Abstract: A method for controlling a chassis of a vehicle includes the steps of: detecting a vertical wheel acceleration of a wheel of the vehicle, detecting a vertical body acceleration of a body of the vehicle, determining a crest-dip indication by comparing the vertical wheel acceleration and the vertical body acceleration, and controlling the chassis on the basis of the crest-dip indication. The crest-dip indication indicates whether or not the vehicle is currently driving over a crest (K) or a dip (S). A system for controlling a chassis of a vehicle includes a wheel acceleration sensor for detecting a vertical wheel acceleration of a wheel of the vehicle, a body acceleration sensor for detecting a vertical body acceleration of a body of the vehicle, and a control unit.

Abstract: A method for compensating sensor tolerances of accelerometers of a vehicle. The method includes following steps: recording of measurement signals of at least three similarly oriented accelerometers, calculation of an acceleration (ab,z) at a reference position in the spatial direction, which corresponds to the orientation of the accelerometers, low-pass filtering of the measurement signals, determination of tolerance parameters (cx, cy, cz) of each sensor via an optimization method with the aid of the calculated acceleration (ab,z) at the reference position, and calculation of the adjusted measurement signals from the recorded measurement signals and the tolerance parameters (cx, cy, cz).

Abstract: A compressor wheel for a compressor of a turbocharger has a hub (16) and a multiplicity of blades (12) on the hub (16). In intermediate spaces of the multiplicity of blades (12), a channel is in each case formed between a suction side (24) and a pressure side (26). The channel guides fluid that flows in axially in relation to a rotation axis (22) radially or radially-axially outward. The hub (16) in relation to the rotation axis (22) in at least one channel is contoured with a rotationally symmetrical portion (18?) and a non-rotationally symmetrical portion (18). The non-rotationally symmetrical portion (18) is formed by radii that are variable in the flow direction, and a transition region (28) between the hub (16) and the blade (12) adjoins the non-rotationally symmetrical portion (18).

Abstract: A method for operating an active roll support system of a motor vehicle, in which a roll moment distribution is regulated below a sideslip angle threshold on the basis of an actual grip reserve of a rear axle relative to a front axle of the motor vehicle. A wheel load is acquired for each of the wheels of the front axle and for each of the wheels of the rear axle and the acquired wheel loads are used as feedback variables in a control loop for regulating the roll moment distribution to calculate the actual grip reserve of the rear axle and compare it with a target grip reserve of the rear axle and from this determine a control deviation for adapting the roll moment distribution.

Abstract: A method for controlling a chassis of a vehicle includes the steps of: detecting a vertical wheel acceleration of a wheel of the vehicle, detecting a vertical body acceleration of a body of the vehicle, determining a crest-dip indication by comparing the vertical wheel acceleration and the vertical body acceleration, and controlling the chassis on the basis of the crest-dip indication. The crest-dip indication indicates whether or not the vehicle is currently driving over a crest (K) or a dip (S). A system for controlling a chassis of a vehicle includes a wheel acceleration sensor for detecting a vertical wheel acceleration of a wheel of the vehicle, a body acceleration sensor for detecting a vertical body acceleration of a body of the vehicle, and a control unit.

Abstract: A method for level control of a motor vehicle, in which a target value for a floor level of the motor vehicle is calculated from a driving speed and a longitudinal acceleration and/or a lateral acceleration of the motor vehicle. With the aid of an active chassis, a target value for a lower floor level is provided at a higher longitudinal acceleration and/or lateral acceleration and a target value for a higher floor level is provided at a lower longitudinal acceleration and/or lateral acceleration. Dynamically adjusting the floor level to different acceleration situations of the motor vehicle enables a motor vehicle with a high level of driving safety and good driving comfort.

Abstract: A compressor wheel for a compressor of a turbocharger has a hub and a multiplicity of blades on the hub. In intermediate spaces of the multiplicity of blades, a channel is in each case formed between a suction side and a pressure side. The channel guides fluid that flows in axially in relation to a rotation axis radially or radially-axially outward. The hub in relation to the rotation axis is contoured such that the hub has a rotationally symmetrical portion and a non-rotationally symmetrical portion. On the non-rotationally symmetrical portion, a transition between the hub and each of the blades is embodied with a radiused connection and facing the suction side has a region of modified thickness. A region formed by control rays is generated in at least one channel between the suction side and the pressure side on the hub. A method produces the compressor wheel.

