Abstract: A motor vehicle (1) with a passenger compartment (3) and a motor chamber (2). A substantially closed area (7) is arranged in the motor chamber (2), and the area (7) is connected to the passenger compartment (3) via at least one first air outlet opening (18) in order to supply air from the area (7) into the passenger compartment (3). The area (7) is additionally connected to the air outside of the motor vehicle (1) via at least one air inlet opening (13) in order to supply air from outside of the motor vehicle into the area (7). Furthermore, the area (7) is connected to at least one second air outlet opening (14) in order to discharge air out of the area (7).

Abstract: A motor vehicle (1) with a passenger compartment (3) and a motor chamber (2). A substantially closed area (7) is arranged in the motor chamber (2), and the area (7) is connected to the passenger compartment (3) via at least one first air outlet opening (18) in order to supply air from the area (7) into the passenger compartment (3). The area (7) is additionally connected to the air outside of the motor vehicle (1) via at least one air inlet opening (13) in order to supply air from outside of the motor vehicle into the area (7). Furthermore, the area (7) is connected to at least one second air outlet opening (14) in order to discharge air out of the area (7).

Abstract: The invention relates to a not vehicle (1), comprising a passenger compartment (2) and an engine compartment (26), wherein the passenger compartment (2) is separated from the engine compartment (26) by a firewall (25), and comprising an air-conditioning system (3) for heating and/or cool:flag the passenger compartment (2). The air-conditioning system comprises a compressor (6), an expansion valve (5), a first heat exchanger (4), and at least one second heat exchanger (7), which are fluidically connected to each other by means of a heat-transfer medium, and a first conducting structure (8) for conducting a first air flow (11) from an outer body opening (3) into the first heat exchanger (4), which first heat exchanger is suitable for providing energy exchange between the heat-transfer medium and the first air flow (11), wherein the first heat exchanger (4) is connected to the passenger compartment (2) in order to feed the first air flow (11) into the passenger compartment (2).

Abstract: In order to compact a blank from silicon powder, the latter is uniaxially pressed in a mold chamber.

Abstract: In the case of a device for the melting and/or crystallizing of non-ferrous metals, especially of silicon, provision is made, for improving the quality of the crystallized and block-shaped non-ferrous metal, for there to be arranged around a container for receiving the non-ferrous metal at least one controllable cooling element for the active removal of heat from the non-ferrous metal.

Abstract: Method for manufacturing a reactor for separating a gas containing silicon, comprising the following stages: preparation of a substantially tubular reactor blank with an inner wall and an outer wall, and application of a separating layer containing a powdery separating medium, at least onto the inner wall of the reactor blank. The reactor with the separating layer applied thereon offers simple and effective protection of the inner wall from deposited silicon powder. The separating layer and the silicon powder deposited thereon can easily be removed mechanically, without the inner wall being damaged.

Abstract: In a reactor for the decomposition of a silicon-containing gas, provision is made, to avoid silicon deposition on an inner wall of a reactor vessel, for at least one catalytically active mesh to be provided within a reaction chamber between at least one gas feed line and the inner wall (4). The mesh accelerates the thermal decomposition of the gas and reduces the deposition of silicon on the inner wall. Also described is a process for the preparation of silicon using the reactor according to the invention and the use in photovoltaics of the silicon prepared.

Abstract: Oven for non-metal melting, in particular silicon melting, with a housing enclosing an interior, at least one mould arranged in the interior for receiving a non-metal melt, at least one electrical heating device enclosing, at least partially, the at least one mould for influencing the temperature of the non-metal melt, and a power supply device connected in an electrically conductive manner to the at least one heating device for providing the heating device with a time-variable current I(t), wherein the current I(t) has a frequency of 0.1 Hz to 1000 Hz and the current I(t) is of a magnitude sufficient for setting a predetermined temperature of the non-metal melt, the currents in the plurality, where necessary, of heaters having a defined phase position in respect of one another.

