Continental Teves, Ag and Company Ohg

Audi Ag

Other

Magna Powertrain & Ag & Co. Kg

Ralf Schwarz

Stefan Johannes Schmitt

Christian Meixner

Johann Jungbecker

Peter E Rieth

Joachim Nell

Oliver Hoffmann

Urs Bauer

Holger Kranlich

Rolf Isermann

Alexander Zernickel

Stefan Lüke

Thomas Berthold

J&uuml;rgen B&ouml;hm

Markus Weinreuter

Sighard Schräbler

Ronald Bayer

Stefan Fritz

Tim Meissner

Johann Fuchs

Matthias Muntu

Ulrich Grau

Martin Semsch

Juergen Hartmann

Sebastian Strasser

Manfred Reuter

Johann Maerkl

Karl Reisinger

Wendelin Backes

Martin Stemmer

Thomas Ferstl

Maik Hofmann

Tim-Christopher Meissner

Dirk Fröhlich

Gerhard Mullner

Cristlano Hoffmann

Steffen Tröster

Werner Dorsch

Oliver Nelles

Peter Scheerer

Peter Kilian

Andreas Wöhler

Sighard SCHRÄBLER

Steffen TRÖSTER

Rex Schilasky

The invention relates to an electrically actuatable assembly of a motor vehicle having at least one component comprising a non-volatile memory. The component has base functionality characteristic for the component and required for the operation of the assembly. The memory comprises a memory region not utilized for realizing the base functionality of the component, in said memory region is stored a characteristic value that identifies the assembly with a predetermined probability. Furthermore, the characteristic value can be read out from the memory region of the component. Finally, the invention describes a method for identifying such an electrically actuatable assembly.

Electrically actuatable module of a motor vehicle and method for identifying an electrically actuatable module of a motor vehicle

The invention relates to an axle drive device for an axle of a motor vehicle, with a drive assembly and a differential. Here, it is provided that the drive assembly is in the form of an electrical drive assembly and the differential has at least one override unit. The invention furthermore relates to a motor vehicle.

Axle drive device for an axle of a motor vehicle, as well as motor vehicle

The invention relates to a propulsion system for all-wheel drive motor vehicles, having a device for propulsion distribution to the front and the rear differential which transmit the drive output to the wheels assigned at the time, and with a device for coupled, variable distribution of the propulsion forces in the transverse and longitudinal directions of the vehicle depending on the operating situation of the vehicle for influencing the driving behavior, especially for improving the driving agility and driving stability. In the process the rear differential () is combined with an overriding drive (), by means of which the drive torques can be shifted to the rear wheels () in alternation in the transverse direction of the vehicle, the rpm ratio or rpm error being dictated by means of the overriding drive () at the design point so that at a given curve radius which is assigned to the design point and which does not correspond to the narrowest curve, a reversal of the direction of the rotational speed difference takes place and thus the torque is not shifted to the wheel on the outside of the curve. By means of the propulsion distribution device () the drive torques can be shifted in alternation between the front differential () and rear differential () in the longitudinal direction of the vehicle.

Propulsion system for all-wheel drive motor vehicles

The present device relates to a driving dynamics control system for vehicles, including at least one signal distribution to which vehicle data, environment data and data regarding the driver's request are sent in the form of input data, and including several controllable or regulatable subsystems which modify the dynamics of the vehicle such as a driver-independently adjustable steering system, a driver-independently adjustable chassis, a driver-independently adjustable brake, and a driver-independently adjustable driving track. The system is characterized in that the data of the signal distribution is sent to a central determining unit (driving condition detection, driver request detection), in that the central determining unit determines from the data of the signal distribution a central control target, and these items of data regarding the central control target are sent to a central regulating variable distribution or a central driving condition controller, respectively, which, in an interactive communication with the subsystems, actuates these subsystems in such a way that the control target is realized by the subsystems on the vehicle.

Driving dynamics control system for vehicles

The invention relates to a propulsion system for all-wheel drive motor vehicles, having a device for propulsion distribution to the front and the rear differential which transmit the drive output to the wheels assigned at the time, and with a device for coupled, variable distribution of the propulsion forces in the transverse and longitudinal directions of the vehicle depending on the operating situation of the vehicle for influencing the driving behavior, especially for improving the driving agility and driving stability. In the process the rear differential is combined with an overriding drive, by means of which the drive torques can be shifted to the rear wheels in alternation in the transverse direction of the vehicle, the rpm ratio or rpm error being dictated by means of the overriding drive at the design point so that at a given curve radius which is assigned to the design point and which does not correspond to the narrowest curve, a reversal of the direction of the rotational speed difference takes place and thus the torque is not shifted to the wheel on the outside of the curve. By means of the propulsion distribution device the drive torques can be shifted in alternation between the front differential and rear differential in the longitudinal direction of the vehicle.

