Abstract: A device and a method implementable therewith for regulating the driving speed of at least one vehicle, having an electric motor/generator connected or connectable to a drive train for at least one wheel as a function of at least its actual speed and setpoint speed. The device includes a control unit for controlling the torque of the electric motor/generator, an arrangement for driving the electric motor/generator, an arrangement for recording the actual speed of the vehicle and an arrangement for preselecting the setpoint speed of the vehicle. In the device, the electric motor/generator is usable in generator operation to generate a braking torque and in engine operation to generate a driving torque.

Abstract: A device and a method implementable therewith for regulating the driving speed of at least one vehicle, having an electric motor/generator connected or connectable to a drive train for at least one wheel as a function of at least its actual speed and setpoint speed. The device includes a control unit for controlling the torque of the electric motor/generator, an arrangement for driving the electric motor/generator, an arrangement for recording the actual speed of the vehicle and an arrangement for preselecting the setpoint speed of the vehicle. In the device, the electric motor/generator is usable in generator operation to generate a braking torque and in engine operation to generate a driving torque.

Abstract: An electronic system for a vehicle includes first components for carrying out control tasks in response to operating sequences and second components that coordinate a cooperation of the components for carrying out control tasks. The first components carry out the control tasks by using operating functions and basis functions, wherein the system is constructed such that the basis functions are combined in a basis layer, and a system layer is superimposed on the basis functions, which includes at least two of the second components. At least one open interface of the system layer is provided for the operating functions, and the system layer links the basis functions to any and all operating functions, such that the operating functions can be interconnected and/or used in a modular fashion.

Abstract: A device (1) and a method implementable therewith for regulating the driving speed of at least one vehicle (3), having an electric motor/generator (17) connected or connectable to a drive train (7; 7′) for at least one wheel (11, 13; 11′, 13′) as a function of at least its actual speed and setpoint speed. The device (1) includes a control unit (31) for controlling the torque of the electric motor/generator (17), means for driving the electric motor/generator (17), means (37) for recording the actual speed of the vehicle (3) and means (39) for preselecting the setpoint speed of the vehicle (3).

Abstract: An electronic system [200] for a vehicle[, comprised of] includes first components for carrying out control tasks in response to operating sequences and second components that coordinate a cooperation of the components for carrying out control tasks[, the]. The first components [carrying] carry out the control tasks by using operating functions [F1-F6] and basis functions [BaF], wherein the system is constructed such that the basis functions [BaF] are combined in a basis layer [202], and a system layer [203] is [contained,] superimposed on the basis functions [BaF], which [include] includes at least two of the second components[, at].

Abstract: A device for damping the motion sequences of two masses includes sensors for detecting relative motion between the two masses and absolute motion of one of the two masses. A signal processing circuit receiving output signals from the sensors has an output which is dependent on the frequency of the sensed signals. A controllable actuator receives the signal processing circuit output and is connected to the two masses.

Abstract: A system for the generation of signals for control or regulation of a passenger car and/or truck undercarriage controllable or regulable in its sequences of movement, where a three-step operation is provided. In a safety mode, particular allowance is made for road safety, and in a comfort mode for travel comfort. Moreover, a predetermined undercarriage setting is selected in a standard mode. These selections are based on the movements determined between the wheels and the vehicle superstructure, such as spring deflection movements. Furthermore, based on the determined spring deflection movements, the actual value P of the wheel load fluctuations and the movements of the vehicle superstructure are inventionally determined.

Abstract: Basing on signals (Vi) representing the vertical movements of the vehicle body at selected points (Pi) of the body, and basing on second signals (Xarvl', Xarvr', Xarhl', Xarhr') representing the relative movements between the wheel units and the body of the vehicle, the inventional system infers selected components of movement of the vehicle body, such as heave, roll and pitch movements or the vertical movement of the body at the front and rear axles as well as the roll movement. These components of movement are weighted differently. Basing on these differently weighted components of movement, second body movements are inferred at the points where the wheel suspension systems attach to the body.

Abstract: The object of the inventional system is the so-called "modal" variant of the skyhook damping. The advantage of this variant over the local version is essentially constituted by enabling an individual damping of the eigenoscillation forms. Moreover, a definitive roll or sway moment distribution can be adjusted. For that purpose there are signals determined which represent the local vehicle body movements at selected points of the vehicle body. Basing on these signals, the heave, roll and pitch movements are inferred. These movements are differently weighted depending on travel maneuvers. By actuation of the damper systems dependent on the weighted heave, roll and pitch movements a specific influencing of certain components of the body movement is possible.

