Abstract: A crossbeam for a motor vehicle comprises a crossbeam body and at least one attachment device for attaching at least one vehicle component of the motor vehicle to the crossbeam, the attachment device having an attachment body which is fastened to the crossbeam body and extends in the longitudinal direction of the crossbeam body over a partial length of the crossbeam body and away from the crossbeam body in a direction transverse to the longitudinal direction, and a plurality of attachment elements being present on the attachment body. The attachment body is built up from a plurality of individual blanks which are fastened to the crossbeam body in a distributed manner over the partial length and which each extend with their longitudinal direction and with their blank area transversely to the longitudinal direction of the crossbeam body.

Abstract: A crossbeam for a motor vehicle comprises a crossbeam body and at least one attachment device for attaching at least one vehicle component of the motor vehicle to the crossbeam, the attachment device having an attachment body which is fastened to the crossbeam body and extends in the longitudinal direction of the crossbeam body over a partial length of the crossbeam body and away from the crossbeam body in a direction transverse to the longitudinal direction, and a plurality of attachment elements being present on the attachment body. The attachment body is built up from a plurality of individual blanks which are fastened to the crossbeam body in a distributed manner over the partial length and which each extend with their longitudinal direction and with their blank area transversely to the longitudinal direction of the crossbeam body.

Abstract: An arrangement has a first component, a second component, and a connecting element for connecting the first component to the second component at a distance from one another, the first component, at least at an end that is to be connected to the second component, being in profiled section, in particular tubular, form. The connecting element has an axially moveable spacer piece for bridging the distance between that end of the first component which is to be connected and the second component, and also has at least one clamping piece, that can be brought into contact in a clamping manner with a wall of the first component, and furthermore an actuating mechanism that is operatively connected to the spacer piece and the clamping piece in such a manner that when the actuating mechanism is actuated, the spacer piece moves in the axial direction until it comes into contact with the second component and the clamping piece is brought into clamping engagement with the wall of the first component.

Abstract: A stabilizing strut, in particular for a chassis of a vehicle, in particular a Watt strut, is described, said strut having an elongate strut body which is designed as a profile. The strut body is formed as a profile which is open on one side at least in some sections along its longitudinal direction and the two longitudinal edges of which are connected integrally to each other at least in some sections axially to give a closed profile. Furthermore, a method for producing a stabilizing strut of this type is described.

Abstract: An arrangement has a first component, a second component, and a connecting element for connecting the first component to the second component at a distance from one another, the first component, at least at an end that is to be connected to the second component, being in profiled section, in particular tubular, form. The connecting element has an axially moveable spacer piece for bridging the distance between that end of the first component which is to be connected and the second component, and also has at least one clamping piece, that can be brought into contact in a clamping manner with a wall of the first component, and furthermore an actuating mechanism that is operatively connected to the spacer piece and the clamping piece in such a manner that when the actuating mechanism is actuated, the spacer piece moves in the axial direction until it comes into contact with the second component and the clamping piece is brought into clamping engagement with the wall of the first component.

Abstract: A stabilizing strut, in particular for a chassis of a vehicle, in particular a Watt strut, is described, said strut having an elongate strut body which is designed as a profile. The strut body is formed as a profile which is open on one side at least in some sections along its longitudinal direction and the two longitudinal edges of which are connected integrally to each other at least in some sections axially to give a closed profile. Furthermore, a method for producing a stabilizing strut of this type is described.

Abstract: A stabilizing strut, in particular for a chassis of a vehicle, in particular a Watt strut, is described, the strut having an elongate strut body which is designed as a profile. The strut body is formed as a profile which is open on one side at least in some sections along its longitudinal direction and the two longitudinal edges of which are connected integrally to each other at least in some sections axially to give a closed profile. Furthermore, a method for producing a stabilizing strut of this type is described.

Abstract: A stabilizing strut, in particular for a chassis of a vehicle, in particular a Watt strut, is described, said strut having an elongate strut body which is designed as a profile. The strut body is formed as a profile which is open on one side at least in some sections along its longitudinal direction and the two longitudinal edges of which are connected integrally to each other at least in some sections axially to give a closed profile. Furthermore, a method for producing a stabilizing strut of this type is described.

Abstract: In a method for manufacturing a crossmember for stiffening an instrument panel of a motor vehicle, the crossmember that is to be manufactured having at least two profiled segments, with cross sections differing from one another, arranged in axial prolongation, the smaller-cross-section profiled segment is arranged so as to overlap the larger-cross-section profiled segment over at least a partial length; and in the overlap region, the profiled segments are joined to one another in at least one direction perpendicular to the longitudinal direction by way of at least one stabilizing joining element.

Abstract: In the case of a driving arrangement for a motor vehicle having a gearing casing which carries a gear box shaft with a gearwheel which is situated in parallel to a geometrical main axis and having a partial casing which carries differential gearing which has a ring gear meshing with the gear wheel and is arranged centrically with respect to the main axis, a storage chamber is provided in the partial casing which is concentric with respect to the main axis.

