Abstract: A drive train connection has a shaft, a joint, particularly a constant velocity joint, and a coupling device. The coupling device is a planetary gear mechanism having a hollow wheel, at least one planet wheel and a sun wheel. The shaft and the sun wheel have corresponding locking means oriented in the axial direction. The sun wheel, together with the joint, can be screwed onto the shaft or unscrewed from the shaft by turning the hollow wheel.

Abstract: A method for controlling an internal combustion engine having a common rail system together with individual accumulators. A rotational speed-control deviation (dn) is determined from a target rotational speed (nSL) that represents the set point for an outer control loop to control the rotational speed, as well as from an actual rotational speed (nIST). A target torque (MSL) is determined from the rotational speed-control deviation (dn) via a rotational speed controller as a master controller. A target injection duration (SD(SOLL)) is determined from the target torque (MSL). The target duration injection (SD(SOLL)) represents the set point for an inner control loop for controlling cylinder-specific injection duration. An injection duration deviation is determined from the target injection duration (SD(SOLL)) and from an actual injection duration.

Abstract: For an internal combustion engine with a common rail system including individual accumulators, a process for open- and closed-loop control is proposed, in which the individual accumulator pressure (pE) is detected within a measuring interval and stored, an absolute minimum value of the stored individual accumulator pressure (pE) is interpreted as the end of the main injection, and on the basis of the end of the main injection, a mathematical function is used to calculate a virtual starting time for the main injection. In the measuring interval after the end of the main injection, the individual accumulator pressure (pE) is filtered within a time window, a local minimum value of the filtered individual accumulator pressure is interpreted as the end of a post-injection, and a mathematical function is used to calculate a virtual start of the post-injection.

Abstract: A terminal operated at a switching facility has at least one indicating element which indicates operating modes of another terminal allocated to the indicating element. The other terminal is operated at another switching facility. Calls to the other terminal may be picked up by operating a function element, e.g., pressing a key, associated with the indicating element that indicates the operating modes of the other terminal, when an incoming call to the other terminal is indicated.

Abstract: For an internal combustion engine with a common rail system including individual accumulators, a process for open- and closed-loop control is proposed, in which the individual accumulator pressure (pE) is detected within a measuring interval and stored, an absolute minimum value of the stored individual accumulator pressure (pE) is interpreted as the end of the main injection, and on the basis of the end of the main injection, a mathematical function is used to calculate a virtual starting time for the main injection. In the measuring interval after the end of the main injection, the individual accumulator pressure (pE) is filtered within a time window, a local minimum value of the filtered individual accumulator pressure is interpreted as the end of a post-injection, and a mathematical function is used to calculate a virtual start of the post-injection.

Abstract: A process for controlling an internal combustion engine, in which an actual position of a reciprocating gas valve is detected by a position sensor, a positional deviation is calculated from the actual position and a zero position, a total length change of the reciprocating gas valve is calculated as a function of the temperature of the reciprocating gas valve, a valve clearance of the reciprocating gas valve is determined from the positional deviation and the total length change, and the further operation of the internal combustion engine is determined on the basis of the valve clearance.

Abstract: A method for detecting a preinjection in an internal combustion engine with a common-rail system, including individual accumulators, in which an individual accumulator pressure distribution is detected in a measurement interval and is used to determine an injection end of the main injection, in which a virtual injection start of the main injection is computed by a mathematical function as a function of the injection end, and in which the virtual injection start is set as the actual injection start of the main injection. With the preinjection activated, an actual injection delay for the main injection is determined as a function of the actual injection start, an injection delay deviation of a set injection delay from the actual injection delay is computed, and the injection delay deviation is used to determine whether a preinjection has occurred.

Abstract: A method for controlling an internal combustion engine having a common rail system together with individual accumulators. A rotational speed-control deviation (dn) is determined from a target rotational speed (nSL) that represents the set point for an outer control loop to control the rotational speed, as well as from an actual rotational speed (nIST). A target torque (MSL) is determined from the rotational speed-control deviation (dn) via a rotational speed controller as a master controller. A target injection duration (SD(SOLL)) is determined from the target torque (MSL). The target duration injection (SD(SOLL)) represents the set point for an inner control loop for controlling cylinder-specific injection duration. An injection duration deviation is determined from the target injection duration (SD(SOLL)) and from an actual injection duration.

Abstract: A method for controlling an internal combustion engine with a common-rail system, in which a fuel quantity is computed from a measured fuel pressure distribution and in which the computed fuel quantity is set as the controlling value for controlling an injection. The fuel quantity is computed by measuring the pressure distribution (pE) of an individual accumulator, reproducing a modeled pressure distribution (pEMOD) according to the measured pressure distribution (pE) using a hydraulic model, and computing the fuel quantity from the hydraulic model.

Abstract: A method for detecting a preinjection in an internal combustion engine with a common-rail system, including individual accumulators, in which an individual accumulator pressure distribution is detected in a measurement interval and is used to determine an injection end of the main injection, in which a virtual injection start of the main injection is computed by a mathematical function as a function of the injection end, and in which the virtual injection start is set as the actual injection start of the main injection. With the preinjection activated, an actual injection delay for the main injection is determined as a function of the actual injection start, an injection delay deviation of a set injection delay from the actual injection delay is computed, and the injection delay deviation is used to determine whether a preinjection has occurred.

