Abstract: A tire (100) rolls on a surface (105). A method (600) for providing maximum traction coefficient between the tire (100) and the surface (105) include steps for detecting a momentary slip of the tire (100) on the surface (105); detecting a momentary traction coefficient; forming a tuple (410, 510) from the slip and the current traction coefficient; choosing a characteristic curve (205, 305) from a number of predetermined characteristic curves (205, 305) on the basis of the tuple (410, 510), whereby each characteristic curve (205, 305) describes a traction behavior of the tire (100) or a corresponding characteristic pitch; determining the maximum traction coefficient on the basis of the selected characteristic curves (205, 305); and thus providing the maximum traction coefficient.

Abstract: A method for estimating a probability distribution of the maximum coefficient of friction (?) at a current and/or future waypoint (s, s*) of a vehicle. According to the method, a first probability distribution (WV1) for the maximum coefficient of friction (?) at the waypoint (s) of the vehicle is determined by a Bayesian network from a first data set, which is, or was determined, for one, in particular current, waypoint (s) of the vehicle and which characterizes the maximum coefficient of friction (?) at the waypoint (s) of the vehicle.

Abstract: A tire (100) rolls on a surface (105). A method (600) for providing maximum traction coefficient between the tire (100) and the surface (105) include steps for detecting a momentary slip of the tire (100) on the surface (105); detecting a momentary traction coefficient; forming a tuple (410, 510) from the slip and the current traction coefficient; choosing a characteristic curve (205, 305) from a number of predetermined characteristic curves (205, 305) on the basis of the tuple (410, 510), whereby each characteristic curve (205, 305) describes a traction behavior of the tire (100) or a corresponding characteristic pitch; determining the maximum traction coefficient on the basis of the selected characteristic curves (205, 305); and thus providing the maximum traction coefficient.

Abstract: A wheel suspension system (101) with at least one wheel support (103), first and second coupling rods (105, 107) and at least one track rod (109). The first and second coupling rods (105, 107) are connected to one another in an articulated manner. The second coupling rod (107) and the wheel support (103) are connected to one another in an articulated manner. The track rod (109) is designed to apply a steering torque to the first coupling rod (105). The steering torque is transmitted from the first coupling rod (105), via the second coupling rod (107), to the wheel support (103). The wheel suspension system has at least one suspension link (111) which is mounted, in an articulated manner, on a vehicle body or chassis and is articulated to the wheel support (103). The suspension link (111) and the first coupling rod (105) are articulated to one another.

Abstract: A method for estimating a probability distribution of the maximum coefficient of friction (?) at a current and/or future waypoint (s, s*) of a vehicle. According to the method, a first probability distribution (WV1) for the maximum coefficient of friction (?) at the waypoint (s) of the vehicle is determined by a Bayesian network from a first data set, which is, or was determined, for one, in particular current, waypoint (s) of the vehicle and which characterizes the maximum coefficient of friction (?) at the waypoint (s) of the vehicle.

Abstract: A method for determining a maximum adhesion limit between a tire and a substrate on which the tire is running in a longitudinal direction. The method includes detecting an instantaneous slip of the tire; detecting an instantaneous longitudinal force on the tire; determining an instantaneous coefficient of adhesion; forming a tuple from the detected slip and determined instantaneous coefficient of adhesion; and determining the adhesion limit. The adhesion limit is determined on the basis of the slope of a straight line passing through the origin and the tuple, if the slip is less than a first threshold value, or on the basis of the slope of a tangent passing through the tuple, if the slip is between the first threshold value and a second threshold value, or directly on the basis of the instantaneous coefficient of adhesion, if the slip is greater than the second threshold value.

Abstract: A method for determining a safe speed (v*) at a future waypoint (s*) of a vehicle moving along a route. In this step, at least one item of route data (in particular the curvature of the curve ?) characterizing the course of the route is determined. In addition, a first probability distribution (Pges) of a coefficient of friction (?) is provided at the current waypoint (s) and/or at the future waypoint (s*) of the vehicle. Subsequently a second probability distribution (Pv) of a vehicle speed (v) at the future waypoint (s*) is determined from the at least one item of route data (?) and from the first probability distribution (Pges). The safe speed (v*) is determined by statistical analysis from the second probability distribution (Pv).

