Abstract: A plug-in connector device for a vehicle for transmitting data includes a first interface for connection to a vehicle and a second interface for connection to a connecting line, wherein the first interface and/or the second interface is/are formed as a connecting element, in particular formed as a plug or a socket, for establishing a connection according to an industry standard. A data interface for connection to a data line is electrically connected to the first interface in order to transmit electrical signals and/or data between the data interface and the second interface. The first interface is electrically connected to the second interface to transmit electrical signals and/or data between the first interface and the second interface. A connecting line is configured for connection to a second interface of the plug-in connector device. A vehicle includes a system having the plug-in connector device, and a vehicle has such a system.

Abstract: Delivery devices for an occlusive implant and method for making and using delivery devices are disclosed. An example delivery device may include a delivery sheath having a proximal region and a distal tip region. A reinforcing member may extend along the proximal region. The distal tip region may include a grooved distal section. The grooved distal section may be configured to shift between a delivery configuration and an expanded configuration. A core member may be slidably disposed within the delivery sheath. An occlusive implant may be releasably coupled to the core member.

Abstract: Delivery devices for an occlusive implant and method for making and using delivery devices are disclosed. An example delivery device may include a delivery sheath having a proximal region, a garage region, and a distal tip region. The proximal region may have a proximal inner diameter. The garage region may have a garage inner diameter larger than the proximal inner diameter. A reinforcing member may extend along the proximal region, the garage region, or both. A core member may be slidably disposed within the delivery sheath. An occlusive implant releasably coupled to the core member.

Abstract: A method for assisted or automatic coupling of a trailer vehicle to a towing vehicle equipped with a coupling element which has a lateral guide for a corresponding coupling counterpart of the trailer vehicle to be inserted into the coupling element, an electronically controlled service brake and a drive unit. The method includes starting, after alignment and approach of the towing vehicle relative to the trailer vehicle, an automatic coupling process, which includes starting driving in reverse at a speed and a drive torque, detecting longitudinal and lateral accelerations of the towing vehicle, and stopping driving in reverse by switching off the drive torque and/or applying the service brake if a lateral acceleration occurs in a first range of values with the occurrence of a longitudinal acceleration in a second range of values and subsequent occurrence of a longitudinal acceleration in a third range of values.

Abstract: The invention relates to a method for having a vehicle (1) approach a loading ramp (7), wherein the vehicle (1) has an acceleration sensor (19) which is designed to detect vehicle acceleration of the vehicle (1), the method comprising the following steps: —defining a vehicle speed of the vehicle (1) such that the vehicle (1) does not exceed a specified approach speed when approaching the loading ramp (7); —monitoring, over time, the vehicle acceleration measured by the acceleration sensor (19); —determining an approach state according to the vehicle acceleration monitored over time, wherein the approach state indicates whether or not the vehicle (1) and the loading ramp (7) touch; and —bringing the vehicle (1) to a standstill and/or keeping the vehicle (1) at a standstill if the vehicle (1) touching the loading ramp (7) has been determined as the approach state.

Abstract: Disclosed is a method for operating a rotational speed sensor comprising a sensor element in a vehicle, wherein the sensor element interacts with a magnet wheel on a wheel of the vehicle and an effective parameter generated by the interaction of the magnet wheel with the sensor element is evaluated in the form of a measurand in an evaluation module and, depending on the measurand, an output variable characterizing the rotational speed of the wheel is output, wherein the sensor element is supplied via the evaluation module with a sensor voltage influencing the measurand. A sensor assembly is also disclosed.

Abstract: A method is provided for decelerating a vehicle. The vehicle has an electro-pneumatic brake system, at least one front axle, at least one rear axle, and a brake value transmitter. The vehicle further includes at least one axle modulator for the front axle of the vehicle, for performing control of at least one front axle brake pressure at the at least one front axle, and/or at least one axle modulator for the rear axle of the vehicle, for performing control of a rear axle brake pressure at the at least one rear axle of the vehicle. The method includes generating a redundancy signal at a first axle, the front axle or rear axle, or at a trailer control valve, and performing open-loop and/or closed-loop control of an auxiliary brake pressure at another axle, the front axle or the rear axle, via the redundancy signal.

