Abstract: The invention relates to an active spring unit for the sprung mounting of a wheel suspension element relative to a vehicle body. To provide an optimized active wheel suspension that is designed both for fast and for slow adjustments, provision is made according to the invention whereby the active spring unit has a spring element which is mounted on the vehicle body and which has a torsion portion which extends along a torsion axis from a wheel region, in which said torsion portion is couplable torque-transmittingly to the wheel suspension element, to a primary drive region, in which said torsion portion is coupled torque-transmittingly to a self-locking primary actuator unit, wherein a non-self-locking secondary actuator unit is torque-transmittingly coupled at least indirectly to the wheel region, at least partially bypassing the torsion portion.

Abstract: A spring arrangement for suspending a wheel suspension element relative to a vehicle body includes a spring element extending along a torsion axis and having a multiplicity of torsion portions arranged one around another in radial succession. Adjacent torsion portions are predominantly separate from one another in each case, but connected in a rotationally fixed manner in certain regions by a connecting portion. An innermost torsion portion and an outermost torsion portion each have an attachment region and one attachment region is connected to the vehicle body and the other attachment region is connected to the wheel suspension element. A controllable actuator may act on different torsion portions of the spring element relative to the vehicle body and to set the characteristics of the spring arrangement.

Abstract: A drive assembly for a motor vehicle may include a wheel shaft for non-rotatable connection to a vehicle wheel, a bearing unit for arrangement on a vehicle body, a first electric motor having a primary stator element and a primary rotor element, and a second electric motor having a secondary stator element and a secondary rotor element. The stator element and the rotor element of each electric motor are rotatable relative to one another. The rotor elements are coupled in a movement-transmitting manner to the wheel shaft. The stator elements are mounted so as to be individually rotatable relative to the bearing unit and are connected via a coupling gear. The secondary stator element is coupled in a movement-transmitting manner to a spring element for the suspension of the vehicle wheel.

Abstract: The invention relates to an active spring unit for the sprung mounting of a wheel suspension element relative to a vehicle body. To provide an optimized active wheel suspension that is designed both for fast and for slow adjustments, provision is made according to the invention whereby the active spring unit has a spring element which is mounted on the vehicle body and which has a torsion portion which extends along a torsion axis from a wheel region, in which said torsion portion is couplable torque-transmittingly to the wheel suspension element, to a primary drive region, in which said torsion portion is coupled torque-transmittingly to a self-locking primary actuator unit, wherein a non-self-locking secondary actuator unit is torque-transmittingly coupled at least indirectly to the wheel region, at least partially bypassing the torsion portion.

Abstract: A method for controlling a vehicle driveline includes connecting an electric motor to each of respective vehicle wheels, determining from driver input a magnitude of demanded wheel torque, determining speed of each wheel, using demanded wheel torque and the respective wheel speed to determine from a power loss map a current power loss for each motor, and transmitting power from the motor having the lowest current power loss to the respective vehicle wheel.

Abstract: A method for controlling a vehicle driveline includes connecting an electric motor to each of respective vehicle wheels, determining from driver input a magnitude of demanded wheel torque, determining speed of each wheel, using demanded wheel torque and the respective wheel speed to determine from a power loss map a current power loss for each motor, and transmitting power from the motor having the lowest current power loss to the respective vehicle wheel.

Abstract: A method for controlling an electric vehicle drivetrain having least two drive units with wheels located on opposite axles are driven by respective drive units, includes in a first operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set taking into account the efficiency applicable to each drive unit under the given operating conditions, and in a second operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set independently of the efficiency applicable to each drive unit under the given operating conditions.

Abstract: A method for controlling an electric vehicle drivetrain having least two drive units with wheels located on opposite axles are driven by respective drive units, includes in a first operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set taking into account the efficiency applicable to each drive unit under the given operating conditions, and in a second operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set independently of the efficiency applicable to each drive unit under the given operating conditions.

Abstract: In order to limit rolling movements of the vehicle, spring arms are formed on those ends of the leaf spring, arranged transversely to the vehicle, on which the wheel carriers are articulated, said spring arms being connected in a force-transmitting manner to the transverse leaf spring. The spring arms point toward the longitudinal mid-plane of the vehicle and run at an acute angle to the transverse leaf spring. Since the spring designed in this way is a universally available structural part (the spring arms running at an angle may also be produced separately and then be connected non-positively to the transverse leaf spring), the two wheels are connected to one another directly and the triangular shape formed by the spring arms running at an angle gives rise to a function similar to that of a transverse link.