Zf Friedrichshafen Ag

Lemforder Metallwaren Ag

Zf Lemforder Metallwaren Ag

Nacam Deutschland Gmbh

Lemforder Electronic Gmbh

Jens Vortmeyer

Metin Ersoy

Michael Klank

Julian Stratmann

Christoph Elbers

Bernd Grannemann

Joachim Spratte

Frank Nachbar

Burkhard Schafer

Lutz Pydde

Peter Hofmann

Rainer Haevescher

Andreas Hartmann

Mauro Cesar Zanella

Herniu Michalski

Kai-Uwe Grams

Klaus Haskamp

Peter Reitz

Marc Wiesenthal

Simon Aramah

Michael Spiekermann

Eduard Jaegermeyr

Hans-Jürgen Pfisterer

Kay Uwe Grams

Adrian Riechmann

Christoph Anneken

Wolfgang Kinzelmann

Ingo Mueller

Hans-Juergen Moesch

Walter Egartner

Christoph Schwinge

Andreas Rumpke

Fabian Metzger

Georg Hagemann

Franz Promberger

Henner Schwiebert

Ingo Müller

Hans-Jürgen Mosch

A steering system with an actuating device (), in particular a rear axle steering system, having a spindle drive () with a spindle () and a spindle nut () which is fitted into the housing () of the steering system in a positionally fixed but rotatable manner and is driven by an electric motor (). The electric motor () is a vernier motor that drives the spindle drive () and is integrated in the spindle drive (). The actuating device () is used for a rear axle steering system of a motor vehicle.

Steering system with an actuating device, and use of the steering system with actuating device

A mechanical component for a vehicle, having a measurement region with a surface, and at least one force sensor associated with the measurement region for detecting a force to which the component is exposed. The component () has, disposed in the measurement region, a hollow body () with a cavity () in which the at least one force sensor () can be positioned.

Mechanical component having a force sensor

A ball and socket joint comprises a joint ball which is enclosed and rotationally supported by a ball socket. The ball socket has two ball socket parts that move relative to one another in an axial direction. The ball socket parts acts on different sides of the joint ball that are opposite one another in the axial direction. A controllable adjusting device bias the two ball socket parts, relative to one another in the axial direction, so that pressure exerted on the joint ball by the twp ball socket parts can be varied. At least a first of the ball socket parts comprises a main body and at least one bearing section, which is elastically connected to the main body and by which the first ball socket part rests against the joint ball.

Ball and socket joint for a vehicle

A trailer coupling with a ball support and a coupling ball arranged at a free end of the ball support. A coupling ball holder is fitted onto and can rotate on the coupling ball. A locking element is provided on the coupling ball holder by which the coupling ball holder is secured against being inadvertently removed from the coupling ball. An angle measuring device, provided on the coupling ball, comprises sensors which can detect rotation of the coupling ball holder relative to the coupling ball about a rotation axis. The position of the locking element, relative to the coupling ball, can be determined using the sensors.

Trailer coupling

A torsion beam axle for a wheel suspension of a motor vehicle. The torsion beam axle has a torsionally compliant transverse section. A trailing arm is fixed at each opposed end of the transverse section. Each trailing arm supports a wheel carrier that pivots about a respective steering axis. The wheel carriers are connected to one another via ball joints and a tie rod, and couple an actuating mechanism for producing steering movement of the wheel carriers about their respective steering axes. A kinematic coupling system is connected to the tie rod and designed to regulate the degree of freedom of rotational movement of the tie rod. A torsion beam axle in which &#x2014;to minimizing track angle differences or unsymmetrical bouncing behavior&#x2014;the tie rod and actuating mechanism maintain optimum kinematic conditions in all operating situations.

Steerable twist-beam rear suspension

A towing device, for a towing vehicle, with a coupling shaft attached to the towing vehicle, a ball head mounted on the coupling shaft so that the ball head can rotate about a vertical axis, which can be coupled to a coupling counterpart of a trailer vehicle, and with an angle-measuring device by which rotation of the ball head about the vertical axis, relative to the coupling shaft, can be determined, and a force-measuring device by which force exerted by the ball head on the coupling shaft in the direction of the vertical axis can be determined.

Towing device for a towing vehicle

The invention relates to a switchable stabilizer device for the axle of a motor vehicle. Herein, the actuating device comprises a roll stabilizer and an actuatorically switchable coupling device () with two clutch devices () and a locking sleeve (). According to the present invention, the stabilizer device is characterized by a shifting device for shifting the locking sleeve () by means of mechanical power transmission. Herein, the shifting device has a servo-electric transmission drive element (). The present invention provides a robust and compact switchable roll stabilizer, which can be produced cost-efficiently. At the same time, the present invention allows for the actuatoric support of the opening movement as well as the locking movement of the stabilizer coupling with very short shifting times. The switchable stabilizer according to the present invention is suitable for motor vehicles, for example, which are employed off-road as well as on the road. Due to the extremely short shifting times of the stabilizer coupling, the stabilizer device according to the present invention may be used furthermore for an active running gear to support the vehicle dynamics in real time.

Switchable stabilizer device

A stabilizer arrangement is provided for a motor vehicle with a stabilizer (), which is connected to the vehicle chassis and which is connected, on each side of the vehicle, to a spring-mounted wheel carrier part with a piston-cylinder unit ('). Each of the piston-cylinder units (&#x2032;) includes at least one piston (), which is movably arranged in a cylinder () and which splits the cylinder into a first and a second cylinder chamber (a,b). The cylinder chambers are separate from one another. The piston-cylinder units (&#x2032;) are respectively connected in an articulated manner, at one end, to an end of the stabilizerand, at the other end, to a spring-mounted wheel carrier part. The piston () has a connecting line () that connects the first and second cylinder chambers. The respective connecting line () has a nonreturn valve (), which acts in one direction. The piston () can be moved into at least one end position.

