A vehicle that has a vehicle frame and a vehicle cabin movably mounted relative to the vehicle frame, with a cabin mounting system, which cabin mounting system has at least one air spring arranged between the vehicle frame and the vehicle cabin. An air mass in the air spring is variably adjustable via a valve unit. The cabin mounting system has a position sensing system for detecting a relative position between the vehicle cabin and the vehicle frame and has a controller configured to control the valve unit of the air spring based on the relative position. The cabin mounting system has at least one passive compressed air generator formed to deliver air mass for the air spring based on a relative movement between the vehicle frame and the vehicle cabin.
B62D 24/04 - Vehicle body mounted on resilient suspension for movement relative to the vehicle frame
B62D 33/067 - Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other tiltable
B62D 33/073 - Drivers' cabs movable from one position into at least one other position, e.g. tiltable, pivotable about a vertical axis, displaceable from one side of the vehicle to the other characterised by special adaptations of vehicle control devices
F16F 15/023 - Suppression of vibrations of non-rotating, e.g. reciprocating, systemsSuppression of vibrations of rotating systems by use of members not moving with the rotating system using fluid means
F16F 15/027 - Suppression of vibrations of non-rotating, e.g. reciprocating, systemsSuppression of vibrations of rotating systems by use of members not moving with the rotating system using fluid means comprising control arrangements
A transmission device (1) for a motor vehicle having a differential (2) which is connectable or connected to a side shaft (4) of the transmission device (1) by a differential side gear shaft (5) and having a coupling device (6) which is configured to selectively couple the side shaft (4) to the differential side gear shaft (5) or decouple the side shaft (4) from the differential side gear shaft (5). The coupling device (6) has a coupling element (7) which is movable between at least two coupling positions and which is provided for coupling between the side shaft (4) and differential side gear shaft (5) and for locking the differential (2).
A test stand (100) for testing properties of an electrically drivable axle module (10) for a motor vehicle has at least one loading unit and at least one test object support (110) with a mechanical interface (120) for clamping the axle module (10), an electric interface (141) for energizing the axle module (10), a sensor interface (143) for contacting sensors of the axle module (10), and a fluid interface (142) for supplying fluid to the axle module (10). The mechanical interface (120) is designed as an interchangeable test object receiving area (120) onto which the axle module (10) is deposited over defined contact points (11).
A winding is provided for a component of an electric machine that includes an annular lamination stack with slots extending axially through the lamination stack for receiving partial strands of the winding in radially adjacent winding layers. A first twist direction and a second twist direction are associated with a radially innermost inner layer of the winding layers, and a radially outermost outer layer of the winding layers. The first twist direction is associated with at least one intermediate layer of the winding layers arranged radially between the inner layer and the outer layer, and the second twist direction is associated with at least one further intermediate layer of the winding layers arranged radially between the inner layer and the outer layer. A first partial strand of the winding exiting from the intermediate layer is interconnected with a second partial strand of the winding entering in the further intermediate layer.
A method for the automated stabilization of an attitude of a bicycle performing a jump includes: determining a current pitch angle of the bicycle; comparing the current pitch angle with a pitch angle threshold range; introducing a brake intervention or a negative torque pulse at a rear wheel of the bicycle when the current pitch angle exceed the pitch angle threshold range so that the pitch angle is subsequently within the pitch angle threshold range; and introducing a positive torque pulse at the rear wheel of the bicycle when the current pitch angle is below the pitch angle threshold so that the pitch angle is subsequently within the pitch angle threshold range.
An actuating device (1) for actuating an electric gear shift mechanism (2) for a muscle-powered vehicle includes a shifting device (3) for shifting a gear of the gear shift mechanism (2). The shifting device (3) is transferrable by a user of the vehicle into a first shifting state and into a second shifting state different from the first shifting state. The actuating device (1) also include a control device (5), which is configured to determine which shifting state the shifting device (3) is in. The control device is configured to output to the gear shifting mechanism (2) a shifting command for single shifting when the first shifting state is present and a shifting command for multiple shifting when the second shifting state is present.
A method for the open-loop control of a propulsion device (1) of a bicycle (3) is provided. The bicycle (3) is at least intermittently operated with muscle power using a pedal device, and the propulsion device (1) has at least one electric machine (4) for assisting the operation of the pedal device (2) by muscle power. The method includes: (S1) determining inclination information regarding the bicycle (3), which relates to an inclination angle of the roadway in a direction of travel of the bicycle (3); (S2) deriving a propulsion request for the bicycle (3) at least from an operation of the pedal device (2); and (S3) controlling the electric machine (4) in an open loop with regard for the inclination information and the propulsion request such that a downhill force acting in the longitudinal direction of the bicycle (3) is at least partially compensated for.
B62M 6/50 - Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
8.
Method for Automatically Preventing a Bicycle from Rolling Backwards on a Slope, Control Device, Computer Program Product, Computer-Readable Medium, Bicycle
A method for automatically preventing a bicycle from rolling backwards on a slope, with the bicycle having a crank unit and an electrical propulsion system, and with the electrical propulsion system including at least one electric motor. The method includes determining a current inclination angle of the bicycle and a current output rotational speed of the bicycle. The method further includes comparing the current inclination angle with an inclination angle threshold value. Further, the method includes comparing the current output rotational speed with an output rotational speed threshold value. Additionally, the method includes increasing a motor torque of the at least one electric motor to a holding torque when the current inclination angle exceeds the inclination angle threshold value and the current output rotational speed exceeds the output rotational speed threshold value.
B62M 6/50 - Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
B60L 15/20 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
9.
Thermal Energy System for Controlling a Temperature of a Battery Section Having a Battery of a Vehicle, and Vehicle
A thermal energy system for controlling a temperature of a battery section having a battery of a vehicle includes a heat pump with a cooling unit and a heating unit. A low-temperature coolant line path begins downstream of the cooling unit, and a high-temperature coolant line path begins downstream of the heating unit. The system further includes a battery access line fluidically connected to a coolant inlet of the battery section, and a battery bypass for conducting the coolant of one of the line paths at least partially parallel to the battery section. Additionally, the system includes a first valve, with the first valve fluidically connecting the one of the line paths to the battery access line when in a first switching state, and with the first valve fluidically connecting the one of the line paths to the battery bypass when in a second switching state.
H01M 10/6568 - Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
H01M 10/6569 - Fluids undergoing a liquid-gas phase change or transition, e.g. evaporation or condensation
H01M 10/663 - Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
H01M 10/667 - Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an electronic component, e.g. a CPU, an inverter or a capacitor
10.
Transmission and Propulsion System for a Motor Vehicle
The invention relates to a transmission for a motor vehicle comprising
a first planetary gear set (P1) and a second planetary gear set (P2), wherein each of the two planetary gear sets (P1, P2) comprising a first element (E11, E21), a second element (E12, E22) and a third element (E13, E23),
a drive shaft (WAn) for connecting the transmission (1) to a driving machine (2) of the motor vehicle (100),
a first output shaft (WAb1) and a second output shaft (WAb2) for respectively connecting the transmission (1) to a wheel (R1, R2) of the motor vehicle (100),
a coupling shaft (W1) which connects the first element (E11) of the first planetary gear set (P1) and the first element (E21) of the second planetary gear set (P2) in a rotationally fixed manner,
wherein the drive shaft (WAn) is connected in a rotationally fixed manner to the second element (E12) of the first planetary gear set (P1),
wherein the first output shaft (WAb1) is connected in a rotationally fixed manner to the third element (E13) of the first planetary gear set (P1),
wherein the second output shaft (WAb2) is connected in a rotationally fixed manner to the second element (E22) of the second planetary gear set (P2),
wherein the third element (E23) of the second planetary gear set (P2) is connected in a rotationally fixed manner to a stationary component.
F16H 37/08 - Combinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with a plurality of driving or driven shaftsCombinations of mechanical gearings, not provided for in groups comprising essentially only toothed or friction gearings with arrangements for dividing torque between two or more intermediate shafts with differential gearing
B60K 1/00 - Arrangement or mounting of electrical propulsion units
11.
Coupling Element and Transmission with Coupling Element
A coupling element for coupling a first gearset and a second gearset of a transmission. The coupling element having an annular body, an inner circumference of the annular body defining an inner toothing, an outer circumference of the annular body defining an outer toothing, and a first end region of the annular body in an axial direction defining a recess.
A method for open-loop control of an electric bicycle, with the electric bicycle including a drive motor, an electric gear shifting mechanism, and a battery configured for supplying power both to the drive motor and to the electric gear shifting mechanism. the method includes determining a state of charge of the battery, and switching from a first operating state to a second operating state when the state of charge falls below a first threshold value. The drive motor and the electric gear shifting mechanism are operated in a normal state during the first operating state. During the second operating state, at least one of a power consumption of the drive motor is limited or the electric gear shifting mechanism is switched to a limited operating mode.
A transmission (1) for a drive train of a vehicle (100) includes an input shaft (2), a first output shaft (3), a second output shaft (4) and a differential arranged in power flow between the input shaft (2) and the two output shafts (3, 4). A first output torque is transmittable onto the first output shaft (3) by the first planetary gear set (5). A support torque of the first planetary gear set (5) is convertible in the second planetary gear set (6) such that a second output torque is transmittable onto the second output shaft (4). The second planetary gear set (6) is axially adjacent to the first planetary gear set (5), and the planet gears (5.4) of the first planetary gear set (5) do not axially overlap the planet gears (6.4) of the second planetary gear set (6). A second gear set element in the first planetary gear set (5) is a ring gear (5.2) and is connected to a first gear set element in the second planetary gear set (6), which is a sun gear (6.1), for conjoint rotation. The sun gear (6.1) of the second planetary gear set (6) is arranged on an end face of the ring gear (5.2) of the first planetary gear set (5) and axially fixed by a securing ring (17).
