Abstract: A guide carriage for an elongated guide rail includes a main body, an end cap, and at least one row of rolling bodies accommodated in a continuous bypass channel. The end cap bears indirectly against a longitudinal end face of the main body and has a fastening bore through which a fastening screw passes. The fastening screw is screwed into the main body. The continuous bypass channel has a supporting portion and a return channel that are connected via a curved bypass channel that is arranged in the end cap. A lubricant flow path is arranged in the end cap and extends from a lubrication port to the row of rolling bodies. A first cavity is arranged between the fastening bore and the fastening screw. The first cavity forms a component of the lubricant flow path.

Abstract: A guide carriage is configured for use with an elongate guide rail. The guide carriage has at least one row of spherical rolling bodies which are received in an associated endless circulatory channel. The circulatory channel has a load-bearing section and a return channel which are connected to one another at their ends which lie opposite one another via in each case one curved deflection channel. The load-bearing section is delimited by a carriage raceway extending in a longitudinal direction on the guide carriage and a rail raceway on the guide rail. A separate main body of metal is also provided. The carriage raceway is arranged on a separate raceway insert which bears against the main body. A separate rolling-body guide part is also provided which has a guide section extending in the longitudinal direction. The guide section engages behind the raceway insert.

Abstract: A guide carriage is configured for use with an guide rail. The guide carriage has at least one row of rolling bodies received in a circulatory channel. The circulatory channel has a load-bearing section and a return channel connected together at their ends by a deflection channel. The load-bearing section is delimited by a carriage raceway on the guide carriage and a rail raceway on the guide rail. At least one sealing lip is arranged in sealing engagement with the guide rail when the guide carriage is mounted on the guide rail. At least one separate rolling-body guide part, composed in one piece of an elastomer, has two deflection sections, between which at least one guide section, extending longitudinally, is arranged. An associated sealing lip is arranged on the guide section. At least one radially inner deflection surface of a deflection channel is arranged on each deflection section.

Abstract: A guide carriage for an elongated guide rail includes a main body, an end cap, and at least one row of rolling bodies accommodated in a continuous bypass channel. The end cap bears indirectly against a longitudinal end face of the main body and has a fastening bore through which a fastening screw passes. The fastening screw is screwed into the main body. The continuous bypass channel has a supporting portion and a return channel that are connected via a curved bypass channel that is arranged in the end cap. A lubricant flow path is arranged in the end cap and extends from a lubrication port to the row of rolling bodies. A first cavity is arranged between the fastening bore and the fastening screw. The first cavity forms a component of the lubricant flow path.

Abstract: A guide carriage is configured for use with an guide rail. The guide carriage has at least one row of rolling bodies received in a circulatory channel. The circulatory channel has a load-bearing section and a return channel connected together at their ends by a deflection channel. The load-bearing section is delimited by a carriage raceway on the guide carriage and a rail raceway on the guide rail. At least one sealing lip is arranged in sealing engagement with the guide rail when the guide carriage is mounted on the guide rail. At least one separate rolling-body guide part, composed in one piece of an elastomer, has two deflection sections, between which at least one guide section, extending longitudinally, is arranged. An associated sealing lip is arranged on the guide section. At least one radially inner deflection surface of a deflection channel is arranged on each deflection section.

Abstract: A guide carriage is configured for use with an elongate guide rail. The guide carriage has at least one row of spherical rolling bodies which are received in an associated endless circulatory channel. The circulatory channel has a load-bearing section and a return channel which are connected to one another at their ends which lie opposite one another via in each case one curved deflection channel. The load-bearing section is delimited by a carriage raceway extending in a longitudinal direction on the guide carriage and a rail raceway on the guide rail. A separate main body of metal is also provided. The carriage raceway is arranged on a separate raceway insert which bears against the main body. A separate rolling-body guide part is also provided which has a guide section extending in the longitudinal direction. The guide section engages behind the raceway insert.

Abstract: In a control unit for operating a vehicle drive, and to a method for operating the control unit. An upper bound is imposed on the final desired torque output by the control unit with a limiting torque dependent on the measured/manipulated variables of the accelerator pedal value sensor, when the detected vehicle speed lies below a starting limiting speed.

Abstract: The invention relates to a method of joining a thermoplastic material (10) to a fibre composite material (11), the thermoplastic material (10) being welded to the fibre composite material (11), wherein the fibre composite material is a fibre-rein-=forced matrix material or comprises a fibre-reinforced matrix material and wherein the matrix material is a thermoset or comprises a thermoset. Preferably, the thermoplastic material (10) and the fibre composite material (11) are welded together by motion welding and/or by induction welding. In addition, it is preferred that, for the preferred induction welding, an electrically conductive material is arranged in a joint area between the thermoplastic material and the fibre composite material and induction heat is generated in the electrically conductive material which is sufficient to cause the thermoplastic material to start to melt and to heat the fibre composite material.

Abstract: In a control unit for operating a vehicle drive, and to a method for operating the control unit. An upper bound is imposed on the final desired torque output by the control unit with a limiting torque dependent on the measured/manipulated variables of the accelerator pedal value sensor, when the detected vehicle speed lies below a starting limiting speed.

Abstract: In an arrangement for processing excavated materials including a material crushing device and a classifier to which the crushed material is supplied for screening, the classifier includes a leveling structure which provides for a desired orientation of the classifier relative to a horizontal plane independently of the orientation of the crushing device.