Abstract: A wheel suspension system (101) with at least one wheel support (103), first and second coupling rods (105, 107) and at least one track rod (109). The first and second coupling rods (105, 107) are connected to one another in an articulated manner. The second coupling rod (107) and the wheel support (103) are connected to one another in an articulated manner. The track rod (109) is designed to apply a steering torque to the first coupling rod (105). The steering torque is transmitted from the first coupling rod (105), via the second coupling rod (107), to the wheel support (103). The wheel suspension system has at least one suspension link (111) which is mounted, in an articulated manner, on a vehicle body or chassis and is articulated to the wheel support (103). The suspension link (111) and the first coupling rod (105) are articulated to one another.

Abstract: The vibration damper with an adjustable damping force includes a cylinder filled with a damping medium, a piston rod axially movable in the cylinder and carrying a piston which divides the cylinder into a first working space on the piston rod side and a second working space on the side away from the piston rod, a first adjustable damping valve which is connected to at least one of the two working spaces by means of a fluid connection, at least one second valve which is connected hydraulically in parallel to the first adjustable damping valve, and a third damping valve arranged in series to and upstream from both the first and second valves, the third damping valve moving in a closing direction as a function of a flow velocity of the damping medium through the third damping valve.

Abstract: Disclosed is a vibration damper comprising a cylinder in which a piston rod is guided in an axially movable manner. A first piston is mounted stationarily on the piston rod while a second piston that is equipped with at least one valve disk biased by a spring assembly is mounted on the piston rod so as to be axially movable counter to a force of at least one support spring. The spring assembly is provided with at least one spring plate on which the spring assembly rests. The second piston is retained by a fixing sleeve which supports the at least one spring plate. The structural unit encompassing the fixing sleeve and the at least one spring plate is fitted with an axially effective separating joint for a locking connection inside the structural unit. The entire structural unit can be axially displaced towards the at least one support spring.

Abstract: Disclosed is a vibration damper comprising a cylinder in which a piston rod is guided in an axially movable manner. A first piston (7) is mounted stationarily on the piston rod while a second piston (23) that is equipped with at least one valve disk biased by a spring assembly is mounted on the piston rod so as to be axially movable counter to the force of at least one support spring. The spring assembly is provided with at least one spring plate (39, 41) on which the spring assembly (33, 35) rests. The second piston (23) forms a structural unit along with a fixing sleeve (37) and the at least one spring plate for the spring assembly. The at least one spring plate is mounted in an axially movable manner relative to the fixing sleeve (37) and can be fixed in the desired axial position in order to adjust the bias of the spring assembly.

Abstract: Disclosed is a vibration damper comprising a cylinder in which a piston rod is guided in an axially movable manner. A first piston is mounted stationarily on the piston rod while a second piston that is equipped with at least one valve disk biased by a spring assembly is mounted on the piston rod so as to be axially movable counter to a force of at least one support spring. The spring assembly is provided with at least one spring plate on which the spring assembly rests. The second piston is retained by a fixing sleeve which supports the at least one spring plate. The structural unit encompassing the fixing sleeve and the at least one spring plate is fitted with an axially effective separating joint for a locking connection inside the structural unit. The entire structural unit can be axially displaced towards the at least one support spring.

Abstract: The vibration damper with an adjustable damping force includes a cylinder filled with a damping medium, a piston rod axially movable in the cylinder and carrying a piston which divides the cylinder into a first working space on the piston rod side and a second working space on the side away from the piston rod, a first adjustable damping valve which is connected to at least one of the two working spaces by means of a fluid connection, at least one second valve which is connected hydraulically in parallel to the first adjustable damping valve, and a third damping valve arranged in series to and upstream from both the first and second valves, the third damping valve moving in a closing direction as a function of a flow velocity of the damping medium through the third damping valve.

