Dr. Ing. H.c. F. Porsche Aktiengesellschaft

Creaditive Ag

Georg Von Tardy-Tuch

Achim Schulz

Florian Strecker

Daniel Lunkeit

Philipp Röding

Georg Warth

Karl Bernhard Lederer

The present invention relates to an escapement system that can be used, for example, in a measuring device such as in a timepiece. The escapement system comprises a drive axle and at least one escape wheel that has at least one impulse tooth. The at least one impulse tooth is connected to the drive axle via at least one spring element and has a starting position in which it is fixed such that the spring element has a preload torque.

Escapement system and measuring device comprising said escapement system

Apparatus for controlling dynamics of a vehicle determines a current course angle (&#x3b1;) of the vehicle. A desired course angle (&#x3b1;) is defined and assigned to a first point on a temporal profile of a desired driving line. The first point is on the desired driving line at a first preview time from a location assigned to an instantaneous vehicle position. A course angle deviation of the current course angle (&#x3b1;) from the desired course angle (&#x3b1;) is determined. A target angle (&#x3b1;) is defined and assigned to a second point on the temporal profile of the desired driving line. The second point is on the desired driving line at a distance of a second preview time from the location. A steering wheel angle (&#x3b4;) is determined as a total of the target angle (&#x3b1;) reinforced with a first parameter and the course angle deviation reinforced with a second parameter.

Method and apparatus for lane control of a vehicle

A method for operating a steer-by-wire steering system for a vehicle having at least one steerable wheel. The method including: providing a predefined steering ratio characteristic curve, recording a first steering input value of the steering input variable, providing a magnified characteristic curve that defines a bijective relationship between the steering input variable and the steering output variable, in a magnified region around the first steering input value, forming a modified steering ratio characteristic curve on the basis of the predefined steering ratio characteristic curve, recording a second steering input value of the steering input variable, and determining a steering output value in order to drive the steerable wheel on the basis of the second steering input value and the modified steering ratio characteristic curve. The predefined steering ratio characteristic curve, in the magnified region around the first steering input value, is replaced by the magnified characteristic curve.

Method for operating a steer by wire steering system for a vehicle, and steer by wire steering system

An inerter device for a wheel suspension of a vehicle, having an inerter mass and a mechanical inerter drive which is operatively connected to the inerter mass via a coupling device. The coupling device has a control disk connected to the inerter mass and a contour disk connected to the inerter drive. The control disk and contour disk are frictionally in contact with each other via coupling surfaces. The inerter mass is reversibly movable relative to the inerter drive from an operating position into a securing position. The control disk has a contact element which, during the movement of the inerter mass into the securing position, interacts with a mating contact element of the contour disk and therefore reversibly moves the control disk from a coupling position relative to the contour disk into a release position in which the coupling surfaces are separated.

Inerter device for a wheel suspension of a vehicle

A screwing tool for an impact wrench for screwing wheel nuts onto and off from a hub body for securing a vehicle wheel, having a main body, which has an open side oriented toward the wheel nuts and which includes a hollow profile. The hollow profile has a tool contour, which is arranged on the open side and can be brought into engagement with a wheel nut contour. At least one peripheral control edge is remote from the open side for releasing a retention element. The control edge has a circular arc region with a constant control edge height hand a cam region with a control edge height hthat decreases continuously and then increases again continuously. Height his equal to hin the respective transition of the circular arc region and the cam region, such that the geometrical shape of an oval is reproduced in cross section.

Tool for an impact wrench for securing a vehicle wheel

A vehicle wheel rim for use on a motor vehicle, having a wheel rim well (), having an inner wheel rim flange () and having an outer wheel rim flange, wherein the wheel rim well () is delimited at its axial end regions by in each case one of the wheel rim flanges (), wherein the wheel rim flanges () are formed by a radially encircling wall, said walls extending in each case at a predefinable angle () with respect to the wheel rim well ().

Vehicle wheel rim

Wheel for motor vehicle

A vehicle wheel rim () having a wheel rim well () and having a wheel disk (), wherein the wheel rim well () has a substantially axially extending region () and the wheel disk () has a substantially axially extending region (), wherein the wheel disk () and the wheel rim well () are connected to one another in the axially extending regions ().

A method for operating a steering system and such a steering system are presented. The steering system includes a steering wheel which acts on a steering rack via a steering pinion of a steering column, wherein a steering torque is transmitted to the steering rack by means of the steering wheel. Furthermore, a steering assistance unit is provided, by means of which a steering assistance torque can be applied to the steering rack. A control circuit with which the steering assistance torque is regulated, is used, wherein the control circuit takes into account the mass inertia of the steering column.

Method for operating a steering system

A transportation protection for cable ends on shock absorber struts of motor vehicles, wherein the cable end exits from a hollow piston rod. In order to create protection which protects the cable end from damage during transportation, it is proposed that a cover plate be installed at the end of the shock absorber strut at which the cable end exits from a hollow piston rod, with the cover plate being held on the fasteners of the shock absorber strut in such a way that it takes on a curved shape. This is achieved by making the distance between two opposing fastening points on the cover plate greater than the distance between the corresponding fasteners on the shock absorber strut.

Growing community of inventors

Unterreichenbach-Kapfenhardt, Germany

Georg Von Tardy-Tuch