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WO2009033591A2 - Moteur à combustion interne pour véhicule à moteur et procédé de fonctionnement d'un moteur à combustion interne - Google Patents

Moteur à combustion interne pour véhicule à moteur et procédé de fonctionnement d'un moteur à combustion interne Download PDF

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Publication number
WO2009033591A2
WO2009033591A2 PCT/EP2008/007153 EP2008007153W WO2009033591A2 WO 2009033591 A2 WO2009033591 A2 WO 2009033591A2 EP 2008007153 W EP2008007153 W EP 2008007153W WO 2009033591 A2 WO2009033591 A2 WO 2009033591A2
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
load range
load
engine
Prior art date
Application number
PCT/EP2008/007153
Other languages
German (de)
English (en)
Other versions
WO2009033591A3 (fr
Inventor
Martin Bechtold
Normann Freisinger
Rüdiger Herweg
Günter Karl
Corrado Nizzola
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2009033591A2 publication Critical patent/WO2009033591A2/fr
Publication of WO2009033591A3 publication Critical patent/WO2009033591A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for operating an internal combustion engine having a gasoline engine for a motor vehicle, wherein in a first part load range of the internal combustion engine of the gasoline engine is operated in a Jardinzündverbrennungsvon and operated in a gasoline operating range of the internal combustion engine of the gasoline engine as a conventional gasoline engine.
  • the invention further relates to an internal combustion engine for carrying out the method.
  • an internal combustion engine is known, which is operated in a Kunststoffzündverbrennungsvon (HCCI operation).
  • a coupled to the internal combustion engine generator is used to generate electricity.
  • the power can be supplied to an electric drive.
  • a torque generated in the electric drive is transmitted via a drive train to the drive wheels of the motor vehicle, wherein the electric drive is the essential drive source of the vehicle.
  • a further mechanical connection is provided between the internal combustion engine and the drive wheels, so that part of the drive power of the internal combustion engine can be transmitted directly to the drive wheels.
  • the US 7 104 349 B2 provides to operate the internal combustion engine continuously in an efficiency-optimized range, rates of change of the speed are limited. Load changes during driving are realized via the electric drive. At a low load request, a power surplus of the internal combustion engine is converted via the generator into electrical energy, which is stored in a battery and is available again for a subsequent high load request for operating the electric drive.
  • DE 10 2006 041 467 A1 an internal combustion engine is known, which in a first operating range in a Griffinzündverbrennungsbacter (Homogeneous compression ignited combustion) and is operated in a second operating range as a conventional gasoline engine.
  • the aim of DE 10 2006 041 467 A1 is to make the second operating range as large as possible by influencing various control parameters, so that the internal combustion engine can be operated as long as possible in the room ignition combustion method.
  • various methods for controlling the start of combustion and the heat release are proposed.
  • the invention has for its object to provide a method for operating an internal combustion engine with gasoline engine for a motor vehicle, which is characterized by high efficiency and allows operation of the gasoline engine in Griffinzündverbrennungsvon in a wide operating range.
  • the invention is further based on the object to provide an internal combustion engine for carrying out the method.
  • the object is achieved by a method with the method steps specified in claim 1 and by an internal combustion engine having the features specified in claim 9.
  • the internal combustion engine comprises an electric drive
  • the gasoline engine is operated in a further partial load range of the internal combustion engine in a Jardinzündverbrennungsclar, wherein the electric drive is connected in the further part load range.
  • a resulting from the driving load of the internal combustion engine is thus distributed to the gasoline engine and the electric drive.
  • the electric drive is designed as an integrated starter generator (ISG).
  • ISG integrated starter generator
  • Such a starter-generator can be operated both in a charging operation for charging an electrical storage as well as in a boost operation.
  • a load applied to the gasoline engine load proportion both increase (integrated starter generator in the charging mode) and reduce (integrated starter generator in boost mode).
  • the Integrated Starter Generator also fulfills a function as a starter of the internal combustion engine and as a generator. In this way, a variety of functions are combined in a space-saving manner in one component, which contributes to an increase in efficiency.
  • a further partial load range is designed as a second partial load range in which a greater load resulting from a driving operation is applied to the internal combustion engine than in the first partial load range, and the electric drive is operated in the second partial load range in a boost mode.
  • boost mode electrical energy supplied from an electrical storage is converted into in-torque and thus in-drive power for a vehicle.
  • a load from the driving operation of the motor vehicle is thus distributed to the gasoline engine and the electric drive, so that applied to the gasoline engine in comparison to an operation of an internal combustion engine without electric drive reduced load.
  • the gasoline engine can continue to be operated in the room ignition combustion method at a comparatively high load applied to the internal combustion engine from the driving operation.
  • a further partial load range is designed as a third load range, in which a smaller load resulting from a driving operation is applied to the internal combustion engine than in the first partial load range, and the electric drive is operated in the third partial load range in a charging mode.
  • charging operation an electrical energy is generated in the electric drive, which can be stored in suitable energy storage units and fed back into the electric drive at a subsequent high load request.
