Abstract: A wheel suspension for motor vehicles includes at least one wheel guide element which is articulated both on an auxiliary frame that can be connected to the body of the motor vehicle and on a wheel carrier, a suspension and damping system as well as a steering system for the wheel. To achieve a universally applicable wheel suspension using identical parts, the auxiliary frame for each wheel suspension is designed as an independent modular frame, on which the a wheel guide element(s) is/are articulated, on which the suspension and damping system is supported, and on which at least one actuator is arranged directly or indirectly for actuating the suspension and damping system and/or the steering system and thus for setting predetermined wheel-specific wheel guidance and/or steering parameters.

Abstract: A method for operating a mechatronic chassis device of a motor vehicle, wherein the mechatronic chassis device has an arrangement with two servomotors which, when activated, individually change both a toe angle (?) of a wheel and a camber angle (?) of the wheel. The servomotors are controlled on the basis of target values in a predetermined manner, wherein if a first servomotor cannot be placed into operation, an emergency program is started and the second servomotor is controlled in a manner different from the predetermined manner such that a lateral force on the wheel is adjusted to a predetermined desired value.

Abstract: The functionality of a “Launch Control” is implemented in a hybrid vehicle, i.e. the hybrid vehicle can be accelerated to a maximum degree by starting the internal combustion engine immediately from the stationary state (S20), and acceleration takes place with the aid of the electric motor with full torque (S22) before a changeover to accelerating the internal combustion engine takes place (S24). The “Launch Control” differs from a further mode in which firstly acceleration takes place from the stationary state using a partial torque of the electric motor (S14), with the result that the internal combustion engine can be tow-started by means of the electric motor (S16) before a changeover to acceleration using the internal combustion engine (S18) occurs.

Abstract: In a motor vehicle having two, in particular electrical, drives, a partial torque is in each case intended to be assigned to the individual drives from a demanded total torque, to be precise taking account of the energy efficiency on the one hand and the stability of the vehicle on the other hand. A first controller is responsible for taking account of the energy efficiency, and predetermines a bandwidth of possible partial torques for an individual drive. This bandwidth may be restricted by a second controller, when driving stability requires this. The second controller is coupled to appropriate sensors (yaw rate sensor, lateral acceleration sensor, longitudinal acceleration sensor) and knows the steering angle ?. In the course of interchanging data signals with a first control device, the partial torques are defined with the involvement of the second control device, for which purpose the first control device emits control commands.

Abstract: A method for operating a motor vehicle, including at least one electric motor connected to at least one rechargeable energy storage unit that stores electrical power, wherein the charging operation of the energy storage unit is carried out in such a way that a charging state limit that lies below the maximum charging state of the energy storage unit is not exceeded, wherein upon activation of at least one vehicle starting system, which is designed to automatically carry out a maximum acceleration of the motor vehicle from the standing position, the charging operation of the energy storage unit is carried out before the acceleration of the motor vehicle in such a way that the energy storage unit is charged up to a further charging state limit that lies above the first charging state limit and/or at least one further rechargeable energy storage unit is connected in series

Abstract: In a method for the operation of a transverse guiding driver assist system of a motor vehicle, a road banking information is ascertained as a function of a change in a deviation of a transverse course of a road surface from a horizontal. A future road course is determined from environmental data and/or operating data of a motor vehicle, using the road banking information. A lateral track deviation is determined as a result of a change of a road banking, using the road banking information. At least one transverse guiding parameter is established from the future road course and the road banking information to determine a steering intervention. The lateral track deviation is then corrected by using the transverse guiding parameter.

Abstract: In a safety coupling for a motor vehicle for transmitting a driving torque between a machine shaft of an electric machine and a wheel drive shaft driving at least one wheel of a vehicle, torque is transmitted during disturbance free normal operation between the machine shaft and the wheel drive shaft via a releasable positive coupling. If a torque exceeding a limit value occurs, the releasable positive coupling is disengaged, and therefore an elastic coupling device at least briefly takes over the transmission of torque.

Abstract: A vehicle wheel includes a wheel rim on which is provided a plurality of plate-like covering elements, which are mounted so as to be pivotable about a pivot axis, for temporarily closing off associated apertures in the wheel rim, wherein each covering element can be displaced along the pivot axis under centrifugal force counter to the force of a restoring element and is connected to the wheel rim by means of a coupling element, which imparts positive guidance during a displacement movement, in such a way that the covering element can be pivoted between a radially inner open position and a radially outer closed position, wherein a pivot axis rod arranged on the outer side of the wheel rim is connected to the covering element via a hydraulic or pneumatic vibration damper.

Abstract: A wheel suspension for motor vehicles includes at least one upper control arm, in particular an upper transverse control arm, and at least one lower control arm, in particular a lower transverse control arm, which are hinged on the body of the motor vehicle suspension on the one hand, and on the other hand are connected to a wheel carrier, thus forming a preferred, substantially vertical steering axle. At least one suspension spring and at least one shock absorber are provided. The at least one suspension spring and/or the at least one shock absorber are designed to be rotatable.

Abstract: The invention relates to a wheel suspension for motor vehicles, comprising a wheel carrier (14), which has a wheel-side carrier part (16) that rotatably supports a vehicle wheel (12) and an axle-side guide part (18), between which a control element is connected, wherein the wheel-side carrier part (16) can be pivoted about a pivot angle relative to the axle-side guide part (18) to set a toe angle and/or camber angle when the control element is actuated. According to the invention, the wheel carrier (14), in particular the guide part (18) thereof, is guided directly or indirectly on a linear guide (26) affixed to the body in form of a slotted guide, allowing movement in the vertical direction.

