Hybrid drive train, hybrid vehicle, and operating method

Patent metadata

Field	Value
Publication number	US-9353700-B2
Application number	US-201114126059-A
Country	US
Kind code	B2
Filing date	Dec 15, 2011
Priority date	Jun 16, 2011
Publication date	May 31, 2016
Grant date	May 31, 2016

Abstract

A method for operating a hybrid drive train involves operating an internal combustion engine using a low-NOx operating method in a range of low and average rotational speeds and/or loads, and operating the internal combustion engine using a spark ignition operating method in a range of higher rotational speeds and/or loads.

First claim

The invention claimed is:

1. A method for operating a hybrid drive train that includes at least one electric motor and at least one internal combustion engine, the method comprising:
operating the internal combustion engine using a low-NOx operating method in a first range of low to average operating characteristics including at least one of a rotational or speed and a load, wherein in the low-NOx operating method at least one of a homogeneous fuel-air mixture and a fuel-exhaust gas-air mixture having a combustion ratio of λ>1 is spark-ignited in a combustion chamber of the internal combustion engine at an ignition point by an ignition device, and wherein a flame front combustion that is initiated by the spark ignition changes over to a charge compression combustion; and
operating the internal combustion engine using a spark ignition operating method in a second range of operating characteristics including at least one of the rotational speed and the load that is higher than the at least one of the rotational speed and the load of the first range, wherein in the spark ignition operation method at least one of the homogeneous fuel-air mixture and the fuel-exhaust gas-air mixture having a combustion ratio of λ=1 is spark-ignited in the combustion chamber of the internal combustion engine at the ignition point by the ignition device, and wherein the flame front combustion initiated by the spark ignition does not change over to the charge compression combustion.

2. The method according to claim 1 , wherein a compression ratio is reduced for changing from the low-NOx operating method to the spark ignition operating method.

3. The method according to claim 1 , wherein lifts of gas exchange valves are increased with regard to amplitude or opening duration for changing from the low-NOx operating method to the spark ignition operating method.

4. The method according to claim 1 , wherein the internal combustion engine is operated in a quasi-steady-state mode in the first range, so that only comparatively small sub-ranges for the at least one of the rotational speed and the load are settable for the internal combustion engine within the first range.

5. The method according to claim 4 , wherein when a required setpoint load exceeds an actual load of the internal combustion engine in steady-state operation, a difference between the setpoint and actual loads is provided by the at least one electric motor.

6. The method according to claim 4 , wherein when a required setpoint load is below an actual load of the internal combustion engine in steady-state operation, a difference between the setpoint and actual loads is decreased by the at least one electric motor, which is operated as an electrical generator.

7. The method according to claim 4 , wherein when a required setpoint load exceeds an actual load of the internal combustion engine in steady-state operation and a difference between the setpoint and actual loads exceeds a maximum power of the at least one electric motor, a change is made from the low-NOx operating method to the spark ignition operating method and the internal combustion engine is operated in a dynamic manner in the spark ignition operating method.

8. A hybrid drive train of a vehicle, comprising:
at least one internal combustion engine;
at least one electric motor; and
a control system configured to control the at least one internal combustion engine by
operating the internal combustion engine using a low-NOx operating method in a first range of low to average operating characteristics including at least one of a rotational speed and a load, wherein in the low-NOx operating method at least one of a homogeneous fuel-air mixture and a fuel-exhaust gas-air mixture having a combustion ratio of λ>1 is spark-ignited in a combustion chamber of the internal combustion engine at an ignition point by an ignition device, and wherein a flame front combustion that is initiated by the spark ignition changes over to a charge compression combustion; and
operating the internal combustion engine using a spark ignition operating method in a second range of operating characteristics including at least one of the rotational speed and the load that is higher than the at least one of the rotational speed and the load of the first range, wherein in the spark ignition operation method at least one of the homogeneous fuel-air mixture and the fuel-exhaust gas-air mixture having a combustion ratio of λ=1 is spark-ignited in the combustion chamber of the internal combustion engine at the ignition point by the ignition device, and wherein the flame front combustion initiated by the spark ignition does not change over to the charge compression combustion.

9. A hybrid vehicle, comprising:
a chassis; and
a hybrid drive train that includes at least one internal combustion engine, at least one electric motor, and a control system configured to control the at least one internal combustion engine by
operating the internal combustion engine using a low-NOx operating method in a first range of low to average operating characteristics including at least one of a rotational speed and a load, wherein in the low-NOx operating method at least one of a homogeneous fuel-air mixture and a fuel-exhaust gas-air mixture having a combustion ratio of λ>1 is spark-ignited in a combustion chamber of the internal combustion engine at an ignition point by an ignition device, and wherein a flame front combustion that is initiated by the spark ignition changes over to a charge compression combustion; and

operating the internal combustion engine using a spark ignition operating method in a second range of operating characteristics including at least one of the rotational speed and the load that is higher than the at least one of the rotational speed and the load of the first range, wherein in the spark ignition operation method at least one of the homogeneous fuel-air mixture and the fuel-exhaust gas-air mixture having a combustion ratio of λ=1 is spark-ignited in the combustion chamber of the internal combustion engine at the ignition point by the ignition device, and wherein the flame front combustion initiated by the spark ignition does not change over to the charge compression combustion.

Assignees

• Dieler Torsten
• Haase Dirk
• Herweg Ruediger
• Kroener Gerd
• Wolpers Friedemann
• Daimler Ag

Inventors

• Dieler Torsten
• Haase Dirk
• Herweg Ruediger
• Kroener Gerd
• Wolpers Friedemann

Classifications

• B60W2510/0657

  Engine torque · CPC title

• F02D41/3041 Primary

  with means for triggering compression ignition, e.g. spark plug · CPC title

• B60W20/1082

  Operations & Transport · mapped topic

• F02D15/00

  Varying compression ratio · CPC title

• F02D43/04 Primary

  using only digital means · CPC title