Bayerische Motoren Werke Aktiengesellschaft

Bayershire Motoren Werke Aktiegesellschaft

Roland Schmidt

Hubert Scholz

Ludwig Seethaler

Torsten Wey

Roland Koenig

Serge Vos

Markus Fauser

Johann Dudkowiak

Axel Pauly

Rasmus Leicht

Johann Kettenberger

Gregor Tesch

Thomas Kautz

Markus Kohlhuber

Matthias Hennig

Michael Glanzer

Holger Klein

Albert Van Der Knaap

Uwe Boettcher

Josef Boehm

Roland König

Uwe BÖTTCHER

Hans-Joachim Faulstroh

A vehicle wheel suspension has a hydraulic adjustment system for the base of a support spring provided between a wheel-guide component and the vehicle structure. The suspension includes a piston pump which is driven via a relative movement of the vehicle structure in relation to a wheel-guiding component and intended for conveying hydraulic medium through a return valve into a hydraulic chamber provided at the spring base, as well as a pressurized compensation volume for providing hydraulic medium. Preferably, the piston pump has a pump cylinder and a pump piston guided such that it can move relative to the former and a return channel connected to the hydraulic chamber feeds into the pump cylinder in such a way that the feed opening is blocked or released by the pump piston in a position-dependent manner, wherein hydraulic medium can flow via the released feed opening, out of the hydraulic chamber, through the pump cylinder and into the compensation volume.

Vehicle wheel suspension having an adjustment system for the base of a structure support spring

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 of a vehicle wheel is supported on a vehicle body by a damper mount having an elastic body. The vibration damper includes a fluid-filled cylinder, a piston guided in the cylinder, and a piston rod. A wherein a damper chamber is formed in the cylinder on each side of the piston. The damper mount includes a hydraulic pressure chamber connected via a fluid-conducting connection to the damper chambers, whose volumes are respectively reduced when the vehicle wheel is deflected in relation to the vehicle body. In addition, a throttle valve is provided in the fluid-conducting connection, wherein the throttle value comprises a valve body that is displaceable in relation to a valve seat counter to a spring force, and a throttle bore.

Vibration damper of a vehicle wheel

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 electromechanical brake power assist unit of a vehicle braking system has a master brake cylinder with a piston rod, displaceable by a brake pedal and, in the process, building up brake pressure. The piston rod is also displaceable by an electric motor. The piston rod is supported on a pedal lever, which is formed by the brake pedal itself or an intermediate element pivotable about an axis of rotation by the brake pedal. The piston rod is displaced by a pivotal movement of the pedal lever. An axis of rotation of the pedal lever is displaceable by the electric motor in a moving direction of the piston rod. The pedal ratio is selected such that the driver can slightly displace the piston rod by forces customary in the case of a conventional effective brake power assistance also without an activation of the electric motor, and the pedal path which is large, because of such a pedal ratio without an activation of the electric motor, will then be reduced to a normal extent by the electric-motor-driven displacement of the pedal lever axis rotation.

Electromechanical brake power assist unit

A vehicle wheel suspension is provided having a hydraulic vibration damper, which is connected in parallel to a suspension spring which proportionally supports the vehicle body. A rebound spring is provided, which preferably and typically becomes effective in the event of larger spring deflection distances. The support point of the rebound spring is displaceable in relation to the damper housing by way of a spring support piston, which is provided therein and is displaceable by fluid externally supplied with pressure via pump. In this case, the pump is connected to a pressure accumulator for the fluid and delivers fluid out of the pressure accumulator into the damper housing or out of the damper housing back into the pressure accumulator. The absolute value of the spring constant of the pressure accumulator is at least in the order of magnitude of the spring constant of the associated suspension spring or springs, or is greater.

