, has a different attack angle than in the extended active position, in which the air guide element extends in a spaced manner to the upper body surface. A device, provided for fastening and adjusting the air guide element, has a simpler design, can be produced more inexpensively, and requires little space, is provided by way of at least one support, seated displaceably on the vehicle body, which can be moved in the vertical direction and which includes on its upper end region a contact area for the air guide element pivoted on the support. The air guide element, in the extended active position, rests in some regions on the contact area of the support and is held in this position by a spring element. In retracted inactive position, the air guide element is swiveled against the action of the spring element and is supported on its bottom by the vehicle body.

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Rutesheim, Germany

Martin Roth