Mannesmann Aktiengesellschaft

Mannesmann Sachs Ag

Intedis Gmbh & Co. Kg

Stefan Schiebold

Wolfgang Thieler

Dieter Lutz

Franz Nagler

Hans-Jurgen Drexl

Hans-Joachim Schmidt-Brucken

Michael Wagner

Martin Ochs

Holger Westendorf

Rainer Wychnanek

Uwe Adler

Thorsten Kuhnen

Manfred Roder

Bernd Schneider

Manfred R&ouml;der

Michael Gelshorn

Uwe Alder

Winfried Scheibe

The mounting component () includes a module rack (), on which components () of a vehicle electrical system have been mounted beforehand, and is intended for installation in the motor vehicle () together with the previously mounted components (). At least one additional module of the vehicle electrical system () that extends beyond the spatial limit of the module rack () is connected by prior assembly with the components () arranged on the module rack (). The module rack () also serves as a self-contained transportation base for both the pre-assembled components () and the additional electrical system module (). This configuration enables a high degree of pre-assembly and thus also simplifies final assembly.

Mounting component for a motor vehicle and method for installing a vehicle electrical system for a motor vehicle

A drive arrangement for a motor vehicle, having an internal combustion engine with a crankshaft which can be connected, via an interposed clutch, to a gearbox input shaft of a change-speed gearbox, and having an electric machine&mdash;for example an electric motor or a starter-generator&mdash;which is provided in the drive arrangement and which has a stator and a rotor. The electric machine, in order to step down its rotational speed, is operatively connected to the crankshaft and/or the gearbox input shaft via a step-down gear mechanism. The step-down gear mechanism is designed as an epicyclic gear mechanism, which has a sun gear, an internal gear and a number of planet gears. The epicyclic gear mechanism can be switched or clutch-operated via two clutches.

Drive arrangement for a motor vehicle

Electric machine having at least one clutch

Process for changing the speed of a vehicle and a system for

Non-trackbound vehicle with an electrodynamic converter and a throttle

A motor vehicle including a unit (2) consisting of an internal combustion engine, a generator supplying current to electric motors (12, 16) coupled with driving wheels (14, 18) over an energy distributor/power electronics system (8) and a battery which is supplied with energy by the internal combustion engine/generator unit via the energy distributor (2). An electronic control system (20) controls the energy distributor (8) as a function of a driving signal according to boundary conditions, for example, according to the least possible specific fuel consumption. A temporary increase in the power required to drive the motors can be supplied by the battery (22). In the event that the increase in power lasts for longer periods, the internal combustion engine, which as far as possible operates in a state that ensures low fuel consumption, is accelerated in order to cover the demand for high power. At the maximum output of the internal combustion engine, the energy stored in the battery (22) supplies the power for the additional thrust.

Non-trackbound vehicle with an electric transducer

Rotation speed sensing in a drive arrangement for a motor vehicle

Assisted steering system for non-trackbound vehicle

Drive system for a motor vehicle

Drive and braking arrangement for a motor vehicle

An apparatus for determining a critical driving torque and information representing the coefficient of friction at the wheel grip limit for a vehicle having a plurality of driven wheels. It is suggested that torque control devices be assigned to at least two of the driven wheels so that the ratio of the driving torques of the two driven wheels can be varied, wherein torque sensing device generate a torque signal corresponding to the magnitude of at least the greater of the driving torques of the driven wheels. A wheel slip sensing device is associated with the driven wheels and detects an increase in the slip of the wheel with the greater driving torque beyond a predetermined limit. The information on the coefficient of friction is generated depending on the magnitude of the detected driving torque of the wheel whose slip exceeds the limit. To determine the information concerning the coefficient of friction, the distribution of driving torque between the front axle and rear axle is periodically increased in an alternating manner.

Arrangement for detecting a critical driving torque in a motor vehicle

Growing community of inventors

Schweinfurt, Germany

Stefan Schiebold