An actuator for a parking lock in a motor vehicle includes a hydraulic piston in a cylinder, wherein the parking lock is actuatable by the hydraulic piston. The actuator further includes a hydraulic inlet hydraulically connected to the cylinder and a form-fitting locking mechanism for locking the hydraulic piston in a predetermined position. Moreover, the actuator includes an electromagnetic actuation mechanism for releasing the form-fitting locking mechanism, a hydraulic outlet, and a valve in fluid flow between the hydraulic inlet and the hydraulic outlet. The electromagnetic actuation mechanism acts on the valve such that the valve is closed when the form-fitting locking mechanism is released.
A safety device for a heat pump operated with a flammable refrigerant, such as propane, includes a housing having an upper side, a lower side opposite the upper side, and at least one side wall connecting the upper side and the lower side. The heat pump is arrangeable within an interior space defined by the housing. The device further includes at least one mixing unit for supplying a gas to the flammable refrigerant escaping from the heat pump into the interior space to create a refrigerant-gas mixture, the gas comprising air. Additionally, the device includes an outlet arranged on the side wall of the housing and fluid-dynamically connected to the interior space, at least one of the gas and the refrigerant-gas mixture being releasable from the interior space via the outlet.
A method for providing a safe operating state of an electric machine (200) in a vehicle after detection of a fault signal of the vehicle. The electric machine (200) is energized by an inverter (10, 110) which has one phase for each of a plurality of coil windings of the electric machine (200). The phase has a plurality of power switches (12a-c, 14a-c) which form a half-bridge with a high-side device and a low-side device and are switchable by a pulse pattern to generate a phase current (ia-c) based on a DC input voltage (Vdc). The method involves receiving a detected fault signal of the vehicle; setting a predefined intermediate operating point of the electric machine (200) by a predictive control scheme in response to the received fault signal; switching the electric machine (200) from the predefined intermediate operating point to the safe operating state (e.g., ASC).
H02P 27/12 - Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters with pulse width modulation pulsing by guiding the flux vector, current vector or voltage vector on a circle or a closed curve, e.g. for direct torque control
H02P 21/22 - Current control, e.g. using a current control loop
The invention relates to a valve assembly (1) for a parking brake of a motor vehicle. The valve assembly (1) comprises a valve (2) having a first piston slide (5), a second piston slide (6) and a third piston slide (7) and also having a fluid inlet (10), a fluid outlet (11) and a supply channel (12) that can be connected to the first piston slide (5) and to the second piston slide (6). The valve assembly further comprises a pump (3) and a cooling and lubricating system (4) that is connected to the fluid outlet (11). The second piston slide (6) and the third piston slide (7) can be moved in such a way that the valve (2) is set to a first switching state or into a second switching state. When the valve (2) is in the first switching state, the fluid leaves the valve (2) via the fluid outlet (11) and the first piston slide (5) remains in a preloaded retracted switching position. When the valve (2) is in the second switching state, the fluid does not leave the valve (2) via the fluid outlet (11), but builds up a fluid pressure (P) that moves the first piston slide (5) into the extended switching position.
A torque rod having a torque rod stem, a hub end arranged at an end of the torque rod stem having a bore partially therethrough, a bushing assembly arranged in the bore of hub end having: a pin; and a rubber sleeve surrounding at least a portion of the pin, a first end of the rubber sleeve is seated on a step of the bore, and a washer is arranged on an end of the rubber sleeve. A plurality of stakes are arranged at a first end of the hub end to mechanically retain the washer and the bushing assembly in the bore of the hub end.
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Vorrichtungen zur Emissionsreduzierung von Motoren, Maschinen, Antriebe und Maschinenteile. Bremsen für Landfahrzeuge, Scheibenbremsen für Landfahrzeuge, elektronische Bremsen für Landfahrzeuge, Bremsbeläge für Landfahrzeuge, Scheibenbremsbeläge für Landfahrzeuge, Bremsscheiben für Landfahrzeuge, Bremsscheiben für Fahrzeugbremsen.
20.
Electric Machine, Electric Axle Drive, Motor Vehicle, And Method For Manufacturing An Electric Machine
An electric machine (100) has a rotor ferrite core (105) and a stator ferrite core (110). The rotor ferrite core (105) has a long rotor portion (155) and a short rotor portion (165), and the rotor ferrite core (105) has an L-shaped cross section. The stator ferrite core (110) has a long stator portion (160) and a short stator portion (170), and the stator ferrite core (110) has an L-shaped cross section. The rotor ferrite core (105) and the stator ferrite core (110) are arranged adjacent one another.
H02K 19/12 - Synchronous motors for multi-phase current characterised by the arrangement of exciting windings, e.g. for self-excitation, compounding or pole-changing
Method for adapting the brake pressure of a braking system in an articulated vehicle, wherein the vehicle has vehicle axles with ground engagement means, wherein at least one vehicle axle has a braking device, characterized in that, when a braking demand is present, the applied brake pressure for actuating the braking device is adapted as a function of a steering angle of the vehicle, wherein the adaptation of the applied brake pressure is carried out in such a way that an increasing steering angle results in a reduction of the applied brake pressure.
B60T 8/18 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle weight or load, e.g. load distribution
B60T 8/17 - Using electrical or electronic regulation means to control braking
B60T 8/24 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to vehicle inclination or change of direction, e.g. negotiating bends
B60T 8/32 - Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
B60T 11/21 - Tandem, side-by-side, or other multiple master-cylinder units with two pedals operating on respective circuits, pressures therein being equalised when both pedals are operated together, e.g. for steering
22.
MOTOR VEHICLE DRIVE UNIT AND ELECTRICALLY DRIVEN MOTOR VEHICLE DRIVE AXLE
A motor vehicle drive unit has an electric machine, a transmission, and a supply circuit to jointly supply the electric machine and the transmission with lubricant and/or coolant. The supply circuit has a first collecting region and a second collecting region. A suction side of a conveying device opens to the second collecting region. The first collecting region is below the transmission so that during operation, the first collecting region collects at least one partial return flow, which flows off after being supplied from the transmission. The second collecting region is below the electric machine and above the first collecting region. During operation the second collecting region collects at least one partial return flow, which flows off after being supplied from the electric machine. The first and second collecting regions are connected so that lubricant and/or coolant can be discharged from the second collecting region into the first collecting region.
F16H 57/04 - Features relating to lubrication or cooling
B60K 11/02 - Arrangement in connection with cooling of propulsion units with liquid cooling
H02K 7/116 - Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
H02K 9/193 - Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil with provision for replenishing the cooling mediumArrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil with means for preventing leakage of the cooling medium
23.
METHOD AND SYSTEM FOR DECELERATING A VEHICLE AND HOLDING IT AT A STANDSTILL
The invention relates to a method for decelerating a vehicle (1) and holding it at a standstill, said vehicle having a drive train (4) which has a transmission (9), wherein the method comprises the following steps: a) receiving and processing a deceleration signal by means of a transmission controller (15); b) activating and executing a transmission function for vehicle deceleration, wherein the transmission controller (15) controls the drive train (4) on the basis of the deceleration signal; c) activating and carrying out a reversing function as soon as the vehicle speed falls below a first predefined speed threshold during the deceleration, wherein a transmission ratio which counteracts the current direction of travel of the vehicle (1) is set in the transmission (9); d) deactivating the reversing function and selecting a neutral position in the drive train (4) as soon as the vehicle speed falls below a second predefined speed threshold which is smaller than the first speed threshold during the deceleration and/or if a predefined period of time has expired after the reversing function has been activated; e) holding the drive train (4) in the neutral position; and f) transferring the drive train (4) back into normal operation as soon as the transmission function for vehicle deceleration is deactivated again.
Disclosed is a method (10) for calibrating a three-axis acceleration sensor (7) of a processing unit (6), embodied as a transmission controller, of a working machine (1), said method comprising the following steps: a) receiving and processing a calibration request for the acceleration sensor (7), b) calibrating the acceleration sensor (7), wherein - sensor signals of the acceleration sensor (7) are prefiltered; - a sensor coordinate system (8) of the acceleration sensor (7) is roughly aligned with respect to a machine coordinate system (9), axes of the sensor coordinate system (8) being mapped onto the X-, Y- and Z-axis of the machine coordinate system (9) such that, depending on the installation position of the acceleration sensor (7), in each case that axis of the sensor coordinate system (8) that is closest to the X-, Y- or Z-axis of the machine coordinate system (9) is assigned; and - the prefiltered and roughly aligned acceleration signals of the acceleration sensor (7) are used to determine rotation angles of the sensor coordinate system (8) relative to the machine coordinate system (9) through a separate Euler rotation; and c) storing the determined rotation angles in a non-volatile memory (17) of the processing unit (6). The invention furthermore relates to a processing unit (6) for a working machine (1) for calibrating a three-axis acceleration sensor (7) installed fixedly thereon, to a working machine (1) and to a computer program product for carrying out the method (10).
The invention relates to a computer-implemented method for determining stresses in a component, the method comprising the steps of: obtaining a first calculation grid (1) for the component, the first calculation grid (1) comprising target values for at least one physical variable, which causes a first stress in the component, at points (K) of the first calculation grid (1) and at discrete points in time (t) (V1); executing a machine learning model which models the first stress and, for the first calculation grid (1), calculates the physical variable at the points (K) of the first calculation grid (1) and at the discrete points in time (t), and obtaining the modeling results calculated by the machine learning model as actual values (V2); training the machine learning model using value pairs consisting of target values and actual values of the physical variable at respectively corresponding points (K) of the first calculation grid (1) at the respective discrete points in time (t), wherein deviations of the actual values from the target values are calculated and, on the basis of these deviations, parameters of the machine learning model are adapted in such a way that, when the machine learning model is executed iteratively, the deviations are minimized (V3); spatially and temporally continuously predicting values of the physical variable by means of the trained machine learning model (V4).
