Abstract: A converter apparatus (20) for a motor vehicle has a high-voltage system (5) comprising: a first input device (21), which is coupled to a first voltage domain (15) of the high-voltage system (5), a second input device (22), which is coupled to a second voltage domain (16) of the high-voltage system (5), and a DC/DC converter (28), which is coupled to the first input device (21) and the second input device (22) and which is designed to transfer electrical power from the first voltage domain (15) and the second voltage domain (16) to an output device (25) of the converter apparatus (20).

Abstract: An evaluation unit is provided for processing images and/or image sequences of measurement areas (8, 10, 12, 14, 16, 18) that are detectable on a crash test vehicle (4). Transmitted images and/or image sequences from at least one measurement sensor are utilizable. Additionally, image fusion apparatus is provided to produce digital image fusion of images and/or image sequences as image data (38, 40) of the same measurement area (8, 10, 12, 14, 16, 18). An evaluation method, a measurement system for a crash test vehicle measurement and a method for performing a crash test vehicle measurement also are provided.

Abstract: A drive system includes at least two drive devices, at least one of which is electric, that drive at least two drive axles, a power electronics system, an energy storage arrangement, and a control device. The control device includes a drive control module for providing a recuperation limiting value for each electric drive, a recuperation control module for combining the recuperation limiting values to form a maximum recuperation total limiting value, and a brake control module for providing a total braking torque requested by a driver or assistance system, such that it derives a recuperation total torque that is less than the recuperation total limiting value and also derives recuperation partial torques for each electric drive. In the case of a total braking torque that is greater than the recuperation total limiting value, the brake control module generates a hydraulic brake pressure and transmits it to the brake system.

Abstract: An internal combustion engine has first and second non-deactivatable cylinder banks. Each cylinder bank is assigned exhaust lines which extend from exhaust manifolds. First and second exhaust-gas turbocharger in the exhaust line are assigned to the first and second cylinders, respectively. A first catalytic converter in the first exhaust line contains the first exhaust-gas turbocharger, and is arranged downstream of the first exhaust-gas turbocharger as viewed in the flow direction of the exhaust gas of the first cylinder bank. A second catalytic converter in the second exhaust line contains the second exhaust-gas turbocharger, and is arranged downstream of the second exhaust-gas turbocharger as viewed in the flow direction of the exhaust gas of the second cylinder bank. A flow transfer line is arranged between the first and the second exhaust line, and a first control element, by an exhaust-gas mass flow passing through the flow transfer line can be regulated.

Abstract: A test bench for motor vehicles and/or axles of motor vehicles for simulating gyroscopic torques of a rotating wheel includes a wheel replacement system connected to an axle of the motor vehicle. The wheel replacement system includes a wheel replacement mass and a driver for driving the wheel replacement mass. The test bench also includes an arrangement for applying testing forces, testing torques and testing movements in a longitudinal, lateral and/or vertical direction to the motor vehicle and/or axles of the motor vehicle. The driver is configured to set the wheel replacement mass in rotation. The arrangement for applying testing forces, testing torques and testing movements is configured to generate a gyroscopic torque of the wheel replacement mass which is set in rotation, by applying testing forces, testing torques and testing movements in the longitudinal, lateral and/or vertical direction to the motor vehicle and/or the axles of the motor vehicle.

Abstract: For the reinforcement of a front section of a motor vehicle, a transverse beam is arranged between longitudinal beams of the body structure at the front side. The transverse beam is situated above the longitudinal beams and is adjoined by in each case one lattice girder. Each lattice girder extends in the longitudinal direction of the longitudinal beams and is connected at one side to the transverse beam and at the other side to a suspension unit mount.

Abstract: A simplified folding-top linkage is distinguished in that the two roof-frame links are articulated directly on the two roof-frame portions, in that one of the roof-frame links has an extension, which is angled in relation to said roof-frame link and extends beyond a point of articulation located on the second roof-frame portion, and in that the drive link is articulated on the extension and the coupling link.

Abstract: A motor vehicle seat has a seat frame and a backrest frame that is connected pivotably to the seat frame at the sides via fittings. The fittings are screwed to the backrest frame. A screwing direction of at least one screw runs in the longitudinal direction of the vehicle. A significantly improved force flux in the event of a rear or front impact of the motor vehicle can thereby be achieved.

Abstract: A motor vehicle brake system has a first brake device (41) that can provide a function of a parking brake (42) and a function of a service brake (43) at an axle (45) of the motor vehicle, and a second brake device (44) that is a separate assembly with respect to the first brake device (41) to assist the function of the service brake (43) made available by the first brake device (41) at the same axle (45) of the motor vehicle.

Abstract: A method for noise reduction in a motor vehicle that has a hybrid drive and includes an internal combustion engine and at least two electric machines including a first electric machine on a front axle of the motor vehicle and a second electric machine on a rear axle of the motor vehicle. The method includes automatically cutting in the at least two electric machines as a function of a required drive torque and an expected noise emission associated with the required drive torque, in a case of sole operation of the internal combustion engine, so as to reduce the load of the internal combustion engine. Torque distribution is carried out variably between the front axle and rear axle of the motor vehicle.

