Abstract: An electric motor assembly (10), in particular for driving a vehicle, comprises an electric motor (12), a magnetic sensor (46) and a shield (14), the electric motor (12) being equipped with a stator (16), a rotor (18) and at least one magnet (28) which is connected to the rotor (18) for conjoint rotation therewith and generates a measuring magnetic field (MM). The magnetic sensor (46) is located in the measuring magnetic field (MM) and is connected to the shield (14), and the shield (14) has high magnetic permeability and is closed in the area of the magnetic sensor (46).

Abstract: An electric motor assembly (10), in particular for driving a vehicle, comprises an electric motor (12), a magnetic sensor (46) and a shield (14), the electric motor (12) being equipped with a stator (16), a rotor (18) and at least one magnet (28) which is connected to the rotor (18) for conjoint rotation therewith and generates a measuring magnetic field (MM). The magnetic sensor (46) is located in the measuring magnetic field (MM) and is connected to the shield (14), and the shield (14) has high magnetic permeability and is closed in the area of the magnetic sensor (46).

Abstract: A method and a device are disclosed for monitoring and compensating an electric machine of an electrically driven vehicle. The method includes the following steps: determining a first value of a position of a rotor using an angle sensor when the rotor is in a first position; determining a second value of the position of the rotor using an injection method when the rotor is in the first position; determining a first difference between the first value and the second value of the position of the rotor at the first position of the rotor; and checking whether the first difference falls below a predetermined threshold.

Abstract: A method and a device are disclosed for monitoring and compensating an electric machine of an electrically driven vehicle. The method includes the following steps: determining a first value of a position of a rotor using an angle sensor when the rotor is in a first position; determining a second value of the position of the rotor using an injection method when the rotor is in the first position; determining a first difference between the first value and the second value of the position of the rotor at the first position of the rotor; and checking whether the first difference falls below a predetermined threshold.

Abstract: In a method for operating a multiphase electrical machine, which includes a rotor and a rotary encoder operatively connected to the rotor, an actual rotational angle of the rotor is determined from a measured rotational angle determined by means of the rotary encoder and a rotational angle offset. To determine the rotational angle offset the rotor is brought to a specific rotational speed and then an active short circuit of the electrical machine is initiated, wherein an actual current vector is determined, using a dq-transformation, from the current intensities of the currents flowing in at least two of the phases of the electrical machine and the measured rotational angle determined by means of the rotary encoder, and wherein the rotational angle offset is calculated from the actual current vector and a reference current vector.

Abstract: In a method for operating a multiphase electrical machine, which includes a rotor and a rotary encoder operatively connected to the rotor, an actual rotational angle of the rotor is determined from a measured rotational angle determined by means of the rotary encoder and a rotational angle offset. To determine the rotational angle offset the rotor is brought to a specific rotational speed and then an active short circuit of the electrical machine is initiated, wherein an actual current vector is determined, using a dq-transformation, from the current intensities of the currents flowing in at least two of the phases of the electrical machine and the measured rotational angle determined by means of the rotary encoder, and wherein the rotational angle offset is calculated from the actual current vector and a reference current vector.

Abstract: The invention relates to an inherently rigid instrument carrier assembly that is used as a structural or styling element, in particular in motor vehicles. Said assembly replaces the support mounts that conventionally run between support elements, such as the A-pillars of a motor vehicle. The inventive assembly comprises a molded part configured as an upper shell and a molded part configured as a lower shell, consisting of fibre-reinforced thermoplastic, which is formed, in particular in a deep-drawing process, into the structure of the upper shell and the lower shell, producing at least one respective reinforcement profile that extends in the longitudinal direction of the molded part, i.e. between the support elements. Said reinforcement profile comprises at least one respective substantially vertical strut and at least one tranversal limb extending transversally to said strut. The vertical struts of the shells in particular are used to connect the two molded parts, in particular by means of plastic welding.

Abstract: A load carrying structure having a selectively rigid or flexible characteristic includes a thermoplastic material (7) having a softening temperature above the operating temperature range of the load carrying structure, and a heating arrangement (8) provided to selectively heat the thermoplastic material to above its softening temperature. During normal operation, the thermoplastic material is in a rigid state and the overall load carrying structure is rigid to the prevailing loads. By activating the heating arrangement to heat the thermoplastic material to at least its softening temperature, the thermoplastic material and therewith the load carrying structure becomes flexible so that it may be deformed to a different configuration by applying a deforming load.