G06F 30/27 - Design optimisation, verification or simulation using machine learning, e.g. artificial intelligence, neural networks, support vector machines [SVM] or training a model
G06F 30/23 - Design optimisation, verification or simulation using finite element methods [FEM] or finite difference methods [FDM]
G06F 30/398 - Design verification or optimisation, e.g. using design rule check [DRC], layout versus schematics [LVS] or finite element methods [FEM]
26.
BATTERY TEST BENCH AND SYSTEM FOR TESTING BATTERIES
A battery test bench (100) for testing batteries (200, 201) has a test cell (110), at least two electric power sources (120, 121), and at least four current rails (130, 131, 132, 133). Each electric power source (120, 121) is designed to supply an electric voltage and to deliver an electric current. The current rails (130, 131, 132, 133) are designed for the electrical connection of the electric power sources (120, 121) in each case with a respective battery (200, 201) to be tested. The test cell (110) is designed to accommodate and arrange the current rails (130, 131, 132, 133). The battery test bench (100) also has at least one rail bridge (150, 155) designed to connect a battery (200, 201) simultaneously to the electric power sources (120, 121), so that the electric power sources (120, 121) are connected in parallel.
G01R 1/04 - HousingsSupporting membersArrangements of terminals
G01R 31/36 - Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
G01R 31/364 - Battery terminal connectors with integrated measuring arrangements
27.
PROCESSOR DEVICE FOR A BRAKING SYSTEM, METHOD FOR OPERATING A PROCESSOR DEVICE, BRAKING SYSTEM AND VEHICLE
A processor device for a braking system has a main processor for controlling at least one brake actuator during normal operation of the processor device, an auxiliary processor for controlling the at least one brake actuator in response to a detected malfunction of the main processor,, and a monitoring device for monitoring the main processor to detect the malfunction. The monitoring device is configured to control a switching unit when the malfunction has been detected. The switching unit is configured to switch a reading-in of sensor signals from the main processor to the auxiliary processor and/or an outputting of control signals to the at least one brake actuator from the main processor to the auxiliary processor in response to the detected malfunction. The auxiliary processor and the main processor are arranged in a common housing.
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
G06F 11/20 - Error detection or correction of the data by redundancy in hardware using active fault-masking, e.g. by switching out faulty elements or by switching in spare elements
A drive axle for an electric vehicle, having a transmission and an electric motor formed as a separately excited synchronous machine having a rotor, a stator, an excitation unit, and a hollow rotor shaft with an outer diameter. The electric motor is coupled to the transmission via the hollow rotor shaft. The excitation unit is arranged inside of the rotor shaft and comprises an exciting part, which is formed so as to be static and not rotating with the rotor shaft, and an excited part which is fixedly connected to the rotor shaft and rotates along with it. In order to facilitate installation of the excitation unit inside the rotor shaft, the rotor shaft is formed of two parts with a first rotor shaft part and a second rotor shaft part, and the excitation unit is located in the first rotor shaft part.
H02K 11/00 - Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
H02K 7/00 - Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
H02K 13/00 - Structural associations of current collectors with motors or generators, e.g. brush mounting plates or connections to windingsDisposition of current collectors in motors or generatorsArrangements for improving commutation
H02K 19/38 - Structural association of synchronous generators with exciting machines
30.
CURRENT TRANSMISSION DEVICE FOR EXTERNALLY EXCITED SYNCHRONOUS MACHINES HAVING SEGMENTED FERRITE CORES
A current transmission device for a separately excited synchronous machine includes a stator comprising a ferrite core and a rotor having a further ferrite core. At least one coil can be arranged at the ferrite core, at least one further coil can be arranged at the further ferrite core, the rotor is connected to the stator in a rotatably supported manner, and at least one of the ferrite cores comprises a plurality of ferrite segments which are receivable in a receiving matrix so that current can be transmitted contactlessly between the coil and the further coil by induction.
H02K 7/00 - Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
31.
METHOD FOR PRODUCING AN AIR-GAP SLEEVE FOR AN ELECTRICAL MACHINE
A method for producing an air gap can for an electric machine, which air gap can is arrangeable or is arranged in a base body opening of a stator base body of the electric machine. The air gap can is formed to separate a stator space and a rotor space of the electric machine when mounted in the base body opening. At least one structural layer comprising a plurality of structural elements, in particular a layup or a woven fabric, is provided, the structural elements of which are connected to at least one connection element, in particular a sewing thread. The at least one structural layer is arranged on a core and is impregnated with a matrix material and cured. At least two structural elements of at least one structural layer are connected with a connection element formed as a multifilament.
H02K 5/128 - Casings or enclosures characterised by the shape, form or construction thereof specially adapted for operating in liquid or gas using air-gap sleeves or air-gap discs
H02K 15/123 - Impregnating, moulding insulation, heating or drying of windings, stators, rotors or machines of casings or enclosures
H02K 15/142 - CasingsEnclosuresSupports by moulding
32.
HOUSING FOR A VEHICLE AND VEHICLE WITH SUCH A HOUSING
A housing (1) for a vehicle (100) has an outer surface with an inwardly formed recess (2) formed in a portion of the outer surface designated as the bottom side. A device (3) is arranged in the recess (2) on the outer surface and is fluidically connected to an interior of the housing (1). A first protective rib (4) and a second protective rib (5) are arranged in the region of the recess (2) on the outer surface and flank the device (3). The first and second protective ribs (4, 5) project radially outward to protect the device (2). A vehicle (100) can include such a housing (1).
H02K 5/04 - Casings or enclosures characterised by the shape, form or construction thereof
B60K 6/26 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
B60K 6/38 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
B60K 11/02 - Arrangement in connection with cooling of propulsion units with liquid cooling
H02K 7/108 - Structural association with clutches, brakes, gears, pulleys or mechanical starters with friction clutches
H02K 9/193 - Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil with provision for replenishing the cooling mediumArrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil with means for preventing leakage of the cooling medium
A chassis component has at least one articulated housing that defines a blind hole-like recess and includes a connecting element. An end section of the connecting element engages in the recess. The end section of the connecting element has external engagement contours, and the recess has internal engagement contours, where the external engagement contours and the internal engagement contours have corresponding shapes in order to produce a form-fit connection between the articulated housing and the connecting element. In order for the chassis component to be able to withstand higher load requirements, a reinforcement part is arranged inside the articulated housing, where the reinforcement part has a holding section connected to the end section of the connecting element.
The invention relates to a device (101) for registering a patient (217) in the event of a mass casualty incident, comprising exactly one operating element (103), wherein the device (101) is designed to detect or change the classification category of the patient (217) on the basis of the number of actuations of the operating element (103).
G16H 15/00 - ICT specially adapted for medical reports, e.g. generation or transmission thereof
G16H 40/60 - ICT specially adapted for the management or administration of healthcare resources or facilitiesICT specially adapted for the management or operation of medical equipment or devices for the operation of medical equipment or devices
35.
SUPPLY DEVICE FOR SUPPLYING LUBRICANT AND/OR COOLANT TO AT LEAST ONE PLANETARY GEAR SET OF A TRANSMISSION, AND TRANSMISSION
The invention relates to a supply device (16) for supplying lubricant and/or coolant to at least one planetary gear set of a transmission, comprising a housing (17) which forms at least one annular channel (34, 35). Here, the at least one annular channel (34, 35) is connected firstly to a respective associated inlet opening (32, 33), which is provided for feeding the at least one annular channel (34, 35) with lubricant and/or coolant. The at least one annular channel (34, 35) is connected secondly to associated outlet openings (37, 38, 41), at each of which lubricant and/or coolant supplied from the at least one annular channel (34, 35) can be discharged. The housing (17) is formed by a base plate (18) and a cover (19) which is fastened to the base plate (18) and which, together with the base plate (18), encloses the at least one annular channel (34, 35) so as to lie between them. Here, the at least one annular channel (34, 35) is completely separated from a surrounding area by this enclosure, apart from the connections to the respective associated inlet opening (32, 33) and the associated outlet openings (37, 38, 41).
The invention relates to a method for monitoring the condition of a component (3) of a rail vehicle (1) and of a track section (2), comprising the following steps: acquiring (S1) first acceleration measurement values in the component mode; determining (S2) whether a specified number of first acceleration measurement values has been acquired, wherein acquiring (S1) the first acceleration measurement values in the component mode is ended when the specified number of first acceleration measurement values has been acquired; switching (S3) from the component mode to the track mode; acquiring (S4) second acceleration measurement values in the track mode; and determining (S5) a condition of the component (5) on the basis of the first acceleration measurement values and determining a condition of the track section (2) on the basis of the second acceleration measurement values. The invention also relates to a control device (4) configured to carry out steps of the method. Furthermore, the invention relates to a condition monitoring system having such a control device (4).
The invention relates to an electric machine (100) comprising an annular laminated core (106) having slots (104) for receiving terminal sub-strands (111, 112, 113, 121, 122, 123, 131, 132, 133, 141, 142, 143, 151, 152, 153, 161, 162, 163) and winding sub-strands (171, 172, 181, 182, 191, 192) of windings (195) of a plurality of coils. In addition, the electric machine comprises a switching device (108) and a star conductor. The switching device (108) has a first contact element (110) for electrically contacting a first terminal sub-strand (111) of a first coil, a second contact element (120) for electrically contacting a second terminal sub-strand (121) of a second coil, and a third contact element (130) for electrically contacting a third terminal sub-strand (131) of a third coil. An end of the first terminal sub-strand (111), which end is angled at a first angle (117), is in contact with the first contact element (110), and an end of the second terminal sub-strand (121), which end is angled at a second angle (127) that differs from the first angle (117), is in contact with the second contact element (120); and an end of the third terminal sub-strand (131), which end is angled at a third angle (137) which differs from the second angle (127), is in contact with the third contact element (130).