A method for controlling the driving dynamics of a vehicle provides that a steering movement is carried out on the basis of a set value, which is calculated as a function of a deviation between a desired value and an acquired actual value of a vehicle state variable. In this method, at least one membership degree of an acquired value of a steering angle, which is set by a driver, and/or of a steering angle gradient, which is set by the driver, in a predetermined fuzzy set, are/is determined, and a value of the set value is changed as a function of the membership degree.

Method and device for controlling the driving dynamics of a vehicle

A method and a device for the determination of a vertical acceleration ({umlaut over (z)} ) of a wheel of a vehicle for use in a driving dynamics control or monitoring system. The device includes a first determination device for the determination of a spring stroke acceleration (&Dgr;{umlaut over (z)}) of a spring loaded in vertical direction by the body of the vehicle and installed between the body and the wheel; a second determination device for the determination of a partial vertical body acceleration ({umlaut over (z)} ), and a control unit, which adds the spring stroke acceleration (&Dgr;{umlaut over (z)}) and the partial vertical body acceleration ({umlaut over (z)} ) in order to obtain the vertical wheel acceleration (z{umlaut over (z)} ) and passes the vertical wheel acceleration ({umlaut over (z)} ) and passes the vertical wheel acceleration ({umlaut over (z)} ) for further processing to the driving dynamics control. By this means, an expensive sensor arrangement for the detection of the vertical wheel acceleration can be eliminated, wherein the results of the inventive determination of the vertical wheel acceleration reflect very actual comparison measurements.

Method and device for determining a vertical acceleration of a wheel of a vehicle

An actuating unit for use on an electromechanically actuated disc brake for automotive vehicles including a drive unit or an electric motor, an actuating element for actuating one of two friction linings displaceably arranged in a brake caliper, and a first and a second reducing gear. The first reducing gear is comprised as a ball screw, while a planetary gear is used as the second reducing gear. To increase the efficiency, the present invention discloses a coupling shaft used to transmit forces from the planet cage of the planetary gear to the threaded spindle of the ball screw. The ends of the coupling shaft form universal joints with the planet cage and the threaded spindle.

Actuating unit

With electromechanically or electromotively operated brakes, adjusting a clearance presents a problem because with this type of brakes self-actuating reset means of the type provided for hydraulic brakes cannot be used. For adjustment, a neutral position of the actuator must first be determined in which at least one of the friction linings is in close proximity. To this end, the present invention provides for the change in the actuator current (I ) and the change in the actuator position (&phgr; ) to be evaluated so as to determine the contact.

System of controlling or regulating an electromechanical brake

With electromechanically or electromotively operated brakes, adjusting a clearance presents a problem because with this type of brakes self-actuating reset means of the type provided for hydraulic brakes cannot be used. For adjustment, a neutral position of the actuator must first be determined in which at least one of the friction linings is in close proximity. To this end, the present invention provides for the change in the actuator current (I ), the change in the actuator position (&phgr; ), and the rigidity of the system as derived from the actuator force as a function of actuator position to be evaluated so as to determine the contact.

System for controlling or regulating an electromechanical brake

A method of compensating inaccuracies in a wheel speed sensor wherein signal-forming elements are arranged on a sensor wheel and wherein a determined angle is allocated to a given number of signal-forming elements to determine a wheel speed, and wherein the wheel speed is determined by evaluating the time during which the wheel rotates around the angle, wherein a correction factor which is included in the determination of the wheel rotational speed is memorized with respect to each element to compensate for variations of the signal-forming elements and/or the positioning of the elements, and the correction factors are updated during the driving operation, wherein updating is performed so that the non-corrected wheel speed measured by the sensor is compared with a reference value of the wheel speed established by means of a calculating model, and the correction factor is updated in dependence of this comparison.

Method for compensating variations of a wheel speed sensor

The invention relates to a process and control circuits for generating defined actuating forces for a brake that is actuated electrically by means of an actuator or electric motor, wherein a first relationship exists between the actuator position and the torque generated by the actuator when the brake is applied and a second relationship exists between the actuator position and the torque generated by the actuator when the brake is released, defining such relationships make it possible to determine the actuating forces occurring during operation without any additional sensors. For this purpose, the present invention proposes that the actuator torques resulting from the first and second relationships be evaluated for determining the efficiency.

Method for applying defined operating forces

The present invention discloses an actuating unit for an electromechanically operable disc brake for automotive vehicles which is generally comprised of a drive unit or an electric motor, an actuating element, by means of which one of two friction linings that are slidably arranged in a brake caliper is moved into engagement with a brake disc, as well as a first and a second reduction gear. In order to uncouple the second reduction gear from the first reduction gear, it is disclosed in the present invention that the electric motor, the first reduction gear, and the second reduction gear are configured as at least two assemblies which can be handled independently.

Actuating unit for an electromechanically operable disc brake

Electromechanically actuated disc brake

Disc brake which can be actuated electromechanically

Growing community of inventors

Darmstadt, Germany

Ralf Schwarz