Abstract: A data system of a towing vehicle and/or trailer vehicle includes a control device, a sensor system configured to record and process sensor data, and a BUS system configured to transfer the sensor data between the control device and the sensor system. The BUS system has a first BUS device in the form of a CAN BUS and a second BUS device in the form of an ETHERNET BUS, and the BUS system further has a first interface configured to transfer the sensor data to a second interface of a second BUS system of a second data system of a second towing vehicle and/or trailer vehicle. The data system additionally includes an intelligent switch, coupled to the control device and/or to the first interface, the intelligent switch being configured to couple the first towing vehicle and/or trailer vehicle to the second towing vehicle and/or trailer vehicle in a coordinated manner.

Abstract: The disclosure relates to a method for controlling a vehicle with an autonomous vehicle system which comprises an autonomous operating driving system which is configured to perform a dynamic driving task during fault-free operation of the autonomous operating driving system, and a redundancy driving system which is configured to carry out a reduced driving task. The autonomous operating driving system carries out trajectory planning and provides a planned trajectory for the reduced driving task to the redundancy driving system. If a fault of the operating driving system is detected, the redundancy driving system controls at least one vehicle actuator to perform the reduced driving task using the planned trajectory. Furthermore, the disclosure relates to an autonomous vehicle system and a vehicle with an autonomous vehicle system.

Abstract: A plug-in connector device for a vehicle for transmitting data includes a first interface for connection to a vehicle and a second interface for connection to a connecting line, wherein the first interface and/or the second interface is/are formed as a connecting element, in particular formed as a plug or a socket, for establishing a connection according to an industry standard. A data interface for connection to a data line is electrically connected to the first interface in order to transmit electrical signals and/or data between the data interface and the second interface. The first interface is electrically connected to the second interface to transmit electrical signals and/or data between the first interface and the second interface. A connecting line is configured for connection to a second interface of the plug-in connector device. A vehicle includes a system having the plug-in connector device, and a vehicle has such a system.

Abstract: A bistable solenoid valve device for a fluid system is provided. The bistable solenoid valve device comprises a bistable solenoid valve. The bistable solenoid valve comprises a permanent magnet. The bistable solenoid valve further comprises an armature displaceable between a first armature position and a second armature position. The bistable solenoid valve further comprises a first switching coil for energization for a displacement of the armature into the first armature position. The bistable solenoid valve further comprises a second switching coil for energization for a displacement of the armature into the second armature position. The bistable solenoid valve further comprises an evaluation device adapted to measure an induced coil voltage, an induced coil current, or both the induced coil voltage and the induced coil current, at one or more of the non-energized switching coils. The evaluation device is further adapted to assess a switching behavior of the armature.

Abstract: A method for specifying switching parameters of a solenoid control valve in a braking system of a vehicle includes stipulating a test vehicle acceleration and ascertaining at least two test pulse sequences. The test pulse sequences are each ascertained on the basis of the stipulated test vehicle acceleration and on the basis of switching parameter default values for the respective solenoid control valve, and the test pulse sequences have actuation pulses and adjoining nonactuation pulses. During an actuation pulse an activation of the respective solenoid control valve and during a nonactuation pulse a deactivation of the respective solenoid control valve takes place. The method further includes actuating the respective solenoid control valve using the at least two test pulse sequences in order to cause at least two test braking operations, wherein the respective test pulse sequence causes an alteration of a braking pressure at a service brake.

Abstract: A method for specifying switching parameters of a solenoid control valve in a braking system of a vehicle includes stipulating a test vehicle acceleration and ascertaining at least two test pulse sequences. The test pulse sequences are each ascertained on the basis of the stipulated test vehicle acceleration and on the basis of switching parameter default values for the respective solenoid control valve, and the test pulse sequences have actuation pulses and adjoining nonactuation pulses. During an actuation pulse an activation of the respective solenoid control valve and during a nonactuation pulse a deactivation of the respective solenoid control valve takes place. The method further includes actuating the respective solenoid control valve using the at least two test pulse sequences in order to cause at least two test braking operations, wherein the respective test pulse sequence causes an alteration of a braking pressure at a service brake.

