Zf Cv Systems Global Gmbh

Zf Cv Systems Europe Bv

Wabco Europe Bvba

Zf Cv Systems Hannover Gmbh

Gerd Schünemann

Thomas Dieckmann

Paul Henning

Torsten Wallbaum

Johannes Heseding

Christoph Moritz

Uwe Bensch

Janik Ricke

Gandert Marcel Rita Van Raemdonck

Nikolai Flaum

Jan Fiebrandt

Ralph-Carsten Lülfing

Timo Richter

Umut Gencaslan

Jan Cohrs

Josef Oleksik

Jan Reiners

Roy Veldhuizen

Jochen Frank

Robin Gucia

Eike Dorff

Torben Michaelis

Frank MÖLLER

The disclosure is directed to a method for slip control of a vehicle wheel driven via an electric drive. The method includes at least the following steps: driving the electric drive of the vehicle wheel using an actual drive torque in a torque control in a torque control step, determining a wheel speed and a wheel slip of the vehicle wheel and evaluating the wheel slip by way of an instability criterion as to whether an instability exists, upon recognizing an instability, direct or indirect transition in a slip control of the wheel slip to a setpoint slip by driving the electric drive, determining whether an end criterion for ending the slip control is satisfied; and, if the end criterion is satisfied, returning to the torque control in the torque control step.

Method for slip control of a vehicle wheel and device therefor

An electric brake system for a vehicle is provided, wherein the vehicle has a brake value encoder, at least one first axle having at least two wheels and a second axle having at least two wheels. A first axle modulator is associated with the first axle. A second axle modulator is associated with the second axle. A single central control unit is further provided, which generates and outputs a first brake signal for the first axle modulator and a second brake signal for the second axle modulator as a function of a brake signal from the brake value encoder or as a function of a further brake request. The first and second axle modulator are each configured to decelerate the wheels of the first and second axle as a function of the first and second brake signal from the central control unit.

Electric brake system for vehicles

A control unit () for a vehicle () with an electric drive () and an electromechanically actuated brake unit () includes a high-voltage DC link () disconnectably connected to a first energy store () of the electric drive (), a converter () connected to the high-voltage DC link () and operable bidirectionally, and an electric motor () connected to the converter () for driving a wheel () of the vehicle (). A brake drive circuit () is connected to the high-voltage DC link (), and another electric motor (), is connected to the brake drive circuit (). A function block () has an input () for receiving a voltage signal () indicative of the voltage of the high-voltage DC link (), a first output () for outputting a converter drive signal (), and a first closed-loop controller unit () for generating the converter drive signal ().

Control unit for an electric vehicle with an electromechanical brake unit, vehicle therewith and method of use

A transmission mechanism for actuating a friction clutch, which can be disengaged against a spring force and is arranged between an internal combustion engine and a manual transmission, includes two lockable elements that are movable toward one another longitudinally to automatically change the length and compensate for clutch wear. The first element consists of a spindle which is coupled to a non-rotatable component of a disengagement mechanism of the friction clutch in a rotationally fixed and axially displaceable manner and has a steep-pitch external thread. The second element consists of a nut having a steep-pitch internal thread into which the spindle can be screwed, the pitch of the steep-pitch thread being dimensioned in such a way that no self-locking can occur between the two elements.

Transmission mechanism for actuating a friction clutch

A rear spoiler device for a utility vehicle has: a first roof air-guiding element for attaching to a first rear door and a second roof air-guiding element for attaching to a second rear doo. The two roof air-guiding elements are adjustable between a folded-in basic position and a driving position for the aerodynamic extension of the contour of a roof surface. A manual adjustment device for adjusting the first roof air-guiding element between the basic position and driving position. A coupling device is provided for coupling the pivoting movements of the roof air-guiding elements. The coupling device carries along the second roof air-guiding element during the adjustment of the first roof air-guiding element. The coupling device may be an overlapping element.

Rear spoiler device for a utility vehicle

Growing community of inventors

Laatzen, Germany

Gerd Schünemann