An image sensor system is disclosed. The image sensor system includes a housing assembly defining a cavity between a first edge and a second edge of the housing assembly. A printed circuit board is received within the cavity. The printed circuit board assembly has a first peripheral edge and a second peripheral edge. An adhesive material is disposed, i.e., dispensed, between the first peripheral edge and the first edge of the housing assembly and between the second peripheral edge and the second edge of the housing assembly.
A hybrid module (3) for a hybrid drivetrain (2) of a motor vehicle (1) includes a housing (4), an electric machine (6) arranged in an inside space (5) of the housing, and a power terminal (10) for supplying electricity to the electric machine (6). The housing (4) has a housing section (14) for the separation of the inside space (5) at the front. In this case, the housing section (14) defines at least one closeable cut-out (15) for the passage of at least one fastening means (16), which serves for the fitting of at least one current-carrying component (17) between the electric machine (6) and the power terminal (10) within the inside space (5).
B60K 6/26 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
B60K 6/387 - Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
The invention relates to a multi-part balancing disk (10) for a rotor (20) of an electric machine, comprising a first disk (1) and a second disk (2) that, together with the first disk (1), forms an at least partially circumferential channel (3) between the two disks (1, 2), the channel (3) being fluidically connected to at least one inlet opening (4) and to at least one outlet opening (5) and being designed to receive and guide a coolant. The invention also relates to a rotor (20) for an electric machine, comprising a rotor shaft (22), a rotor body (21) connected to said rotor shaft for conjoint rotation, and two balancing disks (10) that are connected to the rotor shaft (22) and the rotor body (21) for conjoint rotation and surround the rotor body (21) on both sides.
The invention relates to an interconnection apparatus (118) for an electric machine (104) having a plurality of coils for a vehicle, wherein the interconnection apparatus (118) comprises an interconnection arrangement (210) having terminal elements (212, 214, 216) for applying an electrical voltage, and having contact elements (218, 220, 222), which are electrically conductively connected to the terminal elements (212, 214, 216), for electrically contacting first terminals of a plurality of windings (202, 204, 206) of the coils, and a star conductor (224) which is designed to electrically interconnect second terminals of the plurality of windings (202, 204, 206), wherein the star conductor (224) has a contact portion (226), an electrically insulating stabilizing element (228) which at least partially surrounds the contact portion (226), and an auxiliary rail (230) which is arranged transversely to the star conductor (224), wherein a first end of the auxiliary rail (230) is embedded in the stabilizing element (228), and wherein a second end of the auxiliary rail (230) contacts the first contact element (218) in order to connect the star conductor (224) to the interconnection device (210) in a vibration-damping manner.
A hairpin winding for an electric component of an electric machine that extends over a first outer layer, a plurality of middle layers and a second outer layer. The coil strands have, at their ends on a head side of the winding, per coil, connection pins arranged in the first outer layer with free ends that are axially oriented in a connection region, and at least one of the connection pins has, for each coil, a radial bending region that extends over some of the middle layers. At least one of the two or three parallel-connected coil strands has a slot jump change, and the slot jump change is located in the middle layer adjoining the second outer layer in a slot jump change region which at least partially overlaps with the connection region in circumferential direction of the winding.
A planetary transmission with a planetary gearset (1) has a sun gear (2) configured to be drivingly connected to a drive machine (10), a ring gear (3) configured to be drivingly connected to a drive output shaft (15), and a planetary carrier (4) with a plurality of planetary gearwheels (5) arranged at least indirectly on it. The planetary carrier (4) is held immobilized on a housing (7) and is connected rotationally fixed to the housing (7) by means of a bridge pot (6) which spans axially across the planetary gearset (1).
A method for controlling a differential gear of a vehicle having articulated steering includes reading in (S1a) temporally successive steering angles of the articulated steering, determining (S2) a steering angle change based on the read-in steering angles, and setting (S3) a wheel speed correction value for a wheel of the vehicle based on the determined steering angle change. The method further comprises determining (S5) a corrected wheel speed of the wheel by applying (S4) the set wheel speed correction value to a wheel speed of the wheel, and outputting (S6) a control command to the differential gear to change an operating state of the differential gear based on the determined corrected wheel speed. A control device for controlling a differential gear of a vehicle having articulated steering can be configured to perform the method. A vehicle can include such a control device.
A powertrain assembly for an electric vehicle includes an engine, a first electric motor, a second electric motor and a transmission device, the engine being connected to the first electric motor via part of members of the transmission device to form a first powertrain, and the second electric motor being connected to a differential mechanism of the transmission device. The powertrain assembly further includes a controller shared by the first and second electric motors, the controller being configured to manage energy conversion of the first and second electric motors such that the first powertrain and/or the second electric motor operates in a specified operating mode. The first and second electric motors share a single controller for energy conversion management, so that the powertrain assembly has a simple overall structure, thereby facilitating an integrated and lightweight design.
B60K 6/26 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
B60K 6/387 - Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
B60K 17/16 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
46.
METHOD FOR CONTROLLING A DRIVE DEVICE FOR A WORKING MACHINE
A method is provided for controlling a drive device of a working machine having a motor (11), at least one at least partially lockable transverse differential (31, 32, 33), and a sensor setup. The sensor setup is configured to detect operating parameters, including a rotation speed of the output elements of the at least one transverse differential (31, 32, 33). The method includes locking (I) the transverse differential (31, 32, 33) if a locking condition has been met, determining (II) a rotation speed difference (dn) of the output elements of the at least partially locked transverse differential (31, 32, 33), and unlocking (III) the transverse differential (31, 32, 33) if an unlocking condition has been met, which is at least met if the rotation speed difference (dn) in an at least partially locked condition of the transverse differential (31, 32, 33) reaches or exceeds an unlocking threshold value (y1).
B60K 23/08 - Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels
47.
TIRE TEST STAND HAVING A PLURALITY OF MODULE UNITS, MODULE UNIT FOR A TIRE TEST STAND HAVING A PLURALITY OF MODULE UNITS, AND METHOD FOR PRODUCING A TIRE TEST STAND HAVING A PLURALITY OF MODULE UNITS
The invention relates to a tire test stand (1) having a plurality of module units, wherein each module unit (3) of the plurality of module units has a first connecting portion (5) and a second connecting portion (7), and the first connecting portion (5) and the second connecting portion (7) of each module unit (3) are designed such that the first connecting portion (5) of a corresponding module unit (3) can be connected to the second connecting portion (7) of each other module unit (3) of the plurality of module units, the second connecting portion being constructed identically to the second connecting portion (7) of the corresponding module unit (3), and the second connecting portion (7) of the corresponding module unit (3) can be connected to the first connecting portion (5) of each other module unit (3) of the plurality of module units, the first connecting portion being constructed identically to the first connecting portion (5) of the corresponding module unit (3). The invention further relates to a module unit (3) for a tire test stand (1) having a plurality of module units and to a method for producing a tire test stand (1) having a plurality of module units.
The invention relates to a system (1) for changing tire test rim sets, wherein the system (1) is designed such that a conveying unit (15) can move a tire test rim set (5) from a first spatial position into a second spatial position, and when the tire test rim set (5) is in the second spatial position, a first connecting portion of the first portion (11) can be connected to a first rim unit (7) and a second connecting portion of the first portion (11) can be connected to a second rim unit (9). The invention also relates to a method for changing a plurality of tire test rim sets.
A parking lock arrangement (4) for a wheelset transmission (3) of a vehicle, having a housing (13), having a pivotably mounted shift lever (16) for engaging and disengaging a pivotably mounted pawl (19) for locking and releasing a parking lock wheel (5) connected to an output of the vehicle, is proposed. A pivot axis (17) of the shift lever (16) and a pivot axis (20) of the pawl (19) are spaced apart from one another and extend parallel to one another.
A drivetrain (2) for a motor vehicle (1) has a transmission module (7), a clutch module (8), and a further module (3) arranged spatially between the transmission module (7) and the clutch module (8). The transmission module (7) includes a transmission control unit (24) and the clutch module (8) includes a separator clutch (23) for the drive coupling and decoupling of an internal combustion engine (9) to or from the transmission module (7), as well as a sensor (25). At least in a housing component of the further module (3), a first cable routing duct (10a) is provided for the passage of at least one electric lead (14) which connects the sensor (25) to the transmission control unit (24). The first cable routing duct (10a) extends spatially separately from an inside space (5) of the further module (3).
B60K 6/387 - Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
B60K 6/26 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
B60R 16/02 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric
B60R 16/023 - Electric or fluid circuits specially adapted for vehicles and not otherwise provided forArrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric for transmission of signals between vehicle parts or subsystems
51.
METHOD FOR CONTROLLING A DRIVE DEVICE FOR A WORKING MACHINE
A method is provided for controlling a drive device for a working machine having an engine for providing a driving force. The working machine has at least one lockable longitudinal differential for distributing the drive force of the engine to at least two lockable transverse differentials, a sensor device for detecting operating parameters that include rotational speeds of the output elements of the transverse differentials. A differential speed between the speeds of the output elements of each of the transverse differentials is determined and the longitudinal differential is locked when a longitudinal differential lock condition is met by at least one of the differential speeds reaching or exceeding a lock threshold value.
B60K 23/04 - Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
B60K 17/16 - Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
B60K 17/34 - Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
52.