Abstract: Vibration damper with amplitude-dependent damping force includes a cylinder, in which a piston rod, carrying a piston, is guided with freedom of axial movement, where the piston divides the cylinder into a working space on the piston rod side and a working space on the side away from the piston rod. The piston rod carries at least part of a housing, which is mounted in the direction of the piston rod-side working space, and where a separating body is supported inside the housing with freedom to slide. The separating body divides the housing into first and second working chambers, where the first working chamber is connected by at least one radial connecting opening to the piston rod-side working space and the second working chamber is connected by a connecting channel to the working space on the side away from the piston rod. At least a part of the housing is connected to the piston rod by a weld.

Abstract: Vibration damper comprising a piston rod, which is guided with freedom of axial movement in a damping medium-filled cylinder and which carries a piston, which divides the cylinder into two working spaces. At least one of the two working spaces has a flow connection leading to a housing, in which a separating element separates at least one chamber from one of the two working spaces, where the volume of the minimum of one chamber in the housing has a size which is variable within defined limits. The separating element executes relative motion with respect to the housing, and is located in a permanent position with respect to the piston rod, whereas the housing is movable with respect to the piston rod.

Abstract: A first acceleration sensor is arranged on a vehicle body for detecting an acceleration signal of the vehicle body and a second acceleration sensor is arranged on a wheel-side axle part for detecting an acceleration signal of the wheel-side axle part, the vehicle body and the wheel-side axle part execute relative movement with respect to each other. The wheel acceleration signal and the body acceleration signal are each integrated twice to form respective distance signals. The difference between the two distance signals at a first time (t0) is determined and stored as a gap value. A second distance signal difference is determined at a second time (t1) for a new gap value.

Abstract: A first acceleration sensor is arranged on a vehicle body for detecting an acceleration signal of the vehicle body and a second acceleration sensor is arranged on a wheel-side axle part for detecting an acceleration signal of the wheel-side axle part, the vehicle body and the wheel-side axle part execute relative movement with respect to each other. The wheel acceleration signal and the body acceleration signal are each integrated twice to form respective distance signals. The difference between the two distance signals at a first time (t0) is determined and stored as a gap value. A second distance signal difference is determined at a second time (t1) for a new gap value.

Abstract: Vibration damper with amplitude-dependent damping force includes a cylinder, in which a piston rod, carrying a piston, is guided with freedom of axial movement, where the piston divides the cylinder into a working space on the piston rod side and a working space on the side away from the piston rod. The piston rod carries at least part of a housing, which is mounted in the direction of the piston rod-side working space, and where a separating body is supported inside the housing with freedom to slide. The separating body divides the housing into first and second working chambers, where the first working chamber is connected by at least one radial connecting opening to the piston rod-side working space and the second working chamber is connected by a connecting channel to the working space on the side away from the piston rod. At least a part of the housing is connected to the piston rod by a weld.

Abstract: Vibration damper comprising a piston rod, which is guided with freedom of axial movement in a damping medium-filled cylinder and which carries a piston, which divides the cylinder into two working spaces. At least one of the two working spaces has a flow connection leading to a housing, in which a separating element separates at least one chamber from one of the two working spaces, where the volume of the minimum of one chamber in the housing has a size which is variable within defined limits. The separating element executes relative motion with respect to the housing, and is located in a permanent position with respect to the piston rod, whereas the housing is movable with respect to the piston rod.

Abstract: A self-actuating vibration damper for use in a pneumatic suspension system of a motor vehicle having an air spring that defines an air chamber is disclosed. Located within the air chamber is an actuator rod mounted between two air valves. Upon application of a sufficiently heavy load to the vibration damper, a first end of the actuator rod closes the first air valve to prevent release of air from the air chamber to the outside atmosphere, and a second end of the actuator rod opens the second valve to admit compressed air into the air chamber.