Daimler Chrysler Ag

Daimler-benz Ag

Mercedes-benz Aktiengesellschaft

Werner Reichelt

Peter Frank

Lutz Eckstein

Manfred Muller

Manfred Steiner

Manfred Mueller

Christopher K Rhoades

Helge Schmidt-Spalding

Joachim Nell

Richard Zimmer

Klaus-Peter Kuhn

Siegfried Rump

Volker Entenmann

Helmut Gimmler

Wolfgang Kiesewetter

Frank Fruehauf

Markus Hess

Christoph Steffi

Brian Douglas

Manfred M&uuml;ller

Thomas Unselt

Johannes Clauss

Uwe Petersen

Gerhard Scheible

Cornelia Voigt

Michael Boehringen

Timo Schneider

Hartwich Geuss

Micahel Bohringer

In a method and apparatus for radio-based issuing of warnings of hazards to the driver of a vehicle having a data receiver, the data receiver receives data from at least one data transmitter of at least one other vehicle, and evaluates the received data. The received data comprising information about the position, speed and direction of travel of the transmitting vehicle. The approach speed between the receiving vehicle and transmitting vehicle are determined in order to evaluate the received data in the receiving vehicle. According to the invention, in order to evaluate the received data in the receiving vehicle, the distance between the transmitting vehicle and the receiving vehicle is determined, and it is determined whether information is output to the driver, based on the distance between the transmitting vehicle and receiving vehicle, and based on the approach speed between the transmitting vehicle and receiving vehicle.

Device and method for radio-based danger warning

A control element arrangement is disclosed for controlling a motor vehicle without conventional pedals and steering wheel. Two control elements are provided which can be operated independently of one another, in which case at least the longitudinal speed and/or at least the steering angle can be controlled optionally by operating one or the other control element. As a result, with respect to the longitudinal and/or the lateral dynamic control, on the one hand, a redundancy is created which increases the operating reliability and, on the other hand, the control-comfort-increasing possibility is created of being able to guide the vehicle alternated by means of one or the other control element.

Control element arrangement for controlling the longitudinal movement and/or the lateral movement of a motor vehicle

In a method and apparatus for braking a vehicle by means of at least a service brake and a retarder brake, the brake pedal velocity (v,) is detected and the brake pressure is increased by a control device (,) if the pedal velocity exceeds a definable activation threshold value (S). In addition, the position of an operating element of the retarder brake is detected, and the activation threshold value (S) is reduced if the position of the operating element exceeds a definable limit value (G).

Method and system for braking a vehicle

The invention provides a device for controlling the steering angle of a motor vehicle having an operating element such as a steering wheel. According to the invention the steering angle adjustment takes place as a function of an actuating parameter of the operating element, with a steering ratio that depends on the vehicle speed. The ratio is constant in the lower speed range, increases at least linearly in a medium speed range, and increases at most linearly in an upper speed range.

Device for controlling the steering angle of a vehicle

A device with a user-actuatable regulating element controls longitudinal movement of a motor vehicle with both an accelerating and a decelerating effect. A forward driving mode and a maneuvering mode can be set as driving modes. In the forward driving mode, the vehicle is moved solely forwards and, when the regulating element is actuated in a first or a second direction of actuation, being respectively accelerated or decelerated to an extent dependent on the deflection or actuating force of the regulating element. In the maneuvering mode, when the regulating element is actuated in one actuation direction or the other, the vehicle is moved respectively forwards or backwards.

Control device for motor vehicle longitudinal movement

The operating element is arcuate and is articulated in a lower driver's seat region pivotably about a transverse control axis located on the longitudinal side of the vehicle for controlling the transverse movement of the vehicle. The element is also movable in the longitudinal direction of the vehicle for controlling the vehicle longitudinal movement. The element extends upwards from the lower seat region, on at least one side of the driver's seat, laterally past the adjacent seat cushion and terminates in a end handle. This arrangement provides an ergonomically favorable and reliable operating element so as to dispense with a steering wheel, a brake and accelerator pedal assembly.

Operating element arrangement with articulated arcuate operating element

A method is provided for adapting the side support, as a function of the driving situation and driving styles, of a person sitting in the seat of a vehicle, in which method a lateral acceleration acting on the seat is determined as reference variable for the adaptation. In order to allow greater allowance for the way in which the sitting person senses lateral acceleration, as well as a comfortable sitting sensation with the advantages of a necessary side support which is built up in curves at short notice, the specific instantaneous lateral acceleration is weighted with the instantaneous driving speed of the vehicle. A control variable for the degree of adaptation is derived therefrom. In addition, a supplementary control variable is determined which brings about support of the driver on both sides in the seat as a function of the driving style. A vehicle seat in which this method is applied is specified.

