Abstract: A steering gear for an electromechanical steering system for a vehicle includes an input shaft that can be coupled or connected to a steering column of the steering system, a segment shaft that can be coupled or connected to a steering column lever of the steering system, an angular gear, a servo gear, and an electric motor for driving the servo gear. The angular gear is designed as a bevel gear. The input shaft and the electric motor are connected to the servo gear. The servo gear is connected to the angular gear. The angular gear is connected to the segment shaft. The angular gear is formed to transmit torque from the servo gear to the segment shaft via two transmission paths.

Abstract: A steering transmission for an electro-mechanical steering system for a vehicle includes an electric motor, a servo transmission, and an angle transmission for connecting a steering column of the steering system to a control stalk of the steering system. The angle transmission is a mechanically driven recirculating-ball transmission with a ball nut, which is engaged with a segment shaft of the steering transmission that is/can be connected to the steering stalk. A spindle of the recirculating-ball transmission is continuous. The spindle is connected to an output shaft of the servo transmission on one side. The servo transmission is/can be driven by the electric motor.

Abstract: A brake assembly includes a brake disc in rotational engagement with a wheel of a vehicle, a brake pad which frictionally engages the brake disc in a dynamic braking operation and a parking brake operation, a dynamic actuator adapted to bring the brake pad and brake disc into the frictional engagement in the dynamic braking operation, and a parking brake actuator associated with the dynamic actuator such that, in the parking brake operation, the frictional engagement of the brake disc and brake pad is maintained.

Abstract: An information transmission system for at least one commercial vehicle includes at least one information sending module, at least one repeating module and at least one receiving module. The information sending module is configured and arranged to send signals defining a message to the repeating module. The repeating module is configured and arranged to enhance the signals and forward the signals to the receiving module. A commercial vehicle and a commercial vehicle combination utilize the information transmission system.

Abstract: A drive unit for a commercial vehicle includes at least one electric motor; and means for levelling the axle driven by the at least one electric motor.

Abstract: A device for separating a fluid component from a fluid, in particular compressed air of a vehicle, is provided. The device has a first container for containing the fluid, the first container being arranged to separate at least a part of one or more components contained in the fluid from the fluid by evaporation. The first container includes one or more openings through which a substance can be supplied to the fluid in the first container for breaking an emulsion or mixture of two or more components contained in the fluid and an exhaust through which the at least part of the one or more separated components can be exhausted.

Abstract: A system for establishing an intervehicle communication for at least first and second commercial vehicles includes at least one wireless, wired, and/or physical communication line, wherein the communication line is bidirectional. At one point of the communication line, a first authentication code generation module is provided, which is dedicated to the first vehicle. At another point of the communication line, a second code processing module is provided, which is dedicated to the second vehicle. The first authentication code generation module is configured to send identification information, authentication information, and/or encryption keys. The second code processing module is configured to process and send back identification information, authentication information, and/or encryption keys, especially processed and/or modified identification information, authentication information, encryption keys.

Abstract: A control architecture for a vehicle connects a first control unit to a first vehicle communication network. A second control unit is connected to a second vehicle communication network. Commands are received by a plurality of commanded units from the first control unit and/or the second control unit over communication lines. An interlink communication line is connected between the first control unit to the second control unit.

Abstract: A sensor arrangement for a vehicle storage system for electric energy is disclosed. The vehicle storage system includes a plurality of storage units for electric energy that are connected in series between a reference voltage node and a first or a second output terminal to provide electric energy to at least one consumer at the first or at the second output terminal. The sensor arrangement has a plurality of sensor units configured to determine charging levels of the storage units by measuring at least one of the following quantities: one or more voltages between reference voltage node and a node between adjacent storage units, one or more voltage drops over at least a subset of the storage units, electric currents though the first and/or through second output terminal, or temperatures of the storage units.

Abstract: A system for establishing an intervehicle communication for at least a first and a second commercial vehicle includes several wireless and/or wired communication lines, at least one message sending module and at least one message receiving module. The message sending module is configured and arranged to send the at least one message over one or more lines. The message receiving module is configured to receive the message over one or more lines.

Abstract: A brake system for a vehicle includes a first axle pressure modulator (APM) for service-brake-chambers for a first vehicle-axle, a second axle pressure modulator for spring-brake-cylinders for a second vehicle-axle, the second APM being connected to an electronic-brake-control-unit, which is configured to issue a first electric-control-signal for controlling the first APM and a second electric-control-signal for controlling the second APM, an intelligent foot brake module, which is configured to issue a first pneumatic-control-signal for controlling the first APM and a second pneumatic-control-signal for controlling the second APM, an electronic parking brake controller, which is configured to issue a second pneumatic parking brake signal for controlling the spring-brake-cylinders, and a pressure control valve, which is configured to convert the second pneumatic parking brake signal into a first pneumatic parking brake signal for controlling the first APM.