  • the load applied to the gasoline engine in this case is composed of the load required for the driving operation of the motor vehicle and of a load from the charging operation of the electric drive. In particular, at low loads from driving, it is possible to operate the gasoline engine in an extended operating range in the space ignition combustion method.
  • a change of operating mode is made from the first partial load range to the second partial load range and subsequently to the Otto operating range as the load requirement increases.
  • a full load range of the internal combustion engine of the gasoline engine must be operated in the rule in a conventional Otto process.
  • switching the gasoline engine from a room ignition combustion method to a conventional gasoline combustion method provides additional power for driving the motor vehicle, so that the gasoline engine can be operated longer in the space ignition combustion method.
  • a change of operating mode from the first part-load range to the third part-load range and subsequently to the Otto operating range is carried out as the load requirement decreases.
  • the gasoline engine usually also has to be operated in a conventional Otto process, since only little fuel is injected and the temperature of the fuel-air mixture after compression is not sufficient for ignition.
  • an additional load on the gasoline engine so that more fuel must be injected, whereby the gasoline engine operated longer in the Jardinzündverbrennungsvon can be.
  • switching between the second or third partial load ranges and the Otto operating range is at least largely torque-neutral with the aid of the electric drive. Large changes in the torque due to a mode change from an operation with room ignition combustion to a gasoline operation or vice versa are thus mitigated by a connection of the electric drive.
  • the gasoline engine has a variable compression, with the help of which an increased compression is set in an operation of the internal combustion engine in a partial load range.
  • a variable compression with the help of which an increased compression is set in an operation of the internal combustion engine in a partial load range.
  • An internal combustion engine according to the invention for a motor vehicle having a gasoline engine which can be operated in a room ignition combustion method comprises a switchable electric drive. Depending on a load request from the driving operation can be applied to the gasoline engine load by switching the vary so that the gasoline engine is operable in an extended operating range in a space ignition combustion method.
  • the electric drive is designed as an integrated starter generator.
  • the integrated starter generator fulfills several functions.
  • the integrated starter-generator is operable as an electric motor and serves in this function in a conventional manner for starting the internal combustion engine from standstill.
  • mechanical energy can be converted into electrical energy, which can be stored in a downstream energy store.
  • the load of the gasoline engine can be varied so that the gasoline engine as a whole is operable in an extended operating range in the space-burning combustion process.
  • the integrated starter generator fulfills a multitude of functions in a compact component.
  • the gasoline engine to a variable compression, by means of which the load can be further varied. This results in a further enlarged operating range in which the gasoline engine can be operated in a Kunststoffzündverbrennungsclar.
  • FIG. 1 in an overview of possible technologies for further development of a conventional gasoline engine
  • Fig. 2 shows schematically different operating ranges of an internal combustion engine with a gasoline engine and an integrated starter-generator.
  • Diesel engines are to be as emission-poor as gasoline engines and gasoline engines are to be as fuel-efficient as diesel engines.
  • An exemplary internal combustion engine for meeting future fuel consumption regulations (CO 2 emissions) is formed from a combination of a gasoline engine and various technologies, some of which are already known per se. The combination creates synergies that enable engines with high specific power and high specific torque with very low fuel consumption (CO2 emissions). So far, these two requirements were difficult to meet, since in particular high performance was usually associated with measures to reduce the tendency to knock (for example, ignition timing adjustment, enrichment, low compression ratio).
  • Fig. 1 various technologies for a gasoline engine 10 are shown, which allow depending on the use (vehicle, engine) by suitable combination fuel-efficient internal combustion engines 20. These include
  • a second method for direct injection DE ( ⁇ > 1) with a spray-guided combustion method and an air / fuel mixture ⁇ > 1;
  • Room ignition combustion RZV where an air-fuel mixture is ignited by compression and where combustion control technologies and combustion state information are required (for example, by measuring the flow of ions or monitoring combustion chamber pressure);
  • Variable valve train by means of a camshaft positioner NWS and / or a valve lift switchover VHS or by means of a fully variable valve drive WS, which can be implemented mechanically, electromechanically or electrohydraulically;
  • Turbo Charging TC for example by means of variable turbocharger, rigid loader, mechanical supercharger and / or two-stage supercharger;
  • MDS Multi Displacement System
  • the gasoline engine 10 of the internal combustion engine 20 can be operated in a wide operating range in a room ignition combustion process RZV.
  • a room ignition combustion process RZV is a process in which a homogeneous gas-air mixture by autoignition is inflamed.
  • the temperature required for this purpose can be achieved via appropriate compression, exhaust gas recirculation, exhaust gas retention, exhaust gas recirculation or intermediate injection of fuel.
  • FIG. 2 shows various operating ranges of the internal combustion engine 20 as a function of a load L required during driving operation and a rotational speed n of the internal combustion engine 20.
  • a first part-load range 1 is characterized by a mean load required during driving and a medium speed range.
  • the gasoline engine 10 is operated in the first part-load range 1 of the internal combustion engine 20 in a room ignition combustion process RZV.
  • the integrated starter-generator ISG contributes not or only slightly to the drive of the motor vehicle.