Abstract: A system for chassis control, specifically of passenger cars and trucks, where the control parameters of the controlled loop are varied for control of the chassis properties in contingence on the state of travel of the vehicle as determined by sensors. Specifically determined for recognition of the state of travel are parameters representing the vertical-dynamic state of movement of the vehicle and/or the individual driving style of the operator. This procedure is based upon the relative movements between the vehicle body and at least one wheel, captured by sensors.

Abstract: The invention relates to a process for the undercarriage regulation of vehicles, especially of passenger and utility motor vehicles, in which the undercarraige properties are varied in dependence on the particular sensor-determined traveling state by the regulating system. For an adaptation of the undercarriage tuning to the various requirements in respect to traveling comfort and traveling safety it is provided that the regulator parameters (R) of the regulating circuit are automatically varied in dependence on the dynamics of the traveling process.

Abstract: A system for changing the damping characteristics of shock absorbers, based on the signals (Xar'(t)) of the relative movements such as the spring deflection velocity, between the vehicle superstructure and wheels, additional signals (Xar"(t)), such as the spring deflection acceleration, are determined. The two signals are logical linked so that the control of a vehicle variable, such as the activation of adjustably designed shock absorbers, is carried out. This makes it possible to change the characteristic of the shock absorber in operating phases of low damping forces of the shock absorber. This feature optionally reduces noise at damping characteristic changes.

Abstract: In a method for semiactive chassis control, in particular for damping resilient wheel suspension systems in vehicles, having a piston displaceable in a cylinder and subdividing it into two work chambers, the cylinder and piston are each connected to a vehicle body or a wheel axle. At least one valve that controls the flow of pressure fluid into and out of the work chambers is associated with the work chambers. Control of the valve is effected as a function of an absolute vertical speed of the vehicle body and of a zero crossover of the relative speed of the relative motion between the axle or wheel in the vehicle body and/or of a zero crossover of the damper force and/or of a zero crossover of the differential pressure at the damper piston.

Abstract: The damping characteristics of shock absorbers are variable contingent upon various operating parameters. In changing the damping characteristic, the invention provides for performing the change during operating phases of slight damping force changes. This can be achieved, in that the changes of the damping characteristic are carried out only in the compression stage of the shock absorber. This is especially favorable with a shock absorber of a design such that its damping characteristic will be adjustable only in the traction stage.

Abstract: Signals delta.sub.-- w representing the RPM difference of at least two wheels of at least one axle and signals V representing the vehicle speed are linked through a nonlinear characteristic diagram. Obtained thereby are signals which represent the transverse movements, specifically the transverse acceleration, of the vehicle. This makes it possible to allow for nonlinear effects such as the expansive deflection of the curve inside tires and the compressive deflection of the curve outside tires due to the roll moment backing, particularly through empirically determined parameters. The signal of the stationary transverse acceleration is dynamized by further processing, in a second order filter, of the signal of the stationary transverse acceleration (steering angle is constant) so obtained.

Abstract: Described is a process for conditioning of sensor signals for at least one of undercarriage regulation and control. The objective of this process is to superimpose on processed first signals which represent the acceleration of the vehicle body the low-frequency information absent from the signal of a vehicle body acceleration sensor by a circuit of simple design through a defined superimposition with the sensor signals corresponding to at least one of the spring deflection path and the spring deflection velocity. For that purpose, the sensor signals to be superimposed are processed in filter units whose transfer functions show a specific functional correlation.

Abstract: A system for inferring actual wheel load fluctuation based on signals representing the relative movements between the wheel units and the vehicle body. Possible changes of the actual wheel load fluctuation are precalculated as a function of a possible change of the undercarriage characteristic, whereupon by scanning of certain criteria a determination is made as to whether a situation critical to road safety is given and whether in the case of a situation critical to the road safety the undercarriage characteristic is to be adjusted for minimization of the wheel load fluctuations.

Abstract: In a system for controlling a chassis, in particular for controlling spring cylinders that can simultaneously perform the function of a semiactive shock absorber and are disposed between wheel suspensions and the vehicle body, at least one chamber of the spring cylinder is intended to communicate via a line or branch line with a pumping device, reservoir or the like for a pressure fluid, and at least one control member is connected between the pump device, reservoir or the like and the chamber. A control valve, which responds to a change in pressure in a shunt between the control valve and a line, is disposed in the control member.