METHOD FOR CONTROLLING A DRIVE DEVICE FOR A WORKING MACHINE
A method is provided for controlling a drive device of a working machine having a motor (11), at least one lockable differential (21, 31, 32, 33), a brake mechanism (14), and a sensor setup. The sensor setup is designed to detect operating parameters, including a braking power of the brake mechanism (14). The method entails braking (I) the working machine by means of the brake mechanism (14), detecting (II) the braking power of the brake mechanism (14), locking (III) the at least one differential (21, 31, 32, 33) if a locking condition is met, which condition is at least met if the braking power reaches or exceeds a locking threshold value (x), and unlocking (IV) the at least one differential (21, 31, 32, 33) if an unlocking condition is met, which condition is at least met if the braking power reaches or falls below an unlocking threshold value (y).
B60W 10/14 - Central differentials for dividing torque between front and rear axles
B60W 10/16 - Axle differentials, e.g. for dividing torque between the left and right wheels
B60W 10/196 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
53.
Rotor Arrangement, Electric Machine and Electric Axle Drive
A rotor arrangement for an electric machine includes a rotor and a grounding device. The grounding device has a contact element for electrically contacting the rotor, with the contact element being axially movable relative to the rotor.
The invention relates to a method for controlling a locking differential (3) of a motor vehicle (1), comprising the steps of: obtaining (S1) an actual movement value (41) of the motor vehicle (1); obtaining (S2) an applied movement value (42); inputting (S3) the actual movement value (41) and the applied movement value (42) as input data into a model (4), wherein the model (4) is designed to determine an estimation of a traction value (48) as output data on the basis of the input data; determining (S4) an estimated value of the traction value on the basis of the output data of the model (4); and controlling (S5) the locking differential (3) on the basis of the estimated value of the traction value. The invention also relates to a method for training a model (4), to a computer program, to a device (2), and to a motor vehicle (1).
The invention relates to a device (1) for setting a jaw width for a tyre test bench, wherein the device (1) has a first section (7) with a plurality of first contact surfaces and a second section (9) with a second contact surface (19), wherein each first contact surface (17) of the plurality of first contact surfaces is arranged at least in sections in a corresponding plane of a plurality of planes running parallel to one another, and wherein the first section (7) and the second section (9) can be moved relative to one another in such a way that the second contact surface (19) can bear against each first contact surface (17) of the plurality of first contact surfaces. The invention also relates to a tyre test bench.
The invention relates to a method for determining spatial positions of a plurality of tool units, wherein the method has the following steps: driving a robot arm (13) so as to carry out a movement such that, for each tool unit (9) of the plurality of tool units, a securing portion (15) is brought into a corresponding spatial position which is assigned to a spatial position of a corresponding tool unit (9); and storing, for each tool unit (9) of the plurality of tool units, the securing portion (15) spatial position assigned to the spatial position of the corresponding tool unit (9). The invention also relates to a system (1) for determining spatial positions of a plurality of tool units.
B25J 15/04 - Gripping heads with provision for the remote detachment or exchange of the head or parts thereof
G05B 19/423 - Teaching successive positions by walk-through, i.e. the tool head or end effector being grasped and guided directly, with or without servo-assistance, to follow a path
G05B 19/425 - Teaching successive positions by numerical control, i.e. commands being entered to control the positioning servo of the tool head or end effector
57.
METHOD FOR TESTING AT LEAST ONE COMPONENT OF A TEST STAND FOR TESTING AN OBJECT, TEST STAND FOR TESTING AN OBJECT, COMPUTER PROGRAM AND COMPUTER-READABLE MEDIUM
A method for testing at least one component (5) of a test stand (1) for testing an object (3) is illustrated and described, the method comprising the following steps: transmitting a first signal or a plurality of first signals to the at least one component (5) of the test stand (1) by means of a control unit (11) of the test stand (1), the first signal or the plurality of first signals representing a test request for the at least one component (5) of the test stand (1), receiving the first signal or the plurality of first signals by means of the at least one component (5) of the test stand (1), testing the at least one component (5) of the test stand (1) on the basis of the test request, transmitting a second signal or a plurality of second signals to the control unit (11) of the test stand (1) by means of the at least one component (5) of the test stand (1), the second signal or the second signals representing a test response on the basis of the test performed on the at least one component (5) of the test stand (1), and receiving the second signal or the second signals by means of the control unit (11). A test stand (1) and a computer program and a computer-readable medium are also illustrated and described.
Presented and described is a soaping device (1) for applying a soaping agent to a tire (3), wherein the soaping device (1) comprises a frame (5), a soaping unit (13) attached to the frame (5) and configured to apply a soaping agent to a tire (3), and a weight measuring unit (15) attached to the frame (5) and configured to detect a weight of a tire (3). Furthermore, a tire test bench and a method are also presented and described.
The invention relates to a motor vehicle gear (1), comprising a housing and a rotatable gear element, which dips into a lubricant collection region in a region lying vertically below in the installed position of the motor vehicle gear (1), said lubricant collection region being provided for collecting lubricant. The gear element is enclosed radially on the outside by the housing and at least in a section which lies in the circumferential direction of the gear element between the immersion into the lubricant collection region and a discharge device (23) arranged on the housing radially on the outside of the gear element, wherein the gear element, upon rotation, guides lubricant from the lubricant collection region along a delivery chamber to the discharge device (23). Here, the discharge device (23) carries out a deflection of lubricant supplied, upon rotation of the gear element, in an axial direction on a rear guide wall (27), wherein the guide wall (27) extends radially in the discharge device (23) and, starting from a first end (30), by means of which the guide wall (27) is oriented on the side of the delivery chamber in the circumferential direction of the gear element, runs here in an arcuate manner to a second end (31), by means of which the guide wall (27) is oriented axially.
An assembly (2) for a steering device (1), the assembly (2) having an input shaft (3) and an output shaft (4) and a torsion mechanism (5) coupling the input shaft (3) to the output shaft (4), and the torsion mechanism (5) being designed in the form of a torsion spring element (6, 7), more particularly a spiral spring or helical spring, or comprises such a spring.
A thermal energy system includes a heat pump with a cooling unit for cooling a coolant flow, a heating unit for heating a coolant flow, and a plurality of system sections. A first system section is configured to cool a first vehicle section with a first electronics unit, and a fifth system section is configured to cool a fifth vehicle section with a motor. The system also includes a low-temperature LT conducting path downstream of the cooling unit and a high-temperature HT conducting path downstream of the heating unit. The LT conducting path is configured to conduct the coolant flow to the first system section and to at least one further system section to cool and/or heat another vehicle section having a passenger compartment, a battery, or a radiator. A first one of the HT and LT conducting paths is also configured to conduct the coolant flow to the heating unit, and a second one of the HT and LT conducting paths is also configured to conduct the coolant flow to the cooling unit.
A clamping circuit for a power module, wherein the power modules each contain one or more semiconductor switches connected in parallel and a plurality of terminals for an input current and an output current, as well as a plurality of signal pins for transmitting control signals generated by a driver module to the power modules, wherein the semiconductor switches, terminals, and signal pins in the power modules form a module circuit, wherein the clamping circuit contains a clamping switch between a gate terminal and a reference potential terminal on a semiconductor switch, wherein the clamping switch is integrated in the module circuit in the power module.
H02M 7/537 - Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
B60K 6/22 - Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
B60L 15/00 - Methods, circuits or devices for controlling the propulsion of electrically-propelled vehicles, e.g. their traction-motor speed, to achieve a desired performanceAdaptation of control equipment on electrically-propelled vehicles for remote actuation from a stationary place, from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
H02H 7/08 - Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
H02M 1/08 - Circuits specially adapted for the generation of control voltages for semiconductor devices incorporated in static converters
H02M 1/32 - Means for protecting converters other than by automatic disconnection
63.
Method for Controlling a Hydraulic Assembly of a Motor Vehicle Transmission, Hydraulic Assembly, and Motor Vehicle Transmission
A method for controlling a hydraulic assembly of a motor vehicle transmission includes engaging, in a first gear step of at least two different gear steps, at least three friction clutches of the hydraulic assembly. The method further includes engaging, in a second gear step of the at least two different gear steps, at least two of the friction clutches, at least one of the friction clutches engaged in the second gear step differing from each of the friction clutches engaged in the first gear step. For each of the at least two different gear steps, a maximum of one friction clutch is engaged using a system pressure of the hydrualic assembly, while each other engaged friction clutch is controlled in a closed loop at a respective engagement pressure using a respective pressure control valve of a plurality of pressure control valves of the hydraulic assembly.
F16H 63/24 - Final output mechanisms thereforActuating means for the final output mechanisms each of the final output mechanisms being moved by only one of the various final actuating mechanisms
F16H 63/30 - Constructional features of the final output mechanisms
The invention relates to an electrically drivable vehicle axle comprising an electric machine (110), a housing (126) for receiving the electric machine and/or a transmission stage, and a supply system (200) having a rotor supply line (248), an additional line, and a valve (250), wherein the rotor supply line and the additional line can be supplied with lubricant and/or coolant from an inlet, and the rotor supply line is connected to a rotor cooling circuit (232), whereas the additional line is connected to a region which is separate from the rotor cooling circuit. The valve is mounted between the inlet, on one side, and the rotor supply line and the additional line, on the other side; the valve is pretensioned into a closed switch position in which the valve separates the inlet from the additional line and the rotor supply line and establishes, on the basis of the lubricant and/or coolant pressure in the inlet, connections of the inlet to the additional line and the rotor supply line; and the rotor supply line and the inlet are connected via a throttle line (268) which permits a permanent supply of lubricant and/or coolant from the inlet into the rotor supply line. The vehicle axle is characterized in that the valve is mounted within a reservoir (226) and is secured at least indirectly to a first element (300) of the housing.
The present invention relates to a repair kit (30) for replacing a submodule of a battery (10). The submodule comprises at least one cell and an electrical interface configured for connecting with a battery management system (24). The repair kit (30) comprises at least one cell and an electrical interface configured for connecting with the battery management system (24). The repair kit (30) is configured to mimic the behavior of the submodule replaced in the battery (10) for the battery management system (24). The invention also relates to a method for replacing a submodule of a battery (10).