Abstract: A sensor system determines an articulation angle of a vehicle with a trailer. The system includes a first sensor device, a second sensor device, and a processing unit. The first sensor device can be mounted on a first side of the vehicle and is configured to provide first sensor signals as multiple reflection points of a first side of the trailer. The second sensor device can be mounted on a second side of the vehicle and is configured to provide second sensor signals as multiple reflection points of a second side of the trailer. The processing unit is configured to generate an interpolation between the multiple reflection points in the first sensor signals and/or in the second sensor signals and to determine the articulation angle by comparing the interpolation with previous interpolations or with a vehicle coordinate system.

Abstract: An apparatus for synchronizing end nodes in a vehicle has an emitter for emitting a synchronization signal to the end nodes and a receiver for receiving one or more response signals from the end nodes. The synchronization signal is adapted to address a subset or all of the end nodes to enable a synchronized action of the addressed end nodes and/or to trigger a generation of one or more response signals in response to the received synchronization signal.

Abstract: A commercial vehicle includes at least one driven axle, a service brake, at least one propulsion engine, and wheels. A parking brake function of the vehicle is achieved by a bistable locking means that acts on both wheels. A first and second multi-speed gearbox having respective first and second gear stages are each activated by an actuator and coupled to the wheels. The parking brake function is achieved at least in-part by concurrently activating the first and second gear stages. A computing device is configured to activate the bistable locking means when the commercial vehicle is at a standstill and configured to send a brake request via an electronic signal to an electronic brake control unit to activate the service brake.

Abstract: An electric system of a vehicle including an electronically controlled braking system. The electric system has a steering angle sensor unit, at least one control module, at least one first inertia sensor and an electronic braking system central control unit EBS ECU. The at least one control module is external to the steering angle sensor unit. The at least one control module is also external to the EBS ECU. At least one of the at least one control module has mounted within it one of the at least one first inertia sensor.

Abstract: A monitoring system for an environment of a vehicle. The vehicle includes a group of sensors adapted to cover various regions of the environment. The monitoring system includes a receiving module, a classification module, and a processing module. The receiving module is adapted to obtain information about a driving task of the vehicle. The classification module is adapted to classify, based on the obtained information, the group of sensors in at least a first subset and a second subset. The processing module is adapted to process sensor data of the first subset with higher priority than sensor data from sensors from the second subset.

Abstract: A brake system (BS) includes first/second electric-power-supply-units (EPSU), and an electronic-brake-control-unit (EBCU) connected to the first EPSU. The BS includes a first axle-pressure-modulator (APM) for service-brake-chambers for a first vehicle-axle (VA). The first APM is connected to the EBCU. The BS includes a second APM for spring-brake-cylinders for a second VA. The second APM is connected to the EBCU. The BS includes a redundant-brake-pedal-sensor (BPS) connected to the EBCU. The BS includes first/second pressure-modulators (PM), which are connected to the second EPSU and redundant BPS. The first/second PMs are respectively fluidically connected to the first/second APMs. The redundant-BPS issues a first control-signal (CS) for the EBCU and a second CS for controlling the first/second PMs. The first PM commands pneumatic-control-pressure for the first APM depending on the second CS from the redundant-BPS.

Abstract: A redundant brake system (1) for an autonomously driven vehicle is provided. The redundant brake system (1) comprises an electro-pneumatic service brake system, wherein the redundant brake system (1) is provided with at least three control circuits for controlling the electro-pneumatic service brake system.

Abstract: A system for providing redundant electric power to at least one vehicle component is disclosed. The system includes at least one power management unit connectable to a vehicle power network; and one or more storage units coupled to the at least one power management unit for receiving electric power to be stored in the one or more storage units. The at least one vehicle component is connectable to at least two of the storage units to enable a redundant electric power supply.

Abstract: A brake system, for a vehicle, includes a first electric-power-supply-unit (EPSU), and an electronic-brake-control-unit (EBCU) connected to the first EPSU. Furthermore, the brake system includes a first axle-pressure-modulator (APM) for service-brake-chambers associated with a first vehicle-axle. The first APM is connected to the EBCU. The brake system includes a second APM for spring-brake-cylinders associated with a second vehicle-axle. The second APM is connected to the EBCU. The brake system further includes a second EPSU, and an electronic-parking-brake-controller (EPBC). The EPBC is connected to the second EPSU. The EPBC is fluidically connected to the spring-brake-cylinders. The brake system includes a pressure modulator unit (PMU) fluidically connected to the first APM. The PMU is connected to the EPBC, which issues a control-signal for controlling the PMU. The PMU commands pneumatic-control-pressure for the first APM depending on the control-signal from the EPBC.