Abstract: In an arrangement for controlling an internal combustion engine comprising an electronic engine control unit, a cylinder with a combustion chamber, a fuel injector, an intelligent electronic block with an electronic data storage unit, a computing unit, a signal measuring unit and an electric energy storage device for supplying energy to the electronic block during operation of the internal combustion engine, and control lines for the transmission of fuel injection control signals from the electronic engine control unit to the injector, the control lines for the transmission of injector control signals serve as energy transmission for the energy storage device and, at the same time, as bi-directional data exchange lines.

Abstract: In an internal combustion engine including an electronic engine control unit and electric consumers including an electric generator, a starter system, a performance module having integrated therein switching means for activating or deactivating consumers and monitoring means for the surveillance of the consumers and also power distribution means for the distribution of the electric power to the consumers is connected to the crankcase of the engine and wired via wiring harnesses to the engine and the consumers.

Abstract: In a drive unit for a hybrid motor vehicle for coupling an internal combustion engine and/or a motor-generator to a transmission, wherein an input shaft of the drive unit is connected to the internal combustion engine and the motor-generator is connected to an output shaft of the drive unit and a clutch is arranged between the input shaft and the output shaft, the clutch is normally engaged and means are provided for opening the clutch depending on the speed of the output shaft and also a freewheeling coupling is arranged in the drive unit in parallel with the clutch for connecting the input shaft to the output shaft via the freewheeling coupling.

Abstract: In a drive unit for a hybrid motor vehicle including an internal combustion engine and a dynamoelectric machine to be connected to a transmission of the motor vehicle, wherein the drive unit comprises an input shaft connected to the internal combustion engine, an output shaft connected to the dynamoelectric machine for rotation therewith and a clutch for connecting the input shaft to the output shaft, the clutch includes centrifugal actuators for causing engagement of the clutch upon rotation at a speed in excess of a threshold value, springs counteracting the centrifugal actuators for causing the release of the clutch at a speed below the threshold value, and an electromagnetic actuators for causing engagement of the clutch at a speed below the threshold value to permit startup operation of the internal combustion engine by the dynamoelectric machine.

Abstract: In an arrangement for controlling an internal combustion engine, comprising an electronic engine control unit, an injector with an injection needle for controlling the injecting of fuel into a combustion chamber of the engine and a connecting line extending between the electronic engine control unit and the injector for the transmission if signals therebetween, an intelligent electronic component is integrated into the injector including an electronic memory unit, a computation unit, an energy storage device forming an energy supply for the electronic component and also a measuring unit for opto-electronically detecting the movement of the fuel injector needle.

Abstract: In a bottom plate for closing a crankcase of an internal combustion engine wherein the bottom plate includes openings and channels for collecting and conducting fluids, the bottom plate consists of a number of individual plates which are joined together after the channels and openings have been cut into the individual plates by laser beam cutting or water beam cutting.

Abstract: In a drive shaft including an outer tube extending from one end and a core shaft extending from the other end at least partially into the outer tube and an elastomer damping element disposed between the outer tube and the core shaft and being vulcanized to the outer tube and the core shaft for the transmission of a torque therebetween, several support rings are disposed in axially spaced relationship between the outer tube and the core shaft and abut the outer tube and the core shaft so as to permit relative movement between the outer tube and the core shaft but prevent bending of the drive shaft.

Abstract: A method for the torque-oriented control of an internal combustion engine, in which a sum torque (MSUM) is calculated from a set torque value (MSW) and a friction torque (MF). A set injection quantity (mSL) for driving the internal combustion engine is calculated from the sum torque (MSUM) and an actual rpm value (nIST) by the use of an efficiency map (WKF). The set torque value (MSW) is calculated by way of an rpm controller with at least PI behavior from an rpm control deviation (e) between the set rpm value (nSL) and the actual rpm value (nIST), and the I component of the rpm controller is limited to a lower limit value (uGW), which is determined as a function of the friction torque (MF) (uGW=f(MF)).

Abstract: In an internal combustion engine with a first and a second exhaust gas turbocharger, which are installed in a common carrier housing, two exhaust gas turbochargers are arranged so that the two charger axes are at an angle to each other which is in the range of 55-100° and lie in the same plane. As a result, the two exhaust gas streams can be brought together with low turbulence even though the manifold is short, and a more compact set of external dimensions can be obtained for the internal combustion engine.

Abstract: In a method of controlling an internal combustion engine wherein an injection begin is calculated depending at least on an actual engine speed and the injection begin is corrected, the injection begin correction is calculated from a deviation of a desired air mass flow from an actual air mass flow.

