Fichtel & Sachs Ag

Mannesmann Sachs Ag

Udo Borschert

Lutz Leimbach

Michael Zottmann

Manfred Waning

Thomas Kutsche

Ullrich Scherpf

Jens Dorfschmid

Peter Schmidt

An actuating device for automatically actuating a manual transmission, which has an output element that can be driven in a first direction by a first drive and in a second direction by a second drive. Each drive is assigned a sensor which displays an actuating movement and detects a movement if the output element and whose signals are fed to a control device. In the case of a movement of the output element the sensors output to the control device signals assigned to this movement, the signals specifying the respective magnitude of the movement. The control device uses the signals with reference to an arbitrary prescribable reference point to determine the actual position of the output element and relate the actual position to a desired position of the output element which is to be approached, with the perception that the desired position has not been reached after termination of an actuating movement, or the absence of the signals which indicate the actuating movement causing the control device to activate an emergency function.

Actuating device for automatically actuating a manual transmission

A system to control a chassis vibration damping device with a variable damping characteristic in a vehicle with the use of a single acceleration sensor and a subsequent processing of the signal by means of filters and of an additional signal of a primary detector, whereby the processing corresponds to a breakdown of the acceleration signal into its individual components which relate to the longitudinal, transverse and vertical axes of the vehicle.

System to control a chassis vibration damping device

For control of a frame-vibration damping device with a variable damping force characteristic in a motor vehicle (1), adjustment devices (9) of the vibration dampers (7) being controlled as a function of evaluated measurement signals of a single acceleration sensor (17) detecting the instantaneous value of an acceleration variable. The measurement direction (19) of the acceleration sensor (17) is turned at an angle of 45.degree. in each case to the three axes of motion of the vehicle (longitudinal axis x, transverse axis y, and vertical axis z). Signal separation means (25) separate a first measurement signal component (b.sub.z) by means of a bandpass filter (31) with midfrequency tuned to the natural frequency of the vehicle body (3), which represents the acceleration component in the vertical direction (z). Subtraction means (33), which develop the difference of the measurement signal of the acceleration sensor (17) and the first measurement signal component (b.sub.z), deliver a second measurement signal component (b.sub.xy) for the acceleration component in the plane of the longitudinal axis x and the transverse axis y. Evaluation means (35, 37) associated with the two measurement signal components deliver damping force requirement components n.sub.Z and n.sub.xy which are added by adding means (39) to obtain a control signal which controls the adjusting device (9) representing the entire damping force requirement.

Arrangement for control of a chassis vibration damping device

An actuator is provided with a housing to hold a drive system, a transmission which converts its motion into an essentially translational movement of an output element, and an electronic subassembly. The housing has a first housing part which contains the transmission and a second housing part which supports the electronic subassembly, which is detachable from the transmission. The two housing parts, when connected to one another, and without any partitions separating them, form a compartment in which the transmission and the electronic subassembly are contained as enclosed components which are three-dimensionally engaged with one another, but are functionally separate from one another.

Motor vehicle clutch assembly having a hydraulic actuator for a friction

An actuator is provided with a drive system and a crank mechanism which converts the motion of the drive system into an essentially translational motion of an output element. The crank mechanism is designed as a worm gear pair with a worm gear which sits on the output shaft and is engaged with a segment worm gear which is rotationally mounted in a housing, whereby engaged with the segment worm gear, in addition to the output element, there is an energy storing device, preferably a spring device, mounted so that it can pivot in a bearing, which energy storing device can move relative to the segment worm gear. The spring device, in the relative position of the energy storing device with respect to the segment worm gear in which the distance between the bearing point of the energy storing device and its engagement with the segment worm gear is at a minimum, is brought closer with its end facing the segment worm gear, to within the gap width, to the outer edge of the segment worm gear, and when the worm gear is displaced around its axis of rotation, can be inserted in a recess which is located in the segment worm gear.

Motor vehicle clutch assembly having a hydraulic actuator which

An actuator for a motor vehicle friction clutch comprises a drive system, a transmission which converts its motion into an essentially translational motion of an output element, whereby the travel of the transmission can be limited by at least one stop, and a clutch position regulating system. The clutch position regulating system is provided with a monitoring device, by means of which the drive can be monitored to detect the energy feed and direction of operation, and an incremental position sensor can be monitored to detect changes in position corresponding to transmission movements in which, when an energy feed to the drive is converted into a corresponding change in position on the incremental position sensor, the new position of the transmission can be determined in relation to the old position, while when the incremental position sensor comes to a stop when there is a continued supply of energy to the drive, by means of the direction of operation of the drive, that is interpreted as an indication that the defined reference position of the transmission corresponding to this direction of operation has been reached, whereby the reference position is assumed when the transmission comes into contact with the stop which corresponds to the direction of operation of the drive.

Growing community of inventors

Sennfeld, Germany

Udo Borschert