Abstract: A method for determining an aggregate state of an operating liquid in an operating liquid container for a motor vehicle, which operating liquid container has at least one capacitor fastened to a container wall of the operating liquid container and has a first electrode and a second electrode opposite said first electrode. A first method determines the aggregate state of the operating liquid by means of a frequency-dependent phase profile of the impedance of the at least one capacitor. Another method determines the aggregate state of the operating liquid by means of a frequency-dependent capacitance profile of the at least one capacitor. Further, an operating liquid container is designed for carrying out the methods.

Abstract: Methods for determining an electrical conductivity of an operating liquid in an operating liquid container for a motor vehicle. The operating liquid container includes at least one capacitor which is fastened to a container wall of the operating liquid container and has a first electrode and a second electrode opposite said first electrode. A first method determines the electrical conductivity of the operating liquid by means of a frequency-dependent phase progression of the impedance of the at least one capacitor. Another method determines the electrical conductivity of the operating liquid by means of a frequency-dependent capacitance profile of the at least one capacitor. An operating liquid container which is designed for carrying out the methods.

Abstract: A method for determining an aggregate state of an operating liquid in an operating liquid container for a motor vehicle, which operating liquid container has at least one capacitor fastened to a container wall of the operating liquid container and has a first electrode and a second electrode opposite said first electrode. A first method determines the aggregate state of the operating liquid by means of a frequency-dependent phase profile of the impedance of the at least one capacitor. Another method determines the aggregate state of the operating liquid by means of a frequency-dependent capacitance profile of the at least one capacitor. Further, an operating liquid container is designed for carrying out the methods.

Abstract: An operating liquid container defined by a covering wall, a bottom wall, and a side wall connecting the bottom wall to the covering wall. The container includes a reference capacitor including a first electrode and a second electrode, which extend parallel to the bottom wall. A measuring capacitor includes a first electrode and a second electrode, which both extend parallel to the side wall and extend lengthwise towards the covering wall. An evaluation device electrically connected to the reference capacitor and the measuring capacitor, for determining a filling level of the operating liquid container by means of measuring signals determined by the reference capacitor and the measuring capacitor. The operating liquid container includes the first electrode and the second electrode of the reference capacitor are embedded in the bottom wall. The first electrode and the second electrode of the measuring capacitor are embedded in the side wall.

Abstract: The present invention discloses methods for determining an electrical conductivity of an operating liquid in an operating liquid container (1) for a motor vehicle, wherein the operating liquid container (1) comprises at least one capacitor (60, 70) which is fastened to a container wall (10, 20, 30) of the operating liquid container (1) and has a first electrode (61, 71) and a second electrode (62, 72) opposite said first electrode. A first method according to the invention determines the electrical conductivity of the operating liquid by means of a frequency-dependent phase progression of the impedance of the at least one capacitor (60, 70). Another method according to the invention determines the electrical conductivity of the operating liquid by means of a frequency-dependent capacitance profile of the at least one capacitor (60, 70). The present invention further discloses an operating liquid container (1) which is designed for carrying out the methods according to the invention.

Abstract: A method is provided for detecting at least one structure-borne sound signal, in particular for detecting at least one damage event and/or at least one contact event. On a motor vehicle with a sensor, provision is made for a site of impact of the damage event and/or contact event to be determined by recording at least one measurement signal at a single sensor having a single structural unit, and for separately determining the distance between the sensor and the site of impact and the direction from which the structure-borne sound signal hits the single sensor. A device is also provided for detecting at least one structure-borne sound signal, in particular a structure-borne sound signal influenced by a damage event and/or contact event, with at least one sensor. The sensor has at least one storage device and at least one signal-transferring connection with at least one evaluation device.

Abstract: A method for recognizing and classifying damage incidents and/or contact incidents, in particular on motor vehicles, the different forms of damage incident shall be detected, evaluated and classified by way of detecting and evaluating at least one impact sound signal. An amplitude envelope of the impact sound signal is determined and the impact sound signal is classified based on the time progression of the amplitude envelope. This involves assigning different damage incidents or contact incidents to different kinds of time progression of the amplitude envelope.

Abstract: A method for recording vehicle-relevant data, in particular for detecting and evaluating damage to a vehicle in which structure-borne noise caused by an event, such as damage or contact, is detected and evaluated. The noise is recorded with its entire frequency spectrum, the frequency spectrum is divided into a lower frequency range and an upper frequency range, and an event is characterized by at least one amplitude in the upper frequency range. The event having an amplitude in the upper frequency range is included in an envelope curve analysis, in which a lower power density and upper power density are determined for a lower and upper frequency range, respectively. A relative measured value is determined from the ratio of the upper power density to the lower power density, an evaluation of the event is made by means of the relative measured value, and the event is stored.

