Continental Aktiengesellschaft

Continental Teves, Ag and Company Ohg

Bmw Ag

Continental Tevas Ag & Co.

Holger Behrends

Thomas Dieckmann

Holger Oldenettel

Wolfgang Strache

Wolfgang Klodmann

Carla Recker

Andreas Köbe

Thomas Becherer

Christof Maron

Gerhard Ernst

Sadettin Fidan

Lennert Gootjes

Roland Jenke

Alfred Duchow

Ines Runge

Rainer Baumgarten

Olaf Campsheide

Joachim Kohn

Andreas Wulf

Stefan Kluge

Carsten Reimann

J&ouml;rg Lehmann

George J Rutter

Thomas Koschnitzki

Ricky Hudi

Michael Graf

Rainer Giese

Ralph Tepe

Wolfgang Schmitt

Disclosed is a tire module for sensing tire condition variables with a spring element () clamped on one end and a converting unit (), in which kinetic energy is converted into electric energy. The spring element () is a bar spring, torsion spring, or leaf spring, with a seismic mass () being arranged at the end of the spring element that is not clamped, and the spring element transmits acceleration jumps of the seismic mass () to the converting unit ().

Tire module and tire comprising a module of this type

Disclosed are different processes for the determination of the internal pressure, particularly of the minimum pressure of the tire of a motor vehicle during driving operation, through an analysis of the characteristic vibration behavior of the wheel, whereby the standardized amplitude is determined from the vibration spectrum determined and the resonance frequency is observed.

Method for determining internal pressure of a vehicle tire

A transponder to be fitted in or on a surface of an article which is substantially formed of a rubber product, in particular a transponder to be fitted in a tire, has a dipole antenna. The antenna length L, wherein air is exclusively present as the transmission medium, is calculated with the equation L=0.5&#xd7;c/f, wherein c is the speed of light and f is the transmission frequency. In order to achieve a long transmission range, the transponder in the rubber product has an antenna length Lbetween 0.45&#xd7;Land 0.90&#xd7;L, preferably substantially between 0.61&#xd7;Land 0.71&#xd7;L.

Transponder configuration, tire including a transponder, and method of producing a tire having a transponder

The invention is directed to a transmitting and/or receiving unit for building into an elastic structure. The transmitting and receiving unit includes one or more electronic circuits or circuit elements and, if needed, sensors and/or signal elements assigned thereto. The transmitting and/or receiving unit has one or several antennas connected to the electronic circuit. The antenna includes one or several filaments which are so arranged in the surface or in space that the main directions of the stresses and forces, which occur within the surrounding elastic structure/matrix, essentially intersect or cross the filament axes.

Transmitting and/or receiving unit for incorporation into an elastic structure

The invention relates to a motor vehicle having a tire-pressure control system wherein pressure values in the tires are measured by respective tire-pressure control devices ( to ) and are transmitted from these devices via a central antenna ( ) to a central unit ( ). The central antenna is mounted beneath the vehicle on an electrically-insulating surface. The antenna is preferably mounted on the surface of a fuel tank made of electrically-insulating material. With an arrangement of the central antenna ( ) as described above, excellent reception of the data transmitted by the tire-pressure control devices ( to ) is ensured.

Motor vehicle having a control system for controlling tire pressure

The invention relates to a method for carrying out the allocation of tire pressure control devices ( to ) to wheel positions in a tire pressure control system of a motor vehicle. Each tire pressure control device ( to ) transmits, at certain time intervals, its individual identifier and a lengthened high frequency signal to the central unit ( ) of the tire pressure control system. The high frequency signals have an individual trace which is dependent upon the rotational angle of the wheel and on the time because of the geometry of the wheel box and as a consequence of the rotation of the wheel. In the central unit ( ), a time point is fixed from two sequential high frequency signals at which the wheel assumes the same angular position in each case with this wheel being the wheel from which the signals were transmitted. The corresponding wheel has made an integer number of revolutions between the two time points. In the central unit ( ), with the aid of the signals of the rpm sensors ( to ), the wheel position is determined in which the wheel has made an integer number of revolutions between the two time points. The corresponding wheel position is allocated to the individual identifier transmitted from the tire pressure control device ( to ).

Method for allocating tire pressure control devices to wheel positions in a tire pressure control system of a motor vehicle

An air spring fines a longitudinal axis and includes a first end member in the form of a cover and a second end member in the form of a roll-off piston at a distance from the first end member. A flexible resilient member is clamped between the first and second end members so as to permit the first and second end members to move toward each other in the direction of the longitudinal axis and the distance between the end members changes during the operation of the air spring. An elevation sensor includes an electrically conductive helix arranged in the direction of the longitudinal axis. The helix has a plurality of turns and is arranged in the air spring so that the helix changes in length when the end members move towards each other in the direction of the longitudinal axis. The first and second end members and the flexible resilient member conjointly define an interior space. The elevation sensor further includes a length-nonchanging element mounted in the interior space on one of the end members so as to be in electrical interaction with a number of the turns. The number of the turns is dependent upon the distance between the end members.

Air spring having two end members and a distance sensor mounted therebetween

A fail-safe system,, in which the position of an actuating device,is measured by three sensors,and,that operate independently of one another. The sensor,is directly supplied with energy by a first energy source,, and the sensor,is directly supplied with energy by the second energy source,of the system,. The sensor,is supplied with energy by the first energy source,or by the second energy source,via a diode circuit,such that, if one of the energy sources,or,fails, two of the three sensors,and,are still supplied with energy. A majority decision can be carried out in the microprocessors,or,if the signal of one sensor is lacking, wherein it can also be determined which of the energy sources,or,has failed.

Fail-safe brake system

The invention relates to a safety system having electrical consumers (18a, 18b) which are supplied with electrical energy in normal operation from an electrical energy source (2, 4, 6). The safety system includes an electrical energy store (14a, 14b) which supplies the electrical consumers (18a, 18b) with electrical energy when the instantaneous operating voltage at the energy source (2, 4, 6) drops below a limit value. The rated voltage of the energy store (14a, 14b) is less than the rated voltage of the electrical energy source (2, 4, 6) and the electrical energy store (14a, 14b) is connected to the electrical energy source (2, 4, 6) via a switchover element (16a, 16b) which assumes the function of a diode. The switchover element (16a, 16b) ensures that a switchover from normal operation to an emergency operation takes place automatically and that, during normal operation, the electrical energy store (14a, 14b) is not charged unintentionally by the electrical energy source (6).

Safety system for an electrical system

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Hannover, Germany

Holger Behrends