Bayerische Motoren Werke Aktiengesellschaft

Bayershire Motoren Werke Aktiegesellschaft

Hubert Scholz

Ludwig Seethaler

Roland Schmidt

Roland Koenig

Markus Fauser

Rasmus Leicht

Gregor Tesch

Markus Kohlhuber

Matthias Hennig

Alfred Pruckner

Richard Eiletz

Matthias Stangl

Werner Foag

Thomas Eifflaender

Elsa Davy

Dirk Schlichte

Johann Dudkowiak

Sebastian Gielisch

Johann Kettenberger

Robert Bobinger

Fabian Bachmann

Martin Schwab

Tobias Mueller-Kambeitz

Michael Glanzer

Stefan Stuerzl

Norbert Deixler

Michael Keigler

Wolfgang Gruber

Martin Waldmann

Niklas Bartneck

Lorenzo Valent

Cedric Baroghel

Matthias Ruderer

Uwe Boettcher

Roland König

Anette Sedlmaier-Fuchs

Andreas Reiser

Stefan Sicklinger

Thomas Kaespaizer

Ralf Stroph

Uwe BÖTTCHER

Thomas EIFFLÄNDER

Thomas KÄSPAIZER

An apparatus for operating a noise suppression unit of a vehicle includes a control unit. The control unit is configured to reduce interfering noise in or on the vehicle by generating at least one acoustic compensation signal. The control unit is also configured to determine noise information relating to expected interfering noise, including an expected level of interfering noise, at an upcoming vehicle position while the vehicle is traveling. The control unit is also configured to cause the noise suppression unit to be activated or to be in an energy-saving mode at the upcoming vehicle position, depending on the noise information obtained.

Method and control unit for operating a noise suppression unit of a vehicle

A fiber-composite ventilation flap for a vehicle is made of a laminate formed by at least two individual tiers. At least one of the individual tiers has respective unidirectionally oriented fibers, and wherein the at least two individual tiers are arranged in the laminate in such a way that the fibers thereof are oriented at least predominantly differently to one another. The fibers of the at least two individual tiers are oriented differently to one another in such a way that at least one region of the fiber-composite ventilation flap curves about a predefined primary axis under the influence of heat and is thereby in an open state.

Fiber-composite ventilation flap for a vehicle and wheel for a vehicle

A method is provided for charging a battery-operated vehicle having a chargeable traction energy store and a system for autonomously guiding the vehicle with a charging vehicle having an energy generator and/or an energy store. The method forms at least one electrical coupling between the battery-operated vehicle and the charging vehicle via an autonomous driving manoeuver of the battery-operated vehicle and/or the charging vehicle. A charging of the traction energy store of the battery-operated vehicle occurs via the energy generator and/or the energy store of the charging vehicle during the driving of the paired battery-operated vehicle and charging vehicle.

Method for charging a battery-operated vehicle

A vehicle wheel has spokes, on which cover elements are provided for a space between the spokes. The cover elements deform according to the temperature in such a way that, at higher temperatures, a passage of air through a region of the space between the spokes is possible, which is covered by the cover element at lower temperatures. In this way, the cover elements do not entirely cover the respective spaces between the spokes, and a rigid cap element is provided per intermediate space in addition to a cover element deforming according to the temperature. Alternatively, two cover elements are provided in each space between the spokes, next to one another in the circumferential direction of the wheel, wherein in the deformed state, one of the cover elements is curved outwards and the other cover element is curved inwards towards the vehicle.

Vehicle wheel with cover elements for the spaces between the spokes

A steering wheel for controlling steering movement of a vehicle has a steering wheel hub for mounting the steering wheel on a vehicle, a steering wheel rim, and at least two spokes, which connect the steering wheel rim to the steering wheel hub. The spokes can be telescoped by a drive and the steering wheel rim can thereby be slid relative to the steering wheel hub toward the axis of rotation of the steering wheel. The drive has a single drive motor for controlling at least two spokes.

Steering wheel for controlling steering movement of a vehicle

A vibration damper is provided for a vehicle, preferably for a motor vehicle, having a wheel carrier made of metal for rotatably receiving a wheel, a damper tube arrangement at least partly made of a fiber-reinforced plastic for forming a damper fluid volume, a piston which is guided in the damper tube arrangement and includes a piston rod. The damper tube arrangement is rigidly connected to the wheel carrier and the piston rod can be connected to a body of the vehicle. A wheel carrier fluid volume is formed in the wheel carrier and which is connected to the damper fluid volume. The fluid in the wheel carrier fluid volume is in direct contact with the metal of the wheel carrier in order to transfer heat.

