Audi Ag

Volkswagen Ag

Walter Schmidt

Karl-Heinz Meitinger

Wilfried Michel

Wolfgang Schmid

Thomas Klinger

Hans-Jürgen Langhoff

Martin Schuessler

Hugo Müller

Werner Wilding

Martin Schüssler

Armin Ohletz

Johannes Landgraf

Alois Stauber

Jörg Michael

Joerg Michael

Friedrich Killian

Thomas Kraeuter

Rainer Stahlmann

Malte Moeller

Thomas Kräuter

Hans Jurgen Brandl

Michael Gradl

Malte MÖLLER

Hans Jürgen Brandl

Marko Hippe

Christian Müller

A spring damper apparatus for a vehicle, with a hydropneumatic system, via which a wheel of the vehicle can be braced spring-mounted and damped on a body of the vehicle. The hydropneumatic system includes a first chamber delimited at least partially by a partition element, in which a fluid acting on the partition element is accommodated. In addition, the hydropneumatic system includes a second chamber separated from the first chamber by the partition element and delimited by the partition element, in which a gas forming a gas spring and acting on the partition element is accommodated. In addition, the hydropneumatic system includes a housing in which the fluid is accommodated. In addition, the hydropneumatic system includes a piston shiftably accommodated in the housing and acting on the fluid, via which piston the wheel can be braced on the body.

Spring damper apparatus for a vehicle, in particular for a motor vehicle, and vehicle having at least one such spring damper apparatus

A crash assembly having a crash strut for a wheel of a motor vehicle, which is connected to a tie rod assembly that has at least one tie rod strut. The tie rod strut is connected to a first end of the crash strut via at least one tie rod-side connection module. A second end of the crash strut is connected to a body of the motor vehicle via a body-side connection module.

Crash assembly

A vehicle () is provided having at least one battery () for supplying at least one drive of the vehicle () with electricity, and having at least one gas storage device (). At least one part of the gas storage device () and at least one part of the battery () are combined in a structural unit () and arranged on an underbody () of the vehicle (). A method for charging a battery () in a vehicle () is also provided, in which method at least one part of a battery () combined in a structural unit () with at least one part of a gas storage device () is supplied with electricity by a fuel cell comprised by the vehicle ().

Vehicle having an energy storage means

A motor vehicle has a processor device to run application programs in a first communication zone and a storage device for vehicle control data, by which a driving behavior of the motor vehicle is determined. The storage device is arranged in a second communication zone of the motor vehicle. In order to allow a modification of the vehicle control data at a later stage using an application program and thus provide protection against an undesired manipulation of the vehicle control data, the first and the second communication zones are coupled by a monitoring device that forwards new data, which an application program is attempting to transmit from the first communication zone into the second communication zone, to the second communication zone only if the monitoring device has detected that the new data leads to a safe motor vehicle driving behavior defined by a specified safety criterion.

Motor vehicle with a driving behavior which can be modified at a later stage using an application program

A wheel suspension for motor vehicles includes at least one wheel guide element which is articulated both on an auxiliary frame that can be connected to the body of the motor vehicle and on a wheel carrier, a suspension and damping system as well as a steering system for the wheel. To achieve a universally applicable wheel suspension using identical parts, the auxiliary frame for each wheel suspension is designed as an independent modular frame, on which the a wheel guide element(s) is/are articulated, on which the suspension and damping system is supported, and on which at least one actuator is arranged directly or indirectly for actuating the suspension and damping system and/or the steering system and thus for setting predetermined wheel-specific wheel guidance and/or steering parameters.

Wheel suspension for motor vehicles

The invention relates to an arrangement of a stabilizer (), which is configured in two parts, on a wheel suspension for a motor vehicle, characterized in that the stabilizer parts () thereof can be rotated relative to one another in the same or opposite direction by means of an associated motor/gear unit (). Each stabilizer part () comprises a hollow-cylindrical outer torsion bar () whose end on the gear side () is connected to a gear output () and whose end distal from the gear is connected for drive purposes to an inner torsion bar () which is guided through the hollow-cylindrical outer torsion bar () and out of the end () on the gear side of the hollow-cylindrical outer torsion bar. The inner torsion bar () is directly or indirectly connected to an output lever () which is articulated on a wheel suspension element (). According to the invention, the gear () of the motor/gear unit is disposed with its gear output () between the actuator motor () and the output lever () in the transverse direction of the vehicle (y).

Arrangement of a stabilizer on a wheel suspension for motor vehicles

A wheel suspension for motor vehicles includes at least one upper control arm, in particular an upper transverse control arm, and at least one lower control arm, in particular a lower transverse control arm, which are hinged on the body of the motor vehicle suspension on the one hand, and on the other hand are connected to a wheel carrier, thus forming a preferred, substantially vertical steering axle. At least one suspension spring and at least one shock absorber are provided. The at least one suspension spring and/or the at least one shock absorber are designed to be rotatable.

The invention relates to an arrangement of a stabilizer (), which is configured in two parts, on a wheel suspension for a motor vehicle, comprising torsion bars () which are separated from each other and are each articulated on wheel suspension elements () by means of an output lever () and can be co-rotated in the same or opposite direction by means of associated actuating devices (), wherein each torsion bar () is extended with a hollow shaft () which encompasses the torsion bar () in order to increase the effective torsion length, the output lever () being formed on the hollow shaft. According to the invention, the torsion bar () is mounted in a fixed bearing () in the actuating device () and in an axial loose bearing () in the hollow shaft ().

A motor vehicle has at least one drive unit for generating a drive torque, and has an accelerator pedal which is acted on with a restoring force and which can be adjusted by an actuating travel in order to predefine a setpoint torque. The motor vehicle also has a control device which actuates the drive unit on the basis of the setpoint torque. The control device additionally determines a presently available drive torque, and as a function of the presently available drive torque, varies the characteristic curve of the accelerator pedal, which expresses the restoring force versus the actuating travel of the accelerator pedal.

Motor vehicle

The invention relates to an independent wheel suspension for the rear wheels of motor vehicles, having a wheel support which is hinge-connected to at least one upper and one lower control arm, the lower control arm being connected by way of two more or less horizontal arm bearings forming pivot axes on the body of the motor vehicle and on the wheel support and a guide arm of the wheel support to another bearing, and also having a bearing spring resting on the wheel support and a more or less vertically oriented telescopic shock absorber. For the creation of a structurally and elastokinematically favorable wheel suspension it is proposed, as viewed from above, that the other guide rod is mounted more or less in the lower guide rod plane and diagonally forward from the exterior toward the interior, in such a way that the intersection of imaginary extensions of the other guide rod and the rear bearing points of the lower guide rod is positioned beyond the extended wheel center axis.

Growing community of inventors

Rennertshofen, Germany

Walter Schmidt