Abstract: A method for compensating sensor tolerances of accelerometers of a vehicle. The method includes following steps: recording of measurement signals of at least three similarly oriented accelerometers, calculation of an acceleration (ab,z) at a reference position in the spatial direction, which corresponds to the orientation of the accelerometers, low-pass filtering of the measurement signals, determination of tolerance parameters (cx, cy, cz) of each sensor via an optimization method with the aid of the calculated acceleration (ab,z) at the reference position, and calculation of the adjusted measurement signals from the recorded measurement signals and the tolerance parameters (cx, cy, cz).

Abstract: A compressor wheel for a compressor of a turbocharger has a hub and a multiplicity of blades on the hub. In intermediate spaces of the multiplicity of blades, a channel is in each case formed between a suction side and a pressure side. The channel guides fluid that flows in axially in relation to a rotation axis radially or radially-axially outward. The hub in relation to the rotation axis is contoured such that the hub has a rotationally symmetrical portion and a non-rotationally symmetrical portion. On the non-rotationally symmetrical portion, a transition between the hub and each of the blades is embodied with a radiused connection and facing the suction side has a region of modified thickness. A region formed by control rays is generated in at least one channel between the suction side and the pressure side on the hub. A method produces the compressor wheel.

Abstract: A compressor wheel for a compressor of a turbocharger has a hub (16) and a multiplicity of blades (12) on the hub (16). In intermediate spaces of the multiplicity of blades (12), a channel is in each case formed between a suction side (24) and a pressure side (26). The channel guides fluid that flows in axially in relation to a rotation axis (22) radially or radially-axially outward. The hub (16) in relation to the rotation axis (22) in at least one channel is contoured with a rotationally symmetrical portion (18?) and a non-rotationally symmetrical portion (18). The non-rotationally symmetrical portion (18) is formed by radii that are variable in the flow direction, and a transition region (28) between the hub (16) and the blade (12) adjoins the non-rotationally symmetrical portion (18).

Abstract: A damping module for two damping devices on two wheel carriers of an axle of a vehicle, having a first damping circuit with a first upper damping connection to an upper damping chamber of a first damping device and a first lower damping connection to a lower damping chamber of the first damping device. A first pump device is arranged in a first pumping connection between the first upper damping connection and the first lower damping connection. Two valve combinations are oriented in opposite directions and include, in each case, a nonreturn valve (RV) and an adjustable throttle valve (DV) arranged in a first compensating connection. A second damping circuit with a second upper damping connection to an upper damping chamber of a second damping device and a second lower damping connection to a lower damping chamber of the second damping device are provided.

Abstract: A damping module for two damping devices on two wheel carriers of an axle of a vehicle, having a first damping circuit with a first upper damping connection to an upper damping chamber of a first damping device and a first lower damping connection to a lower damping chamber of the first damping device. A first pump device is arranged in a first pumping connection between the first upper damping connection and the first lower damping connection. Two valve combinations are oriented in opposite directions and include, in each case, a nonreturn valve (RV) and an adjustable throttle valve (DV) arranged in a first compensating connection. A second damping circuit with a second upper damping connection to an upper damping chamber of a second damping device and a second lower damping connection to a lower damping chamber of the second damping device are provided.

Abstract: A device for the compensation of body movements in a motor vehicle, having an arrangement of four first piston-cylinder units which are assigned to in each case one wheel of the motor vehicle, wherein a compensation unit is provided which has a fifth piston-cylinder unit and a sixth piston-cylinder unit, wherein the pistons of the fifth piston-cylinder unit and of the sixth piston-cylinder unit are connected to one another via a coupling element, wherein at least a first number of the first piston-cylinder units and the fifth piston-cylinder unit are in fluid communication with one another and at least a second number of the first piston-cylinder units and the sixth piston-cylinder unit are in fluid communication with one another, and the compensation unit has means for compensating body movements.

Abstract: A device for the compensation of body movements in a motor vehicle, having an arrangement of four first piston-cylinder units which are assigned to in each case one wheel of the motor vehicle, wherein a compensation unit is provided which has a fifth piston-cylinder unit and a sixth piston-cylinder unit, wherein the pistons of the fifth piston-cylinder unit and of the sixth piston-cylinder unit are connected to one another via a coupling element, wherein at least a first number of the first piston-cylinder units and the fifth piston-cylinder unit are in fluid communication with one another and at least a second number of the first piston-cylinder units and the sixth piston-cylinder unit are in fluid communication with one another, and the compensation unit has means for compensating body movements.