H01M 10/42 - Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
H01M 50/258 - Modular batteriesCasings provided with means for assembling
H01M 50/262 - MountingsSecondary casings or framesRacks, modules or packsSuspension devicesShock absorbersTransport or carrying devicesHolders with fastening means, e.g. locks
66.
METHOD FOR PRODUCING A CHASSIS COMPONENT AND SUCH A CHASSIS COMPONENT
The invention relates to a method for producing a chassis component (1), wherein at least one joint housing (4, 5) made of an unreinforced or reinforced plastics material is provided and the joint housing (4, 5) is formed with a blind-hole-like connecting portion (13), and a connecting element (8) is provided, wherein the connecting element (8) has at least one end portion (9, 10), on which a fastening component (11) made of an unreinforced or reinforced plastics material is formed, and a fixed connection is produced between the joint housing (4, 5) and the connecting element (8) in that the blind-hole-like connecting portion (13) and the fastening component (11) are integrally bonded to one another. In order to simplify the production of different designs of chassis components (1), the method is characterised in that the joint housing (4, 5) is prefabricated as a separate and/or independent component, and the fastening component (11) is arranged in the blind hole-like connecting portion (13) of the joint housing (4, 5) in order to produce the fixed connection.
A drive train, which is designed for a continuously variable transmission ratio between a pedal crankshaft (10) and a driven shaft (12), includes three planetary gear sets (20, 30, 40). A first motor shaft (W1) is permanently connected to a first sun gear (22) for conjoint rotation. A first planet carrier (24) is permanently connected to a second ring gear (36) for conjoint rotation. The first planet carrier (24) is connectable to a third sun gear (42) for conjoint rotation. A first ring gear (26) is permanently connected to a second sun gear (32) for conjoint rotation. A third planet carrier (44) is connectable to the pedal crankshaft (10) for conjoint rotation. A third ring gear (46) is connectable to the driven shaft (12) for conjoint rotation. The second planetary gear set (30) is nested radially outwards with the first planetary gear set (20).
B62M 11/14 - Transmissions characterised by use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
B62M 6/55 - Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
F16D 41/24 - Freewheels or freewheel clutches specially adapted for cycles
68.
DRIVE ASSEMBLY AND METHOD FOR DETERMINING A TORQUE
The invention relates to a drive assembly (10), comprising an electric motor (1), a mechanical system (2) drivingly connected thereto, and a sensor device for determining a torque (M1) of the electric motor (1), characterised in that the sensor device is a virtual sensor (3) which estimates the torque (Mp) on the basis of evaluated signals (S) of the electric motor (1). The invention also relates to a method for determining a torque (Mp) on a drive assembly (10), in which a mechanical system (2) is drivingly connected to an electric motor (1) in order to be driven thereby. The method is characterised in that signals (S) of the electric motor (1) are evaluated by means of a virtual sensor (3) in order to estimate the torque (Mp) of the electric motor (1).
An off-road vehicle can be controlled according a method that includes reading in an image pair containing image information about an object present in an environment and about the environment. Disparities in the image information are determined and compared with a predetermined disparity threshold value. Corresponding image information about the object is filtered from the image information as a function of the comparison, and the object is recognized on the basis of corresponding image information. A control signal is emitted to the vehicle's operating unit in order to control a drive-dynamic of the off-road vehicle as a function of the object recognized. The method can be implemented in a control unit for controlling an off-road vehicle, and in an off-road vehicle with such a control unit.
B60W 30/09 - Taking automatic action to avoid collision, e.g. braking and steering
B60W 10/18 - Conjoint control of vehicle sub-units of different type or different function including control of braking systems
B60W 30/095 - Predicting travel path or likelihood of collision
G06T 7/70 - Determining position or orientation of objects or cameras
G06V 20/58 - Recognition of moving objects or obstacles, e.g. vehicles or pedestriansRecognition of traffic objects, e.g. traffic signs, traffic lights or roads
An electric machine has a stator, a stator body, and a polyphase stator winding with a winding end per phase, the stator defining a stator axis; a housing divided into a stator body receiving region such that it is fixed with respect to relative rotation, and a connection region for electrically connecting the stator winding; an interconnection device which has, per phase, at least one busbar for electrically contacting the winding ends with a high-voltage connection and an electrically insulating insulation component via which the busbars are mounted at the housing. The insulation component part has, for each busbar one fixing portions for fixing the busbars correctly at the insulation component part and a positioning portion for correctly positioning the winding ends at the busbars, the fixing portions and the positioning portions formed from a common material portion.
A wheel head assembly for a vehicle axle includes an axle housing, a wheel hub, and a bearing unit. The bearing unit is arranged coaxially relative to an axial rotation axis, and the wheel hub is mounted by means of the bearing unit rotatably relative to the axle housing, and has at least two wheel bearings spaced apart in the axial direction. The bearing unit has first and second axial bearing unit ends. A first spacer element is arranged in the axial direction on the first bearing unit end and a second spacer element being arranged in the axial direction on the second bearing unit end. A fastening element is provided for axially fixing the bearing unit by securing the first and second spacer elements with the bearing unit.
Determining a vehicle clutch temperature using a neural network includes detecting a shifting operation of the vehicle clutch, activating the neural network to determine the clutch temperature depending on the detection of a shifting operation, inputting at least one value of at least one operating parameter of the vehicle clutch as input data into the neural network, the neural network determining a clutch temperature using the input data and a relationship of the at least one operating parameter to the clutch temperature learned from the neural network, outputting the determined clutch temperature, and deactivating the neural network for determining the clutch temperature based on the specified clutch temperature. A method for training a neural network adapted to determine a clutch temperature of a vehicle clutch, and a control device for determining a clutch temperature of a vehicle clutch with a neural network, are also disclosed.
F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure
G05B 13/02 - Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
G07C 5/08 - Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle, or waiting time
73.
LUBRICANT DISTRIBUTION DEVICE FOR ATTACHMENT TO A PLANET CARRIER AND PLANETARY GEAR SET WITH SUCH A LUBRICANT DISTRIBUTION DEVICE
A lubricant distribution device (10) for attachment to a planet carrier (23) of a planetary gearset (20) has a first annular disk (1) with fastening elements (3) arranged to enable axial attachment to the planet carrier (23), and a second annular disk (2) arranged coaxially with and connected to the first annular disk (1). Pockets (4) are defined between the two annular disks (1, 2) and have pocket inlet openings (5) on an inner circumference of the lubricant distribution device (10) to capture lubricant injected onto the inner circumference. The pockets (4) also have guide vanes (6, 7) between the two annular disks (1, 2) and in each case a pocket outlet opening (8), so that the lubricant injected onto the inner circumference is conveyed to the pocket outlet opening (8), where the pocket outlet openings (8) are circumferentially offset relative to the pocket inlet openings (5).
A drive unit for a vehicle (100) has a first electric machine (EM1), a second electric machine (EM2), and a transmission (SG) with a first drive input shaft (An1) for connection to the first electric machine (EM1), a second drive input shaft (An2) for connection to the second electric machine (EM2), a drive output shaft (Ab), a power take-off shaft (NAb) connected to the first drive input shaft (An1), a first sliding sleeve (SM1) having three shift positions (1a, 1b, 1c), a second sliding sleeve (SM2) having two shift positions (2a, 2b), and two planetary gearsets (PS1, PS2). A first planetary gearset (PS1) has a first sun gear shaft (SO1), a first ring gear shaft (HR1), and a first web shaft (ST1), and a second planetary gearset (PS2) has a second sun gear shaft (SO2), a second ring gear shaft (HR2), and a second web shaft (ST2).
In an embodiment a suspension structure for a vehicle includes a shock absorber configured to absorb and soften vibrations of a vehicle body, a solenoid valve provided on an outer surface of the shock absorber, the solenoid valve configured to control a damping force of the shock absorber, a fixing bracket coupled to the outer surface of the shock absorber and a dust cover mount fitted and connected to the fixing bracket on an exterior circumference of the shock absorber.
B60G 13/08 - Resilient suspensions characterised by arrangement, location, or type of vibration-dampers having dampers dissipating energy, e.g. frictionally of fluid type hydraulic
A test stand and modular system are provided for testing an electrically drivable axle module of a motor vehicle having first and second drive output shafts. The test stand has a first loading motor with a first motor shaft, a second loading motor with a second motor shaft, and a test stand base with a test object holder for holding the axle module. The first motor shaft can be connected with no transmission ratio to the first drive output shaft and the second motor shaft can be connected with no transmission ratio to the second drive output shaft. The first and second loading motors are each in the form of permanently excited synchronous motors with at least twelve magnetic pole pairs. The first and second loading motors are each arranged on respective sliding carriages on the test stand base and can be moved toward the axle module.
A plug connector for a fail-safe cable includes a socket and a plug. The fail-safe cable includes at least two parallel lines each having at least one wire. The socket and the plug can be plugged to the socket and has respective plugging contacts for the at least one wire. The plug connector has a respective connector portion for the at least two parallel lines, said respective connector portion being assigned solely to a relevant line. Each respective connector portion has a socket portion of the socket and a plug portion of the plug, said plug portion being able to be plugged into the socket portion. At least a first of the respective connector portions is configured to be more robust against a potential fault source than a second of the respective connector portions.
A propulsion device for a vehicle includes an electric motor, a crank axle, a driven element, a crank axle output element coupled to the crank axle and couplable to the driven element, a stationary element, and a gearing having a predetermined transmission ratio, with an input side of the gearing being coupled to an output element of the electric motor, and with the gearing having a gearing output element couplable to the driven element. The device further includes a torque support component having one or more outwardly facing surface sections, at least one of which has an outwardly curved contour. Additionally, the device includes a torque limiting assembly for limiting a torque between the electric motor and the driven element to a permissible torque by allowing the torque support component to rotate relative to the stationary element when the torque exceeds a predetermined maximum torque.
