Abstract: The invention relates to a method for controlling a railway vehicle having a double drive system, wherein each drive system comprises an internal combustion engine and a transmission unit, wherein a target drive torque (M(SL)) is provided as a power requirement by means of a drive lever, wherein an actual drive torque (M(IST)) of the railway vehicle is determined and a drive torque deviation is calculated from the target drive torque (M(SL)) and the actual drive torque (M(IST)). The method further comprises determining a prediction drive type (AAP), and a target drive type (AA(SL)) in the sense of a single or double drive, a target operating point (BP(SL)), and a target transmission stage (US(SL)) are set for the transmission units, based on the drive torque deviation and the prediction drive type (AAP), by means of a traction manager (9).

Abstract: The invention concerns a method for automatically controlling an internal combustion engine, wherein, in a first controller mode, a charge air temperature controller is set as dominant for a map-controlled thermostatic valve, and, in a second controller mode, a coolant temperature limit controller is set as dominant for the map-controlled thermostatic valve. Upstream of a recooler, a coolant flow is divided into a recooler coolant flow and a bypass coolant flow as a function of the position of the map-controlled thermostatic valve. Downstream of the recooler, the temperature of the charge air cooler coolant flow is determined from the combined fractions of the recooler coolant flow and the bypass coolant flow to control the charge air temperature (TLL) or to control the coolant temperature (TKM).

Abstract: The invention relates to an exhaust gas line for exhaust gas from at least one cylinder of an internal combustion engine, having at least one collecting housing (1) with a connection to an exhaust gas recirculation system (2). The collecting housing (1) is designed as a section of the exhaust gas line for the internal combustion engine.

Abstract: A method for automatically controlling the charge air temperature of an internal combustion engine, in which a coolant flow upstream of a recooler is distributed as a function of the position of a characteristic diagram-type thermostat valve between a recooler coolant flow and a bypass coolant flow. The temperature of the charge air cooler coolant flow is determined downstream of the recooler by the reunited coolant flows, i.e., the recooler coolant flow and the bypass coolant flow. The charge air temperature is determined by the temperature of the charge air cooler coolant flow.

Abstract: For a flap assembly, in particular an exhaust gas flap assembly, with the flap mounted on both sides via bearing devices in the housing, the disclosure describes a design in which a bearing body is supported radially against an annular collar of the bearing device and, by way of the annular collar, is held braced in a radially spring-loaded manner in a predefined radial position.

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 drive train, wherein the drive train has a first electric machine (EMI) which can be operated in a motor or generator operating state, and a planetary gear mechanism (100) having a rotational-speed changing apparatus, wherein the rotational-speed changing apparatus is configured, in particular, as an internal gear (110) and/or as a planetary gear (114) and/or as a sun gear (112), wherein the planetary gear mechanism (100) has a drive side and a driven side, characterized in that the first electric machine (EMI) engages into the rotational-speed changing apparatus in a controlling manner in the motor or generator operating state, with the result that a step-up transmission ratio is formed in the planetary gear mechanism (100).

Abstract: A filter head, designed to hold at least two filter elements. The filter head having a housing, into which feed channels to, and return channels from, the filter elements are integrated. A rotatable switching drum is provided for selectively opening or closing the channels to control the flow of fluid to the filter elements. The filter head has a cover, which closes off the housing, and a spring element, which produces an axial force which presses one of the sealing surfaces of the switching drum against the cover and the other sealing surface of the switching drum against the housing.

Abstract: The invention relates to a control and regulation method for an internal combustion engine (1) having a common rail system wherein the rail pressure (pCR) is regulated in normal operation in that an offset of the rail pressure (pCR) is calculated and a PWM signal (PWM) is determined for activating the control process via a pressure controller based on the offset, wherein a load rejection when the rail pressure (pCR) exceeds a limit and wherein upon recognition of the load rejection, the rail pressure (pCR) is controlled in that the PWM signal (PWM) is temporarily set to a PWM value that is higher compared to normal operation via a PWM parameter. The invention is characterized in that the threshold for activation of the temporary PWM parameter is calculated in dependence on the gradient of a power-determining signal.

Abstract: The invention relates to a control and regulation method for an internal combustion engine having a common rail system, wherein a rail pressure is regulated in normal operation in that a first actual rail pressure is determined via a first filter from the rail pressure, an offset is calculated from a target rail pressure and the first actual rail pressure, a variable is calculated via a pressure regulator from the offset and a PWM signal having a first PWM frequency (f1) for activation of a control process is determined in dependence on the variable.