Abstract: A device and a method for closed-loop control of at least a first exhaust gas turbocharger with variable turbine geometry. In this regard, a first closed-loop control system is provided for automatically controlling the charge air pressure, and a second closed-loop control system is provided for automatically controlling the turbine speed. The second closed-loop control system is subordinate to the first closed-loop control system. The correcting variable (SG1) of the first closed-loop control system corresponds to the reference input of the second closed-loop control system.

Abstract: An exhaust gas bellows expansion joint for joining a first section and a second section of an exhaust pipe. The exhaust gas bellows expansion joint including a first corrugated pipe for conveying exhaust gas through the joint, a protective sleeve, which is inserted in the first corrugated pipe, a second corrugated pipe, which coaxially surrounds the first corrugated pipe, and an annular space between the first corrugated pipe and the second corrugated pipe for the passage of liquid through the joint.

Abstract: The invention relates to a method for producing a melt carbonate fuel cell comprising a cathode layer made from porous nickel oxide, an anode layer made from porous nickel and a melt arranged between the cathode layer and the anode layer, received in the form of a finely porous electrolyte matrix melt consisting of one or more alkali metal carbonates as electrolytes. In order to produce the cathode layer, a sintered, coated electrode path, coated with catalytically activating particles, made of porous nickel in the fuel cell operation mode is reacted to form nickel oxide. According to the invention, the electrode path is coated with catalytic activating particles made from one or more non-oxidic inorganic metal compounds, which are reacted to form the corresponding metal oxides under gas development. The invention relates to another similar fuel cell with increased activation of the cathode reaction.

Abstract: In a method for the pressure regulation in a common rail fuel injection system of an internal combustion engine wherein pressurized fuel is supplied to the various combustion chambers of the engine via injectors under the control of an electronic control unit, a first actual control pressure is determined from a measured rail pressure and compared with a desired rail pressure in order to form a first control deviation, whereupon a volume flow depending on the first control deviation is determined and, from the measured rail pressure, a second actual rail pressure is determined using overridingly the second actual rail pressure for the calculation of the controller parts of the high pressure controller.

Abstract: In a method of controlling an internal combustion engine with a common rail fuel injection system including individual fuel storage chambers for the supply of fuel to the various cylinders of the internal combustion engine, a fuel pressure (pE(i)) is determined during a measuring interval (MESS) and is stored, the existence of a significant change in the fuel pressure is determined as an injection begin (SB=f(pE(i), Phi)) or an injection end (SE=f(pE(i)), Phi), a virtual injection begin is calculated by way of a mathematical function (FKT) depending on the injection end (SE), and the virtual injection begin (SBv) is used as the actual injection begin (SB) for the subsequent control of the internal combustion engine.

Abstract: In a crankcase for an internal combustion engine, including a lubricant chamber for the collection of lubricant, and a bottom plate for providing dry sump lubrication closing the crankcase and being sealingly joined to the bottom end of the crankcase, wherein the crankcase includes auxiliary equipment comprising pumps for pumping lubricant into the lubricant chamber and from the lubricant chamber to various lubrication points, the bottom plate has a width exceeding the width of the crankcase so that it forms a section which is disposed outside the crankcase and auxiliary equipment is disposed on this section outside the crankcase.

Abstract: In a common rail operating method and system, an arrangement for controlling the rail pressure is provided with a rail pressure controller including a current control circuit for controlling a suction throttle valve operating current (i) which valve is arranged in the fuel supply line to a high pressure pump supplying high pressure fuel to the common rail. The suction valve operating current control circuit includes a preliminary control value generator which serves also as an emergency control signal generator for the control of the suction valve if an error occurs in the system at least to permit an orderly engine shutdown procedure.

Abstract: The invention relates to an internal combustion engine comprising an injector (3) which is arranged in the cylinder head. According to the invention, said internal combustion engine is provided with a connecting means (7) for connecting a first section (4) of the wire harness to a second section (5) of the same. Said connecting means (7) comprises a terminal carrier (8) and a cover (9, 10). Both the terminal carrier (8) and the cover (9, 10) are provided with self-locking means. In this way, a cost-effective connecting means (7) is provided, which can be easily and quickly mounted.

Abstract: In a bottom plate for closing the crankcase of an internal combustion engine including coolant and lubricant flow channels integrated into the bottom plate which consists of individual plates stacked on top of one another, a heat exchanger, which consists of heat exchanger plates stacked on top of one another as disposed on the bottom plate so as to form at least one common chamber therewith for transferring at least one of coolant and lubricant between the bottom plate and the heat exchanger.

Abstract: A method for engine speed control for an internal combustion engine generating unit (1) is disclosed, whereby a first time point is set when the actual speed (nM(IST)) exceeds a threshold value and a second time point set when the actual speed (nM(IST)) exceeds a start speed. A time span is then calculated from both time points. Depending on said time span, a run-up ramp and the regulation parameters for a speed regulator are selected.