Abstract: The invention relates to a gear pump with two delivery gears meshing with one another, said gears cooperating in the rotation direction in front of or behind a plane containing the gear axes with a pressure and/or suction line. According to the invention, excess delivered pumping medium is introduced through a separate line behind the connection of the suction line in the circumferential direction of the gears, into the tooth spaces of the delivery gears in order to prevent any cavitation that might occur.

Abstract: In a gearbox casing for an epicyclic change-speed gearbox, a region of the casing interior accommodating the rotating gearbox parts is partitioned off by a casing inner part configured as an intermediate wall from a region of the casing interior enclosed by a base part open towards the bottom in the installed position. The wall surface containing the inner mouth lays on a casing bulge which is bounded opposite the casing interior. The inner wall surface starts from a point on the cylindrical inner wall of the cylindrical casing outer part lying ahead of the mouth in relation to a forward rotation direction of the rotating gearbox parts to follow a spiral curve away from the casing longitudinal axis in a circumferential direction of the rotation axis.

Abstract: In a change-speed gearbox with three epicyclic partial gear trains, an input shaft is connected directly to a co-axial gearwheel of the input-end partial gear train and, by means of a drive clutch, to a co-axial gearwheel of the output-end partial gear train. In the input-end partial gear train, two gear elements are connected by means of a lock-up clutch, the planet carrier being still connected with the one co-axial gearwheel of the third partial gear train. In the output-end partial gear train, the planet carrier is directly connected to an output shaft and the outer co-axial gearwheel is connected to a forward gear brake.

Abstract: A method and apparatus is provided for automatic shifting of a multi-path, toothed-wheel gear change box with at least two gearbox subunits in parallel to one another in the power transmission path between an input shaft and an output shaft and having loose wheels which can be coupled to their shaft in each case by a gearwheel clutch. A starting shift condition is selected if the vehicle is at a standstill, in which condition both the gearwheel clutch connected to the loose wheel of the gearwheel stage of the reverse gear and the gearwheel clutch of that gearwheel stage which forms the lowest of the gears, which are independent of the power-shift clutch of the gearbox subunit with the gearwheel stage of the reverse gear, are engaged.

Abstract: A transmission for a motor vehicle, having frictional shift elements, an overrunning clutch used as a hill support, and an automatic control of the working pressure of the shift elements to protect the functioning of the overrunning clutch.

Abstract: A change-speed gearbox having two countershaft transmission each connected by a frictional driving clutch to an input shaft and having a single common countershaft. Two gear wheel stages of the countershaft transmissions can be optionally connected into the driving connection between the input and output shafts by a change-speed clutch. One of the two gear wheel stages of one countershaft transmission is allocated to the reverse gear, and one of the two gear wheel stages of the other countershaft transmission is used both in reverse gear and in second gear.

Abstract: A process for the preparation of N-phenyl(pyridyl)sulfonyldiamides by reacting a 2-aminobenzoic acid (nicotinic acid) derivative with sulfur trioxide, chlorosulfonic acid or an adduct of sulfur trioxide with a tertiary amine in the presence of a diluent and of a tertiary amine, and reacting the resulting sulfamate with a primary amine and a phosphorus halide, or by reacting a 2-aminobenzoic acid (nicotinic acid) derivatives with an N-alkyl(cycloalkyl)sulfamic acid or a salt of this acid in the presence of a diluent and of a phosphorus halide.

Abstract: An external shell of a pump wheel of a hydrodynamic flow unit manufactured from a sheet metal pressed part has, in its outlet-side region, an integral connecting sleeve with a cylindrical centering surface and a centered fastening surface extending thereform, and wherein the connecting sleeve is formed by upsettingly deforming, with the fastening surface being given a cylindrical shape and the centering surface being machined to its required diameter after upsettingly deforming.

Abstract: The instant invention relates to a process and apparatus for treating wastewater containing bentazon by decomposing the bentazon therein and thus eliminating or substantially reducing the bentazon content. This process comprises adjusting the pH of the wastewater to a value of less than 7 and heating it to a temperature of at least about 60.degree. C.

Abstract: In a drive unit for motor vehicles, the axes of rotation of the main shaft of an engine and an input wheel of an intermediate transmission are arranged in line with one another in relation to one of two parallel geometrical main axes, and the axes of rotation of an output shaft, couplable to a differential, of a gear-change transmission of epicyclic design, of a transmission member connected fixedly in terms of rotation to the output shaft and belonging to an epicyclic transmission and of the output wheel of the intermediate transmission are arranged in line with one another in relation to the other main axis. The input shaft of the gear-change transmission can be driven from the main shaft. The output wheel can be brought into drive-connection with another transmission member of the epicyclic transmission which has the transmission member connected fixedly in terms of rotation to the output shaft.