Abstract: A reactor for separating a gas containing silicon is provided with at least one electrically heatable deposition element of silicon to save costs, which element has a doping with at least one impurity to improve its electrical conductivity, the doping having a concentration in an initial state, such that the deposition element with the silicon deposited thereon in the final state is suitable for the manufacture of silicon melt for the production of polycrystalline silicon blocks or single silicon crystals for photovoltaics. A method for manufacturing silicon with the reactor according to the invention and the use of the manufactured silicon in photovoltaics are also described.

Abstract: Compacting device for the low-metal compaction of a powder with a casing which at least in part surrounds a working chamber, with a feed arrangement arranged on the casing and feeding a powder, which is to be compacted, into the working chamber, with at least a compacting roller which is rotatably arranged in the working chamber, comprises a roller jacket and, together with an opposing wall, forms a compacting gap for compacting the powder therein, characterised in that the at least one compacting roller consists of ceramic, at least on the roller jacket.

Abstract: A ball-and-socket joint for a motor vehicle, especially for the chassis of the motor vehicle, is provided, wherein the ball-and-socket joint has a ball-and-socket joint housing (4) provided with a joint opening (6) as well as a ball pivot (3). The ball pivot (3) includes a joint ball (1) and a pivot (2). The ball pivot (3) is mounted with its joint ball (1) rotatably and pivotably in the ball-and-socket joint housing (4) and protrudes with its pivot (2) from the ball-and-socket joint housing (4). A separate closing element (10), which closes a mounting opening (9) provided in the ball-and-socket joint housing at least partially, and at which at least one electronic component (11) is arranged, is fastened to the ball-and-socket joint housing (4).

Abstract: In a method for braking a motor vehicle at low speeds in order to avoid a collision with an obstacle in its immediate vicinity, the distance and the relative speed between the vehicle and the obstacle are determined by sensor and are based on the calculation of a necessary braking pressure or a deceleration. The brake pressure is generated at least partially independently of the driver. In order to minimize the reaction time in the case of slow approach to an obstacle in the case where the relative speed falls below a threshold value and the distance falls below a proximity limit, the braking torque is set to a smaller value than the engine torque. In the case where the distance falls below a stop limit, which is smaller than the proximity limit, the braking torque and the engine torque are adjusted in such a way that the braking torque exceeds the engine torque.

Abstract: An apparatus and method adapts response slip threshold values for a drive slip and/or a brake slip control system to the tires fitted to a motor vehicle. The drive torque provided at the driven vehicle wheels is determined from measured operating data such as fuel supply and/or combustion air supply, engine speed and total transmission ratio of the drive train of the vehicle. From this determination, the adhesion coefficient .mu..sub.a utilized is determined with a predetermined or measured axle load at the driven vehicle wheels. From the correlation of these adhesion coefficients .mu..sub.a with measured values of the drive slip .lambda..sub.a, the .mu. slip characteristic of the tires is determined and, corresponding thereto, the response slip thresholds .lambda..sub.A and .lambda..sub.B for the drive slip and the antiblocking control are set. A sliding averaging over the quotient .mu..sub.a /.lambda..sub.a of continuously determined .mu.a, .lambda..sub.

Abstract: A vehicle is equipped both with an anti-lock system working on the return-flow principle and with a drive-slip control device working on the differential brake principle, in which the return pump is utilized as an auxiliary pressure source for loading the driven vehicle wheels with brake pressure. In an operational situation requiring drive-slip control, a pump working at a low pressure level is actuated, even before the control responds, and conveys brake fluid both into the brake circuit of the driven vehicle wheel and into the brake circuit of the non-driven vehicle wheels, which are shut off from the brake unit of the brake system by, on one hand, an ASR-function control valve and, on the other hand, by an isolating valve. The pre-charge pump of the return pump of the brake circuits of the driven vehicle wheels is used as a low-pressure pump.