  • the first operating region 1 is characterized by a low specific consumption of the internal combustion engine 20. In the direction of higher driving loads, the first operating range 1 would be limited without further measures by an upper limit load Lo, above which there would be knock-like phenomena in the gasoline engine 10 in the combustion of the fuel-air mixture. In the case of exhaust gas recirculation or retention combustion would be limited only possible without further measures above the limit load Lo due to lack of oxygen.
  • part of the drive power of the internal combustion engine 20 is provided by the integrated starter-generator ISG in a second partial load range 2.
  • the power provided by the gasoline engine 10 remains approximately constant with increasing load demand and approximately corresponds to the provided power of the internal combustion engine 20 when operating at an upper boundary line 5, through which the first part-load area 1 and the second part load area 2 are separated.
  • the gasoline engine 10 also at a higher load requirement to the internal combustion engine in the second part-load range 2 continue to be operated in a consumption and low-emission Kunststoffzündverbrennungsclar.
  • the power supplied by the gasoline engine 10 operated in the space ignition combustion method and by the integrated starter-generator ISG is no longer sufficient.
  • a mode change is made from the second part-load range 2 into an Otto operating range 4, in which the gasoline engine 10 is operated conventionally and the fuel-air mixture is ignited by means of an ignition device.
  • the integrated starter-generator ISG can be operated supportive in a boost operation or even in a charging operation for charging an electrical storage unit.
  • the integrated starter-generator is deactivated at high loads.
  • the first part-load range 1 of the internal combustion engine 20 is limited in the direction of low loads by a lower limit load Lu, below which without further measures operation of the gasoline engine 10 in the room ignition combustion process RZV would not or only to a limited extent possible, especially since the injected fuel does not lead to a safe self-ignition of Fuel-air mixture is sufficient and because the temperature in the combustion chamber of the gasoline engine 10 is too low.
  • the lower limit load Lu can be shifted in the direction of an extended lower limit load L E u.
  • the integrated starter-generator in a third part-load range 3, the integrated starter-generator is operated in a charging mode and the generated electrical energy is stored in an energy store.
  • the load applied to the gasoline engine 10 corresponds approximately to a load during operation of the internal combustion engine 20 at a lower boundary line 6 between the first part-load range 1 and the third part-load range 3.
  • the power provided by the gasoline engine 10 exceeds in the third part-load range 3 necessary for driving Power and excess power can be used to drive the Integrated Starter Generator ISG.
  • the gasoline engine 10 can continue to be operated even in a low load request to the engine 20 in the third part load range 3 in the space ignition combustion process RZV.
  • the power provided by the gasoline engine is greater than the sum of the power required for the driving operation and the maximum power required for driving the integrated starter generator with a further decrease in load request.
  • a mode change is made from the third part load range to an Otto operating range in which the gasoline engine is conventionally operated at low load.
  • the integrated starter-generator ISG is preferably deactivated.
  • the power required for driving operation is provided exclusively by the integrated starter-generator or other electric drive, and the gasoline engine is deactivated.
  • the integrated starter-generator ISG can be used to make switching between operating areas in which the gasoline engine 10 is operated in the room ignition combustion method RZV, and operating areas in which the gasoline engine 10 is operated conventionally, torque neutral. For this purpose, a correction intervention to compensate for momentary jumps via the integrated starter-generator ISG is made. Furthermore, a hysteresis 8 when switching the operating modes by the integrated starter-generator ISG can be influenced such that the first partial load range 1 is restricted as little as possible by the hysteresis 8.
  • any electric drive (electric motor) is provided, for example, as it comes in a hybrid vehicle used.
  • the internal combustion engine comprises a gasoline engine with a variable compression. This makes it possible to operate the gasoline engine in a partial load range with very high compression ratios. In this way, a required amount of residual gas can be reduced and an oxygen content of the charge can be increased. This leads to a further reduction of the tendency to knock with increasing load requirements to the drive unit, since the fuel-air mixture is emaciated, so that the first operating range of the internal combustion engine can be further expanded in the direction of higher loads.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'un moteur à combustion interne (20) pour véhicule à moteur comprenant un moteur à allumage commandé (10), ledit moteur à allumage commandé (10) fonctionnant selon un procédé HCCI (allumage par compression d'un mélange homogène) dans une première plage de fonctionnement à charge partielle (1) du moteur à combustion interne (20) et le moteur à allumage commandé (10) fonctionnant comme un moteur à allumage commandé classique dans une plage de fonctionnement à allumage commandé (4) du moteur à combustion interne (20). Selon l'invention, le moteur à combustion interne (20) comprend également un entraînement électrique (démarreur-générateur intégré, ISG) et le moteur à allumage commandé (10) fonctionne dans une autre plage de fonctionnement à charge partielle (2, 3) selon un procédé HCCI, ledit entraînement électrique (ISG) étant enclenché dans cette autre plage de fonctionnement à charge partielle (2, 3). L'invention concerne également un moteur à combustion interne permettant la mise en oeuvre dudit procédé.
PCT/EP2008/007153 2007-09-11 2008-09-02 Moteur à combustion interne pour véhicule à moteur et procédé de fonctionnement d'un moteur à combustion interne WO2009033591A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007043062 2007-09-11
DE102007043062.2 2007-09-11