Abstract: A method for adjusting the spatial position of the roll axis of a motor vehicle includes: a) defining a desired spatial position of the roll axis; b) determining a transverse acceleration of the motor vehicle; c) defining a desired transverse tilt of the motor vehicle and determining a desired transverse offset of the motor vehicle as a function of the transverse acceleration, so that the roll axis is moved into the desired position when the desired transverse tilt and the desired transverse offset are adjusted; d) adjusting a first actuator of an active chassis system of the motor vehicle, so that the motor vehicle assumes the desired transverse tilt determined in step c); and adjusting a second actuator to influence the transverse movement of the motor vehicle, so that the motor vehicle assumes the desired transverse offset determined in step c).

Abstract: The invention relates to a wheel suspension for a motor vehicle, comprising a wheel-side carrier part (12) holding a vehicle wheel (1) in a rotatable manner, and an axle-side guiding part (14) between which mutually rotating rotary parts (16, 18) are arranged. The guiding part (14), the rotary parts (16, 18) and/or the carrier part (12) interact with first and second effective areas (18a, 36a; 18b, 16b; 16a, 54a) facing each other. According to the invention, the first effective area radially defines a conical or spherical hollow profile into which the corresponding second effective area protrudes in an essentially form-fitting manner.

Abstract: A wheel suspension for a motor vehicle includes a support element on the wheel-side rotatably mounting a vehicle wheel and a carrier element on the axle-side, wherein the carrier element on the wheel-side can be adjusted for setting a toe and/or camber angle relative to the support element on the axle-side, wherein the carrier elements on the axle-side and on the wheel-side are coupled to a universal joint in which webs of the carrier elements on the wheel-side and on the axle-side are articulated on a gimbal ring element by means of bearing points. The webs of the support elements are articulated on the gimbal ring element at the bearing points by means of ball joints.

Abstract: The invention relates to an apparatus for adjusting camber and/or toe of a vehicle wheel having a wheel carrier (10) on which the wheel is rotatably mounted, the wheel guide element (10) having a carrier member (12) receiving the wheel, a guide member (14) on the axle side and at least one intermediately arranged actuating element (16, 18) for adjusting camber and/or toe of the vehicle wheel, which actuating element (16, 18) has a drive connection to at least one servomotor (26, 28). According to the invention, the carrier member (12) and the guide member (14) are each coupled by a cardanic articulated connection to a corresponding articulated fork (32, 34) and a supporting ring (40) connecting the articulated fork (32, 34) via bearing pins (38), and the servomotor (26, 28) is connected to the actuating element (16, 18) via a belt drive (30) which passes through an intermediate space (39) in the articulated forks (32, 34).

Abstract: A method for operating a mechatronic chassis device of a motor vehicle, wherein the mechatronic chassis device has an arrangement with two servomotors which, when activated, individually change both a toe angle (?) of a wheel and a camber angle (?) of the wheel. The servomotors are controlled on the basis of target values in a predetermined manner, wherein if a first servomotor cannot be placed into operation, an emergency program is started and the second servomotor is controlled in a manner different from the predetermined manner such that a lateral force on the wheel is adjusted to a predetermined desired value.

Abstract: An apparatus for adjusting the camber and/or toe of a motor vehicle wheel includes a wheel carrier, on which the wheel is rotatably mounted. The wheel carrier is divided into a carrier member receiving the wheel via a wheel bearing, an axle-side guide member, and a bearing assembly arranged therebetween. The bearing assembly includes rotary parts which can be rotated relative to each other and relative to both the carrier member and the guide member and which interact with confronting inclined faces. The wheel bearing includes a radially outer bearing housing, which is clamped by the bearing assembly formed from the rotary parts into a plug-and-socket connection with the carrier member.

Abstract: The invention relates to a wheel suspension for motor vehicles, with at least one wheel-side support member which pivotally supports one vehicle wheel and at least one axle-side support member, between which at least one intermediate element is connected, in particular an actuator for setting the track angle and/or the camber angle (?, ?) of the vehicle wheel. According to the invention the wheel-side support member and the axle-side support member are pressed into contact with one another by a pretensioning means with a pretensioning force (FV).

Abstract: A motor vehicle can have multiple drive modes, for example rear wheel drive, four wheel drive, front wheel drive. Here, an active chassis device is used to make different adjustments, for example with respect to the toe-in angle and the camber angle, of a wheel or else with respect to wheel loads as a function of the drive load. As a result, the driving behaviour can be matched in each case in an optimum way to the drive mode, or conversely can be configured in such a way that changing the drive mode does not have a perceptible effect for the driver.

Abstract: In a method and an apparatus for affecting the cornering performance of a motor vehicle, a transverse acceleration of the motor vehicle is determined, a desired transverse tilt of the motor vehicle defined based on the determined transverse acceleration, at least one actuator of an active suspension system of the motor vehicle is adjusted so that the motor vehicle assumes the desired transverse tilt, and an additional actuator intervening in the steering system of the motor vehicle. A yaw movement of the motor vehicle caused by the adjustment of the at least one actuator of the active suspension system is at least partially compensated by the additional actuator.

Abstract: The invention relates to a device for adjusting the camber and/or toe of the wheels of a wheel suspension, particularly for motor vehicles, having a wheel carrier on which each wheel is rotatably supported and comprising a carrier part receiving the wheel and a guide part connected to the wheel suspension, between which rotating parts (26, 28) rotating about a rotation axis and preferably driven by an electric motor are disposed, bringing about a defined displacement of the carrier part and/or the guide part by the rotational actuation thereof for changing the camber and/or toe. According to the invention, a single adjusting drive (54) is provided for actuating the rotary parts (26, 28), by means of which the two rotary parts (26, 28) can be adjusted in different, particularly in opposite, directions.