Abstract: A method is provided for detecting at least one structure-borne sound signal, in particular for detecting at least one damage event and/or at least one contact event. On a motor vehicle with a sensor, provision is made for a site of impact of the damage event and/or contact event to be determined by recording at least one measurement signal at a single sensor having a single structural unit, and for separately determining the distance between the sensor and the site of impact and the direction from which the structure-borne sound signal hits the single sensor. A device is also provided for detecting at least one structure-borne sound signal, in particular a structure-borne sound signal influenced by a damage event and/or contact event, with at least one sensor. The sensor has at least one storage device and at least one signal-transferring connection with at least one evaluation device.

Abstract: A method for recognising and classifying damage incidents and/or contact incidents, in particular on motor vehicles, the different forms of damage incident shall be detected, evaluated and classified by way of detecting and evaluating at least one impact sound signal. An amplitude envelope of the impact sound signal is determined and the impact sound signal is classified based on the time progression of the amplitude envelope. This involves assigning different damage incidents or contact incidents to different kinds of time progression of the amplitude envelope.

Abstract: A method for recording vehicle-relevant data, in particular for detecting and evaluating damage to a vehicle in which structure-borne noise caused by an event, such as damage or contact, is detected and evaluated. The noise is recorded with its entire frequency spectrum, the frequency spectrum is divided into a lower frequency range and an upper frequency range, and an event is characterized by at least one amplitude in the upper frequency range. The event having an amplitude in the upper frequency range is included in an envelope curve analysis, in which a lower power density and upper power density are determined for a lower and upper frequency range, respectively. A relative measured value is determined from the ratio of the upper power density to the lower power density, an evaluation of the event is made by means of the relative measured value, and the event is stored.

Abstract: In a group transmission device comprising a splitter group transmission unit and at least one active actuating unit for introducing an actuating torque into the splitter group transmission unit, an open- and/or closed-loop control unit is provided for adapting the actuating torque introduced into the splitter group transmission unit to at least one synchronized shifting operation to be executed by means of the splitter group transmission unit without synchronizing ring.

Abstract: In a group transmission device comprising a splitter group transmission unit and at least one active actuating unit for introducing an actuating torque into the splitter group transmission unit, an open- and/or closed-loop control unit is provided for adapting the actuating torque introduced into the splitter group transmission unit to at least one synchronized shifting operation to be executed by means of the splitter group transmission unit without synchronizing ring.

Abstract: In a shifting claw transmission for a motor vehicle including a main shaft and a countershaft and an electric motor for rotating the countershaft or being rotated thereby with freely rotatable gear wheels supported on the counter shaft and engageable with the countershaft by claw engagement structures, the speed of the countershaft is adjustable by the electric motor to be close to, but somewhat different from, the speed of the freely rotatable gear wheels to be engaged in order to facilitate shifting but avoid a tooth-on-tooth problem which would inhibit shifting.

Abstract: In a motor vehicle, in particular a utility vehicle, having a shifting claw transmission and an electric motor connected to a countershaft of the transmission to facilitate central synchronization for gear speed changes, a transmission controller is connected to the electric motor for sensing the electric motor speed and, together therewith the rotational speed of the countershaft based on the induction values present in at the electric motor and sensed by the transmission controller for use in adjusting the energization of the electric motor.

Abstract: In a motor vehicle, in particular a utility vehicle, having a shifting claw transmission and an electric motor connected to a countershaft of the transmission to facilitate central synchronization for gear speed changes, a transmission controller is connected to the electric motor for sensing the electric motor speed and, together therewith the rotational speed of the countershaft based on the induction values present in at the electric motor and sensed by the transmission controller for use in adjusting the energization of the electric motor.

Abstract: In a shifting claw transmission for a motor vehicle including a main shaft and a countershaft and an electric motor for rotating the countershaft or being rotated thereby with freely rotatable gear wheels supported on the counter shaft and engageable with the countershaft by claw engagement structures, the speed of the countershaft is adjustable by the electric motor to be close to, but somewhat different from, the speed of the freely rotatable gear wheels to be engaged in order to facilitate shifting but avoid a tooth-on-tooth problem which would inhibit shifting.