Abstract: A method for terminating an automated driving function of a vehicle involves deactivating the driving function by a steering intervention of a driver of the vehicle in a steering system, which includes a steering column and a steering wheel. In order to determine the steering intervention, a steering column torque at the steering column is measured and a steering wheel angle is measured. A manual torque acting on the steering wheel is estimated based on the measured steering column torque and the measured steering wheel angle. The estimation is based on a model equation of the steering system, which takes into consideration a moment of inertia of the steering wheel and a frictional torque in the steering system.

Abstract: An influencing device for influencing an active chassis that includes a plurality of controllable spring or damper units of a vehicle is provided. The influencing device includes a roadway sensor that produces sensor data relating to a roadway located in front of the vehicle in a direction of travel, the sensor data being used to acquire a roadway profile. The influencing device also includes a pilot control unit that determines, as a function of the acquired roadway profile, a pilot control variable that is used to adapt the setting of the spring or damper units to the acquired roadway profile. An input signal for a vehicle body control system, which is used to control the position of the vehicle body, is calculated on the basis of the pilot control variable.

Abstract: An influencing device for influencing an active chassis that includes a plurality of controllable spring or damper units of a vehicle is provided. The influencing device includes a roadway sensor that produces sensor data relating to a roadway located in front of the vehicle in a direction of travel, the sensor data being used to acquire a roadway profile. The influencing device also includes a pilot control unit that determines, as a function of the acquired roadway profile, a pilot control variable that is used to adapt the setting of the spring or damper units to the acquired roadway profile. An input signal for a vehicle body control system, which is used to control the position of the vehicle body, is calculated on the basis of the pilot control variable.

Abstract: A device and a method for influencing the spring force characteristic of an active chassis of a motor vehicle are provided. A wheel spring device is arranged between a vehicle body and a wheel carrier of the motor vehicle. The spring force characteristic of the wheel spring device can be modified by controlling an actuating device. A sensor detects a prediction variable representing the vertical profile of a route ahead in the direction of travel of the motor vehicle. A control device controls the actuating device as a function of the detected prediction variable in such a way that the spring force characteristic of the wheel spring device is adapted in a predictive fashion to the course of the sensed vertical profile of the route ahead in the direction of travel of the motor vehicle.

Abstract: A regulatable spring-and-damper system in a vehicle comprises a passive spring element and a damping element which is mounted in parallel and is configured with a damping characteristic that can be regulated in a variable manner and is determined by comparison with a reference system that can be actively regulated.

Abstract: A regulatable spring-and-damper system in a vehicle comprises a passive spring element and a damping element which is mounted in parallel and is configured with a damping characteristic that can be regulated in a variable manner and is determined by comparison with a reference system that can be actively regulated.

Abstract: The invention relates to the position adjustment of a car body (1) of a track-guided vehicle, particularly of a rail vehicle, with regard to at least one undercarriage (5) of the vehicle. To this end, a transversal acceleration of the car body (1) transversal to a car body longitudinal axis is determined and a transversal position of the car body (1) with regard to the at least one undercarriage (5) is adjusted according to the determined transversal acceleration. A first transversal acceleration of the car body (1) in a first transverse direction transversal to the car body longitudinal axis and a second transversal acceleration of the car body (1) in a second transverse direction transversal to the car body longitudinal axis and transversal to the first transverse direction are determined.

Abstract: An active suspension system for vehicles, particularly motor vehicles, has active supporting assemblies which are arranged between the vehicle body and the vehicle wheels. Each of the assemblies includes a passive spring as well as a lift-adjustable control unit arranged in series thereto. The supporting assemblies are controlled as a function of body accelerations of the vehicle, and low-frequency and higher-frequency fractions of body accelerations, which are taken into account differently. As a result, the vehicle follows the road profile comparatively directly while the comfort is good.

Abstract: An active suspension system, particularly for vehicles, having supporting units which each have an actively lift-adjustable regulating unit and a passive spring arranged in series thereto. Preferably, a damper is arranged at least in parallel to the spring. By use of various acceleration sensors, lifting, pitching, rolling, longitudinal and lateral accelerations of the vehicle body can be determined. By use of path sensors, the lifting positions of the supporting units are registered. A signal analysis permits the achievement of a definable suspension characteristic.