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

Ing. H.c.f. Porsche Ag

Porsche Ag

Stephan Mueller

Dietmar Schwarzenthal

Wolfgang Benz

Michael Paul

Leo Spiegel

Frank Ickinger

Joachim Gruenberger

Falk Heilfort

Sven Gohl

Philipp Schultis

The invention relates to a drive train () for a hybrid vehicle comprising an internal combustion engine () having a motor shaft () for providing a torque for driving the hybrid vehicle, and comprising an electric machine () for providing a torque for driving the hybrid vehicle, wherein the electric machine (), in particular for starting of the internal combustion engine (), can be coupled to the motor shaft () by means of a selectively engageable planetary gear unit () for providing at least two different transmission ratios, wherein the electric machine () can be coupled by means of a transmission gearing (), in particular a sun gear system having a transmission ratio different from 1.0, having an intermediate shaft () for introducing the torque into the planetary gear unit ().

Drive train for a hybrid motor vehicle

A drive train () of a motor vehicle has an internal combustion engine () with a crankshaft (). A transmission () is connected downstream for driving at least one axle () of the motor vehicle. A starter generator () is attached to the crankshaft () of the internal combustion engine () via a spur gear mechanism (). The spur gear mechanism () has a first drive train () with a switchable clutch () and a second drive train () with a switchable clutch or a freewheel () that is active during the starter mode of the starter generator (). In a drive train of this type, the components for transmitting the torque of the starter generator () require only little space and, during starting, the crankshaft () of the internal combustion engine is decoupled from tensile forces and weights which would be observed when a belt drive is used.

Drive train of a motor vehicle having an internal combustion engine and a starter generator

A drive train () of a motor vehicle has an internal combustion engine () with a crankshaft (). A transmission () is connected downstream of the internal combustion engine () to drive at least one axle () of the motor vehicle. A starter generator () is assigned to the internal combustion engine (). The starter generator () is attached to the crankshaft () by two separate drive trains (). One () of the drive trains () has a shiftable clutch () and the other () of the drive trains () has a shiftable clutch () or a freewheel () that is active during a starter mode of the starter generator (). The drive train ensures an optimum start capability of the cold internal combustion engine and additionally permits electric boosting of the internal combustion engine.

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 and a device for controlling a fuel injection system for an internal combustion engine of a motor vehicle, whereby the internal combustion engine has a common rail, a high-pressure pump, a flow control valve for controlling the fuel delivery rate of the high-pressure pump into the common rail and a control unit for triggering the flow control valve. The method comprises the steps of determining the prevailing fuel demand in the common rail as a function of the prevailing driving state of the vehicle and controlling the pulse duty factor and frequency of the triggering of the flow control valve as a function of the prevailing fuel demand determined in the common rail.

Method and apparatus for controlling a fuel injection system for an internal combustion engine in a vehicle

A fixing device for an injection nozzle, in particular, for an injection nozzle of an internal combustion engine with direct fuel injection. The injection nozzle includes a nozzle holder body whose cylindrical first and second end pieces interact with a first and a second bore hole of components of the internal combustion engine. For easy mounting and leakproof fastening of the injection nozzle, a clamping device acts upon the nozzle holder body. The clamping device holds in place, with a defined prestress, the first end piece in the first bore hole of a cylinder head. The second end piece preferably works together with the second bore hole of an intake arrangement, with the help of a reduction sleeve.

Fixing device for an injection nozzle

An intake port for an internal-combustion engine is composed of an inlet duct which is constructed in the cylinder head and has a more curved section close to the combustion space and a flat or less curved section away from the combustion space. The inlet duct is adjoined by an intake connection piece which is fastened to the cylinder head and is connected wit the intake system. In the intake port formed of the intake connection piece and the inlet duct, a guiding device is constructed which is arranged in the inlet duct and extends into the more curved area of the inlet duct. The guiding device includes a movable section to differently guide the inlet duct flow as a function of engine operating conditions.

Intake port for an internal-combustion engine

A method for cylinder cutout in an internal combustion engine, with the engine having charge exchange valves on a portion of its cylinders. The charge exchange valves can be cut out as well as a switchable fuel supply, both of which can be switched from a cut-out or cut-off state to a cut-in state and vice versa. In order to provide a method for cylinder cutout that permits a safe transition from operation in which they are not cut out to one in which they are cut out, and by which the effects of cylinder cutout on fuel consumption and exhaust behavior are minimized, the fuel supply and the charge exchange valves may be cut out separately or in parallel. Before cylinder cutout, both the time required to cut out the charge exchange valves and the time required to cut off the fuel supply are calculated. Then these two times are compared and a waiting time is determined for the shorter process. When the next reference mark on the internal combustion engine is reached, both processes can proceed independently. The longer process is started immediately and the shorter process starts after the waiting time determined previously has expired.

Method for cylinder cutout in an internal combustion engine

A method for cylinder cut-in in an internal combustion engine, with the engine having on a portion of its cylinders. The charge changing valves can be cut out as well as a switchable fuel supply, both of which can be switched from a cut-out or cut-off state to a cut-in state and vice versa. In order to provide a method for cylinder cut-in that permits a safe transition from operation in which they are cut out to one in which they are not cut out, and by which the effects of this switch are exhaust behavior are minimized, the charge changing valves are cut in first and then, after checking to determine whether the charge changing valves have been switched, the fuel supply is cut in to the cylinders that were previously cut out.

Growing community of inventors

Leonberg, Germany

Stephan Mueller