Abstract: A fluid-operated braking system (1) for a tractor-trailer vehicle includes a trailer control valve (2), a parking brake module (3), and an electronic control unit (4) electrically connected to the trailer control valve (2) and to the parking brake module (3). A pressure fluid accumulator (13) of the braking system (1) is connected to a control pressure input (P43) of the trailer control valve (2). A redundancy circuit controls the control pressure input (P43), even during a malfunction of the control unit (4). The parking brake module (3) includes a control valve (14), a redundancy valve (15) and a changeover valve (16) controlled by an electronic switch unit (20) with a holding function. When the control unit (4) malfunctions, the last error-free switching position of the control valve (14) or the redundancy valve is maintained until a operationally safe resting state is reached or the ignition system is switched off.

Abstract: A data system of a towing vehicle and/or trailer vehicle includes a control device, a sensor system configured to record and process sensor data, and a BUS system configured to transfer the sensor data between the control device and the sensor system. The BUS system has a first BUS device in the form of a CAN BUS and a second BUS device in the form of an ETHERNET BUS, and the BUS system further has a first interface configured to transfer the sensor data to a second interface of a second BUS system of a second data system of a second towing vehicle and/or trailer vehicle. The data system additionally includes an intelligent switch, coupled to the control device and/or to the first interface, the intelligent switch being configured to couple the first towing vehicle and/or trailer vehicle to the second towing vehicle and/or trailer vehicle in a coordinated manner.

Abstract: A bistable solenoid valve device for a fluid system includes a bistable solenoid valve and a detection device. The bistable solenoid valve has a permanent magnet yoke, an armature configured to be displaced between a first armature position for contact against a first core to form an air gap with a second core and a second armature position for contact against the second core to form an air gap with the first core. The bistable solenoid valve device further includes a detection device configured to evaluate and/or measure a first inductance of the first armature coil, and evaluate and/or measure a second inductance of the second armature coil without displacement of the armature, to compare the inductance of the first armature coil and the inductance of the second armature coil, and to output a state signal that indicates the armature position.

Abstract: A method is provided for decelerating a vehicle. The vehicle has an electro-pneumatic brake system, at least one front axle, at least one rear axle, and a brake value transmitter. The vehicle further includes at least one axle modulator for the front axle of the vehicle, for performing control of at least one front axle brake pressure at the at least one front axle, and/or at least one axle modulator for the rear axle of the vehicle, for performing control of a rear axle brake pressure at the at least one rear axle of the vehicle. The method includes generating a redundancy signal at a first axle, the front axle or rear axle, or at a trailer control valve, and performing open-loop and/or closed-loop control of an auxiliary brake pressure at another axle, the front axle or the rear axle, via the redundancy signal.

Abstract: A bistable solenoid valve device for a fluid system includes a bistable solenoid valve and a detection device. The bistable solenoid valve has a permanent magnet yoke, an armature configured to be displaced between a first armature position for contact against a first core to form an air gap with a second core and a second armature position for contact against the second core to form an air gap with the first core. The bistable solenoid valve device further includes a detection device configured to evaluate and/or measure a first inductance of the first armature coil, and evaluate and/or measure a second inductance of the second armature coil without displacement of the armature, to compare the inductance of the first armature coil and the inductance of the second armature coil, and to output a state signal that indicates the armature position.

Abstract: A fluid-operated braking system (1) for a tractor-trailer vehicle includes a trailer control valve (2), a parking brake module (3), and an electronic control unit (4) electrically connected to the trailer control valve (2) and to the parking brake module (3). A pressure fluid accumulator (13) of the braking system (1) is connected to a control pressure input (P43) of the trailer control valve (2). A redundancy circuit controls the control pressure input (P43), even during a malfunction of the control unit (4). The parking brake module (3) includes a control valve (14), a redundancy valve (15) and a changeover valve (16) controlled by an electronic switch unit (20) with a holding function. When the control unit (4) malfunctions, the last error-free switching position of the control valve (14) or the redundancy valve is maintained until a operationally safe resting state is reached or the ignition system is switched off.

Abstract: To effect redundant signal processing of a safety-relevant application, such as for a safety control unit of a motor vehicle, at least two redundant signals are fed from at least one sensor to an electronic circuit assembly as input signals for processing. At least one input signal is converted into a different test signal. In the electronic circuit assembly, the input signals are fed to a first peripheral module of a microcontroller, and the test signal is fed to an additional peripheral module. The sensor information of the input signals and of the test signal are thus redundantly processed independently of each other in a respective peripheral module of the microcontroller.