Zf Friedrichshafen Ag

Achim Thomae

Andreas Förster

Helmut Baalmann

Steffen Heyn

Michael Triebel

Stefan Rappelt

Robert Pradel

Norbert Ackermann

Holger Kirchner

Thomas Manger

Hendrik Marquar

Oswald Lichtlein

Alexander Schwarz

Christian Maurischat

Wilhelm-Heinrich Broocks

Sven Greger

Joachim Gajek

Anke Sonnemann

Sven Philip Krüger

Jens Seiler

Heinz-Joachim Gilsdorf

Thomas Kutsche

Stefen Rappelt

Ernst Oswald

A vibration damper for a motor vehicle with a hydraulic unit and at least one valve for controlling the volume flow to the hydraulic unit, wherein the at least one valve and the hydraulic unit are arranged outside of the tube elements of the vibration damper and a motor vehicle including such vibration damper.

Vibration damper and vehicle

A method for operating a motor vehicle with a chassis arrangement having at least two vibration dampers. A body control is carried out at least partially with the vibration dampers. The chassis arrangement further has at least one stabilizer. During transverse accelerations below a threshold acceleration the stabilizer contributes to the body control less than the vibration dampers and contributes more than the vibration dampers from the threshold acceleration upward.

Method for operating a motor vehicle, method for roll compensation of a motor vehicle, and motor vehicle

A method of operating a motor vehicle with a chassis system comprising at least two, preferably four vibration damper includes carrying out a body control and a wheel control with the chassis system, and controlling the energy supply for the chassis system via an energy control arrangement. A motor vehicle performing the method is also disclosed.

Method of operating a motor vehicle, and motor vehicle

A roll stabilization system () for a motor vehicle which has a DC voltage converter () associated with an electric roll stabilizer (). By way of the DC voltage converter, a feed voltage can be transformed into a supply voltage for the roll stabilizer (). To produce as compact a structure as possible, the DC voltage converter () is integrated in the electric roll stabilizer ().

Roll stabilization system for a motor vehicle

A vibration damper with a piston, a piston rod fastened to the piston, a working chamber divided by the piston into a first working chamber and second working chamber, and a generator drivable by movement of the piston rod. The damping force of the vibration damper can be influenced by energization of the generator. An energizable component part is provided that short-circuits the windings of the generator when unenergized and cancels the short circuit when energized.

Vibration damper and motor vehicle

Energy-recuperating vibration damper having a cylinder in which a displacer executes a limited operating movement in a working chamber so that a pressurized fluid is supplied to a fluid motor which drives a generator. A compensation chamber compensates for a change in volume of the pressurized fluid. A pressure accumulator is provided in addition to the compensation chamber, which pressure accumulator communicates with and is parallel-connected to the fluid motor.

Energy-recuperating fluid vibration damper

Gas spring includes a cover which works together with a rolling bellows and a bottom part to form a gas-filled spring space, where at least part of the outside surface of the rolling bellows is covered by a sleeve. The sleeve provides a receptacle for at least one sensor which detects the stroke position of the gas spring.

Gas spring with a protective sleeve for a rolling bellows

A first acceleration sensor is arranged on a vehicle body for detecting an acceleration signal of the vehicle body and a second acceleration sensor is arranged on a wheel-side axle part for detecting an acceleration signal of the wheel-side axle part, the vehicle body and the wheel-side axle part execute relative movement with respect to each other. The wheel acceleration signal and the body acceleration signal are each integrated twice to form respective distance signals. The difference between the two distance signals at a first time (t) is determined and stored as a gap value. A second distance signal difference is determined at a second time (t) for a new gap value. When the wheel-side axle part reaches a reference position with respect to the vehicle body during the relative movement between the axle part on the wheel side and the vehicle body, a switching signal is generated and is used as a reference signal for determining the absolute position of the wheel side axle part along with the difference calculations.

Method for determining the absolute position of a movable component

Growing community of inventors

Bergrheinfeld, Germany

Achim Thomae