Publications (2)

Publication Number Publication Date
WO2009033591A2 true WO2009033591A2 (fr) 2009-03-19
WO2009033591A3 WO2009033591A3 (fr) 2009-05-22

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012171546A1 (fr) * 2011-06-16 2012-12-20 Daimler Ag Chaîne cinématique hybride, véhicule hybride, procédé permettant de faire fonctionner ladite chaîne cinématique
CN105599755A (zh) * 2016-01-18 2016-05-25 安徽安凯汽车股份有限公司 一种插电式混合动力客车的驱动轴转矩控制方法
DE102018213557B3 (de) 2018-08-10 2019-09-26 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs sowie Verbrennungskraftmaschine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3534271B2 (ja) * 1995-04-20 2004-06-07 株式会社エクォス・リサーチ ハイブリッド車両
EP1083319A4 (fr) * 1998-04-28 2005-12-28 Hitachi Ltd Voiture hybride, et procede et dispositif d'entrainement pour ladite voiture
US7487852B2 (en) * 2006-03-06 2009-02-10 Ford Global Technologies, Llc System and method for controlling vehicle operation

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012171546A1 (fr) * 2011-06-16 2012-12-20 Daimler Ag Chaîne cinématique hybride, véhicule hybride, procédé permettant de faire fonctionner ladite chaîne cinématique
DE102011104422A1 (de) * 2011-06-16 2012-12-20 Daimler Ag Hybrid-Antriebsstrang, Hybrid-Fahrzeug, Betriebsverfahren
CN103620198A (zh) * 2011-06-16 2014-03-05 戴姆勒股份公司 混合动力驱动系、混合动力车辆、运行方法
US9353700B2 (en) 2011-06-16 2016-05-31 Daimler Ag Hybrid drive train, hybrid vehicle, and operating method
CN103620198B (zh) * 2011-06-16 2017-08-01 戴姆勒股份公司 混合动力驱动系、混合动力车辆、运行方法
DE102011104422B4 (de) 2011-06-16 2023-07-20 Mercedes-Benz Group AG Hybrid-Antriebsstrang, Hybrid-Fahrzeug, Betriebsverfahren
CN105599755A (zh) * 2016-01-18 2016-05-25 安徽安凯汽车股份有限公司 一种插电式混合动力客车的驱动轴转矩控制方法
CN105599755B (zh) * 2016-01-18 2018-04-17 安徽安凯汽车股份有限公司 一种插电式混合动力客车的驱动轴转矩控制方法
DE102018213557B3 (de) 2018-08-10 2019-09-26 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine eines Kraftfahrzeugs sowie Verbrennungskraftmaschine

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