Abstract: The method for producing dimensionally stable, low-shrinkage, chemically modified industrial polyester yarns by melt spinning at speeds of 1000 to 4000 m/min. utilizes a copolymer containing at least 85 percent by weight polyethylene terephthalate units and comonomers. During polyester production to lower the thermal shrinkage one or more conformationally fixed linear difunctional comonomers are added to the polymer melt. These difunctional comonomers have the general formula, X'--R--X, where R is an unsaturated linear alkyl group having from three to ten carbon atoms or a cycloalkyl or aromatic group with 6 or more carbon atoms, and X and X' are, independently, OR' or COOR", and R'=H or an alkyl group and, independently, R" is also H or an alkyl group.

Abstract: A process for compensating systematic errors of an acceleration sensor. The result of a sliding average of the output of the accelerometer, determined when acceleration in the primary measurement direction is zero, is subtracted from the output of the accelerometer thus producing a signal representative of acceleration only in the primary direction. A functional check of the accelerometer is provided by aligning the accelerometer in a second direction and comparing the acceleration measured in this second direction to the acceleration measured in the primary direction by a second device for determining acceleration and indicating a malfunction when the two measured accelerations are different and it is determined that acceleration only in the primary direction is present.

Abstract: A process for anti-lock control on a racing vehicle having an aerodynamic design which results, at high speeds, in a clear increase both of the front-axle load and the rear-axle load of the vehicle. On a wheel requiring control, the response of the anti-lock control is triggered in the direction of a brake-pressure reduction when an axle-related reference quantity K.sub.h or K.sub.v, formed as a sum of weighted amounts of the wheel-circumference deceleration Z and of the brake slip of the respective vehicle wheel related to a reference speed, exceeds a threshold value. At least during the formation of the reference quantity critical for the front axle, the reciprocal value of the locking limit, determined with inclusion of negative lift forces and air resistance, of the vehicle wheels, plus a safety value .DELTA.Z.sub.o, is taken as a weighting factor X.sub.v.

Abstract: In a drive-slip control system (ASR) for a motor vehicle with rear-axle drive, operating on the principle of retarding again a driven vehicle wheel having a tendency to spin by activating its wheel brake, the rear-axle differential is provided with a locking device which, as the difference in the propulsive torques which can be transmitted via the driven vehicle wheels, between the latter and the roadway increases, develops an increasing degree of locking. The locking device is constructed using multi-plate clutches, which provide a frictional, limited-slip coupling between the driving ring gears and the cage of the differential on which the differential bevel gears of the differential are also mounted. In addition, the multi-plate clutches can be applied hydraulically, controlled being exercised via a solenoid valve.

Abstract: In an antilock braking system (ABS) operating on the recirculating principle with a static brake circuit and a tandem master cylinder as the brake booster, a control stage is provided in order to lessen the intensity of reaction shocks noticeable at the brake pedal when the antilock control commences. From the onset of a pressure reduction signal, the control stage generates, for at least one brake-pressure control valve of the ABS, an operating voltage for the drive motor of the recirculating pump unit which rises with increasing duration of this signal. After a predetermined rising time, the voltage can reach a maximum value, correlated with maximum speed of the motor, and then is held at this value at least until dying-out, or otherwise rises to that value which is reached within the pressure-reduction signal duration.

Abstract: A method for correcting the rotational speeds of vehicle wheels determined by wheel sensors, a measurement of wheel speeds of the wheels of a vehicle being carried out, with specific driving conditions being that the vehicle is being neither accelerated nor braked and has no transverse acceleration. In a first part of the method, a matching of the measured wheel speeds is carried out under the specific driving conditions when the condition that the vehicle speed is below a first threshold value is satisfied. The matching of the measured wheel speeds is carried out by determining a matching factor for each of the two vehicle sides, so that, for example for the left vehicle side, matched wheel speeds are obtained from the measured wheel speeds.