Abstract: A control unit (56) for a vehicle (10) with an electric drive (12) and an electromechanically actuated brake unit (14) includes a high-voltage DC link (20) disconnectably connected to a first energy store (24) of the electric drive (12), a converter (18) connected to the high-voltage DC link (20) and operable bidirectionally, and an electric motor (16) connected to the converter (18) for driving a wheel (50) of the vehicle (10). A brake drive circuit (36) is connected to the high-voltage DC link (20), and another electric motor (34), is connected to the brake drive circuit (36). A function block (55) has an input (69) for receiving a voltage signal (68) indicative of the voltage of the high-voltage DC link (20), a first output (63) for outputting a converter drive signal (60), and a first closed-loop controller unit (66) for generating the converter drive signal (60).

Abstract: A velocity adjustment system for adjusting a driving velocity of a includes a driver control device configured to receive actuation input from a driver, the actuation input including an actuation parameter. The system further includes an actuation sensor configured to detect the actuation parameter and to output a sensor signal and a velocity control device configured to record the sensor signal and evaluate the actuation input. The velocity control device is designed to compare the actuation parameter with a reference value and to output, based on the comparison, a request signal to an engine control device or a braking request signal to brake control device of a brake system.

Abstract: A system for an electrically driven vehicle includes at least one motor controller configured to control at least one electric motor, with which at least one drive wheel of the vehicle can be driven. The system further includes at least one brake controller configured to control friction brakes, with each of which one of multiple drive wheels and/or non-driven wheels can be braked. The brake controller and the electric motor controller each have a data interface that is a bus interface. The brake controller and the electric motor controller are set up to send and/or receive data with a predefined maximum data transmission rate via the first data interface. The brake controller and the electric motor each have a second data interface, each second data interface being designed to send and/or receive data with a higher data transmission rate than the maximum data transmission rate of the first data interface.

Abstract: The disclosure is directed to a method for slip control of a vehicle wheel driven via an electric drive. The method including at least the following steps: driving the electric drive of the vehicle wheel using an actual drive torque in a torque control in a torque control step, determining a wheel speed and a wheel slip of the vehicle wheel and evaluating the wheel slip by way of an instability criterion as to whether an instability exists, upon recognizing an instability, direct or indirect transition in a slip control of the wheel slip to a setpoint slip by driving the electric drive, determining whether an end criterion for ending the slip control is satisfied; and, if the end criterion is satisfied, returning to the torque control in the torque control step.

Abstract: A control unit (56) for a vehicle (10) with an electric drive (12) and an electromechanically actuated brake unit (14) includes a high-voltage DC link (20) disconnectably connected to a first energy store (24) of the electric drive (12), a converter (18) connected to the high-voltage DC link (20) and operable bidirectionally, and an electric motor (16) connected to the converter (18) for driving a wheel (50) of the vehicle (10). A brake drive circuit (36) is connected to the high-voltage DC link (20), and another electric motor (34), is connected to the brake drive circuit (36). A function block (55) has an input (69) for receiving a voltage signal (68) indicative of the voltage of the high-voltage DC link (20), a first output (63) for outputting a converter drive signal (60), and a first closed-loop controller unit (66) for generating the converter drive signal (60).

Abstract: A method, for a trailer brake control device of a vehicle trailer with an electric drive, includes receiving at least one acceleration request signal with a requested positive acceleration or a requested negative acceleration and further receiving a status signal with at least one status variable of the electric drive of the vehicle trailer. The method also includes generating, with a controller of the trailer brake control device, at least one brake actuation signal for at least one friction brake of the vehicle trailer and a torque request signal for the electric drive, each based on the at least one acceleration request signal and the status signal. Furthermore, the method includes outputting the brake actuation signal and the torque request signal via at least one output and/or at least one interface of the trailer brake control device.

Abstract: An electric brake system for a vehicle is provided, wherein the vehicle has a brake value encoder, at least one first axle having at least two wheels and a second axle having at least two wheels. A first axle modulator is associated with the first axle. A second axle modulator is associated with the second axle. A single central control unit is further provided, which generates and outputs a first brake signal for the first axle modulator and a second brake signal for the second axle modulator as a function of a brake signal from the brake value encoder or as a function of a further brake request. The first and second axle modulator are each configured to decelerate the wheels of the first and second axle as a function of the first and second brake signal from the central control unit.

Abstract: A velocity adjustment system for adjusting a driving velocity of a includes a driver control device configured to receive actuation input from a driver, the actuation input including an actuation parameter. The system further includes an actuation sensor configured to detect the actuation parameter and to output a sensor signal and a velocity control device configured to record the sensor signal and evaluate the actuation input. The velocity control device is designed to compare the actuation parameter with a reference value and to output, based on the comparison, a request signal to an engine control device or a braking request signal to brake control device of a brake system.

Abstract: A transmission mechanism for actuating a friction clutch, which can be disengaged against a spring force and is arranged between an internal combustion engine and a manual transmission, includes two lockable elements that are movable toward one another longitudinally to automatically change the length and compensate for clutch wear. The first element consists of a spindle which is coupled to a non-rotatable component of a disengagement mechanism of the friction clutch in a rotationally fixed and axially displaceable manner and has a steep-pitch external thread. The second element consists of a nut having a steep-pitch internal thread into which the spindle can be screwed, the pitch of the steep-pitch thread being dimensioned in such a way that no self-locking can occur between the two elements.

Abstract: A cleaning device for dispensing a gaseous medium and/or a medium mixture includes a mixing element having a first feed connection in a main medium feed line, a second feed connection in a medium feed branch line, and a dispensing connection configured to dispense the gaseous medium and/or the medium mixture. The cleaning device further includes a pressure chamber on the main medium feed line and a switching valve arranged in the main medium feed line, downstream or and/or at the pressure chamber. The switching valve is configured to prevent passage of the gaseous medium through the mixing element in a first switching state and to allow passage of the gaseous medium in a second switching state. The cleaning device optionally additionally includes a regulating device arranged in the medium feed branch line and configured to regulate a feed of the liquid medium.