Method for adapting as a function of the driving situation and driving

An operating element arrangement controls the longitudinal and transverse movements of a motor vehicle, with a foot-actuatable regulating part for controlling braking operations. The operating element arrangement contains a regulating part for controlling the transverse movement of the vehicle, which is arranged so as to be manually actuatable in the transverse direction of the vehicle and into which a finger-actuatable regulating part for controlling acceleration operations is integrated. A steering wheel and accelerator pedal can be eliminated, and a distinct spatial and operationally functional separation of the activation of braking operations, on one hand, and of acceleration operations, on the other hand are provided.

Operating element arrangement for controlling motor vehicle longitudinal

A vehicle seat includes a seat part displaceable at least in the seat longitudinal direction; a back rest that is held on the seat part; and an adjustable head restraint held on the back rest and having a head cushion. For automatically adapting the head restraint correctly in terms of safety to seat adjustments carried out by a seat user, a medium reservoir of variable volume, communicating with a filling and discharge device, is integrated in the head cushion so that the cushion front face is shifted forwards during an increase in volume and is drawn back again as a result of a reduction in volume. The filling quantity introduced into the medium reservoir or drawn off from the medium reservoir is controlled depending on the seat setting by means of a control unit. The medium reservoir also may include a pressure limiter that allows a controlled outflow of the reservoir when a predetermined pressure value, caused by the impact of the head, is reached.

Adjustable vehicle seat

The invention relates to a steering angle adjusting device with an operating element for adjusting the steering angle as a function of a corresponding operating element actuating parameter. According to the invention, steering angle adjustment takes place as a function of the operating element actuating parameter with a sensitivity that decreases with decreasing coefficient of friction and/or the maximum adjustable value of the operating element actuating value decreases with a decreasing coefficient of friction and/or an increasing lengthwise speed of the vehicle.

Steering angle adjusting device for a motor vehicle

An operating-element arrangement has a user-actuatable operating element which, when actuated in a first actuation direction, brings about an increase in the longitudinal direction of a motor vehicle. When actuated in a second actuation direction opposite to the first direction, the arrangement brings about a reduction in the longitudinal movement of the vehicle. The actuating force exerted on the operating element determines the change in longitudinal movement to be brought about. The rest position of the operating element is displaced in dependence on the longitudinal movement of the vehicle. The user consequently receives a perceptible and/or visible acknowledgement of the respective vehicle speed or of the deviation between the actual and the desired speed. Alternatively, the operating element can be configured isometrically, in that it remains in a fixed position irrespective of the actuating force.

Operating-element control arrangement for motor vehicle longitudinal

Control element arrangement for controlling the steering angle of a motor vehicle is provided. The arrangement has a user-operable control element by whose operation a steering angle adjusting unit can be controlled for the steering angle adjustment of the vehicle wheels which is mechanically uncoupled from the control element. A reaction force mechanism is provided for such an arrangement which exercises a reaction force onto the control element which counteracts the control element operating force and which rises when the steering angle size increases as well as when the longitudinal and/or lateral movement of the vehicle increases.

Control element arrangement for controlling the steering angle of a

A control element arrangement is disclosed for controlling a motor vehicle without conventional pedals and steering wheel. Two control elements are provided which can be operated independently of one another, in which case at least the longitudinal speed and/or at least the steering angle can be controlled optionally by operating one or the other control element. As a result, with respect to the longitudinal and/or the lateral dynamic control, on the one hand, a redundancy is created which increases the operating reliability and, on the other hand, the control-comfort-increasing possibility is created of being able to guide the vehicle alternately by means of one or the other control element.

Control element arrangement for controlling the longitudinal movement

Setting-element arrangement controls the longitudinal speed and/or the steering angle of a motor vehicle. More specifically, a user-actuable setting element which, during forward motion, when actuated in a respectively first actuation direction, brings about a change of the parameter controlled thereby in a first change direction and, when actuated out of the position of rest into a respectively second actuation direction which is opposite the first, brings about a change of this parameter in a second change direction opposite to the first. In such a setting-element arrangement, the assignment of the two change directions of the longitudinal speed and/or of the steering angle to the respectively first or second actuation direction of the setting element is inverted, during reverse motion, in relation to that during forward motion. The driver's intuitive association of a setting-element actuation corresponding to the desired dynamic vehicle reaction is thus maintained, even during reverse motion.

Setting-element control arrangement and method for motor vehicle

A method is provided for determining the start and the end of an automatic braking process to optimize the triggering of the automatic braking process. When a set value is exceeded, an automatic braking process is triggered. The threshold value is changed as a function of the driving state, in particular, as a function of the speed of the vehicle when the brake pedal is actuated, and independently thereof, as a function of the position of the brake pedal. In addition, various criteria terminate the automatic braking process as a function of the actuation force of the brake pedal, of the speed of the vehicle and of the pedal travel.

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Esslingen, Germany

Werner Reichelt