A winding with hairpins for an electric component of an electric machine with at least one phase, a hole count of at least three, and two or three parallel-connected coil strands per coil and phase. The winding extends over a first outer layer, a plurality of middle layers and a second outer layer with a changing winding direction. The change in the winding direction takes place in a return region via, in each instance, one hairpin, referred to as return hairpin, per coil strand in one of the outer layers on a head side of the winding. At least two of the return hairpins have a winding pitch that deviates from a standard winding pitch sWS.
The invention relates, inter alia, to a drive train (2) for a motor vehicle (1), comprising a transmission module (7) and a clutch module (8) having a further module (3) which is arranged spatially between the transmission module (7) and the clutch module (8) and has an interior (5). The transmission module (7) has a transmission controller (24), and the clutch module (8) has, outside the interior (5), a separating clutch (23) having a clutch-release mechanism (13) for the drive-related coupling and decoupling of an internal combustion engine (9). At least one first channel (10a) for conducting a control medium between the transmission controller (24) and the clutch-release mechanism (13) is provided in a housing part of the further module (3). The first channel (10a) extends spatially separated from the interior (5) of the further module (3).
ACTUATOR OF A STEER-BY-WIRE STEERING SYSTEM, STEER-BY-WIRE STEERING SYSTEM, MOTOR VEHICLE AND METHOD FOR DETERMINING A POSITION OF A STEERING ROD OF AN ACTUATING DRIVE
The invention provides an actuator (10) of a steer-by-wire steering system (12) of a motor vehicle (100), the actuator having a housing (22) and a steering rod (24) which is arranged therein and can be moved along a predefined movement direction, a linear travel sensor (40), comprising a magnet (41) arranged on the steering rod, being provided within the housing in such a way that a zero position of the steering rod can be determined by said magnet, the linear travel sensor being characterized by: at least two Hall switches (42) which are arranged at least indirectly on the housing of the actuator and at a predefined distance from the steering rod in such a way that they are opposite one another in the movement direction over a predefined zero position, and a magnet (41) which is arranged on the steering rod in such a way that the steering rod is in the zero position when the magnet is located in a region between the Hall switches (42) in such a way that all Hall switches opposite one another over the zero position output a switching signal.
B62D 7/14 - Steering linkageStub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
G01D 5/14 - Mechanical means for transferring the output of a sensing memberMeans for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for convertingTransducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage
82.
METHOD FOR PRODUCING A CHASSIS COMPONENT, AND SUCH A CHASSIS COMPONENT
The invention relates to a method for producing a chassis component (1) having a form-fitting connection between a joint housing (4, 5) and a connection component (7), at least one attachment portion (11) of the joint housing (4, 5) being injection-molded and/or cast around an end portion (8, 9) of the connection component (7) in order to provide the form-fitting connection. In order to be able to dispense with an additional component for sufficiently securing the connection, wherein at the same time a simple adjustment of the component length of the chassis component (1) and/or an angular adjustment of the joint housing (4, 5) relative to the connection component (7) is to be made possible, the method is characterized in that the end portion (8, 9) of the connection component (7) has an external thread (10) and, by virtue of being injection-molded and/or cast within the attachment portion (11) of the joint housing (4, 5), an internal thread (15) which interacts with the external thread (10) is formed, whereby the form-fitting connection is provided as a threaded connection.
An interconnection arrangement for an electric machine having a multiphase stator winding with at least one winding end per phase, the winding ends extend in an axial direction with reference to the stator axis, and an interconnection device having a connection unit for electrically contacting the winding ends with a high-voltage terminal and an electrically insulating insulation housing. The connection unit is partially in the insulation housing and has conductor portions that extend in the same direction as the winding ends and are electrically conductively contacted with at least one winding end in each instance. The interconnection arrangement has a positioning device for positioning the winding ends at the respective associated conductor portion. The positioning device is centered with respect to the interconnection device via a centering connection.
dqdqq) are varied in order to generate the sound, the generated sound being evaluated with respect to a wattage applied in each case in relation to the generated acoustic power, and wherein a distribution ratio of the modified current components (id/iq) in the phase current is stored to allow the generation of a sound having maximum acoustic power at the lowest possible wattage. The invention further relates to a method for activating an electric machine (EM) and to power electronics of the electric machine (EM).
H02P 21/22 - Current control, e.g. using a current control loop
B06B 1/04 - Processes or apparatus for generating mechanical vibrations of infrasonic, sonic or ultrasonic frequency making use of electrical energy operating with electromagnetism
B60Q 5/00 - Arrangement or adaptation of acoustic signal devices
85.
ELECTRIC AUXILIARY POWER TAKE-OFF ASSEMBLY FOR A UTILITY VEHICLE
The invention relates to an electric auxiliary power take-off assembly (1) for a utility vehicle, comprising an auxiliary power take-off unit (2); an electric machine (4) for providing an electric drive torque for the auxiliary power take-off unit (2), the electric machine (4) defining a rotational axis (100); a heat transfer system (22) for transferring heat generated during the operation of the electric machine (4) between a cooling circuit (23) and an oil circuit (24), the heat transfer system (22) having a plurality of fluid-conducting add-on components (25); and a housing (15) for receiving the electric machine (4), wherein the housing (15) has a housing main part (16) and a housing cover (17), the housing main part (16) and the housing cover (17) are connected to one another in the axial direction with respect to the rotational axis (100), and the housing cover (17) has an auxiliary power take-off unit connection interface (36), which is coaxial to the rotational axis (100), for connecting a drive device (3) to the auxiliary power take-off unit (2), at least one of the add-on components (25) of the heat transfer system (22) being sunk into the housing cover (17) in the axial direction with respect to the rotational axis (100) such that the installation space for the at least one add-on component (25) is at least partly provided in the housing main part (16) in the axial direction.
The invention relates to an electric auxiliary power take-off assembly (1) for a utility vehicle, comprising an auxiliary power take-off unit (1); an electric machine (4) for providing an electric drive torque for the auxiliary power take-off unit (2), the electric machine (4) defining a rotational axis (100); a heat transfer system (22) for transferring heat generated during the operation of the electric machine (4) between a cooling circuit (23) and an oil circuit (24), the heat transfer system (22) having a plurality of fluid-conducting add-on components (25); and a housing (15) for receiving the electric machine (4), wherein the housing (15) has a housing main part (16) and a housing cover (17), the housing main part (16) and the housing cover (17) are connected to one another in the axial direction with respect to the rotational axis (100) at an axial end face (102) of the housing (15), and the housing cover (17) has an auxiliary power take-off unit interface (36), which is coaxial to the rotational axis (100), for connecting a drive device (3) to the auxiliary power take-off unit (2), at least one of the add-on components (25) of the heat transfer system (22) being mounted on the housing main part (16) so as to be offset to the auxiliary power take-off unit interface (36) in the axial direction with respect to the rotational axis (100) such that the installation space for the at least one add-on component (25) is offset to the auxiliary power take-off unit interface (36).
The invention relates to a multi-stage manual transmission (130) for a drive device (100) of a motor vehicle (105), comprising - a first pressure valve assembly (200) and a second pressure valve assembly (203) which can be actuated separately and to which a system pressure can be applied; - at least two clutches (221 - 226) for controlling a force flow through the multi-stage manual transmission (130), and - a first demultiplexer assembly (230, 400) connected to the first pressure valve assembly (200) and a second demultiplexer assembly (233) connected to the second pressure valve assembly (203), wherein the first demultiplexer assembly (230, 400) is designed to fluidically connect only a selectable first clutch of the at least two clutches (221 - 226) to the first pressure valve assembly (200), and the second demultiplexer assembly (233) is designed to fluidically connect only a selectable second clutch of the at least two clutches (221 - 226) to the second pressure valve assembly (200). The invention also relates to a drive device (100) for a motor vehicle (105) and to a motor vehicle (105) having such a drive device (100).
A bending device for producing a winding mat for a rotor or stator of an electric machine, having a coil magazine with wire coils fitted in each instance with conductors; a bending unit with rod-shaped wire guides in which a conductor is guided in each instance, at least two bending heads for forming winding heads at the conductors, and at least two bending jaws for stamping layer steps in the conductors; and a transport system with spindles and a conveying unit for transporting the conductors that are bent to form a winding mat, the bending device being operable in a cycle. The coil magazine is a paternoster magazine and the bending unit includes a paternoster guide in which the wire guides are guided, and a concurrent paternoster movement of the wire coils and wire guides in the paternoster magazine and paternoster guide is adjustable.
H02K 15/0421 - Processes or apparatus specially adapted for manufacturing, assembling, maintaining or repairing of dynamo-electric machines of windings prior to their mounting into the machines the windings consisting of separate elements, e.g. bars, segments or half coils and consisting of single conductors, e.g. hairpins
B21C 37/04 - Manufacture of metal sheets, rods, wire, tubes, profiles or like semi-manufactured products, not otherwise provided forManufacture of tubes of special shape of rods or wire
A rotor for an electric machine, with rotor shaft, with plurality of rotor poles distributed in circumferential direction with magnet unit, with lamination stack which has a lamination core and insert segment for each rotor pole. The lamination core has a central shaft receptacle for receiving the rotor shaft and, for each rotor pole, a radially outwardly open segment receptacle for receiving the magnet units and the insert segments, and with a wrap surrounding the lamination stack which the magnet units and the insert segments are in the respective segment receptacle. The shaft receptacle has a plurality of supporting surfaces distributed in circumferential direction, and the rotor shaft has a plurality of mating surfaces (22) distributed in circumferential direction, and a supporting surface is supported in each instance at a mating surface of rotor shaft in radial direction with reference to rotational axis of rotor.
