Siemens Aktiengesellschaft

Deere & Company

Julian Baumann

Thomas Schlegl

Bruce Craig Newendorp

David Joseph Easton

Michael A Rehberg

Andreas Ahrens

Dara Daniel Torkzadeh

Christian Wetzel

Dirk Göger

A velocity control mechanism is operable to control a vehicle at a maximum forward velocity setting and a maximum rearward velocity setting. The velocity control mechanism includes a processor configured to receive a first signal from an actuator selectively positionable in a velocity control mode in which the vehicle operates at a maximum limited forward velocity less than the maximum forward velocity setting and a maximum limited rearward velocity less than the maximum rearward velocity setting. The first signal represents a desired vehicle forward velocity. The processor also configured to control a velocity of the vehicle in the forward direction based on the first signal and receive a second signal from the actuator. The second signal represents a desired vehicle rearward velocity. The processor further configured to control a velocity of the vehicle in the rearward direction based on the second signal.

System and method of a velocity control mechanism for a vehicle

A velocity control mechanism for a vehicle operable to move in a forward direction and a rearward direction. The velocity control mechanism includes an acceleration control mode operable to accelerate the vehicle in one of the forward direction and the rearward direction, a velocity control mode operable to control a velocity of the vehicle in one of the forward and the rearward direction, and an intermediate control mode positioned between the acceleration control mode and the velocity control mode. An actuator is moveable between the acceleration control mode and the velocity control mode and is biased into the intermediate control mode.

A damping device comprises a device () for determining a mechanical state variable (&#x394;&#x3b1;, &#x394;&#x3b1;) reproducing the torsion of a drivetrain () of an internal combustion engine () and an actuator () to activate an internal combustion engine () with a control variable as a function of the mechanical state variable (&#x394;&#x3b1;, &#x394;&#x3b1;). It is proposed that the mechanical state variable (&#x394;&#x3b1;, &#x394;&#x3b1;) be determined by a predictor element () that contains a model of the drivetrain () and/or the internal combustion engine ().

Damping device and damping method for suppressing torsional oscillations in a drivetrain

In a method for determining the absolute pressure in pipes through which there is a fluid flow, in particular injection lines in diesel-operated internal combustion engine, a first signal from a first pressure sensor is detected. This first signal is integrated. The integrated signal is multiplied by a factor. This multiplied factor is then added to an operating pressure. This method advantageously allows detection of the absolute pressure within the injection line that connects the rail of an internal combustion engine to the corresponding injector.

Method and device for determining the pressure in pipes

A damping device comprises a recording device () for determining a mechanical state variable (&#x394;&#x3b1;, &#x394;&#x3b1;) reflecting the torsion of a drive train () of an internal combustion engine (), and a control device () for controlling an internal combustion engine () with a correcting variable as a function of the mechanical state variable (&#x394;&#x3b1;, &#x394;&#x3b1;. It is proposed that the mechanical state variable (&#x394;&#x3b1;, &#x394;&#x3b1;) be determined by a predictor element () that contains a model of the drive train () and/or of the internal combustion engine ().

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Karlsruhe, Germany

Julian Baumann