Vibration damper for a vehicle

An underbody cladding is provided for a two-track motor vehicle with wheel-controlling links as part of a rear axle for cladding the underbody. The underbody cladding at least partially extends in a substantially horizontal plane and extends in the direction of the outside of the vehicle close to an inner side of a rear wheel. The underbody cladding is divided into three sections, a front section, a central section and a rear section. The central section extends at least over a region below the wheel-controlling links and is connected at least over part of the width thereof to the front section and/or the rear section. The central section is designed in such a manner that the section can at least partially follow and/or yield to a vertical movement of the wheel-controlling links. The front and the rear section of the underbody cladding can in each case be arranged in a positionally fixed manner on the motor vehicle and cannot follow and/or yield to a vertical movement of the wheel-controlling links.

Underbody cladding for a two-track motor vehicle and two-track motor vehicle with such an underbody cladding

A steering system for a motor vehicle includes a steering handle for manual actuation of the steering system, at least one steerable motor vehicle wheel which can be mechanically coupled to the steering handle, and a steering column which is rotatable about a steering-system axis and has an input shaft connected fixedly to the steering handle and an output shaft connected to the at least one steerable motor vehicle wheel for rotation therewith. A steering-system-blocking element is connected fixedly to a body of the motor vehicle. A locking device can either enable or block a relative rotation between the input shaft and the body-mounted steering-system-blocking element. A coupling device can either enable or block a relative rotation between the input shaft and the output shaft.

Vehicle steering system

An underbody panelling part of a wheel axle near the wheel arch of a motor vehicle has a main part, the covering surface of which is variable, and a fastening structure for fixed connection to the body and/or a fastening structure for fixed connection to a transverse link of the motor vehicle. In the mounted state the covering surface can be varied with the steering angle.

Underbody panelling part of wheel axle and subassembly comprising an underbody panelling part

An underbody panelling part of a wheel axle near the wheelhouse of a motor vehicle includes a substantially flat main part, a first mounting point provided on the main part, which first mounting point can be rotatably connected to a transverse link of the motor vehicle, and a second mounting point provided on the main part, which second mounting point can be coupled to a wheel carrier or a steering rod. The underbody panelling part can be pivoted about the first mounting point when the wheel carrier is pivoted. A subassembly having the underbody panelling part is also provided.

An independent suspension for a vehicle includes a spring-link suspension structure which is made from a fibrous composite material, is substantially U-shaped when viewed in the vehicle longitudinal direction. Ends of upper and lower members are secured to the vehicle body or a carrier connected thereto. At least one of these securements has no rotational degree of freedom about an axis extending in the vehicle longitudinal direction, while a wheel hub is connected to the base of the U-shaped spring-link suspension structure in order to secure a vehicle wheel. At least one of the members is secured to the vehicle body or to the carrier in a substantially rigid manner i.e. aside from low levels of elasticity, and no further wheel guiding suspension link is provided that substantially extends in the vehicle longitudinal direction. As a result, in order to achieve a desired toe-in increase when braking, a recess is provided in at least one of the members. The recess extends from the point at which the wheel hub is secured to the base and across only a subregion of the member in the longitudinal direction thereof.

Independent vehicle suspension having a spring-link suspension structure made from a fiber composite material

A vehicle wheel suspension has a suspension spring, by which the vehicle body is proportionally supported on a supporting bracket of the wheel suspension. The wheel load acting upon a pertaining wheel as a result of this support is changeable in that the transmission ratio at a shift lever provided in the load path of the support and swivelably disposed at the vehicle body with respect to the latter can be changed by an actuator. Parallel to the load path containing the shift lever and a first suspension spring element, an additional load path with a second suspension spring element effective between the vehicle body and the pertaining wheel is provided. The transmission ratio at the shift lever may be changed over a wide range by displacement of the supporting point of the first suspension spring element or a transmission rod supported with its other end at the supporting bracket of the wheel suspension. This supporting point may be displaced closely into the surroundings of the bearing point of the shift lever at the vehicle body or axle carrier.

Vehicle wheel suspension with wheel load variation via a deflection lever

A swivel bearing of a wheel suspension is connected to a longitudinal control arm via two joints at different heights viewed in a longitudinal direction of the vehicle, in an articulated manner such that the joints determine a steering axis of rotation extending primarily perpendicularly when viewed from the side, and which has a negative scrub radius. Each transverse control arm is attached to the longitudinal control arm via one rubber mount or joint having a minimal degree of rotary freedom. The swivel bearing is guided by a tie rod, which is supported on a soft rubber bearing. The tie rod is connected to an actuator adjuster element, whose actuator is arranged substantially in a center of the vehicle and acts for the two rear wheels thereof. The tie rod is moveable substantially in the transverse direction to minimally steer the rear wheel.

Independent wheel suspension of an at least slightly steerable rear wheel of a double-track vehicle

Growing community of inventors

Munich, Germany

Hubert Scholz