Abstract: In a method of controlling an internal combustion engine having a common rail fuel injection system including individual fuel storage chambers, wherein the pressure pattern of the fuel supplied to each injector can be determined and actual and virtual fuel injection ends and fuel injection begins are determined, the deviations from the desired fuel injection ends and from the fuel injection begins are calculated and the injectors are evaluated on the basis of the deviations and further control of the internal combustion engine is based on an evaluation of the fuel injectors.

Abstract: In a method of controlling an internal combustion engine having a common rail fuel injection system including individual fuel storage chambers, wherein the pressure pattern of the fuel supplied to each injector can be determined and actual and virtual fuel injection ends and fuel injection begins are determined, the deviations from the desired fuel injection ends and from the fuel injection begins are calculated and the injectors are evaluated on the basis of the deviations and further control of the internal combustion engine is based on an evaluation of the fuel injectors.

Abstract: A fuel injection system for an internal-combustion diesel engine has a fuel injector, typically one of several, supplied by way of a high-pressure fuel line with highly pressurized fuel for the injection of the fuel into the combustion space of the internal-combustion engine during an injection operation. A pressure control valve connected in front of the fuel injector in the high-pressure fuel line is provided for controlling the pressure of the fuel injected during the injection operation. The pressure control valve contains a freely displaceable piston operating on both sides and a slide connected into the flow path of the high-pressure fuel line for the opening and closing of the passage cross-section of the flow path of the high-pressure fuel line as a function of the position of the piston.

Abstract: A terminal operated at a switching facility has at least one indicating element which indicates operating modes of another terminal allocated to the indicating element. The other terminal is operated at another switching facility. Calls to the other terminal may be picked up by operating a function element, e.g., pressing a key, associated with the indicating element that indicates the operating modes of the other terminal, when an incoming call to the other terminal is indicated.

Abstract: A fuel injection system for an internal-combustion diesel engine has a fuel injector, typically one of several, supplied by way of a high-pressure fuel line with highly pressurized fuel for the injection of the fuel into the combustion space of the internal-combustion engine during an injection operation. A pressure control valve connected in front of the fuel injector in the high-pressure fuel line is provided for controlling the pressure of the fuel injected during the injection operation. The pressure control valve contains a freely displaceable piston operating on both sides and a slide connected into the flow path of the high-pressure fuel line for the opening and closing of the passage cross-section of the flow path of the high-pressure fuel line as a function of the position of the piston.

Abstract: In a multi-cylinder internal combustion engine, with a first crankshaft part and a second crankshaft part, a device for coupling the crankshaft parts at a predetermined relative angular position is provided. A friction clutch for pre-coupling the crankshaft parts and for attaining substantially the same speed of rotation has a first thrust element coupled to the first crankshaft part wherein the thrust element is rotatable over an angle relative to the first shaft between a first angular position and a second angular position. A clutch plate is coupled to the second crankshaft part for engaging the thrust element. Means are provided for actuating the first friction clutch wherein the thrust element is maintained in the first angular position during initial actuation of the friction clutch, and moves to the second angular position in response to a reversal in torque transmitted between the crankshaft parts.

Abstract: An internal combustion engine has an oil pan divided into two chambers that communicate with each other. The first chamber is at a distance above the bottom of the oil pan, which is also the bottom of the second chamber. Because the bottom of the oil pan is cooled by the slip stream the oil in the two chambers are at different temperatures. Suction lines lead from each chamber to a thermostat valve that connects them to a discharge line. The thermostat valve operates such that when the engine is cold the oil supplied to the discharge line is relatively hot oil from the first chamber and when the engine is hot the relatively cool oil from the second chamber is supplied via the valve.

Abstract: An internal combustion engine for an automobile is encased in a sound-insulating casing and is mounted on a frame of the automobile via sound-proofing suspensions. The wall of the casing extends around the suspensions, at which point the casing is supported on the frame by means of casing wall portions. These casing wall portions are acoustically insulated from the remainder of the casing wall by sound-insulating intermediate layers, e.g. by flat, elastic, annular sealing rings.

Abstract: An internal combustion engine includes an engine block and an oil pan sealingly secured to one another along substantially horizontally extending mounting faces to constitute a unit and a sound-insulating capsule shrouding the engine block and having a lower terminal zone. A sound dampening mounting arrangement is provided for attaching the lower terminal zone of the capsule to the unit at the height level of the mounting faces.

Abstract: An internal combustion engine has an engine block, an oil pan and a sound insulating capsule shrouding the engine block. The engine block and the oil pan have circumferential mounting faces oriented towards one another. A mounting arrangement includes a sound dampening intermediate layer situated between the mounting faces for a noise-dampened connection of the oil pan with the engine block and with a lower terminal zone of the capsule. The oil pan is held by the lower terminal zone of the capsule and the capsule is supported by a component other than the internal combustion engine. The intermediate layer is constituted by a gasket which has at least one fold to take up relative motions between the engine block and the oil pan during operation of the internal combustion engine.