Abstract: A method is proposed for controlling a hybrid drive in a rail vehicle in which an electronic route timetable (SPL) is predefined as route-section-related speeds by means of a train control device, route-section-related types of drive for the rail vehicle are predictively determined by means of the electronic route timetable (SPL) before the journey begins, a deviation of the actual position from a setpoint position of the rail vehicle which is obtained from the electronic route timetable (SPL) is determined while the rail vehicle is travelling, a time margin is calculated on the basis of the difference in position, and the current type of drive is retained or changed as a function of the time margin.

Abstract: A a method for automatically controlling an internal combustion engine, in which an individual accumulator pressure (pE) of a common rail system is detected in a measurement interval and stored; in which an evaluation window is determined for the stored individual accumulation pressure (pE), within which window an injection was brought about; in which, in a first step, both a representative injection start and a trial injection end are determined in this evaluation window as a function of the detected pressure values, and, in a second step, both a trial injection start and a representative injection end are determined in this evaluation window as a function of the detected pressure values; in which the representative injection start is checked for plausibility against the trial injection start; and in which the representative injection end is checked for plausibility against the trial injection end.

Abstract: In an internal combustion engine with at least one turbocharger supplying compressed air to the engine cylinders which are divided into a first group and a second group, a first exhaust gas line connecting a first section of an exhaust gas collection line to the turbine, a recirculation line for returning exhaust gas from a second section of the exhaust gas collection line to the charge air supply line, a first control device controls the exhaust gas flow from a section of the cylinders to the first section of the exhaust gas collection line, a second control device controls the exhaust gas flow to the turbine and a third control device controls the exhaust gas flow recirculated to the charge air supply line for the cylinder.

Abstract: In an exhaust gas treatment component with a ceramic body for the purification of exhaust gases and a method for making such a component, the ceramic body is disposed in a sheet metal housing consisting of a housing base from which housing sections extend which are hinged to the housing base by webs and which form together a tubular slotted housing part surrounding the ceramic body, the housing sections being tiltable outwardly about the webs for facilitating insertion of the ceramic body into the housing.

Abstract: A method for assigning addresses to injectors of an internal combustion machine, wherein, prior to the starting procedure, an electronic motor control device selects a first injector by activating the first injector by a first control line from the electronic motor control device. The electronic motor control device is arranged on a data bus to which the electronic motor control device and all injectors are connected. A first address value is placed on the motor control device and the first injector assumes the first address value as the address assigned to it.

Abstract: A method for automatically controlling an internal combustion engine, in which an axial displacement (s(t)) and an angle of rotation (w(t)) of a gas-exchange valve are measured during a valve stroke. A displacement deviation is computed from the displacement (s(t)) relative to a reference valve, and an angle of rotation deviation is computed from an initial value and an end value of the angle or rotation. The further operation of the internal combustion engine is set on the basis of the displacement deviation and the angle of rotation deviation.

Abstract: A method for automatically controlling the pressure of a common rail system on an A side and a common rail system on a B side of a V-type internal combustion engine, in which the rail pressure (pCR(A)) of the common rail system on the A side is automatically controlled by an A-side closed-loop pressure control system, and the rail pressure (pCR(B)) of the common rail system on the B side is automatically controlled by a B-side closed-loop pressure control system. The automatic control of each side is independent of the other. A common set rail pressure is set as a reference input for both closed-loop pressure control systems. A set injection quantity is computed by a speed controller as a function of an actual speed relative to a set speed, and a common disturbance variable is computed as a function of the set injection quantity. Both the correcting variable of the A-side pressure controller and the correcting variable of the B-side pressure controller are corrected by the common disturbance variable.

Abstract: The invention proposes a method for controlling a stationary gas motor (1), wherein a rotational speed control deviation is calculated from a target rotational speed (nSL) and a current rotational speed (nIST), a target torque is determined from the rotational speed control deviation as the controlled variable, wherein a mixture throttle angle (DKW1, DKW2) is determined for the determination of a mixture volume flow and of a current mixture pressure (p1(IST), p2(IST)) in a receiver pipe (12, 13) upstream of the intake valves of the gas motor (1) as a function of the target volume flow, and wherein a gas throttle angle is determined for determining a gas volume flow as the gas content in a gas/air mixture, also as a function of the target volume flow.

Abstract: The invention relates to a method for regulating a stationary gas motor (1). In said method, a deviation of the regulated speed is calculated from a desired speed and an actual speed, a desired moment is determined as an adjustable variable from the deviation of the regulated speed by means of a speed governor, said desired moment being limited to an air ratio-limiting moment by limiting the moment, and a desired volume flow (VSL) is determined from the limited desired moment in order to define an angle (DKW1, DKW2) of the mixture throttle valve and an angle of the gas throttle valve.

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.