Vehicle wheel suspension with a hydraulic vibration damper

A wheel assembly configured for suspending the wheel of a motor vehicle on one side and includes a brake disc, which is part of a disc brake and which is fixed, when viewed in the radial direction, to a wheel disc on the outer circumference of the wheel assembly in close vicinity to a wheel rim. A brake caliper of the disc brake surrounds the brake disc over the inner circumference of the brake disc and is fixed to a wheel carrier that supports a stationary ring of a wheel bearing, which has a rotating ring that supports a wheel hub that is connected to the wheel disc in a rotationally and axially fixed manner. The connection of the wheel disc to the wheel hub is formed by a press fit connection or by a spur toothing connection, in particular a Voith Hirth coupling.

Wheel assembly for motor vehicles

A wheel assembly is configured for suspending the wheel of a motor vehicle on one side and includes a brake disc, which is part of a disc brake and which is fixed, when viewed in the radial direction, to a wheel disc on the outer circumference of the wheel assembly in close vicinity to a wheel rim. The brake caliper of the disc brake surrounds the brake disc over the inner circumference of the brake disc and is fixed to a wheel carrier that supports a stationary ring of a wheel bearing, which has a rotating ring that supports a wheel hub that in turn is connected to the wheel disc. The invention brake disc is fastened to the wheel disc in a floating manner and/or in an elastically flexible manner in the radial direction.

A single-pivot suspension strut axle for a passenger car, includes a wheel carrier/pivot bearing carrying the wheel and a brake disk non-rotatably connected with the wheel relative to a rotational axis thereof. A suspension strut is fastened to the wheel carrier/pivot bearing and, at another end, is supported at the vehicle body. The wheel carrier/pivot bearing is guided by a supporting joint situated close to the wheel center plane by a lower control arm, representing an A-arm, and by a tie rod. A section of the control arm connected with the supporting joint projects through the ring-shaped brake disk. A leaf spring element oriented in the transverse direction of the vehicle provides proportional support for the vehicle body on the wheel, and is supported, on one side, at the control arm and, on another side, directly or indirectly, at the vehicle body.

Single-pivot type suspension strut axle

A brake actuating device has an actuator functionally connected between a piston and a brake pedal lever. The actuator is capable of varying the path length of a force-conducting connection between the brake pedal lever and the piston of the brake cylinder via a displaceable element. A spring element acts on the brake pedal lever. The spring force varies during the variation of the path length such that a sum of the spring force and a force acting on the brake pedal lever from the brake cylinder remains essentially unchanged. The spring element is fastened with one end to the displaceable element and with the other end to the brake pedal lever with the interposition of a tensioning mechanism, which is guided by a cam track provided on the brake pedal lever. The cam track and the spring element are designed such that a displacement of the displaceable element into any possible position of the brake pedal lever does not generate a change in the pedal force at the brake pedal lever that is perceptible to the driver.

Brake actuating device of a vehicle

A transmission with an essentially unloaded neutral position includes two curved-path carriers each having a curved path and a coupling element configured to engage with the curved paths of the curved-path carriers. The coupling element includes an engaging element which engages with the curved paths of the curved-path carriers. The engaging element is biased by a prestress against the curved path of each of the curved-path carriers in the essentially unloaded neutral position of the transmission.

Transmission for a stabilizer arrangement for a motor vehicle chassis

A torsion bar spring arrangement, particularly a stabilizer arrangement, for a double-track vehicle, has at least one prestressed spring element which limits the introduction of force into the torsion bar spring or the stabilizer to a value defined by the prestressing force of the spring element, in which case the spring element acts as an overload protection such that, when a force is introduced which significantly exceeds the prestressing force, the torsion bar spring arrangement would be damaged without this spring element. The torsion bar spring can have a divided construction and the spring element can be clamped in between the two parts of the torsion bar spring, in which case these two parts of the torsion bar spring can be mutually rotatable by way of an actuator. Preferably, the torsion bar spring parts each have a driving device which is clamped by way of the spring element between two stops which, for the first torsion bar spring part, are fixedly connected with the housing of the actuator ad, for the second torsion bar spring part, are connected with its control element.

Growing community of inventors

Stockdorf, Germany

Roland Schmidt