Stabilizer arrangement for a motor vehicle with adjustable rocker pendulum

A stabilizer is provided for a motor vehicle with two shafts (), which extend in the transverse direction of the vehicle, can be coupled with one another via a mechanical coupling () and are in functional connection with wheels of the motor vehicle with their ends facing away from the coupling (). A first shaft is connected to a first coupling portion designed as a locking disk and a second shaft is connected to a second coupling portion, which cooperates with the locking disk () and is designed as a locking device (). The locking device () has a ratchet element (A,B), which can be actuated by a cam disk () that can be rotatingly driven by a drive source () against a spring means, and a blocking member (A,B) connected thereto, via which the shafts are connected in such a way that they rotate in unison in a first end position of the cam disk () because of a positive connection between the locking disk and the blocking member (A,B), and the positive connection is abolished in a second end position of the cam disk (). The ratchet element (A,B) is designed according to the present invention with two lever arms (AAB-B), which are rigidly connected to one another and are designed with a contact area (AA,AA,BA,BA) each, via which the lever arms (AABB) are in contact with the cam disk ().

Stabilizer for a motor vehicle

An actuator is provided for a two-part stabilizer, which builds up a spring rate in its opened position. A hydraulic absorbing unit () is arranged on the axle of the switchable coupling unit (). The absorbing unit is connected to one stabilizer part (), on the one hand, and to the other stabilizer part (), on the other hand. The absorbing unit forms at least one pressure chamber () and a suction chamber () and assumes a blocked position in the locked position of the switchable coupling () and counteracts the relative twisting motion between the two stabilizer parts () at a hydraulic spring rate in the opened position of the switchable coupling ().

Actuator for a divided stabilizer of a motor vehicle

A stabilizer device for an axle of a motor vehicle. The axle has a roll stabilizer () and for each wheel at least one wheel guide control arm (). The chassis-side articulation of the wheel guide control arm () is connected to an end area of the roll stabilizer () such that a twisting actuation of the roll stabilizer () takes place due to an inward deflection motion of the wheel guide control arm (). An end of the roll stabilizer () is received in a hollow shaft () connected to the wheel guide control arm (). The hollow shaft () is mounted in a chassis-side bearing flange () and the bearing flange () can be elastically connected to the vehicle. The stabilizer device is used especially to eliminate the conflicts of design goals between the requirements of uncoupling structure-borne noise and comfort of the chassis, on the one hand, and immediate response characteristic of the stabilizer, on the other hand. Further advantages include space required for installation, weight and modularity of the stabilizer device.

Wheel-guiding stabilizer device

A roll bar (') for a motor vehicle is proposed according to the present invention, with an unsplit torsion bar (&#x2032;), which is rotatably fastened to a vehicle chassis (), is connected to two opposite wheel suspensions (&#x2032;) of the said axle of the vehicle, and has a torsion area for the elastic coupling of spring action movements of the opposite wheel suspensions (&#x2032;), wherein the roll bar (&#x2032;) has, furthermore, a first torsion tube (&#x2032;), which surrounds the unsplit torsion bar (&#x2032;) at least in a first partial area (B&#x2032;) of its torsion area, and whose first end (&#x2032;) is connected to the unsplit torsion bar (&#x2032;), rotating in unison therewith, and whose second end (&#x2032;) can be connected to the unsplit torsion bar (&#x2032;) by means of a clutch arrangement (&#x2032;) in such a way that it selectively rotates in unison therewith, so that the torsional stiffness of the roll bar (&#x2032;) can be varied.

Stabiliser bar for a motor vehicle

A stabilizer for a motor vehicle has a torsion bar divided into two shafts (and). The two shafts (and) are connected to one another via a mechanical coupling. The coupling has a locking disk, which is connected to a first of the two shafts (), rotating with it in unison, and on the circumference of which at least one locking area is formed, and a housing (), which is connected to the second shaft (), rotating with it in unison. At least one locking mechanism (), which is complementary to the locking area and engages the locking area in the coupled state of the coupling, is mounted movably on the housing (). Furthermore, a spring (), by which the locking mechanism () is pretensioned in the direction of the locking disk, is connected to the housing () and to the locking mechanism (). For switching over between the coupled state and the uncoupled state of the coupling, a release means () is provided, which is connected to the housing () and by which the locking mechanism () can be kept disengaged from the locking area in the uncoupled state against the force applied by the spring ().

A fastening system for fixing a first assembly unit to a second component for use especially in the motor vehicle industry is presented, which has at least one fastening screw, a corresponding first preassembly thread on the first assembly unit, in which the fastening screw is fixed after the preassembly, and a fastening thread on the first assembly unit or on the second component for fixing the first assembly unit to the second component by means of the fastening screw. The fastening screw has at least two threaded areas for preassembly and for fastening with different thread pitches, wherein the preassembly thread and the fastening thread as well as the threaded areas are provided with different pitches and the second threaded area, which is used for fastening and is facing away from the screw head, has a smaller diameter than the threaded area that is used for the preassembly and is adjacent to the screw head.

Fastening system for fixing a motor vehicle steering column assembly unit

A crash system for the steering column in a motor vehicle, in which two tube ends are connected to one another by an insert which clamps the two tube ends to one another up to a predetermined axial load. This insert is a tolerance ring, whose cross-sectional profile is compressible. An adjustable clamping device surrounds the outer tube end and acts radially.

Growing community of inventors

Preussisch Oldendorf, Germany

Jens Vortmeyer