Gifhorn, Germany
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It is an object of the present invention for a determination of the pressure in the exhaust system of an internal combustion engine to be realized with the least possible complexity. Said object is achieved according to the invention in that the pressure in the exhaust system of an internal combustion engine is determined in a manner dependent on the signal of a first lambda probe (3) and the signal of a second lambda probe (4). Here, in particular, a signal value of the first lambda probe and a signal value of the second lambda probe are assigned a value which represents the pressure in the exhaust system of an internal combustion engine. That is to say, the present invention is based on the realization that there is a relationship or a correlation between the signal values of the first lambda probe and the signal values of the second lambda probe and the pressure in the exhaust system. The pressure in the exhaust system is thus a function of the signal of a first lambda probe and the signal of a second lambda probe. According to the invention, use is advantageously made only of existing probes, and an intervention into the control/regulation of the probes is not necessary. Here, the first lambda probe (3) is a broad-band lambda probe, and the second lambda probe (4) is a voltage transient lambda probe.


In the electrical energy storage element according to the invention, a plurality of electrochemical cells, which are each formed with a cathode and an anode as electrodes and with an electrolyte, are arranged in a manner stacked one above the other. On one side, said electrochemical cells are surrounded by a cover plate which is formed from an electrically conductive material, in particular aluminium, and on the opposite side are surrounded by a base plate which is formed from an electrically conductive material, in particular aluminium. The base plate is coated with a cathode or an anode, and the cover plate is coated in a complementary manner with an anode or cathode. The anodes and cathodes are each formed on opposite surfaces of an electrically conductive carrier foil or film which is preferably composed of aluminium, copper, steel or electrically conductive plastic. An outer circumferential edge which is free of electrode material is present on the carrier foil or film, said edge connecting adjacent electrochemical cells to one another by means of a sealing and adhesive means such that they are hermetically sealed off from one another and from the surrounding area. The anodes are formed from a lithium titanate (LTO) having a spinel structure, and the high-voltage cathodes are formed from a lithium nickel manganate (LNMO) having a spinel structure or lithium phosphates (LP) in an olivine structure. A separator layer is in each case provided between the electrolyte and an electrode of an electrochemical cell in the case of a gel-like electrolyte, and no separator is provided in the case of a solid electrolyte.


A climate vehicle for testing a vehicle component under defined climate conditions includes a cabin that is separated by a cabin shell from a climate vehicle environment surrounding the climate vehicle. A climate control unit is arranged in the cabin and configured to control the climate of the air that is present in the cabin. A fan is configured to accelerate the climate-controlled air in a defined direction. A tunnel with an inlet opening is configured to receive the accelerated climate-controlled air. The tunnel has a tubular tunnel part configured to convey the accelerated climate-controlled air. The tubular tunnel part has a section that accommodates the vehicle component to be tested. The tunnel has an outlet opening configured to release the conveyed accelerated climate-controlled air into the cabin.


Patent
IAV GmbH | Date: 2017-03-08

The problem to be solved by this invention is that of counteracting as effectively as possible a reduction in the rotational speed of the turbine or compressor of the turbocharger of an internal combustion engine, when in the overrun mode or during a shifting procedure. According to the invention, this problem is solved using a method for operating an internal combustion engine for the drive of a vehicle with a gearbox, having a turbocharger, a first throttle valve downstream of the compressor, variable compression, and variable valve control, when in the overrun mode or during a shifting procedure, with the following steps: - opening said first throttle valve downstream of the compressor, - raising the compression, and - adjusting a valve overlap of the intake and exhaust valves.


A device for a valve train for switching over the lift of gas-exchange valves of an internal combustion engine comprising a camshaft on which at least one cam carrier with at least three different cam profiles is mounted so as to be non-rotatable and axially movable. The device includes an adjustment shaft arranged parallel to the camshaft and on which a first transmission element is mounted so as to be non-rotatable and axially movable, the first transmission element having a guide unit, a housing-fixed first guide element operatively connected to the guide unit, a second guide element operatively connected, on the one hand, to the guide unit and, on the other hand, to the cam carrier via a second transmission element, the second transmission element being connected to the cam carrier so as to be axially unmovable, and a push element operatively connected to the first transmission element.


A device for a valve train for switching over the lift of gas-exchange valves of an internal combustion engine, the internal combustion engine including a camshaft on which at least one cam carrier with at least three different cam profiles is mounted so as to be torque-proof and axially movable. The device includes an adjustment shaft arranged parallel to the camshaft and on which a first transmission element is mounted so as to be torque-proof and axially movable, the first transmission element having a guide unit, a housing-fixed first guide element operatively connected to the guide unit, a second guide element that, on the one hand, is operatively connected to the guide unit and, on the other hand, to the cam carrier via a second transmission element, whereby the second transmission element is connected to the cam carrier so as to be axially immovable, and a push element.


Patent
IAV GmbH | Date: 2015-01-20

A method for producing a shaft-hub connection having a secondary bearing seat that is on the shaft and that is axially at a distance from the shaft-hub connection includes determining a dimensional deviation relative to a final dimension of the bearing seat as a derivative action for a deformation of the bearing seat. A final machining of the bearing seat is performed with the dimensional deviation before assembly of the shaft-hub connection. Then, the shaft-hub connection is produced by a press-fit connection. The deformation of the shaft caused by the shaft-hub connection deforms the bearing seat to the final dimension, in that the deformation of the shaft compensates for the dimensional deviation of the bearing seat.


Patent
IAV GmbH | Date: 2014-10-23

A method for purging a fuel tank includes providing a three-way valve connected to the fuel tank via a first purging line, connected to a second purging line opening into a suction duct and connected to a third purging line opening into an adsorption container. A first path can be released in the three-way valve, based on the pressure inside the fuel tank exceeding a first predetermined opening pressure inside the fuel tank and the engine being in operation, such that the fuel vapours are caused to be purge out of the fuel tank into the suction duct. A second path can also be released in the three-way valve, based on the pressure inside the fuel tank exceeding a second predetermined opening pressure inside the fuel tank and the engine being not in operation, such that the fuel vapours are caused to be purged out of the fuel tank into the adsorption container.


A cylinder head of an internal combustion engine includes a camshaft configured to actuate gas-exchange valves of the internal combustion engine. The camshaft has two cam segments that are joined to each other in such a manner that the cam segments cannot rotate with respect to each other, but are moveable axially relative to each other. End faces of the bearing sites of the cam segments each have splines running radially along respective outer circumferential surfaces of the cam segments. A camshaft bearing has an inner bearing ring with splines being formed on an inner surface. The splines of the inner bearing ring completely penetrate the axial course of the inner surface and the splines of the adjacent cam segments intermesh with the splines of the inner bearing ring on both sides thereof such that the inner bearing ring forms a non-rotating connection between the camshaft segments.


An adjustment shaft actuator. The adjustment shaft actuator includes an adjustment shaft arranged parallel to a camshaft of a valve train and having a lever unit with a lever arm, a cam unit that has a cam and that is connected to the camshaft in a non-rotatable manner, whereby the lever unit is arranged so as to be axially movable on the adjustment shaft or the cam unit is arranged so as to be axially movable on the camshaft, and an adjustment unit provided in order to effectuate axial movement between the at least one lever unit and the at least one cam unit, by way of which the at least one lever arm can be brought into effective contact with the cam in order to bring about a rotation of the adjustment shaft by rotating the camshaft.

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