Abstract: A method for controlling, via a trailer vehicle configured to be coupled to a towing vehicle with an electric drive, the electric drive of the towing vehicle includes receiving, via a trailer brake control unit of the trailer vehicle, a current accelerator pedal position from the towing vehicle. The method further includes generating a control signal for the electric drive with the trailer brake control unit depending on the received current accelerator pedal position and controlling the electric drive with the generated control signal.

Abstract: A transmission mechanism (1) for actuating a friction clutch, which can be disengaged against a spring force and is arranged between an internal combustion engine and a manual transmission, includes two lockable elements (11, 16) that are movable toward one another longitudinally to automatically change the length and compensate for clutch wear. The first element (16) consists of a spindle (16) which is coupled to a non-rotatable component of a disengagement mechanism of the friction clutch in a rotationally fixed and axially displaceable manner and has a steep-pitch external thread (19). second element (11) consists of a nut (11) having a steep-pitch internal thread (15) which is complementary thereto and into which the spindle (16) can be screwed, the pitch of the steep-pitch thread (15, 19) being dimensioned in such a way that no self-locking can occur between the two elements (11, 16).

Abstract: A system for a vehicle trailer includes a function block having a data input configured to receive gear shift signals of a vehicle towing the vehicle trailer. The function block includes a controller configured to generate a torque increase request signal depending on a received gear shift signal of the gear shift signals, and a data output configured to output the torque increase request signal to an electric motor controller of at least one electric drive of the vehicle trailer.

Abstract: The invention relates to a system (10) for a vehicle trailer (106), in particular to a semi-trailer (106) comprising, a function block (30) with a data input (33) for receiving gear change signals (34) of a vehicle (108), in particular a utility vehicle (108), which tows said vehicle trailer (106). The function block (30) comprises a controller (35) for generating a torque-increasing request signal (36) in accordance with a received signal of the gearchange signals (34) and a data output (37) for outputting the torque-increasing request signal (36) to an electric motor control device (14) of at least one electric drive (12) of the vehicle trailer (106). The invention further relates to a vehicle trailer (106) with a system (10) and to a method for operating such a system (10).

Abstract: A rear spoiler device for a utility vehicle has: a first roof air-guiding element for attaching to a first rear door and a second roof air-guiding element for attaching to a second rear doo. The two roof air-guiding elements are adjustable between a folded-in basic position and a driving position for the aerodynamic extension of the contour of a roof surface. A manual adjustment device for adjusting the first roof air-guiding element between the basic position and driving position. A coupling device is provided for coupling the pivoting movements of the roof air-guiding elements. The coupling device carries along the second roof air-guiding element during the adjustment of the first roof air-guiding element. The coupling device may be an overlapping element.

Abstract: A system with a control unit for a utility vehicle includes a data port configured to receive an acceleration request signal indicating a request for an acceleration change of at least one driven axle of the utility vehicle. The control unit further includes a controller configured to produce drive control signals for an electric drive of the driven axle depending on the acceleration request signal, and brake control signals for a friction brake system of the driven axle depending on the acceleration request signal.

Abstract: A system for an electrically driven vehicle includes at least one motor controller configured to control at least one electric motor, with which at least one drive wheel of the vehicle can be driven. The system further includes at least one brake controller configured to control friction brakes, with each of which one of multiple drive wheels and/or non-driven wheels can be braked. The brake controller and the electric motor controller each have a data interface that is a bus interface. The brake controller and the electric motor controller are set up to send and/or receive data with a predefined maximum data transmission rate via the first data interface. The brake controller and the electric motor each have a second data interface, each second data interface being designed to send and/or receive data with a higher data transmission rate than the maximum data transmission rate of the first data interface.

Abstract: A method, for a trailer brake control device of a vehicle trailer with an electric drive, includes receiving at least one acceleration request signal with a requested positive acceleration or a requested negative acceleration and further receiving a status signal with at least one status variable of the electric drive of the vehicle trailer. The method also includes generating, with a controller of the trailer brake control device, at least one brake actuation signal for at least one friction brake of the vehicle trailer and a torque request signal for the electric drive, each based on the at least one acceleration request signal and the status signal. Furthermore, the method includes outputting the brake actuation signal and the torque request signal via at least one output and/or at least one interface of the trailer brake control device.

Abstract: The invention relates to a system (36) for an electrically driven vehicle (10), in particular a utility vehicle (10), comprising at least one first energy store (38) of the type of a battery (38), and at least one second energy store (40) of a type different from the type of a battery (38). The second energy store (40) has an energy density (54) that is lower than an energy density (56) of the first energy store (38), and a power density (58) that is higher than a power density (60) of the first energy store (38). The first energy store (38) and the second energy store (40) are furthermore configured so as to provide energy for an electric drive (12) of the vehicle (10). The invention furthermore relates to a vehicle (10) having a system (36), and to a method for operating a system (36).

Abstract: A rear spoiler device for a utility vehicle has: a first roof air-guiding element for attaching to a first rear door and a second roof air-guiding element for attaching to a second rear doo. The two roof air-guiding elements are adjustable between a folded-in basic position and a driving position for the aerodynamic extension of the contour of a roof surface. A manual adjustment device for adjusting the first roof air-guiding element between the basic position and driving position. A coupling device is provided for coupling the pivoting movements of the roof air-guiding elements. The coupling device carries along the second roof air-guiding element during the adjustment of the first roof air-guiding element. The coupling device may be an overlapping element.