H02K 1/30 - Means for mounting or fastening rotating magnetic parts on to, or to, the rotor structures using intermediate parts, e.g. spiders
H02K 1/276 - Magnets embedded in the magnetic core, e.g. interior permanent magnets [IPM]
H02K 15/028 - Fastening stator or rotor bodies to casings, supports, shafts or hubs
H02K 15/035 - Processes or apparatus specially adapted for manufacturing, assembling, maintaining or repairing of dynamo-electric machines of stator or rotor bodies having permanent magnets on the rotor
90.
CURING DEVICE, ASSEMBLY HAVING THE CURING DEVICE, AND METHOD FOR PRODUCING A ROTOR BANDAGE
The invention relates to a curing device (3) for treating a rotor raw bandage (7) of a rotor (2), wherein the rotor raw bandage (7) comprises a flowable, curable matrix material (9); having a receiving device (10) for receiving the rotor (2) to be treated, wherein the receiving device (10) has at least two receiving segments (11, 12a, 12b) which, in an open state of the receiving device (10), can be arranged at a distance from the rotor raw bandage (7) in the radial direction with respect to a rotor rotational axis (100) and, in a closed state of the receiving device (10), can be contacted with the rotor raw bandage (7) in the radial direction with respect to the rotor rotational axis (100); having a pressure device (13) which is designed to apply a contact pressure (101) to at least one of the receiving segments (12a, 12b) in order to deform the raw rotor bandage (7) in the closed state under the action of the contact pressure (101), wherein at least in the closed state, at least one diversion volume (16a, 16b, 16c), into which a matrix material (9) displaced by the contact pressure (101) can flow, is formed between the at least two receiving segments (11, 12a, 12b).
The invention relates to a multi-stage manual transmission (130) for a drive device (100) of a motor vehicle (105), comprising a first pressure valve assembly (200) and a second pressure valve assembly (203), which can be actuated separately and which can be subjected to a system pressure, and comprising at least two clutches (221 - 226) for controlling a force flow through the multi-stage transmission (130), wherein each clutch (221 - 226) is associated with a holding valve (231 - 236), each of which can be selectively locked, by means of an associated separately controllable locking mechanism (241 – 246), in a filling position, in which a fluidic connection between the first pressure valve assembly (200) and the associated clutch (221 - 226) is released, or an emptying position, in which a fluidic connection between the associated clutch (221 - 226) and the second pressure valve assembly (203) is released, and each holding valve (231 - 236) can be switched from the emptying position into the filling position by means of a control pressure of the first pressure valve assembly (200) when an actuation of the holding valve (231 - 236) is released by the locking mechanism (241 - 246). The invention also relates to a drive device (100) for a motor vehicle (105) having such a multi-stage manual transmission (130).
An actuating arrangement for a gearbox including at least one shift drum and a pawl, where the pawl is swivelably mounted. When the shift drum is rotated, the pawl is pressed out of engagement with a shift element part of a shift element of the gearbox to actuate the shift element. The actuating arrangement comprises at least one means for reducing friction force during actuation of the shift element.
F16H 63/40 - Control outputs to change-speed- or reversing-gearings for conveying rotary motion comprising signals other than signals for actuating the final output mechanisms
F16H 63/18 - Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
09 - Scientific and electric apparatus and instruments
12 - Land, air and water vehicles; parts of land vehicles
Goods & Services
Control devices; programmable control apparatus; software;
software, downloadable or permanent (recorded); software for
controllers; software for drive controllers. Propulsion systems for land vehicles; gearboxes; drive
chains for land vehicles; combination of drives and
auxiliary drives; transaxle systems; fully electric
transaxle systems; transmission shafts for land vehicles;
motor drive units for land vehicles; motors, electric, for
land vehicles; power transmission mechanisms for land
vehicles; electric axle drives for use in relation to the
following goods: vehicles for use on land.
94.
Method, System for Carrying Out Such a Method; Computer Program and Computer-Readable Medium for Generating a Test Profile for Vibration Testing of Vehicle Equipment on the Basis of Data Acquisition During Route Journeys
A method for generating a test profile includes calculating, using a spectrum calculation algorithm, a plurality of pseudo-damage spectra from a plurality of measurement signals previously recorded during a route journey of a test vehicle. The method further includes an extrapolation and superposition process where a plurality of extrapolated pseudo-damage spectra are generated by multiplying each of the pseudo-damage spectrum by a proportionality constant, and a superposed pseudo-damage spectrum is generated by adding together the plurality of extrapolated pseudo-damage spectra. Further, the method includes calculating a reference signal pseudo-damage spectrum using the spectrum calculation algorithm on a reference signal, and an extrapolated reference signal pseudo-damage spectrum by multiplying the reference signal pseudo-damage spectrum by the proportionality constant. Additionally, the method includes generating the test profile based on the superposed pseudo-damage spectrum and the extrapolated reference signal pseudo-damage spectrum.
The invention relates to an electric motor having a motor housing (1), comprising a stator (2) and a rotor (3), wherein the motor housing (1) contains a cylindrical stator housing part (101) that radially envelops the stator (2), and a cylindrical rotor component (102) that radially envelops the rotor (3) and projects axially into the stator housing part (101). The stator (2) consists of a cylindrical laminated core (4) having a plurality of axially parallel slots (5), from which connecting pins (6) protrude, on the end face of the laminated core (4), for connection to power electronics. The connecting pins (6) are stopped from swinging out radially by an outer support ring (7) and/or an inner support ring (10).
The invention relates to a computer-implemented method (100) for adapting a first production plan of a first production system (200) for producing a first product, the method comprising the steps of: monitoring (110) production of the first product and, upon detection of disruptions in the first production system (200), outputting (120) disruption information characterising the disruption; determining (130) a maintenance operation for the first production system (200) on the basis of the disruption information; determining (140) an effect on the first production plan and on a supply chain on the basis of the maintenance, wherein the supply chain comprises the first production system (200) and at least one of a second production system (300) and an intermediary (400) which request the first product by means of a first demand request; determining (150) provision information for the second production system and/or the intermediary on the basis of the effect, wherein the provision information characterises a forecast relating to the production and provision of the first product on the basis of the effect; adapting (160) the first production planning of the first production system (200) on the basis of the maintenance and the effect on the supply chain, wherein the adapted first production planning characterises a forecast relating to the production and provision of the first product.
A compressed air generation apparatus for an air spring arrangement having an air spring and a passive compressed air generator. The compressed air generator converts relative displacements of its two portions in at least one direction into generation of compressed air. The first portion is coupled to a first connection point for connection to a first spring portion of the air spring of the air spring arrangement. The second portion is coupled via a linkage to a second connection point to a second spring portion of the air spring of the air spring arrangement. Translational relative movements between the connection points cause the relative displacement of the two portions with respect to one another. The linkage converts an adjusting movement introduced into the second connection point with an adjusting force into a higher actuation force and a lower actuation movement at the second portion of the compressed air generator.
B60G 11/27 - Resilient suspensions characterised by arrangement, location, or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
B60G 11/30 - Resilient suspensions characterised by arrangement, location, or kind of springs having fluid springs only, e.g. hydropneumatic springs having pressure fluid accumulator therefor, e.g. accumulator arranged in vehicle frame
A transmission for a drive train of a vehicle includes an input shaft, a first output shaft, a second output shaft, and a differential arranged in power flow between the input shaft and the two output shafts. A first output torque is transmittable onto the first output shaft by the first planetary gear set. A support torque of the first planetary gear set is convertible in the second planetary gear set such that a second output torque is transmittable onto the second output shaft. The first and second planetary gear sets are axially adjacent such that the planet gears do not axially overlap. A ring gear in the first planetary gear set is connected to a sun gear in the second planetary gear set for conjoint rotation, with the sun gear being arranged on an end face of the ring gear and axially fixed by a securing ring.
An oil transfer device includes a stationary member and a rotating member, with the rotating member being rotatable relative to the stationary member about a rotational axis. The stationary member defines a main oil channel, with a nozzle being at an end portion of the main oil channel in an oil flow direction, the nozzle defining an opening which forms a nozzle axis. The rotating member includes a wall portion extending in a circumferential direction, with an oil channel being defined in the wall portion, the oil channel extending along an oil channel axis through the wall portion. The nozzle axis and the oil channel axis are configured such that oil from the nozzle flows at least temporarily into the oil channel of the rotating member during a rotation of the rotating member.
The invention relates to an agricultural working vehicle (2) comprising: a chassis (6) which, during operation (B), has a travel position (FP) on the ground (4); a driver's cab (12) which is mounted on the chassis (6) so as to be movable by means of at least one air spring (14a, b), wherein each of the air springs (14a, b) can be deflected by a current spring length (FLa, b) along a spring travel path (16a, b), and the spring length (FLa, b) is correlated with a relative position (R) between the driver's cab (12) and the chassis (6), wherein each air spring (14a, b) contains a sensor (20a, b), the sensor signal (22a, b) thereof represents the spring length (FLa, b), and the sensor signal (22a, b) is made available in the vehicle (2); and at least one GPS sensor (26) which is fixedly attached to the driver's cab (12), wherein a GPS position (GO) of the GPS sensor (26), determined by means of the GPS sensor (26), is made available in the vehicle (2). The agricultural working vehicle contains a track guidance system (30) which is designed to determine the travel position (FP) on the basis of the GPS position (GO) by transforming the GPS position (GO) into the travel position (FP) of the chassis (6), taking into account the relative position (R), on the basis of at least one of the sensor signals (22a, b).
B60G 11/27 - Resilient suspensions characterised by arrangement, location, or kind of springs having fluid springs only, e.g. hydropneumatic springs wherein the fluid is a gas
B60F 1/00 - Vehicles for use both on rail and on roadConversions therefor
B60G 99/00 - Subject matter not provided for in other groups of this subclass