Abstract: A method is provided for detecting a state of a connection between an electrically driven motor vehicle (1) and a corresponding charging station. The motor vehicle (1) has a control pilot (CP) function with a vehicle-side control pilot (CP) line (3). The method includes using a power line communication (PLC) chip (2) of the motor vehicle (1) to measure the length of a control pilot line between the motor vehicle and the charging station.

Abstract: An emergency actuating tool for at least one equipment component which is specific to a vehicle with a movable roof arrangement, has at least one tool head for the equipment component, which tool head has an actuating element. For an alternative embodiment of the emergency actuating tool, it is provided that the emergency actuating tool has, moreover, at least one second tool head which has a second actuating element, that the emergency actuating tool is configured in multiple pieces, such that it can be assembled and at least partially dismantled, and that a third tool head with a third actuating element can be exposed by the dismantling of the emergency actuating tool.

Abstract: A cylindrical component has a groove bottom (4) that extends approximately parallel to the course of the unworked surface of the component, and has a side wall (6, 7) inclined at an angle (?) of less than 90° to the groove bottom (4). To increase the adhesion between a coating to be applied to the surface of the component an upper region of the side wall (6, 7) is adjoined by an oblique surface (8, 9) at an angle (?) of greater than 90° to the side wall.

Abstract: Multi-link rear wheel axle for a vehicle connects a wheel support (4) to a vehicle body (5) with link arms in upper and lower link planes (8, 6). The upper link plane (8) has a link arm (18) configured as a track rod and front and rear transverse link arms (14, 18) with articulation points (13, 15) for the wheel support (4) and the vehicle body (5). A longitudinal link arm (16) connects the rear transverse link (14) via an articulation point (22) near the wheel support (4) to the front transverse link (18) via an articulation point (24) near the vehicle body. Front and rear transverse link arms (10, 12) in the lower link plane (6) have articulation points (13, 15) for the wheel support (4) and the vehicle body (5) and form a virtual pole (20) outside the lower link plane (6) and behind the axle.

Abstract: A tank ventilation system of a motor vehicle includes a vapor filter, a first line connecting the vapor filter at a corresponding first introduction point to a suction pipe, and a second line connecting the vapor filter at a corresponding second introduction point to an environment line. The second introduction point is arranged between an air filter and a compressor of the environment line. The second line includes a Venturi nozzle configured to remove carrier flow from downstream of the compressor and upstream of the throttle valve.

Abstract: A backrest for a motor vehicle seat has a head restraint that is height adjustable with the aid of a guide. A transverse strut connected fixedly at an upper region of the backrest. The guide has a guiding device that is attached fixedly to the transverse strut and guides a guiding element that is attached to and integrated in the head restraint. The guide (22) is assigned a locking unit (50), with a first locking part (51) that is fastened to the transverse strut (18), and a second locking part (52) that is fastened to the head restraint (4). The two locking parts (51, 52) interact according to a latch and hole principle.

Abstract: A vehicle structure includes a composite supporting structure made of a substantially electrically non-conducting composite material and at least one ground connection line. The ground connection line is integrated into the composite supporting structure.

Abstract: An actuating device for an automated dual clutch transmission of a motor vehicle drivetrain in manual-shift mode includes first and second shift elements disposed in a region of a steering column, the first shift element being configured to effect an upshift and the second shift element being configured to effect a downshift of the dual clutch transmission. Simultaneous operation of the shift elements is configured to effect idle operation of an engine with at least one open transmission clutch. The idle operation is present only while the first and second shift elements are actuated. The shift elements are configured to transmit a torque via a closed transmission clutch when at least one of the shift elements is released. A control device is configured to initiate rotational speed adaptation of the engine as a function of an actuation of the first and second shift elements.

Abstract: A method is provided for controlling a brake system of a motor vehicle having a brake device (40) with a hydraulic brake unit (41) and a recuperation brake unit (42). The method includes calculating (S1) a hydraulic brake force characteristic curve (B2) of the hydraulic brake unit (41) on the basis of at least one detected characteristic of the brake system, selecting (S2) a generator-based brake force characteristic curve (G1-G4) of the recuperation brake unit (42) on the basis of a predefined criterion and as a function of the calculated hydraulic brake force characteristic curve (B2), and controlling (S3) the hydraulic brake unit (41) and the recuperation brake unit (42) in accordance with a detected degree of actuation of the brake pedal (10), the calculated hydraulic brake force characteristic curves (B2), and the selected generator-based brake force characteristic curve (G1-G4).

Abstract: A rear spoiler of a motor vehicle is coupled to a charge air cooler that is arranged vertically in the transverse direction of the vehicle. The rear spoiler together with the charge air cooler is adjustable into an inoperative and an operative position. The charge air cooler has an active position when the rear spoiler is in the operative position so that cooling air can flow through the charge air cooler.