Abstract: The milling apparatus (1) has a bucket with a receiving chamber and has a milling unit with a milling rotor (14). The receiving chamber has a receiving opening (4) and is embodied as a bucket (2). On the bottom of the bucket (2), a through opening (19) is provided, which leads into a milling chamber (12). The milling rotor (14) can move material both into the receiving chamber and out of it again. To achieve both modes of operation, in a first embodiment a drive mechanism rotating in a predetermined direction (D) is provided; a beating arm (16) is associated with the first mode of operation, and a further beating arm (24) is associated with the second mode of operation. In another embodiment, which makes do with a single beating arm (16), the milling unit (54) can be operated in two different working positions via a turner. The positions differ from one another by a 180° rotation about a vertical axis that is perpendicular to the axis of rotation of the milling rotor (14).

Abstract: A method and an apparatus for processing mixtures of material which contain a coarse component (3) and a predominantly cohesive fine component (4). Both the mixture of material (2) and an added material (5) are delivered in continuous streams of material (11, 23) to a homogenizing and separating device (12). The homogenizing and separating device (12) serves to mix the added material (5) and the mixture of material (2) uniformly with one another, so as to put the fine component (4) of the mixture of material (2) into a state such that the fine components (4) can be separated from the coarse component (3). As a result of the continuous delivery of the mixture of material (2) and added material (5) to the homogenizing and separating device (12), intimate mixing of the added material (5) and fine component (4) is achieved so that the separation of the coarse component and fine component can take place directly in the same device.

Abstract: An apparatus suitable for treating mineral material, particularly excavated earth, has two rollers that rotate in opposite directions, on which a plurality of elements is disposed, the elements serving to transport and reduce the material in case its particle size is too large. Elements that are designed to exert a notch effect onto particle sizes larger than a minimum size are provided for reducing brittle and large-particle components of the mineral material, in particular. The reduction by means of the notch effect has been proven to save energy and subject machines to low wear. The elements that produce the notch effect can also reduce wood (tree stumps).

Abstract: A method for determining the air/fuel ratio in an internal combustion engine combustion chamber having at least two ignition plugs spaced apart from one another. Ion-current measurement is carried out during successive operating cycles, wherein a first ignition plug is operated as an ion-current sensor and does not release ignition energy. The time of arrival at the first ignition plug of a flame front formed at the ignition point of a second ignition plug, is detected. The detected time of arrival of the flame front, the ignition point and the ignition-plug spacing are used to determine the speed of the flame and, from this, the air/fuel ratio is determined as a function of the speed and/or load of the internal combustion engine.

Abstract: In a measuring arrangement for the electrically uncoupled function testing of systems with a current-carrying conductor, an electromechanical transducer in the form of a piezoceramic element is assigned to the conductor. The conductor can be an ignition coil of a vehicle ignition system.

Abstract: A refrigerating circuit having a condenser and an evaporator, wherein shaped bodies (9, 9a) of a drying agent are arranged within a component (6), which carries liquid refrigerant of the circuit, and are so adapted to the internal geometric shape of the respective component as to filter residual moisture from throughflowing refrigerant.

Abstract: A method for determining the ignition angle for an internal combustion engine with adaptive knocking control, in which the occurrence of knocking is reduced by a controlled adjustment of the ignition angle in the retarded direction. The current values for the adjustment in the retarded direction are stored in a characteristic diagram in an operating parameter-dependent fashion. An average adjustment in the retarded direction is determined from these characteristic diagram values, and both a correction ignition angle and a control range limitation for the knocking control are determined therefrom. The fuel quality and ambient influences are automatically sensed with reference to a learned RON level and are also used to reduce the amount of energy expended to control engine knocking.

Abstract: A method and an apparatus for detecting knocking combustion in an internal combustion engine, by evaluating the ionic current signal sensed in the combustion chamber, is especially adapted to correct or compensate the ionic current signal for longterm variations arising therein, for example due to variations in the composition of the fuel as a result of contamination with metallic components or the like. Thereby, erroneous knock recognition is prevented. To achieve this, a frequency-filtered time-sampled knocking component integral of the ionic current signal generated in the present combustion cycle is multiplied by a correction value determined from at least one integral value of the ionic current signal generated during at least one prior combustion cycle.

Abstract: The present invention relates to a method for determining the running smoothness of an Otto spark ignition engine by measuring the ionic current (I) in at least one combustion chamber of the Otto spark ignition engine. Once the spark plug has fired, a measuring voltage is applied to the spark plug, inducing the ionic current (I). Following each ionic current measurement, initially an active, average ionic-current value (IM) is defined, and a running-smoothness value (L) is subsequently determined from a reference value and the ionic-current average value (IM).

Abstract: A process for recognizing ignition failures in an internal-combustion engine which has two spark plugs per cylinder, based on a measurement of the ionic current at the spark plugs. In this process, the ionic current signals of the two spark plugs are each integrated using an assigned integrator over an entire combustion cycle and the integrator values are compared with one another. Since, in the case of a defective spark plug, an ionic current signal will occur only some time after the ignition (specifically after the arrival of the flame from the ignited spark plug), its integration value is significantly lower than that of the intact spark plug. From this information, the correct operation of the spark plugs is determined.