Abstract: A motor vehicle device has a device interior in which a water-containing lubricant is held in order to lubricate at least one component arranged in the device interior. The device interior is fluidically connected to a venting apparatus for pressure equalization with the environment surrounding the motor vehicle device. The venting apparatus has a semipermeable membrane, which is water-impermeable in a first direction, i.e. from a first surface of the membrane to a second surface. The first surface of the semipermeable membrane faces the device interior and therefore the semipermeable membrane seals off the device interior from the environment surrounding the motor vehicle device in such a way that water and water vapor cannot permeate.

Abstract: An internal combustion engine includes an internal combustion engine interior and a lubricant disposed in the internal combustion engine interior. The lubricant lubricates a component disposed in the internal combustion engine interior and the lubricant is a water-containing lubricant. In an embodiment, the internal combustion engine interior is fluidically connected to an environment surrounding the internal combustion engine by a ventilation device where the ventilation device has a semipermeable membrane which is impermeable to water and water vapor.

Abstract: A device for industrial drying of a suspension or solution containing a solid material is provided, comprising a rotatably mounted cylinder having electrically conductive properties and comprising a surface for receiving the suspension or solution, and an inductor adapted to heat the cylinder inductively. The inductive heating causes that the suspension or solution received on the surface of the rotatably mounted cylinder dries and the solid material is left. Furthermore, further devices, a system, a device package, and a method for industrial drying of a suspension or solution are introduced.

Abstract: An internal combustion engine includes an internal combustion engine interior and a lubricant disposed in the internal combustion engine interior. The lubricant lubricates a component disposed in the internal combustion engine interior and the lubricant is a water-containing lubricant. In an embodiment, the internal combustion engine interior is fluidically connected to an environment surrounding the internal combustion engine by a ventilation device where the ventilation device has a semipermeable membrane which is impermeable to water and water vapor.

Abstract: A motor vehicle device has a device interior in which a water-containing lubricant is held in order to lubricate at least one component arranged in the device interior. The device interior is fluidically connected to a venting apparatus for pressure equalization with the environment surrounding the motor vehicle device. The venting apparatus has a semipermeable membrane, which is water-impermeable in a first direction, i.e. from a first surface of the membrane to a second surface. The first surface of the semipermeable membrane faces the device interior and therefore the semipermeable membrane seals off the device interior from the environment surrounding the motor vehicle device in such a way that water and water vapor cannot permeate.

Abstract: A gear shift mechanism has a displacement device, which can be operated by an actuator, for the axial displacing of a sliding sleeve. The actuator is connected with the displacement device by way of at least one joint. Such an articulated connection between the actuator and the displacement device permits a greater freedom with respect to the spatial arrangement of the actuator and thus a very compact construction.

Abstract: For locking individual gears, a “rod-type” locking element is provided which extends in the axial direction over several operating elements and which, in the individual possible transmission shifting positions, in each case, engages with some of the existing operating elements. When one of the operating elements is shifted out of its neutral position into a shifting position, the locking rod is brought into a locking engagement with at least some of the existing operating elements.

Abstract: A manual transmission includes a shift body that is associated with two separate actuating devices, wherein the shift body may be a gearshift fork or a gearshift rocker. The gearshift body can be actuated selectively by one or the other actuating device. The actuating devices are preferably gearshift rods.

Abstract: For locking individual gears, a “rod-type” locking element is provided which extends in the axial direction over several operating elements and which, in the individual possible transmission shifting positions, in each case, engages with some of the existing operating elements. When one of the operating elements is shifted out of its neutral position into a shifting position, the locking rod is brought into a locking engagement with at least some of the existing operating elements.

Abstract: Manual transmission, in which two separate actuating devices are assigned to the individual gearshift bodies, that is the gearshift forks and/or the gearshift rockers. A gearshift body, that is a gearshift fork and/or a gearshift rocker, can be actuated selectively by means of one or the other actuating device. The actuating devices are preferably gearshift rods.

Abstract: A gear shift mechanism has a displacement device, which can be operated by an actuator, for the axial displacing of a sliding sleeve. The actuator is connected with the displacement device by way of at least one joint. Such an articulated connection between the actuator and the displacement device permits a greater freedom with respect to the spatial arrangement of the actuator and thus a very compact construction.

Abstract: The gear shifting device contains two adjacent shifting channels, the distance between which is selected such that the exterior circumferences projected in the shifting channel longitudinal direction of the shift sleeves intersect and/or overlap. For this, a circular “recess” is provided in the circumferential area of the one shift sleeve, with which at least a portion of the circumferential area of the other shift sleeve can mesh. The recess can be a circular groove-like indentation for example. The portion of the other shift sleeve meshing with the recess can be a ring-like elevation of complementary design. The width of the groove-like indentation, however, is larger than the width of the ring-like elevation, so that an axial relative displacement of the two shift sleeves is possible.

Abstract: A guide rail for guiding a pair of angled or horizontal guide wheels (17,18) of a guide assembly. The guide rail comprises a rail base (2), a rail head (4), and a rail web (3) interconnecting the rail base (2) with the rail head (4). The rail head (4) has at least one zone facilitating engagement and disengagement of the guide wheels with the guide rail. The zone has a narrowed area in which the guide head (4) has a narrower transverse width dimension which is less than the larger transverse width dimension on opposite sides of the zone and less than a normal engagement spacing of the guide wheels from one another such that the pair of guide wheels (17,18) are only movable vertically into and out of engagement with the guide in the zone while the pair of guide wheels (17,18) are prevented from moving vertically into and out of engagement with the guide rail, relative to the guide rail, by the larger transverse width dimension of the guide head (4).

Abstract: The guide system, for a guided road vehicle, having a front directional assembly formed of two pivoting guide arms (2) and (3) which are coupled as well as vertically constrained, each equipped with an inclined guide wheel (12, 13) engaging at least one guide rail on the ground (16). At the rear, a follower-limiter module (47) designed to limit lateral clearance by the axle to a maximum value, in the form of a device following the guide rail, is pivotably attached to the axle (8) and laterally displaceable to a limited extent. The front directional unit and the follower-limiter module (47) are laterally connected to either side of the axle through a lateral temporary immobilizing device (43, 44) which controls change of position.

Abstract: A composite articulated connection between a successive first car (8) and a rear car (9) are supported by an intermediate module (10) and comprise a purely pivoting articulated front connection (LAV) pivoting about a first vertical pivot axis between the front car (8) and the intermediate module (10) and a complex rear connection (LAR) formed of a connection pivoting about a second vertical pivot axis, a lower clearance stabilization center (CIAD) and an upper clearance stabilization center (LASD). The first axis (B-B') and the second vertical pivot axis (C-C') are located closely adjacent one another or are combined with the median vertical pivot axis (A-A') of the intermediate module (10). The composite articulated connection is of interest to manufacturers of public urban transportation vehicles.